JPS61113526A - Automatic transmission controlling device - Google Patents

Abstract

PURPOSE:To prevent the durability of the frictional member of a frictionally engaging device from deteriorating by providing a changeover means for chang ing the carrying out or stopping of the control of engine output torque by an engine output torque controlling means. CONSTITUTION:A hydraulic pressure controlling circuit 30 has plural solenoid valves 32, which control the engagement and disengagement of frictionally engaging devices except a one-way clutch. A computer 36 for ETC operates the stage and time of speed change from a car speed V, an intake-air throttle opening theta, etc. to control the valves 32. A computer 38 for EFI caluclates the quantity of fuel injection and ignition timing from an engine speed Ne, an intake-air flow rate Q. etc., to control an engine 40. Change in engine output torque is carried out by controlling the lead-angle quantity of ignition timing, timing of opening and closing of intake and exhaust valves, or supercharging pressure to suppress variation in output shaft torque of an automatic transmis sion due to decrease in engine output torque.

Description

[Detailed description of the invention] Industrial applications The present invention relates to a control side reading ii"i of an automatic transfer machine for a vehicle.

BACKGROUND OF THE INVENTION It is well known, for example, in Japanese Patent Application Laid-Open No. 77138/1983, to control engine output torque during gear shifting in order to alleviate gear shifting shock. In that case, depending on the driving condition of the vehicle,
For example, if the engine output torque is already sufficiently small, such as when the throttle opening is low, controlling the engine output torque may actually worsen the fluctuating operation. It is limited to constant operating conditions.

However, if the operating state of the vehicle is in the engine output torque control range IIIIgI at the start of the shift, but changes to the non-control wig range before the end of the shift operation, or vice versa, this type of problem may occur. Regardless of the change, if the execution or cancellation of engine output torque control is determined based on the operating state at the start of the shift and is not changed, a large shift impact may occur, or conversely, the shift time may become longer, causing friction. This may cause damage to the friction material of the engagement device.

Problems to be Solved by the Invention It is an object of the present invention to solve the problem that the driving state of a vehicle during variable operation is between a control region of engine output torque, an uncontrollable WIJWI region, and a
An object of the present invention is to provide a control device for an automatic transmission that can achieve good engine output torque control when the engine output torque changes between the two.

Means for Solving the Problem - To achieve this objective, the automatic transmission control device of the present invention detects whether the operating state of the vehicle is in the control WJ region or the non-control WJ region of engine output torque. A detection means for detecting that the driving state of the vehicle at the time of starting the gear shift is the control of the engine output torque.
engine output torque control means for executing or canceling control of the engine output torque depending on whether the engine output torque is in the hir range or the uncontrolled WJgI range; and switching means for switching execution or cancellation of engine output torque control by the engine output torque control means when the engine output torque changes between the range and the uncontrolled MJgI range.

Effect of the invention 0') 40 At the start of gear shift 0 Vehicle 0 Driving condition 10
,・Even if engine output torque control is immediately executed or canceled, if the operating state of the vehicle changes between the engine output torque control region and non-control region before the fluctuating operation ends, engine output torque control will be stopped. Execution or cancellation is switched. As a result, even though the engine output/power torque is in the control range during fluctuating operation, the engine, gear, and torque are not controlled, resulting in an excessive shift time and the friction material of the friction engagement device. Durability is prevented from decreasing. Further, even though the engine output torque is in the uncontrolled m+a region during the fluctuating operation, the engine output torque is controlled and the shift impact increases.

Preferably, the control region and non-control region of the engine output torque are defined by at least one of an intake throttle opening, a vehicle speed, and a shift pattern selection signal.

Further, it is advantageous that the engine output torque control means controls the engine output torque by controlling the amount of advance of the ignition timing, the intake air amount of the fuel supply m1, the opening/closing timing of the intake and exhaust valves, or the boost pressure.

Example The present invention will be described with reference to the embodiments shown in the drawings.

In FIG. 2, a fluid torque converter 14, an overdrive device 16, and an underdrive device 18 are coaxially provided between an input shaft 10 and an output shaft 12 of the automatic transmission. The lock-up clutch L/C is provided in parallel with the fluid torque converter 14, and under predetermined operating conditions, the engine power is passed through the lock-up clutch L/C without passing through the fluid torque converter 14 to the overdrive device. 16. The overdrive device 16 has one planetary gearing 20 and the underdrive device 18 has two planetary gearings 22,24. Planetary gear system @
20, 22. The connection between the rotating elements of 24 and the fixing of the rotating elements are clutches CO to C2, brakes BO to B3,
and one-way clutches FO to F2.

FIG. 3 shows the relationship between the gear stage and the engagement state of each frictional engagement device. ○ and × indicate a locked state and a released state, respectively, △ indicates a state that is engaged only when the engine is driven, D is a drive range, 2 is a second range,
L means low range, R means reverse range, and 0/D means overdrive.

Returning to FIG. 2, the hydraulic control circuit 30 includes a plurality of solenoid valves 32.
These electromagnetic valves 32 are used for friction engagement devices other than one-way clutches (including lock-up clutches/C).

) is controlled. The ECT (electronically controlled transmission) computer 36 calculates the gear position and shift timing from the vehicle speed ■ and the intake throttle opening θ, etc.
The s-magnetic valve 32 is controlled based on the calculated value.

EFT (11! child control/fuel injection) computer 38
calculates the fuel injection amount and ignition timing from the engine rotational speed Ne, intake air flow rate Q, etc., and controls the engine 40.

FIG. 4 illustrates a shift diagram in the D range. Each shift line is determined from the intake throttle opening θ and the vehicle speed V, and 1, 2, 3, and 0/D are 1st, 2nd, and 3rd gear, respectively.
4th speed (overdrive or direct connection), and the direction of the arrow indicates the direction of shift.

FIG. 5 shows the changes in the values of each parameter when the driving condition of the vehicle changes from the uncontrolled W region of engine output torque to the controlled WIJm region during fluctuation motion.

In this example, when the intake throttle opening is 0≦predetermined value θ1, the engine output torque is not controlled, and when it is 0>01, it is the control ``a'' area.The lock-up clutch is turned on and off, respectively. A change in the shift output means that the control signal for the solenoid valve 32 has been switched and the shift operation has started.

Case A will be explained first.

At time t1, the ECT computer 36 determines a change in the gear position determined based on the driving state of the vehicle.

At time t2 when a predetermined time TI has elapsed from time 11, a shift command is generated based on the shift determination at time t1, and the control signal for control valve 32 of hydraulic control circuit 30 is switched.

After time t2, changes over time in the engine rotational speed Ne are monitored. Although Ne changes greatly in the inertia phase, Ne is almost constant before and after the inertia phase.

In this case, it is assumed that the intake throttle opening degree θ changes from a predetermined value θl or less to a value larger than el at time t3. Note that time t3 is a time before the inertia phase.

At time t4, the start of the inertia phase is detected, and in conjunction with this, the lock-up clutch L/C is switched from on to off. By turning off the lock-up clutch L/C, the fluid torque converter 14 absorbs fluctuations in the output shaft torque of the automatic transmission due to gear shifting. Furthermore, since the operating state of the vehicle is in the engine output torque control region at time t4, the engine output torque is decreased. Engine output torque is changed by controlling the amount of advance of the ignition timing, the amount of fuel supplied from the fuel injection valve, the amount of intake air, the opening/closing timing of the intake and exhaust valves, or the boost pressure. This reduction results in suppressing fluctuations in the output shaft torque of the automatic transmission.

At time t5, the inertia phase ends, and accordingly, the engine output torque is returned to its original value. This return is performed slowly over time T2, and undershoot or overshoot of the output shaft torque of the automatic transmission immediately after the end of the inertia phase is suppressed.

At time t6, when a predetermined time T3 has elapsed from time t2, the lock-up clutch L/C is turned back on from off.

Case B will be explained. In case B, it is determined that the operating state of the vehicle changes from the non-control region of the engine output torque to the control region at time t7 after the start of the inertia phase. Since the time (4) is in the non-control region, the reduction of the engine output torque is suspended, and the reduction of the engine output torque is started from time t7.The return of the engine output torque is in case A.
is the same as

FIG. 6 shows changes in each parameter when the operating state of the vehicle changes from the engine output torque control region to the non-control region during the gear shifting operation. At time t4, control mflr
Since the engine output torque is within the range, the engine output torque starts to decrease. When the operating state of the vehicle changes from the control region to the non-control region at time t8, a command to restore the engine output torque is immediately issued, and the engine output torque quickly returns to its original value.

Figures 7 and 8 show the lock-up clutch L when the torque transmitted from the engine to the drive wheels is positive (power on).
12 is a flowchart of a routine for upshifting speed change control performed when /C is on (engaged state).

The variable T is a flag used to detect the control stage of the lock-up clutch L/C, and the variable I is a flag used to detect the control stage of the engine output torque.
The variable S is a flag used to detect that the engine is in a period related to execution or termination of engine output torque control.

First, the process proceeds to each step depending on the values of variables T and I (steps 46 and 48).

When both T and I are 0, that is, before the start of shift control, the corresponding gear is determined based on the intake throttle opening θ, vehicle speed v1, shift prohibition signal, etc., and the necessary shift is determined. In step 46), it is determined whether or not there is a need for gear shifting, and the process proceeds to the next step 52 only if there is a need for gear shifting.

Next, compare the elapsed time Ta since it was determined that there is a need for gear shifting with a predetermined value TI in step 52. ), Ta
<If TI, assign 1 to variable T (step 54),
732 In the case of Tl, after substituting 0 for T (step 56), a shift command is issued (step 58), and the solenoid valve 32
Switch the control signal.

Thereafter, changes in the engine rotational speed Ne are monitored, and Ne is compared with a predetermined value Nel (step 60).

The predetermined value Nel is the output shaft rotation speed N of the automatic transmission.

and the gear ratio of the automatic transmission before upshifting, 12.
- It is set corresponding to Tl, and when the inertia phase starts, Ne decreases and becomes Ne≦Nel. Ne>N
If el, assign 1 to variable I (step 62), N
When e≦Nel, l is assigned to the variable S (step 64), and the process proceeds to step 66.

The intake throttle opening degree θ is compared with a predetermined value θl (Step 66), that is, it is determined whether the vehicle operating state is in the engine output torque control region or the non-control region, and if it is in the non-control region, the lock is activated. Only the up clutch L/C is turned off (step 68).

If it is within the control range, the lock-up clutch L/C is turned off and the engine output torque is reduced (step 70). Furthermore, the time change in the engine rotational speed Ne is checked, and Ne is compared with a predetermined value Ne2 (step 72
). The predetermined value Ne2 is the product NO of the output shaft rotation speed NO of the automatic transmission and the gear ratio Itl of the automatic transmission after upshifting.
- It is set in correspondence with Ih, and when the inertia phase is near the end, Ne<Ne2. If Ne > Ne2, assign 2 to the variable ■ (step 74), Ne≦N
When e2 is reached, the engine output torque is restored (step 76), and then 0 is assigned to the variable S (step 78).
.

Compare the elapsed time Tb since the shift command was issued in step 58 with a predetermined value T3 (step 80). If Tb≦T3, 2 is assigned to the variable T (step 82); however, when the predetermined value T3 has elapsed, , after allowing the lock-up clutch L/C to be turned on (step 84), O is substituted into variables T and 1 (step 86). If the vehicle operating state after the shift is in the engagement range of the lock-up clutch L/C, the lock-up clutch L/C is brought into the engaged state by executing step 84.

If the value of S is determined (step 88), the process proceeds to step 90 only if S=1, that is, if the engine output torque control is in a period related to the execution of engine output torque control. The time change of the intake throttle opening 0 is monitored (step 90), and the intake throttle opening θ is compared with a predetermined value θl (step 92).
Is engine output torque control being executed (step 94)?
Alternatively, it is determined whether engine output torque control is not being executed (step 96). If θ≦θl and the engine output torque control is being executed, that is, if the operating state of the vehicle switches from the engine output torque control region to the non-control region while the engine output torque control is being executed, the process proceeds to step 76; Stop engine output torque control. If θ>θl and engine output torque control is not being executed, that is, if the vehicle operating state is switched from the engine output torque annual rate gJ area to the control area while engine output torque control is not being executed, the process proceeds to step 70. starts engine output torque control. In other cases, that is, if the operating state of the vehicle does not change between the engine output torque control region and the non-control region, the reset is performed.

FIG. 1 is a functional block diagram of the present invention. The throttle opening sensor lOO detects the intake throttle opening θ. The vehicle operating state detecting means 102 detects whether the vehicle operating state is in the control MJ region of engine output torque or in the non-control region based on, for example, the intake throttle opening θ. When a shift command is sent from the shift command generation means 106, the output torque control means 104 executes or increases the output torque control of the engine 40 based on the control region and non-control region of the engine output torque.

The switching means 108 monitors the output of the vehicle driving state detection means even after the transmission command is generated, and when the vehicle driving state changes between the engine output torque control region and the non-controlling region, the engine output torque control means 104 Switches between executing and canceling engine output torque control.

Although the present invention has been described with reference to embodiments, it will be obvious to those skilled in the art that the present invention is not limited thereto and can be implemented with various modifications and variations.

[Brief explanation of the drawing]

Fig. 1 is a functional block diagram of the present invention, Fig. 2 is a schematic diagram of the entire control device, the third tooth is a chart showing the operating state of each frictional engagement device at each gear stage, and the fourth (9) is a D Figure 5 is a diagram illustrating a shift diagram in the range. Figure 5 is a diagram showing changes in each parameter when the vehicle operating state changes from the non-controlling range to the controlled aS range. Figure 6 is a diagram showing changes in each parameter when the vehicle operating state changes from the controlled range to the controlled range. FIG. 7 is a flowchart of a shift control routine, and FIG. 8 is a flowchart of a change routine for engine output torque control. 40... Engine, 102... Vehicle operating state detection means, 104... Engine output torque control means, 108...
switching means. Patent applicant: Toyota Motor Corporation Representative: Patent attorney: Osamu Nakataira
゛Figure 2

Claims (1)

[Scope of Claims] 1. Detection means for detecting whether the operating state of the vehicle is in the engine output torque control region or the non-control region, the operating state of the vehicle at the time of starting the shift being in the engine output torque control region. engine output torque control means for executing or canceling control of the engine output torque depending on whether the engine output torque is in the control region or the non-control region; 1. A control device for an automatic transmission, comprising: switching means for switching execution or cancellation of engine output torque control by the engine output torque control means when the engine output torque changes between the two. 2. The control device according to claim 1, wherein the control region and non-control region of engine output torque are defined by at least one of an intake throttle opening, a vehicle speed, and a shift pattern selection signal. . 3. The engine output torque control means is characterized in that it controls the engine output torque by controlling the amount of advance of ignition timing, the amount of fuel supply, the amount of intake air, the opening/closing timing of intake and exhaust valves, or the boost pressure. , Claim 1 or 2
Control device as described in section.