JP2007154707A - Control device of internal combustion engine for vehicle equipped with transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To set optimum delay termination timing in ignition timing delay control during acceleration to be performed on an internal combustion engine for a vehicle equipped with a transmission. <P>SOLUTION: When the ignition timing delay control during acceleration is performed, a difference (Ni-Nsync) is obtained between synchronous rotation speed Nsync and input shaft rotation speed Ni, which synchronous rotation speed is given by multiplying rotation speed No of a rotary body (for instance a wheel) on an output side of the automatic transmission by a gear ratio according to a shift position of the automatic transmission at that time, and a phase difference variation Intno between the input shaft and the rotary body on the output side of the automatic transmission is calculated from an integrated value (Σ[(Ni-Nsync)*ΔT]) of a values given by multiplying the rotation speed difference (Ni-Nsync) by a time interval ΔT for calculating the difference. When the phase difference variation Intno exceeds a predetermined value, a backlash in a driving system is judged to be taken up and the ignition timing delay during acceleration is terminated. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control device for an internal combustion engine of a vehicle on which a transmission is mounted, and more particularly to a control device for an internal combustion engine for a transmission-equipped vehicle that performs ignition timing retardation that reduces shock during acceleration.

  In a vehicle equipped with an internal combustion engine (hereinafter also referred to as an engine), a gear ratio between the engine and the wheel is used as a transmission that appropriately transmits the torque and rotation speed generated by the engine to the wheel according to the traveling state of the vehicle. There is known an automatic transmission that automatically sets the optimum.

  Examples of the automatic transmission mounted on the vehicle include a belt-type continuously variable transmission (CVT) that continuously adjusts a gear ratio and a planetary gear transmission. In the planetary gear type transmission, a gear stage is determined by engaging or releasing a clutch element, a brake element, a one-way clutch element, and the like, which are friction elements, in a predetermined state.

  In a vehicle equipped with an automatic transmission, a torque converter is disposed in a power transmission path from the engine to the automatic transmission. A torque converter includes, for example, a pump connected to an engine output shaft (crankshaft), a turbine connected to an input shaft of an automatic transmission, and a stator provided between the pump and the turbine via a one-way clutch. The pump is rotated with the rotation of the engine output shaft, and the turbine is driven to rotate by the hydraulic oil discharged from the pump to transmit the engine output torque to the input shaft of the automatic transmission. It is a power transmission device. Note that torque converters with a lock-up clutch are widely used, and the fuel efficiency is improved by fastening (lock-up) or releasing (unlock-up) the lock-up clutch according to the driving state. Is planned.

  By the way, in a vehicle equipped with an automatic transmission with a torque converter, when the accelerator pedal is released and the throttle opening is fully closed, the torque converter is in a state where the pump is reversely driven by the turbine and the torque is reduced. The output speed (turbine speed) of the converter becomes faster than the input speed (engine speed).

  Then, when the accelerator pedal is depressed to shift to the acceleration state from such a deceleration state, the engine speed rapidly increases, and the engine speed is larger than the turbine speed and the turbine is driven by the pump. It becomes. For this reason, when shifting from the deceleration state to the acceleration state, the drive state is reversed between the engine and the automatic transmission, and the backlash of the drive system including the automatic transmission is clogged, and the drive system backlash is clogged. The vehicle longitudinal vibration is generated by the impact force.

  As a method for reducing such a shock during acceleration, conventionally, a control for retarding the ignition timing of the engine during acceleration (acceleration point ignition timing retarding control) has been performed. In this ignition timing ignition timing retarding control, for example, the ignition timing is controlled under the condition that the difference between the engine speed and the turbine speed of the torque converter falls within a predetermined range and the load factor at that time becomes a predetermined value or more. There is a control in which the retard is started and the ignition timing is terminated at the elapsed time after the difference between the engine speed and the turbine speed exceeds a predetermined set value or the elapsed time from the start of the retard. (For example, refer to Patent Documents 1 and 2).

Regarding a technique for reducing a shock at the start of direct connection of an automatic transmission in a vehicle equipped with an automatic transmission with a torque converter, Patent Document 3 discloses differential rotation between the input and output shafts of the torque converter (engine speed and turbine). It describes that L / U (lock-up) is detected based on the difference between the engine speed and the ignition timing of the engine to be retarded.
JP 2003-206775 A JP 2003-293812 A JP 2001-342862 A

  By the way, in the current ignition timing retard control of a vehicle equipped with an automatic transmission, as described above, the elapsed time (or retard) after the difference between the engine speed and the turbine speed exceeds a predetermined set value. Elapsed time from the start) The ignition timing ignition timing delay is finished, and the difference between the engine speed and the turbine speed that determines the retard end timing and the elapsed time are determined by an actual running test. A method of adapting to the vehicle through trial and error is employed. For this reason, much time is required to determine the retard end timing, and the manufacturing cost is high. Further, the rising speed of the engine rotation may change depending on conditions such as the amount of depression of the accelerator pedal or a precondition (for example, gear position), and the retard end timing may become inappropriate. In addition, when the transmission mounted on the vehicle is a planetary gear type transmission, the difference between the engine speed and the turbine speed can be made at a point much earlier than the time when the drive system rattle is blocked at the one-way clutch operating gear stage. There is a problem that the retarding end condition itself cannot be adapted.

  The present invention has been made to solve such a problem, and in the ignition timing ignition timing retarding control executed in the internal combustion engine for a transmission-equipped vehicle, it is always at an appropriate timing regardless of the conditions at the time of acceleration. An object of the present invention is to provide a control device for an internal combustion engine for a transmission-equipped vehicle capable of terminating the retardation.

  The present invention is applied to an internal combustion engine of a vehicle on which a transmission is mounted, and a transmission that performs an ignition timing ignition timing retardation that temporarily retards the ignition timing of the internal combustion engine in order to reduce shock during acceleration. In a control apparatus for an internal combustion engine for an on-vehicle vehicle, an input side rotational speed detection means for detecting the rotational speed of an input shaft of the transmission, and an output side rotational speed detection for detecting the rotational speed of a rotating body on the output side of the transmission Means, and when the acceleration time ignition timing retardation is executed, the input rotational speed and the synchronous rotational speed obtained by multiplying the rotational speed of the output side rotating body by the gear ratio according to the shift position of the transmission at that time The amount of change in phase difference between the input shaft and the output side rotating body is obtained based on the difference between the rotation speed and the ignition timing ignition timing retardation is terminated when the amount of change in phase difference exceeds a predetermined value. And a retard end processing means.

  The operation of the present invention will be described below.

  First, in a vehicle equipped with a transmission, when the accelerator pedal is depressed, that is, when there is a backlash in the drive system, when the accelerator pedal is depressed to shift to an acceleration state, the drive system backlash is clogged. Since the input shaft on the input side of the transmission rotates faster than the rotating body (for example, a wheel) on the output side of the transmission, the relative speed between the rotational speed of the input shaft and the rotational speed of the output side rotating body is relatively high. Phase difference occurs. When the difference in rotation angle between the input shaft and the output-side rotating body (time integral value of the rotational speed phase difference: hereinafter referred to as phase difference change amount) reaches an amount corresponding to the backlash of the drive system, The backlash will be clogged. The present invention pays attention to such a point, and in acceleration time-of-ignition timing retarding control, the backlash of the drive system is detected from the amount of change in the phase difference between the input shaft of the transmission and the output-side rotating body, and the time of acceleration time-of-fire is detected. The feature is that the timing retard control is terminated.

  Specifically, when executing the ignition timing retarding control at the time of acceleration, the synchronous rotational speed obtained by multiplying the rotational speed No of the output side rotating body of the transmission by the gear ratio according to the shift position of the transmission at that time The difference (Ni-Nsync) between Nsync and the input shaft rotational speed Ni is calculated, and the integrated value (Σ [() [Ni-Nsync) is multiplied by the time interval ΔT for calculating the difference. Ni-Nsync) * [Delta] T]), the phase difference change amount Intno between the input shaft and the output side rotating body is obtained, and when the phase difference change amount Intno exceeds a predetermined value, the drive system rattling is It is judged that there is, and the ignition timing fire timing retardation is finished.

  In this way, by ending the acceleration timing ignition timing retard at the time when the drive system rattling is detected, that is, the timing at which the acceleration timing ignition timing is no longer required, the retardation is always terminated at an appropriate timing. Can do.

  In addition, since the retard end timing is controlled based on the phase difference change amount Intno between the input shaft of the transmission and the output side rotator that is detected while the vehicle is running, the condition before the accelerator pedal is depressed, Regardless of the amount of depression or the like, it is possible to always end the ignition timing ignition timing retardation at an appropriate timing. In addition, it is possible to eliminate the processing for adapting the retard end condition that requires a lot of work time, such as setting the retard end timing while trial and error conditions such as the accelerator pedal depressing speed by an actual running test or the like. It becomes possible. As a result, the number of work steps for setting the retard end timing can be greatly reduced, and the manufacturing cost can be reduced.

  Furthermore, in the present invention, even if the transmission mounted on the vehicle is a planetary gear type transmission, the retard end timing can be set regardless of the difference between the engine speed and the turbine speed. Also, the delay angle can be terminated at an appropriate timing.

  The present invention is not limited to an automatic transmission with a torque converter, but can also be applied to an engine of a vehicle equipped with a manual transmission.

  According to the present invention, in the acceleration point ignition timing retard control executed in the internal combustion engine of the vehicle on which the transmission is mounted, the phase difference change amount between the input shaft of the transmission and the output side rotor is obtained, and the phase difference is obtained. Since the time point at which the drive system rattle is clogged is detected based on the amount of change and the ignition timing ignition timing retardation is terminated, the retardation can always be terminated at an appropriate timing.

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

  FIG. 1 is a diagram schematically showing an overall configuration of an embodiment of the present invention. Hereinafter, referring to FIG. 1, an engine 1 to which a control device of the present invention is applied and a torque converter 2 mounted on a vehicle. The automatic transmission 3 and the ECU (electronic control unit) 100 will be described.

-Engine-
The engine 1 is a spark ignition type multi-cylinder gasoline engine, and includes a piston 1b that forms a combustion chamber 1a and a crankshaft 15 that is an output shaft. The piston 1b is connected to the crankshaft 15 via the connecting rod 16, and the reciprocating motion of the piston 1b is converted into rotation of the crankshaft 15 by the connecting rod 16.

  A signal rotor 17 having a plurality of protrusions (teeth) 17 a... 17 a on the outer peripheral surface is attached to the crankshaft 15. A crank position sensor (engine speed sensor) 25 is disposed near the side of the signal rotor 17. The crank position sensor 25 is, for example, an electromagnetic pickup, and generates a pulsed signal (output pulse) corresponding to the protrusion 17a of the signal rotor 17 when the crankshaft 15 rotates.

  A spark plug 8 is disposed in the combustion chamber 1 a of the engine 1. The ignition timing of the spark plug 8 is controlled by the ECU 100. The cylinder block 1c of the engine 1 is provided with a water temperature sensor 21 that detects the engine water temperature (cooling water temperature).

  An intake passage 11 and an exhaust passage 12 are connected to the combustion chamber 1 a of the engine 1. An intake valve 13 is provided between the intake passage 11 and the combustion chamber 1a. By opening and closing the intake valve 13, the intake passage 11 and the combustion chamber 1a are communicated or blocked. Further, an exhaust valve 14 is provided between the exhaust passage 12 and the combustion chamber 1a. By opening and closing the exhaust valve 14, the exhaust passage 12 and the combustion chamber 1a are communicated or blocked. The opening / closing drive of the intake valve 13 and the exhaust valve 14 is performed by each rotation of the intake camshaft and the exhaust camshaft to which the rotation of the crankshaft 15 is transmitted.

In the intake passage 11, a hot-wire air flow meter 22, an intake air temperature sensor 23 (built in the air flow meter 22), an electronically controlled throttle valve 9 for adjusting the intake air amount of the engine 1, and the like are arranged. Yes. The opening degree of the throttle valve 9 is detected by a throttle position sensor 26. An exhaust gas passage 12 of the engine 1 is provided with an O ₂ sensor 24 for detecting the oxygen concentration in the exhaust gas.

  A fuel injection injector (fuel injection valve) 7 is arranged in the intake passage 11. Fuel of a predetermined pressure is supplied from the fuel tank to the injector 7 by a fuel pump, and the fuel is injected into the intake passage 11. This injected fuel is mixed with intake air to form an air-fuel mixture and introduced into the combustion chamber 1a of the engine 1. The air-fuel mixture (fuel + air) introduced into the combustion chamber 1a is ignited by the spark plug 8, and combusts and explodes. The piston 1b reciprocates due to combustion / explosion of the air-fuel mixture in the combustion chamber 1a, and the crankshaft 15 rotates.

-Torque converter, automatic transmission-
The torque converter 2 is a fluid power transmission device, and includes a pump 201 connected to the crankshaft 15 of the engine 1, a turbine 202 connected to an input shaft 301 of the automatic transmission 3, and a stator 203 that develops a torque amplification function. And a lock-up clutch 204 that directly connects the crankshaft 15 of the engine 1 and the input shaft 301 of the automatic transmission 3.

  The automatic transmission 3 is a planetary gear type transmission, and is a gear stage (shift stage) by engaging or releasing a clutch element, a brake element, a one-way clutch element, etc., which are friction elements, in a predetermined state. Is set. Each gear stage of the automatic transmission 3 can be switched by operating a shift lever or the like. An input shaft rotational speed sensor 29 that detects the rotational speed of the input shaft 301 (hereinafter referred to as input shaft rotational speed Ni) is disposed on the input side of the automatic transmission 3. A wheel 6 is connected to the output shaft 302 of the automatic transmission 3 via a differential gear 4 and a drive shaft 5, and a wheel speed sensor 30 for detecting the rotational speed No of the wheel 6 is disposed.

  The torque converter 2 and the automatic transmission 3 described above are controlled by the ECU 100 based on the operating state of the engine 1 and the like.

-ECU-
The ECU 100 includes a CPU, a ROM, a RAM, a backup RAM, and the like. The ROM stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU executes arithmetic processing based on various control programs and maps stored in the ROM. The RAM is a memory that temporarily stores calculation results from the CPU, data input from each sensor, and the like. The backup RAM is a non-volatile memory that stores data to be saved when the engine 1 is stopped. is there.

As shown in FIG. 1, the ECU 100 is connected with a water temperature sensor 21, an air flow meter 22, an intake air temperature sensor 23, an O ₂ sensor 24, a crank position sensor 25, and a throttle position sensor 26, and further, an operation position of the shift lever. Various sensors such as a shift position sensor 27 for detecting the acceleration, an accelerator position sensor 28 for detecting the accelerator opening, an input shaft rotational speed sensor 29, and a wheel speed sensor 30 are connected. The ECU 100 executes various controls of the engine 1 including the injection timing control of the injector 7 and the ignition timing control of the spark plug 8 based on the output signals of the various sensors described above. Further, the ECU 100 executes the following “acceleration time ignition timing retard control”.

-Acceleration time delay control-
First, the calculation executed by the ECU 100 with respect to the acceleration point ignition timing retard control will be described.

  When executing the acceleration timing ignition timing retardation, the ECU 100 detects the input shaft rotational speed Ni detected by the input shaft rotational speed sensor 29 and the rotational speed No. of the wheel 6 detected by the wheel speed sensor 30 (shifting). The rotational speed of the rotating body on the machine output side) is sampled at a predetermined cycle (calculation timing), and the shift position (detected by the shift position sensor 27) of the automatic transmission 3 at that time is detected as the rotational speed No of the wheel 6. A time interval ΔT for obtaining a difference (Ni−Nsync) between the synchronous rotational speed Nsync multiplied by the gear ratio by the shift position) and the input shaft rotational speed Ni (Ni−Nsync) and calculating the difference in the rotational speed difference (Ni−Nsync). From the integrated value (Σ [(Ni−Nsync) * ΔT]: the area of the hatched portion in FIG. 3) obtained by multiplying the input shaft 301 and Calculating a phase difference change amount Intno the wheels 6. This phase difference change amount Intno is used in the determination process in step ST3 of FIG. The calculation of the phase difference change amount Intno ends when the phase difference change amount Intno becomes equal to or greater than a determination value X described later (see FIG. 3).

  Next, an example of the acceleration point fire timing retard control executed in the ECU 100 will be described with reference to the flowchart shown in FIG.

  First, in step ST1, the ECU 100 determines whether or not a condition for executing the acceleration point ignition timing retard is satisfied, and if the determination result is affirmative determination, the ECU 100 proceeds to step ST2 and proceeds to the acceleration point ignition timing. Run the retard. In this example, the conditions for executing the ignition timing ignition timing retardation are, for example, that the vehicle speed obtained from the output signal of the wheel speed sensor 30 is acceleration, and the engine speed obtained from the output signal of the crank position sensor 25. And the difference between the input shaft rotational speed Ni obtained from the input shaft rotational speed sensor 29 is small and within a predetermined range, the load factor is equal to or greater than a predetermined value, and the like.

  In step ST3, it is determined whether or not the phase difference change amount Intno by the above calculation is equal to or greater than a predetermined determination value X. When the determination result is affirmative determination, it is determined that the drive system play is clogged, step Proceeding to ST4, the ignition timing ignition timing retardation is finished, and the retardation amount attenuation is started. Here, the determination value X used for the determination in step ST3 is obtained empirically based on the results obtained in advance by determining the drive system backlash from the input shaft 301 to the wheels 6 of the automatic transmission 3 by experiments and calculations. The determined value is set as a determination value X. Note that the determination value X for determining backlash is, for example, about 3 to 5 °.

  The acceleration end-of-fire timing retard process executed in steps ST3 to ST4 will be specifically described with reference to FIG.

  First, in a vehicle equipped with the automatic transmission 3 with the torque converter 2, as described above, the accelerator pedal is depressed to accelerate from a decelerated state in which the accelerator pedal is depressed, that is, a state in which the drive system is loose. 3, the input shaft rotational speed Ni is set to the synchronous rotational speed Nsync (the rotational speed No. of the wheel 6 multiplied by the gear ratio according to the shift position of the automatic transmission 3 at that time). ) And a relative phase difference occurs between the input shaft rotational speed Ni and the synchronous rotational speed Nsync. When the difference in rotational distance between the input shaft 301 and the wheel 6 (phase difference change amount Intno) reaches an amount corresponding to the backlash of the drive system, the backlash of the drive system is clogged. Therefore, in this example, the phase difference change amount Intno between the input shaft 301 and the wheel 6 is used, and when the phase difference change amount Intno becomes equal to or greater than a predetermined determination value X (point A), the drive system It is determined that the backlash is clogged, and the ignition timing ignition timing retardation is finished and the attenuation of the retardation amount is started.

  As described above, when the acceleration timing ignition timing retardation is executed, when the drive system backlash is clogged based on the phase difference change amount Intno between the input shaft 301 and the wheel 6, that is, the acceleration timing ignition timing retardation is required. By ending the acceleration timing ignition timing at the timing of disappearance, the retardation can always be ended at an appropriate timing.

  In the above example, since the backlash of the drive system is detected based on the phase difference change amount Intno between the input shaft 301 of the automatic transmission 3 and the wheel 6 on the transmission output side, only the automatic transmission 3 is detected. In addition, there is an advantage that it is possible to detect clogging of all the driving systems from the input shaft 301 of the automatic transmission 3 to the wheels 6 including the differential gear 4.

-Other embodiments-
In the above example, the rotational speed of the wheel speed sensor 30 is detected as the rotational speed of the rotating body on the output side of the automatic transmission 3, but the present invention is not limited to this, and the output side of the automatic transmission 3 is not limited thereto. The target for detecting the rotational speed of the automatic transmission 3 may be a rotating body from the output shaft 302 to the wheel 6 of the automatic transmission 3. For example, the rotational speed of the output shaft 302 or the drive shaft 5 may be detected by a sensor. Good.

  In the above example, the example in which the present invention is applied to the engine 1 of the vehicle on which the automatic transmission 3 with the torque converter 2 is mounted is shown. However, even in the vehicle on which the manual transmission is mounted, the vehicle is accelerated from the deceleration state. When the state is shifted to the state, a difference in the rotational speed is generated between the input shaft of the transmission and the rotating body (wheel, output shaft, etc.) on the output side due to clogging of the drive system. Accordingly, even when the acceleration timing ignition timing retarding control is executed in the engine for a manual transmission-equipped vehicle, the shift position of the transmission at that time is set to the rotational speed No of a rotating body such as a wheel on the transmission output side. The difference (Ni−Nsync) between the synchronous rotation speed Nsync multiplied by the gear ratio by the input shaft rotation speed Ni (Ni−Nsync) is obtained, and the difference (Ni−Nsync) is multiplied by the time interval ΔT for calculating the difference. Based on the integrated value (Σ [(Ni−Nsync) * ΔT]), a phase difference change amount Intno between the input shaft and the output side rotating body is obtained, and the phase difference change amount Intno is equal to or greater than a predetermined determination value. When it is determined that there is a backlash in the drive system, the ignition timing ignition timing retard may be terminated.

  In the above examples, the present invention is applied to a gasoline engine. However, the present invention is not limited to this, and other fuels such as LPG (liquefied petroleum gas) and LNG (liquefied natural gas) are used. The present invention can also be applied to the ignition timing ignition timing retard control of a spark ignition type engine, and can also be applied to the acceleration timing ignition timing retard control of an in-cylinder direct injection type engine.

It is a figure which shows typically the whole structure of embodiment of this invention. It is a flowchart which shows an example of the processing content of the acceleration time point fire timing retard control which ECU performs. FIG. 3 is a timing chart for explaining acceleration point fire timing retard control shown in FIG. 2. FIG.

Explanation of symbols

1 engine (internal combustion engine)
15 Crankshaft 2 Torque converter 3 Automatic transmission 301 Input shaft (input shaft)
302 Output shaft 4 Differential gear 5 Drive shaft 6 Wheel (Rotating body on the output side)
7 Injector 8 Spark plug 9 Throttle valve 25 Crank position sensor 26 Throttle position sensor 27 Shift position sensor 28 Accel position sensor 29 Input shaft speed sensor 30 Wheel speed sensor 100 ECU

Claims (1)

An internal combustion engine for a vehicle equipped with a transmission, which is applied to an internal combustion engine of a vehicle on which a transmission is mounted and which retards the ignition timing of the acceleration to temporarily retard the ignition timing of the internal combustion engine in order to reduce shock during acceleration. In the engine control device,
Input-side rotational speed detection means for detecting the rotational speed of the input shaft of the transmission; output-side rotational speed detection means for detecting the rotational speed of the rotating body on the output side of the transmission; Is executed based on the difference between the rotational speed of the input shaft and the synchronous rotational speed obtained by multiplying the rotational speed of the output-side rotor by the gear ratio according to the shift position of the transmission at that time. A retard end processing means for obtaining a phase difference change amount between the input shaft and the output side rotating body, and ending the acceleration timing ignition timing retard when the phase difference change amount is equal to or greater than a predetermined value. A control device for an internal combustion engine for a vehicle equipped with a transmission.

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