JPH02112635A - Control device for vehicle engine with automatic transmission - Google Patents

Abstract

PURPOSE:To prevent a powerless feeling from being given to power performance by suppressing a decrease amount of engine output, decreased by an output decreasing means in speed change action, to a less degree when an automatic transmission is operated in a power mode than when an economy mode is selected. CONSTITUTION:When an automatic transmission 12 performs speed change action, a showing signal thereof is output to an engine control unit 24 from an automatic transmission control unit 38. An ignition signal for an ignitor 20 is transmitted in the output delayed by a predetermined value from the ignition timing obtaining an ordinary maximum output, thus decreasing an engine output. Here the ignition timing is calculated in its delay amount to a desired delay value based on an engine speed from a speed change delay timing value of each mode in accordance with a select mode in its decision signal from a mode decision means 50 with economy mode and power mode speed change delay timing values left as prestored on a table in the unit 24.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a control device for an engine for a vehicle equipped with an automatic transmission, and in particular, to reduce the engine output during the gear shifting operation of the transmission to reduce shift shock. This invention relates to an improvement in a control device for an engine for a vehicle equipped with an automatic transmission.

(Prior art) In general, in vehicles that have an automatic transmission attached to an engine that generates large torque, it is necessary to reduce the shift shock of the vehicle that occurs when the gear is shifted and the impact force that is applied to the shift mechanism of the automatic transmission. To prevent this, the automatic transmission clutch is kept slipping for a long period of time. However, if the clutch is allowed to slip for a long period of time, the wear of the clutch is accelerated, causing problems in the reliability of the automatic transmission, such as decreasing its durability.

Therefore, the shift operation of the automatic transmission is detected, and during the shift operation, the engine output is reduced by a predetermined amount, for example by retarding the ignition timing, thereby reducing the shift shock. Conventionally, attempts have been made to reduce the slipping time of the clutch.

(Unexamined Japanese Patent Publication No. 62-131831, etc.) (Problems to be Solved by the Invention) In recent years, automatic transmissions have changed their shift schedules into an economy mode that emphasizes fuel efficiency and a power mode that emphasizes power performance. Some vehicles are equipped with automatic transmissions that can be switched at will, but if the engine output is reduced by a predetermined amount as described above while the automatic transmission is in operation, the vehicle will not be able to drive in power mode. However, there is a problem in that the power performance during the gear shifting operation feels weak, and the drive feeling remains unsatisfactory.

The present invention was made in view of these circumstances, and
The purpose is to provide a control device for an engine for a vehicle with an automatic transmission that can suppress as much as possible a decrease in power performance when a power mode is selected.

(Means for Solving the Problems) In order to achieve the above object, the present invention arbitrarily selects a power mode shift schedule that emphasizes power performance and an economy mode shift schedule that emphasizes fuel efficiency. an automatic transmission to obtain, a mode determining means for determining a mode of a selected shift schedule of the automatic transmission;
reducing the engine output by a predetermined amount during the shifting operation of the automatic transmission in response to outputs from the shifting operation detecting means for detecting the shifting operation of the automatic transmission, and the shifting operation detecting means and the mode determining means; and, when the power mode is selected at this time, an engine output reduction means for suppressing the amount of reduction in the engine output lower than when the economy mode is selected. Configure.

(Function) According to the present invention having the above configuration, when the power mode is selected in the shift schedule of the automatic transmission, the amount of reduction in the engine output reduced by the output reduction means during the shift operation of the automatic transmission is reduced. , is suppressed to a lower level than when the economy mode is selected, so the amount of drop in power performance during the shift operation period in that power mode is minimized, thereby reducing the feeling of lack of power performance during the shift operation. The drive feeling is improved by making it less noticeable.

(Example) Hereinafter, a preferred example of the present invention will be described in detail based on the accompanying drawings.

FIG. 1 shows a schematic configuration diagram of a control device for an engine for a vehicle with an automatic transmission according to the present invention. This automatic transmission 12 is connected to a rear differential gear 16 via a propeller shaft 14. In addition, 1
8 is the rear tire.

The engine 10 is provided with an igniter 20 that generates a high voltage in a secondary coil, and a distributor 22 that distributes the output voltage to the spark plugs of each cylinder. The igniter 20 is controlled by an engine control unit 24. Here, 26 is a crank angle sensor that detects the crank angle, 28 is a throttle sensor that detects the opening degree of the throttle valve, 30 is a water temperature sensor that detects the cooling water temperature, and 32 is an air flow meter that detects the amount of intake air. These various sensors 26 to 32 are connected to the engine control unit 24, and according to the signals from these sensors, the engine control unit controls the engine so that the spark plug is sparked at the ignition timing when the engine 10 is in the best operating condition. A unit 24 controls the igniter 20.

On the other hand, the automatic transmission 12 includes transmission mechanisms (such as solenoid switches) 34a to 34c for shifting to each gear stage.
and a lock-up mechanism (such as a solenoid switch) 36 that locks up a specific gear position.

Each of the transmission mechanisms 34a to 34c and the lockup mechanism 36 are controlled by an automatic transmission control unit 38.

Here, 40 is a vehicle speed sensor that detects the vehicle speed, 42 is a lever position sensor that detects the position of the gear shift lever, and 44 is a selection for setting the shift schedule of the automatic transmission 12 to economy mode or power mode. This is a mode selection switch for these various sensors 40 to 44.
is connected to the automatic transmission control unit 38 together with the throttle sensor 28 and water temperature sensor 30. The automatic transmission control unit 38 also has an economy mode shift schedule in which the shift up point is set closer to the low speed side so as to shift up to a high speed gear quickly with emphasis on fuel efficiency, and a power shift schedule. A power mode shift schedule is stored in advance in which the shift up point is set closer to the high speed side so as to maintain the vehicle in a low gear for a long time with emphasis on performance, and the output signal from the mode selection switch 44 is automatic transmission 12 according to the economy mode shift schedule or the power mode shift schedule, depending on the
It is designed to control the speed change operation.

By the way, in this embodiment, the engine output reducing means 46 referred to in the present invention is composed of the above-mentioned engine control unit 24 and an ignition system such as the igniter 20 controlled by the engine control unit 24, and the ignition timing is set so that the maximum output is generated. The engine output is reduced by a predetermined amount by controlling the timing to be delayed by a predetermined value.

Further, the gear shift operation detection means 48 is constituted by the automatic transmission control unit 38, and further includes a mode determination means 50.
is composed of the mode selection switch 44 mentioned above. Signals are exchanged between the automatic transmission control unit 38 and the engine control unit 24, and when the automatic transmission 12 is shifted, a signal indicating the shift operation is sent from the automatic transmission control unit 38 to the engine. In addition to being output to the control unit 24, a signal indicating the selection mode of the shift schedule determined by the mode determining means 50 is also output.

When the engine control unit 24 receives a signal indicating a shift operation from the automatic transmission control unit 38, the engine control unit 24 retards the output of the ignition signal to the igniter 20 by a predetermined value than the ignition timing at which the normal maximum output is obtained. This signal is used to reduce engine output. At this time, the ignition timing retard value t
htsrt is an economy mode shift retard value thtsf corresponding to the two shift schedules of the automatic transmission 12.
t(E) and power mode shift retard value thtsft(P)
is stored in advance on a table in the engine control unit 24, and based on the selection mode determination signal from the mode determining means 50, the economy mode shift retard value thtsf't(E) or the power mode shift retard value is determined. A desired retard value thtsI't based on the engine speed is calculated from the value thtsf't(P). In addition, the economy mode shift retard value thtsf
Power mode shift retardation value thtsl compared to t(E)
't(P) is set to a small value, so that the amount of decrease in engine output during gear shifting operation when the power mode is selected is suppressed to be smaller than when the economy mode is selected.

Next, the flow of control in this embodiment will be explained with reference to the flowchart in FIG. 2. First, in step S10, signals from various sensors such as the engine speed Ne, intake air fiV, and water temperature T are read, and the next In step S20, a basic fuel injection pulse Tp is calculated from the engine speed Ne and the intake air mV.

In the next step S30, a basic advance value thtbse is further calculated based on the engine speed Ne and the basic injection pulse Tp, and in the next step S40, a water temperature advance value thtthv is calculated in accordance with the water temperature T. be done.

Next, in step S50, it is determined whether the execution conditions for retarding the speed change are satisfied.

Note that this execution condition is that (1) the shift retardation start flag is set. (2) Edge 2 rotation speed Ne is within the speed change retardation execution speed range. ■The shift lever is in the driving range. ■When four conditions are met: there is no abnormality in the output values of the water temperature sensor, intake temperature sensor, throttle sensor, and air flow meter. Furthermore, the shift retardation start flag (■) is set during a shift operation, but the conditions under which this flag is set are slightly different between upshifting and downshifting. That is, at the time of upshifting, the throttle opening is equal to or higher than the set value, the expected engine speed after the upshift is equal to or higher than the set value, and the brake pedal is not depressed. on the other hand,
During downshifting, the throttle opening is greater than or equal to the set value, the expected engine speed after downshifting is less than or equal to the set value, and the shift lever is not in the neutral position.

Then, if the determination in step S50 is YES, it is determined in the next step S60 whether or not the selected shift schedule is power mode, and if the determination in step S60 is YES, power mode is selected. If so, the process moves to step S70 and the shift retard value ttlt is determined.
sft is the power mode shift retard value thtsft(P
) is calculated, and then the process moves to step 5100 where the final ignition timing thtrin(-t11tbse+thtt
hw-Lhtsf't) is calculated, and an ignition signal is sent to the igniter 20 according to this final ignition timing tht('in).

On the other hand, if the determination in step S60 is NO and the economy mode is selected, the process moves to step S80 and an economy mode shift retard value thtsl't(E) is calculated as the shift retard value thtsf't. Next, in step 5100 described above, the final ignition timing thtf'in is calculated, and an ignition signal is sent to the igniter 20 in accordance with this final ignition timing thtf'in.

On the other hand, if the determination in step S50 is No and the conditions for executing the shift retard are not satisfied, the shift retard value thtSf't is set to O in step S90, and then the process moves to step 5100 and the final step is performed. Ignition timing thtth n (-th
tbse+thtthv-thtsf't) is calculated, and an ignition signal is sent to the igniter 20 according to this final ignition timing thtf'in.

In other words, as is clear from the above description, in this embodiment, the power mode that emphasizes power performance is selected in the shift schedule of the automatic transmission 12, and the economy mode that emphasizes fuel efficiency is selected. In some cases,
By changing the retard value of the ignition timing and reducing the retard value in power mode, the amount of reduction in engine output during shift operation of the automatic transmission 12 is thereby varied, and the amount of reduction in power mode is kept small. There is.

For this reason, the amount of drop in power performance during the shift operation period in that power mode is minimized, and as a result, the feeling of lack of power performance during shift operation is minimized, and the driving feeling is improved. It will be improved.

In this embodiment, the engine output reduction means 46 is configured with an ignition system and the amount of decrease in engine output is controlled by the ignition timing, but instead, for example, it can be configured with a fuel supply system and the engine output is controlled by the ignition timing. The amount of decrease in output may be controlled by the air-fuel ratio, or may be controlled by both the ignition system and the fuel supply system.

(Effects) In summary, according to the present invention, when the power mode is selected in the shift schedule of the automatic transmission, the amount of reduction in engine output reduced by the output reduction means during the shift operation of the automatic transmission is This is less than when the economy mode is selected, so the drop in power performance during the shift operation period in that power mode is minimized, thereby reducing the feeling of lack of power performance during the shift operation. It is possible to improve the drive feeling by not feeling as much as possible.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram of an embodiment of a control device for a vehicle engine with an automatic transmission according to the present invention, and FIG. 2 is a diagram showing a flowchart of the control device shown in FIG. 1. 10... Engine 12... Automatic transmission 20... Igniter 24... Engine control unit 38.
... Automatic transmission control unit 44 ...
...Mode selection switch 46...Engine output reduction means 48...
・Shift operation detection means 50...Mode determination means Patent Applicant: Mazda Co., Ltd. Agent
Person Patent Attorney - Kensuke Iro
Patent Attorney Masatoshi Matsumoto Figure 2

Claims (1)

[Scope of Claims] An automatic transmission capable of arbitrarily selecting a power mode shift schedule that emphasizes power performance and an economy mode shift schedule that emphasizes fuel efficiency; and a mode determining means for determining a mode; a shifting operation detecting means for detecting a shifting operation of the automatic transmission; and a mode determining means for detecting a shifting operation of the automatic transmission; engine output reducing means for reducing the engine output by a predetermined amount, and when the power mode is selected at this time, suppressing the amount of reduction in the engine output to a lower amount than when the economy mode is selected. A control device for an engine with an automatic transmission characterized by: