JPH07102790B2 - Integrated control device for automatic transmission and engine - Google Patents

Description

Detailed Description of the Invention

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an integrated control device for an automatic transmission and an engine, and more particularly to an engine control means for controlling the engine and an automatic transmission provided separately from the engine control means. (EN) An automatic transmission and an integrated control device for an engine, which are provided with an automatic transmission control means and are configured to change the engine torque during a gear change, and are configured to automatically control the smoothing characteristics of the engine torque change. The present invention relates to improvement of an integrated control device for a transmission and an engine.

[Prior art]

An automatic transmission for a vehicle configured to selectively switch the engagement state of a friction engagement device by operating a hydraulic control device to achieve any one of a plurality of gears has already been widely used. Are known. Further, in such an automatic transmission for a vehicle, various integrated control devices for an engine and an automatic transmission, which change the engine torque at the time of gear shifting, have been proposed (for example, Japanese Patent Application No. Sho.
59-234466). If you change the engine torque when shifting,
It is possible to control the amount of energy absorbed by each member of the automatic transmission or the friction engagement device that brakes these members. As a result, the gear shift can be completed in a short time and with a small gear shift shock, the driver can be given a good sense of gear shift, and the durability of the friction engagement device can be improved. Normally, when configuring such a system, control means for controlling the engine, control means for controlling the automatic transmission, and means for determining processing parameters such as engine torque change control timing and change amount. If these are integrated, the capacity of the computer becomes large and the cost becomes high, and there arises a problem that it becomes disadvantageous when mounted on a vehicle having a limited storage space. In addition, there are cases where engine torque control is not required due to the grade of the vehicle, the magnitude of the engine output, and the like, and there is a disadvantage in the integrated type when considering commonality and versatility. In view of such a point, a technique in which these control means are distributed is proposed (for example, Japanese Patent Application No. 61-105543).

[Problems to be Solved by the Invention]

However, when the control means for controlling the engine and the control means for controlling the automatic transmission are separately configured in this way, in order to change the engine torque at the time of gear shifting, the timing of torque change and the amount of change are inevitable. It is necessary to have a means for determining and transmitting this. The timing and amount of torque change are the progress of the shift, the type of shift, the vehicle speed (shift point)
It is preferable that the automatic transmission control means, which has the best understanding of the gear shift state, decides the gear shift state, since the smoothing process is necessary especially at the time of return from the change.
It should be noted that the smoothing process here means that the engine torque is gradually increased or gradually reduced without being suddenly changed in a stepwise manner. In this way, when the timing and the amount of change of the engine torque are decided on the automatic transmission control means side, it is necessary to transmit the decided information to the engine control means side. In this case, if the time change of the required characteristics of various types of engine torque change is transmitted by an analog signal, it is necessary to share a special logic including A / D conversion on the engine control means side, It is desirable to transmit by the combination of the digital signals of. When transmission is made by a combination of a plurality of digital signals, the engine torque change can be executed by the engine control means side in advance with the automatic transmission control means side by the combination signal. However, in this case, if the relationship between the plurality of signal values and the engine torque change amount is not properly set,
The engine torque change, especially the engine torque change during the smoothing process period, may not be performed as intended, and the gear shift may increase. For example, as disclosed in Japanese Patent Application Laid-Open No. 58-180768, when the ignition timing is retarded at the time of gear shift operation and then advanced by a small angle for each ignition, the recovery of the engine torque is not always gradual. Not done to. The present invention has been made in view of such conventional problems, and the change of the engine torque during the shift is performed as intended with a small amount of information transmission without using a special logic, and the shift check is performed. An object is to provide an integrated control device for an automatic transmission and an engine that can be effectively reduced.

[Means for Solving the Problems]

As shown in FIG. 1, the present invention comprises an engine control means for controlling an engine and an automatic transmission control means provided separately from the engine control means for controlling an automatic transmission. In an integrated control device for an automatic transmission and an engine configured to change the engine torque, a change parameter value provided on the engine control means side so that the change amount of the engine torque is divided into approximately equal parts. And a plurality of symbol values are stored in association with each other in advance, and when the signal value is transmitted from the automatic transmission control means to the engine control means in order to change the engine torque, the plurality of And means for controlling the smoothing characteristic of the torque change by changing the maintenance time of each signal value and transmitting.

[Operation and effect of the invention]

When changing the engine torque according to the signal value transmitted from the automatic transmission control means side, on the engine control means side,
According to the change of the signal value, for example, the value of a change parameter for changing the engine torque such as the ignition retard amount, the fuel injection amount, the exhaust amount in the variable displacement control, the boost pressure in the variable boost pressure control, etc. Must be changed. However, the change of these change parameters is not linearly proportional to the change of the engine torque to be changed on the automatic transmission control means side, but depends on the characteristics of each engine. The present invention has been made paying attention to this point. In the present invention, the value of the change parameter that allows the change amount of the engine torque to be divided into approximately equal parts and a plurality of symbol values are associated in advance and stored in the engine control means side. Then, when the engine torque is changed, only this symbol value is transmitted from the automatic transmission control means side to the engine control means side. As a result, the automatic transmission control means does not need to be concerned with the relationship between the change parameter and the engine torque, and transmits (transmits) the symbol value according to the change amount of the engine torque to be changed. ) All you have to do is Further, the engine control means only has to change the engine torque by the value of the change parameter corresponding to this symbolic value, and it is not necessary to share a special logic. Further, since the respective symbol values are associated in advance so that the engine torque is equally divided, the engine torque change amount itself is changed by one rank in accordance with the change of the symbol value by one rank. Therefore, the annealing process can be performed accurately. That is, it becomes possible to easily control the smoothing characteristic of the torque change by changing and transmitting the maintenance time of each of the plurality of symbol values, and for example, it can be easily performed according to the type of shift, engine load, etc. It becomes possible to change and control the anneal characteristics. Preferably, the shift parameter is set to an ignition timing retard amount, a fuel injection amount, an exhaust amount in the variable exhaust amount control, or a supercharging pressure in the variable supercharging pressure control. As described above, in the present invention, the changing parameter for changing the engine torque is not particularly limited. This is because the present invention requires that the value of the change parameter and a plurality of symbol values be associated in advance so that the change amount of the engine torque is equally divided, and therefore, what kind of change parameter is selected. Even if it is done, the change of one rank of the symbol value is always embodied as the change of one rank of the engine torque itself.

【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 control device for an engine and an automatic transmission to which the present invention is applied. The engine 1 and the automatic transmission 2 are well known. In the engine 1, the engine control computer 7 controls the fuel injection amount in the injection valve 19 and the ignition timing in the distributor 20.
The engine output corresponding to the accelerator opening and the engine speed is obtained. Further, the automatic transmission 2 is provided with a lockup clutch 5 in its torque converter 4, and solenoid valves S _{1 to} S ₃ (S ₃ is for lockup clutch engagement) of the hydraulic control device 3 are controlled by the automatic transmission control computer 8. Is controlled and the oil passage in the external hydraulic control device 3 is changed. As a result, the engagement states of the lock-up clutch 5 and each friction engagement device are selectively changed, and the shift speed corresponding to the vehicle speed and the accelerator opening degree is changed. In addition to the above, the so-called direct drive traveling in which the lockup clutch 5 is operated can be performed at a specific shift speed. The engine control computer 7 includes an engine speed by a crank angle sensor 9, an intake air amount by an air flow sensor 10, an intake air temperature by an intake air amount sensor 11, a throttle opening by a throttle sensor 12, a vehicle speed by a vehicle speed sensor 13, an engine water temperature. The engine cooling water temperature from the sensor 14, the brake ON signal from the brake switch 15, and the shift lever position signal from the shift position sensor 16 are input. The engine control computer 7 determines the fuel injection amount and ignition timing based on these signals. A torque change amount signal (including torque change timing signal information) is also input to the engine control computer 7 from the automatic transmission control computer 8 side in parallel via three communication lines 31 to 33. As a result, the various information of the timing and the change amount of the torque change control at the time of gear shift from the automatic transmission is fetched, and the engine torque change control by the retard angle control is actually executed at the time of gear shift. On the other hand, the automatic transmission control computer 8 includes the throttle sensor 12, vehicle speed sensor 13, engine water temperature sensor 14, brake switch 15, shift position sensor.
In addition to each signal from 16 etc., pattern select switch 17
A driving selection pattern such as driving with emphasis on fuel economy or driving with emphasis on power performance, and a signal such as permission to shift to overdrive by the overdrive switch 18 are input, and a shift speed and a lockup state corresponding to vehicle speed, accelerator opening, etc. are obtained. As described above, the solenoid valves S _{1 to} S ₃ are ON / OFF controlled. Further, the automatic transmission control computer 8 receives a standby signal for retarding control and a signal obtained by waveform-shaping the engine rotation speed Ne from the engine control computer 7.
Can now determine that they have requested regulation of retard control. The three communication lines 31 to 33 can have 2 ³ = 8 different change levels including the case where the engine torque is not changed (torque reduction rate 0%). In this embodiment, the eight symbol values and the change parameter values (delay amount)
And are associated in advance as follows. That is, as shown in FIG. 3, the rate of decrease is greater when the engine torque is greater than when the retard amount is small (10 ° or less). However, when returning from the engine torque down state to the normal state while performing the smoothing process at the end of the shift, it is necessary to smoothly return the engine torque itself. Therefore, eight change levels d0 to d7
On the other hand, if the retard amount is associated with the proportional relationship, the torque change amount that changes at the same time as the start of the return becomes too large, and the smooth return cannot be performed. Therefore, as shown in FIG. 4, the retard amount that evenly divides the change amount of the engine torque is associated with the eight levels d0 to d7. As a result, if the symbol value is sequentially changed from d7 when the return command is issued, the torque change amount can be changed linearly as shown in FIG. Further processing becomes possible. In addition, at the time of this return, the maintenance time T0 / 6 of each symbol value d0 to d7
By changing (or the time T0 from d7 to d0) based on, for example, the type of shift, the engine load, the vehicle speed, etc., the slope of the smoothing process can be easily controlled. These eight symbol values d0 to d7 are transmitted from the automatic transmission control computer 8 to the engine control computer 7 by a combination as shown in FIG. 6 using the signal lines 31 to 33. Here, the on / off combination does not correspond to the so-called binary system because it is considered that the deviation from the symbol value to be transmitted should be as small as possible in the unlikely event that a particular one fails. is there. It should be noted that, rather than communicating the retard angle amount corresponding to the symbol values d0 to d7 transmitted from the engine control computer 8 to the actuator as it is, the engine control computer 7 further provides a certain amount per unit time or per rotation. A smoother smoothing effect can be obtained by applying the annealing treatment. That is, for example, when the symbol values of d7, d6, d5, ... Are sequentially transmitted from the engine control computer 8, the retard angle of 24 ° is directly corresponded to this.
22 °, 20 °, ... Commands are not transmitted to the actuator, but after the symbol value D7 is transmitted, for example, the retard amounts 23.9 °, 23.8 °, ... It is a thing. In this case, the rate of change in the retard angle amount and the rate of increase in the engine torque are not necessarily in a proportional relationship, but this deviation causes almost no problem because the control is performed in a minute region between the symbol values d0 to d7. The slope of the smoothing in the engine control computer when performing such control is preferably a function of the engine torque change amount level at the time of returning the engine torque and the smoothing time T0. If the smoothing process by the engine control computer 7 is also used, the torque level can be controlled more smoothly as shown by the broken line in FIG. FIG. 7 shows the retard control routine. In the control routine of the engine control computer 7, it is determined from the signal changes of the solenoid valves S _{1 to} S _{3 that} a gear shift occurs (step 122), and then the engine speed changes (for example, if it is an upshift, the engine speed decreases. If it is determined that the gear shift has actually started (step 124), the ignition timing is retarded by an amount corresponding to the symbol value transmitted from the automatic transmission control computer 8 and the engine torque is changed. Yes (step 126). The automatic transmission control computer 8 rotates the engine up to a rotation speed obtained by adding a predetermined value (including a negative number) to the engine rotation speed at the end of the gear shift, which is obtained by the progress of the gear shift and the output shaft rotation speed and the gear ratio. When the speed changes, the end of shifting is judged (step 12).
8). After that, the automatic transmission control computer 8
Outputs the symbol value reduced by one rank over a predetermined time T0, and the engine control computer 7 carries out a predetermined engine torque recovery, that is, a smoothing process, based on the sequentially reduced and transmitted symbol values. The engine torque recovery control is performed (step 130). In this case, the retardation amount is changed so that the change amount of the engine torque is equally divided according to the decrease of the symbol value, so that the smoothing process is performed extremely smoothly. Incidentally, in this embodiment, the means for retarding the ignition timing is used to change the engine torque, and accordingly, the retard amount is adopted as the changing parameter. The specific means for changing the engine torque is not particularly limited.

[Brief description of drawings]

FIG. 1 is a block diagram showing the gist of the present invention, and FIG. 2 is
An overall schematic block diagram of an integrated control device for an automatic transmission and an engine to which an embodiment of the present invention is applied, FIG. 3 is a diagram showing a torque reduction rate and a retard angle amount, and FIG. 4 is an engine torque change amount symbol. Fig. 5 is a diagram showing the relationship between the value and the amount of retardation.
FIG. 6 is a diagram showing the relationship between the engine torque change amount symbol value and the engine torque change amount, and FIG.
FIG. 7 is a diagram showing a combination of ON-OFF when transmitting the symbol value of the level, and FIG. 7 is a flow chart showing a retard control routine used in the above apparatus. 7 ... Engine control computer, 8 ... Automatic transmission control computer, 31-33 ... Communication line, d0-d7 ... Symbol value.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Fumiaki Izumi 1 Toyota Town, Toyota City, Aichi Prefecture, Toyota Motor Co., Ltd. (72) Inventor Yuji Kashiwara, 1 Toyota Town, Toyota City, Aichi Prefecture () 56) References JP-A-56-39925 (JP, A) JP-A-55-46095 (JP, A)

Claims (5)

[Claims] 1. An engine control means for controlling an engine,
An integrated control device for an automatic transmission and an engine, which comprises an automatic transmission control means provided separately from the engine control means for controlling an automatic transmission, and configured to change an engine torque during a shift, A means for storing a change parameter value and a plurality of symbol values, which are provided on the engine control means side, such that the change amount of the engine torque is approximately equally divided, and the change of the engine torque. In order to execute, when transmitting the symbol value from the automatic transmission control means to the engine control means, by changing and transmitting the maintenance time of each of the plurality of symbol values, the smoothing characteristic of the torque change can be obtained. An integrated control device for an automatic transmission and an engine, comprising: a changeable control means. 2. The integrated control device for an automatic transmission and an engine according to claim 1, wherein the change parameter is an ignition timing retard amount. 3. The integrated control device for an automatic transmission and an engine according to claim 1, wherein the change parameter is a fuel injection amount. 4. The integrated control device for an automatic transmission and an engine according to claim 1, wherein the change parameter is a displacement in variable displacement control. 5. The integrated control device for an automatic transmission and an engine according to claim 1, wherein the change parameter is a supercharging pressure in variable supercharging pressure control.