JPH1148830A - Integrated control device for engine and automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simultaneously provide engine over-run prevention control gear shift efficiency, and a driving property, by providing a control means in which the speed change property of shift schedule is shifted to the low car speed side with gear shift control of an automatic transmission, when overlap angle of a valve system is fixed to a small operating angle. SOLUTION: An automatic transmission 2 has a shift schedule which performs gear shift controlling with accelerator pedal opening and car speed, an automatic transmission controller 13 in gear shift controlling selects optimum gear shift stage for current operating condition based on these information. In continuously variable valve system to the engine 1 control side, when an overlap (O/L) angle is fixed on the small operating angle side, interlocking with this, gear shift control of an automatic transmission 2 shifts the gear shift line of up-shift on a shift schedule to the low car speed side. Therefore, gear shift timing becomes more quickly, switching control of a shift characteristic, which can prevent an engine 1 from over rotating, is implemented. When the O/L angle is controlled to the small operating angle side, the engine is prevented from over rotating, and shift efficiency and a driving property of the automatic transmission can be attained simultaneously.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a general control device for an engine and an automatic transmission in a vehicle.

[0002]

2. Description of the Related Art An engine control technique for adapting the engine output characteristics of a vehicle to those of high rotation speed / high load to low rotation speed / low load by a variable valve operating system to further extract and improve the engine performance has been proposed. Are known. For example, Japanese Patent Application Laid-Open
Japanese Patent Laid-Open No. 249332 (Document 1) discloses a variable valve type output characteristic variable engine.

[0003]

By the way, the continuously variable valve can continuously and variably control the overlap (O / L) angle of the valve system, and the O / L angle can be changed from a small operation angle to a large operation angle (O / L). 2) can be continuously variable controlled. Here, in the continuously variable valve operating system, due to its structure, the operating angle when the O / L of the intake and exhaust valves is small (the angle at which the valve is open).
At the time of the small operating angle, the Max limit rotational speed of the engine becomes low (the limit rotational speed n1 at the small operating angle in FIG. 3), and the red zone and therefore the allowable rotational speed of the engine rotational speed become low.

[0004] On the other hand, even in a variable valve, in a certain case, O / L
It is preferable to perform switching control so that the angle can be fixed at a predetermined angle without being variably controlled. For example, this is a case of fail-safe at the time of a variable valve failure (abnormality), and a case of a cold engine system. When the system is cold, when the variable valve control system is operated by hydraulic pressure, the controllability of hydraulic pressure is deteriorated, so it is desirable to forcibly restrict and prohibit variable control during that time,
From this point, it is necessary to fix the operating angle. Where O
Due to the nature of the / L angle, it is appropriate that the fixing is performed on the small operation angle side.

However, conventionally, in engine control,
When the engine system alone exceeds the reference Max rotation speed, as in the normal over-rev limiter control, control is performed to prevent over rotation by a fuel cut operation. In the prior art, Ma for continuous variable valve
By setting the x rotation speed, it is possible to perform the engine overspeed prevention control when the small operation angle is fixed. Therefore, it is conceivable as a countermeasure against a situation where the Max limit rotational speed of the engine tends to be low at a small operating angle when the small operating angle is fixed.

However, this is still not satisfactory in the following aspects. That is, when an engine using a variable valve is mounted, and an automatic transmission that performs shift control is mounted as a transmission to which the engine output (power) is transmitted / input. In vehicles equipped with a transmission, when the engine is cold in a situation where the small operating angle is fixed and when a failure occurs, especially during acceleration with the accelerator pedal fully opened, the over-rev limiter operates immediately before the upshift of the automatic transmission, and beyond. Is interrupted, and shifting to the upper gear (higher gear) becomes impossible (FIG. 4). Further, by repeating the fuel cut and the recovery by the over-rev limiter, an unpleasant acceleration / deceleration vibration that shakes the vehicle in the front-rear direction is given (FIG. 4). Therefore, it is difficult to ensure both the engine overspeed prevention and the shifting performance / driving performance.

More desirably, under a required condition in which the operating angle needs to be fixed, the operating angle can be fixed to the small operating angle side, and when the fixed control is executed, the small operating angle is adjusted accordingly. Even when the operating angle is fixed, appropriate control of the engine / automatic transmission that achieves both can be realized while securing both of the above.

The present invention seeks to improve and change these points based on the above considerations and the following considerations, and to provide an engine and an automatic transmission using a variable valve. The present invention controls the engine and the automatic transmission of a vehicle, which is preferably applied to the case where it is possible to appropriately realize the above. It is another object of the present invention to provide an integrated control device capable of ensuring both engine overspeed prevention control and gear shifting performance and drivability when the continuously variable valve operating angle is fixed.

[0009]

According to the present invention, there is provided an integrated control device for an engine and an automatic transmission as described below. That is, the present invention provides an engine that variably controls an overlap angle of a valve train from a small operation angle to a large operation angle in accordance with an operation state, and that the engine is fixed to the small operation angle side under predetermined conditions. Integrated control device for engine / automatic transmission in a vehicle including first control means for controlling a variable valve system, and an automatic transmission to which power from the engine is input and the shift is controlled in accordance with shift control information Wherein, when the small operating angle is fixed, in the shift control of the automatic transmission, there is provided second control means for controlling a shift characteristic of a shift schedule to shift to a lower vehicle speed side. It is.

Further, the present invention provides an engine for variably controlling an overlap angle of a valve train from a small operation angle to a large operation angle in accordance with an operation state, and an engine fixed to the small operation angle side under predetermined conditions. Control means for controlling the variable valve system so that power from the engine is input,
An automatic control device for an engine and an automatic transmission in a vehicle including an automatic transmission controlled to be shifted according to shift control information, wherein when the small operating angle is fixed, the shift control of the automatic transmission is performed at a small operating angle. It has a second control means for controlling so as to select a gear ratio smaller than that at the time of non-fixation.

In the above, the pre-set conditions include at least a time when the engine is cold.

Further, the pre-set conditions include at least a time when the variable valve system fails.

Further, when the small operating angle is fixed, the upper limit vehicle speed of the shift line on the shift schedule or a portion near the upper limit vehicle speed is changed to a lower vehicle speed side.

Further, the variable valve of the engine is a continuously variable valve capable of continuously variably controlling the overlap angle.
It is characterized by the following.

In the variable valve system, the cam for opening and closing the valve is driven to rotate by a rotary drive link mechanism,
The center of the drive shaft of the link is eccentric from the center of rotation of the camshaft to control the valve opening / closing timing with respect to the drive shaft rotation angle.

Further, the variable valve system is a variable valve system controlled by hydraulic pressure.

[0017]

According to the present invention, when the overlap angle of the variable valve is controlled to the small operating angle side, the overlap angle can be reduced even if the allowable engine speed decreases. When it is fixed to the small operation angle side, the shift timing can be advanced in the shift control of the automatic transmission. Therefore, it is possible to up-shift before the engine over-rotates.For example, when introducing a dedicated over-rev limiter for preventing engine over-rotation when the variable valve operating angle is fixed, acceleration before the up-shift is performed. It can also avoid the occurrence of unpleasant acceleration / deceleration vibrations due to interruptions, shifting failures, and repeated fuel cuts and recovery, etc., thus realizing appropriate engine overspeed prevention, and achieving both engine overspeed prevention and gear shifting performance and drivability. Becomes possible.

Also in the case of claim 2, when the small operating angle is fixed,
By selecting a gear ratio smaller than when the small operating angle is not fixed, similarly, the disadvantage in introducing the dedicated over-rev limiter for preventing the engine from over-rotating can be eliminated, and the same effect can be obtained. . Also, in this case,
Also applicable to continuously variable transmissions.

According to the third and fourth aspects of the present invention,
Furthermore, when the engine is cold or when the variable valve system fails,
It can be controlled to be fixed to the small operating angle side, and in accordance with this, it is possible to properly prevent engine overspeed, ensure gear shifting performance and drivability, and also when the engine is cold or when there is a variable valve system failure The disadvantage that sometimes occurs due to the longer lap time of the exhaust intake stroke, that is,
It is also possible to avoid disadvantages such as difficulty in securing stable idling rotation and deterioration of the startability of the engine.

Further, according to the structure of the fifth aspect, when the small operating angle is fixed, only the upper limit vehicle speed of the shift line on the shift schedule or the vicinity thereof is selectively switched to the lower vehicle speed side. Can be changed. Therefore, the same operation and effect as described above can be obtained without impairing the shift performance and the like based on the basic shift line characteristics as much as possible, and control for fixing the small operating angle is performed in the control for the variable valve, and In the case where the engine is accelerated at full open, the timing of shifting can be appropriately advanced in response to an operating state in which the engine speed reaches the permissible speed at a small operation angle. Accordingly, it is possible to achieve a higher degree of both the prevention of the engine overspeed and the shifting performance and the driving performance.

According to the sixth aspect of the present invention, the present invention can be suitably applied to a continuously variable valve system that continuously controls the overlap angle from a small operation angle to a large operation angle.
Similarly, it is possible to achieve both the above-described engine overspeed prevention, shift performance, and drivability.

Further, the present invention provides,
A variable valve actuation system, the cam for opening and closing the valve is driven to rotate by a rotary drive link mechanism, and the center of the drive shaft of the link is eccentric from the rotation center of the camshaft. As a configuration for controlling the opening and closing timing, it can be suitably implemented,
Further, as described in claim 8, the present invention can be suitably implemented as a variable valve system controlled by hydraulic pressure.

[0023]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a system configuration diagram according to an embodiment of the present invention. In the figure, reference numeral 1 denotes an electronically controlled engine, for example, an electronically controlled fuel injection type engine, reference numeral 2 denotes an electronically controlled automatic transmission, and reference numeral 2a denotes a torque converter as a fluid coupling inserted into a transmission system.

The engine 1 is an engine with a variable valve that variably controls the O / L angle of a valve train. The automatic transmission 2 to which the power from the engine 1 is input has a shift control parameter in this embodiment. (For example, three-speed A / T) whose speed is controlled in accordance with.

The engine 1 burns the injected fuel by the air sucked from the air cleaner 3 through the throttle valve 4 and discharges the combustion exhaust gas from the exhaust pipe 5 to the outside.
The throttle valve 4 provided in the intake passage 7 (intake pipe) of the engine 1 has a throttle valve opening (TVO).
May be controlled by an electronically controlled throttle (electrically controlled throttle) having a device for controlling the opening degree based on the accelerator pedal opening. Alternatively, the opening and closing operation may be directly performed from the accelerator pedal 6 by an accelerator wire or the like. In the engine 1, a variable valve is used as an intake / exhaust valve for performing intake / exhaust in synchronization with engine rotation, and this is operated by a variable valve mechanism 9.

The automatic transmission 2 receives the rotational power of the engine 1 via the torque converter 2a, shifts the input rotation at a gear ratio according to the selected shift speed, and transmits it to the output shaft 10.
The vehicle is driven by transmitting it to driving wheels via a differential gear. Here, in the automatic transmission 2, the selected shift speed is determined by a combination of ON and OFF of the shift solenoid in the control valve 11.

In this embodiment, the engine 1 and the automatic transmission 2 are respectively a controller 12 for controlling the engine and a controller (A / T controller) 13 for controlling the automatic transmission.
Is provided. The engine controller 12 controls fuel injection to the fuel injectors to supply fuel such that fuel efficiency and exhaust gas characteristics are optimized based on engine operating parameters such as engine speed, throttle valve opening (load) information, and the like. It executes idle speed control based on the engine cooling water temperature, fuel cut for shutting off fuel supply and its recovery control, and other engine controls. Here, the variable valve mechanism 9 performs variable valve control for continuous variable control from a small operation angle to a large operation angle so as to change the valve timing (VT) according to the operation state. The controller 12 inputs information such as the engine speed Ne from the engine 1, the accelerator pedal opening information from the accelerator pedal sensor 21, the engine cooling water temperature information from the engine water temperature sensor 22, and other information. Enter

The engine controller 12 includes a microcomputer, and has an input detection circuit, an arithmetic processing circuit (CPU), and various control programs executed by the arithmetic processing circuit, such as engine control and variable valve control. And a storage circuit (RAM, ROM) for storing operation results and other information, and control signals for driving the injectors for the fuel injection valves or for fuel cut, and for controlling the operation of the variable valve mechanism 9. It is composed of an output circuit for transmitting a control signal and the like. A communication control program with the A / T controller 13 is also stored in the storage circuit of the engine controller 12, and the A / T controller 13 outputs an A / T
Information for communication to the T controller 13 is also sent.

Here, the engine controller 12
A / T controller 1 via data transmission lines 31 and 32
3 communicatively. ON / OFF of the shift solenoid of the control valve 11 of the automatic transmission 2 is determined by A /
It is controlled by the T controller 13. The A / T controller 13 executes other control of the automatic transmission 2, for example, lock-up control by the torque converter 2a, and inputs engine throttle opening information, vehicle speed information, and the like to the controller 13. Can be. here,
As the throttle opening information, the accelerator pedal opening information from the engine controller 13 side can be used. As the vehicle speed VSP information, the rotation speed of the transmission output shaft 10 is used, and this is transmitted from the automatic transmission 2. Can be entered.

The A / T controller 13 includes a microcomputer and includes an engine controller 12.
An input detection circuit for input including data from
An arithmetic processing circuit (CPU), a storage circuit for storing various control programs executed by the arithmetic processing circuit, such as shift control and lock-up control, a communication control program with the engine controller 12, and arithmetic results and other information. (RAM, ROM) and control valve 11
And an output circuit for sending a control signal S for driving to the shift solenoid.

The shift control of the automatic transmission 2 in this embodiment can be basically performed as the following control contents based on input information of the accelerator pedal opening and the vehicle speed. The automatic transmission 2 has a shift schedule for performing a shift control based on the accelerator pedal opening and the vehicle speed. When performing the shift control, the A / T controller 13 determines the optimum shift stage for the current driving state from these information. The shift is selected according to a predetermined shift schedule, and the shift solenoid is turned on and off so as to achieve the shift speed, and a predetermined shift is performed. The shift schedule is such that, at the same accelerator pedal opening, the vehicle shifts up to higher gears as the vehicle speed increases, and the higher the accelerator pedal opening, the higher the vehicle speed becomes. Is done. For such control, shift line characteristic data (see FIG. 4) preset with the accelerator pedal opening and the vehicle speed as shift control parameters are used, and the currently detected accelerator pedal opening signal and vehicle speed signal of the running vehicle are used. Is determined based on the control signal S and the control valve 11 is controlled by the control signal S so as to select this speed.
The transmission can be controlled by controlling the automatic transmission 2 through the transmission. With regard to such shift characteristics, an optimal shift schedule is determined in advance so that power performance and the like are optimized for the vehicle, and map data (shift point data) corresponding to this is determined by A / A. This can be realized by storing in the storage circuit of the T controller 13 in advance.

Further, in this embodiment, in addition to the above, fixed control for fixing the continuously variable valve to the small operating angle side in the continuously variable valve system on the control side of the engine 1 is also executed for a predetermined period. In addition, when the O / L angle of the continuously variable valve is fixed to the small operation angle side, the small operation angle is controlled in the shift control of the automatic transmission 2 in conjunction with this. A shift characteristic switching control that shifts an upshift shift line on a shift schedule to a lower vehicle speed side when fixed, so that a shift timing is advanced and an overspeed of the engine 1 can be prevented. (Shift line change control) is also executed.
The engine controller 12 can also transmit, via the transmission line 31, information necessary for the control side of the automatic transmission 2 to switch the shift characteristics during the small operation angle fixed control. On the basis of this, the A / T controller 13 executes the above-described switching control when applicable.

In the case where the engine 1 and the automatic transmission 2 are comprehensively controlled as described above, preferably, the timing of the switching control, which is executed in synchronization with the small operation angle fixing control, is such that the variable valve system uses hydraulic oil. Due to the temperature characteristics described above, when the engine system is cold, if it is a continuously variable valve operating system fixed to the small operating angle side, the engine system is set at the time of cold engine system. Also, when the operating angle operation of the variable valve system fails,
In the case of a continuously variable valve operating system fixed to the small operating angle side, it is adjusted at the time of failure. In this case, the information used for the above-described switching control can be constantly monitored by the A / T controller 13 via the data transmission path between the engine controller 12 and the A / T controller 13. Preferably, the information to be taken in by the A / T controller 13 for the switching control is, for example, in the case of a small operating angle fixed control in a cold state, whether or not the engine is being cooled in which the fixed control is executed. Information that can be used for the determination of For example, a method using a signal from the engine coolant temperature sensor 22 can be used. Preferably, in the case of the small operation angle fixed control for fail safe at the time of failure, a method using the operation angle operation failure information (variable valve control system, failure / abnormal information of the variable valve system) is used. be able to.

Next, with reference to FIGS. 2 and 3, a preferred example of the above-described small operation angle fixed control will be described. FIG. 2 shows the operation principle of the continuously variable valve applicable to the variable valve mechanism 9 of the engine 1. The continuously variable valve operating system includes a variable valve operating system that operates as described below and a part of the engine controller 12 that controls the variable valve operating system. The upper part in FIG. 2 shows the state at the main timing when the cam 31 for opening and closing the valve rotates, and the lower part in the figure shows the rotation during one rotation (0-360 °) of the drive shaft 33 on the drive side. The state of change of the cam rotation phase angle with respect to the angle and the amount of valve lift are shown.

As shown, inside the camshaft,
It has a rotation drive link mechanism for rotating the cam 31 (driven side), and the cam 31 is driven to rotate by the link 32. The drive shaft 33 of the link is eccentric (E) from the rotation center of the camshaft so that the drive shaft 33 of the link (secondary synchronization of the engine speed).
The opening / closing timing of the valve can be controlled with respect to the rotation angle. By controlling the amount of eccentricity E of the drive shaft 33 in synchronization with the rotation of the drive shaft 33, continuous variable control for changing the O / L angle from a small operation angle to a large operation angle becomes possible.

The cam rotation phase with respect to the drive shaft rotation angle is 0 ° as shown in the lower part of FIG.
In each of the range of 180 to 180 ° and the range of 180 to 360 °, the state is delayed and advanced. The opening / closing timing of the intake / exhaust valve is delayed when the operation angle is smaller than the large operation angle side (valve lift characteristic indicated by the broken line in the figure) from the large operation angle side indicated by the valve lift characteristic indicated by the solid line in the figure. When the operation angle is smaller than the large operation angle side, the closing timing is advanced by the advance of the cam rotation phase. As a result, the O / L of intake and exhaust can be controlled with a valve lift characteristic as shown in the range from a small operation angle to a large operation angle.

The variable valve system is provided with an eccentric amount variable mechanism for varying the eccentric amount E of the drive shaft 33. In this case, the engine controller 1 controls the O / L angle so as to be continuously variable according to the operating state.
2 controls the mechanism by a control command (VT) so as to change the magnitude of the eccentricity E.

For the adjustment control of the eccentricity E, a hydraulically operated eccentricity E variable mechanism using hydraulic pressure as an operating source can be preferably used. Therefore, in this case, the engine controller 12 By the variable control for increasing or decreasing the eccentricity E, the continuously variable O / L angle control can be performed. Here, the O / L angle decreases as the eccentricity E of the drive shaft 33 increases, and conversely, the eccentricity E
Is smaller, the O / L angle is larger. For this reason, O
When / L is a small operating angle, the limit rotation speed of the camshaft (engine) becomes lower and becomes lower than the red zone.

FIG. 3 shows an example of the engine Max speed limit line NMAX for each operating angle of the continuously variable valve. The limit rotation speeds n2 and n3 at the medium operation angle and the large operation angle are both higher than the red zone rotation speed NR. Therefore, since the conventional system is designed so as not to enter the rotation speed range of the red zone, no new problem occurs. On the other hand, the limit rotation speed n1 at the small operation angle is lower than the red zone rotation speed NR, and the Max rotation speed NAT on the shift line of the automatic transmission (NAT is several hundred rotations from the red zone rotation speed NR). (Several minutes lower).

As described above, when the O / L angle of the continuously variable valve is controlled to the small operation angle side, the allowable rotation speed of the engine rotation speed decreases to the rotation speed n1 according to the above relationship. It will be. The two-dot chain line NLIM shown at a lower rotation side position than the engine allowable rotation speed n1 is:
This is an example of a continuously variable valve limiter and will be mentioned later.

On the other hand, in the preferred embodiment of the variable valve mechanism 9, the eccentric amount E of the drive shaft 33 is controlled by hydraulic pressure. In this case, when the engine is cold, the response of the hydraulic pressure is deteriorated, and the operation angle control becomes difficult (the controllability of the hydraulic control is also deteriorated). For this reason, in consideration of the hydraulic response when the engine system is cold, the variable valve system employs a configuration in which this is fixed at a small operating angle. The small operating angle is also fixed when the operating angle operation of the variable valve system fails. Here, the reason why the fixed angle is set to the small angle including the time of failure is that when the O / L angle is fixed to the large angle (see FIG. 2), the lap time of the exhaust / intake stroke becomes long, and it becomes difficult to secure stable idle rotation. , Or the result of the selection because the startability of the engine deteriorates.

As described above, in the integrated control of the engine 1 and the automatic transmission 2 according to the present embodiment, on the engine 1 control side, the engine controller 12 sets the O / L angle to the operating state according to the operation principle of the continuously variable valve. In the meantime, while the system is continuously variable from a small operation angle to a large operation angle, the system is prohibited or limited when the system is cold or failed, and the continuously variable valve small operation angle fixed control is also executed. By doing so, the above disadvantages are avoided, including at the time of a cold condition and a fail condition,
It is not difficult to secure stable idle rotation,
In addition, the startability of the engine can be prevented from being deteriorated.

Here, the control program executed by the engine controller 12 for the continuously variable valve operating small operation angle fixed control is also stored in the storage circuit of the controller 12 in advance similarly to the above-mentioned variable valve operating control program. The program for the small operating angle fixed control is, for example, in the case of fixed control to the small operating angle side when the engine is cold, a signal from the engine water temperature sensor 22 is used to determine whether the engine system is cold. A first step a of comparing the sensor detection value with a predetermined determination value set in advance to determine whether or not the engine is cold, and according to the result of the determination, if the engine is not cold, Eccentricity E
A second step b in which the variable control is performed to permit the continuously variable control of the O / L angle from the small operation angle to the large operation angle;
On the other hand, if the engine is cold, this is prohibited and O / L
And a third step c of controlling the angle to be fixed to the small operation angle side.

Further, for the fixed control to the small operating angle side in the case of failure, the small operating angle fixed control program detects an operating angle operation failure of the variable valve system and determines whether or not it is present. The method further includes step d of step 4. If the result of the determination is that there is no abnormality in the variable valve operating system and it is normal, it is determined that a failure has not occurred, and in this case, the above-described second step b (permitting continuous variable control) Is executed to continue the variable control of the O / L angle, but if it is not normal, the above-described third step c (prohibition control) may be executed.

Further, the third control program
The shift control side of the automatic transmission 2 also executes the above-described shift characteristic change control in accordance with the prohibition control of step c, that is, the small operation angle fixing control by the engine controller 12. By doing so, the above disadvantages can be eliminated and the upshift can be performed at the time of the stopping speed and the low engine speed. Therefore, when the O / L angle of the continuously variable valve is controlled to the small operation angle side, even in an engine system in which the permissible engine speed decreases, the automatic transmission 2 increases before the engine 1 overspeeds. The shift is performed, and it becomes possible to prevent the engine 1 from over-rotating and to achieve both shifting performance and drivability. Due to the upshift, the interruption of acceleration as described above,
There is no inability to shift to the upper stage.

In this case, information to be taken in by the A / T controller 13 for use in such change control is as follows:
In the case of the small operating angle fixed control at the time of the engine cold, the information can be used to determine whether the fixed control is executed during the engine cold (the first step a of the control program). In the case of the small operation angle fixed control at the time of a failure, a method using the failure diagnosis result of the operation angle operation failure determination of the variable valve system (the fourth step d of the control program) can be adopted.

Further, referring to FIG. 4 and subsequent figures, a preferred example applied to switching the shift line of the shift schedule of the automatic transmission 2 to the low vehicle speed side when the continuously variable small valve operating angle is fixed. explain. FIG. 4 is a diagram showing a continuously variable valve engine speed limit line and the like on the shift schedule of the automatic transmission 2, and FIG. 5 is a diagram showing an overrev preventing shift line and the like when the continuously variable valve small operating angle is fixed. FIG. 6 is a control flowchart.

FIG. 4 shows a shift schedule using the automatic transmission 2 of three-speed A / T as an example. here,
The horizontal axis is the vehicle speed (VSP), and the vertical axis is a map of the accelerator pedal opening, and shift lines S12 and S23 are set respectively. The shift control is performed by setting the shift pattern previously set as a two-dimensional parameter of the vehicle speed and the accelerator pedal opening (generally representing the engine output torque) as shown in the figure (this is set as an optimal one as mentioned above). This is done in accordance with In the figure, when the vehicle crosses the shift line S12 from the left to the right (or from the bottom to the top), the upshift is performed from the first speed to the second speed. Similarly, when the vehicle crosses the shift line S23, the shift speed is changed from the second speed to the third speed. Therefore, when the vehicle is accelerated with the accelerator pedal fully opened A, the vehicle shifts to the second speed at the vehicle speed V12 and to the third speed at the vehicle speed 23.

In FIG. 4, the engine Max limit rotational speed n1 and the NA at the time of the continuously variable small valve operating angle shown in FIG.
T (Max rotation speed on shift line) and NLIM (continuous variable valve limiter) are multiplied by the gear ratio of transmission 2 and the speed ratio of torque converter 2a (= output rotation speed / input rotation speed) to obtain vehicle speed. It is converted to a considerable amount and is shown on the shift schedule map. The engine rotation speed (Max rotation speed) when the accelerator pedal is fully opened A on the shift line is substantially the same as the red zone rotation speed NR of the engine 1 irrespective of the first speed or the second speed.
The value is set to be a value obtained by subtracting several hundred revolutions from (FIG. 3), and in FIG. 4, both the S12 line and the S23 line have the same value (FIG.
The same as the above).

In FIG. 4, the engine Max rotational speed NAT (NAT shown on the left side of the figure) on the shift line in the case of the shift line S12 is the vehicle speed V12 on the shift schedule map.
(The upper limit vehicle speed of the S12 line on the shift schedule) is an equivalent value, and the equivalent value of the engine limit rotation speed n1 at the time of the first speed at the small valve operating angle is a low vehicle speed on the left side of the vehicle speed V12 in the figure. (Marked with x in the shaded area on the left side of the figure). Similarly, in the case of the shift line S23, the engine Max rotation speed NAT (NA shown on the right side in the drawing) on the shift line
T) is a value corresponding to the vehicle speed V23 on the shift schedule map (the upper limit vehicle speed of the S23 line on the shift schedule), and is an equivalent value of the engine limit rotational speed n1 at the time of the variable valve small operating angle in the case of the second speed. Is on the low vehicle speed side on the left side of the figure with respect to the vehicle speed V23 (indicated by a cross in the shaded area on the right side in the figure).

Here, even in the event of a failure of the cooling system or the variable valve system, if the continuous operation of the variable valve on the control side of the engine 1 is fixed at the small operation angle, the conventional technique is used to prevent the over-rev when the small operation angle is fixed. If no new control or the like is added, if the vehicle is accelerated with the accelerator pedal fully opened A, and if the current speed is the first speed, the driving situation changes on the driving locus S1 line in FIG. When the vehicle enters the shaded region in FIG. 4 (the engine speed reaches the limit speed n1) (the cross mark (n1) in the shaded region on the left side in FIG. 4), the normal value set for the engine 1 is set. The engine 1 is in an overspeed state before the red zone is reached. When the current speed is the second speed, as a result of transition on the driving locus S2 line in FIG. 4, the same may occur on the S2 line (× in the hatched area on the right side in the drawing).
Mark (n1)). In order to avoid this, if the design, structural specifications, etc. of applicable engines are modified in order to increase the durability of such a variable valve type engine itself, the weight, structural complexity, cost, etc. Bring.

Next, referring to FIG. 3, as an extension of the prior art, when the engine is cooled or the variable valve system fails, the continuously variable operation is performed, for example, toward the low rotation side by a margin including a variation from the limit rotation speed n1. A case will be examined in which a dedicated engine over-rev limiter (continuously variable valve limiter) having a rotation speed NLIM is added for the time of the valve small operation angle fixed control.

In the case where such a configuration is adopted, if the driver accelerates with the accelerator pedal fully opened A, and if the current is the first speed, the driving situation changes on the driving locus SLIM1 line in FIG. However, when the engine speed reaches the engine speed NLIM (over-rev limiter speed), the continuously variable valve limiter operates, and the engine controller fuel cuts the engine 1. Accordingly, the vehicle speed corresponding to the NLIM rotation (the NLI on the left side in FIG. 4)
It becomes impossible to accelerate beyond the vehicle speed VC12) corresponding to the M notation, and unless the driver returns the foot of the accelerator pedal 6, upshifting becomes impossible. As shown by the driving trajectory lines a and b in FIG. 4, it is possible to shift, increase the vehicle speed, and travel after this process. However, to do so, the driver is required to perform the following operations. That is, the driver must once perform the operation of returning the accelerator pedal 6 which has been depressed, and if the accelerator pedal is fully opened A again.
In order to accelerate further, it is necessary to perform the depressing operation again from there to the accelerator pedal full opening A,
Also in this respect, smooth shifting is impaired, and driving performance is impaired. Further, on the SLIM1 line, the above-mentioned fuel cut and its recovery are repeated, causing unpleasant over-deceleration vibration, and the drivability also decreases in this regard.

Even when the second speed is present, the driving locus SLIM2
The same happens on a line. That is, excessive rotation of the engine 1 is controlled by the continuously variable valve limiter (NL on the right side in FIG. 4).
On the other hand, while the accelerator pedal is fully depressed A during acceleration, the limiter always operates just before the upshift to the third speed, the acceleration beyond that limit is interrupted, and the acceleration to the third speed is stopped. In addition, the repetition of the fuel cut control and the recovery control by the limiter causes unpleasant acceleration / deceleration vibrations such as rocking the vehicle in the front-rear direction.

In the present embodiment, on the other hand, the overspeed of the engine 1 can be avoided without adding a dedicated engine over-rev limiter (continuously variable valve limiter) having the above-mentioned rotation speed NLIM, and the automatic transmission shift can be avoided. In the control, when the small variable operating angle of the continuously variable valve on the engine control side is fixed,
The upper limit vehicle speed of the shift line in the shift schedule of the automatic transmission 2 is switched to the lower vehicle speed side. FIG. 5 is a shift diagram at the time of changing the shift characteristic shown in comparison with FIG. 4. The overspeed of the engine 1 is prevented by shifting the high opening side of the shift line to the low vehicle speed side to accelerate the upshift. It is an example of a shift schedule to be performed.

The A / T controller 13 determines whether or not a control period for the small operating angle fixed control to be executed by the engine controller 12 when the engine 1 is cold or when the variable valve system 9 fails is determined. Then, as a result of the determination, when the small operation angle fixing control is executed, for example, the vehicle speed V12 on the high opening degree side of the shift line S12 in FIG.
By changing the characteristics so as to reduce the vehicle speed value to the vehicle speed value VC12 equivalent to the LIM (FIG. 5), the upper limit vehicle speed of the upshift line in the shift schedule of the automatic transmission 2 is switched to the lower vehicle speed side to accelerate the upshift. Processing is feasible.

According to the above control, the shift lines S12, S23
The characteristics of the portion near the accelerator pedal full opening A can be changed from the characteristics in the case of FIG. 4 (the one-dot chain line characteristics in FIG. 5) to the shift line SC12, SC23 characteristics indicated by the solid line in FIG. . The shift points on the shift schedule are
It becomes the low vehicle speed side. Therefore, even when the small operating angle is fixed, as shown in FIG. 5, even if the driver accelerates with the accelerator pedal fully opened A, when the engine speed is the continuously variable valve overrev limiter speed NLIM, the shift line SC12, SC
The engine Max limit rotational speed n1 (FIG. 3,
The vehicle can travel without reaching 4). This not only prevents engine overspeed due to engine over-rev, but also prevents unpleasant fuel cut due to fixed small operating angle and over-deceleration vibration of recovery every time the machine is cold, including when a continuously variable valve fails. It is.
Further, the increase in the weight and cost of the engine as described above does not occur.

Further, according to this, it is possible to selectively change the change of the shift line when the small operating angle is fixed by selectively changing the shift lines SC12 and SC.
23, the degree of change to the low vehicle speed side can be made as small as possible. However, in this case, the shift characteristic based on the basic shift schedule set in advance as the optimum one is set. (FIG. 4) can also realize the above without impairing this as much as possible. Therefore, in this case, it is possible to further prevent excessive rotation of the engine 1 and at the same time achieve both shift performance and drivability.

As described above, the shift lines S12 and S23 in FIG. 4 are shift lines only at normal times (when the small operating angle is not fixed), and as shown in FIG. Each of the upper limit vehicle speeds of S12 and S23 can be easily realized only by lowering the vehicle speed to VC12 or the like as described above.
This can be implemented by additionally setting the shift lines SC12 and SC23 when the small operating angle is fixed. Accordingly, the basic shift schedule map shown in FIG. 4 and the shift schedule map shown in FIG. 5 are prepared, and the control according to the present invention can be implemented by selectively switching these maps. This does not cause an increase in cost or the like, and this point is also easily realized.

FIG. 6 shows another embodiment of the present invention. In the example of the control program of FIG.
1 and continuously variable valve system (VET; Valve Ev)
It is determined whether there is an abnormality (ent Timing). In step S102, it is determined whether the engine is being cooled. The processing of steps S101 and S102 is performed by the A / T controller 13.
When the control is performed by the control program of the A / T controller, the A / T controller 13 fetches the data from the engine controller 12 and executes the determinations in steps S101 and S102.

If the determination result in each of steps S101 and S102 is negative (N), in the control of the continuously variable valve of the engine 1, the engine controller 12 sets the eccentric amount E of the drive shaft 33 of the variable valve mechanism 9 in the control of the variable valve mechanism 9. , The control for varying the O / L angle is executed. Therefore, in this case, the automatic transmission 2
The shift control is performed by the T controller 13 in accordance with the basic shift schedule of FIG. When the accelerator pedal 6 is at a low to medium opening, as shown in FIG.
When the vehicle crosses S23 from left to right, the vehicle appropriately shifts up to the second and third speeds. The same applies to the case where the acceleration is performed with the accelerator pedal fully opened A, and as shown in the shift schedule of FIG. it can. In this way, an optimal shift set in advance in the shift control is realized.

On the other hand, the answer in step S101 is affirmative (Y)
, Or even if the answer in step S101 is negative, and therefore the failure is not in the continuous variable valve control system, the answer in step S101 is affirmative, that is, if the engine is in a cold state, the continuously variable valve on the engine 1 side. Is a case in which the small operation angle fixed control is executed in the control for. Accordingly, the automatic transmission control side executes the shift line switching control in accordance with the small operation angle fixing control. In this case, in this example of the program, the determination step S103 relating to the following equation (1) is further executed, and Only when is affirmative, the process in step S104 is selected to cause the automatic transmission 2 to execute an early shift (up side).

[0063]

(VSP × If × It × e) ÷ (2 × π × Rd) ≧ Nlim (1) where, VSP: current vehicle speed Rd: tire moving radius It: current transmission shift Ratio If: Final reduction ratio e: Fluid coupling (torque converter 2a) speed ratio (= output speed / input speed) π: Pi Nlim: Permissible engine speed at small VET operating angle

Here, the present step S103 is determined by the equation (1)
That is, it is determined whether the engine speed is equal to or more than the allowable engine speed at the small operation angle. Thus, as a result of the determination in step S103,
If the answer is negative, that is, if the engine speed is not equal to or higher than the permissible speed, step S104 skips this and does not execute.

As a result, in this case, even in the case where the engine 1 side is executing the control for fixing the small operating angle by the control for the continuously variable valve, the engine speed is not changed to the allowable operating speed at the small operating angle. (Accordingly, the driver does not accelerate with the accelerator pedal fully open A, but the accelerator pedal is low to low).
In the shift control of the automatic transmission 2,
The shift control may be performed according to the shift schedule of FIG.

On the other hand, if the result of the determination in step S103 is affirmative, that is, if equation (1) is satisfied, step S103 selects the processing in step S104, whereby the continuously variable operation on the engine 1 side is performed. In the operation for fixing the valve to the small operation angle in the control of the valve and the engine speed is equal to or more than the allowable engine speed at the small operation angle, the shift timing of the automatic transmission 2 is advanced. be able to.

Thus, a shift schedule similar to that shown in FIG. 5 is also realized by the method according to the present program example. Even when the small operating angle is fixed, even if the accelerator is accelerated with the accelerator pedal opening fully open A, the upshift occurs when the engine speed is at the permissible speed. Accordingly, the same operation and effect as described above can be obtained, and the engine 1 shifts to an upper stage (in the present example, upshift to 2nd speed if 1st speed and 3rd speed if 2nd speed) before the engine 1 overspeeds. It is possible to achieve both overspeed prevention and shifting performance drivability, and this can be appropriately realized by the above-described method. The invention may be implemented in this way.

The present invention is not limited to the above embodiment. For example, in the above example, the continuously variable valve as shown in FIG. 2 was used, but the invention is not limited to this. Therefore, the engine does not preclude the application of other variable valve operating systems.

In the continuously variable valve operating system, the determination when the engine is cold is based on the engine coolant temperature. When the engine is fixed to the small operating angle side when the engine is cold, the transmission controller side determines whether the engine is cold. As information for judging whether or not the engine is cold, similarly, an example is described in which the signal is taken in via an engine controller using, for example, a signal of an engine water temperature sensor, but the present invention is not limited to this. The determination as to whether or not the engine is cold may be made, for example, by directly detecting and determining the operating oil used in the continuously variable valve operating system, or may be estimated by other information.

Further, for example, in the small operation angle fixed control program on the engine controller side,
A flag indicating that the control has been switched to the fixed operation angle side to the small operation angle side (a small operation angle fixed flag indicating a distinction between control when the small operation angle is not fixed (when the variable valve function is used) and control when the small operation angle is fixed).
And the engine controller 12 may transmit the flag data as direct communication data to the transmission controller. In this case, in step S102 in the control flowchart of FIG. 6, it is possible to make a necessary determination as to whether or not the control has been switched to the small operation angle fixed control side only by the determination processing of the value of the flag.

The steps S101 and S101 in FIG.
The engine controller side performs the processing of the portion related to 102,
A control method may be adopted in which the transmission controller performs the processing of steps S103 and S104 separately.

Further, for example, in steps S101 to S101
The engine controller side performs the processing of the portion related to 103,
A control method may be used in which the transmission controller performs the processing of step S104. In this case, all or a part of the automatic transmission-side information data (for example, current gear ratio data and the like) necessary for the calculation based on the above equation (1) is transferred from the transmission controller side to the engine controller side. Can be transmitted.

Although the engine controller and the A / T controller are provided separately, an integrated controller may be provided in which these are integrated. In this case, the processing of each step in FIG. 6 can be performed by the controller. Any of these may be implemented in the form of comprehensive control of the engine / automatic transmission as described above.

In the above example, the shift line switching control on the shift schedule is executed in the shift control of the automatic transmission when the continuous variable valve system fails or when the engine system is cold. Although an example has been described, the present invention is not limited to this. For example, it does not prevent execution of at least one of the failure and the engine cooling.

Further, the execution of the fixed control to the small operation angle side on the engine control side at that time is not limited to the condition of the failure and the time of the engine cold, and can be executed under other conditions. Of course, one or two or more predetermined setting conditions can be applied. Therefore, similarly, according to the present invention, the change of the shift characteristic of the automatic transmission to be executed in combination therewith is also performed by the engine control side under the set predetermined conditions. In accordance with the valve small operation angle fixed control,
This can be done. Even in this case, when the O / L angle of the continuously variable valve is controlled to the small operation angle side, in a vehicle having an engine system in which the allowable engine speed is reduced, the engine overspeed is prevented. In addition, the same effects can be obtained in that the automatic transmission can be compatible with the shifting performance, drivability and the like.

As shown in the shift schedules of FIGS. 4 and 5, the shift schedule to be subjected to the shift characteristic change control is a map using the vehicle speed and the accelerator pedal opening as control parameters. However, the present invention is not limited to this. For example, a vehicle speed equivalent value, an engine throttle opening degree or an equivalent value thereof may be set as a shift control parameter of the automatic transmission. Also in this case, the same operation and effect can be obtained by controlling the upper limit vehicle speed of the shift line on the shift schedule or the vicinity thereof to be selectively changed to the lower vehicle speed side.

Although the automatic transmission is a three-speed automatic transmission, the automatic transmission to which the present invention is applied is not limited to this. For example, the present invention can be applied to a continuously variable transmission such as a toroidal type as well as a stepped automatic transmission other than this.
When the small operation angle is fixed, the present invention may be implemented by selecting (up-side selection) a gear ratio smaller than when the small operation angle is not fixed.

Further, according to the present invention, as the control program recording medium, an engine that variably controls the overlap angle of the valve train from a small operation angle to a large operation angle in accordance with the operation state, A vehicle comprising: first control means for controlling a variable valve operating system so as to be fixed to the small operation angle side; and an automatic transmission to which power from an engine is input and shift control is performed according to shift control information. A recording medium recording a control program for comprehensive control of an engine and an automatic transmission, wherein the computer
A control program for determining whether or not the small operating angle is fixed, and executing a procedure for shifting the shift characteristic of a shift schedule to a lower vehicle speed side in the shift control of the automatic transmission when the small operating angle is fixed. A recording medium can be provided. Similarly, an engine that variably controls an overlap angle of a valve operating system from a small operating angle to a large operating angle according to an operating state, and a variable valve that is fixed to the small operating angle side under predetermined conditions. Control for comprehensive control of an engine and an automatic transmission in a vehicle including first control means for controlling a system and an automatic transmission to which power from an engine is input and shift control is performed according to shift control information A recording medium on which a program is recorded, wherein the computer is caused to determine whether the small operating angle is fixed,
When the small operating angle is fixed, a control program recording medium can be provided which executes a procedure for controlling the speed change of the automatic transmission to select a smaller gear ratio than when the small operating angle is not fixed. In any case, a recording medium in which a control program for comprehensive control of an engine and an automatic transmission suitable for implementing the present invention is obtained.

[Brief description of the drawings]

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

FIG. 2 is a diagram illustrating an operation principle of a continuously variable valve, which is used for describing the example.

FIG. 3 is a graph showing an engine speed limit line according to an operating angle of a continuously variable valve and other characteristics.

FIG. 4 is a characteristic diagram showing a continuously variable valve engine speed limit line and other characteristics on the automatic transmission shift schedule.

FIG. 5 is a characteristic diagram showing an over-rev preventing shift line when the continuously variable valve operating angle is fixed, and other characteristics.

FIG. 6 is a control flowchart showing an example of a control program executed by the controller.

[Explanation of symbols]

 Reference Signs List 1 engine 2 automatic transmission 3 air cleaner 4 throttle valve 5 exhaust pipe 6 accelerator pedal 7 intake passage 9 variable valve mechanism 10 transmission output shaft 11 control valve 12 engine controller 13 transmission controller 31 cam 32 link 33 drive shaft

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI // F16H 59:74

Claims (8)

[Claims] An engine for variably controlling an overlap angle of a valve train from a small operation angle to a large operation angle in accordance with an operation state, and an engine which can be fixed to the small operation angle under predetermined conditions. An integrated control device for an engine and an automatic transmission in a vehicle including first control means for controlling a variable valve system, and an automatic transmission to which power from an engine is input and shift control is performed according to shift control information. Wherein the second control means controls the shift characteristics of the shift schedule to shift to a lower vehicle speed side in the shift control of the automatic transmission when the small operating angle is fixed. Comprehensive control device for automatic transmission. 2. An engine for variably controlling an overlap angle of a valve train from a small operation angle to a large operation angle in accordance with an operation state, and an engine which can be fixed to the small operation angle under predetermined conditions. An integrated control device for an engine and an automatic transmission in a vehicle including first control means for controlling a variable valve system, and an automatic transmission to which power from an engine is input and shift control is performed according to shift control information. An engine having a second control means for controlling the automatic transmission to select a smaller gear ratio when the small operating angle is fixed than when the small operating angle is not fixed;・ Comprehensive control device for automatic transmission. 3. The engine / automatic transmission comprehensive control device according to claim 1, wherein the preset condition includes at least a time when the engine is cold. 4. The integrated control device for an engine and automatic transmission according to claim 1, wherein the preset condition includes at least a time when a variable valve system fails. . 5. The vehicle according to claim 1, wherein when the small operating angle is fixed, an upper limit vehicle speed of the shift line on the shift schedule or a portion near the upper limit vehicle speed is changed to a lower vehicle speed side. Item 5. An integrated control device for an engine / automatic transmission according to item 4. 6. The engine / automatic engine according to claim 1, wherein the variable valve of the engine is a continuously variable valve capable of continuously variably controlling an overlap angle. Comprehensive control device for transmission. 7. The variable valve operating system according to claim 1, wherein a cam for opening and closing the valve is driven by a rotary drive link mechanism to be driven, and the center of the drive shaft of the link is eccentric from the center of rotation of the camshaft. 7. The integrated control device for an engine and automatic transmission according to claim 1, wherein the valve opening / closing timing is controlled with respect to the angle. 8. The integrated control of an engine and an automatic transmission according to claim 1, wherein the variable valve system is a variable valve system controlled by hydraulic pressure. apparatus.