JPH0544508A - Control device of engine - Google Patents

Abstract

PURPOSE:To improve travel performance by improving pursuability of changeover motion of a valve timing variation system and others even at the time when an engine speed suddenly changes at the time of speed change by way of devising to start the changeover motion of the valve timing variation system synchronously with or in advance of speed change motion at the time of speed change. CONSTITUTION:As well as an intake air charging efficiency variation means 29 responding to the drive state of an engine E is furnished, a drive state detection means 49 of the engine E and a prediction means 60 of the drive state detected before speed change until after the speed change are provided. A synchronous changeover starting means 61 of the variation means 29 to synchronize with speed change motion of a transmission 50 in accordance with the predicted drive state is provided on this. Consequently, starting of changeover motion of the variation means 29 is carried out synchronously with starting of the speed change motion. Thereafter, even when the speed change is actually finished and an engine speed suddenly changes, the changeover motion of the variation means 29 sufficiently advances or is finished at the point of time when the engine speed strides over a changeover engine speed of the motion of the variation means 29, and accordingly, at this point of time, intake air charging efficiency also changes immediately or in a short period of time and improves the drive state.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine controller, and more particularly to an improvement of a valve timing variable mechanism or the like having means for varying the intake charging efficiency of the engine.

[0002]

2. Description of the Related Art Conventionally, as an engine control device of this type, as disclosed in, for example, Japanese Patent Application Laid-Open No. 63-111224, a valve timing variable mechanism is provided and an engine low speed is set at a set engine speed. While rotating, the valve overlap between the intake valve and exhaust valve is set short while
It is known that the valve overlap is set to be long at the time of high rotation to improve the torque characteristic to achieve high output.

[0003]

However, in the above-mentioned prior art, since the variable valve timing mechanism performs the switching operation at the set engine speed, the engine speed is not changed during upshifting or downshifting of the transmission. If the speed changes suddenly across the set number of rotations, the change operation of the variable mechanism cannot follow this change, and as a result, for example, the improvement of the intake charging efficiency is delayed during the downshift accompanying the acceleration operation with the accelerator pedal depressed. However, this delay affects the increase in the engine speed, causing a large temporary drop in the longitudinal acceleration of the vehicle, which is a drawback that acceleration performance cannot be improved. In particular, in the hydraulic type in which the variable valve timing mechanism operates by the action of the oil of the oil pump connected to the crankshaft of the engine, the oil pressure decreases at low engine speed,
The delay in the switching operation of the variable mechanism at this low rotation becomes significant.

The present invention has been made in view of the above circumstances, and an object thereof is to follow the switching operation of the variable valve timing mechanism and the like with good followability even when the rotational speed changes abruptly. The purpose is to improve the running performance.

[0005]

In order to achieve the above object, according to the present invention, as shown in FIG. 1 (a), when a gear shift is performed, the gear shift operation is performed in synchronization with the gear shift operation or the gear shift operation is performed. The switching operation of the variable valve timing mechanism is started prior to the operation.

That is, the concrete solution means of the invention according to claim 1 is provided with the intake charging efficiency changing means 29 for changing the intake charging efficiency according to the operating state of the engine E, and the transmission is provided on the output shaft 3. Assuming a control device for an engine to which 50 is connected, a detecting means 49 for detecting an operating state of the engine E, and a predicting means for predicting an operating state after the shift from the operating state before the shift detected by the detecting means 49. 6
0 and are set. Further, there is provided a synchronous switching start means 61 for starting the switching operation of the intake charging efficiency varying means 29 in synchronism with the speed change operation of the transmission 50 based on the operating state predicted by the predicting means 60.

According to the second aspect of the invention, FIG.
As described above, the intake charging efficiency varying means 29 of the invention according to claim 1 is constituted by the valve timing varying mechanism 30 which is operated by the oil supply of the oil pump of the engine E, and is replaced by the synchronous switching starting means 61. , Prediction means 60
Switching start means 62 for starting the switching operation of the intake charging efficiency based on the operating state predicted by
And a shift delay means 63 for delaying the shift operation of the transmission 50 by a set delay period from the start of the switching operation of the variable valve timing mechanism 30 when the rotation speed is low.

Particularly, in the invention described in claim 3, the set delay period of the shift delay means 63 is set to be longer as the rotation speed of the engine E becomes lower. The maximum value set in advance is regulated.

[0009]

With the above construction, in the invention of claim 1,
The start of the switching operation of the intake charging efficiency changing means 29 is performed in synchronization with the start of the speed changing operation of the transmission. By this,
After that, even if the shift is actually completed and the engine speed suddenly changes, the switching operation of the intake charging efficiency changing means 29 is sufficient at the time when this rotation speed exceeds the switching rotation speed of the operation of the changing means 29. Since it is proceeding or is completed, the intake charging efficiency is changed immediately or in a short time at the time when this switching speed is exceeded, so that the engine operating condition can be responded favorably.

According to the second aspect of the invention, when the engine E is running at a low speed, the hydraulic pressure acting on the valve timing variable mechanism 30 is low, so that the switching operation of the variable mechanism 30 requires a long time. However, since the switching operation of the variable mechanism 29 is started in advance prior to the start of the gear shifting operation of the transmission 50, when the engine speed exceeds the switching speed of the variable mechanism 29, it is sufficiently similar to the above. In progress or completed. Therefore, the intake charging efficiency is also switched substantially quickly in response to a rapid change in the rotation speed, and the engine operating condition is responded well.

In this case, according to the third aspect of the present invention, the lower the rotation speed of the engine E, the longer the time required for the switching operation of the variable mechanism 30, but the set delay period is set longer. Therefore, it is possible to more reliably prevent the delay in change of the intake charging efficiency.

Further, in the invention according to claim 4, even when the set delay period is set to be long, the length is regulated to the maximum value set in advance, so that the driver feels a strange feeling due to the shift delay. Sufficiently suppressed to maintain a good driving feeling.

[0013]

As described above, according to the engine control device of the first aspect of the present invention, at the time of gear shifting of the transmission, the switching operation of the intake charging efficiency varying means is performed in synchronization with the gear shifting operation. Therefore, even if there is a sudden change in the engine speed during the speed change, the switching of the variable means is quickly completed at the time when the speed crosses the switching speed of the variable means or immediately thereafter, and the intake charging efficiency is improved. Can be well followed by the change in the number of revolutions, so that a temporary sharp decrease in longitudinal acceleration during downshifting due to acceleration operation can be suppressed or eliminated, and driving performance can be improved. ..

Further, according to the second aspect of the present invention, when the engine speed is low, which requires a long time for the switching operation of the hydraulic valve timing variable mechanism, the switching operation of the variable mechanism is started, and after that, the shift is performed with a delay of the set delay time. Since the shift operation of the machine is started, the switching of the valve timing variable mechanism can be completed quickly when the engine speed exceeds the switching speed, and the driving performance can be improved.

In this case, according to the invention of claim 3,
Since the set delay time is set longer as the engine speed is lower, the change in intake charge efficiency can be more reliably switched by the switching speed.

Further, according to the invention as set forth in claim 4, since the upper limit of the set delay time is restricted to the set maximum value, the delay of the shift start timing can be limited to a range that does not deteriorate the driving feeling. It is possible to suppress the discomfort given to the driver.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment of the present invention will be described below with reference to FIGS.

In FIG. 2, E is a 4-cylinder engine, 1 is a cylinder block, 2 is a cylinder head, 3 is a crank shaft, 4 is a connecting rod, 5 is a piston, 6 is an intake port, 7 is an intake valve, and 8 is an intake valve. Is an intake passage, 9 is an exhaust port
G, 10 is an exhaust valve, and 11 is an exhaust passage.

In the intake passage 8, an air cleaner 14, an air flow sensor 15, and a throttle valve 16 are arranged in this order from the upstream.
And the fuel injection valve 17 is disposed. Reference numeral 20 denotes a distributor, which is connected to the ignition coil 21 and is provided with a crank angle sensor 22 for detecting the rotation speed of the crankshaft 3 and a cylinder identification sensor 23 for identifying the reference cylinder.

An intake cam shaft 24 for driving each intake valve 7 and an exhaust cam shaft 25 for driving each exhaust valve 10 are provided, and each cam shaft 24, 25 is provided with a timing belt (not shown). ) And is drivingly connected to the crankshaft 3.
A hydraulic valve timing variable mechanism 30 for switching the amount of valve overlap between the intake valve 7 and the exhaust valve 10 between large and small stages is arranged at the front end portion of the exhaust camshaft 25.

Next, the hydraulic valve timing variable mechanism 3
A specific configuration of 0 will be described based on FIGS. 3 and 4. Figure 3
A spacer 31 is fixed to the end of the exhaust camshaft 25, and an exhaust camshaft pulley 26 around which a timing belt is wound between the spacer 31 and the crankshaft 3 is arranged outside the spacer 31. .. The exhaust cam shaft pulley 26
Is in sliding contact with the outer periphery of the tip of the spacer 31 at the tip of the boss portion 32, and the base end side of the boss portion 32 is fixed to a rotatable coupling member 33 on the exhaust cam shaft 25. The connecting member 33 is rotatably supported by the bearing portion 2A of the cylinder head 2, and the first gear 27 is spline-connected to the other end of the connecting member 33. The first gear 27 has an intake camshaft. A second gear 28 provided at the tip of 24 is meshed and connected.

Inside the boss portion 32 of the exhaust cam shaft pulley 26, an annular piston 34 is incorporated between the exhaust cam shaft pulley 26 and the spacer 31, and the piston 34 is divided into two parts in the axial direction. The branch portions are fixed to each other by a plurality of pins, and helical splines in opposite directions are formed on both inner and outer surfaces of the piston 34. These helical splines are formed on the outer periphery of the spacer 31 and the exhaust camshaft pulley, respectively. It is meshed with the helical spline formed on the inner circumference of the boss portion 32 of 26. The piston 34 is biased toward the tip side by a spring 35.

The exhaust camshaft 25 includes an oil passage 3
6 is formed, the spacer 31 is fixed to the exhaust camshaft 25 by a fixing bolt 38 via a stopper member 37, and the fixing bolt 38 has a through hole 3 communicating with the oil passage 36.
9 is provided, and a pressure chamber 40 that guides the hydraulic pressure from the oil passage 36 is provided at the tip of the boss portion 32 of the exhaust cam shaft pulley 26.

The other end of the exhaust cam shaft 25 is rotatably supported by the bearing 2B of the cylinder head 2, and the end of the pivot hole 41 is closed by a plug 42.

In order to supply and discharge the hydraulic pressure to and from the oil passage 36, the cylinder head 2 is equipped with a switching valve 43 which is switched by the valve overlap switching solenoid 13, and as shown in FIG. In the OFF state, the switching valve 43 connects the oil passage 36 to the drain passage 4
Switch valve 4 when it is in the discharge position connected to 4 and is in the ON state
3 connects the oil passage 36 to the hydraulic pressure supply passage 45. Oil is supplied to the hydraulic pressure supply passage 45 from an oil pump (not shown) connected to and driven by the crankshaft 3 of the engine E.

A switching valve 43 is provided by the switching solenoid 31.
Is switched to the supply position, the oil passage 36 is removed from the pressure chamber 4
0 is supplied with hydraulic pressure, and the piston 34 moves the spring 35.
3 is moved to the right in FIG. 3 while being compressed, so that the spacer 3 is moved through the inner and outer splines of the piston 34.
1 and the boss portion 32 of the exhaust cam shaft pulley 26 rotate relatively in opposite directions, and the spacer 31 and the exhaust cam shaft pulley 2
The phase relative to 6 changes, and as a result, the closing timing of the exhaust valve 10 shifts to the delay side, and the valve overlap becomes a large overlap amount (40 °) as shown in FIG. On the other hand, if the switching valve 43 is switched to the discharge position from this state,
Since the oil in the oil passage 36 is discharged and the piston 34 returns the biasing force of the spring 35 to the original position, the exhaust valve 1
It is configured such that the closing timing of 0 returns to the original value and the valve overlap becomes a normal small overlap amount (15 °).

Then, the variable valve timing mechanism 3 is used.
As shown in FIG. 6, the switching timing of 0 is set to the switching timing shown by the solid line in the drawing in the operating region based on the engine load on the vertical axis and the engine speed on the horizontal axis. Therefore, the valve charging variable mechanism 30 operates based on the switching map of FIG. 6 to make the valve charging efficiency of the engine E variable, so that the valve charging efficiency changing means 2 is provided.
9 is composed.

In FIG. 2, reference numeral 46 denotes an engine controller. The controller 46 detects each of an engine speed sensor 47 and an opening sensor 48 for detecting the opening of the throttle valve 16. A signal is input. The engine speed sensor 47 and the opening degree sensor 48 constitute a detecting means 49 for detecting the operating state of the engine E.

FIG. 7 shows the structure of an automatic transmission connected to the engine E. In the figure, reference numeral 50 denotes an automatic transmission, which is a torque converter 51 connected to the crankshaft 3 (output shaft) of the engine E.
And a transmission mechanism 52 having, for example, four forward gears and one reverse gear. The torque converter 51 includes a pump 51a connected to the crankshaft 3 of the engine E, a stator 51b, a turbine 51c, and the stator 51b.
Is provided with a one-way clutch 51d for preventing rotation in the opposite direction from the turbine 51c, and the turbine 51c is connected to the speed change mechanism 52 via a converter output shaft 51e. In front of the torque converter 51,
A lockup mechanism 5 for fastening and releasing the crankshaft 3 (that is, the converter input shaft) and the converter output shaft 51e.
3 is provided.

Further, in the figure, 55 is a hydraulic circuit section for controlling the operation of the transmission mechanism 52 and the lock-up mechanism 53, and the hydraulic circuit section 55 has five electromagnetic solenoids SOL1 to SOL5 for control. And a duty solenoid SOL6 for lockup control.

In addition, 57 is the above five electromagnetic solenoids.
A transmission controller for controlling SOL1 to SOL5 and a duty solenoid SOL6 for lockup control, wherein the transmission controller 57 includes a detection signal from a vehicle speed sensor 58. Is entered.

Further, in FIG. 2, reference numeral 59 denotes a valve timing variable mechanism controller, and the controller 59 has an engine speed signal, a throttle valve opening signal, and a vehicle speed signal from the two controllers 46 and 57. Is entered.

Next, cooperative control of the shift control of the automatic transmission 50 and the switching control of the hydraulic valve timing variable mechanism 30 by the valve timing variable mechanism controller 59 will be described based on the control flow of FIG.

After the start, in step S1 the throttle valve opening signal of the opening sensor 49 and the vehicle speed signal of the vehicle speed sensor 58 are read, and then in FIG. Whether or not the shift condition is satisfied is determined by whether or not the up shift line or the down shift line shown in 9 is crossed. When the shift condition is satisfied, the engine speed after the shift is first calculated in step S3. This calculation uses the current vehicle speed before the gear shift as the vehicle speed after the gear shift, calculates the turbine rotation speed after the gear shift using the effective radius of the tire and the gear ratio before and after the gear shift, and then, as shown in FIG. As shown in Fig. 5, from the speed ratio map of the torque converter 51 according to the turbine rotational speed and the throttle valve opening obtained in advance for each shift stage, the throttle valve opening after the gear shift (this value is the throttle valve opening before the gear shift). (Substitute with the opening) and the speed ratio according to the calculated turbine rotation speed,
The calculated turbine speed is divided by the calculated speed ratio to obtain the engine speed.

Next, it is determined whether the valve timing variable mechanism 50 needs to be switched at the engine speed after the shift and the throttle valve opening (that is, the engine load) before the shift determined in step S4. The determination is made from the switching map of FIG. 6 based on the rotational speed and the throttle valve opening.

When the variable mechanism 30 needs to be switched, the time t1 required for the shift is calculated from the previously stored shift time data in step S5, and the time t2 required to switch the variable mechanism 30 is calculated in step S6. It is calculated from the switching time data stored in advance for each engine speed.

Thereafter, the above two times are compared in step S7. If t1 ≧ t2, there is no delay in switching the variable mechanism 30, so in step S8 a shift signal is sent from the transmission controller 57 to the electromagnetic solenoids SOL1 ... After the shift signal is output to SOL5, a switching signal is output to the switching solenoid 31 of the variable mechanism 30 after (t1-t2) time in step S9, and the process returns.

On the other hand, if t2> t1, step S10 is performed to prevent the switching delay of the variable mechanism 30.
Then, the value of (t1−t2) is compared with the maximum value α. here,
The maximum value α is the maximum value of the delay time of the shift operation to the extent that the delay in the start of the shift operation does not give the driver a feeling of strangeness. If t1−t2 ≦ α is not larger than the maximum value, a switching signal is output to the switching solenoid 31 of the variable mechanism 30 in step S11, and then in step S12, a shift signal is sent to the electromagnetic solenoid after (t2−t1) time. Output to SOL1 to SOL5 and return. On the other hand, if the maximum value of t1-t2> α is exceeded, a switching signal is output to the switching solenoid 31 of the variable mechanism 30 in step S13, and then step S13.
At 14, the delay time is regulated to the maximum value α, and after the maximum value α time, a shift signal is output to the electromagnetic solenoids SOL1 to SOL5, and the process returns.

Therefore, in the control flow of FIG. 7, in step S3, the engine speed after the shift is calculated from the engine speed before the shift detected by the engine speed sensor 47, and the calculated rotation value and the opening degree are calculated. A predicting unit 60 is configured to predict the operating state after the gear shift based on the throttle valve opening detected by the sensor 48.

Further, steps S4 to S of the control flow.
7 and S10 to S12, when the time t1 required for shifting in the automatic transmission 50 and the time t2 required for the switching operation of the variable valve timing mechanism 30 have the same value, the shifting operation of the automatic transmission 50 is synchronized. The synchronous switching start means 61 is configured to start the switching operation of the variable mechanism 30.

Further, steps S4 and S of the control flow.
11, the switching start means 62 is configured to start the switching operation of the variable valve timing mechanism 30 based on the operating state predicted by the prediction means 60. In addition, in steps S5 to S7 and S10 to S12, when the time t2 required for the switching operation of the variable valve timing mechanism 30 becomes long during low engine speed when the oil discharge pressure of the oil pump decreases, this time t2 and automatic gear shifting Difference from time t1 required for gear shift in the machine 50 (t2-t1)
The shift delay means 63 is configured to delay the shift operation of the transmission 50 for a set delay period equal to.

Next, the operation of the above embodiment will be described. Figure 1
As shown in FIG. 1, for example, when the driver requests an acceleration operation in which the driver depresses the accelerator pedal as shown in FIG. 1A, the operating state in the shift diagram of FIG. When it crosses, the engine speed after the shift is calculated by the predicting means 60, and when this engine speed crosses the switching speed of the hydraulic valve timing variable mechanism 30 shown in FIG.
Both 1 and the time t2 required for the switching operation of the hydraulic valve timing variable mechanism 30 are calculated. Then, for example, when t2 = t1, the valve timing variable mechanism controller 59 outputs the shift signal and the switching signal in synchronization with each other as shown in (b) and (d) of FIG. As shown in (e) and (e), the actual gear shift in the automatic transmission 50 and the switching operation of the hydraulic valve timing variable mechanism 30 are simultaneously completed. This causes the hydraulic valve timing variable mechanism 30 to expand the valve overlap at the time when the engine speed rapidly rises as shown in FIG. 6 (g) due to the downshift and crosses the switching speed of FIG. Since the switching is completed to the other side, there is no delay in switching the intake charging efficiency with respect to this sudden change in the engine speed. In this case, conventionally, the switching signal for the variable mechanism 30 is output only when the engine speed exceeds the switching speed of FIG. 6 due to the downshift (shown by a broken line in FIG. 6D).
Therefore, as shown by the broken line in FIG. 7E, there is a delay in the completion of switching of the variable mechanism 30, and the valve overlap stays in the normal small period. As a result, during acceleration operation as shown in FIG. Regardless of this, the engine speed is reduced, and the longitudinal acceleration of the vehicle is temporarily sharply reduced as shown in FIG. However, in this embodiment, since there is no delay in switching the intake charging efficiency as described above, there is no decrease in the engine speed and the longitudinal acceleration of the vehicle is as shown by the solid lines in FIGS. It will change smoothly and the acceleration performance will be improved.

Further, the hydraulic valve timing variable mechanism 3
In the low engine speed range in which the switching speed of 0 is near the minimum value in FIG. 6, the speed of the oil pump is also low. Therefore, low hydraulic pressure oil is supplied to the hydraulic valve timing variable mechanism 30. The switching operation requires a long time, and the switching time t2 is longer than the time t1 required for shifting. To do. However, in this case, although not shown in FIG.
The switching operation of the variable mechanism 30 is started first, and then (t
2-t1) Since the shift operation of the automatic transmission 50 is started when the time elapses, the switching operation of the variable mechanism 30 and the shift operation of the automatic transmission 50 are both completed at the same time. Therefore, similarly to the above case, when the increase in the engine speed due to the downshift crosses the switching speed in FIG. 6, the hydraulic valve timing variable mechanism 30 completes the switching to the side where the valve overlap is widened. Therefore, the change in the longitudinal acceleration of the vehicle is made smooth, and the acceleration performance is improved.

In this case, the time (t2-t1) from the start of the switching operation of the variable mechanism 30 to the start of the gear shifting operation, that is, the setting delay time of the gear shifting operation, becomes lower as the engine speed becomes lower, that is, the variable mechanism 30. The longer the time t2 required for the switching operation is, the more the switching operation of the variable mechanism 30 and the speed changing operation of the automatic transmission 50 can be completed at the same time even in this low engine speed range.

Moreover, the set delay time (t2-t
In 1), since the maximum value α is restricted even at the longest time, it is possible to sufficiently suppress the discomfort given to the driver due to the delay of the gear shifting operation at the time when the gear should be shifted, and to improve the driving feeling. it can.

[Brief description of drawings]

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

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

FIG. 3 is a plan view showing a specific configuration of a hydraulic valve timing variable mechanism.

FIG. 4 is a side view of the variable mechanism.

FIG. 5 is an explanatory diagram of switching valve overlap periods.

FIG. 6 is a diagram showing a map of switching rotational speeds of a hydraulic valve timing variable mechanism.

FIG. 7 is a schematic configuration diagram around an automatic transmission.

FIG. 8 is a flowchart showing a shift control of an automatic transmission and a switching control of a variable valve timing mechanism.

FIG. 9 is a diagram showing a shift diagram.

FIG. 10 is a diagram showing a speed ratio map of the torque converter.

FIG. 11 is a diagram illustrating an operation description.

[Explanation of symbols]

 E Engine 3 Crank Shaft (Output Shaft) 29 Intake Charging Efficiency Changing Means 30 Hydraulic Valve Timing Changing Mechanism 47 Engine Speed Sensor 48 Opening Sensor 49 Detecting Means 50 Automatic Transmission 60 Predicting Means 61 Synchronous Switching Starting Means 62 Switching Starting Means 63 gear shifting delay means

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Katsumi Nakamura 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Motor Corporation

Claims (4)

[Claims] 1. A control device for an engine, comprising an intake charging efficiency varying means for varying intake charging efficiency according to an engine operating state, and having a transmission connected to an output shaft,
Detecting means for detecting an engine operating state, predicting means for predicting an operating state after shifting from the operating state before shifting detected by the detecting means, and the transmission based on the operating state predicted by the predicting means And a synchronous switching start means for starting the switching operation of the intake charging efficiency varying means in synchronism with the shift operation of the engine. 2. A hydraulic valve timing variable mechanism that operates by the supply of oil from an oil pump of the engine to vary intake charging efficiency according to the engine operating state, and a transmission is connected to the output shaft. A control device for an engine, the detecting means detecting an engine operating state, a predicting means for predicting an operating state after a shift from an operating state before a shift detected by the detecting means, and a predicting means for predicting the operating state. Switching start means for starting the switching operation of the variable valve timing mechanism based on the operating state, and the shifting operation of the transmission when the engine is running at a low speed for a set delay period from the start of the switching operation of the variable valve timing mechanism. A control device for an engine, comprising: a speed change delay means for delaying. 3. The engine control device according to claim 2, wherein the set delay period is set longer as the engine speed becomes lower. 4. The engine control device according to claim 3, wherein the set delay period is restricted to a maximum value set in advance even if it is long.