JPH04308333A - Controller for engine - Google Patents

Abstract

PURPOSE:To reduce effectively speed change shock by correctively learning the operation timing of a torque reducing means so that the output torque of an automatic transmission in the speed change falls within a set deviation. CONSTITUTION:An input shaft of an automatic transmission 2 is connected to an output shaft of an engine 1. A torque reducing means 22 is operated in the speed change of the automatic transmission 2 to reduce the output torque of the engine 1. Here are provided a torque detecting means 32 for detecting the output torque of the automatic transmission 2 and an operation timing correcting means 45 for correctively learning the operating timing of the torque reducing means 22 so that upon receiving the output of the torque detecting means 32 the output torque of the automatic transmission 2 in the speed change falls within a set deviation. Thus, since the torque control of the engine 1 is properly carried out in synchronization with the speed change operation of the automatic transmission 2 always in the speed change, speed change shock can be effectively reduced.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in an engine control device for controlling the output torque of an engine.

0002

[Prior Art] Conventionally, as an engine control device,
For example, as disclosed in Japanese Unexamined Patent Publication No. 56-96129, in which the input shaft of an automatic transmission is connected to the output shaft of the engine, the output torque of the engine is reduced in accordance with the up-shift operation of the automatic transmission. A device is known that effectively reduces shift shock by performing control.

0003

[Problem to be Solved by the Invention] However, when detecting the timing to perform torque reduction control using a turbine rotation speed signal or an engine rotation speed signal when changing gears in an automatic transmission, it is difficult to detect the change. Since the control is started only after the torque is reached, there is a delay in response to the torque reduction control. Also,
When converting the pulse period of an engine rotational speed signal or the like into a rotational speed, it takes time to process the conversion, and the control response delay increases accordingly. Furthermore, engine torque control may not be performed at an appropriate time due to manufacturing variations in automatic transmissions, aging deterioration of shift characteristics, and the like. In such cases, the start time of torque control may be delayed, or
The disadvantage is that the shift ends early, making it impossible to effectively reduce the shift shock.

[0004] The present invention has been made in view of the above, and its purpose is to effectively control the engine torque in synchronization with the gear shifting operation of an automatic transmission at the time of gear shifting, thereby effectively reducing gear shifting shock. The aim is to reduce the

[0005]

[Means for Solving the Problems] In order to achieve the above object, the present invention provides a method for controlling the start and end timing of engine torque reduction control, or the engine torque The amount of reduction will be learned and corrected.

[0006] That is, the specific solution of the invention as claimed in claim 1 is as shown in FIG.
In the engine 1 to which the input shaft of the engine 1 is connected,
The present invention is directed to an engine control device which is provided with a torque reduction means 22 for reducing the output torque of the automatic transmission Z and operates the torque reduction means 22 when the automatic transmission Z shifts. The torque detecting means 32 detects the output torque of the automatic transmission Z, and the torque reducing means receives the output of the torque detecting means 32 so that the output torque of the automatic transmission Z during gear shifting falls within a set deviation. The configuration includes an actuation timing correction means 45 for learning and correcting the actuation timing of No. 22.

[0007] Further, the concrete solution means of the invention according to claim 2 specifies the operation timing correction means 45, and reduces the torque based on the output torque of the automatic transmission Z at the initial stage of operation of the torque reduction means 22. The start timing of the operation of the means 22 is learned and corrected, and the specific solution means of the invention set forth in claim 3 is that the torque reducing means 2
2, the operation timing correction means 45 is specified to learn and correct the timing at which the operation of the torque reduction means 22 ends based on the output torque of the automatic transmission Z in the latter half of the operation.

[0008]Furthermore, the specific solution of the invention set forth in claim 4 is, in place of the operation timing correction means 45 of the invention set forth in claim 1, as shown by the broken line in the same figure, an automatic gear shift at the time of gear shifting. Torque reduction that learns and corrects the torque reduction amount of the torque reduction means 22 so that the average value of the output torque of the automatic transmission Z falls within the set deviation of the target torque value set between the output torque of the automatic transmission Z before and after the shift. Amount correction means 46
The configuration is such that

In addition, a specific solution of the invention set forth in claim 5 is a combination of the structures of the invention set forth in claim 1 and the invention set forth in claim 4. The configuration includes both the means 46 and the means 46.

0010

[Operation] With the above configuration, in the inventions according to claims 1, 2, and 3, the start or end timing of the torque reduction control of the engine 1 during gear shifting is such that the response delay is caused by the processing of the engine rotation speed signal, etc. Even if there is a delay in response due to manufacturing variations in the automatic transmission Z or changes in speed change characteristics over time, the operation timing such as the start time or end time of the torque reduction control is adjusted by the operation timing correction means 45.
The learning correction is performed by , and the response delay in the execution of the control is successively absorbed. As a result, the engine output torque during gear shifting falls within the set deviation, so gear shifting shock is effectively reduced.

[0011] Furthermore, in the invention as set forth in claim 4, even if there is or occurs a response delay in the torque reduction control as described above, the torque reduction amount at the time of gear shifting is corrected by learning correction by the torque reduction amount correction means 46. be done. As a result, the engine torque during a shift is always at a value between the engine torques before and after the shift, so shift shock is effectively reduced.

Furthermore, in the invention set forth in claim 5, the configuration is a combination of the inventions set forth in claims 1 and 4, so that the effects of both inventions can be obtained.

[0013]

[Effect of the invention] As explained above, claim 1 of the present application
According to the engine control device according to claims 2 and 3, the timing of operation such as the start and end of engine torque reduction control during gear shifting is corrected by learning based on the actual output torque of the automatic transmission during gear shifting. Therefore, even if there is a response delay in engine torque reduction control, the response delay can be absorbed, the control can always be executed at the appropriate timing, and shift shock can be effectively reduced. .

According to the fourth aspect of the present invention, the amount of torque reduction in the engine torque reduction control is adjusted so that the output torque of the automatic transmission during a shift becomes a torque value between the output torques before and after the shift. is sequentially learned and corrected, so that shift shock can be effectively reduced.

Furthermore, according to the fifth aspect of the invention, shift shock can be further reduced by learning correction of the operation timing of the engine torque reduction control and learning correction of the torque reduction amount of the reduction control. can do.

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Examples of the present invention will be described below with reference to FIG. 2 and the following drawings. In Fig. 2, 1 is a V-type engine, and left and right banks 1a and 1b are provided with a combustion chamber 4 whose volume is variable by a piston 3 fitted into a cylinder 2 inclined at a predetermined angle. There is. Each combustion chamber 4
are respectively independent intake passages 5a and 5b, and one collective intake passage 5c in which these two passages are joined at their upstream ends.
It is communicated with the atmosphere through the exhaust passage 6, and is also opened to the atmosphere through the exhaust passage 6. Each of the independent intake passages 5a, 5b is provided with a throttle valve 7 near its upstream end for adjusting the amount of intake air.
A fuel injection valve 8 for injecting and supplying fuel is provided on the downstream side. Reference numeral 10 denotes an idle speed adjustment device that adjusts the amount of bypass intake air in the intake bypass passage 11 that bypasses the throttle valve 7 to set the idle speed of the engine 1 to a target value.

Reference numeral 12 denotes an opening sensor for detecting the opening of the throttle valve 7, and the throttle valve opening signal is input to a control unit 20 having a CPU and the like therein. Furthermore, the control unit 20 includes crank angle and engine speed signals detected by a crank angle sensor 13 provided in the distributor 19, an intake air temperature signal on the upstream side of the throttle valve 7 detected by an intake air temperature sensor 14, and an air flow sensor. 15, the intake air temperature signal downstream of the throttle valve 7 detected by the intake air temperature sensor 16, the engine coolant temperature signal detected by the water temperature sensor 17, and the air-fuel ratio of the mixture detected by the O2 sensor 18. Signals are respectively input. Further, the control unit 20 controls the idle adjustment valve 21 of the idle speed adjustment device 10, and also controls the fuel injection valves 8, 8.
Torque reduction means 2 for reducing the output torque of the engine 1 by reducing the fuel injection amount from the normal value
2. Note that a catalytic converter 23 is disposed in common in both exhaust passages 6.

Further, in FIG. 3, Z denotes an automatic transmission connected to the output shaft of the engine 1, which internally includes a torque converter, a multi-stage planetary gear mechanism, and a lock-up clutch (not shown). , a lock-up solenoid SOL-1 that engages and releases the lock-up clutch, and a lock-up release solenoid SOL.
-2, three shift solenoids SOL-3 to SOL-5 that engage and open the various friction elements of the planetary gear mechanism and the lock-up clutch, respectively, and a line pressure solenoid SOL-6 for adjusting line pressure. Equipped with.

Furthermore, in FIG. 3, 29 is a vehicle speed sensor that detects the vehicle speed, and 30 is a torque converter of the automatic transmission Z.
31 is a torque sensor as a torque detection means for detecting the output torque of the output shaft Za of the automatic transmission Z; 32 is the automatic transmission Z;
This is an oil pressure sensor that detects line pressure. In addition, 33 is a mode (power mode) that prioritizes driving performance with a sense of acceleration.
34 is an economy mode selection switch that selects a mode that prioritizes economical driving (economy mode); 35 is a start switch for engine 1;
The data switch 36 indicates the range position selected by the select lever of the automatic transmission Z, that is, D (automatic shift up to 4th gear), N (neutral), R (reverse),
Inhibitor switch for detecting S (automatic shift up to 3rd speed) and L (automatic shift up to 2nd speed), 37
38 is a power steering switch that detects when the power steering device is activated; 39 is an air conditioner switch that detects when the in-vehicle air conditioner is activated; 40 is a switch for lights, etc. This is an electrical load switch that detects when an electrical load is activated. Each of the sensors and switches 29 to 40 and an inhibitor signal as an engine no-load signal are input to the control unit 20.

Next, the cooperative control of the automatic transmission Z and the engine 1 during gear shifting by the control unit 20 will be explained based on the control flow of FIGS. 4 and 5.

In FIG. 4, the system is reset and started when the power is turned on, and after initializing various data in step Sa1, time synchronization is set every 25 msec, for example, in order to process at a set cycle in step Sa2. It is determined whether the flag is set, and only if the flag is set, signals from various sensors and switches are processed in step Sa3, and the end of the shift is determined in step Sa4. after that,
At step Sa5, learning control is performed so that the line pressure at the next shift is appropriate, at step Sa6 learning control is performed so that the engine torque at the next shift does not cause a shift shock, and at step Sa7 at the next shift Output processing is performed so that the line pressure and engine torque are set to the learning-controlled line pressure and engine torque, and the process returns to step Sa1.

The control flow shown in FIG. 5 shows learning control of the torque of the engine 1 when the automatic transmission Z changes gears. In the figure, the process starts and in step Sb1 it is determined whether or not the gear is being changed based on the output signals to the gear shifting solenoids SOL-3 to SOL-5. If the gear is being changed, the output shaft Za of the automatic transmission Z that is being changed in step Sb2 is
After sampling the output torque from the torque sensor 31, it is determined in step Sb3 whether or not it is the time of up-shifting. If the determination is an up-shift, the sixth shift is made in step Sb4.
As shown in Figure (b), it is determined whether or not the turbine rotational speed is in the first half of the inertia phase in which the rotational speed is decreasing with upshifting.
), it is determined whether the change in the output torque of the automatic transmission Z exceeds the negative set value Tqn.
) Determine whether or not there is a spike-like torque as shown in (). Similarly, in the latter half of the inertia phase,
In step Sb6, it is determined whether the change in the output torque of the automatic transmission Z exceeds the positive set value Tqp (Fig. 6(d))
), it is determined whether or not there is a spike-like torque shown in FIG.

On the other hand, if it is not an up-shift, that is, a down-shift, in step Sb3, it is determined in step Sb7 whether or not it is in the second half of the shift, and if it is in the latter half, the spike shown in FIG. 7(c) is detected in step Sb8. It is determined in the same way as above whether or not there is a torque of . The reason why the transmission output torque becomes zero in the first half of the shift in FIG. 2(c) is because the gear stage is once controlled to be neutral.

Next, in step Sb9, it is determined whether or not the shift has just been completed, and if it has been immediately after the shift has been completed, step Sb9
b10 When it is determined that there is a spike-like torque in the first half of the inertia phase during an up-shift, and when it is determined that there is a spike-like torque in the second half of the down-shift, the engine torque reduction control at the time of the shift, that is, the fuel Start timing of control to reduce the amount of fuel injected from the injection valve 8 (Fig. 6(e)
) and Fig. 7(d)) and correct the learned value of the start timing so that the spike-like torque falls within the setting range where the spike-like torque becomes a minute value. When determining that torque is present,
The end timing of the fuel injection amount reduction control shown in FIG. 6(e) is delayed and the learned value of the end timing is corrected so that the spike-like torque falls within a set range where the value is a minute value. Further, in step Sb11, during up-shifting, as shown in FIG. 6(f), a target torque value To is set within a setting range shown by a broken line between the transmission output torque values Tbe and Taf before and after up-shifting. The amount of reduction in the output torque of the engine 1 during up-shifting, that is, the amount of reduction in the amount of fuel injection from the fuel injection valves 8, 8, is corrected so that the average value of the transmission output torque value during shifting is located at . , return.

As described above, while the learning control of the start and end timings of the control to reduce the injection amount from the fuel injection valve 8 continues, the line is set so that the shift time in the automatic transmission Z becomes the target shift time. Learning control of pressure is forcibly prohibited. In other words, in FIG. 8, if it is immediately after the end of the gear shift in step Sc1, then in step Sc2 it is determined whether or not learning adjustment of the timing of the fuel injection amount reduction control during the gear shift is required. When the learning adjustment is necessary, learning control of the timing of the reduction control is performed in step Sc3, and only when the learning adjustment is no longer necessary, learning control is performed to change the gear shift time to the target time for the first time in step Sc4. This is to prevent the gear shifting time from changing as the engine torque is adjusted during gear shifting, causing interference between the engine torque adjustment and the shifting time control, and preventing the gear shifting time from being learned properly. .

Therefore, in steps Sb1 to Sb10 of the control flow shown in FIG. The start timing of the operation of the torque reduction means 22 and the output torque of the automatic transmission Z in the latter half (the latter half of the operation of the fuel injection amount reduction control) are set so that the spike torque is sufficiently small and falls within the set deviation. An operation timing correction means 45 is configured to learn and correct both end timings.

[0027] Also, step Sb11 of the same control flow
In response to the output of the torque sensor 31, the average value of the output torque of the automatic transmission Z during a gear shift is determined to be the sixth of the target torque value To set between the output torques Tbe and Taf of the automatic transmission Z before and after the gear shift. A torque reduction amount correction means 46 is configured to learn and correct the amount of reduction in the fuel injection valve, that is, the amount of torque reduction in the torque reduction means 22, so that it falls within the set deviation shown by the broken line in FIG.

Therefore, in the above embodiment, during up-shifting, the inertia phase shown in FIG.
) When the spike-like torque shown in ) is generated, that is, when the start timing of the fuel injection amount reduction control is late, the learned value is corrected so as to bring the start timing forward. Conversely, when a spike-like torque is generated in the latter half of the inertia phase, the end timing of the fuel injection amount reduction control is early, so the learned value is corrected to delay this end timing. Furthermore, in a situation where the spike-like torque shown in FIG. 7(c) is generated in the latter half of the downshift, the start timing of the fuel injection amount reduction control is late; The learning value is corrected to speed up the learning value. As a result, during both up-shifting and down-shifting, the start and end timings of fuel injection amount reduction control become appropriate one after another, and the spike-like torque is gradually reduced.
Shift shock is effectively reduced.

Furthermore, during up-shifting, the amount by which the fuel injection amount is to be reduced is sequentially learned, so that the average value of the engine torque during the shifting is equal to the average value of the torque during the shifting, as shown in FIG. Torque Tbe, Taf before and after the gear shift
The target torque value T set within the set deviation surrounded by the broken line between
It gradually converges towards o. As a result, in combination with the learning control of the start and end timing of the fuel injection amount reduction control described above, the change in the output torque of the automatic transmission Z during gear shifting becomes smooth, and the shift shock is effectively suppressed. This will be reduced.

In the above embodiment, the torque reduction means at the time of gear change is configured by controlling the reduction of the fuel injection amount, but other methods include controlling the ignition timing of the air-fuel mixture, controlling the opening degree of the throttle valve 7, or controlling the cylinder of the engine. Of course, it may be configured by numerical control.

[Brief explanation of drawings]

FIG. 1 is a complaint correspondence diagram.

FIG. 2 is a diagram showing a schematic configuration of an engine.

FIG. 3 is a diagram showing an electric circuit configuration around the automatic transmission.

FIG. 4 is a flowchart showing the overall control during gear shifting.

FIG. 5 is a flowchart showing learning of engine torque control during gear shifting.

FIG. 6 is an explanatory diagram of the operation during up-shifting.

FIG. 7 is an explanatory diagram of the operation during a downshift.

FIG. 8 is a flowchart showing timing of shift time control during gear shifting.

[Explanation of symbols]

Claims (5)

[Claims] Claims: 1. An engine in which an input shaft of an automatic transmission is connected to an output shaft, comprising a torque reduction means for reducing the output torque of the engine, the torque reduction means being actuated when the automatic transmission changes gears. A control device for an engine, comprising: a torque detection means for detecting the output torque of an automatic transmission; and a control device for receiving the output of the torque detection means so that the output torque of the automatic transmission during gear shifting is within a set deviation. 1. An engine control device comprising: actuation timing correction means for learning and correcting actuation timing of the torque reduction means. 2. The engine according to claim 1, wherein the operation timing correction means learns and corrects the start timing of the operation of the torque reduction means based on the output torque of the automatic transmission at the initial stage of operation of the torque reduction means. Control device. 3. The engine according to claim 2, wherein the operation timing correction means learns and corrects the end timing of the operation of the torque reduction means based on the output torque of the automatic transmission in the later stage of operation of the torque reduction means. Control device. 4. An engine in which an input shaft of an automatic transmission is connected to an output shaft, comprising a torque reduction means for reducing the output torque of the engine, and the torque reduction means is actuated when the automatic transmission shifts. A control device for an engine, comprising: a torque detecting means for detecting output torque of an automatic transmission; and receiving an output of the torque detecting means, and detecting an average value of the output torque of the automatic transmission before and after the shift. An engine control device comprising: torque reduction amount correction means for learning and correcting the torque reduction amount of the torque reduction means so that it falls within a set deviation of a target torque value set between output torques of a transmission. . 5. An engine in which an input shaft of an automatic transmission is connected to an output shaft, further comprising a torque reduction means for reducing output torque of the engine, and the torque reduction means is actuated when the automatic transmission shifts. A control device for an engine, comprising: a torque detection means for detecting the output torque of an automatic transmission; and a control device for receiving the output of the torque detection means so that the output torque of the automatic transmission during gear shifting is within a set deviation. An operation timing correction means that learns and corrects the operation timing of the torque reduction means, and receives the output of the torque detection means, and determines that the average value of the output torque of the automatic transmission during a shift is between the output torque of the automatic transmission before and after the shift. 1. A control device for an engine, comprising: a torque reduction amount correction means for learning and correcting the torque reduction amount of the torque reduction means so that the torque reduction amount falls within a set deviation of a set target torque value.