JP2630804B2 - Output control device for engine with automatic transmission - Google Patents

Description

Description: BACKGROUND OF THE INVENTION (Industrial application field) The present invention relates to an output control device for an engine equipped with an automatic transmission, in which an engine output is changed at the time of shifting by the automatic transmission. It is about.

(Prior Art) Conventionally, in an engine with an automatic transmission, an engine output torque is estimated by some method as a method of realizing an optimal shift feeling by the automatic transmission, and thereby, an operation of a clutch or the like related to a shift is performed. A method of controlling a hydraulic pressure to reduce a shift shock has been put to practical use and generally used. Further, a technique for controlling the engine output in order to reduce a shift shock at the time of shifting by an automatic transmission is known as disclosed in, for example, Japanese Patent Application Laid-Open No. 55-69738.

(Problems to be Solved by the Invention) However, when the engine output is controlled at the time of shifting of the automatic transmission to reduce the shift shock as described above, the engine output for a predetermined period during the shifting operation is The control is performed by the controller so as to be optimal for the gear shifting operation. On the other hand, the output control cannot be performed as desired by the driver, and for example, the following problem may occur.

During the shifting operation, even if the driving state changes and the driver performs an accelerator operation, the engine output does not change accordingly, so that the vehicle does not travel as intended by the driver and the driving feeling is reduced. In particular, in cornering traveling such as a curved road, a traveling state in which the curvature of the road changes and output control by the accelerator is required even during turning occurs, but if such a state overlaps with the shift operation of the automatic transmission as described above, Shift to output control corresponding to this shift operation,
The output control corresponding to the driver's operation becomes impossible.

Therefore, in view of the above circumstances, the present invention is directed to reducing a shift shock of an automatic transmission by engine output control.
It is an object of the present invention to provide an output control device for an engine with an automatic transmission which can respond to a driver's request for acceleration / deceleration.

(Means for Solving the Problems) In order to achieve the above object, an output control device of the present invention comprises:
For example, when the output changing means changes the engine output based on the torque difference before and after the gear shift at the time of shifting by the automatic transmission, an accelerator change detecting means for detecting an accelerator change equal to or more than a set value, and a signal from the accelerator change detecting means are received. Prohibiting means for prohibiting the shift output control by the output changing means when the accelerator change is equal to or more than a set value.

Further, particularly in response to cornering traveling, a correction means may be provided for correcting the set value in the accelerator change detection means to be small in accordance with an increase in the steering angle and for enlarging the shift control output control prohibited area. .

FIG. 1 is a schematic configuration diagram for clearly showing the configuration of the present invention.

The driving force of the engine E of the vehicle is transmitted to the driving wheels via the automatic transmission A, and the shift speed of the automatic transmission A is changed by a shift signal from the shift control means B.

On the other hand, for the engine E of the vehicle, there is provided output changing means C for changing the engine output by, for example, adjusting the opening degree of a throttle valve, and the shift signal of the shift control means B is inputted to the output changing means C At the time of shifting of the automatic transmission A, an engine output is changed based on a torque difference between before and after the shifting to perform shifting output control for reducing shifting shock.

The output changing means C receives a signal from a prohibiting means D for prohibiting the output control during shifting. The prohibition means D receives a prohibition condition determination signal from the accelerator change detection means F. The accelerator change detecting means F detects an accelerator change equal to or greater than a set value, and the prohibiting means D receiving the signal from the accelerator change detecting means F outputs the output changing means C when the accelerator change is equal to or more than the set value. The output control at the time of shifting is prohibited.

The accelerator change detecting means F may output a correction signal from a correcting means G which has received a signal from the steering angle detecting means H. The correcting means G corrects the set value of the accelerator change detecting means F to a small value in accordance with an increase in the steering angle, based on a steering angle signal of a steering angle detecting means H for detecting a steering angle corresponding to cornering travel, and The range of prohibition of time output control has been expanded, and during cornering, the output control during shifting has been prohibited even with a small accelerator operation.
The output control according to the driver's operation is performed.

(Operation) In the output control device as described above, when performing shift output control to reduce shift shock during shifting of the automatic transmission, when an accelerator operation by a driver causes an accelerator change greater than a set value, The output control during shifting is prohibited by the prohibiting means, and output control is performed in accordance with the driver's operation. I try to improve the ring. In particular, during cornering traveling, it is possible to respond to acceleration / deceleration requests by a driver's fine accelerator operation.

(Example) Hereinafter, an example of the present invention will be described with reference to the drawings. Second
The figure is an overall configuration diagram of a specific example. This embodiment shows an example of a system in which engine output control during gear shifting is switched between throttle control and air-fuel ratio control (combustion state control) according to load.

The output of the engine 2 mounted on the vehicle 1 is transmitted to a drive wheel 7 via an electronically controlled automatic transmission 3, via a propeller shaft 4, a differential 5, and an axle 6. The automatic transmission 3 has a shift solenoid 8, a shift command signal is output from the main controller 9 to the shift solenoid 8, the hydraulic circuit is switched, and the shift mechanism is switched to a plurality of shift speeds. You.

On the other hand, a throttle valve 12 for adjusting the amount of intake air is interposed in an intake passage 11 of the engine 2.
The opening and closing of the throttle valve 12 is controlled by a throttle actuator 13 such as a DC motor. The first output changing means controls the engine output by adjusting the intake air amount by controlling the opening of the throttle valve 12. A control signal is output from the main controller 9 to the throttle actuator 13 so that the throttle opening is adjusted, and intake air control other than during shifting is also performed.

Further, an injector for fuel injection is provided in the intake passage 11.
The fuel injection controller 15 controls the fuel injection amount from the injector 14 and adjusts the combustion state by changing the supply air-fuel ratio to control the engine output.
Output change means is constituted. The fuel injection controller 15 includes a linear engine disposed in an exhaust passage 16 of the engine 2.
An air-fuel ratio signal from the O ₂ sensor 17 is input, and feedback control of the air-fuel ratio is performed so that the detected air-fuel ratio (detected voltage) becomes a predetermined value (reference voltage). At the time of shift control, a switching signal is output from the main controller 9 to the relay coil 18a of the switching circuit 18 to switch from feedback control of the air-fuel ratio to shift control, and at the same time, a reference signal for shift control is input from the main controller 9; The shift-time air-fuel ratio control is performed based on the shift.

The main controller 9 detects a vehicle speed signal from a vehicle speed sensor 21 for detecting a vehicle speed, an accelerator opening signal from an accelerator sensor 23 for detecting an amount of depression of an accelerator pedal 22 (accelerator opening), and an intake negative pressure. Signal from a throttle sensor 25 for detecting the opening of the throttle valve 12, and a steering angle signal θ from a steering angle sensor 28 for detecting the steering angle of the steering wheel 27. Each is entered.

FIG. 3 shows a time chart of the engine output control by adjusting the target throttle opening To and the air-fuel ratio A / F by the main controller 9 at the time of shifting. Before the shift, that is, before point a, the throttle opening To is controlled to the basic throttle opening Tb (memory value TH1) based on the accelerator pedal depression amount α, and the air-fuel ratio A / F (fuel injection amount) is determined by the detected air-fuel ratio. Feedback control is performed to achieve the stoichiometric air-fuel ratio (14.7). When a shift instruction (shift up) is input at point a from the normal operation state, the throttle opening To is set to a predetermined opening (memory value TH2) set according to the boost pressure B at high load as a preparatory stage I. On the other hand, at the time of low load, the air-fuel ratio is controlled so as to increase from the stoichiometric air-fuel ratio to a predetermined value (for example, 18) corresponding to the boost pressure B and to perform lean operation. This preparation stage I is continued for a predetermined time t ₁ (for example, 0.5 seconds).

After the engine output is reduced to a predetermined state by the above operation, a shift control signal is output to the automatic transmission 3 at a point b to perform a shift operation. In this shift stage II, the same throttle opening To or air-fuel ratio A / F as in the preparation stage I is used.
To a predetermined time t ₂ (eg, 1.2
Seconds) to maintain. When the gear change command at the point c is reset to shift is completed, the throttle control, as a recovery stage III, corresponding to the throttle opening to the normal accelerator opening at a predetermined time t ₃ when set according to the boost pressure The throttle opening is controlled so as to gradually return to the set throttle opening, and the shift control ends at point d. On the other hand, in the air-fuel ratio control, the control is performed so that the air-fuel ratio is returned to the stoichiometric air-fuel ratio immediately after the shift is completed at the point c.

In the above time chart, the main controller 9
Is set to 1 in the preparation stage I for the processing in
Then, it is set to 2 in the shift stage II, to 3 in the recovery stage III, and reset to 0 in other states.

Next, the processing of the main controller 9 will be described with reference to a flowchart.

FIG. 4 shows a main routine. The main controller 9 performs a predetermined system initialization (step S1) at the start of operation, reads detection signals from the various sensors, and inputs various information necessary for control from the sensors (FIG. 4). S2).

In step S3, a normal throttle control for setting and controlling the throttle opening To with a predetermined control characteristic based on the depression amount α of the accelerator pedal 22 is performed.

Step S4 performs a shift determination process for determining a shift speed from a shift map set in accordance with the vehicle speed and the throttle opening, and issues a shift instruction when a shift is necessary. Under the control, the actual shift operation of the automatic transmission 3 is performed in response to the shift instruction.

Subsequently, step S6 performs gear shift output control by setting the target throttle opening To or the air-fuel ratio A / F in correspondence with the gear shift control, and outputs the set throttle opening signal to the throttle actuator 13. The switching circuit of the fuel injection controller 15 transmits the air-fuel ratio signal during shifting.
The output control at the time of shifting is performed if the throttle change width and the changing speed are larger than the set values that change in accordance with the steering angle. Is prohibited. Then, the above routine is executed every predetermined time (for example, 30 msec).

Next, FIG. 5 is a detailed subroutine of throttle control in step S3 of the main routine. In step S10, the accelerator depression amount α is input, and in step S11, a basic throttle opening map is searched, and the basic throttle opening Tb is obtained from the accelerator depression amount α based on this map (S12). This basic throttle opening map shows the basic throttle opening corresponding to the accelerator pedal depression amount α.
Tb is set corresponding to the shift speed, a basic throttle opening Tb corresponding to the gear position is read from the map with respect to the detected accelerator depression amount α, and a target throttle opening To is set in step S13.

FIG. 6 is a detailed subroutine of the shift control in step S5 of the main routine. In step S20, it is determined whether or not the stage determination flag G is 2, that is, in the gear shift stage II. Since the flag is reset to 0 in a normal state, the process proceeds to step S21 with a NO determination and proceeds to step S4 of the main routine. It is determined whether or not a shift instruction has been output. At the time of YES determination that the shift instruction has been input, it is determined whether or not the step determination flag G is 0 (S22). Based on this YES determination, the step determination flag G is set to 1 and the timer T is reset to start counting. Then, the process proceeds to the preparation stage I (S23).

When the step determination flag G is set to 1, the determination in step S22 becomes NO, and the timer T sets the first set value t _1.
(0.5 seconds) is determined (S24). And
When the predetermined time t ₁ has elapsed, and outputs the transmission signal to the solenoid 8 of the automatic transmission 3 in step S25, the shift stage
As II, the stage determination flag G is set to 2, the timer T is reset, and the next count is started.

The step determined by the set of the second flag G, the determination is YES in the step S20, the timer T is the second set value t ₂
(1.2 seconds) is determined (S26). And
When the predetermined time t ₂ has elapsed, resets the shift instruction in step S27, is set to 3 stages determination flag G as a recovery stage III, it resets the timer T to start the next count.

When the shift instruction is reset, the determination in the step S21 becomes NO, and in a step S28, it is determined whether or not the step determination flag G is set to 3. If the determination is YES, the process proceeds to the step S30 to set the timer T to the third setting. It is determined whether the value t ₃ (recovery time) has been reached. Then, reset the stage decision flag G to 0 at a predetermined time elapses t ₃ (S31).
If the gear change command is lost halfway,
In step S29, the stage determination flag G is reset.

FIG. 7 is a detailed subroutine of the output control in step S6 of the main routine. In response to the change of the step determination flag G accompanying the shift control as described above, the output control in each step is performed, and the accelerator state is changed. , Output control prohibition processing is performed. In step S40, it is determined whether or not the step determination flag G is 0. In a state before and after the shift without inputting the shift instruction, a load determination flag F described later is reset to 0 (S41), and the accelerator opening α before the shift and Save throttle opening TH in registers AC and TH1, respectively (S
42). Further, it determined in accordance with the recovery time t ₃ for a recovery stage III below the boost pressure B (S43). Then, in the state before the shift, a control signal is output to the throttle actuator 13 so that the target throttle opening To set in the throttle control of FIG. 5 is obtained (S58), and in step S44, the air-fuel ratio flag is reset. The air-fuel ratio is controlled by the fuel injection controller 15 to the stoichiometric air-fuel ratio.

Next, when a shift instruction is input and the preparation stage I is entered, and the stage determination flag G is set to 1, a NO determination in step S40 determines whether the accelerator state is a shift output control prohibition condition in steps S45 to S47. Is determined. Step S45 is to read a set value for determining a prohibited state,
Values and values of the upper limit acceleration change rate d [alpha] ₀ of the upper accelerator variation Δα corresponding to the steering angle theta, read from a map that is set in advance. The setting characteristics are set so that the values of the accelerator change width Δα and the accelerator change speed dα ₀ decrease as the steering angle θ increases.
Then, in step S46, it is determined whether the accelerator change width due to the difference between the value of the detected accelerator depression amount α and the previous detected value in the register AC is larger than the upper limit accelerator change width Δα, and similarly, in step S47. Detected accelerator change speed d
It is determined whether or not α is greater than the upper limit accelerator change speed dα _{0. If} any of the determinations is YES, the shift output control is prohibited, and the process does not shift to the shift output control routine of step S48 and subsequent steps.

If the determinations in steps S46 and S47 are both NO and the accelerator operation state is smaller than the set value, the process first proceeds to step S48 to determine whether or not the stage determination flag G is 3 in the recovery stage III. The state of the load determination flag F is determined by the NO determination (S49). Since the load determination flag F is initially reset to 0, it is determined in step S50 whether the boost pressure B is in a high load state equal to or higher than a predetermined value B ₀ (for example, −300 mmHg), and a light load state (NO determination) is determined. ), The load determination flag F is set to 1 (S54), and in the case of a high load state (YES determination), the load determination flag F is set to 2 (S51). In order to maintain the control state even if the boost pressure B is changed by the throttle control or the like at the time of shifting, the load determination is made such that the determination in step S50 is performed only once with the load determination flag F being 0. The judgment of S49 is set.

If the load is high, the reduction coefficient k is determined in accordance with the boost pressure B by referring to the boost map in step S52.
Ask for. The reduction coefficient k is set to a small value so that the reduction rate increases as the load increases. In step S53, the reduction coefficient k is multiplied by the throttle opening TH1 before shifting to set a target throttle opening To. This throttle opening To is stored in the register TH2.

If the load is low, the air-fuel ratio at the time of shifting is set according to the boost pressure B in step S55. This shift air-fuel ratio is set to a larger air-fuel ratio, that is, a lean air-fuel ratio as the load becomes higher even in a low load range.In step S56, an air-fuel ratio flag is set, a switching signal is sent to a switching circuit 18 of the fuel injection controller 15, and this setting is made. A reference signal based on the air-fuel ratio is output.

The above-described control for reducing the engine output by adjusting the throttle opening or the air-fuel ratio is continued even in the shift stage II in which the stage determination flag G is set to 2. When the stage determination flag G reaches 3 in the recovery stage III, the target throttle opening To is calculated so that the throttle opening gradually returns to the normal state in step S57 by the YES determination in step S48. I do. This recovery process, the transition from the basic throttle opening Tb to shift at the end of the throttle opening degree TH2 corresponding to the gear position and the accelerator opening after the shift, in the course ratio of actual time T for recovery time t ₃ The opening is corrected.

In the above embodiment, the recovery control is performed only for the intake air amount control by the throttle opening degree control at the time of a high load. In the air-fuel ratio control, even if the air-fuel ratio in the shift state is returned to the normal control state, the fluctuation shock does not occur. Is omitted because it is small.

According to the above-described embodiment, at the time of shift-up shifting by the automatic transmission 3, the intake air amount is controlled by adjusting the throttle opening at a high load according to the load state by the boost pressure at that time, and the combustion state at a low load. Is controlled by adjusting the air-fuel ratio to reduce the engine output,
Fine shift shock control at low load and reduction of shift shock by hydraulic control of the clutch of the automatic transmission 3 at high load can be complemented to reduce wear of friction material, and overall good shift shock Can be obtained.

In addition, when performing the above-described shift output control, if the driver has a large acceleration / deceleration request whose accelerator change width or change speed is equal to or greater than a set value, the shift output control is prohibited to reduce shift shock. Rather, the engine output control corresponding to the driver's request is performed to obtain a good driving feeling. Further, when the vehicle is cornering with a large steering angle θ, the set value is corrected to a small value, and the engine output control corresponding to the driver's acceleration / deceleration request is performed even with a smaller accelerator operation, so that the cornering traveling performance can be secured. Things.

In the above embodiment, the determination of the prohibition condition is made by comparing the accelerator change width and the change speed with the set value. However, the determination may be made based on any one of the set values. Further, in the embodiment, the engine output reduction control corresponding to the shift-up shift is performed, but the engine output may be controlled corresponding to the shift-down shift to reduce the shift shock. Further, the control means for controlling the combustion state may be controlled by ignition timing control or the like in addition to the air-fuel ratio control.

(Effects of the Invention) According to the present invention as described above, with respect to reducing the shift shock during the shift of the automatic transmission by the engine output control, when the accelerator change is larger than the set value and the driver's acceleration / deceleration request is large. Can inhibit the output control during shifting and control the engine output with priority given to the driver's accelerator operation, thereby improving the accelerator controllability and ensuring a good driving feeling. In particular, the driving feeling can be improved during cornering when fine accelerator control is required.

[Brief description of the drawings]

Fig. 1 is an overall configuration diagram for clearly showing the configuration of the present invention, Fig. 2 is a control system diagram in one embodiment, Fig. 3 is a time chart diagram in gear shift control, and Fig. 4 shows an overall control operation. FIGS. 5 to 7 are main part flowcharts of respective control parts. A, 3 ... automatic transmission, B ... shift control means, C ... output change means, D ... prohibition means, E, 2 ... engine, F ...
Accelerator change detecting means, G ... correcting means, H ... steering angle detecting means, 1 ... vehicle, 7 ... driving wheels, 9 ... main controller, 12 ... throttle valve, 14 ... injector.

Claims (2)

(57) [Claims] An engine with an automatic transmission provided with output changing means for transmitting an engine output to driving wheels via an automatic transmission and changing the engine output during gear shifting by the automatic transmission, wherein An accelerator change detecting means for detecting an accelerator change, and a prohibiting means for receiving a signal of the accelerator change detecting means and prohibiting a shift output control by the output changing means when the accelerator change is equal to or more than a set value. Output control device for an engine with an automatic transmission. 2. An engine with an automatic transmission, wherein an engine output is transmitted to driving wheels via an automatic transmission and provided with output changing means for changing the engine output at the time of shifting by the automatic transmission. Accelerator change detecting means for detecting an accelerator change, steering angle detecting means for detecting a steering angle corresponding to cornering traveling, and output control during shifting by correcting a set value in the accelerator change detecting means to a small value according to an increase in the steering angle. Correction means for enlarging a prohibited area of the vehicle, and prohibiting means for receiving a signal from the accelerator change detecting means and prohibiting a shift output control by the output changing means when an accelerator change is equal to or more than a set value. Output control device for an engine with an automatic transmission.