JPH04334743A - Car vibration reduction device - Google Patents

Abstract

PURPOSE:To precisely reduce car vibration generated at the time of changing speed regardless of condition of an internal combustion engine or a running state of a car. CONSTITUTION:Whether it is within a specified time alpha after shift steps of a transmission are changed or not is discriminated (step 110) on the basis of informations from a speed change switch, and if it is within the specified time alpha, a car longitudinal vibration value Gi is detected (step 120) by way of using a G sensor. An ignition delay angle amount RET is set (step 140) on the basis of this car longitudinal vibration value Gi. Thereafter, car longitudinal vibration at the time of changing speed is reduced by carrying out ignition time control by way of setting ignition time from the ignition delay angle amount RET. Besides, it is possible to control other control elements in an internal combustion engine such as fuel injection quantity and injection timing as well as the ignition time.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle vibration reduction device for reducing longitudinal vibrations of a vehicle that occur during gear shifting.

0002

2. Description of the Related Art Conventionally, as shown in Japanese Patent Application Laid-Open No. 55-69738, the rotational speed of an internal combustion engine (hereinafter referred to as engine rotational speed) is detected during gear shifting, and when the engine rotational speed reaches a predetermined rotational speed, the engine A device has been proposed for controlling an internal combustion engine to reduce vehicle vibration based on rotational speed.

Furthermore, as shown in Japanese Patent Laid-Open No. 55-46095, a device has been proposed for controlling an internal combustion engine to reduce vehicle vibration in accordance with a control amount set based on the time elapsed since the gear shift. There is.

0004

[Problem to be Solved by the Invention] However, the former of the above methods controls the internal combustion engine based on the engine speed, and this engine speed is indirectly affected by the vehicle vibration actually transmitted to the driver etc. This is a major factor. In other words, even if the engine speed changes during gear shifting, the actual vehicle vibrations that occur will vary depending on the condition of the transmission, differential gear, or suspension that connects the internal combustion engine to the wheels. It is difficult to promote accurate vehicle vibration reduction.

[0005] Furthermore, the latter method performs control using a control amount that is set based on the elapsed time from the time of gear shifting, and the actual vehicle vibration that occurs during gear shifting depends on the internal combustion engine load condition at the time of gear shifting, the engine It changes greatly depending on the rotational speed, the state of the gear position of the transmission, or changes in the transmission over time caused by changes in the viscosity of the transmission oil. Therefore, in order to accurately reduce vehicle vibration by taking these factors into account, a plurality of parameters corresponding to the elapsed time from the time of gear change are required, making the device complicated.

Furthermore, as shown in Japanese Patent Application Laid-Open No. 1-121570, a device has been proposed that detects the longitudinal acceleration of a vehicle during acceleration or deceleration and controls an internal combustion engine to reduce vehicle vibration based on the detection results. has been done. However, this device starts controlling when the longitudinal acceleration of the vehicle is equal to or higher than a predetermined value, so if the gear shift is performed at a time other than when the vehicle is accelerating or decelerating, control of the internal combustion engine is started to reduce vehicle vibration. Not executed. In addition, if the above predetermined value is set to a small value so that the control starts even with a slight longitudinal acceleration of the vehicle, the internal combustion engine will be controlled by detecting vehicle vibration at all times, not only when changing gears, which may cause problems when driving on rough roads. When the longitudinal acceleration of the vehicle exceeds a predetermined value due to road vibrations, etc., the internal combustion engine is controlled even when it should not be controlled, resulting in problems such as a decrease in internal combustion engine torque and a corresponding deterioration in fuel efficiency. arise.

The present invention has been made to solve the above-mentioned problems, and provides a vehicle vibration reduction device that can accurately reduce vehicle vibrations generated during gear shifting, regardless of the state of the internal combustion engine or the running state of the vehicle. The purpose is to

[0008]

[Means for Solving the Problems] In order to achieve the above object, the combustion state detection device for an internal combustion engine according to the present invention, as shown in FIG. a shift detection means for detecting a shift; a control amount setting means for setting a control amount of the internal combustion engine based on a detection result of the vehicle vibration detection means; only within a predetermined time after the shift detection means detects a shift; A technical means is adopted in which the engine includes an internal combustion engine control means for controlling the internal combustion engine based on the setting result of the control amount setting means.

The present invention also includes vehicle vibration detection means for detecting longitudinal vibration of the vehicle, shift detection means for detecting the shift of the vehicle transmission, and target vehicle vibration value setting means for setting a target vehicle vibration value based on the state of the internal combustion engine. and control amount setting means for setting a control amount of the internal combustion engine based on the detection result of the vehicle vibration detection means and the setting result of the target vehicle vibration value setting means;
A technical means may be adopted in which the internal combustion engine control means is provided for controlling the internal combustion engine based on the setting result of the control amount setting means only within a predetermined time after the speed change detection means detects the speed change. .

0010

According to the present invention, the longitudinal vibration of the vehicle is detected by the vehicle longitudinal vibration detection means, and the control amount of the internal combustion engine is set based on the detection result. The internal combustion engine is controlled based on the setting result of the control amount setting means only within a predetermined time after the speed change detection means detects the speed change.

Further, the target vehicle vibration value may be set based on the state of the internal combustion engine, and the control amount of the internal combustion engine may be set from the detection result of the vehicle longitudinal vibration detection means and the target vehicle vibration value.

0012

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be explained in detail below based on embodiments shown in the drawings. FIG. 2 is an overall configuration diagram showing the configuration of the device of this embodiment, and this embodiment shows a device equipped with an automatic transmission that automatically switches gears depending on the vehicle running condition and the internal combustion engine condition.

In FIG. 2, reference numeral 1 denotes a spark ignition type internal combustion engine. 2 is an intake pipe pressure sensor that detects the pressure in the intake pipe of the internal combustion engine; 3 is a throttle switch that detects whether the throttle valve 14 of the internal combustion engine 1 is fully closed; and 4 is the engine rotation speed of the internal combustion engine 1. These sensors are arranged in the internal combustion engine 1, and the signals from each sensor are input to an I/O port 7d in the electronic control unit 7, which will be described later.

Numeral 5 is a vehicle speed sensor that detects the speed of the vehicle and inputs a detection signal to the I/O port 7d similarly to the sensors described above, and 6 is a vehicle speed sensor that is arranged on the floor panel located approximately at the lower center of the vehicle. A vehicle longitudinal acceleration sensor (hereinafter referred to as
(referred to as the G sensor).

7 sets appropriate control amounts for the fuel system and ignition system based on the detection signals from each of the above sensors, and outputs a control signal for accurately controlling, for example, an igniter and an injector (not shown), which will be described later. Electronic control unit (
Hereinafter, it is referred to as an internal combustion engine ECU).

The internal combustion engine ECU 7 also includes a central processing unit (CPU) 7a that performs calculations to control the vehicle, a read-only storage unit ROM 7b for storing control programs and control constants necessary for the calculations, etc. CPU
The microcomputer has a temporary storage unit RAM 7c for temporarily storing calculation data during operation of the microcomputer 7a, and an I/O port 7d for inputting and outputting signals from the ECU 7.

Further, the internal combustion engine ECU 7 constitutes a control amount setting means, and sets a control amount for controlling the internal combustion engine 1 for the purpose of reducing vehicle vibration during gear shifting based on the detection signal of the G sensor 6. .

Reference numeral 8 denotes an igniter that is equipped with an ignition coil 9 and outputs a high voltage necessary for ignition.
The current in the primary coil is cut off and an ignition pulse voltage is generated in the secondary coil, and this voltage is applied to the distributor 1.
0, power is distributed to the spark plugs 11 of each cylinder.

Reference numeral 12 denotes an electronic control device for the automatic transmission that sets the shift pattern, shift timing, etc. of the automatic transmission 13 based on control signals from the internal combustion engine ECU 7, and outputs control signals to the automatic transmission 13. (Hereinafter, E for automatic transmission
CT). The automatic transmission ECT 12 also determines whether or not to transfer torque from fluid to mechanical transmission (lockup) between the internal combustion engine 1 side and the transmission side of the automatic transmission 13. and outputs a control signal to the automatic transmission 13.

The gear shifting operation in the automatic transmission 13 is performed by opening and closing two solenoid valves (not shown) in the automatic transmission 13, for example, as shown in FIG. 4, based on a control signal from the automatic transmission ECT. By doing so, the oil passage within the automatic transmission 13 is switched to change gears. Further, a control signal for controlling the opening and closing of the solenoid valve is detected, and based on the detection result, the internal combustion engine ECU 7 detects whether the gear stage of the automatic transmission 13 has been changed.

The operation for reducing vehicle vibration during gear shifting will be explained below based on the flowcharts shown in FIGS. 3 and 6. In the routine of FIG. 3, a timer interrupt is processed every predetermined time (for example, 8 ms), and step 10
Start from 0.

In step 110, the current vehicle longitudinal vibration value Gi is read based on the detection signal of the G sensor 6. In step 120, a timer (not shown) in the internal combustion engine ECU 7 is checked to determine whether or not it has been within a predetermined time α seconds (for example, within 1.5 seconds) since the gear shift. If it is within seconds, the process proceeds to step 130, and if it is determined that the predetermined time α seconds or more has elapsed, step 15
Go to 0.

In step 150, the ignition retard amount RET is set to 0.
The program then proceeds to step 170 and returns to the main routine. Here, the determination as to whether or not the gear has been shifted is made by checking the control signal output from the automatic transmission ECU 12 to the solenoid valve in the automatic transmission 13, as described above. The timer is set at the same time as the control signal is output from the ECU 12.

On the other hand, in step 130, step 110
From the current vehicle longitudinal vibration value Gi read in RAM7
The amount of change ΔG in the vehicle longitudinal vibration value is determined by subtracting the previous vehicle longitudinal vibration value Gi-1 stored in c.

In step 140, the ignition retard amount RET is determined from a two-dimensional map as shown in FIG. The vibration value Gi-1 is stored in the RAM 7c, and the process proceeds to step 170, returning to the main routine.

The two-dimensional map shown in FIG. 5 shows a characteristic that the larger the change amount ΔG in the vehicle longitudinal vibration value, the larger the ignition retard amount RET, and the larger the change amount ΔG in the vehicle longitudinal vibration value, the larger the ignition retard amount RET. If the amount of change is small below a predetermined value G0, the ignition timing is set not to be retarded as it is considered to be vehicle longitudinal vibration due to other factors such as road vibration.

FIG. 6 shows a routine for determining the ignition timing, and is a routine that is interrupted every predetermined crank angle (for example, 30° C.A.). When this routine starts in step 200, it is determined in step 210 whether or not it is the timing to calculate the ignition timing, and if it is not the timing to calculate the ignition timing, the routine proceeds to step 230 and ends this routine. On the other hand, if it is the timing to calculate the ignition timing, the process proceeds to step 220, and in another routine (not shown), the basic ignition timing IGTB, which is determined from the engine speed and the load condition of the internal combustion engine, is calculated using the routine shown in FIG. The ignition timing IGT is obtained by subtracting the ignition retard angle RET, and the process proceeds to step 230 to end this routine.

FIG. 7 is a characteristic diagram showing the effect of reducing vehicle vibration during gear shifting (shifting from 2nd to 3rd gear) by executing ignition timing control using the above-described method. Demonstrates the effect of reducing vehicle vibration when the internal combustion engine load condition is low,
FIG. 7(b) shows the effect of reducing vehicle vibration under high load.

Furthermore, the broken line shows the vehicle vibration when the ignition timing is not controlled, and the solid line shows the vehicle vibration when the ignition timing control is executed by setting the ignition retard amount RET using the device of the present invention. It shows.

From this characteristic diagram, the ignition retard amount RET is determined based on the longitudinal acceleration of the vehicle as described above, and by executing ignition timing control based on this value, it is possible to obtain the effect of accurately reducing vehicle vibration. Recognize.

Furthermore, regardless of whether the internal combustion engine is under low load or high load, the vibration frequency of vehicle vibration that occurs during gear shifting is almost constant, and ignition timing control is performed within α seconds after shifting. Figure 5
In the two-dimensional map shown in , it is possible to set an optimum value for the ignition retard amount RET that can reduce vehicle vibrations that occur during gear shifting.

Furthermore, since the ignition timing control is executed only within α seconds after the gear shift, the ignition timing control is executed even if longitudinal acceleration of the vehicle is detected due to road vibration etc. other than during the gear shift. This can prevent malfunctions such as

Next, a target vehicle vibration value may be determined according to the state of the internal combustion engine, and the ignition retard amount RET may be set in consideration of this value.The operation at this time will be described below as a second embodiment. This will be explained in detail using figures.

FIG. 8 is a routine for setting the ignition retard amount RET, similar to the flowchart shown in FIG. 3, and is a routine that is interrupted every predetermined time (for example, 8 ms).

Components that perform the same processing as in FIG. 3 are denoted by the same reference numerals, and since they have already been explained, their explanation will be omitted here. When this routine starts from step 200, the ignition retard amount RET1 is determined by the method already explained,
Proceed to step 210. Further, similarly to the routine of FIG. 3, if the elapsed time since the gear shift is equal to or longer than α seconds, the routine proceeds to step 150.

In step 210, the detection signal of the intake pressure sensor 2 is converted into digital data by an A/D converter (not shown) in the internal combustion engine ECU 7, and a value Pm is read. Read the engine speed Ne calculated based on the output signal.

In step 230, based on the intake pipe pressure Pm and the engine speed Ne read in steps 110 and 120, the engine speed Ne is determined as shown in FIG.
The torque (hereinafter referred to as base torque) Ubi when the ignition timing is not retarded is determined from the two-dimensional map set by the intake pipe pressure Pm and the intake pipe pressure Pm. Note that the two-dimensional map in Figure 9 is
Up to a predetermined engine speed Nei, the base torque Ubi exhibits a characteristic that the larger the engine speed Ne and the intake pipe pressure Pm are, the larger the base torque Ubi is.

In step 240, a target vehicle vibration value GTG is calculated from the intake pipe pressure Pm, the engine speed Ne, and the base torque Ubi using the following equation (Equation 1).

[0039]

[Equation 1] GTG=UBi/M・nIn addition, M is the vehicle weight,
n is the gear ratio. Further, the target vehicle vibration value GTG may be calculated taking into consideration the effective radius of the vehicle tires.

In step 250, step 1 is determined based on the deviation between the detection signal Gi of the G sensor 6 read in step 120 and the target vehicle vibration value GTG obtained by the method described above.
The ignition retard amount RET2 is determined using a method similar to the process in step 40.

At step 260, the ignition retard amount RET is determined by adding the ignition retard amount RET1 and the ignition retard amount RET2, and the process proceeds to step 270 to return to the main routine.

Then, the ignition timing IGT is set from the basic ignition timing IGTB and the ignition retard amount RET determined here using the ignition timing setting routine shown in FIG. 6, which has already been explained. In addition, in this embodiment, the intake pressure sensor 2 and the crank angle sensor 4 are
Although the target vehicle vibration value GTG is set based on the detection signal from the above, the target vehicle vibration value GTG may be set based on, for example, the throttle opening and the fuel injection amount or injection timing.

FIG. 10 is a characteristic diagram showing the effect of reducing vehicle vibration during gear shifting by executing ignition timing control using the above method. Similarly to FIG. 7, FIG. FIG. 10(b) shows the effect of reducing vehicle vibration when the load is low, and FIG. 10(b) shows the effect of reducing vehicle vibration when the load is high.

Furthermore, the broken line shows the vehicle vibration when the ignition timing is not controlled, and the solid line shows the vehicle vibration when the ignition timing control is executed by setting the ignition retard amount RET using the device of the present invention. It shows.

In particular, as shown in FIG. 10(b), for example, when the vehicle changes gears while driving on a rough road, the output of the G sensor 6 includes vibrations generated by high-frequency road surface vibrations in addition to the vibrations generated at the time of gear changes. Ru. Therefore, as shown in FIGS. 10(b) and 10(a), a state that should be changed to the negative side due to vibrations generated during gear shifting may slightly change to the positive side due to the influence of high-frequency road vibration.

In other words, if the output of the G sensor 6 fluctuates in this way, the method shown in the first embodiment (simply change the previous vehicle longitudinal acceleration Gi and the current vehicle longitudinal acceleration Gi-1)
In the method of setting the ignition retard amount RET from the deviation from the
As shown in FIG. 7(b)(a), the ignition retard amount RET becomes 0, and vehicle vibration cannot be effectively reduced.

Therefore, as mentioned above, the target vehicle vibration value G
By determining TG and further determining the ignition retard amount RET2 from the deviation between the detection signal Gi of the G sensor 6 and the target vehicle vibration value GTG, the ignition retard amount RET does not become 0 and the vehicle vibration is effectively suppressed. can be reduced.

In the above two embodiments, the G sensor 6 is used to detect the longitudinal acceleration of the vehicle, and based on this, the ignition retard amount RET is set to control the ignition timing in order to reduce vehicle vibration during gear shifting. However, the present invention is not limited to this, and other control factors of the internal combustion engine that can reduce vehicle vibration, such as the amount of fuel injection and the amount of intake air, may be controlled.

In addition, in the above two embodiments, only the characteristics when the gear stage of the transmission changes from 2nd speed to 3rd speed are shown.
Of course, similar control is executed for other gear shifts, and by providing a map for setting different ignition retard amounts RET for each gear shift, vehicle vibration can be more accurately controlled. can be reduced.

Furthermore, although the above two embodiments have been described for the purpose of reducing vehicle vibrations that occur during gear shifting in a vehicle equipped with an automatic transmission, the present invention is applicable not only to automatic transmissions but also to vehicles equipped with manual transmissions. Furthermore, in the case of an automatic transmission, the device of the present invention may be used for the purpose of reducing vehicle vibrations that occur from lock-up off to lock-up on.

[0051] Furthermore, by modeling the vibration that occurs during gear shifting and using modern control to execute feedback control so that the detection result of the G sensor 6 is controlled to the target vehicle vibration value, the optimum control amount of the internal combustion engine can be determined. May be set.

[0052]

As described above, in the present invention, the vehicle longitudinal vibration value is detected, and the vehicle longitudinal vibration value is determined based on the vehicle longitudinal vibration value or the vehicle longitudinal vibration value and the target vehicle vibration value determined according to the state of the internal combustion engine. By setting the control amount of the internal combustion engine and controlling the internal combustion engine with the above control amount only within a predetermined period of time that has elapsed since the gear shift of the transmission was changed, vehicle vibrations that occur during gear shifting can be controlled by the internal combustion engine state. Alternatively, the excellent effect of being able to accurately reduce the amount regardless of the vehicle running condition is achieved.

[Brief explanation of drawings]

FIG. 1 is a claim correspondence diagram of the present invention.

FIG. 2 is an overall configuration diagram showing the configurations of first and second embodiments of the present invention.

FIG. 3 is a flowchart for explaining the operation of the first embodiment of the apparatus shown in FIG. 2;

FIG. 4 is a diagram for explaining the operation of the automatic transmission shown in FIG. 2;

FIG. 5 is a map for determining the ignition retard amount RET.

FIG. 6 is a flowchart for explaining the operation of the apparatus shown in FIG. 2;

FIG. 7 is a characteristic diagram for explaining the effects of the first embodiment of the present invention.

FIG. 8 is a flowchart for explaining the operation of the first embodiment of the apparatus shown in FIG. 2;

FIG. 9 is a two-dimensional map for setting base torque Ubi.

FIG. 10 is a characteristic diagram for explaining the effects of the first embodiment of the present invention.

[Explanation of symbols]

1 Internal combustion engine 2 Intake pipe pressure sensor 4 Crank angle sensor 6 Vehicle longitudinal acceleration sensor (G sensor) 7 Electronic control unit for internal combustion engine (ECU for internal combustion engine) 12 Electronic control unit for automatic transmission (ECU for automatic transmission) 13 automatic transmission

Claims (2)

[Claims] 1. Vehicle vibration detection means for detecting longitudinal vibration of the vehicle, shift detection means for detecting a shift of a vehicle transmission, and a control amount of an internal combustion engine is set based on the detection result of the vehicle vibration detection means. The engine is characterized by comprising a control amount setting means and an internal combustion engine control means for controlling the internal combustion engine based on the setting result of the control amount setting means only within a predetermined time after the speed change detection means detects a shift. Vehicle vibration reduction device. 2. Vehicle vibration detection means for detecting longitudinal vibration of the vehicle; shift detection means for detecting a shift of the vehicle transmission; and target vehicle vibration value setting means for setting a target vehicle vibration value based on the state of the internal combustion engine. a control amount setting means for setting a control amount of the internal combustion engine based on a detection result of the vehicle vibration detection means and a setting result of the target vehicle vibration value setting means; and after detecting a shift in the shift detection means. A vehicle vibration reduction device comprising: internal combustion engine control means for controlling the internal combustion engine based on the setting result of the control amount setting means only within a predetermined period of time.