JPH04342620A - Controller for engine and automatic transmission - Google Patents

Abstract

PURPOSE:To prevent the deterioration of the speed change shock and the frequent selection of a look-up clutch. CONSTITUTION:After the completion of the speed change by an automatic transmission 11, an output adjustment permission means 21 outputs a permission signal for selecting a swirl control valve 1, and then the control for the permission of the engagement of a lock-up clutch 12 which is released during speed change is carried out by a lock-up permission means 19. Then, the output adjustment for an engine and the engagement of the lock-up clutch 12 are carried out in the proper order and in proper timing, accompanied with the completion of speed change, and the deterioration of the speed change shock and the frequent selection of the lock-up clutch are prevented.

Description

[Detailed description of the invention]

0001

[Field of Industrial Application] This invention relates to a control device that controls an engine that is equipped with an output adjustment means such as a swirl control valve in addition to a throttle valve, and an automatic transmission that is equipped with a lock-up clutch. It is.

0002

[Prior Art] As is well known, torque converters installed in automatic transmissions for vehicles transmit torque through fluid, so the transmission efficiency is not 100%, resulting in reduced fuel consumption. It becomes a factor that causes the decline. Therefore, conventionally,
A lock-up clutch is installed in the torque converter, and the lock-up clutch is engaged in a lock-up range determined based on vehicle speed, throttle opening, etc., in an effort to improve fuel efficiency.

[0003] Since the lock-up clutch connects the input member and output member of the torque converter directly by mechanical means without using fluid, even if it is equipped with a damper mechanism, it is difficult to connect the input member and output member of the torque converter to the engine side and automatic transmission. The side torque fluctuations are transmitted almost unchanged. Conventionally, in order to prevent torque fluctuations and shocks caused by gear changes in automatic transmissions, even if the driving conditions are in the lock-up region,
When shifting gears, the lock-up clutch is released.

On the other hand, recently, in order to improve fuel efficiency and meet the demands for various output characteristics, it has become common practice to attach an output adjustment means to the engine separately from the throttle valve, but depending on the output adjustment means used, Since the output torque of the engine changes discontinuously, if an automatic transmission is connected to an engine equipped with this type of output adjustment means, the switching operation of the output adjustment means must be prohibited during gear shifting. It is said that An example of this is the patent application filed by the applicant in Japanese Patent Application Hei 2-1875.
It was already proposed by No. 42.

[0005] This is a swirl control valve (S
This is a control method that can be implemented for a lean burn engine equipped with a CV (CV) and an automatic transmission connected thereto. In other words, the swirl control valve 1 is as shown in FIG.
As shown in FIG. 7, this valve opens and closes one swirl port 3 of the two intake ports 3 and 4 provided for one cylinder 2, and when it is closed, the valve opens and closes the swirl port 3 as shown by the arrow in FIG. The intake air flows into the cylinder 2 while swirling around the valve stem of one of the intake valves 5 and 6 provided at each intake port 3 and 4, so that a strong swirl occurs. Furthermore, when the swirl control valve 1 is opened, air is taken in from both the intake ports 3 and 4. In a lean burn engine, the swirl control valve 1 controls the intake air and also controls the air-fuel ratio.At light loads, the air-fuel ratio is increased and the swirl control valve 1 is closed to perform lean burn. When under load, the air-fuel ratio is set to stoichiometric and the swirl control valve 1 is opened to perform stoichiometric burn. Therefore, the torque characteristic in the lean burn engine is the torque characteristic shown by the solid line in FIG. In other words, the thick solid line in FIG. 8 shows the actual engine torque, whereas the a curve shows the torque characteristic during lean burn when the air-fuel ratio is about 21. In this state, the swirl control valve Closed. Further, the b curve or the c curve shows the torque characteristic when the air fuel ratio is a rather lean air fuel ratio of about "17" or "16". Further d
The curve is based on an air-fuel ratio of “14.5” (stoichiometric burn)
The swirl control valve opens to take in air. And the e curve shows that the air-fuel ratio is "12".
．． The torque characteristics are shown when the output air-fuel ratio is set to approximately 5". As shown in FIG. 8, in the lean-burn engine described above, the air-fuel ratio is changed when the throttle opening TA is less than the value shown by TA1 in FIG. 8. A lean burn was performed with the setting at about "21", and the throttle opening TA was TA1 in Figure 8.
and TA2 (TA1≦TA<
At TA2), the air-fuel ratio is gradually changed to about "17-16" and the engine torque is continuously increased. When the throttle opening TA becomes TA2 or more, the swirl control valve 1 is opened and at the same time the air-fuel ratio is lowered to the output air-fuel ratio to ensure torque in the high opening range. However, in the combustion state with swirl control valve 1 open,
Coupled with the change in air-fuel ratio, the engine torque increases to T1 in Figure 8.
It changes discontinuously as shown by and T2.

Therefore, in the method of the above-mentioned Japanese Patent Application No. 2-187542, switching of the swirl control valve 1 or similar output adjustment means is prohibited during a shift by an automatic transmission, and the output shaft torque accompanying the shift is prohibited. This avoids the overlap between changes in the output shaft torque and changes in the output shaft torque due to engine output adjustment, thereby preventing aggravation of shift shock and reduction in the durability of the automatic transmission.

[0007]

[Problem to be Solved by the Invention] In a vehicle in which an automatic transmission having a lock-up clutch is connected to an engine equipped with an output adjustment means such as a swirl control valve, a lock-up occurs when the automatic transmission finishes shifting. The clutch is engaged and the output adjustment means is also switched. The former is a control on the automatic transmission, and the latter is a control on the engine, so they can be executed independently of each other. However, if these controls are performed simultaneously, the change in engine torque will remain the same. There is a risk that the transmission will worsen the shift shock.

[0008] Also, when controlling the lock-up clutch, from the general idea that the lock-up clutch should be released when there are large fluctuations in engine torque, the lock-up clutch that is engaged at the end of the gear shift should be released. , the lock-up clutch is released with the switching operation of the output adjusting means carried out after the end of the gear shift, and is further engaged again with the end of the switching operation of the output adjusting means, and as a result, such a Did you control it?
Lock-up clutch engagement and disengagement occur frequently,
There was a problem that caused a sense of discomfort to the driver or passengers.

The present invention was made against the background of the above-mentioned circumstances, and it is an object of the present invention to provide a control device for an engine and an automatic transmission that can prevent deterioration of shift shock and frequent engagement and disengagement of a lock-up clutch. The purpose is to

0010

[Means for Solving the Problems] In order to achieve the above object, the present invention controls an engine having an output adjustment means in addition to a throttle valve, and an automatic transmission including a fluid coupling having a lock-up clutch. A control device comprising: a shift detection means for detecting that the automatic transmission is in the process of shifting; an output adjustment prohibition means for prohibiting the output adjustment means from making an output adjustment during a shift in the automatic transmission; and an automatic transmission. lock-up control means for releasing the lock-up clutch during a shift in the automatic transmission; output adjustment permission means for permitting the output adjustment means to adjust the output of the engine after the end of the shift in the automatic transmission; and lockup permission means for permitting the lockup clutch to be engaged after the end of the gear shift and after the output adjustment permission means has permitted the output adjustment means to adjust the output of the engine. It is something to do.

[0011]

[Operation] Shifting in an automatic transmission is determined based on the vehicle speed, throttle opening, and a pre-stored shift diagram.
executed. If a shift is being performed by the automatic transmission, the shift detection means detects this, and based on this, the output adjustment prohibition means prohibits the output adjustment means from adjusting the engine output, and the lockup control means disables the lockup clutch. let go. The end of the shift in the automatic transmission can be known when the shift detection means no longer detects that the shift is in progress, and after the end of the shift, the output adjustment permission means allows the output adjustment means to adjust the output of the engine. do. Therefore, if the conditions for adjusting the engine output are in place at this point, the output adjusting means will operate and the engine output will change. Further, after the above-mentioned output adjustment is permitted, the lock-up permission means permits engagement of the lock-up clutch, and if the driving condition is in the lock-up region, the lock-up clutch is engaged. The point at which this lock-up clutch engages is after the engine output has been changed. Therefore, fluctuations in engine torque due to output adjustment are mitigated by the fluid coupling and transmitted to the automatic transmission, and once the lock-up clutch is engaged, There is no need to immediately release the engaged lock-up clutch.

0012

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a block diagram showing an example of the present invention, in which an engine 10 is equipped with the above-mentioned swirl control valve 1 as an output adjustment means in addition to a throttle valve. The automatic transmission 11 includes a torque converter 13 having a lock-up clutch 12 and a gear transmission 14. An engine electronic control unit (E-ECU) 15 is provided to control the fuel injection amount, ignition timing, swirl control valve 1, etc. in the engine 10, and an automatic transmission control unit (E-ECU) 15 is provided to control the speed change in the automatic transmission 11. A machine electronic control unit (T-ECU) 16 is provided. These electronic control devices 15 and 16 are mainly composed of an arithmetic element, a memory element, and an input/output interface, respectively, and the functional elements according to the present invention are as follows.

That is, the automatic transmission electronic control unit 16 determines the gear stage to be set based on, for example, the vehicle speed V and the throttle opening TA, and outputs a gear change command to the automatic transmission 11. A shift detecting means 17 is provided for detecting the shift performed in this manner. The automatic transmission electronic control device 16 also includes a lock-up control means 18 that releases the lock-up clutch 12 during gear shifting, and a lock-up control means 18 that allows the lock-up clutch 12 to be engaged when a predetermined condition is met. permission means 19. On the other hand, the engine electronic control unit 15 controls the fuel injection charge, ignition timing, opening/closing of the swirl control valve 1, etc. based on the throttle opening TA, engine speed NE, and other data. In addition to the control function elements, the speed change detection means 1
The output adjustment inhibiting means 20 is provided with an output adjustment inhibiting means 20 for inhibiting the opening and closing of the swirl control valve 1 during gear shifting by receiving a signal from the input terminal 7, and for inhibiting opening and closing of the swirl control valve 1 when a predetermined condition is met. It is provided with an output adjustment permission means 21 for permission.

Control by the above-mentioned device will be explained below based on a flowchart. First, Figure 2
1 shows a control routine for prohibiting opening/closing of the swirl control valve 1 during gear shifting. In step 1, when it is determined whether to open/close the swirl control valve 1 based on the driving state of the engine 10 such as the throttle opening TA. , Step 2, it is determined whether or not the automatic transmission 11 is currently changing gears. This is done based on the output signal of the shift detection means 17 described above, and if the judgment result is "yes" because the shift is in progress, the output adjustment prohibition means 20 prohibits switching of the swirl control valve 1 between opening and closing. do. Then, in step 4, the flag F1, which indicates that the opening/closing prohibition control of the swirl control valve 1 is in progress while the gear is being changed, is set to "1".
If the determination result in step 2 is "no" because the gears are not being changed, the process proceeds to step 5 and the opening/closing of the swirl control valve 1 is executed.

FIG. 3 shows a release control routine for the lock-up clutch 12 during gear shifting.
The lock-up clutch 12 is engaged at 0 (
L/u:ON), and if the judgment result is "no", exit from this routine and return "yes".
If so, it is determined whether or not the gear is being changed (step 11). If the gear is not being shifted, that is, if the judgment result is "No", this routine is exited and lock-up clutch 1 is activated.
2 is maintained in the engaged state, and if the determination result is "yes" because the gears are being changed, the process proceeds to step 12 and the lock-up clutch 12 is released (L/u: OFF). Then, in step 13, a flag F2 indicating that the lock-up clutch 12 is under release control due to the speed change is set to "1".

As described above, during gear shifting, switching between opening and closing of the swirl control valve 1 is prohibited to prevent the engine torque from changing stepwise, and the lock-up clutch 12 is released to prevent the torque converter 13 from changing. Take advantage of the buffering function provided. When the shift is completed, as shown in FIG. 4, the end of the shift is determined based on the output signal of the shift detection means 17 (step 20).
, timer Tm starts accordingly (step 21).

On the other hand, as shown in FIG. 5, the engine electronic control unit 15 makes a determination regarding the flag F1 (step 30), and since the gear is being changed, the opening/closing of the swirl control valve 1 is switched. If it is prohibited and the flag F1 is “1” (step 3
0 (“yes”), and in step 31 the timer Tm
It is determined whether the count value is equal to or greater than a predetermined first waiting time Tm1. If this judgment result is "no", that is, if the first waiting time Tm1 has not elapsed after the end of the gear shift, the control routine is exited and the swirl control valve 1
Maintain control to prohibit switching between opening and closing. On the other hand, if the judgment result in step 31 becomes "yes" after the first standby time Tm1 has elapsed since the end of the gear shift, the output adjustment permission means 21 outputs a permission signal for switching the swirl control valve 1 to open/close. , switching of opening and closing of the swirl control valve 1 is executed (step 32). Then, in step 33, the flag F1 is reset to "0". Incidentally, if the determination result in step 30 is "no", it means that the opening/closing switching prohibition control of the swirl control valve 1 is not being performed, and the control routine is exited from this control routine.

Further, the lock-up clutch 12 is controlled as shown in FIG. That is, first step 40
In this step, it is determined whether the flag F2 is "1" or not. This is due to the lock-up clutch 12 being shifted.
is to judge whether or not the is released, and if the judgment result is "yes", proceed to step 41,
It is determined whether the count value of the timer Tm is equal to or greater than the second waiting time Tm2. This second waiting time Tm2 is longer than the first waiting time Tm1, and if the judgment result in step 41 is "yes", step 42
Lockup is permitted (L/u permission). That is, the lockup permission means 19 outputs a signal that enables the lockup clutch 12 to engage. Therefore, even if the driving state of the vehicle is in the lock-up region, the lock-up clutch 12 is operated for a second waiting period Tm2 after the end of the gear shift.
The swirl control valve 1 is maintained in the released state until the time period elapses, during which time the swirl control valve 1 is switched between opening and closing, and then the lock-up clutch 12 is engaged. Then, in step 43 following step 42, the flag F2 is reset to "0". Note that step 40
If the result of the determination is "no", it means that the release control of the lock-up clutch 12 is not being performed due to the shift being performed, and the control routine is exited from this control routine. Furthermore, if the judgment result in step 41 is "no" because the second waiting time Tm2 has not elapsed after the end of the gear shift, the process proceeds to step 44 and the engagement of the lock-up clutch 12 is prohibited (L/u prohibited). )do. This is executed, for example, by the lockup permission means 19 not outputting a permission signal.

Therefore, according to the above control device, the opening/closing control of the swirl control valve 1 and the engagement control of the lock-up clutch 12 after the end of the gear shift are executed at appropriate timing, so that the lock-up clutch This prevents the engine torque from changing stepwise in the engaged state of the clutch 12, or from disengaging the lock-up clutch 12 once engaged again in order to switch between opening and closing the swirl control valve 1.

[0020] In the above embodiment, an engine equipped with a swirl control valve 1 as an output adjustment means was taken as an example. However, the present invention is not limited to the above embodiment. The present invention can be widely applied to engines having an output adjustment means that discontinuously increases and decreases the output.

Further, in the above embodiment, the operation for timing the opening/closing switching permission control of the swirl control valve 1 and the lock-up clutch engagement control is performed based on the count value of the timer and the predetermined first and second timings. However, in this invention, it is determined that the engine output adjustment by the output adjustment means is permitted, or the lock-up clutch engagement permission is determined when the engine output adjustment is started or finished. You may also do this.

[0022]

[Effects of the Invention] As explained above, according to the present invention,
Since the engine output adjustment by the output adjustment means and the lock-up clutch engagement control can be performed with proper timing and sequence after the end of the gear shift in the automatic transmission, it is possible to prevent gear shift shock from worsening and lock-up clutch engagement control. It is possible to effectively prevent the frequent engagement and disengagement of the elements.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention.

FIG. 2 is a flowchart showing a control routine for prohibiting opening/closing of the swirl control valve during gear shifting.

FIG. 3 is a flowchart showing a control routine for lock-up clutch release control during gear shifting.

FIG. 4 is a flowchart showing a control routine for determining the end of gear shifting.

FIG. 5 is a flowchart showing a control routine for opening/closing switching permission control of the swirl control valve after the end of the gear shift.

FIG. 6 is a flowchart showing a control routine for lock-up clutch engagement control after the end of a shift.

FIG. 7 is a schematic diagram of a swirl control valve.

FIG. 8 is a diagram showing the output characteristics of a lean burn engine.

[Explanation of symbols]

1 Swirl control valve 10 Engine 11 Automatic transmission 12 Lock-up clutch 13 Torque converter 17 Speed change detection means 18 Lock-up control means 19 Lockup permission means 20 Output adjustment prohibition means 21 Output adjustment permission means

Claims (1)

[Claims] 1. A control device for controlling an engine having an output adjustment means in addition to a throttle valve, and an automatic transmission including a fluid coupling having a lock-up clutch, wherein a control device for controlling an engine having an output adjusting means in addition to a throttle valve, and a control device for controlling an automatic transmission including a fluid coupling having a lock-up clutch. A shift detecting means for detecting a shift, an output adjustment inhibiting means for prohibiting output adjustment by the output adjusting means during a shift in the automatic transmission, and a lock-up control means for releasing the lock-up clutch during a shift in the automatic transmission. and an output adjustment permission means for permitting the output adjustment means to adjust the output of the engine after the automatic transmission has finished changing the speed, and an output adjustment permission means that allows the output adjustment means to adjust the output of the engine after the automatic transmission has finished changing the speed. 1. A control device for an engine and an automatic transmission, comprising lockup permission means for permitting engagement of the lockup clutch after permitting engine output adjustment.