JP2517912B2 - Gear shift shock reduction device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of use] The present invention relates to measures against shocks that occur during shifting of an automobile equipped with a transmission.

[Prior Art] There is an automatic transmission as a means for eliminating the troublesomeness of gear shifting in driving an automobile. The automatic transmission mainly operates only the accelerator, and the gear ratio is automatically changed to a suitable state without the driver's awareness.

Generally, an automatic transmission includes a torque converter, a fluid clutch, an electromagnetic powder clutch, a mechanism such as a planetary gear, a multi-plate clutch, and a one-way clutch. During automatic gear shifting, planetary gears, multi-plate clutches, one-way clutches, etc. are also operated.Therefore, when the gears and clutch plates are connected to each other or when the one-way clutch sprags are operated, a sudden change in torque is transmitted. I was shocked. This shock is particularly unpleasant because the driver does not expect it.

As a solution to this problem, when the automatic transmission is in the middle of shifting, a device that reduces the output torque by retarding the ignition timing to reduce the shock at the time of shifting (JP-A-55-55).
69738)).

Of course, a shock also occurs in the manual transmission, and the reduction of the torque due to the retard of the ignition timing is effective as in the automatic transmission.

However, the ignition timing retard processing causes a rise in exhaust temperature,
There was a problem in the durability of the internal combustion engine, especially the exhaust system. As a solution to this problem, there is a technique for increasing the amount of fuel at the same time as retarding the ignition timing to lower the exhaust temperature (Japanese Patent Laid-Open No. 60-237142).

[Problems to be Solved by the Invention] However, in reality, the timing at which the ignition is retarded does not coincide with the timing at which the fuel-added mixture reaches the combustion chamber. That is, although the ignition retard control immediately appears as the retard of the actual ignition timing, the actual change in the air-fuel ratio of the air-fuel mixture due to the fuel increase control occurs with a delay. This is because it takes time for the fuel injected into the intake pipe of the internal combustion engine to reach the combustion chamber due to adhesion to the inner wall of the intake pipe and the like.
Therefore, the exhaust gas temperature temporarily rises, which cannot be said to be an efficient increasing process.

Therefore, the present invention has been made for the purpose of solving the above problems, efficiently increasing the amount of fuel, and reducing shift shock without inviting an increase in exhaust gas temperature.

Configuration of the Invention Accordingly, the present invention has the object of solving the above problems, and has adopted the following configuration.

[Means for Solving the Problems] That is, the gist of the present invention is, as illustrated in FIG. 1, used in a vehicle for transmitting the output of the internal combustion engine M1 to the drive wheels M3 via the speed changing means M2. In the gear shift shock reducing device according to claim 1, the ignition timing of the internal combustion engine M1 is changed at the time of gear shifting by the gear shifting means M2.
Ignition timing correction means M4 for correcting to the retard side with a retard amount according to the operating state of the internal combustion engine M1, and correction to the retard side a predetermined time before the ignition timing is corrected to the retard side. Angle detection means for detecting that
M5, and a fuel amount correction unit M6 for increasing and correcting the fuel amount to the internal combustion engine M1 by the fuel amount according to the retard amount when the retard detection unit M5 detects the correction. The gear shift shock reducing device is characterized by

[Operation] In the gear shift shock reducing device of the present invention, when the gear shift is performed by the gear shift means M2 that mediates the transmission of the output from the internal combustion engine M1 to the drive wheels M3, the ignition timing correction means M4 performs other processing. The set ignition timing of the internal combustion engine M1 is further corrected to the retard side. This reduces shift shock.

This retardation is performed with a retardation amount according to the operating state of the internal combustion engine.

Prior to this, when the retard detection means M5 detects that the correction of the ignition timing correction means M4 is approaching after a predetermined time, the fuel amount correction means M6 receives the detection, and other The fuel amount to the internal combustion engine M1 set by the process of is further corrected to the increase amount side.

The fuel amount is increased by the fuel amount according to the retard angle amount.

The temperature of the exhaust gas rises due to the ignition timing retarding process, but the fuel amount increase process is executed in advance to consider the intake system delay and to execute the fuel amount increase in accordance with the retarded ignition timing. In addition, since the amount of fuel increase corresponds to the retard amount, the amount of fuel is appropriately increased according to the temperature rise of the exhaust gas, and the temperature rise of the exhaust gas is efficiently suppressed without wasting the fuel. be able to.

Next, examples of the present invention will be described. The present invention is not limited to these, and includes various embodiments without departing from the scope of the invention.

[Embodiment] Next, a preferred embodiment of the present invention will be described in detail with reference to the drawings. FIG. 2 is a system configuration diagram of a gasoline internal combustion engine equipped with the shift shock reducing device of the first embodiment of the present invention.

In the figure, an internal combustion engine 1 has a combustion chamber 6 formed by a cylinder 2, a piston 3, a cylinder block 4, and a cylinder head 5. An ignition plug 7 is arranged in the combustion chamber 6. The pressing force from the piston 3 is transmitted to a drive wheel (not shown) via various devices such as a transmission 50 described later.

The intake system of the internal combustion engine 1 communicates with an intake pipe 9 via an intake valve 8 of a fuel chamber, and a surge tank 10 for absorbing pulsation of intake air is provided upstream of the intake pipe 9 to prevent the surge. A throttle valve 11 is arranged upstream of the tank 10.

On the other hand, the exhaust system of the internal combustion engine 1 is an exhaust valve of the combustion chamber 6.
It communicates with the exhaust pipe 17 via 16.

The fuel system is composed of a fuel supply source including a fuel tank and a fuel pump (not shown), a fuel supply pipe, and a fuel injection valve 18 arranged in the intake pipe 9.

The ignition system is composed of an igniter 19 that outputs a high voltage required for ignition, and a distributor 20 that distributes and supplies the high voltage generated by the igniter 19 to the ignition plug 7 in conjunction with a crankshaft (not shown). Has been done.

Further, the internal combustion engine 1 is used as a detector for the surge tank.
Intake pressure sensor 3 installed in 10 to measure intake air pressure
1, an intake air temperature sensor 32 provided in the intake pipe 9 for measuring the intake air temperature, a throttle position sensor 33 for detecting the opening of the throttle valve in conjunction with the throttle valve 11, and a cooling system for the cylinder block 4. A water temperature sensor 34 for detecting the cooling water temperature, an oxygen concentration sensor 35 provided in the exhaust pipe 17 for detecting the residual oxygen concentration in the exhaust as an analog signal, and an accelerator pedal 36a,
An idle switch 36 that outputs an “ON” signal when the accelerator pedal 36a is not depressed is provided.

Inside the distributor 20, a rotation angle sensor 38 that also functions as a rotation speed sensor that outputs a rotation angle signal every 1/24 rotation of the cam shaft of the distributor 20, that is, every crank angle 0 ° to an integer multiple of 30 °. And a cylinder discrimination sensor 39 that outputs a reference signal once for each rotation of the camshaft of the distributor 20, that is, for every two rotations of a crankshaft (not shown).

The signals from the above-mentioned sensors are input to an electronic control unit (hereinafter simply referred to as ECU) 40, and the ECU 40 controls the internal combustion engine 1. The ECU 40 also inputs / outputs various signals to / from a shift control device 60 that automatically controls the transmission 50. The shift control device 6 shifts up or down the transmission 50 based on the operating state of the internal combustion engine 1 or the like.
Controls lockup, overdrive, etc.

Data such as throttle opening and engine rotational speed are transmitted from the ECU 40 to the gear shift control device 60, and the gear shift control device 60 selects an appropriate gear ratio using these data and vehicle speed data detected by itself. , Controlling the transmission 50.

The shift control device 60 sends to the ECU 40 a determination signal (ESA) that indicates when the shift process is determined and an execution signal (ECT) that indicates when the actual shift is performed.
When A) is input, the fuel injection amount increasing process is executed, and when the execution signal (ECT) is input, the ignition timing retarding process is executed.

Next, the configuration of the ECU 40 will be described with reference to FIG.

The ECU 40 has a CPU 40a, ROM 40b, RAM 40c, backup RAM
It is configured as a logical operation circuit centering on 40d, clock 41 and the like, and is connected to input / output ports 40f, 40g and output port 40h via a common bus 40e to perform input / output with the outside.

The ECU 40 is a buffer 40 for the detection signal of each sensor described above.
i, 40j, 40k, 40m, multiplexer 40n, A / D converter 40p. These detection signals are sent to the CPU 40 via the input / output port 40f.
Entered in a.

Further, the ECU 40 includes a buffer 40q for oxygen concentration detection signals, a comparator 40r, and a waveform shaping circuit 40s for both cylinder discrimination / rotation angle signals. These signals, signals from the shift control device 60, and signals to the shift control device 60. Signals from the throttle position sensor 33 are sent to the CPU 40a via the input / output port 40g.
Or from the CPU 40a.

Further, the ECU 40 includes the fuel injection valve 18 and the igniter 1 described above.
It has nine drive circuits 40t, 40u, and the CPU 40a outputs a control signal to both drive circuits 40t, 40u via an output port 40h.

The shift control device 60 includes a CPU 70, ROM 71, R
It is composed of an AM 72, an output port 73, an input / output port 74, a clock 75, etc., and a common bus 77 connects the respective parts to each other.

The output port 73 is connected to the solenoid valve drive units 80 and 81 of the transmission 50. One solenoid valve drive unit 80 outputs electric power for driving a solenoid valve 85 that adjusts hydraulic pressure to a brake in the transmission 50, and the other solenoid valve drive unit 81 outputs a power to a brake in the transmission 50. Electric power for driving the shift valve 86 for switching the hydraulic pressure is output.

The input / output port 74 is a buffer 90 to 94 for inputting a digital signal, a signal from the ECU 40, or the ECU 40.
Is a port for inputting and outputting signals to and from. I / O port above
The buffers 90 and below connected to the 74 respectively input signals such as the rotation speed of the gear in the transmission 50, the rotation speed of the output shaft, and the shift position from the rotation speed sensor 90a and the shift position sensor 94a of the gear. It is a buffer.

The operating state of each gear in the transmission 50, the state of the shift position, and the like are used as data for shift control,
It also serves as a basis for data that the ECU 40 receives from the gear shift control device 60 and indicates whether or not the gear shift operation is in progress.

Next, the control executed by the shift control device 60
The description will be made with reference to FIGS. Figure 4 (a)
7B and 7B are flowcharts showing a main part according to the present invention among the processes executed by the CPU 70 of the shift control device 60.

FIG. 4A shows a process of determining whether or not the condition for carrying out the shift operation is satisfied, and is repeatedly carried out.

First, at step 100, it is judged if the shift condition is satisfied. That is, it is determined whether or not the shift range on the shift map in the ROM 71 has changed based on the vehicle speed and the throttle opening data. If the shift condition is not satisfied, "0" is output as the determination signal (ESA) indicating the determination of the shift process described above in step 110. That is, it indicates to the ECU 40 that the shift condition is not reached.

On the other hand, if the condition is satisfied, “1” is output as the determination signal (ESA) in step 120. In this way, the processing is once completed.

FIG. 4B shows a process of determining whether or not the shift operation has actually started, and is repeatedly executed.

First, at step 200, it is judged if the gear shifting operation has started. That is, it is determined whether or not the rotation of the rotating gear is detected immediately after the shift position is changed or when the gear is shifted. Here, if the gear shift has not started, "0" is output as the execution signal (ECT) indicating the actual execution of the gear shift described above in step 210. That is, it indicates to the ECU 40 that the gear shift has not been executed.

On the other hand, if the condition is satisfied, “1” is output as the execution signal (ECT) in step 220. In this way, the processing is once completed.

The determination in step 200 may be made based on the fact that the output shaft rotational speed of the variable 50 calculated from the engine rotational speed and the gear ratio before shifting starts to increase or decrease.

Next, the control executed by the ECU 40 is shown in FIG.
And (b) will be described.

FIG. 5A is a flowchart showing the main part of the fuel injection amount control in the processing executed by the CPU 40a of the ECU 40.

First, in step 300, the regular fuel injection amount TAU is calculated. The TAU is obtained by mainly adding the correction required under various conditions of the internal combustion engine 1 to the basic fuel injection amount obtained by using the intake air pressure PM as a parameter.
The correction is performed, for example, by multiplying the oxygen concentration sensor 35 with a feedback correction coefficient for maintaining the detected air-fuel ratio at a predetermined air-fuel ratio.

Next, at step 310, it is judged if the above-mentioned judgment signal ESA is "1". If you have not started shifting, ESA =
Since it is “0”, it is determined to be “NO”, and then step 320
The fuel injection process which is already well known is executed. That is, the fuel injection amount is determined based on the calculated TAU value, and the fuel is injected into the intake port of the internal combustion engine 1. Thus, the process ends once.

Next, when the judgment signal ESA becomes “1”, step 310
Next, step 330 is executed, and the retard amount AECT used for ignition timing control described later is obtained from the map m (NE, PM) of the engine speed NE and the intake air pressure PM as shown in FIG. . That is, the value of AECT is set in such a relationship that it decreases as NE or PM increases. In this embodiment, the intake air pressure PM is used, but instead of the intake pressure sensor 31, an air flow meter may be provided and the intake air amount may be substituted.
Further, the opening data of the throttle position sensor 33 may be used instead.

Next, at step 340, a coefficient FEC representing the fuel increase during shifting
T is a table t shown in FIG. 7 based on the retard amount AECT.
(AECT) required. FECT tends to increase as AECT increases.

Next, at step 350, the basic fuel injection amount is multiplied by FECT and newly set as TAU. After this, step 3
At 20, the well-known fuel injection process is executed. Thus, the process ends once.

FIG. 5B is a flowchart showing the main part of ignition timing control in the processing executed by the CPU 40a of the ECU 40.

First, in step 400, the ignition timing ACAL is calculated. ACAL is obtained by adding the advance angle value and / or the retard angle value obtained from the intake air pressure PM, the internal combustion engine rotational speed NE, the air-fuel ratio, etc., to a predetermined basic ignition timing. Next, at step 410, it is judged if the content of the execution signal ECT indicating the gear shift operation is "1". ECT = "0"
If so, in step 420, the content of the retard value AECT during shifting is cleared. Next, in step 430, the ignition timing is controlled according to the value of ACAL by the well-known ignition timing control, and the process is once terminated. After that, the above process is repeated unless the situation changes.

Next, when the shift control device 60 determines from the various data of the internal combustion engine 1 and the like input from the ECU 40 side that the shift is necessary, the shift control device 60 drives the solenoid valve and the shift valve of the transmission 50. Then, the transmission 50 is operated to change gears. During this shifting operation, the gear rotation speed sensor 90
An ECT = "1" signal is sent to the ECU 40 based on the detection contents from the a, the shift position sensor 94a, and the like.

Therefore, in step 410, it is determined to be "YES", and in step 440, the obtained AECT is subtracted from the actual ignition timing advance value ACAL to newly set it as the advance value ACAL.

Next, in step 430, the ignition timing is controlled according to the value of ACAL by the well-known ignition timing control. At this time, the ignition timing is retarded by AECT compared to the normal control. In this way, the processing is once ended, and the above processing is selected according to the signal contents of ECT.

An example of a timing chart of control of this embodiment is shown in FIG.

The shift condition is not satisfied before time t1, and ESA = "0"
Therefore, the fuel amount has not been increased. When it is determined that the shift control device 60 is in the shift condition at the time point t1, first,
A signal of ESA = "1" is output from the shift control device 60 to the ECU 40. Then, the ECU 40 immediately increases the fuel injection amount.
Next, since it takes some time for the transmission 50 to input a shift control signal from the shift control device 60 and to actually start shifting, the time required for the switching operation from t1 is, for example, 0.
At a time point t2 after 0.5 seconds, the transmission control device 60 operates the transmission 5
The shift operation of 0 is detected and the ECT = "1" signal is output to the ECU 40. In response to this signal, the ECU 40 adjusts the ignition timing when the amount of fuel actually burned is increased and retards it.

As described above, ESA = "1" may be immediately output at the time point t1 to increase the amount, or a time point t5 which is delayed by a certain time from the time point t1 may be set depending on the rotation speed and load of the internal combustion engine 1. ,
At that time point t5, ESA = "1" may be output to increase the amount. For example, the time t5 is delayed as the rotation speed increases, or the time t5 is advanced as the load increases.

Further, as shown in FIG. 8 (b), the increase and / or the start and / or the end of the retard angle may be performed stepwise, which further reduces the shock.

Since the present embodiment is configured in this way, the transmission 50
The shift shock associated with the operation of is reduced by setting the retard amount AECT. Further, along with the setting of the retard amount AECT, the fuel increase coefficient FECT is set so that the injection amount of so-called synchronous fuel injection that is usually performed at every predetermined engine revolution is adapted to the ignition timing retard timing. Are increasing. Therefore, even if the exhaust temperature rises due to the retarded ignition timing as shown in FIG. 9, it is offset by the decrease in exhaust temperature due to the increase in fuel as shown in FIG. It can be prevented.

Also, the retard amount AECT is determined by the intake air pressure PM and the engine speed NE.
Based on the above, the setting is made according to the operating state of the internal combustion engine 1, so that the shift shock can be efficiently reduced due to the retard angle. Further, since the fuel increase coefficient FECT is also set according to the change in the retard amount AECT, the exhaust temperature can be lowered efficiently and the unnecessary increase can be prevented.

In this embodiment, the shift determination process executed by the ECU 40 corresponds to the process of the retard angle detection means M5, the shift operation determination process and the ignition timing control routine correspond to the process of the ignition timing correction means M4, and the injection is performed. The amount control routine corresponds to the process of the fuel amount correction means M6.

 Next, a second embodiment of the present invention will be described.

The present embodiment is exactly the same as the above-described first embodiment only in part of the processing in the ECU 40, and is otherwise the same in configuration.

The processing will be described with reference to FIG. The gear shift determination process, the gear shift operation determination process, the injection amount control routine, and the ignition timing control routine are shown in FIGS.
Since the processing is the same as that of the first embodiment shown in FIGS. However, FIG. 5A shows only steps 300 and 330.

Next, FIG. 11 is an injection amount control routine of so-called asynchronous fuel injection in which fuel is injected not at the crank angle but at a desired timing, for example, ignition execution or a specific process, and FIG. This is for the so-called synchronous injection, which is shown in step 320 of (a) and is performed at every predetermined crank angle in synchronization with the crank angle of the internal combustion engine 1.

First, in step 510, it is determined whether or not the signal ESA = "1". If the shift condition is not satisfied with ESA = "0", "N
It is determined to be “O”, and 0 is set to the counter CNT indicating the number of injections in step 520. After that, if the shift condition is not satisfied, the above process is repeated.

When the shift condition is satisfied, the signal ESA becomes “1”,
In the next step 530, the asynchronous fuel injection amount τ is set to the value obtained from the table h (AECT) as shown in FIG. 12 based on the value of AECT. The AECT may be obtained by executing the process of step 330 in FIG. 5A between steps 510 and 530 of this process.

Next, at step 540, it is judged if the count CNT is a predetermined number n or more. If it is less than n, the next step 53
At 0, asynchronous injection is executed. Various values of n are set by the engine. It may be changed depending on the driving condition.
Next, at step 560, the count CNT is incremented. Unless ESA = "0", asynchronous injection is executed n times, and then, in step 540, it is determined to be "YES",
Asynchronous injection will not be performed. Of course, the synchronous injection performed at every predetermined engine rotation continues even after that.

As described above, in this embodiment, the fuel amount increase correction is performed by the asynchronous fuel injection. In addition to the effect of the first embodiment,
Further, it is possible to prevent the exhaust gas temperature from rising, which is adapted to the ignition timing and has a quick response.

In the present embodiment, the asynchronous injection amount control routine executed by the ECU 40 corresponds to the process of the fuel amount correction means M6.

Further, in each of the above-described embodiments, the transmission 50 and the shift control device 60 correspond to the shifting means M2.

Further, the first embodiment described above and the second embodiment described above can be used in combination. For example, both the asynchronous injection and the synchronous injection may be increased, or the asynchronous injection alone, the synchronous injection only, or both injections may be increased depending on the operating conditions. Further, since the exhaust gas temperature rise due to such ignition retardation is remarkable at a relatively high load and high rotation, for example, the throttle opening is a predetermined value or more, the intake pipe pressure is a predetermined value or more, and the engine speed is a predetermined value. The increase in exhaust temperature may be suppressed by the minimum necessary increase by allowing the increase under the above conditions. Further, the increase may be permitted only when the exhaust temperature is equal to or higher than the predetermined temperature.

Further, although the above-mentioned embodiment is the automatic transmission,
The same can be applied to a manual transmission.

In each of the above-described embodiments, each process is executed by the ECU 40 and the shift control device 60, but the ECU 40 and the shift control device 60 may be combined into one computer and processed in the same device.

EFFECTS OF THE INVENTION The present invention increases the amount of fuel before reducing the shift shock by retarding the ignition timing.

Since this fuel increase is made in an amount according to the retard angle,
The wasteful consumption of fuel is suppressed, the exhaust gas temperature is prevented from rising efficiently and surely, and the internal combustion engine 1 is not adversely affected in terms of durability such as melting damage.

[Brief description of drawings]

FIG. 1 is an exemplary diagram of the basic configuration of the present invention, FIG. 2 is a system configuration diagram of the first embodiment of the present invention, FIG. 3 is a block diagram of an ECU and a shift control device, and FIG. FIG. 4 (b) is a flow chart showing a shift operation determination process performed by the shift control device, and FIG. 5 (a) is an injection amount control routine performed by the ECU. Flowchart shown, Fig. 5 (b)
Is a flow chart showing an ignition timing control routine executed by the ECU, FIG. 6 is a graph corresponding to a map for obtaining the retard angle amount from the engine speed and intake air pressure, and FIG. 7 is the increase correction coefficient from the retard angle amount. A graph corresponding to the table, FIG. 8 (a) is a timing chart of the processing of the first embodiment, FIG. 8 (b) is a timing chart of another processing example, and FIG. 9 shows the relationship between the ignition timing and the exhaust temperature. Graph showing, first
FIG. 10 is a graph showing the relationship between the air-fuel ratio and the exhaust temperature, FIG. 11 is a flowchart showing the asynchronous injection amount control routine of the second embodiment, and FIG. 12 is a graph corresponding to the table for obtaining the asynchronous injection amount from the retard angle amount. Is. M1,1 ...... Internal combustion engine M2 ...... Gearing means M3 ...... Drive wheel M4 ...... Ignition timing correction means M5 ...... Delay angle detection means M6 ...... Fuel correction means 7 ...... Ignition plug 11 ...... Throttle valve 18 ...... Fuel injection valve 19 ...... Igniter 20 ...... Distributor 31 ...... Intake pressure sensor 38 ...... Rotation angle (rotation speed) sensor 40 ...... Electronic control unit (ECU) 50 ...... Transmission 60 ...... Shift control device

Claims (2)

(57) [Claims] 1. A shift shock reducing device used in an automobile for transmitting the output of an internal combustion engine to drive wheels through a speed changing means, wherein the ignition timing of the internal combustion engine is changed according to the operating state of the internal combustion engine when the speed changing means shifts the gear. And an ignition timing correction means for correcting the ignition timing to the retard side by a retard amount, and a retard angle for detecting that the ignition timing is corrected to the retard side a predetermined time before the ignition timing is corrected to the retard side. And a fuel amount correction unit for increasing and correcting the fuel amount to the internal combustion engine by the fuel amount according to the retard amount when the retard angle detecting unit detects the correction. Gear shift shock reduction device. 2. The method according to claim 1, wherein the ignition timing correction means is retarded and the fuel amount correction means is started and / or ended in an increasing amount correction stepwise. The shift shock reducing device as described in the item.