JPH0674319A - Controller for vehicle - Google Patents

Abstract

PURPOSE:To use a program given to a microcomputer for an automatic transmission with hardly changing while maintaining the same speed change feeling even when output characteristics are changed over. CONSTITUTION:A microcomputer 101 for an engine controls the engine which generates two or more different outputs relative to the same throttle opening according to operation conditions, and a microcomputer 102 for an automatic transmission judges whether speed changing is well timed or not based on a throttle opening signal and car speed signal, and when the microcomputer 102 judges that speed changing is well timed, car speed is changed. In this case, a throttle opening correcting means 103 is provided in the microcomputer 101 for engines to correct the detected signal of throttle opening according to the difference in the output characteristics of the engine, and the corrected throttle opening is transmitted the microcomputer 102 for the automatic transmission through a communication device 104 as throttle opening used for speed changing.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle, such as a lean burn engine, which includes an engine having different output characteristics with respect to the same throttle opening and an automatic transmission.

[0002]

2. Description of the Related Art In a vehicle equipped with an automatic transmission, shift control such as clutch pedal operation and gear change is all performed by a dedicated microcomputer. This is to prepare a diagram (so-called shift pattern) in the microcomputer in which the shift timing according to the vehicle speed and the throttle opening (equivalent to the engine load) is prepared in advance, and the throttle opening signal from the throttle sensor and the vehicle speed are set. From the vehicle speed signal from the sensor,
When it is determined that the shift timing has come, upshift and downshift are automatically performed.

On the other hand, there is an engine (so-called lean burn engine) in which the target air-fuel ratio is switched between the stoichiometric air-fuel ratio and the lean side air-fuel ratio. In an operating range where output is not required, NOx generated due to instability of combustion is reduced by swirling intake air while improving fuel efficiency by operating at an air-fuel ratio on the lean side. On the other hand, when a high output is required, the target air-fuel ratio is switched to the stoichiometric air-fuel ratio and the exhaust gas is purified by the three-way catalyst.

In this case, the lean burn engine is combined with a vehicle in which the shift pattern of the automatic transmission is matched with the engine whose air-fuel ratio is feedback-controlled in almost the entire operating range with the theoretical air-fuel ratio as the target air-fuel ratio. If so, in the lean burn engine, the shift timing becomes uncomfortable in the lean air-fuel ratio range, or the accelerator pedal is over-depressed due to insufficient acceleration, resulting in poor fuel economy.

For example, FIG. 20 shows a part of a shift pattern used for upshifting. When the accelerator pedal is depressed for acceleration, the theoretical air-fuel ratio (shown by the solid line) is used to shift to the third speed at point A. Suppose. However, at a lean air-fuel ratio, the output for the same throttle opening is smaller than the stoichiometric air-fuel ratio, so the accelerator pedal must be depressed further in order to perform similar acceleration. The throttle opening increases in correspondence with the additional depression of the accelerator pedal, and the shift timing shifts from A to B toward the high vehicle speed side (high rotation side). As described above, when the shift timing shifts to the high rotation side, the period in the second speed becomes longer, and the fuel economy deteriorates accordingly. Further, if the gear shift is performed at a high engine speed, the gear shift shock also becomes large.

Further, in JP-A-62-165053, in the lean air-fuel ratio range, the shift pattern is changed from the shift pattern in the theoretical air-fuel ratio range (economy pattern) to the power pattern emphasizing power. As shown in FIG. 21, the power pattern emphasizing power is such that the shift timing comes to the side where the throttle opening is smaller at the same vehicle speed. According to this power pattern, when acceleration is performed in the lean air-fuel ratio range, the period in the second speed becomes longer, so that the same shift feeling as when operating at the stoichiometric air-fuel ratio is obtained.

[0007]

By the way, the target air-fuel ratio in the lean air-fuel ratio range may be set stepwise instead of one. In this case, if only one shift pattern (power pattern) is prepared in the lean air-fuel ratio range as in the above device, if the target air-fuel ratio different from the target air-fuel ratio matching the power pattern, the air-fuel ratio The shift feels uncomfortable according to the difference in the fuel ratio, and if the target air-fuel ratio is leaner than the target air-fuel ratio matching the power pattern, the accelerator pedal tends to be depressed, resulting in poor fuel economy. That is, even if the output characteristics are switched, the same number of shift patterns as the different output characteristics are required because the shift timing and the fuel consumption are the same before and after the switching.

However, if the shift patterns are prepared by the number of the target air-fuel ratios, the memory capacity becomes large in proportion to the number of the target air-fuel ratios, and if a plurality of shift patterns are formed, the shifts corresponding to the target air-fuel ratios are made. Since a new judgment part for selecting a pattern is required, the logic becomes complicated.

Therefore, according to the present invention, the actual throttle opening signal is input to the engine microcomputer and the throttle opening corrected by the difference in the output characteristics is sent to the automatic transmission microcomputer via the communication device to output the signal. An object of the present invention is to make it possible to maintain the same shift feeling even if the characteristics are switched, and to apply the program to the microcomputer for the automatic transmission without any change.

[0010]

The first invention, as shown in FIG. 1, is an engine microcomputer 101 for controlling an engine which produces two or more different outputs for the same throttle opening according to operating conditions. And a microcomputer 102 for an automatic transmission that determines whether or not a shift timing has come from a throttle opening signal and a vehicle speed signal, and opens and closes a valve of a hydraulic circuit for shifting at the shift timing based on the determination result. In the vehicle control device, means 103 for correcting the throttle opening detection signal according to the difference in the output characteristics of the engine is provided with the engine microcomputer 10
1, and a device 104 for transmitting the corrected throttle opening degree to the automatic transmission microcomputer 102 as the throttle opening degree used for the shift timing.

In a second aspect based on the first aspect, the engine microcomputer 101 performs feedback control of the air-fuel ratio with the stoichiometric air-fuel ratio and a lean air-fuel ratio of 1 or more as respective target air-fuel ratios, and corrects the throttle opening. Means 103
Thus, the detection signal of the throttle opening is reduced and corrected as the target air-fuel ratio becomes leaner according to the target air-fuel ratio.

According to a third aspect of the present invention, in the first aspect of the present invention, a plurality of cams having different cam profiles are provided, and a mechanism for switching the cams so that at least one of the intake and exhaust valves is driven by the selected cam is provided. The engine is controlled by the engine microcomputer 101, and the throttle opening correction means 103 corrects the throttle opening detection signal in accordance with the selected cam. In that case, decrease correction is performed, and when the output is large, the amount is increased.

As shown in FIG. 22, the fourth aspect of the present invention is based on an engine microcomputer 111 for controlling an engine that produces one output for the same fuel in accordance with operating conditions, a throttle opening signal and a vehicle speed signal. It is determined whether or not the shift timing has come, and when the shift timing comes, the control device for the vehicle, which includes the automatic transmission microcomputer 102 that controls the opening and closing of the valve of the hydraulic circuit for shifting, determines the alcohol mixing ratio. Accordingly, a means 113 for correcting the throttle opening detection signal to decrease as the alcohol mixing ratio increases is provided in the engine microcomputer 111, and the corrected throttle opening is used as the throttle opening to be used for the shift timing. A device 104 for transmitting to the machine microcomputer 102 is provided.

[0014]

Considering an engine that produces a small output and a large output with respect to the same throttle opening, for example, a shift pattern matched when the engine produces a large output is used even when the engine produces a small output. If it is used, the shift timing is pulled toward the high rotation side, and the shift timing is uncomfortable.

In this case, the same number (2
If one shift pattern is prepared in the microcomputer for the automatic transmission, the shift timing is the same regardless of the output characteristics, but the memory capacity for the shift pattern increases.

On the other hand, in the first aspect of the invention, in the engine microcomputer, when the output characteristic is small, the throttle opening detection signal is corrected so as to be small, and this is used for determining the shift timing. This correction for reducing the throttle opening is to convert the actual throttle opening with a small output characteristic into a throttle opening equivalent amount with a large output characteristic. It is possible to use patterns. As a result, even when the output characteristic is small, the shift feeling is the same as when the output is large, and the shift timing is not pulled to the high rotation side, so fuel efficiency does not deteriorate.

In this case, one shift pattern (shift pattern matched when the output characteristic is large) is used in any output characteristic. In other words, even if the engine can be switched to two different output characteristics, it is not necessary to prepare two shift patterns, so that the memory capacity for the shift patterns prepared in the automatic transmission microcomputer is 1 It is the same as an engine with only one output characteristic. Further, also in the logic for determining the shift, the actual throttle opening is changed to the corrected throttle opening, and in this respect as well, there is almost no difference from the engine having only one output characteristic.

On the other hand, if a shift pattern matching a small output characteristic is used even when the output characteristic is large,
This time, the shift timing will be pulled to the low rotation side. At this time, when the output characteristic becomes large, the apparently enlarged throttle opening is used for determining the shift timing.

As a result, the shift timing is prevented from being pulled to the low rotation side, and in this case also, the shift pattern only needs to be a matched shift pattern when the output characteristic is small, and the shift determination logic is It is almost the same as an engine with only one output characteristic.

In a second aspect of the present invention, in the case of a lean burn engine, when the target air-fuel ratio is switched stepwise or continuously according to operating conditions, the output changes for the same throttle opening.

Since the difference in the output characteristics in this case is based on the target air-fuel ratio, it is corrected so that the detection signal of the throttle opening becomes smaller as the target air-fuel ratio becomes leaner, and the gear shift timing is corrected with this corrected throttle opening. If it is determined whether the lean air-fuel ratio is set as the target air-fuel ratio, the acceleration and deceleration performance that is the same as when the theoretical air-fuel ratio is set as the target air-fuel ratio is maintained, and the shift pattern is the theoretical value. It suffices to prepare only a shift pattern that matches the air-fuel ratio, and the shift determination logic is almost the same as in an engine in which feedback control is performed with the theoretical air-fuel ratio as the target air-fuel ratio in almost all operating ranges.

A third aspect of the present invention is an engine equipped with a so-called variable valve operating device, and when the cam is switched in stages according to operating conditions, the output for the same throttle opening changes.

In this case, if the shift pattern matched with the reference cam (any of the cams may be used as the reference cam) is used even when the other cam having an output characteristic smaller than that of the reference cam is used, the shift timing is changed. If the cam is pulled to the high rotation side and, conversely, when used with another cam having a larger output characteristic than the reference cam, the shift timing is pulled to the low rotation side this time.

Since the difference in the output characteristic in this case is based on the selected cam, in the third invention, when the output of the cam is smaller than that of the reference cam, the detection signal of the throttle opening is reduced and the reference cam is changed. When the cam with a larger output is corrected so that the throttle opening detection signal becomes larger, and when it is judged whether the gear change timing has been reached with this corrected throttle opening, the acceleration performance is the same as with the reference cam. And deceleration performance is maintained,
As for the shift pattern, it is sufficient to prepare only the shift pattern that matches the reference cam, and the logic for gear shift determination is almost the same as that of the engine operated only by the reference cam.

A fourth aspect of the present invention is an engine in which the output characteristics differ depending on the fuel used, and when a fuel mixed with alcohol is used, the output for the same throttle opening is 100% gasoline. Lower than when using.

In this case, if the shift pattern matched to the fuel of 100% gasoline is used as it is when the fuel mixed with alcohol is used,
The shift timing is pulled to the high rotation side.

Since the difference in the output characteristics in this case is based on the mixing ratio of alcohol, in the fourth aspect of the invention, the detection signal of the throttle opening is corrected so as to increase as the mixing ratio of alcohol increases according to the mixing ratio of alcohol. When it is judged whether or not the gear shift timing is reached by the corrected throttle opening, the acceleration performance and deceleration performance that are the same as when the fuel is 100% gasoline are maintained, and the shift pattern is the fuel of 100% gasoline. It suffices to prepare only a shift pattern that matches with, and the logic for determining the shift is almost the same as that when 100% gasoline is used.

[0028]

EXAMPLE In FIG. 2, in the lean burn engine,
Fuel consumption is improved by keeping the air-fuel ratio of the air-fuel mixture flowing into the combustion chamber at a value leaner than the stoichiometric air-fuel ratio, while NO increases due to combustion instability in the lean air-fuel ratio range.
In order to suppress x, swirl is given to the intake air flowing into the combustion chamber when combustion is unstable, such as when the load is light. A swirl control valve 13 partially having a notch (not shown) is provided near the intake port 12, and when a light load time is detected from the intake air amount signal (when the idle time is detected from the throttle sensor 6 signal). Also, the swirl control valve 13 is fully closed to throttle the intake air, thereby increasing the flow velocity of the intake air and causing swirl in the combustion chamber.

The swirl control valve 13 is driven by a diaphragm actuator 14, and when a swirl control solenoid 15 is turned on by a signal from the control unit 2, negative pressure (operating pressure) from the vacuum tank 16 is guided to the actuator 14. ,
The valve 13 is closed and the solenoid 15 is turned off.
When set to F, the valve 13 returns to the fully open position.

On the other hand, in the lean burn engine, the output generated at the lean side target air-fuel ratio is limited. When higher output is required, it is necessary to set the actual air-fuel ratio to the rich side, which increases the NOx emission amount. In order to deal with this, when the operating range where high output is required is reached, the target air-fuel ratio is switched to the stoichiometric air-fuel ratio and the exhaust pipe 1
NOx is purified by the three-way catalyst 19 provided in No. 8.

In the engine microcomputer 2, the target excess fuel ratio TDML defined by TDML = 1 / (target air-fuel ratio / theoretical air-fuel ratio) is introduced to switch the target air-fuel ratio, and the injector 3 provided in the intake port 12 is introduced. Fuel injection pulse width Ti to the following: Ti = Tp · COEF · α · TDML + Ts, where Tp: basic injection pulse width determined from intake air amount and engine speed, COEF: 1 and sum of various correction factors such as water temperature increase α: Air-fuel ratio feedback correction coefficient Ts: Calculated by the invalid pulse width according to the battery voltage.

When the lean side target air-fuel ratio is switched to the stoichiometric air-fuel ratio, if the theoretical air-fuel ratio is added to the target air-fuel ratio in the equation, TDML = 1. The formula at this time is Ti = Tp.COEF.alpha. + Ts, which is a known formula given to the conventional three-way catalyst system.

Conversely, at the time of switching to the target air-fuel ratio on the lean side, the target value TDML set in advance for the target air-fuel ratio is set.
By inputting 0 (for example, 22), TDML becomes 14.7 / 22 (that is, a value smaller than 1), and the fuel supply amount is suddenly reduced by this TDML compared to when the stoichiometric air-fuel ratio is targeted. By reducing the fuel amount stepwise at the time of switching from the stoichiometric air-fuel ratio to the lean side target air-fuel ratio, the convergence at the time of switching to the lean side target air-fuel ratio is enhanced. After that, the wide range air-fuel ratio sensor 9 detects the actual air-fuel ratio, and feedback control of the air-fuel ratio is performed so that this matches the lean side target air-fuel ratio.

The target air-fuel ratio TAFR is predetermined in advance from the engine speed Ne and the basic injection pulse width Tp as shown in FIG. In FIG. 3, the region where the numerical value is 14.7 is the theoretical air-fuel ratio region (the region 12 is the output air-fuel ratio region, but this region is also included in the theoretical air-fuel ratio region),
Areas 17, 20, and 22 are lean air-fuel ratio areas. Figure 3
The characteristic of is when the cooling water temperature is equal to or higher than a predetermined value. When the cooling water temperature is equal to or lower than a predetermined value (for example, during warm-up), the theoretical air-fuel ratio becomes the target air-fuel ratio in the entire operating range.

In this way, the engine microcomputer 2 that performs the switching control between the theoretical air-fuel ratio and the lean side target air-fuel ratio and the feedback control of the air-fuel ratio detects the operating condition of the engine that is necessary for the control. Signals from various sensors are input. 4 is an air flow meter for detecting the amount of air taken in from the air cleaner, 6 is a throttle sensor for detecting the throttle opening (opening of the throttle valve 5), 7 is a signal for each unit crank angle and for each reference position of the crank angle. Is a crank angle sensor that outputs a signal, 8 is a water temperature sensor, and 9 is a wide range air-fuel ratio sensor that can detect a wide range of actual air-fuel ratios from the theoretical air-fuel ratio to the lean side air-fuel ratio.

By the way, in the lean burn engine, when the target air-fuel ratio on the lean side is switched, the output becomes lower than that at the stoichiometric air-fuel ratio even if the throttle opening is the same.
If a lean-burn engine is used as it is, one shift pattern that matches an engine (this engine is abbreviated as "normal engine" hereafter) that is feedback-controlled with the theoretical air-fuel ratio as the target air-fuel ratio in almost all operating ranges is used. Discomfort and poor fuel efficiency. However, if the shift patterns are prepared by the number of the target air-fuel ratios, the memory capacity prepared for the microcomputer for the automatic transmission becomes large in proportion to the number of the target air-fuel ratios.

To deal with this, as shown in FIG. 4, the detection signal of the throttle sensor 6 is not input to the microcomputer 71 for the automatic transmission, but the microcomputer 2 for the engine is used.
On the other hand, the throttle opening (actual throttle opening) is corrected according to the target air-fuel ratio as the target air-fuel ratio becomes leaner, and the corrected throttle opening is automatically changed through the communication device 72. Send to the machine microcomputer 71.

In FIG. 4, the other points are the same as in the prior art, and the vehicle speed signal (detection signal from the vehicle speed sensor 74) necessary for the shift determination is input to the automatic transmission microcomputer 71. The microcomputer 71 for the automatic transmission determines whether or not the shift timing has come from this vehicle speed signal and the throttle opening signal sent from the engine microcomputer 2.

The electronically controlled automatic transmission 73 has the same basic structure as that of the conventional mechanical automatic transmission, and a solenoid valve is used as a control valve mechanism in the hydraulic valve to open and close the hydraulic circuit. .

For shifting, in the case of a forward four-stage gear, the shift switching valve (shift valve) is switched by two shift sonoids 7.
It will take place at 5,76. Two shift solenoids 75,7
By outputting an ON / OFF signal to 6, the 1st to 4th speeds (the two shift solenoids 75 and 76 are turned ON when
Speed, the shift solenoid 75 is OFF, the shift solenoid 76 is ON to the second speed, the shift solenoids 75 and 76 are both OFF to the third speed, and the shift solenoid 75 is ON and the shift solenoid 76 is OFF to the fourth speed. is there.

There are five forward gears, and three gear shift solenoids are required for this gear, but at this time, gear shifting is still performed by the combination of ON and OFF given to the three gear shift solenoids.

The engine microcomputer 2 corrects the actual throttle opening TVO input to the engine microcomputer 2 so as to decrease as the target air-fuel ratio becomes leaner. As shown in FIG. 5, the throttle opening correction amount KTV is set according to the target air-fuel ratio TAFR.
O is calculated, and this correction amount KTVO is used as the actual throttle opening TV.
Corrected throttle opening TRTV by multiplying O
O is obtained (steps 2 and 3 in FIG. 5).

As shown in FIG. 7, the value of the throttle opening correction amount KTVO is made smaller as the target air-fuel ratio TAFR becomes leaner. This is because even if the throttle opening is the same, the output decreases as the lean side target air-fuel ratio is reached. Therefore, the throttle opening (TRTVO) that is apparently reduced in accordance with this output decrease matches the normal engine described later. By referring to the shift pattern, the shift timing is prevented from being pulled to the high rotation side.

Even if the target air-fuel ratio TAFR is the same, the KTV is as shown in FIG. 7 at low load and low rotation and at high load and high rotation.
It is desirable to slightly change the value of O to make it larger at high load and high rotation than at low load and low rotation. For example, as shown in FIG. 8 (when the target air-fuel ratio is 20), the value of KTVO is assigned according to the engine speed Ne and the basic injection pulse width Tp.

This is because at low load and low speed, there are many states of steady running and slow acceleration running. Therefore, by reducing the value of KTVO, the speed is changed to the high speed gear side earlier than at high load and high speed, This is because the fuel consumption is improved, and conversely, the acceleration request can be met by increasing the value of KTVO and pulling the shift timing to the high rotation side at the time of high load and high rotation.

Corrected throttle opening TRT thus obtained
The VO is transmitted to the automatic transmission control unit 71 (step 4 in FIG. 5).

In the microcomputer 71 for the automatic transmission, as shown in FIG. 6, the corrected throttle opening TRTVO sent from the engine microcomputer 2 is converted into the ratio ETVO to the fully open opening ratio ETVO = TRTVO / fully open opening ratio. Then, the shift pattern is looked up from the ETVO and the vehicle speed VSP to judge whether the shift timing has come (steps 12 and 13 in FIG. 6). If the shift timing is reached, a signal for downshifting or upshifting is output.

FIG. 9 shows an example of the shift pattern. This is a shift pattern which is normally matched to the engine and is re-reproduced only for the vertical axis to the full opening degree ratio ETVO. This is the only shift pattern prepared for.

Note that it is not always necessary to convert the corrected throttle opening TRTVO to the ratio of the fully open opening.
It is also possible to judge from the vehicle speed VSP whether or not the shift timing has come.

The operation of this example will be described below.

In this example, when the lean air-fuel ratio range is reached, it is determined whether or not the shift timing has been reached with the corrected throttle opening TRTVO which becomes smaller as the target air-fuel ratio TAFR at that time becomes leaner. For example, when the target air-fuel ratio is 20, the throttle opening correction amount KTVO is 0.7.
Then, even if the actual throttle opening TVO is 4 (however, the fully open opening is 8), the ratio ETVO to the fully open opening is ETVO = TRTVO / fully open opening = (TVO × KTVO) / fully open opening = ( 4 × 0.7) /8=2.8/8, and the shift timing is determined with an opening smaller than the actual throttle opening of 4 (that is, an opening of 2.8).

This means that the output generated when the actual throttle opening is 4 when the target air-fuel ratio is 20 corresponds to the output when the actual throttle opening is 2.8 when converted to a normal engine. To do. In other words, the actual throttle opening in the lean burn engine is set to the throttle opening correction amount KTVO.
Since it is converted to the equivalent amount of throttle opening in the normal engine, this makes the shift feeling in the lean burn engine the same as the normal engine, and the shift timing is not pulled to the high rotation side. The fuel efficiency does not deteriorate.

In this case, the target air-fuel ratio is 14.7, 1
7, 20, and 22 are changed stepwise, but only one shift pattern is prepared on the side of the microcomputer for the automatic transmission as shown in FIG. In other words, it is not necessary to prepare five shift patterns for five different target air-fuel ratios, so that the memory capacity for shift patterns can be the same as that of the normal engine. The same applies to the case where the target air-fuel ratio is changed steplessly in the lean air-fuel ratio range. At this time, needless to say, it is sufficient to prepare one shift pattern in the automatic transmission microcomputer.

On the other hand, for example, the logic of FIG. 5 may be provided to the microcomputer for the automatic transmission, but in this case, as shown in FIG. It is also necessary to send a signal indicating whether the vehicle is operating at the target air-fuel ratio) via the communication device, and the signal sent by the communication device is doubled. However, according to the embodiment, only one signal (correction throttle opening signal) needs to be sent as shown in FIG.

By the way, by providing three cams having different outer dimensions (cam profile) and switching the cams according to the operating conditions, it is possible to operate at optimum valve timing in each case. There is a variable valve device. The present invention can be applied to the engine provided with this variable valve operating device, because the output characteristics for the same throttle opening differ depending on the selected cam.

The concrete construction of the variable valve operating device of one embodiment is shown in FIGS. 11 and 12, which itself is
It has already been proposed as Japanese Patent Application No. 2-117261.

Numeral 21 is set to a fuel consumption-oriented cam profile, and the first cam lift and the lift section are both small.
The cams 22 are set to cam profiles that generate high torque in a low rotation range, and the cam lift is relatively larger than that of the first cam 21 (and the lift period may be relatively large). Low speed type output cams) and 23 are the third cams (high speed type output cams), which are set to a cam profile that generates high torque in a high rotation range and have a larger cam lift and lift section than the second cam 22. It is provided in parallel with the camshaft of.

Reference numeral 24 designates an intake valve (either an intake valve or an exhaust valve), and 25 designates the first cam 21 via a roller 26.
The main rocker arm that is in constant contact with the rocker shaft 27 swings about the rocker shaft 27 to open and close the two intake valves 24 per cylinder.

The main rocker arm 25 has a shaft 3
Two sub-rocker arms that swing about 0 as a fulcrum
8, 29 are supported in parallel with the roller 26, one sub-rocker arm 28 is in contact with the second cam 22, and the other sub-rocker arm 29 is in contact with the third cam 23.

When the sub rocker arms 28 and 29 are not engaged with the main rocker arm 25, the lost motion springs (not shown) always contact the second cam 22 and the third cam 23 as shown in FIG. Is urged upwards at and moves (swings) independently of the main rocker arm 25.

In order to selectively engage the sub rocker arms 28 and 29 with the main rocker arm 25, first, a columnar pin 32 is provided at the swinging portion of one of the sub rocker arms 28, and then the main rocker arm. Pins 34 are also provided on the shaft 25 coaxially with the pins 32 so as to be slidable in the camshaft direction.
2, 34 are normally urged by the return spring 36 to be held in the state of FIG. 11 and disengaged from the main rocker arm 25, but the passage 40 is provided in the hydraulic chamber 38 in which the pin 34 is housed. When the pressure oil is introduced through the pin, the pins 32 and 34 are pushed out by a predetermined amount, and the sub rocker arm 2
8 engages with the main rocker arm 25.

The sub rocker arm 28 is integrated with the main rocker arm 25 in that the first cam 21 and the second
When the cam 22 is in the base circle, the
The valve timing is switched according to the second cam 22 having a larger lift than the cam 21 (FIG. 13). In other words, the characteristic of the first cam 21 that emphasizes fuel consumption is switched to the characteristic of the second cam 22 that emphasizes output in the low rotation range.

11 and 12, the pins 32 and 3 are
Although the arrangement of the hydraulic cylinder (hydraulic actuator) composed of 4 and the spring 36 is reversed, any of them may be used.

The other sub-rocker arm 29 is also constructed in the same manner, and when pressure oil is introduced into the hydraulic chamber 39 through the passage 41, the pins 35 and 33 are pushed out against the return spring 37, Sub rocker arm 2
By engaging 9 with the main rocker arm 25,
The valve timing is now the first cam 21 as shown in FIG.
Third cam 23 with both lift and lift section larger than
It is possible to obtain a characteristic that emphasizes the output in the high rotation range by switching depending on.

Note that FIG. 13 shows the valve lift characteristics from the first cam 21 to the third cam 23. The full-open output characteristics when each cam is used are as shown in FIG. 14. According to the first cam, although the generated torque is low, the fuel consumption is good,
The second cam 22 has the highest maximum torque in the low rotation range,
The torque generated by the third cam 23 in the low rotation range is the same as that of the second cam 22.
However, the maximum torque in the high speed range is the largest.

By the way, from the first cam 21 to the second cam 2
2, switching to the third cam 23 and vice versa.
2, an engine microcomputer 51 as shown in FIG. 15 is provided for controlling the switching from the third cam 23 to the first cam 21, and the optimum cam is selected according to the operating conditions.

The selection of this cam in the engine microcomputer 51 is based on the characteristics shown in FIG. 14, and when the required torque and rotational speed are within the range of the first cam 21 which is a fuel consumption cam, this fuel consumption cam is used. From this state, when the accelerator opening increases and the required torque deviates from the range of the fuel consumption cam to the region of the second cam 22 which is a low speed type output cam, for example, the fuel consumption cam is switched to the low speed type output cam,
Further, when the rotation speed rises from the low rotation range to the high rotation range, the third cam 23, which is a high speed type output cam, is switched to.

Therefore, in the engine microcomputer 51,
As shown in FIG. 16, operating conditions (basic injection pulse width Tp
And the engine speed Ne) determine which cam is in the operating range (steps 22 and 2 in FIG. 16).
5), a solenoid valve for switching the hydraulic pressure to the two hydraulic chambers 38, 39 according to the determination result (opened by ON signal, O
(Closed by FF signal) 45 and 46 are selectively controlled. As shown in FIG. 18, which cam is to be used is determined from Tp and Ne.

One solenoid valve 45 in the high load and low rotation range
Open (steps 22, 25, 26 in FIG. 16), the second
Pressure oil from the oil pump is introduced into the hydraulic chamber 38 via the hydraulic passage 61 to operate the cam 22, and the other solenoid valve 46 is opened in the high load and high rotation range (FIG. 16).
Steps 22, 25, and 28) of this step, pressure oil is introduced into the hydraulic chamber 39 via the hydraulic passage 62 to operate the third cam 23. In addition, in FIG. 15, 45a, 46
a is the hydraulic passage 6 when the solenoid valves 45 and 46 are off.
It is a relief passage for returning the pressure oils 1, 62 to the oil pan.

Now, in an engine provided with such a variable valve operating device, for example, with respect to an engine operating in the entire operating range by the second cam 22 (this engine becomes a normal engine in other embodiments) Since the matched shift pattern is also used when using the first cam 21 and the third cam 23, when the first cam is used, the shift timing is pulled to the high rotation side due to the decrease in output, and vice versa. When the third cam is used, the gear shift timing is pulled to the low rotation side this time, so that acceleration cannot be performed sufficiently. However, if the same number (three) of shift patterns as the cams are prepared, the memory capacity is increased.

In order to deal with this, in this example, as in the case of FIG. 4, the throttle opening detection signal is input to the engine microcomputer equipped with the variable valve operating device, and this throttle opening is corrected according to the cam position. Then, it is sent to the microcomputer for the automatic transmission through the communication device.

In the engine microcomputer equipped with the variable valve operating device, in order to know the cam position, as shown in FIG.
Corresponding to the result of the operating range determined from e and Tp, the flag FVTL is set to 1 when not in the high load range, 2 in the high load low speed range, and 3 in the high load high speed range (step 24 in FIG. 16). , 27, 29). As a result, the flag FVTL
Is the first cam when the value is 1, the second cam when the value is 2, 3
In this case, it means that the third cam is operating.

From the value of the flag FVTL, as shown in FIG. 17, the throttle opening correction amount K2TVO is obtained, and the actual throttle opening TVO is corrected (FIG. 17).
32, 33).

The characteristics of the throttle opening correction amount K2TVO are shown in FIG. 19, which is an example of using a shift pattern matched to a normal engine (engine operating in the entire operating range only by the second cam 22). , The first cam 21
When using (when FVTL = 1), the output is lower than that of the second cam 22, so the value of K2TVO is set to a value smaller than 1, and when using the third cam 23 (when FVTL = 3), Since the output is larger than that of the second cam 22 this time, the value of K2TVO is set to a value greater than 1.

The corrected throttle opening T thus obtained
R2TVO is sent to the automatic transmission microcomputer (see FIG. 17).
Step 34), the microcomputer for the automatic transmission determines the shift timing from the corrected throttle opening TR2TVO and the vehicle speed VSP from only one shift pattern (shift pattern matched when the second cam is used).

Finally, the present invention is applicable not only to engines having the same fuel but different output characteristics, but also to engines having different output characteristics depending on the fuel used. For example, when a fuel mixed with alcohol is used in a vehicle that matches a shift pattern with an engine that uses 100% gasoline, the shift timing is pulled to the high rotation side due to a decrease in output. The same problem occurs as in the above embodiment.

Therefore, in this device, the alcohol mixing ratio is detected, and the engine microcomputer corrects the actual throttle opening to a smaller side as the alcohol mixing ratio increases, and the corrected throttle opening is transmitted via the communication device. While transmitting to the microcomputer for automatic transmission,
When the automatic transmission microcomputer uses the transmitted throttle opening to determine whether it is the shift timing, the acceleration and deceleration performance that is the same as when 100% gasoline fuel is maintained, and the shift pattern Need only prepare a shift pattern that matches the fuel of 100% gasoline, and the logic of gear shift determination is almost the same as that of the fuel of 100% gasoline.

[0078]

According to the first aspect of the present invention, the engine microcomputer for controlling the engine, which produces two or more different outputs for the same throttle opening, according to the driving condition, and the throttle opening signal and the vehicle speed signal are used. A control device for a vehicle, comprising: a microcomputer for an automatic transmission, which determines whether or not a shift timing is reached, and when the shift timing is reached, shifts the valve of a hydraulic circuit for shifting and controls the output characteristic of the engine. Means for correcting the detection signal of the throttle opening according to the difference of the above is provided in the engine microcomputer, and the corrected throttle opening is transmitted to the microcomputer for automatic transmission as the throttle opening used for the shift timing. Even if the output characteristics are switched, the acceleration performance is the same as that of an engine with only one output characteristic due to the provision of a device. While maintaining or deceleration performance, a program that gives the microcomputer automatic transmission, it can be used with little changed when combined in only one output characteristic engine.

In a second aspect based on the first aspect, the engine microcomputer performs feedback control of the air-fuel ratio using the theoretical air-fuel ratio and a lean air-fuel ratio of 1 or more as target air-fuel ratios, and at the same time, throttle opening correction means. As a result, the detection signal of the throttle opening is reduced and corrected as the target air-fuel ratio becomes leaner according to the target air-fuel ratio.Thus, even in a lean burn engine, feedback control is performed with the theoretical air-fuel ratio as the target air-fuel ratio in almost all operating ranges. While maintaining the same acceleration and deceleration performance as the engine, there is almost no change in the program that is given to the microcomputer for the automatic transmission, compared to the case of an engine in which the theoretical air-fuel ratio is feedback-controlled as the target air-fuel ratio in almost all operating ranges. Can be used.

A third invention according to the first invention has a plurality of cams having cam profiles having different characteristics, and is provided with a mechanism for switching the cams so that at least one of the intake and exhaust valves is driven by the selected cam. The engine is controlled by the engine microcomputer, and the throttle opening correction means corrects the detection signal of the throttle opening according to the selected cam. Even if the cam is switched to a different cam, the program that gives the automatic transmission microcomputer while maintaining the same acceleration and deceleration performance as the engine that operates only with the reference cam can be used when the engine operates with only the reference cam. You can use it with almost no change.

A fourth aspect of the invention is to determine whether or not a shift timing has come from an engine microcomputer for controlling an engine which produces one output for the same fuel according to operating conditions, and a throttle opening signal and a vehicle speed signal. However, based on this determination result, in the control device of the vehicle including the microcomputer for the automatic transmission that controls the opening and closing of the valve of the hydraulic circuit for performing the shift when the shift timing comes, the throttle ratio increases as the alcohol mixing ratio increases according to the alcohol mixing ratio. A means for reducing and correcting the detection signal of the opening is provided in the engine microcomputer, and a device for transmitting the corrected throttle opening to the automatic transmission microcomputer as a throttle opening used for the shift timing is provided. Even when a mixed fuel of alcohol is used, 100% of the fuel of gasoline is While maintaining the can and unchanged acceleration performance and deceleration performance, a program to be supplied to the microcomputer for an automatic transmission, it can be used with little change as when 100% gasoline fuel.

[Brief description of drawings]

FIG. 1 is a diagram corresponding to a claim of the first invention.

FIG. 2 is a system diagram of an embodiment of a lean burn engine.

FIG. 3 is a characteristic diagram of a target air-fuel ratio TAFR.

FIG. 4 is a system diagram of an embodiment of a vehicle with an automatic transmission.

FIG. 5 is a flow chart for explaining a correction for reducing the throttle opening.

FIG. 6 is a flowchart for explaining determination of shift timing.

FIG. 7 is a characteristic diagram of a throttle opening correction amount KTVO.

FIG. 8 is a characteristic diagram of a throttle opening correction amount KTVO.

FIG. 9 is a characteristic diagram of a shift pattern with respect to a full opening degree ratio ETVO and a vehicle speed.

FIG. 10 is a block diagram for explaining the operation of the embodiment.

FIG. 11 is a plan view of a variable valve mechanism according to another embodiment.

FIG. 12 is a perspective view of a variable valve mechanism.

FIG. 13 is a characteristic diagram of a valve lift.

FIG. 14 is a characteristic diagram of a full-open output when each cam is used.

FIG. 15 is a configuration diagram of a hydraulic system that controls a variable valve mechanism.

FIG. 16 is a flowchart for explaining switching of cams.

FIG. 17 is a flowchart for explaining correction of throttle opening.

FIG. 18 is a region diagram of a cam for operating conditions.

FIG. 19 is a characteristic diagram of a throttle opening correction amount K2TVO.

FIG. 20 is a characteristic diagram of a shift pattern for explaining the operation of the conventional example.

FIG. 21 is a characteristic diagram of a shift pattern of a conventional example.

FIG. 22 is a diagram corresponding to the claim of the fourth invention.

[Explanation of symbols]

 2 Engine microcomputer 3 Injector 4 Air flow meter 6 Throttle sensor 7 Crank angle sensor 9 Wide range air-fuel ratio sensor 13 Swirl control valve 21 First cam 22 Second cam 23 Third cam 24 Intake valve 25 Main rocker arm 28, 29 Sub rocker arm 45,46 Solenoid valve 51 Engine microcomputer 71 Automatic transmission microcomputer 72 Communication device 73 Automatic transmission 74 Vehicle speed sensor 101 Engine microcomputer 102 Automatic transmission microcomputer 103 Throttle opening correction means 104 Communication device 111 Engine microcomputer 113 Throttle Opening correction means

Claims (4)

[Claims] 1. An engine microcomputer for controlling an engine that produces two or more different outputs with respect to the same throttle opening according to operating conditions, and whether or not a shift timing comes from a throttle opening signal and a vehicle speed signal. However, based on this determination result, in the control device for the vehicle, which includes the microcomputer for the automatic transmission that controls the opening and closing of the valve of the hydraulic circuit for performing the shift at the shift timing, the throttle opening depending on the difference in the output characteristics of the engine And a device for transmitting the corrected throttle opening to the automatic transmission microcomputer as a throttle opening used for the shift timing. The vehicle control device. 2. The engine microcomputer performs feedback control of the air-fuel ratio using the stoichiometric air-fuel ratio and a lean air-fuel ratio of 1 or more as respective target air-fuel ratios, and the throttle opening correction means adjusts the target air-fuel ratio according to the target air-fuel ratio. 2. The vehicle control device according to claim 1, wherein the throttle opening detection signal is corrected so as to decrease toward the lean side. 3. An engine microcomputer controls an engine having a plurality of cams having different cam profiles and having a mechanism for switching the cams so that at least one of the intake and exhaust valves is driven by the selected cam. 2. The vehicle control device according to claim 1, wherein the throttle opening correction means corrects the detection signal of the throttle opening according to the selected cam. 4. An engine microcomputer for controlling an engine that produces one output for the same fuel according to operating conditions, and a throttle opening signal and a vehicle speed signal to determine whether or not a shift timing has arrived. From the result, in the control device of the vehicle which is provided with the microcomputer for the automatic transmission that controls the opening and closing of the valve of the hydraulic circuit for shifting at the shift timing, the throttle opening is detected according to the alcohol mixing ratio, as the alcohol mixing ratio increases. A means for reducing and correcting a signal is provided in the engine microcomputer, and a device for transmitting the corrected throttle opening to the automatic transmission microcomputer as a throttle opening used for the shift timing is provided. Control device for a vehicle.