JPH04135922A - Control device for engine and automatic transmission - Google Patents

Abstract

PURPOSE:To perform plural kinds of control modes in accordance with conditions of both automatic transmission and engine by transmitting two kinds of signals from one of them, and by providing four kinds of control modes in accordance with the two kinds of signals on the other one of them, at least one of the control modes being divided into plural kinds of control modes in accordance with the conditions of its equipments. CONSTITUTION:Signal transmission lines 45, 46 are laid from an automatic transmission controller 40 to an engine controller 22, a spark retard signal I being transmitted through the signal line 45 while a spark retard signal II is transmitted through the signal line 46. The signals I, II are generated during automatic speed change mode, upon turn-on of a selection lever 41 or a hold switch 42 or during deceleration. The controller 22 controls equipments belonging thereto in four kinds of modes in accordance with the two kinds of signals I, II received thereby, and among these four kinds of modes, each of three kinds of modes corresponding to the signals I, II, (I, II)=(1, 1,), (1, 0), (0, 1), excepting (I, II)=(0, 0) are divided into two control modes in accordance with both input signals for a throttle opening degree TVO and an idle switch 17 relating to the equipments belonging thereto, thereby it is possible to carry out the control of the equipments belonging thereto in the respective control modes.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an improvement in an engine and automatic transmission control device that controls both engine operation and automatic transmission operation in relation to each other.

(Prior Art) Conventionally, as this type of control device, for example, Japanese Patent Laid-Open No. 61
As disclosed in Japanese Patent Publication No. 125930, it is equipped with both a computer that controls the engine and a computer that controls the automatic transmission, and when the automatic transmission is changing gears, the transmission computer transmits a gear change command signal. There is a known system that receives this information on an engine-side computer and changes the ignition timing of the air-fuel mixture or the amount of fuel supplied to the engine, thereby reducing the output torque of the engine during shifting, thereby reducing shift shock.

(Problems to be Solved by the Invention) By the way, when controlling the operations of the engine and the automatic transmission in a large number of ways while relating them to each other, it is necessary to send and receive many types of signals between the two computers.

However, in that case, there is a disadvantage that the number of signal lines between computers increases.

The present invention has been made in view of the above, and its purpose is to transmit two types of signals from one side, and to transmit two types of signals from the other side.
In addition to the four types of modes depending on the signal, at least one of these modes is further divided into multiple control modes depending on the state of the own equipment, so that the two crossover lines and the engine and automatic The object of the present invention is to control the operation of a transmission in a number of ways depending on one of the operations.

(Means for Solving the Problems) In order to achieve the above object, a specific solution of the present invention includes a control means for controlling an engine and a control means for controlling an automatic transmission, and a control means for controlling both of them. The object of the present invention is a control device for an engine and an automatic transmission, which controls the operation of the engine and automatic transmission while linking the operations thereof by transmitting and receiving signals between means. One of the two control means is provided with a transmitting means for transmitting two types of signals regarding the state of its own device to the other, and the other control means is provided with:
A first execution means that executes control of its own device in four types of modes corresponding to the two types of signals received, and at least one predetermined mode among the four types of motes of the first execution means, The apparatus is configured to include a second execution means for classifying into a plurality of control modes based on an input signal related to the state of the device and controlling the own device for each control mode.

(Function) With the above configuration, in the present invention, for example, the control means on the automatic transmission side transmits two types of signals regarding the state of the automatic transmission, so the control means on the engine side transmits the two types of signals received. The engine can be controlled in four different modes depending on the signal content.

Furthermore, in the engine control related to the state of the automatic transmission as described above, at least one mode among the four modes is further divided into a plurality of control modes based on an input signal related to the engine state.

As a result, the engine is controlled in a control manner that corresponds to the engine state at that time, so that various types of control can be performed depending on the states of both the automatic transmission and the engine.

(Effects of the Invention) As explained above, according to the engine and automatic transmission control device of the present invention, there are two connecting wires between the control means on the engine side and the control means on the automatic transmission side. The present invention has the advantage that control that correlates the engine and the automatic transmission can be executed in a variety of control modes that suitably correspond to the states of both.

(Example) Embodiments of the present invention will be described below with reference to the drawings.

In FIG. 1, 1 is an engine, 2 is a combustion chamber whose volume is variable by a piston 4 that is slidably inserted into a cylinder 3 of the engine 1, and 5 is a combustion chamber whose one end is connected to the atmosphere and whose other end is the combustion chamber mentioned above. An intake passage 6 opens into the chamber 2 to supply intake air, and an exhaust passage 6 communicates with the combustion chamber 2 at one end and opens to the atmosphere at the other end to discharge exhaust gas. The intake passage 5 is provided with a throttle valve 7 that adjusts the intake air amount, and a fuel injection valve 8 that injects and supplies fuel downstream of the throttle valve 7. A catalyst device 9 for purification is also provided. Further, in the combustion chamber 2, an intake valve 10 is disposed at the opening of the intake passage 5, an exhaust valve 11 is disposed at the opening of the exhaust passage 6, and the air-fuel mixture in the combustion chamber 2 is disposed at the top. A spark plug 12 for ignition is arranged. In addition, 13 is an ignition coil that generates a high voltage, and 14 is a power distributor that distributes the high voltage of the ignition coil 13 to the ignition plug 12 of the cylinder that undergoes the explosion stroke. It has both the function of a crank angle sensor that detects the engine speed and the function of a cylinder identification sensor that identifies the reference cylinder.

In addition, 15 is an intake air temperature sensor that detects the intake air temperature on the upstream side of the throttle valve 7, 16 is an air flow sensor that detects the amount of intake air, and 17 is an idle switch that is turned on when the throttle valve 7 is fully closed. 18 is a throttle position sensor that detects the opening degree of the throttle valve 7; 19;
2 is a water temperature sensor that detects the engine cooling water temperature; 20 is a knock sensor as a knock detection means that detects knock vibration of the engine 1; 21 is a knock sensor disposed upstream of the catalyst device 9 in the exhaust passage 6; This is an air-fuel ratio sensor that detects the air-fuel ratio.

Each of the above-mentioned sensors and switches 14 to 2] is connected to a controller 22 which has a built-in CPU and the like and serves as a control means for controlling the engine 1 so as to be able to send and receive signals. The amount of combustion uB injected from the combustion injection valve 8 and the ignition timing of the air-fuel mixture in the combustion chamber 2 by the spark plug 12 are adjusted and controlled.

Further, the intake passage 5 is provided with a bypass passage 23 that bypasses the throttle valve 7.
A duty control valve 24 for adjusting the passage area of the passage 23 is disposed, and the duty control valve 24 is duty-controlled by the controller 22 to adjust the bypass intake port.

Furthermore, in the same figure, 25 is an automatic transmission, and the automatic transmission 25 includes a torque converter 26, 4 forward speeds,
It has a speed change gear mechanism 27 with one reverse gear, and the rear stage of the speed change gear mechanism 27 is rotatably connected to a drive wheel 29 via a propulsion shaft 28.

The torque converter 26 includes a pump 26a connected to the engine output shaft 1a, a turbine 26b, and a stator 26.
In addition to c, the turbine 26b has a converter output shaft 2.
The transmission gear mechanism 27 is also connected via 6d.

In addition, the engine output shaft 1a and the converter output shaft 26
A lock-up mechanism 30 that directly connects both wheels is arranged between the wheels and the wheels.

Further, 35 is a turbine rotation speed sensor that detects the turbine rotation speed of the torque converter 26, and 36 is a shift sensor that detects the time of gear change and the type of gear change, and the detection signals of these sensors control the automatic transmission 25. It is input to an automatic transmission controller 40 as a control means for changing the speed. A signal from a halt switch 42 provided on a selection lever 41 around the driver's seat is also input to the automatic transmission controller 40. The halt switch 42 is operated by the driver, and if the D range (automatic shift up to 4th forward speed) is selected by the selection lever 41 at the time of the operation, it is fixed at the 3rd speed, and the S range (forward shift up to 4th speed) is fixed. This is to fix the gear to 2nd gear if the automatic gearshift (up to 3rd gear) is selected, and to fix the gear to 1st gear if the L range (automatic gearshift up to forward speed 2J!i) is selected. It is.

Between the engine controller 22 and the automatic transmission controller 40, there are two signal lines 45 and 46 as signal crossover lines from the automatic transmission to the engine.
connected with. A retard signal J is connected to the one signal line 45.
Alternatively, a delay signal ■ is transmitted to the other signal line 46.

Next, the time when the above-mentioned retard signal I and retard signal ■ are generated is determined by the first
It is shown in Table 3. Table 1 shows the data when automatic gear shifting is performed based on the automatic gear shift map stored in advance, and Table 2 shows the data when the range is changed by the driver using the selection lever 41 or the hold switch 42 is turned on. ,
Table 3 shows the results during deceleration operation.

In other words, during automatic shifting in Table 1, 1-2°2-3
1. When the throttle valve opening is medium or medium, the ignition timing is retarded by a set angle and the output torque is temporarily reduced to reduce the shift shock, and when the throttle valve opening is medium or wide, the fuel is cut. Reduces output torque to reduce shift shock. In addition, during downshifts, the ignition timing is retarded by a different set angle from that during upshifts at throttle valve openings or large openings to reduce shift shock.

A flowchart for carrying out the control shown in Table 1 above is shown in FIG. In this control flow, the retard signal I=1 or the retard signal n=
The timing of resetting 1 to rOJ is determined by the turbine rotation speed, and when upshifting, the turbine rotation speed decreases, so in step SA7, as shown in FIG. 7, the turbine rotation speed ( Shift end rotation speed)
is calculated, a certain amount of offset rotation speed is added to the rotation speed, and the turbine rotation speed is reset when the turbine rotation speed decreases to the rotation speed obtained as a result. In addition, since the turbine rotation speed increases during downshifting, the difference between the turbine rotation speed at the start of the shift and the shift end rotation speed obtained in the same manner as above is multiplied by a predetermined offset coefficient, and the resulting value is The turbine rotation speed at the start of the shift is added to the specified rotation speed, and when the turbine rotation speed rises to this rotation speed, it is reset.

Furthermore, the control shown in Table 2 is for increasing the amount of bypass intake air in the intake bypass passage 23 when a downshift occurs based on the operation of the selection lever 41 or the ON operation of the hold switch 42. . The reason for performing this kind of control is to lock the automatic transmission 25 internally during downshifts by using a friction element (coast clutch) for engine braking as shown in Figure 9.
As the clutch is released, the engine speed suddenly drops, and if the clutch is then engaged, the acceleration in the longitudinal direction of the vehicle will temporarily suddenly change, causing a shock. Also, since the amount of energy absorbed by the coasting clutch increases, its reliability decreases. Therefore, in advance,
Before engagement of the coast clutch, the duty control valve 24 is controlled to increase the bypass intake air amount, and the engine speed is increased to 9th.
This is to keep it elevated as shown by the dashed line in the figure.

A flowchart for controlling the above Table 2 is shown in FIG. In this control flow, step SB□ is provided so that the vehicle speed <
In addition to excluding the 3-1 downshift when the idle switch is turned on due to a decrease in vehicle speed that occurs at 15km/h,
Step SB6 is provided to turn off the hold switch 42.
This excludes the 4-3 downshift due to a drop in vehicle speed during operation. Further, in step SB9, the retard signal I-1 is set when shifting from 4 to 3 in the D range based on the ON operation of the halt switch 42, and during other down shifts, the retard signal 11-1 is set in step SBIO. The reason for this is that the oil path for supplying the engagement pressure to the coast clutch is different and the orifice diameter is different in both cases, and the degree of rise of the engagement pressure is different. This is because since there is a large difference in the range of change in the gear ratio, it is desirable to provide a difference in the increase control of the bypass intake air amount.

Furthermore, the above retard signal 1. Regarding the timing to return IT to "0", first, in step s11, the turbine rotation speed TREVn at the end of the shift is determined from the turbine rotation speed TREVo at the start of the shift and the gear ratio, using the calculation formula TREVn = TR.
After determining the EVo/gear ratio, the turbine rotation speed TREVI at which control should be terminated in steps 8 and 2 is determined using the following formula (% formula %) X Offcent Coefficient + Tl? IkoV.

(The offset coefficient is a coefficient of 0 to 1), and in step 813, the actual turbine rotation speed TR is calculated.
When the EV has increased to or above this rotational speed TREVI (8th
(see figure) step 14 and retard signal 1. ll-0
I am planning to return it to .

Incidentally, during a downshift in the D range (4-3 shift), the engine controller 22 outputs a signal with a duty rate of 50% to the duty control valve 24 as shown in FIG. Bypass intake air amount control I is performed to increase the intake air amount to half of the maximum value, and a signal with a duty rate of 100% is output during downshifts other than during 4-3 gear shifting to increase the bypass intake air amount to the maximum value. Perform intake volume control port.

In addition, Table 4 shows the contents of the engine controller 22 and retard signals I and II (1, II) = (11).

This shows control to select separately (1, O) or (0, 1). The actual selection process is shown in the flowchart of FIG. To explain this flow, step S. 1 to Sc3 delay angle signal I
, It is determined, and in the case of (1, II)-(11), step S. 4, the state of the idle switch 17 is determined, and when the idle switch 17 is OFF, it is determined that an up-shift is being performed, and the ignition timing is controlled to the retarded side in step Sc to reduce the output torque. On the other hand, when the accelerator pedal is fully closed when the accelerator pedal is ON, it is determined that the operation is in principle, and step S is performed. Select fuel cut control in step 6.

In addition, in the case of (I, II) - (1, 0), the throttle valve opening degree TVO is determined in step SC7, and the TV
If O>2/8, it is determined that an up-shift is occurring, and in step SC8 the fuel supply to half of the gold cylinders is cut to reduce the output torque. On the other hand, step SC9
When TVO<l/8 and s coo and the idle switch 17 is ON, it is determined that it is town shift based on the operation of the selection lever 41 or the ON operation of the selection lever 42, and the bypass is performed before engaging the cost clutch in step S C1l. Increase the intake air amount to a medium level to increase the engine speed, and otherwise change the automatic transmission 2 in step 5CI2.
Normal control of the engine 1 is performed independently of the engine 5.

Furthermore, in the case of (1, II) = (0, 1), the throttle valve opening TVO is determined in step 5C13, and the TV
If O>278, it is determined that it is a downshift under automatic shift control, and in step SCI4, the ignition timing of the air-fuel mixture is retarded by a predetermined angle to reduce the output torque. On the other hand, when TVO<1/8 and the idle switch 17 is ON in steps 5CI5 and 5CI6, it is determined that it is a 4-3 down shift based on the operation of the selection lever 41 or the ON operation of the selection lever 42, and coasting is performed in step SCI□. Before the clutch is engaged, the bypass intake air amount is increased to the maximum amount to increase the engine speed. When TVO≧178 or the idle switch 17 is OFF, normal control of the engine 1 independent of the automatic transmission 25 is performed in step SCI8.

Accordingly, according to the flowcharts in FIGS. 2 and 3, the automatic transmission controller 40 sends two types of retardation signals I and retardation signal ■ regarding the state of its own equipment (that is, the automatic transmission 25) to the other engine. The configuration includes a transmitting means 50 for transmitting data to the controller 22. Further, according to the control flow shown in Table 4 and FIG. Among the four modes of the first execution means 51, (1, n) of the retard signal I and the retard signal
−(1,1), (],.

0), (0, 1), engine 1 (
2 each based on the throttle valve opening TVO and the idle switch 17 sub-input signal regarding the state of the own equipment).
The second execution means 52 is divided into two control modes and controls its own equipment (engine 1) for each control mode.

Therefore, in the above embodiment, two types of retard signals 1 and 2 are transmitted from the automatic transmission controller 40,
When this signal is received by the engine controller 22,
The encoder controller 22 controls the mote corresponding to one of the four modes shown in Table 4 depending on the content of the received signal.

Furthermore, for example, the retarded signal 1. Is it the content of If (1, b)?
= (1, 1), the signal is sent both when shifting up by automatic shift control and when shifting manually down based on the operation of the selection lever 41 or the ON operation of the hold switch 42, or when the engine In the controller 22 for
Based on the state of the idle switch 17, when the idle switch 17 is OFF, it is determined that up-shifting is occurring and ignition timing retard control is executed, while when it is ON, it is determined that manual down-shifting is occurring and fuel cut control is executed. automatic transmission 2
The engine can be appropriately controlled in accordance with all five gear shifting modes.

As described above, in this embodiment, since the retard angle signal (≦I and retard signal ■) are not transmitted using the two crossover wires 45 and 46,
As shown in Tables 1 to 3, the engine can be controlled in seven different control modes (including normal control) based on the combination of the retard signals r and n. Because of this, while the number of crossover wires is as small as two,
When shifting the automatic transmission 25, the engine 1 can be appropriately controlled in association with various control modes that match the shifting mode.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, and FIG. 1 is an overall configuration diagram, FIGS. 2 and 3 are flowcharts showing setting control of two types of retard signals in an automatic transmission controller, and FIG. Figures 5 and 6 are flowcharts showing the selection of control performed by the engine controller, Figure 7 is an explanatory diagram showing how the turbine rotation speed changes during up-shifting, and Figure 8 is an illustration of the turbine speed during down-shifting. FIG. 9 is an explanatory diagram showing how the rotational speed changes, and is an explanatory diagram of the operation at the time of manual downshift based on the ON operation of the selection lever or the halt switch. l- Engine, 22. Engine controller (control means), 25. Automatic transmission, 40 Automatic transmission controller (control means), 45.46 Signal line, 50.
- Transmission means, 51... first execution means, 52... first execution means. 1 idiot, 1 dead figure, 1 total Figure 9

Claims (1)

[Claims] (1) A control means for controlling the engine and a control means for controlling the automatic transmission are provided, and signals are transmitted and received between the two control means to control the operations of the engine and the automatic transmission while associating them with each other. A control device for an engine and an automatic transmission, wherein one of the two control means includes a transmission means for transmitting two types of signals regarding the state of its own equipment to the other, and the other control means includes: a first execution means for controlling its own device in four types of modes according to the two types of signals received; an engine and an automatic transmission characterized by comprising: a second execution means for classifying into a plurality of control modes based on an input signal regarding the state of the device and controlling the own device for each control mode; Control device.