JPS62286846A - Integral controller for automatic transmission and engine - Google Patents

Abstract

PURPOSE:To prevent the speed change shock by keeping the variation rate through time of the revolution speed of the turning member of an automatic transmission always at a prescribed constant value, thus permitting the speed change time to be controlled always at a constant value. CONSTITUTION:Each signal of an engine revolution sensor 9' intake quantity sensor 10, intake air temperature sensor 11, car speed sensor 13, engine water temperature sensor 14, and a brake switch 15 is input into an engine control computer 7. Also the solenoid signals of the solenoid valves S1-S3 which are ON/OFF controlled by an automatic transmission control computer 8 are input in parallel into the engine control computer 7, and the speed change timing of the automatic transmission is judged. Therefore, the variation rate through time of the revolution speed of the turning member of the automatic transmission in speed change can be always kept at a prescribed value, and durability can be improved, and the speed change shock can be reduced.

Description

[Detailed description of the invention]

3. Detailed description of the invention

[Industrial application field]

The present invention relates to an integrated control device for an automatic transmission and an engine, and in particular, an improvement in the integrated control device for an automatic transmission and an engine that maintains good gear shifting characteristics by changing engine torque during gear shifting. Regarding.

[Conventional technology]

#A vehicle vehicle speed mechanism is equipped with a plurality of SM engagement devices, and selectively switches the engagement of the frictional engagement devices by operating a hydraulic control yJJ device, and performs a plurality of gear shifts according to a preset shift map. Automatic transmissions for vehicles configured to achieve either of these gears are already widely known. In addition, in such automatic transmissions for vehicles, the engine torque is changed during gear shifting to obtain good shifting characteristics, and the automatic transmission and engine are integrated to ensure and improve the durability of the frictional engagement device. Various control devices have also been proposed (
For example, JP-A-55-69738>. In other words, such integrated control of the automatic transmission and engine reduces the torque transmission from the engine during gear shifting. By changing the amount of energy absorbed by each member of the automatic transmission or the IIJm engagement device that brakes them, the gear shift can be completed in a short time and with a small shift shock, giving the driver a good shift feeling. In addition, the durability of the frictional engagement device is improved.

[Problems to be Solved by the Invention] However, the frictional engagement device used in the automatic transmission cannot avoid the fact that its friction coefficient changes over time, for example, from when the vehicle is new to when the vehicle ages. . If the friction coefficient changes in this way, the shift time becomes longer and the shift shock is reduced, but the durability of the frictional engagement device decreases. Therefore, in a typical vehicle, the shift time is set short in advance when the vehicle is new, so that even if the shift time becomes longer as the vehicle ages, its durability will not deteriorate much. However, if the shift time is set short in this way, the shift shock becomes large and a good driving feeling cannot be obtained. The problem was that it was difficult to achieve both. By the way, in the automatic transmission and engine integrated control device as described above, each throttle opening (engine load)
The amount of torque change corresponding to 1! of the frictional engagement device is predetermined as a map value. The reality is that prevention of the influence of changes in the Jm coefficient over time is not taken into consideration. OBJECTS OF THE INVENTION The present invention has been made in view of the above-mentioned conventional problems, and provides a method for keeping the time rate of change in the rotational speed of rotating members of an automatic transmission always within a predetermined time change rate band. By doing so, the I! Prevents changes in shift time due to changes in the J friction coefficient over time, from new to old.
Shifts can always be performed at the optimum shift time, and therefore,
It is an object of the present invention to provide an integrated control device for an automatic transmission and an engine that can constantly improve the durability of a frictional engagement device and reduce shift shock.

[Means to solve the problem]

The present invention is an integrated automatic transmission and engine 1iIJ111 device that maintains good gear shifting characteristics by changing the engine torque during gear shifting.As shown in FIG. means for determining the time rate of change in the rotational speed of the rotating member of the automatic transmission in-machine during a predetermined shift at a predetermined engine load; By comprising means for reducing the number of engine torque changes when the rate of change is larger than the upper limit of the time rate of change band, and increasing the amount of change in the engine torque when the rate of change is smaller than the lower limit of the predetermined time rate of change band. The purpose has been achieved.

[Effect]

Generally, when the shift time of the frictional engagement device of an automatic transmission is shortened, the shift shock is increased, but its durability is increased. Furthermore, if the shift time is made longer, the shift shock becomes smaller, but the durability becomes lower. Furthermore, if the shift time is too long, the shift cannot be completed in the buffer area of the accumulator provided in the automatic transmission to reduce the shift shock that occurs when shifting, and the high oil pressure that has risen will cause This not only reduces the durability of the frictional engagement device, but also increases the shift shock.For the reasons mentioned above, in normal vehicles, the shift time due to changes over time increases. In order to allow the frictional engagement device to complete engagement within the buffer area of the accumulator even if a change occurs, the shift time set for new cars is relatively short. Therefore, in the present invention, when the automatic transmission and the engine are integrally controlled, the rotational speed of the rotating members of the automatic transmission when changing the engine torque is changed. The rate of change is determined, and if the time rate of change in the rotational speed of the rotating member during a predetermined gear shift at a predetermined engine load is greater than the upper limit of a predetermined time change rate band, the amount of change in engine torque is reduced. However, if the change rate is smaller than the lower limit of the predetermined time rate of change band, the engine torque change amount is increased.Therefore, for a predetermined shift at a predetermined engine load, the engine torque change a is controlled during the shift. This makes it possible to maintain a constant time change rate of the rotational speed of the rotating member during gear shifting.Therefore, as the friction coefficient of the frictional engagement vA in the automatic transmission changes over time, the gear shifting time changes. Therefore, according to the present invention, it is possible to always shift gears at the optimum shift time, and this prevents deterioration of shift shock caused by the above-mentioned changes over time, both when the vehicle is new and when the vehicle is very old, and also improves durability. Deterioration can be prevented.In general, the durability of a friction engagement device is determined by the shift time, provided the same speed change and the same throttle opening.Also, this shift time is determined by the time rate of change during shift. In the present invention, the amount of torque change is controlled according to the determined rate of change over time, and the shift time is basically set to a predetermined time. Even if the amount is lower than normal, there is no disadvantage in terms of durability.Also, when detecting the shift time and controlling the amount of torque change, it is necessary to wait until the corresponding shift is completed. In this method, it is possible to correct the torque change a during the shift.In addition, variations in shift time due to individual engine variations and variations in the Tfl friction coefficient of the frictional engagement device, and intake air temperature can be corrected. Variations in engine torque due to
The present invention can automatically absorb variations that could not be absorbed conventionally. In a preferred embodiment, the predetermined time change rate band is changed depending on the type of speed change. If you do this,
It is possible to control the engine torque according to the type of shift, and to provide the driver with a better shift feeling. Preferably, the predetermined time change rate band is changed depending on the engine load. In this way, it is possible to finely eliminate changes in shift shock caused by changes in engine load, and provide the driver with an even better shift feeling. Furthermore, preferably, the upper and lower limits of the predetermined time rate of change band are set to be the same. This allows the predetermined time rate of change to be compared to be the same, thereby reducing the number of memory words and reducing the cost of the memory element. Preferably, the time rate of change in the rotational speed of the rotating member of the automatic transmission is estimated and determined from the detected value of the engine rotational speed. Although this causes a slight delay in detecting changes in the time rate of change, there is no need to newly install a sensor in the automatic transmission to detect the rotational speed of the rotating member, and the existing engine rotational speed sensor can be used instead. Since the time rate of change can be determined using the detection signal of , the present invention can be applied with a relatively simple configuration and costs for actual pressure can be reduced.

【Example】

Embodiments of the present invention will be described in detail below with reference to the drawings. FIG. 2 is an overall schematic diagram of an integrated automatic transmission and engine control device to which the present invention is adopted. The engine 1 and automatic transmission 2 are well known. In the engine 1, the engine control computer 7 controls the fuel injection in the injection valve 19 and the ignition timing in the distributor 20, so that an engine output corresponding to the accelerator opening degree and the engine rotation speed can be obtained. There is. Further, in the automatic transmission 2, the solenoid valves S1 to S3 of the hydraulic control + device 3 are controlled by the automatic transmission control computer 8.
As a result of changing the oil passage in the hydraulic control device 3, the engagement state of each frictional engagement device is selectively changed, so that a gear stage corresponding to the vehicle speed and the accelerator opening degree can be obtained. That is, the engine control computer 7 includes the engine rotation speed detected by the engine rotation sensor 9, the intake air amount detected by the intake amount sensor 10, the intake air temperature detected by the intake air temperature sensor 11, the throttle opening degree detected by the throttle sensor 12, and the vehicle speed detected by the vehicle speed sensor 13. , engine water temperature from the engine water temperature sensor 14, and brake ON signals from the brake switch 15 are input. The engine control computer 7 determines the fuel injection amount and ignition timing based on these signals. In addition, this engine control rule computer 7 includes:
0N-O by automatic transmission control computer 8
The solenoid signals of the solenoid valves 81 to $3 which are subjected to FF control are also inputted in parallel, and the timing of shifting the automatic transmission is determined based on these signals. On the other hand, the automatic transmission control computer 8 receives signals from the throttle sensor 12, vehicle speed sensor 13, engine water temperature sensor 14, brake switch 15, etc., as well as a shift lever signal from a shift position sensor 16.
position, a driving selection pattern such as fuel economy-oriented driving or power performance-oriented driving by the pattern select switch 17, and signals such as permission to shift to overdrive by the overdrive switch 18 are input, and the gear position corresponding to the vehicle speed and accelerator opening is input. The solenoid valves S1 to $3
is controlled by 0N-OF t. Further, an engine torque control regulation signal is inputted to the automatic transmission control computer 8 from the engine control computer 7, so that the automatic transmission side can determine that the engine 1 has regulated engine torque control. FIG. 3 is a flowchart of integrated control of the engine and automatic transmission. In the control routine of the engine control computer 7, it is determined from the signal change of the solenoid valves S1 to S3 that a shift will occur (step 122), and then the engine speed changes (for example, if it is an upshift, the engine speed decreases). ), it is determined that the actual shift has started, and in step 124>, engine torque control is started according to the engine torque change hk (ignition retardation) predetermined according to the type of shift, throttle opening, etc. (Step 126). This engine torque change factor is changed as appropriate according to the time rate of change of the engine rotational speed, as will be described later. As a result, the engine torque is changed according to the time rate of change of the rotating members of the automatic transmission. When the gear shift progresses and the engine rotation speed changes to a rotation speed that is the sum of the engine rotation speed at the end of the shift determined by the output shaft rotation speed of the automatic transmission and the gear ratio, plus a predetermined value (including negative numbers). Step 128) to determine the end of the gear shift, and then step 130) to relatively slowly end engine torque control over a predetermined period of time.
Returns to normal engine control status. Next, the above control will be explained in detail based on FIGS. 4 and 5. FIG. 4 is a flowchart of the engine control routine. That is, first, as initialization, a flag F is reset (step 232>, this flag F indicates execution of engine torque control. Next, the fuel injection amount and ignition timing are determined in the engine control main routine (step 234). ).Then, the flag F is determined (step 236>, and if the flag F-0, that is, the engine torque control is not being executed, the solenoid valves S, to S3
The necessity of torque control based on the change in is determined (step 238). If there is no need for torque control, step 234
On the other hand, if it is determined that it is necessary, a predetermined lower limit change rate Net and a predetermined upper limit are set for the engine torque change range ΔD corresponding to the throttle opening degree and the type of gear change, and the time change rate ΔNe of the engine rotation speed. A rate of change Nez is determined (step 240). Then, in step 242, the actual shift start is determined based on the change in engine speed.
), and when the shift actually starts, flag F is set to 1 (step 244). On the other hand, if the flag is F-1 in the previous step 236,
Flows to step 246. In this step 246, the engine torque change amount 6 determined in step 240 is
Execute engine torque control according to the instructions. Then, the time rate of change ΔNe of the engine rotation speed calculated by the calculation routine shown in FIG. 5, which will be described later, is read (step 24).
8) , this time rate of change ΔNe and the predetermined lower limit rate of change N
Compare e + step 25o). As a result of the comparison,
ΔNe<Ne+, that is, the time rate of change of engine rotation speed N
If e is smaller than the predetermined lower limit change rate Net, in order to increase the engine torque change amount ΔT, the value obtained by adding a predetermined value dT to the engine torque change amount ΔT is newly set as the engine torque change amount ΔK (step 254). On the other hand, when the time rate of change is ΔNe≧Ne +,
A comparison is made between the time rate of change ΔNe and the predetermined upper limit rate of change Ne2 (step 252). As a result of the comparison, the time change rate ΔNf3 > Ne 2, that is, the time change rate ΔNe
is larger than the predetermined upper limit change rate Ne2, in order to reduce the change amount of the engine torque change amount ΔT, a value obtained by subtracting the predetermined value dT' from it is set as the new engine torque change amount ΔT (step 256 ). Note that if the time rate of change ΔNe is Ne +≦ΔNe≦Nez, the process proceeds to step 258 with the value of the time rate of change ΔNe unchanged. Then, the engine torque change amount ΔT determined in steps 252, 254, and 256 is changed to a value corresponding to the throttle opening and the type of gear change.Step 258>
, it is determined whether or not the gear shift has ended (step 260). If the shift is not completed, the process returns to step 234, and if it is determined that the shift is completed, a torque control termination routine is executed to return to the normal engine control state (step 262), and flag F is reset. (Step 264>, the flow goes to the previous step 234. FIG. 5 is a flowchart showing a calculation routine for the time rate of change ΔNe of the engine rotation speed in the routine shown in FIG. 4. This calculation routine is performed for a predetermined period of time. This routine is executed when there is an interrupt request after T (step 332).When this routine is executed, first, the previously stored engine rotational speed N e i-l is cleared (step 332). 334). Next, the engine rotation speed Ne i stored this time is newly set to the previous engine rotation speed Ne
i-+ (step 336). Then, change the current engine rotation speed Ne to a new engine rotation speed N
Read as et (step 338), following formula (1)
The time rate of change ΔNe of the engine rotational speed 1f is determined by calculation (step 34o). ΔNe = (Ne, −+−Ne i ) / T・
” (1) That is, the previous engine rotational speed N e +−
By dividing the difference between + and the current rotational speed Ne i by the predetermined time T, the time change rate ΔNe of the engine rotational speed is calculated.
is required. According to this embodiment, for a predetermined shift at a predetermined throttle opening, engine torque is changed during the shift,
It becomes possible to always maintain the time rate of change ΔNe of the engine rotational speed at the time of the shift to Ne1≦ΔNe≦Ne2. Therefore, it is possible to prevent the shift time from changing due to changes in the friction coefficient of the friction engagement device over time, and to always perform gear shifts at the optimum shift time. This improves the durability of the friction engagement device and reduces shift shock. It is possible to achieve both reduction and reduction. In addition, since the six torque change amounts are corrected only when the time rate of change ΔNe falls outside the above range Ne + ≦ΔNe ≦ Ne2, the torque change machine may Unnecessary hunting and correction can be prevented. In the above embodiment, in order to reduce costs, the time rate of change in the rotational speed of the rotary member in the self-spinning transmission system was estimated based on the rate of change in the engine rotational speed over time. however,
The method of determining the time rate of change in the automatic transmission and engine integral system tIl device according to the present invention is not limited to the method using the engine rotational speed as described above, but is directly detected from the rotating member using a sensor or the like. It is clear that In this case, since changes in the rotational speed of the rotating member are directly detected, detection delays due to the intervention of the torque converter can be prevented, and the time rate of change can be determined with higher accuracy than in this embodiment. .

【Effect of the invention】

As explained above, according to the present invention, for a predetermined shift under a predetermined engine load, it is possible to always maintain the time change rate of the rotational speed of the rotating member of the automatic transmission at the predetermined time change rate during the shift. As a result, it becomes possible to always manage the shift time to be constant. Therefore, 1! of the frictional engagement device! By eliminating changes in shift time due to changes in the JgA coefficient over time, it is possible to always shift gears with the optimal shift time from when the car is new to when the car has aged, thus constantly improving the durability of the friction engagement device and shifting gears. This provides an excellent effect of simultaneously reducing shock.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the main structure of the present invention, and FIG. 2 is a block diagram showing the integrated control of an automatic transmission and an engine according to the present invention.
FIG. 3 is an overall block diagram showing the configuration of an embodiment of the device.
The fourth factor is a flowchart showing the engine torque control routine adopted in the above-mentioned embodiment device, and the fourth factor is a flowchart showing the engine control routine. FIG. 2 is a flowchart showing a calculation routine for. 1...Engine, 2...Automatic transmission, 7...
・Engine control computer, 8... automatic transmission control computer, N e +, N e
2... Upper and lower limit values of the predetermined time rate of change band.

Claims (5)

[Claims] (1) In an automatic transmission and engine integrated control device that maintains good gear shifting characteristics by changing engine torque during gear shifting, the rotational speed of rotating members of the automatic transmission during gear shifting. means for determining the time rate of change of the rotational speed of the rotating member during a predetermined gear shift at a predetermined engine load, if the time change rate of the rotational speed of the rotating member is larger than the upper limit of a predetermined predetermined time change rate band, the engine torque is determined; An integrated control device for an automatic transmission and an engine, comprising: means for reducing the amount of change in engine torque, and increasing the amount of change in engine torque if the change amount is smaller than the lower limit of the predetermined time change rate band. (2) The automatic transmission and engine integrated control device according to claim 1, wherein the predetermined time change rate band is changed depending on the type of shift. (3) The automatic transmission and engine integrated control device according to claim 1 or 2, wherein the predetermined time change rate band is changed depending on the engine load. (4) The integrated control device for an automatic transmission and an engine according to any one of claims 1 to 3, wherein the upper and lower limits of the predetermined time rate of change band are set to be the same. (5) The automatic transmission according to any one of claims 1 to 4, wherein the time rate of change in the rotational speed of the rotating member of the automatic transmission is estimated from a detected value of the engine rotational speed. and engine integrated control device.