JPH05126237A - Device for controlling torque at speed change of internal combustion engine - Google Patents

Abstract

PURPOSE:To more sufficiently relax a speed change shock by controlling the timing of starting and ending control of a torque reduction control means so that torque reduction control is performed in the required timing in accordance with a response characteristic of the torque reduction control means. CONSTITUTION:An automatic transmission 2 has a gear type transmission 4 connected to an output side of an engine 1 through a torque converter 3, to operate various speed change elements of this transmission connected and opened by a hydraulic actuator 5. At the time of speed change operation of this automatic transmission 2, a timer counter is started by a control unit 6 further to read an output of a throttle sensor 9 and the timing of starting and ending engine torque reduction control, set in accordance with a large response delay of fuel supply stop control, from a table of storing the timing in a ROM in accordance with a throttle opening. When reaching the read timing, torque is reduced by performing the fuel supply stop control and ignition timing delay control.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gear shift torque control device for an internal combustion engine for reducing a shock during gear shift of an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, as a gear shift shock reducing device at the time of gear shifting of an automatic transmission for automobiles, the fuel supply of the engine is stopped in some or all of the cylinders, or the ignition timing is retarded to control the engine torque. There is a device in which the shift shock is mitigated by shifting the gear down (see, for example, JP-A-56-39925).

[0003]

However, in the conventional device of this type, as shown in FIG. 7, engine torque reduction control such as fuel supply stop and ignition timing retard control is started at the same time as the engine torque reduction request timing. However, since the response delays of the respective torque reducing elements are different, there is a problem that a good gear shift shock preventing function cannot be exerted particularly in the vicinity of the start and end of torque reduction.

The present invention has been made in view of the above conventional problems, and controls the control timing in accordance with the characteristics of the engine torque reduction control system so as to reduce the shift shock as much as possible. It is an object of the present invention to provide a torque control device for shifting the internal combustion engine.

[0005]

Therefore, a shift torque control apparatus for an internal combustion engine according to the present invention, as shown in FIG.
Timing control for controlling the timing of starting and ending the control of the torque reduction control means so that the torque reduction control is performed at the required time according to the response characteristic of the torque reduction control means for controlling the engine torque during shifting of the automatic transmission. It is configured to include means.

Further, in a system provided with a plurality of torque reduction control means for reducing the engine torque by different methods,
The timing control means may be configured to commonly control the control start and end timings of the respective torque reduction control means according to the one having the largest response delay after the start of control among the plurality of torque reduction control means. Also, in the case where a plurality of torque reduction control means are also provided, the timing control means controls each torque reduction control means in accordance with one of the plurality of torque reduction control means in which the engine torque is most changed by the control. It may be configured such that the start and end timings are commonly controlled.

[0007]

In this structure, when the automatic transmission is operated to change gears, the timing control means controls the engine torque reduction control by the torque reduction control means according to the response characteristic of the torque reduction control means at the timing required for the control. The control start and end timings are controlled to be executed.

Thus, even if there is a response delay in the torque reduction control means, the engine torque is reduced at the required time, so that the shock at the time of gear shift is alleviated as much as possible. Further, when a plurality of torque reduction control means are provided for reducing the engine torque by different methods such as fuel supply stoppage and ignition timing retard control, the timing control means uses the torque control to achieve the most accurate control. It is preferable to control the start and end timings of the control for each torque reduction control means so that the engine torque reduction by each control is performed at a required time according to the response characteristic of each reduction control means. However, in many cases, the automatic transmission and the computer for controlling the engine are separate, and this system not only complicates the control, but also increases the cost.

Therefore, as a method of obtaining a sufficiently satisfactory function by relatively simple control, the timing control means adjusts each torque according to the one having the largest response delay after the start of control among the plurality of torque reduction control means. If the control of the control start and end timings of the reduction control means is controlled, the engine torque reduction action of all the torque reduction control means acts without delay at the time of shifting, so that a sufficiently good shift shock mitigating function can be obtained.

As another method for obtaining a sufficiently satisfactory function by relatively simple control, the timing control means causes the axial torque of the automatic transmission to change the largest among the plurality of torque reduction control means. If the control start and end timings of the torque reduction control means are controlled according to the requirements, the torque reduction control means with the highest shift shock mitigation function performs torque reduction in accordance with the required time. Even with this method, a sufficiently good shift shock absorbing function can be obtained.

[0011]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 2 shows a system configuration common to the control of each embodiment described later. Automatic transmission 2 on the output side of engine 1
Are connected. The automatic transmission 2 includes a torque converter 3 interposed on the output side of the engine 1, a gear type transmission 4 connected through the torque converter 3, and a combination of various transmission elements in the gear type transmission 4. And a hydraulic actuator 5 for performing a releasing operation. The hydraulic pressure for the hydraulic actuator 5 is ON / OFF controlled via various electromagnetic valves (not shown).

The control unit 6 for automatic transmission shift control includes a shift position sensor 7 for detecting the shift position of the automatic transmission 2 and a throttle sensor 9 for detecting the opening TVO of the throttle valve 8 of the intake system of the engine 1. The control signal for reducing the torque of the engine 1 at the time of shifting is performed based on the detection signal from Hereinafter, first and second embodiments of the engine torque reduction control by the control unit 6 will be described with reference to the common flow chart shown in FIG.

Step (denoted by S in the figure. The same applies hereinafter) 1
Then, it is determined by the signal from the shift position sensor 7 whether or not the shift operation of the automatic transmission 2 is performed. If it is determined that the shift operation has been performed, the process proceeds to step 2 and the timer counter is activated. In step 3, the opening T of the throttle valve 8 detected by the throttle sensor 9 is detected.
Read VO.

In step 4, the start timing X ₁ and the end timing X _{2 of} the engine torque reduction control according to the opening TVO of the throttle valve 8 (X ₁ , X ₂ are the count values of the timer counter, and so on) are set. , Is read from a table stored in the ROM, which is obtained in advance by an experiment. Here, the engine torque reduction control includes control for stopping fuel supply to some or all of the cylinders and ignition timing retard control. In the first embodiment, among these controls, the start timing X ₁ and the start timing X _{1 of the} control are adjusted so that the start timing and the end timing of the control are matched with the request timing of the engine reduction control according to the response delay of the larger response delay. End timing X ₂ is set. In the case of the present embodiment, the start timing X ₁ and the end timing X ₂ are set according to the response delay of the fuel supply stop control with the larger response delay.

In step 5, it is judged whether or not the value of the timer counter reaches the start timing X ₁ read in in step 4, and when it reaches, in steps 6 and 7, it is determined whether the value of some or all cylinders has been reached. The control to stop the fuel supply is started and the control to retard the ignition timing is started. Then, in step 8, it is determined whether or not the value of the timer counter has reached the end timing X ₂ read in step 4, and when it reaches, in steps 9 and 10, the fuel supply stop control is ended and ignition is performed. The timing retard control ends.

As described above, the control start and end timings of both torque reduction controls are controlled in accordance with the response delay of the fuel supply stop control having the larger response delay after the start of control, thereby reducing each torque. Since the engine torque reducing action by control acts without delay at the time of gear shifting, a sufficiently favorable gear shift shock mitigating function can be obtained. Further, in the second embodiment, the control start and end timings X ₁ and X ₂ are set according to the response delay of the control having the larger torque change among the two controls. Now, in the first embodiment shown in FIG. 4A, the torque change amount by the ignition timing retard control is set to be larger than the torque change amount by the fuel supply stop control, but in the second embodiment shown in FIG. As shown, when the torque change amount due to the fuel supply stop control is set to be larger than the torque change amount due to the ignition timing retard control, the timing X ₁ of the control start and end according to the response delay of the fuel supply stop control X ₁ , X ₂ is set, and the same timing control is performed.

In this case, since the torque reduction action by the fuel supply stop control having the higher shift shock reducing function is performed at the required time, a sufficiently good shift shock reducing function can be obtained. If the torque change amount due to the ignition timing retard control is set larger than the torque change amount due to the fuel supply stop control, and the second embodiment is applied, the control start and end timings X ₁ and X ₂ are the ignition timing. According to the response delay of the retard control, the time is set to be shorter than that in the fuel supply stop control. In this way, when the magnitude relationship between the response delay and the torque change amount is opposite, the difference between the response delay and the torque change amount is taken into consideration to start the shift shock more effectively, The control method for setting the end timing may be determined.

In addition, the control method in which the control timing is set may be different between the first embodiment and the second embodiment depending on the combination of different engine torque reduction control methods. 5 and 6 show the control unit 6
The 3rd example of the engine torque reduction control by is shown.

Steps 11 to 13 are the same as steps 1 to 3 in FIG. In step 14, the start and end timings X _{11 and} X _{12 of the} control set according to the response delay of the fuel supply stop control, and the start and end timings of the control set according to the response delay of the ignition timing retard control. The end timings X _21, X ₂₂ are read from the table stored in the ROM.

Then, in step 15, it is judged whether or not the start timing X ₁₁ of the fuel supply stop control having the larger response delay is reached, and when it reaches X ₁₁ , the fuel supply stop control is started in step 16, a judgment of whether or not reached the start timing X ₂₁ of the ignition timing retard control of the direction response delay is smaller at step 17, initiates the ignition timing retard control in step 18 is reached X _21.

Further, in step 19, it is judged whether or not the end timing X ₁₂ of the fuel supply stop control has been reached, and when X ₁₂ is reached, the fuel supply stop control is ended in step 20, and the ignition timing delay is delayed in step 21. a judgment of whether or not reached the ending time X ₂₂ of the corner control, and terminates the ignition timing retard control in step 22 is reached X _22. As described above, if the start timing and the end timing of the fuel supply stop control and the ignition timing retard control are set so as to coincide with the required timing, the torque reduction action of each control as shown in C of FIG. Can be matched with the required timings respectively, so that the shift shock can be mitigated as good as possible.

[0022]

As described above, according to the present invention, the control start and end timings are set so that the engine torque reduction control for alleviating the shift shock is executed at the required time of the control. Since the control is performed by the above-described control, the reduction of the engine torque acts in accordance with the required time even if there is a response delay in the engine torque reduction control, so that the shift shock mitigating function can be improved.

Further, when a plurality of units for reducing the engine torque by different methods are provided, the control start and end timings of the respective torque reduction control means are controlled according to the one having the largest response delay after the start of the control. By so doing, the engine torque reduction action of all the torque reduction control means acts without delay during shifting, so that a sufficiently satisfactory shift shock mitigating function can be obtained.

Also, when a plurality of units for similarly reducing the engine torque by different methods are provided, the control start and end of each torque reduction control means is adjusted according to the one in which the axial torque of the automatic transmission changes the most by the control. By controlling the timing of (1), since the engine torque reducing action by the torque reduction control means having the highest shift shock reducing function coincides with the required time, a sufficiently good shift shock reducing function can be obtained.

[Brief description of drawings]

FIG. 1 is a block diagram showing the configuration _and function of the present invention.

FIG. 2 is an overall system configuration diagram common to each embodiment of the present invention.

FIG. 3 is a flowchart showing a control routine common to the first and second embodiments of the present invention.

FIG. 4 is a time chart showing the operation of the first to third embodiments of the present invention.

FIG. 5 is a flowchart showing a control routine of a third embodiment of the present invention.

FIG. 6 is a flowchart showing a control routine of a third embodiment of the present invention.

FIG. 7 is a time chart showing the operation of the conventional example.

[Explanation of symbols]

 1 Engine 2 Automatic Transmission 3 Torque Converter 6 Control Unit 7 Shift Position Sensor 9 Throttle Sensor

Claims (3)

[Claims] 1. A shift torque control apparatus for an internal combustion engine, comprising: torque reduction control means for reducing the torque of an internal combustion engine to which an automatic transmission with a torque converter is connected when shifting the automatic transmission. An internal combustion engine characterized by including timing control means for controlling the timing of starting and ending the control of the torque reduction control means so that the torque reduction control is performed at the required time according to the response characteristic of the control means. Torque control device during shifting. 2. The torque reduction control means is provided with a plurality of means for reducing the engine torque by different methods, and the timing control means has the most response delay after the control is started among the plurality of torque reduction control means. The shift torque control device for an internal combustion engine according to claim 1, wherein the control start and end timings of the respective torque reduction control means are controlled in common according to the larger one. 3. The torque reduction control means is provided with a plurality of means for reducing the engine torque by different methods, and the timing control means changes the engine torque to the greatest extent by control among the plurality of torque reduction control means. 2. The shift torque control device for an internal combustion engine according to claim 1, wherein the control start and end timings of the respective torque reduction control means are controlled in common according to what is done.