JPH0378549A - Timing determining device for change of engine torque upon speed change - Google Patents

Abstract

PURPOSE:To contrive the prevention of misdetection and the improvement of responsiveness by changing a moderating rate of moderation processing with a kind of speed change considered, when the moderation processing is performed for a detection value of a rotary member for determining the timing of a change of engine torque at the time of speed change. CONSTITUTION:A speed of a rotary member, whose speed is changed through a speed change by an automatic transmission AT, is detected by a detecting means A, and a speed changing condition of this rotary member is monitored. In the case of changing engine torque during a speed change by an engine torque changing means B, the change timing at the time of changing the engine torque is determined by a change timing determining means C in accordance with the above described monitoring result. In a timing determining device thus obtained, a moderating means D for moderation-processing a detection value of the speed, detected by the detecting means A, is provided, while a moderating rate changing means F for changing a moderating rate of moderation processing by this moderating means D in accordance with a kind of speed change is provided.

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to a timing determination device for changing engine torque during gear shifting, and in particular, in order to determine the change timing when changing engine torque during gear shifting, the present invention relates to a rotation speed change state of a member whose rotation speed changes due to gear shifting. The present invention relates to a timing determining device for changing engine torque during gear shifting, which monitors the timing of changing engine torque during gear shifting.

[Conventional technology]

Automatic vehicle transmissions are already widely known, which are configured to selectively change the engagement state of a frictional engagement device by operating a hydraulic control device to achieve one of a plurality of gears. ing. Furthermore, in such automatic transmissions for vehicles, various integrated control devices for the automatic transmission and engine have been proposed that change the engine torque during gear shifting (for example, Japanese Patent Application No. 59-234466). By changing the engine torque during gear shifting, it is possible to control the amount of energy absorbed by each member of the automatic transmission or the frictional engagement device that brakes them, allowing gear shifting to be completed in a short time and with a small shift shock. I can do it. As a result, it is possible to provide the driver with a good shift feeling, and it is also possible to improve the durability of the friction engagement device. By the way, in order to always ensure good shifting characteristics obtained by changing the engine torque, when and how to change the engine torque must be clearly stipulated.Why? Therefore, depending on how the engine torque is changed, a large shift shock may occur, impeding a good driving sensation, or the shift time may become longer, deteriorating the durability of the friction engagement device. It is. Regarding the condition regarding when to start changing the engine torque, the conditional expression Ne is used for upshifting.
It is said that when <No Here, Ne is the engine rotation speed, No
is the output shaft rotational speed of the automatic transmission, IH is the gear ratio on the high speed side, IL is the gear ratio on the low speed side, and N 1 and N 2 are constants. By the way, the engine rotation speed Ne has a fluctuation (pulsation) of about 100 rDl when the sampling interval is 4 nsec, for example, and the measured engine rotation speed Ne cannot be used as it is, so it is so-called smoothed to obtain a virtual average. It is necessary to carry out processing (for example, JP-A-62-
279144>. As a method for this annealing process, for example, the engine rotation speed Ne is sampled at 41SeC%, and the current value is calculated from the previously determined annealed engine rotation speed N e n +−+ and the engine rotation speed Ne i sampled this time. The final value N1n1 of the smoothed engine rotational speed is expressed as (Ne
There is a method of obtaining t + (k-1) Nen1-11 /k. Here, k is a constant for determining the rate of sluggishness, and the larger the constant k, the stronger the degree of sluggishness, and the more erroneous detection due to pulsations can be avoided. On the other hand, the property of decreasing responsiveness becomes stronger.

[Problem to be solved by the invention]

However, in conventional smoothing processing, constant smoothing processing is always performed regardless of the type of gear shift or other conditions, which causes problems in preventing false detection and improving responsiveness. There was a problem that could occur. That is, for example, during a downshift with the accelerator depressed, the engine rotational speed changes faster than during an upshift with the accelerator depressed, and therefore the engine speed processed by the smoothing rate tuned for the downshift. If the engine torque change timing during upshifts is detected based on the engine torque change timing, there is a risk of erroneous detection due to pulsation. When detecting the change timing of engine torque during a shift, there is a problem in that the original function of engine torque control may not be able to be utilized to the fullest due to a detection delay. The present invention has been made in view of the above-mentioned problems in the prior art.The present invention has been made in view of the above-mentioned problems in the prior art. The purpose of this is to reasonably achieve both prevention of false detection and improvement of responsiveness through processing.

[Means to solve the problem]

As summarized in FIG. 1, the present invention monitors the state of change in the rotational speed of a member whose rotational speed changes due to gearshifting in order to determine the change timing when changing the engine torque during gearshifting. In the timing determination device for engine torque change during gear shifting, the device includes means for smoothing the detected value of the rotational speed of the rotating member, means for detecting the type of gear shifting, and at least a smoothing rate of the smoothing process. The above object is achieved by providing means for changing the speed depending on the type of speed change.

[Effect]

In the present invention, when a detected value of a rotating member is smoothed, the smoothing rate is changed depending on the type of speed change. In general, during a downshift, the rotation of the rotating member changes faster than during an upshift, and even if the smoothing rate is made small, the rate of detection error occurring is relatively low.On the other hand, if the smoothing rate is too large, In this case, the engine torque may not be changed at the optimal timing due to a detection delay. On the other hand, in the case of an upshift, the change in the rotating member is relatively slow, so if the smoothing rate is made small, it is likely to be affected by pulsation and cause erroneous detection. From this point of view, the smoothing rate should be changed at least in upshifts and downshifts (types of shift in a broad sense). In addition, the change in the rotational speed of the rotating member is generally faster as the gear stage is lower, and faster as the gear ratio interval is larger.From this perspective, the smoothing rate should be changed and changed in consideration of the type of gear shift. Should be set. In the present invention, since the smoothing rate is changed depending on the type of shift, it is possible to rationally prevent erroneous detection and improve responsiveness. In addition, in the present invention, in addition to the type of speed change, the smoothing rate is
Furthermore, this does not prohibit making the determination dependent on other factors.

【Example】

Embodiments of the present invention will be described in detail below with reference to the drawings. FIG. 2 is an overall schematic diagram of an integrated automatic transmission and engine control device to which the present invention is adopted. The engine 1 and automatic transmission 2 are well known. The engine control computer 7 controls the fuel injection amount at the injection valve 19 and the ignition timing at the distributor 20 of the engine 1, so that an engine output corresponding to the accelerator opening and the engine rotational speed can be obtained. The automatic transmission 2 also includes a lock-up clutch 5 in its torque converter 4, and the automatic transmission control computer 8 controls the solenoid valves 81 to 53 (33 is for lock-up engagement) of the hydraulic control device 3 to control the hydraulic pressure. As a result of changing the oil passage in the control device 3-, the engagement state of the lock-up clutch 5 and each frictional engagement device is selectively changed, and a gear position corresponding to the vehicle speed and the accelerator opening degree is obtained. It is possible to perform so-called direct-coupling driving with lock-up ON at a specific gear position. The engine control computer 7 includes an engine rotation speed detected by an engine rotation sensor 9 and an intake amount sensor 10.
intake air amount by , intake air temperature by intake air temperature sensor 11 , throttle opening by throttle sensor 12 ,
Vehicle speed signals from a vehicle speed sensor 13, engine water temperature signals from an engine water temperature sensor 14, and brake ON signals from a brake switch 15 are input. The engine control computer 7 determines the fuel injection amount and ignition timing based on these signals. In addition, each solenoid signal of the solenoid valves 81 to S3, which are ON-OFF controlled by the automatic transmission control computer 8, is also input to the engine control rule computer 7 in parallel, so that the automatic transmission control computer 8 can issue a shift command for the automatic transmission. Determine the timing and ON/OFF of the lock-up engagement signal. Further, during actual gear shifting, engine torque change control is executed by retard angle control, and when execution is impossible, a warning device 21 warns of this situation. On the other hand, the automatic transmission control computer 8 receives signals from the throttle sensor 12, vehicle speed sensor 13, engine water temperature sensor 14, brake switch 15, etc., as well as a shift lever signal from a shift position sensor 16.
No place! , a driving selection pattern such as fuel economy-oriented driving or power performance-oriented driving by the pattern select switch 17, and signals such as permission to shift to overdrive by the overdrive switch 18 are input, and a gear position and lock-up corresponding to the vehicle speed and accelerator opening are input. The electromagnetic valves 81 to S3 are controlled to be ON-OFF so that the state is obtained. Further, a retard control regulation signal is inputted from the engine control computer 7 to the automatic transmission control computer 8, so that the automatic transmission 11K can determine that the engine 1 has regulated retard control. FIG. 3 shows a control flow executed in the apparatus of the above embodiment. If it is determined in step 100 that a shift has been determined, a shift command to that effect is issued in step 102. In step 104, the type of shift to be executed is asked based on the shift determination. Specifically, in this embodiment, it is determined whether the type of shift in question is an upshift. If it is an upshift, the smoothing rate is set to 1 in step 106A. If it is a downshift, the smoothing rate is set to 2 (Ks>
Kz) is set. In steps 110A and 110B, the engine rotational speed Ne is smoothed using the determined smoothing rate k (1
) is carried out based on the formula. Nen1 ” (Ne i + (k 1 ) Ne
n1-11 /k・・・・・・・・・(1) As a result of this smoothing, strong smoothing is performed in the case of an upshift to prevent detection errors, and in the case of a downshift, the response is A weak annealing process is performed with emphasis on gender. In steps 112A and 112B, the engine torque change timing condition is set (2
It is determined based on formulas A) and (2B). Nen1 <N o X iHN + ・”-(
2A) Neni>No X 1L-N2 -”・(
2B) Here, iH is the gear ratio on the high speed side, and iL is the gear ratio on the low speed side. In addition, N + and N 2 are constants to prevent false positives even after smoothing, and if smoothing is performed very accurately, they will be zero or close to zero. It can be a number. When it is determined in step 112A or 112B that the conditions for changing the engine torque are not satisfied yet, the process is reset and the above-described determination is repeated. When this condition is met, the process proceeds to step 114, where the number of detections n is counted up. In step 116, it is determined whether the number of times of detection n has reached a predetermined value n1, and if it has not reached the predetermined number of times, it is reset. Eventually, if the establishment of the condition in step 112A or 112B is detected 01 times in succession, the process proceeds to step 118, where the well-known torque reduction during gear shifting is started. According to this embodiment, the types of gear shifts are broadly divided into upshifts and downshifts, and the engine speed smoothing rate is changed accordingly, making it possible to determine the timing without detection errors for upshifts, and for downshifts. Since detection errors due to pulsation are inherently small in shifting, it is possible to improve responsiveness by reducing the smoothing rate. As a result, in the past, especially when downshifting, the rate of increase in engine speed differed depending on how the accelerator was pressed, and various maps were required depending on the throttle opening to obtain the optimal timing. The smoothing rate when shifting! By being able to set the engine rotational speed to 100% and 100%, the engine rotational speed can be detected with high accuracy, the number of various maps can be reduced, and the number of words in the control program can be reduced. In addition, in the present invention, the timing of changing the engine torque was determined based on the engine rotation speed, but
It is clear that the present invention is equally applicable to determining the timing of changing engine torque based on a detection member (e.g., turbine rotational speed, or rotational speed of a specific rotating member in an automatic transmission). It is. Furthermore, the present invention can also be applied to smoothing processing when determining the engine torque return timing. It should be noted that even better results can be obtained by changing the smoothing rate according to the type of shift taking into consideration the gear position, gear ratio, etc., rather than depending on large shifts such as upshifts and downshifts.

【Effect of the invention】

As explained above, according to the present invention, when smoothing the detected value of a rotating member for determining the timing of engine torque change during gear shifting, the type of gear shifting is taken into consideration. Since we changed the rate,
An excellent effect can be obtained in that it becomes possible to rationally achieve both prevention of detection errors and improvement of responsiveness.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the gist of the present invention, and FIG. 2 is a block diagram showing the gist of the present invention.
An overall block diagram showing a schematic configuration of an integrated automatic transmission and engine control device to which the present invention is applied; FIG. 3 shows a control routine up to the start of engine torque change employed in the above embodiment device; This is a flowchart. Ne...Engine rotation speed, Nen...Normalized engine rotation speed, No...Output shaft rotation speed of automatic transmission, iH...High gear ratio, il-...Low gear ratio, k...Annealing rate.

Claims (1)

[Claims] (1) In order to determine the change timing when changing the engine torque during a gear shift, the state of change in the rotational speed of a member whose rotational speed changes due to gear shifting is monitored.The timing of changing the engine torque during a gear shift. In the determination device, means for smoothing the detected value of the rotational speed of the rotating member, means for detecting the type of gear change, and means for changing the smoothing rate of the smoothing process depending on at least the type of gear change. A timing determining device for changing engine torque during gear shifting, characterized by comprising: