JPS62149524A - Integral controller for automatic transmission and engine - Google Patents

Abstract

PURPOSE:To get rid of nonconformity due to trouble in a sensor system, by installing such a device that judges the trouble in the sensor system for determinating the timing of an engine torque alteration, while suspending the engine torque alteration at the time of trouble happening, and changing the altering point of a shift map to be lowish. CONSTITUTION:Engagement of a frictional engaging device is selected by a hydraulic controller 60, while a shift step is selected according to the shift map preset to an ETC computer 50, and simultaneously engine torque is altered as far as the specified value by an engine computer 40. In this case, when a sensor system for determinating the timing of an engine torque alteration is judged as being out of order, the engine torque alteration is suspended by the computer 40, so that an altering point of the shift map of the computer 50 is changed to be rather lowish. With this constitution, such a possibility that a gear shifting characteristic is sharply deteriorated and/or durability in the frictional engaging device goes down will never happen even when the sensor system gets out of order.

Description

[Detailed description of the invention]

[Industrial Field of Application] The present invention relates to an integrated control device for an automatic transmission and an engine, and in particular, it is capable of automatically changing gears according to a preset shift map, and is capable of controlling engine torque during gear shifting. The present invention relates to an improvement in an integrated control device for an automatic transmission and an engine, which maintains good transmission characteristics by changing the speed change for a predetermined period of time. [Prior Art] A gear transmission mechanism and a plurality of frictional engagement devices are provided, and the engagement of the Iψ engagement device is selectively switched by operating a hydraulic control device, and a plurality of frictional engagement devices are provided according to a preset shift map. 2. Description of the Related Art Automotive automatic transmissions for vehicles configured to achieve any one of three gears are already widely known. Furthermore, in such an automatic transmission for a vehicle, an automatic transmission and an engine that change the engine torque during gear shifting to obtain good shifting characteristics and ensure and improve the durability of the TFF and TA engagement devices are provided. Various integrated control devices have also been proposed (for example, Japanese Patent Laid-Open No. 55-69738). In other words, such automatic transmission and integrated engine control change the torque transmission from the engine during gear shifting, and reduce the amount of energy absorbed by each member of the automatic transmission or the frictional engagement device that brakes them. The gear shift is controlled to complete the shift in a short time and with a small shift shock, giving the driver a good shift feeling, and improving the durability of the friction engagement device. [Problems that 1 Ming attempts to solve] However, the timing to change the engine torque is such that, for example, when it is an upshift, the rotating member in the automatic gear shift actually starts changing the rotational speed for the gear shift. In order to accurately detect this, it is necessary to actually detect, for example, changes in engine rotation speed, rotation speed of members of an automatic transmission, or rise in oil pressure in a hydraulic control device. (For example, Japanese Patent Application No. 59-234466 or No. 59-27260)
9). In this case, if the sensor system for this detection were to fail, the timing of the control would be shifted, and the shifting characteristics would deteriorate considerably, or the engine torque would not be changed, resulting in a reduction in engine torque. A problem arises in that the durability of the frictional engagement SaEJf, which is designed with this in mind, is reduced. [Object of the Invention] The present invention has been made in view of such problems, and even if a failure occurs in the sensor system for determining the timing of engine torque control, the This is to prevent inconveniences such as the engine torque being changed at an unscheduled time, resulting in a significant deterioration of the transmission characteristics, or the failure of the engine torque being changed, resulting in a reduction in the durability of the 1i engagement device. The purpose of the present invention is to provide an integrated control device for an automatic transmission and an engine.

[Means to solve the problem]

The present invention automatically switches gears according to a preset shift map, and maintains good gear shifting characteristics by changing engine torque only at a predetermined time during gear shifting. In an integrated automatic transmission and engine control device, as shown in FIG. 1, means for determining whether or not a sensor system for determining the timing of engine torque change is malfunctioning;
means for canceling the engine torque change when it is determined that the sensor system is malfunctioning; and means for changing the change point of the shift map to a lower value when the engine torque change is canceled; The above purpose has been achieved by having the following.

[Effect]

In the present invention, it is determined whether the sensor system for determining the timing of engine torque change is malfunctioning, and when it is determined that the sensor system is malfunctioning, the engine torque change is stopped. Therefore, there is no possibility that the timing of changing the engine torque is shifted and the transmission characteristics are considerably deteriorated. By the way, if the engine torque change control is simply stopped when it is determined that the sensor system is malfunctioning, another problem will occur on the automatic transmission side. That is,
On the automatic transmission side, for example, gear change tuning instructions such as oil pressure are set in anticipation of reducing engine torque, so if the torque is not reduced when the engine torque is to be reduced, friction will increase. This not only impairs the durability of the engagement device, but also causes problems such as increased shift time and poor shift feeling. In the present invention, when the engine torque change is stopped, 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 durability of the frictional engagement device can be reduced. This makes it possible to prevent a decrease in speed, 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. A preferred embodiment is to generate a warning when the sensor system is determined to be faulty. As a result, it is possible to promptly inform the driver that the series of torque change controls have been canceled due to a failure in the sensor system, and prompt an early inspection. Preferably, the warning is different depending on the type of failure of the sensor system. This allows the driver to more accurately grasp the type of failure (degree of failure). Preferably, the shift point is changed only within an execution range for each parameter for changing the engine torque. Preferably, one of the parameters is an engine load. Preferably, one of the parameters is a speed change parameter. Generally, when changing the engine torque, the amount of change or the execution time of the change is determined depending on the engine load such as the throttle opening, the type of shift, the vehicle speed, etc. Specifically, the engine torque is changed, for example, when the throttle opening is equal to or greater than a predetermined value. Therefore, since the engine torque is originally not changed outside the execution range of each parameter, there is no particular need to change the shift point. Therefore, it is sufficient that the shift point is changed only within the execution range of each parameter for changing the engine torque. Preferably, the shift point is changed by selecting another shift map in which the shift point is set at a lower value. As a result, it becomes possible to accurately and quickly change the shift point, including the implementation of claims 4 to 6, using relatively simple means.

【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 automatic transmission (hereinafter referred to as ECT) combined with an intake air flow sensing type automobile electronic fuel injection engine to which the present invention is applied. The air sucked from the air cleaner 10 includes an air 70-meter 12, an intake throttle valve 14, a surge tank 16,
The air is sequentially transferred to the intake manifold 18. This air is mixed with fuel injected from the injector 22 near the intake boat 20, and further passed through the intake valve 24 to the engine body 26.
is sent to the combustion chamber 26A. Exhaust gas generated as a result of combustion of the air-fuel mixture in the combustion chamber 26A passes through the exhaust valve 2.
8. Exhaust boat 30, exhaust manifold 32 and exhaust pipe (
(not shown) is released into the atmosphere. The air flow meter 12 is provided with an intake temperature sensor 100 for detecting intake temperature. Also, the exhaust manifold! The lead 32 is provided with an exhaust temperature sensor 101 for detecting the exhaust temperature of the engine. The intake throttle valve 14 rotates in conjunction with an accelerator pedal (not shown) provided at the driver's seat. This intake throttle valve 14 is provided with a throttle sensor 102 for detecting its opening degree. Further, a water temperature sensor 104 for detecting the engine cooling water temperature is disposed in the cylinder block 26B of the engine main body 26. Further, the destroyer 38, which has a shaft rotated by the crankshaft of the engine body 26, is provided with a crank angle sensor 108 for detecting a crank angle from the rotation of the shaft, and the engine rotation speed is detected from this. It looks like this. The ECT also includes a vehicle speed sensor 1 for detecting the vehicle speed from the rotational speed of its output shaft.
10, and a shift position sensor 112 for detecting a shift position. Each of these sensors 100.101.102.104.1
The outputs of 08.110.112 and the pattern select switch 114, overdrive switch 116, and brake lamp switch 118 are input to the engine computer 40 or the ECT computer 50. The engine computer 40 calculates fuel injection m and optimal ignition timing using input signals from each sensor as parameters, and controls the injector 22 to inject fuel for a predetermined period of time corresponding to the fuel 1'f'3'Hi. At the same time, the ignition coil 44 shown in 11 is controlled so that the optimum ignition timing shown in +'+O is obtained. Further, an idle rotation speed control valve 42 driven by a step motor is provided in a bypass passage that communicates the upstream side of the intake throttle valve 14 with the surge tank 16.
A signal from the engine computer 40 controls the idle speed. On the other hand, the ECT transmission section 900 in this embodiment includes a torque converter 910, an overdrive mechanism 920, and an underdrive mechanism 930. The torque converter 910 is a well-known one including a pump 911, a turbine 912, and a stator 913, and includes a lock-up clutch 914. The overdrive mechanism 920 has a sun gear 92.
1. Planetary binion 9 meshing with the sun gear 921
22, a planetary gear set consisting of a carrier 923 that supports the planetary pinion 922, and a ring gear 924 that meshes with the planetary pinion 922, and the rotational state of this planetary gear set is controlled by a clutch Cos brake Bo,
and a one-way clutch Fo. The underdrive mechanism 930 has a common sun gear 9
31, planetary binion 932.933 meshing with the sun gear 931, planetary binion 932.933
carriers 934 and 935 that support the ring gears 936 and 937 that mesh with the planetary binions 932 and 933.
Two sets of 'T1T1 type gear devices consisting of E, this'g! 1
The rotational state of the star gear device and the connection state with the overdrive mechanism indicated by +iff are determined by the clutches C1, C2, and the brake 8.
1 to B3% and one-way clutches F+ and F2. Since this transmission section 900 itself is well known, the connection state of each component will only be shown in a skeleton diagram in FIG. 2, and detailed explanation will be omitted. The ECT in this embodiment includes the transmission unit 900 as described above, and the ECT computer 50 receives signals from the throttle sensor 102, vehicle speed sensor 110, etc., and controls the electromagnetic control circuit 60 in the hydraulic control circuit 60 according to a preset shift pattern. The valves S1 to S4 are driven and controlled, and the combination of engagement of each clutch, brake, etc. as shown in FIG. 3 is performed to perform speed change control. In FIG. 3, the ○ mark indicates the operating state, and the ◎ mark indicates the operating state only when driving. In such a device, the engine computer 4
0 receives shift information (shift determination, shift command, lock-up clutch engagement permission, etc.) from the ECT computer 50 and executes engine torque control. That is, in this device, the engine computer 40 determines the engine torque change timing and the engine torque reduction point. However, if the sensor system malfunctions, the engine torque reduction is stopped and the ECT computer 50 is notified of this via the communication path 41. In this case, a warning will be issued to that effect. On the other hand, the ECT computer 50 controls the solenoid valves S1 to S1.
4, that is, the speed change output, is sent to the engine computer 40 side via the communication path 42, thereby causing the engine computer to set the speed change output to Hi. In addition, upon receiving notification of the termination of the engine torque reduction, the shift point is shifted to the low speed side. In addition, in this embodiment, the engine computer 40 and the EC
Although the T computer 50 is separate, in the present invention, ii! This does not limit the number of control devices or their control areas. Next, the operation of this embodiment will be explained. The engine torque control of the vehicle in this embodiment is executed according to the flowchart shown in FIG. First, in steps 202 to 206, the engine rotation 'mU signal Ne1 obtained from the crank angle sensor 108, the vehicle speed signal obtained from the vehicle speed sensor 110 (specifically, the rotational speed signal No. of the output shaft), and the throttle opening signal obtained 1Q from the throttle sensor 102. Read degrees 15 and 0 respectively. Next, in step 208, J3 determines the engine rotation speed N.
Determine the failure of the sensor system of e. If it is not ascending or descending, the process advances to step 210 to determine if there is a failure in the sensor system for the output shaft rotational speed No. If it is normal, the process advances to step 212 and flag F is checked. This flag F is for controlling the flow. Initially, this flag F is set to zero, so the process proceeds to step 214, where it is determined whether or not the gear is in a gear changing state. In particular, when the gear shift state is not in the gear shift state, the control is reset as is, but when a gear shift determination is made, a gear shift output (output to the electromagnetic valves 81-84) is made in step 216. In the state block 218, for example, the current engine rotation speed N
It is determined whether the torque change start condition is met based on whether or not ei has become smaller than the previous engine rotational speed N e i-1 0 times in a row. Unless it is established, the flag F is set to 1 in step 220.
It is reset after being set to . When the start condition is satisfied, torque change is started in step 221, and step 2
The changes are maintained until the return condition is met at 22. The return condition is, for example, that the engine rotation speed Ne is the output shaft rotation speed N. This can be determined by determining whether or not it is smaller than the product of the gear ratio iH and the constant plus the number N1. Here, iH is a gear ratio on the high gear side, and N1 is a constant determined depending on the type of speed change, engine load, vehicle speed, or select position of the pattern select switch. Until this return condition is met, the flag F is set to 2 in step 224 and then reset, but once the return condition is met, the engine torque is gradually restored in step 226, and the flag F is set to zero in step 228 and then reset. be done. On the other hand, YES in either step 208 or 210
In other words, when it is determined that either the sensor system for the engine rotation speed Ne or the sensor system for the output shaft rotation speed No is malfunctioning, step 2301 is performed, respectively.
Or, in step 232, warning 1 or warning 2 is issued, and in step 234, a lower gear shift point is set for backup. Figure 5 (A) compares the shift point in this case with the shift point under normal conditions (when torque down control is performed normally).
Shown in (B). After the backup shift point is set, the flag F is examined in step 236, and if F is zero, a shift determination is made in step 238, and if there is a shift determination, no shift output is output in step 240. In this case, no particular engine torque change control is performed. When flag F is determined to be 1 in steps 236 and 238, timers T1 and T2 are used in steps 242 to 248 to determine whether both the torque change start condition and return 1 condition are met, and torque change control is performed. executed. When flag F is 2, only the return condition is detected by timer T2, and the engine torque is restored based on this detection. That is, only when the engine rotational speed Ne or the output shaft rotational speed No fails after the gearshift output in step 216 or after starting the engine torque change in step 220, torque control is performed by the timer for that gearshift. You will be killed. In the above embodiment, in the unlikely event that a failure occurs in the sensor system for determining the timing of engine torque change, the 1-lux change is canceled and the shift point on the automatic transmission side is changed to a lower value. As a result, the durability of the frictional engagement i[ can be ensured even if no particular engine torque control is performed. Furthermore, since the type of warning is changed depending on whether the engine rotational speed Ne has failed or the output shaft rotational speed No has failed, the driver can accurately grasp the nature of the failure. Furthermore, the control form for torque reduction is changed depending on when the sensor system fails, and the engine torque is changed as much as possible, and until a failure occurs, priority is given to determining the timing of the engine torque change using the sensor system as much as possible. As a result, engine torque control is executed as effectively as possible. Note that the present invention does not limit the means itself for determining failure of the sensor system. For example, as a means for determining the failure of the sensor system, the engine rotation speed N
Regarding e, it can be determined that there is a failure if no pulse for determining the engine speed Ne is generated within a certain period of time. This is the engine speed N
This is because, unlike the output shaft rotation speed No of the automatic transmission, O does not become zero as long as the engine is running. In addition, for failures in the output shaft rotational speed NO of automatic transmissions, two sensor systems are provided, and one of them, for example,
If a predetermined pulse is not generated in another system during one pulse of the system, a failure in the relaxation system can be detected. Furthermore, when two systems are provided in this way, the determination can be made based on whether the outputs of each are within a predetermined error. Also, within a certain period of time after a predetermined time after the speed change command is issued, the above-mentioned Stella 72
The determination can also be made based on whether the conditions for starting the torque change in step 18 are satisfied. Furthermore, the present invention does not limit the type of sensor system for determining the timing of torque change. That is, as a means for determining the timing of torque change, in addition to observing changes in the engine rotational speed and rotational speed changes of rotating members in the automatic transmission as in the above embodiment, there is also a method of observing the rising state of the supplied hydraulic pressure. Various methods have been proposed, such as one that looks at changes in the position of the piston of an accumulator, and the present invention can be applied to any of them. [Effects of the Invention] As explained above, according to the present invention, even if a failure occurs in the sensor system for determining the timing of engine torque change, it will not cause a large shift shock or ! F. An excellent effect is that it is possible to prevent the inconvenience of reducing the durability of friction fitting fittings.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the gist of an automatic transmission and engine integrated control device according to the present invention, respectively. FIG. 2 is an intake air amount sensing type electronic fuel injection system to which an embodiment of the present invention is applied. FIG. 3 is a sectional view including a partial block diagram showing the overall configuration of an automatic transmission combined with an engine; FIG. , FIG. 4 is a flow chart showing the engine torque change routine, and FIG. 5 (Δ) (B) is a diagram showing an example of changing the shift point in comparison with the normal state. 26... Engine body, 40... Engine computer, 50... ECT computer, 60... Hydraulic pressure control circuit, 108... Crank angle (engine rotation speed) sensor,
110...Output shaft rotation speed (vehicle speed) sensor.

Claims (7)

[Claims] (1) In addition to being able to automatically change gears according to a preset shift 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 determining whether or not a sensor system for determining the timing of engine torque change is malfunctioning; , an automatic transmission and an engine characterized by comprising means for canceling the change in the engine torque, and means for changing the change point of the shift map to a lower value when the change in the engine torque is canceled. integrated control device. (2) The automatic transmission and engine integrated control device according to claim 1, which generates a warning when it is determined that the sensor system is malfunctioning. (3) The automatic transmission and engine integrated control device according to claim 2, wherein the warning varies depending on the type of failure of the sensor system. (4) The automatic transmission according to any one of claims 1 to 3, wherein the shift point is changed only within an execution range for each parameter for changing the engine torque; Integrated engine control device. (5) The automatic transmission and engine integrated control device according to claim 4, wherein one of the parameters is engine load. (6) An integrated control device for an automatic transmission and an engine according to claim 4 or 5, wherein one of the parameters is a type of shift. (7) The automatic transmission according to any one of claims 1 to 6, wherein the change of the shift point selects another shift map in which the shift point is set to a low value. and engine integrated control device.