JPH0763106A - Torque control device of internal combustion engine - Google Patents

Abstract

PURPOSE:To reduce any speed change shock by moving the speed change position of an automatic transmission to a third speed change position, in the way of its switching between a first speed change position and a second speed change position and controlling an engine torque between the value at the first speed change position and the value at the second speed change position when it stays in the third speed change position. CONSTITUTION:In the torque control device of an internal combustion engine, an engine torque is controlled to a value different from those in a first speed change position and a second speed change position and moved to a third speed change position in the way of switching between these two speed change positions. Any shock in a speed change time is reduced by the correction of the engine torque in a controlled idle time during stay of the value in the third speed change position in the way of this switching.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a torque control device for an internal combustion engine.

[0002]

2. Description of the Related Art Generally, a vehicle having an automatic transmission is greatly shocked when the range is switched from a neutral (N) range to a drive (D) range. Conventionally, as a countermeasure, for example, as shown by A in FIG. 2, when switching to the D range, the gear is not switched to the first speed at a time, but as shown by B in FIG. The shift position was changed.

On the other hand, on the other hand, in order to prevent engine stalling, the idle control valve (ISC valve) is controlled to raise the engine speed at the same time as switching to the D range (C and D in FIG. 2). Dashed line). Therefore, since the increase in the engine torque due to the rapid increase in the rotational speed is directly transmitted to the drive system when the D range is switched, it is almost impossible to mitigate the impact when the N → D is switched, and a shift shock occurs as shown by the broken line in FIG. 2E. Was there.

As a countermeasure against this, as disclosed in Japanese Patent Laid-Open No. 4-5447, a turbine rotation speed detection sensor is used to control the intake air amount to the engine in accordance with the turbine rotation speed of the automatic transmission. Methods are known for reducing shock in range switching between range and D range.

[0005]

However, such a method has a problem that an extra sensor for detecting the turbine speed is required. An object of the present invention is to reduce shift shock without providing a new sensor.

[0006]

Therefore, according to the present invention, as shown in FIG. 11, the engine torque connected to the automatic transmission is different between the first shift position and the second shift position of the automatic transmission. When switching the control means for controlling to a value and the shift position of the automatic transmission between the first shift position and the second shift position, the shift position is forced to the third shift position during the shift. And a shift position by the shift means for moving the shift position to the third position.
The torque control device for an internal combustion engine is provided with a correction means for correcting the torque controlled by the control means when in the shift position.

[0007]

In the above structure, the shift position of the automatic transmission is set to the first position.
Between the first gear shift position and the second gear shift position by detecting that the third gear position is forcibly moved in the middle of switching between the first gear shift position and the second gear shift position. The engine torque that changes with is corrected.

[0008]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows an engine EC according to an embodiment of the present invention.
It is a block diagram around U100. In FIG. 1, 10
Is an engine speed detection sensor that detects the rotation of the crankshaft or camshaft of the engine. 20 is attached to the intake system of the engine and the intake amount of the engine (intake pressure is also acceptable)
The reference numeral 30 denotes an intake air amount detection sensor, and 30 denotes a throttle valve opening sensor attached to the intake system. 40 is a shift position sensor of a shift lever of an automatic transmission (AT),
Reference numeral 0 is a vehicle speed sensor that detects the rotation of the AT output shaft. Engine speed detection sensor 10, intake air amount detection sensor 20,
The signals from the throttle opening sensor 30, the shift position sensor 40, and the vehicle speed sensor 50 are input to the ECU 100. The ECU 100 is for integrally performing engine control and AT control. From the ECU 100, the ignition device 200, the injector 300, an intake valve (for example, in the present invention, a linear solenoid valve for idle speed control (ISC) control) 400 for controlling the idle rotation, and a shift valve 500 for controlling the shift of the AT.
Is output to.

FIG. 3 is a flow chart showing the calculation of the ISC target speed in the ECU 100. This calculation is performed every predetermined period (for example, each ignition timing). At step 310, various signals (a signal from the throttle opening sensor 30, a signal AT oil temperature signal (not shown) from the shift position sensor 40, an engine water temperature signal (not shown), etc.) are fetched and the process proceeds to step 320. In step 320, it is determined whether the current shift position is in the neutral range or the parking range (hereinafter N and P ranges). N, P
If it is determined to be in the range, the process proceeds to step 340, and in step 340, the ISC target rotation speed is set to the target rotation speed in the N and P ranges. If it is determined in step 320 that the range is not N or P, the process proceeds to step 330, step 3
At 30 when the shock control (moving means) from the N, P range to the drive or the back range (hereinafter, D, R range) is operating (for example, gear shift is from neutral (first gear shift position) to first gear (second gear). It is determined whether or not the vehicle is once in the second speed (third gear position) while the gear shift is being performed. If shock control is in progress, proceed to step 360 and proceed to step 36.
At 0, the ISC target rotation speed is set to a rotation speed between the value at neutral and the value at 1st speed (correction means). If it is determined in step 330 that the shock control is not in progress, the ISC target rotation is set to the target rotation speed in the D and R ranges (control means). The target rotation speed in the D and R ranges corresponds to the target rotation speed in the first speed and is set to a value higher than the target rotation speed in the N and P ranges.

FIG. 4 finally shows the duty (Dut) of the ISC control from the target rotational speed obtained in the routine of FIG.
y) A routine for calculating the value Disc is shown. This calculation is performed every predetermined period (for example, each ignition timing). At step 410, the current engine speed Ne
Is taken in and the process proceeds to step 420. At step 420, a deviation ΔNE between the ISC target rotation speed calculated by the routine of FIG. 3 and the current engine rotation speed Ne is calculated, and the routine proceeds to step 430. In step 430, I according to the deviation ΔNE
The correction amount ΔDise of the SC control duty value Disc is advanced to the calculation step 440. In step 440, the correction amount ΔDisc calculated in step 430 is added and corrected to Disc0 which is the ISC control duty value Disc calculated in the previous time, and the current ISC control duty value Disc is calculated and output in the next step 450.

As described above, in the above configuration, when the AT control is performed, as shown by A in FIG. 2, when the N range is shifted to the D range, the time shift determined by the AT control of the ECU 100 is changed by B in FIG. As shown, the shift shock is reduced by shifting the gear to the second speed and then to the first speed (moving means). In the first embodiment, the ISC control Duty value (D in FIG. 2) at that time is not changed from the value at the neutral to the value at the first speed at a time, but is changed from the value at the neutral to 1 as shown by the solid line in FIG. 2D. While increasing to the value at the second speed, the value is temporarily increased to the value at the second speed and then gradually changed. As a result, the opening of the ISC valve also gradually increases, the engine speed during the shift from the N, P range to the D, R range also increases stepwise as shown by C in FIG. As shown by the solid line of E in FIG. 2 from the broken line of E in FIG. 2, the shock is reduced.

FIG. 5 shows a second embodiment in which the engine speed is changed from the neutral value to the first speed value in two steps in the first embodiment, and is changed in multiple steps. It is shown. In the second embodiment, while the shift is the second speed (the determination in step 330 is YES),
The ISC target rotation speed is changed stepwise in two or more steps. The switching cycle is gradually shortened, for example, every predetermined time or every predetermined number of revolutions (D in FIG. 5).
Further, this change may be changed linearly or curvedly instead of stepwise. According to the second embodiment, the engine torque smoothly rises while the shift is in the second speed, so it is possible to further reduce the shift shock as compared with the first embodiment.

Next, in the first and second embodiments for explaining the third embodiment of the present invention with reference to FIG. 6, the shift is switched from N to D and simultaneously the ISC control duty value is corrected.
However, since there is a time delay before the actual operation of the AT in the hydraulic system, it is necessary to consider that point. In the third embodiment, the ECU 100 calculates the delay time of the AT hydraulic system from the signal from the vehicle speed sensor 50 and the signal from the engine speed sensor 10. The ISC control duty value is corrected by delaying the delay time from the shift switching. As a result, the engine torque can be increased after the delay time until the shift is switched to the second speed has elapsed, so that the shift shock can be further reduced.

In each of the embodiments, it is detected in step 330 that the shift is in the second gear position by determining whether the N → D shock control is being performed. Since the time for switching to is constant, step 360 may be executed for a fixed time after the range is shifted from N to D.

Although the intake air amount is controlled as a method for controlling the engine torque in the above-described embodiment, it may be controlled by ignition timing, fuel injection, engine crank angle advancement, or the like. Also, although the case where the shift is switched from the N, P range to the D, R range has been described, in the case of switching from the D, R range to the N, P range, switching between the D and R ranges, and other than the D range Similar torque control may be performed for the case of switching between the other forward ranges (for example, L or 2). In the above-described embodiment, the first gear shift position is set to neutral, the second gear shift position is set to the first gear, and the third gear shift position is set to the second gear, considering the gear shift at the N → D range shift at the idle time. When a shift request is made while the vehicle is running in the D range without changing the range and a request for changing from the first speed to the third speed is made, a period in which the gear is shifted to the second speed in the system that temporarily shifts to the second speed on the way. ,
You may perform the control similar to step 360 mentioned above.

Further, the present invention can be applied to a system in which, when the driver operates the shift lever from the 2 range to the L range while traveling, the gear is temporarily controlled to 3 legs during the operation. Each of the above-described embodiments is premised on the case where the opening degree of the ISC valve is set to a different value depending on the shift position. However, the ECU 100 further determines, for example, the ISC opening degree while the AT vehicle is running in the D range. In order to reduce the torque by controlling the intake air amount when the gear shift position is switched while keeping the constant value. FIG. 7 is a flowchart showing the control. This flowchart is executed every predetermined period (for example, every ignition timing).

At step 710, various conditions (a signal from the throttle opening sensor 30, a signal from the shift position sensor 40, a signal from the vehicle speed sensor 50, an AT oil temperature signal (not shown), etc. are fetched, and the routine proceeds to step 720. In step 720, it is determined whether or not it is the AT shift timing, and if it is not the shift timing, step 74
Go to 0. In step 740, the ISC control duty value Di
cs is a predetermined value (value when ISC feedback is open)
Fixed to.

On the other hand, if it is determined in step 720 that it is the shift timing, the process proceeds to step 730. Step 7
At 30, the ISC control duty value Disc is corrected as follows according to various conditions. This is shown in FIG. As shown by the solid line in FIG. 8B, ISC at the shift timing
The control duty value is reduced for a predetermined period of time to reduce the torque due to the reduction of the intake air amount, thereby reducing the shock during shifting.

On the contrary, FIG. 9 shows the ISC control duty.
6 is a time chart of a configuration in which an engine stall is prevented when the engine speed is excessively reduced at the time of switching to the second speed by increasing the value. At the time of gear shift timing, the ISC control duty value is increased as shown in FIG. 9B to increase the torque by increasing the intake air amount and reduce the shock at the time of gear shift.

FIG. 10 shows that the torque reduction is performed at the same time as the gear shifting in the embodiment of FIG. 8, as in the third embodiment of the present invention described above, it is delayed from the gear shifting by the delay time of the AT hydraulic system. It is a time chart which shows a case.

[0021]

According to the present invention, when the shift position is switched between the two positions, the shift to the third shift position is detected and the engine torque is corrected, so that the shift shock can be easily performed. Can be reduced.

[Brief description of drawings]

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

FIG. 2 is a time chart showing the operation of the first embodiment of the present invention.

FIG. 3 is a flowchart showing an operation at the time of switching from the neutral range to the drive range.

FIG. 4 is a flowchart showing correction of an ISC correction duty value.

FIG. 5 is a time chart showing the operation of the second embodiment in which the rotation speed is changed in multiple stages.

FIG. 6 is a time chart showing the operation of the third embodiment in consideration of the delay of the hydraulic system of the automatic transmission.

FIG. 7 is a flowchart showing correction of an ISC control duty value during normal operation.

FIG. 8 is a time chart showing the operation when the intake amount is reduced by ISC control to reduce the torque.

FIG. 9 is a time chart when the intake amount is increased by the ISC control to increase the torque.

FIG. 10 is a time chart when the delay of the hydraulic system of the automatic transmission is taken into consideration in FIG.

FIG. 11 is a block diagram showing the configuration of the present invention.

[Explanation of symbols]

 10 engine speed detection sensor 20 intake amount (intake pressure) detection sensor 30 throttle opening sensor 40 shift position sensor 50 vehicle speed sensor 100 ECU 200 ignition device 300 injector 400 intake valve for controlling idle rotation 500 shift valve

Claims (1)

[Claims] 1. An engine torque connected to an automatic transmission is
Control means for controlling the first gear shift position and the second gear shift position of the automatic transmission to different values, and the gear shift position of the automatic transmission to the first gear shift position and the second gear shift position. And a shift means for forcibly moving to a third shift position during the shift and then performing the shift, and the shift position by the shift means is at the third shift position, A torque control device for an internal combustion engine, comprising a correction means for correcting the torque controlled by the control means.