JPS5951145A - Control for car equipped with automatic change gear and cylinder quantity control type internal-combustion engine - Google Patents

Abstract

PURPOSE:To secure reduction of fuel consumption and improve driving feeling and driving performance by installing a microcomputer system in which cylinder quantity control and automatic change gear control are related each other. CONSTITUTION:In case of partial cylinder control, only the fuel injection valve 12-1 in the first group is operated, and the intake and exhaust valves which are installed in accordance with the fuel injection valve 12-2 in the second group are closed by the operation of a cylinder control solenoid So. A controller 10 transacts in digital form each signal of an intake pressure sensor 3, throttle opening degree sensor 5, revolution angle sensors 7 and 8, and a car-speed sensor 11, and controls the number of cylinders, gear change ratio of an automatic change gear 9, and lock-up clutch. Therefore, uncomfortable vibration and retardation of acceleration are eliminated, securing reduction of fuel consumption owing to cylinder control, and driving feeling and driving performance can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method for controlling a vehicle, and more particularly to a method for controlling a vehicle equipped with an internal combustion engine with a controlled number of cylinders and an automatic transmission with a lock azzo function.

In general, the number of cylinders that enable partial cylinder operation *In an IJ-type internal combustion engine, when the engine is under light load, the intake air and fuel supply to some cylinder groups is cut off, and only the remaining partial cylinder groups are operated. This improves fuel efficiency when driving. For example, in this case, the exhaust gas is recirculated to the idle cylinder, or the opening and closing operations of the intake and exhaust valves of the idle cylinder are stopped and kept closed.

On the other hand, an automatic transmission with an electronically controlled lockup (Electri
c-Controlled Transmission
)It has been known. In this automatic transmission, the gear ratio and on/off of the lock-up clutch are determined by the engine load (for example, throttle opening) and the output shaft rotational speed (vehicle speed).

However, conventionally, the above-mentioned control of the number of cylinders and control of the automatic transmission were performed independently;
Various problems have arisen because the microflozer system and the microflosser system for general use are provided separately. for example,
In cylinder number control FT1II, switching of the number of cylinders is sometimes performed when the full lock amplifier franc is on, and as a result, there is a problem that engine torque changes are immediately transmitted to the drive shaft, causing unpleasant vibrations. . On the other hand, the control side of the automatic transmission automatically downshifts when sudden acceleration is requested, but the cylinder number control side detects the engine load change at this time and then shifts from partial cylinder operation. Since the switch is made to operate on all cylinders, there is a problem that the downshift timing deviates from the timing, the rise of acceleration becomes slow, it is not possible to obtain a rapid acceleration state, and the p-drivability deteriorates. Furthermore, during partial cylinder operation, the engine rotational speed is /
The lock-up clutch may also be turned on when the vehicle is in the J position, and in this case as well, vibrations are likely to be transmitted, reducing drivability.

SUMMARY OF THE INVENTION In view of the above-mentioned problems of the conventional system, an object of the present invention is to provide cylinder control based on the concept of interrelating cylinder number control and automatic transmission control using a single microcomputer system. While ensuring a complete reduction in fuel consumption, it also eliminates unpleasant vibrations and sluggishness during acceleration.
The objective is to improve ride comfort and drivability.

Hereinafter, embodiments of the present invention will be explained with reference to the drawings.

FIG. 1 is a schematic diagram of an apparatus for carrying out a vehicle control method according to the present invention. In FIG. 1, an intake pressure sensor 3 that detects negative pressure in the intake pipe and generates an analog voltage in response to the negative pressure is provided at a pressure outlet port 3a of an intake passage 2 of an engine body 1. . Further, a throttle opening sensor 5 is provided on the shaft of a throttle valve 4 provided in an intake passage 2 of the engine body 1 to generate an analog voltage corresponding to the opening of the throttle valve 4.

The IJ computer 6 is provided with two rotation angle sensors 7.8 that generate an angular displacement @M, 1 every time its shaft rotates, for example, by 360 degrees or 30 degrees in terms of a crankshaft. The angular position signal of the rotation angle sensor 7.8 acts as a reference timing signal for fuel injection timing, a reference timing signal for ignition timing, an interrupt request number 48 for fuel injection calculation, an interrupt request signal for ignition timing calculation, etc.

A vehicle speed sensor 11 is provided on the output shaft of the automatic transmission 9, and is composed of, for example, a reed switch and a permanent magnet. That is, when the permanent magnet is rotated by the speedometer cable, the reed switch performs on and off operations, resulting in the generation of a cellless signal with a frequency proportional to the vehicle speed.

Further, the intake passage 2 is provided with a fuel injection valve 1 for supplying pressurized fuel from the fuel supply system to the intake port for each cylinder, and these are the first group of fuel injection valves 12-1. and a second group of fuel injection valves 12-2. As a result, in the case of all-cylinder control, the first group of fuel injection valves 12-
1 and the second group of fuel injection valves 12-2 are operated together; on the other hand, in the case of partial cylinder control, the first group of fuel injection valves 12-1
only is operated. Furthermore, in the case of partial cylinder control, the second
Intake and exhaust valves (not shown) provided corresponding to the group of fuel injection valves 12-2 are closed by the cylinder control solenoid So.

Additionally, within the automatic transmission 9, there are three solenoids S1. S
2, S3 (not shown) are provided, and a solenoid S
t, 82 is an automatic transmission 904 due to its on/off state.
Corresponds to two ``states (2X2).Tsumashi, 1st speed,
Compatible with 2nd speed, 3rd speed, and over top.

Solenoid S3 turns on the lock-up clutch (not shown) 1. It is for turning off.

The control circuit 10 processes each signal of the intake pressure sensor 3, throttle opening sensor 5, rotation angle sensor 7.8, and vehicle speed sensor 11 in a diisotal manner, and controls the number of cylinders, the gear ratio of the automatic transmission 9, and the lock. It is used to control up-clutch I, etc., and is configured as a microconbeater.

FIG. 2 is a detailed block circuit diagram of the control circuit 10 of FIG. 1. In Fig. 2, intake pressure sensor 3, slot 17)
Each analog signal of the open position sensor 4 is sent to a multiplexer 10.
1 to the A/D converter 02. That is, the A/D converter 102 receives the analog output signals of the intake pressure sensor 3 and the throttle opening sensor 5 sent via the multiplexer 101' selectively controlled by the CPUIO 3, and the clock signal CLK of the rough lock generation circuit 109.
A/D! In addition, an interrupt signal is sent to the CPU 108 after the A/D conversion is completed. As a result, interrupt/L,
- In the engine, the latest data of the intake pressure sensor 3 and throttle opening sensor 5 will be stored in a predetermined area of RAM110.

Each digital output signal of the rotation angle sensor 7.8 is fed to a timing generation circuit 103 for generating an interrupt signal and a reference timing signal. Further, the digital output signal of the rotation angle sensor 8 is transmitted to the rotation speed forming circuit 104.
The signal is supplied to a predetermined position of the input port 105 via one of the following.

The rotational speed forming circuit 104 is composed of a gate that is controlled to open and close every 30 degrees of the crank angle, and a counter that counts the number of pulses of the clock signal CLK of the clock generation circuit 109 that passes through this dart, and therefore the rotational speed of the engine. Two communication signals that are inversely proportional to are formed.

The digital output signal of the vehicle speed sensor 11 is sent to the waveform shaping circuit 1.
06 and the input port 10 through the vehicle speed forming circuit 107.
5 is supplied to a predetermined position. The waveform shaping circuit 106 converts the output signal of the vehicle speed sensor 11 into a rectangular wave signal and supplies it to the vehicle speed forming circuit 107 . The vehicle speed forming circuit 107 is composed of, for example, a flip-flop, a gate, and a counter. That is, the flip-flops 70 are alternately set and reset by the rectangular wave signal of the waveform shaping circuit 106, and as a result, the gate is opened only while the flip-flops are being set or reset. The counter is connected to the clock generation circuit 1 through the open gate.
The number of pulses of the clock signal CLK of 09 is counted. Therefore, the value of the counter is inversely proportional to the frequency of the rectangular wave signal, that is, inversely proportional to the vehicle speed.

The latest rotational speed data N and vehicle speed r-ta V at the input port 105 are stored in predetermined areas of RA, Mll, and 0 as necessary in the main routine, subroutine, interrupt routine, and the like.

The ROMI 11 includes programs such as a main routine, a cylinder number control routine, a gear ratio and lock-up clutch control routine for the automatic transmission 9, a fuel 1 injection time calculation routine, an ignition timing calculation routine, and various other programs necessary for these processes. Fixed data, constants, etc. are stored in advance.

In the fried food injection interrupt routine, the CPU 108
From M, 110, type injection time data τ and cylinder number flag F
Read out. The cylinder number flag F is 1 and L means all cylinder control, and the fuel injection time data τ is output port 1120.
As a result, the two drive circuits 113 and 114 inject the fuel injectors 12-1 of the first group and the fuel injectors of the second group for the above-mentioned fuel injection time γ within the predetermined operation cycle. Both fuel injection valves 12-2' are energized. On the other hand, if the cylinder number flag F is 0, it means partial cylinder control, and the fuel injection time data τ is sent to one predetermined position of the output port 112, and as a result, only the drive circuit 113 controls the first group of fuel. This will energize the injection valve 12-1.

In this case, the CPU 108 controls the cylinder control solenoid S via the output port 112 and the latch circuit 115.

energizes the suction corresponding to the second group of fuel injection valves 12-2,
Close the exhaust valve.

The fuel injection time data τ is calculated in the fuel injection time calculation routine, and the cylinder number 7 lag F is set in the cylinder number control routine, which will be described later.

A solenoid 5IS2 that determines the gear ratio of the automatic transmission 9.
The latch circuits 1 and s3 that turn on and off the lock-up clutch are respectively set via the output port 112.
It is observed by 16,117.118.

FIG.
0-chart showing a cylinder number control routine. In FIG. 3, the interrupt start station 7' 301 is started by an output signal from the timing generating circuit 103, which is generated every 3,600 rotations of the crankshaft.

In step 302, the CPU 108 determines the engine load based on the intake pressure data from the intake pressure sensor 3. If the engine load is greater than the determination level, it is determined that full generous control is to be performed and the process proceeds to step 303. At step 303, CPU1
08 reads the cylinder number flag F from RAMll0, and if the flag F=1 (all cylinder control), proceed to step 313, and if the flag F-0 (partial cylinder control), proceed to step 30.
Proceed to step 4. That is, in step 302, the currently determined all-cylinder control is compared with the previous cylinder number control, and if there is a change in the number of cylinders, the process proceeds to step 304.

In step 304, the CPU 1.08
10, set the lock-up flag LFkK and check the operation status of the lock-up clutch.

If LF=1 (the lock-up clutch is in the ON state), the Stella f305 reverses the latch circuit 18 and de-energizes the solenoid s3 to release the lock-up. Next, in step 306, time flJjTo(≧30
0m5) Monitor the progress and in step 307 set the number of cylinders to 7 lags F all to 1. Note that the time To of step 306
is the time required for the lock-up clutch by hydraulic operation to change from the on state to the off state when the solenoid Ssk is turned off from on. Next, at Stella 7' 308, the latch circuit 18 is reversed and the solenoid s3 is energized again to restore the lock-up state, and the process proceeds to step 310.

On the other hand, in step 304, if LF=0 (lock-up clutch is off), the process proceeds to Stella f309, immediately sets the cylinder number flag F to 1, and proceeds to step 310.

Similarly, in Stella 7'302, if the engine load is smaller than the determination level, it is determined that partial cylinder control is being performed and the process proceeds to step 311. When there is a change in the number of cylinders, the process proceeds to steps 312-317 similar to Stella f304-309. That is, if the lock-up clutch is in the off state, the lock-up clutch is released and the number of cylinders is set to 7 after the elapse of time To.
On the other hand, if the lock-up clutch is in the OFF state, the cylinder number flag F is immediately set to 0.

An example of the cylinder number control shown in FIG. 3 is shown in FIG. 4. Figure 4 shows
This shows a case where the engine load changes from high to low during lock-up and the all-cylinder control is switched to partial cylinder control. That is, when the intake pressure of the intake pressure sensor 3 falls below the determination level as shown in FIG. 4(5), the determination of the number of operating cylinders changes from all cylinders to partial cylinders as shown in FIG. 4(5). However, in this case, the driving voltage of the lock-up solenoid S3 is changed to 1 as shown in Fig. 4 (G) without changing the actual number of operating cylinders as shown in Fig. 4 (■).
2→OVVCg to release the lockup, but the actual operation of the lockup clutch has a delay time To as shown in FIG. Therefore, after this delay time,
The drive voltage of the cylinder switching solenoid So is changed from KO to 12V as shown in FIG. 4(C), and the number of cylinders is rewritten to 7 degrees F. As a result, the actual number of operating cylinders changes from full cylinder control to partial cylinder control as shown in FIG. 4 (0). At the same time, the lockup is released as shown in FIG. 4(8) and FIG. 4V)K.

In this way, when changing the number of operating cylinders based on the load condition of the engine, K determines whether or not lock-up is in progress, and if lock-up is in progress, releases the lock-up, that is, cuts off the lock-up clutch, and also controls the hydraulic pressure of the solenoid. The number of operating cylinders is switched after the operation delay time has elapsed. On the other hand, unless lock-up is in progress, the lock-up clutch will not be engaged and the number of operating cylinders will be immediately changed. As a result, changes in engine torque caused by switching the number of operating cylinders are not transmitted to the drive shaft, and therefore unpleasant vibrations are reduced.

FIG. 5 is also a flowchart for explaining the operation ff of the control circuit in FIG.
Show the routine. In Fig. 5, the interrupt start step: /7''501 is also cranked]K replaced with 36 (
It starts with the output signal of the timing generation circuit 103 which is generated every 10 revolutions, but it is different from the timing of interrupt start step 3 (11) in FIG.

In step f502, the CPU 108 retrieves vehicle speed data V and throttle opening data θ from the RAM 110 and determines the shift position using a map stored in ROMI.

In step 503, the shift surface determined by ``Stenoa'' 502 and the previous shift stored in RAMll0) are displayed.
By comparing the fQ position, it is determined whether there is no shift change, a downshift, or an upshift. In addition, after this discrimination, the currently discriminated schiff) (1 position is the previous schiff) ml
It is stored in RAMll0 as .

When it is determined in step 503 that the shift is down, the process proceeds to step 504. For example, when downshifting from 4th gear to 3rd gear, a downshift down counter (not shown) is set to Ttk.

In step 505, the CPU], 08 reads the lock-up flag LF't from the RAM 110, and sets it to LF].
If so, in step 506, two lock-up release down counters (not shown) are set to 'I'2 and T.
3'fr: Set each.

In step 507, the CPU 108 reads the cylinder number flag F from the RAM 110, and if it is F-0, step 50
At step 8, a down counter (not shown) for switching the number of cylinders is set to Tn' (i=up).

In this way, the down counter to which Tl+T2+Ts+T< is set sends an interrupt request signal to the CPU 108 when its value becomes zero.
8 is to perform a predetermined operation.

6.1 is a timing diagram explaining the operations of steps 501 to 508 in FIG. 5. In other words, as shown in FIG. (For convenience, vehicle speed is not taken into account) when
B) A downshift instruction is issued as shown in K. At this time,
The delay time T1 of the driving voltage of the shift solenoid, for example S2, shown in FIG. 6(C) is set in the down counter for downshifting, and the lock amplifier release shown in FIG. 6(8) is set in the down counter for downshifting. The delay time T2 and the delay time Tst for lock amplifier recovery are set in the down counter for canceling rono quaff 0, and further, in the case of partial cylinder control, the delay time T4 shown in FIG. 6 tG)K is set in the down counter for switching the number of cylinders. As a result, the actual shift operation is delayed by the hydraulic operation as shown in FIG.
The actual operation of the lock-up clutch is also delayed by the hydraulic operation as shown in FIG. 6(G), but the actual number of operating cylinders increases as shown in FIG. 6(G).

These six values T+, T2, Ts, T41d are set so that the timing of the shift operation and the off timing of lockup coincide. Note that step 507
．． The cylinder number switching process 508 can also be applied only to a downshift operation of two or more steps.

In this way, for example, when the driver depresses the accelerator hard while driving and requests sudden acceleration, the system simultaneously downshifts the gear ratio and performs full cylinder control if partial cylinder control is used to control the start of acceleration. better and therefore improves drivability.

Returning to FIG. 5 again, when it is determined in step 503 that there is no shift change, the process advances to step 512.

In other words, nothing is done. Further, when it is determined in step 503 that the shift is up, steps 509 to
Proceeding to 511, operations similar to steps 504-506 will be performed.

FIG. 7 is also a flowchart for explaining the operation of the control circuit shown in FIG. 2, and shows a lock-up control routine for the automatic transmission 9. In FIG. 7, the interrupt start step 701 is also started by the output signal of the timing generation circuit 103, which is generated every 3600 rotations of the crankshaft. Step 501
The timing is off.

In step 0702, CPU 08 ke RAM 110
Read out the vehicle speed data V and throttle opening data θ and use the Matsu ff stored in the ROMI 11 to turn on the lock-up clutch.

Determine whether it is off. If there is a lockup, the process proceeds to step 703, and if there is no lockup, the process proceeds to step 707.

In steps 703 and 704, the CPU (18 is RAM
I] Read the number of cylinders 7 lags F and the engine rotational speed N from O, and when F=0 and N≦No, step 707
, 708, and even though it is determined in step 702 that lockup has occurred, LF=0 is set so that lockup 0 is not performed.

On the other hand, if F=1 or N>No, lockup is performed with LF=1 in steps 705 and 706.

In this way, even if it is determined that the lock-up is not valid, if only a certain number of cylinders are in operation and the engine rotational speed is low, the lock-up is stopped, that is, the lock-up clutch is not connected. This prevents the transmission of excessive vibrations.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of a device for carrying out the vehicle control method according to the present invention, FIG. 2 is a detailed block circuit diagram of the circuit shown in FIG. 1, FIG. FIG. 7 is a flowchart for explaining the operation of the control circuit of FIG. 2, and FIGS. 4 and 6 are timing charts for explaining the operation of the control circuit of FIG. 2. 1... Engine body, 3... Intake pressure sensor, 7, 8...
・Rotation angle sensor, 10... Control circuit, 11...: Vehicle speed sensor, 12-1.12-2... Fuel injection valve, So...
...Solenoid for cylinder control, Sr, S2...Solenoid for shift chain saw, S3...Solenoid for lock-up.

Claims (1)

[Claims] 1. A cylinder number control type internal combustion engine that cuts off intake air and fuel supply to some cylinder groups according to the engine load and operates using the remaining cylinder groups, and a transmission ratio and lock-up engine. A vehicle equipped with an automatic transmission that controls clutch engagement and engagement, characterized in that control of the cylinder number control internal combustion engine and control of the automatic transmission are interrelated. A method for controlling a vehicle equipped with an internal combustion engine and an automatic transmission. 2. A patent claim in which the number of operating cylinders is switched after a predetermined time after the lock-up clutch is disconnected if the lock-up clutch is engaged, and immediately after the lock-up clutch is disconnected. A method for controlling a vehicle according to item 1. 3. The vehicle control method according to claim 1, wherein when downshifting the gear ratio, the number of operating cylinders is increased if only some of the operating cylinders are operating. 4. The method of controlling a vehicle according to claim 1, wherein when the number of operating cylinders is limited and the rotational speed of the engine is low, the lock-up clutch is cut off.