JP3543981B2 - Method and apparatus for controlling the output torque of a drive unit of a vehicle - Google Patents

Description

[0001]
[Industrial applications]
The present invention relates to a method and a device for controlling the output torque of a drive unit of a vehicle.
[0002]
[Prior art]
A method of this kind and a device of this kind are known from the unpublished German patent application DE-P 420 401.41.4. There is proposed an electronic control of an automatic transmission that acts on the engine, in which case the output torque set by the driver is kept constant during the gearshifting process if the driver's requirements remain unchanged. You. Known publications propose a method of controlling the transmission, but only the surroundings of adjusting the engine to implement the desired functional characteristics.
[0003]
Similarly, from the unpublished German Patent Application P 423 297 3.6, the torque of the engine is quickly adjusted by adjusting the charge, i.e. substantially by controlling the air supply, and by adjusting the ignition. A method is described. In that case, the target engine torque is calculated based on the current engine speed and the air supply is adjusted accordingly. However, the air supply quantity thus determined, and thus the supply quantity as well as the engine torque output on the basis of the adjusted supply quantity, is the engine quantity required to obtain the desired output torque after a gearshift. It does not correspond to torque. This is because changes in the engine speed and, in some cases, possible converter boosts cannot be taken into account.
[0004]
It is known from German Patent Application DE-P 42 20 243.3 to take into account the loss torque when calculating the engine target combustion torque and to adapt a characteristic value map on which this torque is based.
[0005]
[Problems to be solved by the invention]
It is therefore an object of the present invention to ensure that the output torques are substantially the same during the gearshifting process of the transmission in the context of electronic transmission control when the driver's demands (intentions) are substantially unchanged. It is an object of the present invention to provide a method and a device for ensuring that the engine is adjusted.
[0006]
[Means for Solving the Problems]
The present invention, in order to solve this problem,
A method and apparatus for controlling an output torque of a drive unit of a vehicle, comprising:
A drive unit having at least an engine and a power transmission unit capable of open / closed loop control,
An output torque is set based on a driver's request, and the output torque is maintained substantially constant when the driver's request is substantially unchanged during control of the power transmission unit.
The torque generated by the engine is sourced by adjusting the amount that determines the power,
In that case, The power transmission unit has at least one controllable gear; At least one quantity that determines the output power of the power transmission unit Gear shift process End of control during control After Was adopted to adjust the value to the value taken.
[0007]
[Action]
According to a preferred embodiment, the power transmission unit has at least one controllable gear (transmission), the control of said power transmission unit comprising the control of the gearshifting process.
[0008]
Further, in a preferred embodiment, the at least one amount that determines the output is an air supply amount, a throttle valve position, an air supply amount, or a combustion torque contribution value based on the engine air supply. The adjustment of the amount is performed early so that the amount reaches a predetermined value at least at a predetermined time, that is, at the end of the gearshifting process or at a predetermined time (intersection) during the gearshifting process. Is determined (calculated) and / or the start of its adjustment takes place during a gearshift.
[0009]
As described above, in the configuration of the present invention, the air supply of the internal combustion engine is adjusted at an early stage during the gear shift process, and the air supply amount is controlled so as to be already adjusted to the value obtained after the end of the gear shift process. .
[0010]
The predetermined value is related to the target output torque and the output rotation speed. In a preferred embodiment, the power transmission unit has a converter unit, whose transmission characteristics are taken into account when calculating the predetermined value. In this case, the predetermined value is independent of the current rotational speed and the transmission characteristics of the converter clutch.
[0011]
In a preferred embodiment, the predetermined value is determined in accordance with the output target torque and the output rotation speed at the intersection in consideration of the transfer characteristics of the converter unit, and is adjusted to the value when the intersection is reached at the latest, Then, after the gear shift process is completed, the value is adjusted to the predetermined value.
[0012]
Thus, according to the configuration of the present invention, the engine can be optimally adjusted during the gear shift process.
[0013]
In this case, in particular, the air charge is generated by adjusting the air supply early, preferably by adjusting the throttle valve early, and thus based on this air charge. This has the advantage that the engine torque is adjusted to the value required to obtain the desired torque already before the end of the gearshifting process.
[0014]
Thereby, the engine torque is adjusted in a rapid and accurate manner, preferably via ignition correction during the gearshifting process, so that a gearshifting operation is performed.
[0015]
More effectively, in the configuration of the present invention, the boosting of the converter is considered when adjusting the engine, and even if the engine speed changes, the adjustment of the air supply is not affected.
[0016]
A further advantage is that the overshoot of the throttle flap position after the gearshifting process due to abrupt speed changes during the gearshifting and thus the overshoot of the engine torque is effectively prevented. This generally reduces the intake dynamics.
[0017]
Other advantages are described in the following description of the embodiments and in the dependent claims.
[0018]
【Example】
Hereinafter, the present invention will be described in detail using embodiments shown in the drawings.
[0019]
FIG. 1 is a block circuit diagram showing the drive unit 8 and the control unit 28 of the vehicle. The drive unit 8 comprises an engine 10, an internal combustion engine, which is connected via a crankshaft 12 to a converter unit 14 comprising a converter 16 and a converter clutch 18. The converter unit 14 is connected to a transmission unit 24 via a shaft 20, that is, a transmission input shaft, and an output shaft 26 of the transmission is an output shaft of a power transmission system (power train).
[0020]
Various input lines are led to the control unit 28. The control unit 28 is connected by a first input line 30 to a measuring element 32 which detects the rotational speed of the shaft 12, ie the engine speed n_mot. In a preferred embodiment, the control unit 28 is connected by an input line 34 to a measuring element 36 for detecting the rotational speed of the shaft 20, the so-called turbine speed n_turb. Via another input line 38, the control unit 28 is connected to a measuring element 40 which detects the rotational speed of the shaft 26, ie the output rotational speed n_ab. Further, an input line 42 is provided, by which the control unit 28 is connected to an operation member (for example, an accelerator pedal) 44 that can be operated by the driver, and the control unit 28 receives information on the position of the operation member 44. Supplied.
[0021]
Further input lines 46 to 48 are provided by which the control unit 28 is connected to measuring elements 50 to 52 which detect the engine, the power train and / or other operating parameters of the vehicle. Such operating parameters are, for example, battery voltage, engine temperature and the like. In a further preferred embodiment, an input line 54 indicated by a dotted line can be provided, by means of which the control unit 28 is connected to the transmission unit 24, which controls the actual mechanical transmission of the transmission unit 24. Information about the ratio, in particular the speed ratio, is provided.
[0022]
In the configuration of FIG. 1, the control unit 28 is used for controlling the engine and the power transmission system. The control unit 28 therefore comprises a first output line 56 leading to a device 58 for determining the fuel supply, a device 62 for regulating the air supply, in particular a second output line 60 leading to a throttle valve, and adjusting the ignition angle. It has a third output line 64 leading to a switching device 66, a fourth output line 68 leading to a converter clutch 18 that can be closed or open-loop controlled, and an output line 70 leading to the transmission unit 24. In that case, in the preferred embodiment, the control of the engine and the control of the drive train can also be performed by two control units, which are connected to each other by a communication system, for example a CAN.
[0023]
The principle function of the device shown in FIG. 1 is based on the prior art from the German patent application DE-P 420 401.4 mentioned at the outset with regard to the control of the transmission unit 24 and from the German patent application DE-P 423 297 3.6 with respect to the engine control. And from the open or closed loop control of converter clutch 18 commonly known in connection with electronic transmission control.
[0024]
The core of the function is that the driver's request (intention) obtained based on the position of the operation member 44 is converted into a target value m_ab_soll of the output torque generated on the output shaft 26. If the demands of the driver remain unchanged, this output torque demand, which is obtained by correspondingly adjusting the drive unit taking into account the transmission ratio and the boost ratio of the power train, becomes constant during the gearshifting process. It is thought that it is. In other words, this means that, if the driver's requirements have not changed during the gearshifting process, the speed of the shaft 26, ie the output speed n_ab, will have approximately the same value before and after the gearshifting process. Means
[0025]
In this case, in a preferred embodiment, the gearshift operation is performed in the same manner as in the prior art described above. The pressure of the clutch connecting and disconnecting the transmission unit 24 can be electrically closed or open loop controlled. If the driver's requirements remain the same, the clutch pressure is controlled during the gearshifting process so that the output torque of the vehicle drive is kept constant. In this case, a target value of the output torque is set based on the driver's request, and the target value is set to the transmission torque of the gear, that is, the torque of the torque appearing on the output side of the gear, according to the selected transmission gear (gear). It is converted into a desired value as well as a desired value for the clutch closing pressure of the associated clutch.
[0026]
Thereafter, the target value of the transmission torque of each transmission gear is linearly controlled and changed during the gearshifting process in order to carry out the gearshift, in which case the respective transmission torque target values are respectively deviated from the time-controlled target values of the respective transmission torque. The required value required for the clutch pressure is calculated. Further, the target value of the transmission torque is used for correspondingly controlling the engine torque to be generated from the engine. In principle, for example, when shifting up from first gear to second gear, pressure builds up in the second stage clutch in the first stage until the second speed clutch transmits the full engine torque. That is, until the target output torque is completely formed on the output shaft on the output side. As a result, the load on the first-speed clutch is removed, and the clutch is released thereafter.
[0027]
By keeping the input-side rotational speed of the transmission unit constant during this first phase, the second speed clutch operates with slip at this point. In a second stage, the clutch is correspondingly adjusted to the synchronous speed, i.e. the speed set for torque transmission when the clutch is not structurally slipping at the selected second speed by adjusting the engine accordingly. . If the driver demand does not change, the output torque is kept constant during the entire gearshifting process.
[0028]
Converter clutch 18 is controlled in a known manner. According to operating parameters such as load, temperature, speed, selected gear ratio, etc., the converter clutch limits the generation of noise for comfort reasons, and reduces various vibrations and other conditions to further increase the torque. To be. In this case, the converter clutch can be opened (increased operation), closed (1: 1 transmission), or assume an intermediate state in a closed loop control with a predetermined slip.
[0029]
Next, the description of the transmission control function will be supplemented by taking the adjustment of the torque generated from the engine as an example. Here, the supply of the engine, which is regulated via the air supply control via the throttle valve 62 and the subsequent calculation of the amount of fuel to be supplied (in the case of diesel engines via the control of the amount of fuel). The effect on the air and the effect on the ignition angle are performed in combination. In that case, the engine torque obtained after the gearshifting process is determined based on the previous gear ratio in the previous gear and the new gear ratio in the new gear. The target torque calculated in this way is used for adjusting the air supply and correcting the ignition angle in relation to the actual engine speed. In this case, the temporal control is as follows: the increase of the air supply is performed early, the ignition angle is changed in parallel, and the torque change caused by the ignition angle is changed by the torque change caused by the air charge. Is done just to compensate. This has the advantage that the engine torque is adjusted during the gearshifting process, rather than via a relatively slow and inaccurate charge control, but via a relatively fast and accurate ignition angle correction.
[0030]
Then, after the above-mentioned transmission control, the ignition angle change is substantially reduced when the point at which the engine torque has to be changed in order to reach the new synchronous speed is reached.
[0031]
This method substantially corresponds to the method in the prior art described at the outset. However, in this case, the boost ratio of the converter unit is not taken into account and the calculation of the throttle valve position is performed according to the actual speed, so that the adjustment of the air supply does not necessarily correspond to the value existing after the end of the gearshifting process. do not do. The engine torque adjusted thereby also does not always correspond to the value obtained after the end of the gearshifting process.
[0032]
In order to improve this characteristic, which is not good in many applications, according to the invention, the adjustment of the air supply, preferably of the throttle flap, is substantially (within normal tolerances) already during the gearshift process. It is done to adjust to the value obtained after the process. By adjusting the air supply and reversing the change in the ignition angle, the engine torque to be adjusted to obtain the target output torque after the end of the gearshifting process is independent of the boost ratio of the converter and independent of the actual speed. Is realized.
[0033]
Further, it should be noted that the inventive arrangement can not only be used in connection with the transmission control described above. All that matters is that the output torque generated by the power train is approximately the same if the driver's requirements remain the same before and after the gearshift process. Other transmission control methods can be used in other preferred embodiments within the framework of this method.
[0034]
A first preferred embodiment is shown in FIGS. FIG. 3 shows the flags SS and SSV (FIG. 3a), the actual combustion torque mo_v_ist (FIG. 3b) generated from the engine, the engine speed n_mot (FIG. 3c), and the air supply which is adjusted according to the engine speed by the conventional technology. The combustion torque contribution value mo_v_fu (n_mot) (FIG. 3d) generated on the basis of the following equation, the supply torque contribution value mo_v_fu (n_mot_n) (FIG. 3e) adjusted according to the present invention, and the torque change Δmo_v_zw (FIG. The time characteristic of 3f) is shown. The time is indicated horizontally and the magnitude of each variable is indicated vertically.
[0035]
A gearshift operation of the transmission is initiated when there is a corresponding driver request or when there is a predetermined operating state based on, for example, a load / speed combination. In that case, a flag SS characterizing the gear shift process is set. This is shown in FIG. 3a by the change in the level of signal SS at time T0. Thereafter, the above-described transmission clutch control is performed. During this period, both the engine speed and the engine torque remain unchanged, which is represented in FIGS. 3b to 3f in the period between T0 and T1. At a predetermined time after the start of the gearshift process, possibly depending on the operating parameters, depending on the operating conditions of the engine, i.e. at time T1, which is selected according to the load and the speed, the throttle flap or the charge is predicted after the gearshift process. Is adjusted to a certain value. In that case, the time point T1 is that the throttle flap is operated early before the end of the gearshifting process, at least immediately before the end of the gearshift (ideally at the end), ie before the engine speed reaches the synchronous speed, Selected to be adjusted to
[0036]
For this purpose, according to FIG. 3a, at time T1, a flag for adjusting the throttle flap is set. This is illustrated in FIG. 3a using a level change of the signal SSV. At this time, the throttle valve is operated, and is set to a predetermined value corresponding to the value that the throttle valve has after the gear shift ends. The torque change caused by the charge change is compensated by the opposite adjustment of the ignition angle shown in FIG. 3f, so that the resulting torque is kept constant. The engine torque (FIG. 3b) is kept constant until the adjustment of the transmission unit is finished, that is, until the new gear can fully obtain the desired output torque. The engine speed is then controlled in an open or closed loop in a predetermined manner, and is changed from the first synchronization value in the previous gear to the new synchronization value in the new gear by adjusting the engine (until time T3).
[0037]
The determination (calculation) of the throttle valve adjustment will be described with reference to the flowchart shown in FIG. According to this, in a first step 100, it is checked whether the flags SS and SSV are set. Otherwise, the program portion is terminated, and if the flag SS exists, the gear shift operation is performed, and otherwise, the normal operation is performed. If both flags are set, at step 102 at least the output speed n_ab, the transmission gear ratio U_neu obtained with the new gear, the driver's demand or target output torque mo_ab_soll and, in the preferred embodiment, the turbine speed The value of the number n_turb is read, and in a subsequent step 104 the target turbine torque mo_turb_soll to be generated on the shaft between the converter and the transmission unit is calculated by forming the quotient of the target output torque and the new transmission gear ratio.
[0038]
In step 104, the turbine output rotational speed n_turb existing after the gear shift process is calculated from the product of the output rotational speed n_ab and the new transmission gear ratio U_neu.
[0039]
Thereafter, at step 106, the boost parameter of the converter is determined. This is determined according to the turbine speed and the target turbine torque by means of a characteristic value map. The rotation speed increase coefficient nu is read from the map based on the calculated turbine target torque and turbine rotation speed when the converter clutch is disengaged or when closed-loop control is performed. When the converter clutch is closed, that is, when the transmission of the converter unit is 1: 1, the coefficient nu = 1. Thereafter, the torque transmission mu of the converter unit is read from the characteristic curve based on the rotation speed ratio nu. When the converter clutch is closed, the coefficient mu = 1.
[0040]
After the conversion coefficient of the converter clutch is obtained, in the next step 108, the engine speed n_mot_n after completion of the gear shift process is obtained. This is obtained by forming the quotient by dividing the turbine speed after the end of the gearshift process calculated in step 104 by the converter unit speed ratio nu when the driver demand is substantially constant. Similarly, the value of the engine torque after the gear shift process, that is, the clutch torque mo_kup_nach is obtained by forming the quotient of the turbine torque mo_turb_soll after the gear shift process calculated in step 104 and the torque transmission coefficient mu of the converter unit. .
[0041]
In the following step 110, the throttle valve opening target value is calculated based on the calculated values of the clutch torque mo_kup_nach and the engine speed n_mot_n.
[0042]
First, the target combustion torque mo_v_soll is calculated as the sum of the clutch torque mo_kup_nach and the contribution mo_schlep (n_mot_n) and mo_na of the loss torque or consumption torque of the additional device. These values are stored in a characteristic value map or characteristic curve and adapted as known from the prior art. In that case, the torque loss coefficient mo_schlep due to friction or throttling is taken into account. This must be procured by adjusting the combustion torque. These are almost related to the rotation speed and the temperature. In this case, a particularity associated with the method according to the invention is that the coefficient mo_schlep is determined in accordance with the calculated rotational speed n_mot_n of the second synchronization point, so that the ratio after the end of the gearshift process is already taken into account. . Therefore, the calculated combustion target torque takes a value necessary to procure the target output torque at the second synchronization point.
[0043]
Then, in another map, an air mass target value ml_soll is calculated according to the target combustion torque value mo_v_soll and the engine speed n_mot_n after the gear shift process, and this value is used together with the engine speed n_mot_n after the gear shift process in the other maps. It is converted into the position target value DKsoll. This value is output to the engine control unit in the subsequent step 112. Thereafter, the program portion is terminated.
[0044]
The throttle valve setpoint is output to an electronic adjustment device for adjusting the throttle valve, whereby the throttle valve position is adjusted to the setpoint in a predetermined manner. Based on changes in the air supply, the fuel metering device changes the amount of fuel to be supplied in a conventional manner. This results in an adjustment of the desired charge and thus of the calculated target combustion torque. This is converted into the engine torque to be generated from the engine without changing the ignition angle. The ignition angle adjusted via the known map is thus corrected so that the combustion torque is kept constant. The ignition angle is accordingly adjusted in the retard direction.
[0045]
The decision to adjust the throttle valve described above is made at time T1 in FIG. By outputting the throttle valve setpoint, from time T1 shown in FIG. 3e, the contribution of the charge to the combustion torque of the engine is increased, which rises as shown in FIG. 3e. This effect is compensated by retracting the ignition angle from time T1, as shown in FIG. 3f, so that the combustion torque is kept constant, as shown in FIG. 3b. When the new gear has transmitted the full torque, the engine speed is closed or open loop controlled and transitions from the first synchronization point to the second synchronization point as shown in FIG. 3c. The second synchronization point is then reached at time T3. At this point, the throttle valve reaches its end position at the latest. This means that the contribution value of the combustion torque based on the air supply has reached the value obtained after the gearshifting process, as shown in FIG. 3e. By returning the ignition angle correction after time T3, the engine torque in the new gear is formed as shown in FIG. 3b. In that case, the throttle flap position remains unchanged, as shown in FIG. 3e.
[0046]
FIG. 3d shows the characteristic of the torque contribution based on the air supply when the throttle valve position is adjusted according to the actual engine speed. What is characteristic in that case is the appearance of an overshoot of the throttle flap between times T1 and T3, which leads to poor characteristics, in particular undesired dynamics in the intake manifold, and to the shifting of gearshifts. Comfort is impaired.
[0047]
The situation described in FIG. 3 relates to, for example, upshifting from third gear to fourth gear. The predetermined method in the case of downshifting is likewise possible, provided that there is adequate room to correct the ignition angle (in the direction of increasing the torque).
[0048]
What is important in the method described above is that the throttle flap position is determined such that the engine torque obtained by its adjustment exactly corresponds to the clutch torque after a gearshift. The calculated throttle valve position value is related to the target output torque (driver demand) and output speed, but not the current (actual) engine speed. If the driver's requirements change during the gearshifting process, it can be taken into account in determining the target turbine torque as shown in step 104.
[0049]
The method described above applies if the target turbine torque, ie the torque applied to the input of the transmission unit, remains unchanged at the intersection. The point where the torque of the clutch of the previous gear has just disappeared and the clutch of the new gear exceeds the total torque is said to be an intersection. In another preferred embodiment, the point of intersection where both the previous and new gear clutches are in the intermediate position is also referred to as the intersection. In the crossover phase, a transmission control can be provided which must adjust the target turbine torque to the new gear in synchronism with the increase in pressure of the new clutch. You have to take the supplementary method shown.
[0050]
In FIG. 5 as well, the amount of time and the amount of vertical variation, ie, the actual combustion torque mo_v_ist (FIG. 5b), the engine speed n_mot (FIG. 5c), the torque contribution value mo_v_fu (FIG. 5d) based on the air supply, and the ignition angle The torque change Δmo_v_zw (FIG. 5e) due to the action, the throttle valve position DKist (FIG. 5f) are described, and the gear shift flag is described in FIG. 5a.
[0051]
As described above in connection with FIG. 3, it is also shown in FIG. 5a that a change in the level of the signal SS initiates the gearshifting process at time T0. At the time T1, which is selected according to the operating parameters based on the time T0, the level of the signal SSV changes, whereby the adjustment of the charge is permitted or activated in the course of a gearshift. Then, as shown in FIG. 5d, the contribution of the charge to the engine torque or the position of the throttle flap is calculated and output in relation to the intersection by the method shown in FIG. 4, and the charge is adjusted as shown in FIG. 5d. You. In that case, the torque change up to time T2 is compensated by correspondingly correcting the ignition angle as shown in FIG. 5e. Since the ignition angle correction is returned in synchronization with the new clutch pressure increase at time T2 before the intersection, the engine torque rises to a predetermined value as shown in FIG. A turbine torque corresponding to the target torque is provided. Note that the throttle valve position at the time T2 is shown in FIG. 5F. The turbine speed remains at the previous synchronization value at the intersection as in FIG. 5c.
[0052]
At time T2, a process as shown in FIG. 4 is performed to perform the throttle valve adjustment.
[0053]
In a first program step 200, it is checked whether the flags SS and SSV are set. If not, the program part is terminated; otherwise, at step 202 at least the operating parameters, namely the output speed n_ab, the transmission gear ratio U_alt of the previous gear, the transmission gear ratio U_neu of the new gear, the target The output torque mo_ab_soll and in the preferred embodiment the actual turbine speed n_turba are read.
[0054]
In order to achieve the target turbine torque of the new gear at the intersection, the throttle flap must already be adjusted to the new value at an earlier point in time compared to the method shown in FIG. In order to calculate the target engine torque mo_kupu at the intersection required to procure the target turbine torque and the supply of air at the intersection, the engine speed n_mot_u at the intersection is calculated. This is performed based on the output rotation speed and the output target torque. This is because the output speed is maintained substantially constant during the gearshift if the driver's requirements remain unchanged.
[0055]
Unlike the engine speed, at the intersection, the turbine speed n_turba is determined by the previous gear ratio U_alt. This is because there is no change in the rotational speed. However, when the converter clutch is open or under closed loop control, the engine speed at the intersection changes by adjusting the turbine torque, which increases. The throttle valve opening is therefore calculated on the basis of the calculated values of the engine speed and the engine torque at the intersection and is adjusted via the target value of the air mass as described above.
[0056]
For this reason, in an embodiment, in step 204, the turbine speed n_turba (if not measured) is calculated from the output speed and the previous transmission ratio, and the turbine target torque mo_turb_soll_u at the intersection is calculated as the output target torque and the new target torque. It is determined from the quotient of the gear ratio. Thereafter, in step 206, the converter boost factors nu and mu are determined according to the above-described method, and in step 208, the engine speed n_motu at the intersection is calculated from the quotient of the turbine speed n_turba and the factor nu. Further, in step 208, the engine torque mo_kupu at the intersection is determined from the quotient of the target turbine torque mo_turb_soll_u at the intersection and the torque conversion coefficient mu of the converter.
[0057]
Thereafter, a throttle valve target value is calculated as shown in step 209, which is output to the engine controller as shown in step 210, and the engine controller adjusts the adjustment shown in FIG. 5 between time points T1 and T2 (see FIG. 5). Is performed as described above. Thereafter, at decision step 212, a new gear is selected, i.e., whether the new gear has taken over the output torque and has completely taken over the torque transmission, and whether the engine speed can be adjusted to the synchronization point of the new gear. It is checked whether it is. This is the case shown at time T3 in FIG. If the determination at step 212 is affirmative, at step 214, processing as shown in FIG. 2 is performed to calculate the throttle valve position after the end of the gear shift process, and the program portion ends.
[0058]
In this method, as shown in FIG. 5, since the engine speed decreases at the end of the gear shift process, the throttle valve position can be slightly reduced from time T3 to time T4. The decrease in the engine speed from the first synchronization point to the second synchronization point is performed by ignition angle correction, and the ignition angle correction gradually decreases toward time T4. During this period, the torque contribution value based on the air supply is kept constant.
[0059]
In this embodiment, the setting of the time point T1 and the flag SSV is determined such that the adjustment of the air supply is performed by the time point T2 at the latest.
[0060]
What is important in the case of the second embodiment is that the supply air torque value is adjusted from the beginning to a value approximately after the end of the gearshift.
[0061]
【The invention's effect】
As is apparent from the above description, according to the present invention, the amount of output such as the air supply amount and the throttle valve position is determined by the gear shift. During the control of the process, after the end of the control Because that amount is adjusted to the value it takes, If the driver demands are almost unchanged, Transmission gear shift A Output torque But Almost constant Become As described above, the engine can be adjusted, and the effect that the engine can be optimally controlled during the gear shift operation is obtained.
[Brief description of the drawings]
FIG. 1 is a block circuit diagram schematically showing a drive unit having a control unit.
FIG. 2 is a flowchart illustrating a first embodiment of the present invention.
FIG. 3 is a waveform chart showing changes in various operating parameters in the first embodiment.
FIG. 4 is a flowchart illustrating a second embodiment of the present invention.
FIG. 5 is a waveform chart showing changes in various operating parameters in the second embodiment.
[Explanation of symbols]
8 Drive unit
10 Engine
14 Converter unit
16 Converter
18 Converter clutch
24 Transmission unit
28 control unit

Claims (8)

In a method for controlling an output torque of a drive unit of a vehicle,
A drive unit having at least an engine and a power transmission unit capable of open / closed loop control,
An output torque is set based on a driver's request, and the output torque is maintained substantially constant when the driver's request is substantially unchanged during control of the power transmission unit.
The torque generated by the engine is sourced by adjusting the amount that determines the power,
In that case, has the power transmission unit is at least one controllable gear, at least one of an amount defining the output is a value taking the amount of the control after the end its during control gearshift process of power transfer unit A method for controlling an output torque of a drive unit of a vehicle, the method being adjusted. 2. The method according to claim 1 , wherein the at least one quantity defining the output is an air supply, a throttle valve position, a charge or a combustion torque contribution based on the charge of the engine. The adjustment of the amount, the amount is, and as is reached formic Yashifuto process ends at a predetermined value less The method of claim 1 or 2, characterized in that takes place at an early stage. 4. The method according to claim 3 , wherein the determination of the predetermined value of the quantity and / or the start of the adjustment is performed during a gearshift. 5. The method according to claim 3 , wherein the predetermined value is related to a target output torque and an output speed. 6. The method as claimed in claim 3 , wherein the power transmission unit has a converter unit, the transmission characteristics of which are taken into account when calculating the predetermined value. 7. The method according to claim 3, wherein the predetermined value is independent of the current speed and the transmission characteristic of the converter clutch. In an apparatus for controlling an output torque of a drive unit of a vehicle,
A drive unit having at least an engine and a power transmission unit capable of open / closed loop control,
An output torque is set based on a driver's request, and the output torque is maintained substantially constant when the driver's request is substantially unchanged during control of the power transmission unit.
The torque generated by the engine is sourced by adjusting the amount that determines the power,
In that case, has the power transmission unit is at least one controllable gear, at least one of an amount defining the output is a value taking the amount of the control after the end its during control gearshift process of power transfer unit A device for controlling the output torque of a drive unit of a vehicle, the device being adjusted.

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