JPS62149523A - Integral controller for automatic transmission and engine - Google Patents

Abstract

PURPOSE:To get rid of nonconformity due to an incessant engine torque alternation, by installing a device counting the altering times of engine torque and, when discrete value within the specified time exceeds the specified times, regulating the engine torque alteration. CONSTITUTION:With operation of a hydraulic controller 3, engagement of a frictional engaging device is selectively selected, while a shift step is automatically selected according to the shift map preset to an A/T control computer 8, and simultaneously engine torque is altered as far as the specified value by an E/G control computer 7. Altering times of this engine torque are detected by an altering frequency counting device of the computer 7. And, when discrete value within the specified time exceeds the specified times, the engine torque alteration is regulated. With this constitution, such nonconformity that is caused by what engine torque control is incessantly carried out at the time of gear shifting is preventable, thus the degree of freedom in setting the engine torque alteration is improvable.

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to an integrated control device for an automatic transmission and an engine, and particularly to an i! The present invention relates to an improvement in integrated control Mn of an automatic transmission and an engine, which maintains good gear shifting characteristics by changing the engine torque by a predetermined amount during gear shifting.

[Conventional technology]

It is equipped with a gear transmission mechanism and a plurality of frictional engagement devices, and the above-mentioned 1'? ! The configuration is such that the engagement of the IF' engagement device is selectively switched to achieve any one of a plurality of gears according to a preset shift map! 11 automatic change 5 for both cars! The machine is already widely known. Furthermore, in such automatic transmissions for vehicles, engine torque is changed during gear shifting to obtain good gear shifting characteristics, and I! i! Various automatic transmission machines and engine integrated control devices have been proposed that aim to ensure and improve the durability of the engagement device (e.g., Japanese Patent Laid-Open No. 55-69738). and integrated control of the engine during gear changes. Torque transmission from L engine B! to change each member of the automatic transmission or the friction coefficient 0 that brakes them.
By controlling the amount of energy absorbed by the gear shift, the shift is completed in a short time and with a small shift shock, giving a good shift feeling to the driver, and improving the durability of the rrF and cross-retention device. It's like that.

[Problems to be solved by the invention]

However, if, for example, a method of delaying ignition timing is adopted as a means of changing (reducing) engine torque,
This delay in ignition timing increases so-called afterburning, in which the exhaust valve opens before the mixed gas is completely combusted in the engine cylinder, and the high-temperature gas being combusted is discharged to the exhaust pipe, increasing the temperature of the exhaust system ( A problem occurs in which the temperature (exhaust gas temperature, catalyst temperature, exhaust pipe salt, etc.) increases by one degree. or,
Depending on the F5 type of transmission, there is a control system that increases the engine torque, but in this case, as a method to avoid changing (increasing) the engine torque, for example, increasing the amount of fuel supply or intake air. Even when it is adopted, the temperature of the exhaust system generally remains high. In this way, the jKK K upper back of the exhaust system caused by changing the engine torque during gear shifting is not a problem at all if the gear shifting frequency is normal. However, if you drive in a mountainous area with a high speed change or if you intentionally turn the accelerator on and off, the temperature of the exhaust system will rise above the allowable value, and in severe cases, the durability of the exhaust manifold will be affected. In addition, in a turbocharger (= J engine), it may have a negative effect on the durability of the exhaust side turbine blade. Also, for example, if the engine torque is reduced by reducing the fuel supply 1 hour or the intake air amount, If this is done frequently, there is a risk of engine misfire or deterioration of exhaust gas components.Therefore, in the past, it has been necessary to design routines related to engine torque control and set maps for engine torque changes. It was necessary to take care to ensure that the above-mentioned inconvenience would not occur even if the gears were shifted at the highest expected frequency.However, from this point of view, for example, the amount of retardation of If is set to a small value, the drop in engine torque (m) will naturally be reduced, and the problem arises that the original purpose of the control, which is to improve the shifting characteristics together with the durability of the frictional engagement device, will not be fully achieved. arise.

[Object of the invention 1] The present invention is directed to the conventional I? This was done in response to the S1 problem, and only when there is a possibility of an actual problem occurring in engine torque control during gear shifting, to directly deal with this problem, increase the degree of freedom in setting, It is an object of the present invention to provide an integrated control device for an automatic transmission and an engine that can fully perform the original function of engine torque control during normal operation. [Means for Solving the Problems] The first aspect of the present invention is to automatically change the gear position 19 according to a preset shift map, and then change the engine torque by a predetermined amount during the shift! In an integrated control device for an automatic transmission and an engine that maintains good gear shifting characteristics by adjusting the number of changes in the engine torque, as shown in FIG.
The above object is achieved by comprising means for counting, and means for regulating the engine torque change when the counted value exceeds a predetermined number of times within a specific time. In addition, the second invention automatically changes gears according to a preset shift map, and also improves shift characteristics by changing engine torque by a predetermined amount during gear shifting. As shown in FIG. 1(B), the integrated automatic transmission and engine control system has a means for counting the number of changes in the engine torque, and a means for counting the number of changes in the engine torque within a specific time. By providing means for regulating the engine torque change when the numerical value exceeds a predetermined number of times, and means for changing the shift point of the shift map to a lower value while the engine torque change is being regulated. , which also achieves the above objectives, and furthermore, I
! l! This is intended to ensure improved durability of the frictional engagement device. [Operation] In the first and second inventions, the number of times torque change control is performed is counted, and when the counted value exceeds a predetermined number of times within a specific time, the engine torque for subsequent gear changes is changed. Since the control is regulated, it is possible to directly prevent the inconvenience caused by frequent engine torque control, and it is possible to prevent these inconveniences when designing the engine torque control routine or setting the amount of torque change. There is no need to set restrictions to avoid this, and the degree of freedom is higher, that is, engine torque control can be performed more in accordance with the original purpose. By the way, if the engine torque change control is simply regulated, another problem will occur on the automatic transmission side. That is, on the automatic transmission side, for example, the gear shift tuning specifications such as oil pressure are set in anticipation of a reduction in engine torque. This not only impairs the durability of the frictional engagement device, but also causes problems such as increased shift time and poor shift feeling. In the second aspect of the present invention, when the change in engine torque is regulated, the gear shift point is changed to a lower position, so that the thermal load on the frictional engagement device can be reduced, and the thermal load on the frictional engagement device can be reduced. This makes it possible to prevent a decrease in durability, reduce shift time, and prevent deterioration of shift feeling. Furthermore, by setting the shift point low, it can be expected that fuel efficiency will be improved. Preferably, the means for regulating changes in the engine torque is configured to prohibit changes in the engine torque. This makes it possible to most directly avoid inconveniences caused by frequent engine torque changes. Preferably, the means for regulating the change in the engine torque is configured to suppress the predetermined value 1 (amount of change in the engine torque). Preferably, the means for restricting the engine torque change is configured to shorten the time required for the engine torque change. Preferably, the means for regulating the engine torque change changes an execution range J3 for each parameter for executing the engine torque change. Preferably, one of the parameters is a throttle opening. Preferably, one of the parameters is a type of speed change. Generally, the engine torque change amount or change execution time is determined according to lci, such as the throttle opening degree. The present invention does not limit the means for regulating changes in engine torque; in addition to completely stopping changes in engine torque, for example, the amount of change in engine torque may be suppressed, or the means for regulating changes in engine torque may be suppressed. It may also shorten execution time. Furthermore, the engine torque is usually changed when, for example, the throttle opening is set to a predetermined 1+*.
Although this is performed in the above cases, the execution range (in this case, the range where the throttle opening is greater than or equal to a predetermined value) may be changed. Alternatively, the execution range may be changed depending on the type of shift (torque change is restricted only during a specific shift). Preferably, a warning is issued when a change in engine torque is regulated. As a result, it is possible to promptly notify the driver that a series of normally performed controls are not being performed due to frequent changes in engine torque. In addition to being able to prompt the driver to suppress this, it is also possible to notify that even if the shift control is performed in a way that has not been done before, this is not a malfunction. Preferably, the shift point is changed by selecting another shift map in which the shift point is set at a lower value. This allows the shift point to be changed accurately and quickly. Preferably, the change in engine torque is restricted only for a predetermined period of time, and then normal control is resumed.

【Example】

Embodiments of the present invention will be described in detail below with reference to the drawings. FIG. 2 is an overall schematic diagram of an integrated automatic transmission and engine control system to which the present invention is adopted. The engine 1 and automatic transmission 2 are well known. In the engine 1, the engine control computer 7 controls the fuel injection at the engine control valve 19 and the ignition timing at the distributor 20, so that an engine output corresponding to the accelerator opening and the engine rotational speed is obtained. It has become. In addition, the automatic transmission control computer 8 controls the solenoid valves 81 to S3, and the oil passages in the hydraulic control device γ are changed to change the engagement state of each Iv friction engagement equipment. is selectively changed, and the gear position corresponding to the vehicle speed and accelerator opening is changed by 1q. In addition, the engine control computer 7 includes the engine rotation speed detected by the engine rotation sensor 9, the intake air temperature detected by the intake sensor 1o, the intake air temperature detected by the intake air temperature sensor 11, the throttle opening degree detected by the throttle sensor 12, 1! Vehicle speed by speed sensor 13, engine water temperature by engine water temperature sensor 14, brake switch.
Brake ON signals are input. The engine control computer 7 receives 1% of these signals.
Then, the fuel injection amount and ignition timing are determined. In addition, this engine control rule computer 7 includes:
0N-O by automatic transmission control computer 8
The solenoid signals of the FF-controlled electric 11 valves 81 to S3 are also input in parallel, and the timing of automatic gear shifting is determined based on these signals. On the other hand, the automatic transmission control computer 8 includes the throttle sensor 12, i! In addition to signals from the speed sensor 13, engine water temperature sensor 14, brake switch 15, etc., the shift lever position is determined by the shift position sensor 16, and the driving selection pattern such as fuel economy-oriented driving or power performance-oriented driving is determined by the pattern select switch 17. A signal such as permission to shift to overdrive by the drive switch 18 is input, and a gear position corresponding to the vehicle speed and accelerator opening is obtained. 112 magnetic valve S
1 to S3 are controlled ON-OFF. Further, the automatic transmission control computer 8 receives the retardation control I prohibition signal from the engine control computer 7 and outputs three signals J' so that the automatic transmission control computer 8 can determine that the engine 1 has prohibited the retardation control. Fig. 3 is a flowchart of the integrated control of the engine and automatic speed change. In the 1lil+ control routine of the engine control computer 7, the speed change occurs from the signal change of the electric trowel valves s1 to $3. Step 122) After that, when it is determined that the gear shift has actually started at the time when the engine rotation speed changes (for example, if it is an upshift, the engine rotation speed decreases), the gear shift stopper, Retardation (engine torque reduction) is started according to a predetermined retardation amount based on the throttle opening and the like (step 126). The end of the shift is determined when the shift progresses and the engine speed changes to a speed equal to the engine speed at the end of the shift determined by the output shaft rotation speed and gear ratio plus a predetermined value (including negative numbers). Thereafter, the retardation is completed relatively slowly over a predetermined period of time (Step 130), and normal ignition timing is restored. Next, the above control will be explained in detail based on FIGS. 4 and 5. FIG. 4 is a flowchart showing the engine control routine. First, as initialization, flag F and counter N are reset (step 232). The flag F indicates when the retard control is prohibited, and the counter N indicates the number of times the retard control is executed. Next, a timer T is started (step 234), and this timer value is compared with a predetermined time (a specific time in the scope of claims) To (step 236), and the predetermined time To must be reached. If the predetermined time To has been reached, the countdown N is compared with the predetermined number of times No (step 238).
). If N<No, that is, the number of retards is less than the predetermined number, flag F is set to 0 (step 242), but if N≧No, that is, the number of retards is equal to or greater than the predetermined number, flag F is set to 1.
(step 2/10), and then restarts the timer T1 and resets the counter N (step 244). Therefore, the flag F is set to 1 only when the retard control p is executed a predetermined number of times No or more within a predetermined time To. Step 246 is an E/G control main routine in which the fuel injection amount and ignition timing are determined in accordance with the E/G rotation speed and intake air amount. Next, flag F is determined (step 248), and if flag F-1, retard control permission signal 2J is output (step 256), but if flag F-0, retard control permission, In step 250), the necessity of retard control is determined.
If it is not necessary, the process proceeds to step 260 without doing anything, and if necessary, it executes the retard control according to the retard control routine (step 252: routine shown in FIG. 3) and counts up (step 254). , In the case of flag F-1, after outputting retard control frame IJ second signal 8, flag F1 is determined (step 257).
. This flag F1 is used to determine whether or not the regulation for retard control has been performed for the first time. , F when first performed
Since it is determined that the flag is l-0, the process proceeds to step 257A to start timer T2, and in step 258 flag F1 is set.
Set to 1. This timer value T2 and the predetermined time T
Compare with o+ Step 260>, T2<To
If +, nothing is done, and in other words, after the predetermined period of time Tot has passed since T2≧To+, the retard angle control is inhibited, the convergence control prohibition signal is stopped.Step 262>, flag F1F1
and resets timer T2 (step 264). FIG. 5 is a flowchart of the automatic transmission control routine. First, in step 356, it is determined whether or not there is a retard control prohibition signal, and when the prohibition signal is OFF, a shift point for retard control (normal time) is selected.In step 35B, when the prohibition signal is ON, retard control is performed. A shift point for a prohibited poem is selected (step 360). After that, IJJ
In the transmission control main routine, a gear position is determined from the vehicle speed and throttle opening based on the selected shift point (step 362). Note that the shift point at the time of the retard angle control frame 11 is set lower than the shift point when the retard angle control is in effect t1, as shown in FIG. 6 (△) (B). It has become so. If the shift point is set low, the heat load on the frictional engagement device that is applied during the shift will be reduced, so the shift time will be reduced to 0 and the durability will be improved. . . According to the above embodiment, the predetermined number of times vlN within the predetermined poem interval To
When the engine torque is changed o times (■ angle a, q yr>), the retard control is prohibited for a predetermined time Tn+ after that, so that the l exhaust pipe, catalytic converter, etc. due to increased afterburning is It will be possible to maintain the temperature limit (just below), and ensure its durability.Also, even if the engine side prohibits retard control as described above, automatic Shifting (missing values will select a gear shifting point set to a low value, so retard control should be executed for shifting that occurs during this period. However, it is possible to ensure the durability of the friction engagement device. In addition, it is possible to prevent the shift feeling from deteriorating due to a longer shift time.In the above embodiment, when the retard control is performed No times within the predetermined time To, the predetermined At time To+, the retard control is completely stopped, but in the present invention, it is not necessarily necessary to completely stop it. For example,
Decrease the amount of torque change, shorten the execution time of the change, or limit the execution of torque change control only when the throttle opening is high, or only when the stopper of a specific shift is applied. It is also effective to limit it. In that case, when it is determined in step 260 of FIG. 4 that the timer T2 is smaller than the predetermined time Tut, a routine similar to the retard control routine shown in FIG. 3 is executed by changing the conditions. Just do it like this. Generally speaking, the temperature of the IJI gas system increases when the torque is changed, such as when the engine torque is avoided by adjusting the ignition timing, and when the engine torque is increased by increasing the fuel injection amount. etc. are possible. (odd) If a method is used to reduce engine torque by reducing the amount of fuel injection or intake air during an insect attack, the present invention can prevent misfires or reduce exhaust gas components by continuously reducing fuel injection ffi, etc. This makes it possible to prevent the deterioration of

【Effect of the invention】

As explained above, according to the first and second inventions, it is possible to reliably prevent problems that occur due to frequent engine torque control during gear shifting, and to set the engine torque change. The excellent effect of increasing the degree of freedom in engine torque control and making it possible to fully utilize the original ability of engine torque control under normal conditions is 1.
It will be zero. Further, according to the second invention, in addition to the above effects, it is possible to prevent the durability of the friction engagement device from being impaired even when engine torque control is not performed on the engine side. Furthermore, there is also an effect that deterioration of the shift feeling due to the improvement in the shift time can be prevented.

[Brief explanation of drawings]

Fig. 1 (A>(B) is a block diagram without showing the gist of the inventions 1 and 2, respectively, and Fig. 2 is an embodiment of the automatic transmission and engine system according to the present invention! 11 devices) FIG. 3 is a flowchart showing the retard control routine adopted in the above-mentioned embodiment device, FIG. 4 is a flowchart showing the engine control routine, and FIG. 5 is a flowchart showing the engine control routine.
This figure is a flowchart showing a control routine for automatic shifting, and FIGS. 6A and 6B are diagrams showing examples of changes to the shifting map. 1... Engine, 2... Automatic transmission, 7... Engine control computer, 8
...Automatic 2 RjA R control computer.

Claims (12)

[Claims] (1) In addition to being able to automatically switch gears according to a preset gear map, good gear shifting characteristics can be maintained by changing engine torque by a predetermined amount during gear shifting. In an integrated control device for an automatic transmission and an engine, means for counting the number of changes in the engine torque; and means for regulating changes in the engine torque when the counted value exceeds a predetermined number of times within a specific time. An integrated control device for an automatic transmission and an engine, characterized by comprising the following. (2) An integrated control device for an automatic transmission and an engine according to claim 1, wherein the means for regulating changes in engine torque prohibits changes in engine torque. (3) An integrated control device for an automatic transmission and an engine according to claim 1, wherein the means for regulating changes in the engine torque suppresses the predetermined length. (4) The automatic transmission and engine integrated control device according to claim 1, wherein the means for regulating the engine torque change shortens the execution time of the engine torque change. (5) Claim 1, wherein the means for regulating the engine torque change changes an execution range for each parameter for executing the engine torque change.
An integrated control device for an automatic transmission and an engine as described in 1. (6) An integrated control device for an automatic transmission and an engine according to claim 5, wherein one of the parameters is a throttle opening. (7) An integrated control device for an automatic transmission and an engine according to claim 5 or 6, wherein one of the parameters is a type of shift. (8) The automatic transmission and engine integrated control device according to any one of claims 1 to 7, which generates a warning when the change in engine torque is regulated. (9) The scope of claims 1 to 5 is such that the change in engine torque is regulated only for a predetermined period of time, and then the regulation is canceled.
An integrated control device for an automatic transmission and an engine according to any one of Item 8. (10) In addition to being able to automatically switch gears according to a preset gear map, good gear shifting characteristics can be maintained by changing engine torque by a predetermined amount during gear shifting. In an integrated control device for an automatic transmission and an engine, means for counting the number of changes in the engine torque; and means for regulating changes in the engine torque when the counted value exceeds a predetermined number of times within a specific time. An integrated control device for an automatic transmission and an engine, comprising: means for changing a shift point of the shift map to a lower value while the engine torque change is being regulated. (11) The automatic transmission and engine integrated control device according to claim 10, wherein the change of the shift point selects another shift map in which the shift point is set to a lower value. (12) The automatic transmission according to claim 10 or 11, wherein the engine torque change is restricted for a predetermined period of time, and then the restriction is canceled and the shift point is also returned to normal. Integrated engine control device.