JPH05256355A - Speed change control device for vehicular automatic transmission - Google Patents

Abstract

PURPOSE:To restrain a speed-change shock by judging whether or not a supercharger is operated, and varying the changing timing of output according as the supercharger is operated or not, and by reducing the output torque of an engine at the time of output change during speed-change operation lower than that at the time of ordinary control. CONSTITUTION:An engine control device 7 comprises an output torque control means, and a speed-change control device 8 comprises a supercharger operation judging means, changing- timing setting means, and drive means respectively. When a supercharger is operated on the basis of detected vehicle speed, the torque change completion timing at the time the supercharger is not operated is retrieved from a map. The torque change starting timing is compared with the RATIO that has been calculated with the engine rotating speed and the gear ratio, and when it comes to the torque change starting timing, a control-start signal is output to the engine control device 7, and the ignition timing is delayed as much as a prescribed amount later than that at the time of ordinary control for reducing the engine torque. The control completion signal is outputted to the engine control device 7 through a timer, and the ignition timing is returned to the ordinary control value, and the engine torque is returned to the ordinary value. Thus, the output timing torque of a transmission is smoothly changed, and a speed-change shock can be restrained.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission for a vehicle, and more particularly to a technique for reducing shift shock during a shift operation in an internal combustion engine equipped with a supercharger.

[0002]

2. Description of the Related Art Conventionally, in a shift control device, a shift shock is reduced at the time of a shift operation (especially at the time of downshifting) to improve drivability, or engine torque suddenly acts on an operating device or the like to damage them. In order to prevent this, there has been proposed one that changes (reduces) the engine torque during a gear shift operation (see Japanese Patent Laid-Open No. 3-81539).

Here, the engine torque change start time RA is obtained from the engine speed NE and the gear ratio GR.
TIO (= NO × GR / NE; NO is a constant) is set to 1.0, and when the RATIO drops to 1.0 as shown in FIG. 9 during a gear shift operation, ignition timing, combustion injection control, etc. Reduce engine torque. Then, when the timer count value from the torque change start time reaches a predetermined value, it is determined that the torque change end time is reached, and the engine torque is returned to the normal value.

[0004]

By the way, in an internal combustion engine with a supercharger, there are a supercharger when a gear shift operation is performed from the operating state of the supercharger and when a gear shift operation is performed from the non-operating state of the supercharger. Because of the operation delay of, the way of increasing the engine rotation speed differs. Therefore, RA obtained from the engine speed
When the torque change start timing is determined by TIO, a shift shock may occur depending on whether the supercharger is operating.

[0005] Specifically, at the time of shifting operation (shift down) from the operating state of the supercharger, as shown in FIG.
When the predetermined engine torque change control is performed from the time IO has decreased to 1.0, the engine rotation speed gradually increases due to the operation delay of the supercharger, and the output shaft torque of the transmission smoothly rises as shown in Fig. 9. The shift shock can be suppressed. On the other hand, during a gear shift operation from the non-operating state of the supercharger, the engine speed increases more rapidly than when the supercharger is operating, so the torque change start time is earlier than the optimum time and
As shown in (3), the output shaft torque of the transmission fluctuates, a shift shock occurs, and drivability deteriorates.

The present invention has been made in view of the above circumstances, and it is possible to significantly suppress the shift shock by optimally performing the torque change control during the shift operation regardless of whether or not the supercharger is operating. To aim.

[0007]

Therefore, according to the present invention, as shown in FIG. 1, the output torque of an engine having a supercharger is transmitted to a drive wheel through a torque converter and a transmission. Thus, in the automatic shift operation of the shift stage of the transmission according to the running state of the vehicle, the output torque control means A for variably controlling the output torque of the engine and the operation of the supercharger Supercharger operation determination means B for determining the presence or absence, and change timing setting means C for setting different output torque change timings depending on whether the supercharger is operating or not.
And a drive means D for driving the output torque control means A so as to change the engine output torque from the normal control at the set output torque change timing during the shift.

[0008]

In this manner, the output change timing is set differently depending on whether the supercharger is operating or not, so that the shift shock can be optimally suppressed regardless of whether the supercharger is operating. I chose

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIGS. In FIG. 2, a throttle valve 3 is provided in the intake passage 2 of the engine 1, and a compressor rotor 4A of an exhaust turbocharger 4 is provided in the intake passage 2 upstream of the throttle valve 3. The compressor rotor 4A is axially connected to the turbine rotor 4B, and the turbine rotor 4B is rotationally driven by the exhaust flow. 5 is a waste gate valve.

The detection signal of the throttle sensor 6 for detecting the opening of the throttle valve 3 is input to the engine control device 7 and the shift control device 8. Further, a detection signal is input to the engine control device 7 from an air flow meter 9 and an engine rotation speed sensor (not shown). Further, a detection signal from the vehicle speed sensor 10 is input to the shift control device 8 as shown in FIG.

Next, the automatic transmission will be described with reference to FIG. 4. Reference numeral 11 denotes a torque converter, which is a pump impeller 11.
A, a turbine impeller 11B, and a stator 11C are provided.
Reference numeral 12 is a transmission including a planetary gear unit 12A, including a front clutch 12B, a rear clutch 12C, a brake band 12D, a low & reverse brake.
12E, one-way clutch 12F, parking pole 12G.

Considering the case of shifting from the first speed to the second speed in the D range, for example, the one-way clutch 12F is disengaged and the brake band 12D is connected to perform the speed shifting. In this way, the engine output torque is transmitted to the drive wheels of the vehicle via the torque converter 11 and the transmission 12. The transmission 12 is shown in FIG.
As shown in, the front clutch 12B, rear clutch 12C, brake band 12D, low & reverse brake
12E, one-way clutch 12F, and the like, for controlling the supply of hydraulic oil to each speed change element, the hydraulic pressure passages 21A to
Solenoid valves 22A to 22 for operating pressure, which are installed in 21E and control the amount of hydraulic oil supplied by controlling the valve opening duty.
E is driven and controlled by a valve opening duty signal from the shift control device 8. Reference numeral 23 is a line pressure passage, and 24 is an oil pump.

The shift control device 8 outputs an actuation signal to the actuation pressure solenoid valves 22A to 22E based on signals from the throttle sensor 6 and the vehicle speed sensor 10,
The shift operation is performed by connecting / disengaging each shift element. Further, the engine control device 7 is adapted to perform ignition timing control and fuel injection control based on signals from the air flow meter 9, the engine speed sensor, and the like. Further, the engine control device 7 and the shift control device 8 exchange data with each other by a mutual communication signal.

Here, the engine control device 7 constitutes an output torque control means, and the shift control device 8 constitutes a supercharger operation determination means, a change timing setting means and a driving means. Next, the operation will be described with reference to FIGS. In S1, it is determined whether or not it is a downshift operation. If YES, the process proceeds to S2, and if NO, the process proceeds to S8.

In S2, the supercharging operation determination flag F3 is set to 1
If YES, it is determined that the supercharging operation determination is completed, and the process proceeds to S10. If NO, the process proceeds to S3. S
In 3, the map intake air amount QMAP is searched from the map based on the detected engine speed and throttle opening. This QMAP is set so as to increase as the engine speed increases, and also increases as the throttle opening increases.

In S4, it is determined whether or not the retrieved QMAP is equal to or more than the predetermined intake air amount QC. If YES, it is determined that the supercharger is operating, and if S5 is NO, the supercharger is operating. If not, the process proceeds to S6. In S5,
Supercharging operation flag F1 = 1 indicating that the supercharger is operating
, And the process proceeds to S7.

On the other hand, in S6, the fact that the supercharger is not operating is stored as a supercharger operating flag = 0, and the process proceeds to S7. In S7, the fact that the determination of the supercharging operation is completed is F3 =
1 is stored, and the process proceeds to S11. On the other hand, when it is not determined that the shift down operation is being performed, the supercharging operation determination flag F3 is set to 0 in S8, the timer setting flag F2 is set to 0 in S9, and the control end timer is reset in S10. To finish.

In S11, it is determined whether or not the timer setting flag F2 is 1, and if YES, it is determined that the setting of the torque change end timing (the count value of the timer) is completed, S17.
If NO, proceed to S11. At S12, it is determined whether or not the supercharging operation flag F1 is 1. If YES, it is determined that the supercharger is operating, and if NO, it is determined that the supercharger is not operating, and if S14, the supercharger is not operating. move on.

In S13, the map is searched for the torque change end timing (count value) when the supercharger is operating, based on the detected vehicle speed. In S14, the map is searched for the torque change end timing when the supercharger is not operating, based on the detected vehicle speed. Here, the torque change end timing when the supercharger is not operating is set longer than that when the supercharger is operating.

In step S15, the control end timer starts counting. In S16, the timer setting flag F2 is set to 1, and then the process proceeds to S17. In S17, RATIO (= NO × GR / NE, N calculated by the preset torque change start timing, the engine speed NE and the gear ratio GR is calculated.
O is a constant) to determine whether or not the torque change start time has come. If YES, the process proceeds to S18, and if NO, the routine ends.

In S18, a control start signal is output to the engine control device 7. As a result, the engine control device 7 delays the ignition timing by a predetermined amount as compared with the normal control, and reduces the engine torque. In S19, the torque change end time retrieved in S13 or S14 is compared with the count value of the timer to determine whether or not the torque change end time has come. If YES, the process proceeds to S20 and if NO, the routine is executed. To finish.

In S20, the operation of the timer is stopped, and S21
Proceed to. In S21, the control end signal is sent to the engine control unit 7
To output. As a result, the engine control device 7 returns the ignition timing to the normal control value and the engine torque to the normal value. Also, the torque change start timing can be changed depending on whether the turbocharger is operating or not.

In this way, the engine torque is reduced during the gear shift operation by making the torque change start timing and the torque change timing different between when the supercharger is in operation and when it is not in operation. That is, when the supercharger is operating, as shown in FIG. 7, when the RATIO due to the engine speed decreases to 1.0 (the torque change start timing and the same value as in the conventional example), the engine torque is reduced. Similar to the example, the output timing torque of the transmission smoothly changes as shown in FIG. 7, and the shift shock can be greatly suppressed.

On the other hand, when the supercharger is not operating, the RATIO is 1.1 (torque change start timing) as shown in FIG.
If the engine torque is reduced when the engine speed decreases, the engine torque can be reduced at the optimal timing in response to this change even if the rise in engine speed is greater than when the turbocharger is operating. Since the torque can be changed smoothly as shown in FIG. 8, the shift shock can be largely suppressed and the drivability can be improved.

Further, since the end time is set longer when the supercharger is not operated than when the supercharger is operated, since the rise of the engine rotation speed is different between the time of operation and the time of non-operation, after completion of the gear shifting operation. Even if the engine rotation speed is different from the engine rotation speed until the rotation speed of the transmission becomes different, the torque down control can be ended at the optimum timing corresponding thereto, and the shift shock can also be reduced by this.

The presence or absence of the operation of the supercharger is determined from the engine rotation speed, but it may be determined from the intake pressure or the like.

[0027]

As described above, according to the present invention, the output change timing at the time of gear shift operation is set according to whether or not the supercharger is operating. Therefore, regardless of whether the supercharger is operating or not. ,
Gear shift shock can be greatly suppressed.

[Brief description of drawings]

FIG. 1 is a diagram for responding to a claim of the present invention.

FIG. 2 is a configuration diagram showing an embodiment of the present invention.

FIG. 3 is a schematic diagram of a main part of the same as above.

FIG. 4 is a schematic diagram of another main part of the same as above.

FIG. 5 Partial flow chart of the above

FIG. 6 is a flowchart of other parts of the above.

FIG. 7 is a view for explaining an operation when the above supercharger is operating.

FIG. 8 is a diagram for explaining an operation when the supercharger is not in operation.

FIG. 9 is a diagram for explaining the operation of the conventional example when the supercharger is operating.

FIG. 10 is a diagram for explaining the operation of the conventional example when the supercharger is not operating.

[Explanation of symbols]

 1 Engine 4 Exhaust Turbocharger 7 Engine Control Device 8 Speed Change Control Device 11 Torque Converter 12 Transmission

Claims (1)

[Claims] Claim: What is claimed is: 1. An output torque of an engine having a supercharger is transmitted to a drive wheel through a torque converter and a transmission, and a shift stage of the transmission is automatically changed according to a running state of a vehicle. In a shift control device for an automatic transmission for a vehicle that is operated to shift, output torque control means for variably controlling output torque of the engine, and supercharger operation determination means for determining whether or not the supercharger is operating. Change timing setting means for setting the output torque change timing differently when the supercharger is in operation and when the supercharger is not in operation, and the engine output torque from the time of normal control at the output torque change timing set at the time of gear shift. A shift control device for driving the output torque control means to change the shift control device for an automatic transmission for a vehicle.