JPH0842370A - Controller of internal combustion engine provided with torque converter - Google Patents

Abstract

PURPOSE:To provide a good acceleration feeling by decreasing the acceleration shock after the deceleration even if the slip amount of a torque converter is large when an automatic transmission mounted vehicle is decelerated. CONSTITUTION:The deceleration state of a vehicle is judged by a deceleration operating state judging means, and the slip amount of a torque converter is detected by a slip amount detecting means in deceleration, and the intake air correcting amount is calculated by an intake air correcting amount calculating means on the basis of the slip amount, and the intake air amount is corrected by an intake air correcting means on the basis of the calculated intake air correcting amount. The correction can be performed by the amount of air to flow through a bypass passage detouring a throttle valve. When the oil temperature in the torque converter is low, the operation of the intake air amount correcting means may be prohibited by an intake air amount correction prohibiting means. Moreover, after the engine is started, the intake air correcting amount to be calculated on the basis of the slip amount may be renewed. Moreover, the delay amount at the ignition timing in acceleration may be corrected by the slip amount of the torque converter.

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 an internal combustion engine with a torque converter, and more particularly to an internal combustion engine having an automatic transmission having a built-in torque converter, the internal combustion engine being caused by slippage of the torque converter when the throttle valve is fully decelerated. The present invention relates to a control device for an internal combustion engine with a torque converter, which prevents an excessive decrease in the rotational speed of the engine and reduces the acceleration shock at the time of acceleration after deceleration.

[0002]

2. Description of the Related Art In recent years, the proportion of vehicles equipped with an automatic transmission is increasing. The mainstream of this automatic transmission is a fluid automatic transmission incorporating a torque converter. An automatic transmission with a built-in torque converter has a structure in which impellers face each other in a donut-shaped case filled with oil, and a small impeller called a stator is located in the center of the impeller. There is. One of the impellers is connected to the output shaft side of the internal combustion engine, and the other is connected to the transmission side. The driving force generated in the internal combustion engine is transmitted to the transmission side via the fluid in the torque converter.

Therefore, in an automatic transmission having a built-in torque converter, the drive force of the engine is not transmitted to the transmission side on a one-to-one basis because of the slip caused by the oil in the torque converter. Then, in a vehicle equipped with an automatic transmission having a built-in torque converter, variations in engine speed before and after acceleration of the vehicle occur due to variations in individual differences in slip amount of the torque converter. As a result, when the vehicle shifts from the deceleration operation state to the acceleration operation state (hereinafter referred to as "chip-in acceleration"), the level of the chip-in acceleration shock varies due to individual differences in the slip amount of the torque converter. Become.

On the other hand, when decelerating a vehicle equipped with an automatic transmission, the present applicant has already proposed to increase the engine speed at idle when the engine speed drops below a predetermined speed (for example, , JP-A-59-200039).

[0005]

However, in this proposal, in order to prevent the engine speed from decreasing when the load of the engine suddenly changes, or to prevent abnormal vibration (shock) of the engine during deceleration, the idle speed is temporarily reduced. Is a control for increasing the engine rotational speed per unit time, and the rate of increase ΔNE of the engine rotational speed per unit time is negative, or the engine rotational speed NE is below a predetermined rotational speed, or the rate of change ΔTA of the throttle valve opening per unit time. Is negative, or the change rate ΔQ of the intake air amount per unit time is negative. For this reason, during acceleration of the engine after this control, the increase in idle speed has disappeared, and there is no difference in the level of chip-in acceleration shock between vehicles due to individual differences in the slip amount of the torque converter. Has no effect.

Further, the condition "the engine speed is less than a predetermined value", which is the condition for increasing the idle speed in this proposal, is not a condition for detecting the individual difference variation in the slip amount of the torque converter, but may be "in all solids". Load condition "
It does not contribute to the elimination of the "shock level deterioration caused by vehicle-to-vehicle difference" because it detects the change in That is,
In a vehicle with a large torque converter slip amount, the engine speed during full throttle deceleration operation of the throttle valve will be low, and the amount of engine speed up when accelerating from that state will be large. It does not work against the problem that the torque step becomes large and the acceleration shock becomes large.

Further, as a method for reducing the acceleration shock, there is a control for retarding the ignition timing of the engine during acceleration.
In this control, "variation of engine speed before and after acceleration"
Since the constant retard control is performed regardless of the above, there is a problem that the variation of the shock level due to the individual difference of the vehicle cannot be absorbed. Therefore, the present invention relates to an internal combustion engine equipped with an automatic transmission having a torque converter,
Detects the slip amount of the torque converter of the automatic transmission during deceleration when the throttle valve is fully closed, and corrects the intake air amount to the engine according to the detected slip amount to increase the engine speed and accelerate after deceleration. It is an object of the present invention to provide a control device for an internal combustion engine with a torque converter, which is capable of reducing the acceleration shock generated in 1. and obtaining a good acceleration feeling.

[0008]

FIG. 1 (a) shows the configuration of a control device for an internal combustion engine with a torque converter according to the present invention which achieves the above-mentioned object. As shown in FIG. 1 (a), an internal combustion engine to which the present invention is applied is connected to an automatic transmission having a torque converter built in its output shaft, and a throttle valve in the intake passage is provided with a bypass passage that bypasses the automatic transmission. A control valve for controlling the flow rate is provided in the bypass passage.
In this internal combustion engine, in the first embodiment of the present invention, as shown in FIG.
As indicated by the solid line in (a), a deceleration operation state determination means for determining whether the engine is in the deceleration operation state, and a torque converter for detecting the slip amount of the torque converter when the engine is in the deceleration operation state. Slip amount detecting means of
Intake air correction amount calculation means for calculating an intake air correction amount according to the detected slip amount of the torque converter, and intake air amount correction means for correcting the intake air amount according to the calculated intake air correction amount are provided. It is characterized by that.

Further, in the apparatus shown in FIG. 1 (a), as indicated by a broken line, an oil temperature detecting means of torque converter oil for detecting the oil temperature of the oil in the torque converter, and an oil temperature of the torque converter oil. When the temperature is lower than the predetermined temperature, intake air amount correction inhibiting means for inhibiting the operation of the intake air amount correcting means may be further provided. Furthermore, in the device shown in FIG. 1 (a), as indicated by the alternate long and short dash line,
A start detection unit that detects the start of the engine and an intake air correction amount updating unit that updates the intake air correction amount calculated according to the slip amount after the engine is started may be further provided.

Furthermore, in the second embodiment of the present invention, FIG.
As shown by the chain double-dashed line in (b), the deceleration operation state determination means for determining whether the engine is in the deceleration operation state and the slip amount of the torque converter when the engine is in the deceleration operation state A slip amount detecting means of the torque converter, and an acceleration retarding amount calculating means for calculating an acceleration retarding amount of the ignition timing according to the detected slip amount of the torque converter,
Acceleration operation state determination means for detecting the acceleration operation state of the engine, and ignition timing correction means for correcting the ignition timing according to the acceleration retard angle amount when the engine transitions from the deceleration operation state to the acceleration operation state are provided. It is characterized by that.

[0011]

According to the control device for an internal combustion engine with a torque converter of the present invention, the slip amount of the torque converter of the automatic transmission incorporating the torque converter is detected during deceleration operation of the engine, and the detected slip amount is determined. When the amount is equal to or more than the predetermined amount, the idle speed of the engine is controlled to be increased and the engine speed is increased. As a result, even if the slip amount of the torque converter is large, the decrease in engine speed during deceleration is suppressed, and the chip-in acceleration shock during acceleration operation after deceleration operation is reduced. Further, in the case of correcting the ignition timing retard of the engine during acceleration, the acceleration retard amount is corrected according to the slip amount of the torque converter. As a result, the variation in shock level during acceleration can be absorbed regardless of the individual difference in the slip amount of the torque converter.

[0012]

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. FIG. 2 shows a configuration of an embodiment of a control device of the present invention in an internal combustion engine having an electronically controlled fuel injection valve, the output shaft of which is connected to an automatic transmission having a built-in torque converter. It is a thing.

In the figure, an air flow meter 3 is provided in the intake passage 2 of the engine 1 as a means for detecting the amount of intake air. This intake air amount signal is supplied to the A / D converter 101 with a built-in multiplexer in the control circuit 10. In addition, in the intake passage 2, pressurized fuel is supplied from the fuel supply system to the intake port for each cylinder in order from the upstream side where the intake air flows, from an intake temperature sensor (not shown), the throttle valve 12, the surge tank 8, and each cylinder. A fuel injection valve 7 is provided for this purpose. The throttle valve 12 includes an idle switch 13 for detecting the fully closed state of the throttle valve 12, and the throttle valve 1
Two opening degree sensors 14 are provided, and their outputs are input to the input / output interface 102 of the control circuit 10.

Further, the intake passage 2 is provided with an intake air amount control valve 20 capable of bypassing the throttle valve 12 and supplying intake air upstream of the throttle valve 12 to the engine at the time of idling or the like. This intake air amount control valve 20
Includes an intake pipe 21 that communicates with the intake passage 2 on the upstream side of the throttle valve 12 to take in intake air, and an air supply pipe 22 that communicates with an air assist hole provided near the injection port of the fuel injection valve 7.
Is provided.

At the time of normal idling, the intake air amount control valve 20 is slightly opened so that the intake air on the upstream side of the throttle valve 12 passes through the intake pipe 21, the intake air amount control valve 20, and the air supply pipe 22 to form an air assist hole. Is supplied to the intake pipe 21, the intake air amount control valve 20 has a large opening, and a large amount of intake air upstream of the throttle valve 12 is supplied to the intake pipe 21, the intake air amount control valve 20, and the air supply pipe 22. It is supplied to the air assist hole via. Further, the opening degree of the intake air amount control valve 20 when the engine is idle is D, as compared with when the shift position of the automatic transmission is in the N range or the P range.
It is set to be larger when the vehicle is in the driving range such as the 2, 1, R range.

A valve body is provided inside the intake air amount control valve 20 for adjusting the amount of air supplied to the air supply pipe 22, and a stepping motor is used to open the valve body. Although it is adjusted by the drive mechanism, the structure of the intake air amount control valve 20 is well known, and therefore its explanation is omitted here.
On the other hand, the distributor 4 has an axis of, for example, 180
A crank angle sensor 5 for generating a reference position detecting pulse signal for each ° CA and a crank angle sensor 6 for generating a reference position detecting pulse signal for every 30 ° CA are provided. The pulse signals of these crank angle sensors 5 and 6 are supplied to the control circuit 10.
Is supplied to the input / output interface 102 of
The output of the crank angle sensor 6 is supplied to the interrupt terminal of the CPU 103.

The control circuit 10 is also supplied with detection signals from an air-fuel ratio sensor 9, a vehicle speed sensor 17 provided on a speedometer cable from an automatic transmission 16 incorporating a torque converter, and the like. Further, an ignition signal is output from the control circuit 10 to an igniter built in the distributor 4, whereby the energization control of the ignition plug 15 is performed.

Further, a water temperature sensor 11 for detecting the temperature THW of the cooling water is provided in the cooling water passage W of the cylinder block of the engine 1, and the torque converter of the automatic transmission 16 is provided with a torque converter oil. An oil temperature sensor 18 that detects the temperature THO is provided. Water temperature sensor 11 generates an analog voltage electric signal corresponding to the cooling water temperature THW, and oil temperature sensor 18 generates an analog voltage electric signal corresponding to the torque converter oil temperature THO. These outputs are also supplied to the A / D converter 101.

The detection signal of the air flow rate from the air flow meter 3 is converted into a binary signal by an A / D conversion routine executed every predetermined time, and is used as data QN representing the intake air amount per engine rotation as the engine rotation speed. It is stored in the RAM 105 each time after being divided by. A signal from the crank angle sensor 6 in the distributor 4 for every 30 ° of crank angle is taken into the control circuit 10 through the input / output interface 102, and the engine speed NE and the fuel injection amount T
It becomes a 30 ° CA interrupt signal that calculates AU.

The control circuit 10 is constituted by using, for example, a microcomputer, and has the above-mentioned A / D converter 101,
R in addition to the input / output interface 102 and the CPU 103
An OM 104, a RAM 105, a backup RAM 109 that retains information even after the ignition switch is turned off, and the like are provided, and these are interconnected by a bus 110.

In the control circuit 10, the down counter 106, the flip-flop 107 and the drive circuit 108.
Is for controlling the fuel injection valve 7. That is, when the fuel injection amount TAU is calculated, the fuel injection amount TAU is preset in the down counter 106 and the flip-flop 107 is also set. As a result, the drive circuit 1
08 starts energizing the fuel injection valve 7. On the other hand, when the down counter 106 counts a clock signal (not shown) and finally its carry-out terminal becomes "1" level,
The flip-flop 107 is reset and the driving circuit 10
8 stops the energization of the fuel injection valve 7. That is, the fuel injection valve 7 is biased by the above-mentioned fuel injection amount TAU, and therefore, the amount of fuel corresponding to the fuel injection amount TAU is sent to the combustion chamber of the engine 1.

Next, the operation of the above-mentioned control circuit 10 will be described with reference to the flow charts of FIGS. The flowchart shown in FIG. 3 shows a procedure for detecting the slip amount of the torque converter, which is executed every predetermined time. In step 301, it is determined whether the slip amount determination flag XDENE of the torque converter is "1". The initial value of this determination flag XDENE is "0",
It is set to "1" when the slip amount of the torque converter is large. Then, in step 301, XDE
When NE = "1", this routine is finished as it is, X
Only when DENE = "0", the process proceeds to step 302.

In step 302, it is determined whether the automatic transmission is in the traveling range (for example, in the case of a 4-speed automatic transmission, the O / D range, D range, 2 range, or 1 range). Then, when it is not in the traveling range, for example, when it is in the N range, the P range, or the R range, this routine is finished as it is, and when it is in the traveling range, the routine proceeds to step 303.

In step 303, the traveling speed (vehicle speed) SPD of the vehicle is detected, and in the following step 304, it is detected whether the engine is in the decelerating operation state. The deceleration operation state of the engine is determined by the vehicle speed SPD and whether or not the idle switch 13 provided on the throttle valve 12 is ON. Then, when the engine is not in the deceleration operation state, this routine is finished as it is, but when the engine is in the deceleration operation state, the routine proceeds to step 305.

At step 305, RO of the control circuit 10
Map 1 shown in FIG. 5 (a) stored in advance in M104
Thus, the determination value NA corresponding to the vehicle speed SPD is calculated. This determination value NA is for determining the slip amount of the torque converter during deceleration operation of the engine, and the determination value of the engine speed when the slip amount of the torque converter is appropriate is
It is plotted according to the vehicle speed. That is, when the slip amount of the torque converter is appropriate, the engine is rotated by the driving force transmitted from the drive wheels of the vehicle during deceleration operation of the engine, so the engine speed NE becomes an appropriate value according to the vehicle speed. , When the torque converter slip is large,
When the engine is decelerated, the driving force transmitted from the drive wheels of the vehicle does not allow the engine to rotate sufficiently, and the engine speed NE does not become an appropriate value according to the vehicle speed. Therefore, when the engine speed does not reach the determination value NA corresponding to the vehicle speed during deceleration operation of the engine, it can be determined that the slip amount of the torque converter is large.

Therefore, in the following step 307,
The engine speed NE detected in step 306 is compared with the determination value NA corresponding to the vehicle speed SPD obtained in step 305 to determine whether the engine speed NE is less than the determination value NA. Then, when NE ≧ NA, this routine is finished as it is, and when NE <NA, step 308.
And the determination is made that the slip amount of the torque converter is large, the determination flag XDE of the slip amount of the torque converter.
NE is set to "1" and this routine is ended.

FIG. 4 is a flow chart showing an embodiment of the procedure for calculating the intake air correction amount when the slip amount of the torque converter in the flow chart of FIG. 3 is greater than or equal to a predetermined value. First, at step 401, it is judged if the automatic transmission is in the above-mentioned running range. When the automatic transmission is not in the traveling range, the routine proceeds to step 406, where the intake air amount correction amount DE of the intake air amount control valve 20 described in FIG.

On the other hand, when the automatic transmission is in the driving range, the routine proceeds to step 402, where it is judged if the judgment flag XDENE of the slip amount of the torque converter is "1". When it is determined that XDENE = “0”, the slip amount of the torque converter is small, so the routine proceeds to step 407, and the routine ends by setting the intake air amount correction amount DE of the intake air amount control valve 20 as the travel range correction amount tDE.
The travel range correction amount tDE is
This is a correction amount for preventing the engine speed NE from decreasing due to the load when the automatic transmission is shifted from the N (neutral) range to the traveling range (O / D, D, 2, 1).

Also, in step 402, XDENE
When it is determined that "1", the process proceeds to step 403 and the vehicle speed S
PD is detected. Then, in the following step 404, the opening degree correction amount DB of the intake air amount control valve 20 corresponding to the vehicle speed SPD is calculated from the map 2 shown in FIG. 5 (b).
The opening degree correction amount DB is for preventing the engine speed NE from decreasing during deceleration operation of the engine due to a large slip amount of the torque converter. Then, in step 405, the intake air amount correction amount DE of the intake air amount control valve 20 is corrected to a value obtained by adding the opening degree correction amount DB to the travel range correction amount tDE.

As a result, when the slip amount of the torque converter is large, the intake air amount control valve 20 is used during deceleration of the engine.
Is opened by the correction amount DB, and the intake air amount is increased by that amount to increase the engine speed NE. Figure 6
Is a comparison of changes in vehicle speed between the present invention and a conventional engine when a vehicle with a large slip amount of the torque converter undergoes deceleration → acceleration → steady operation → deceleration → acceleration → steady operation from steady operation. is there. Figure 6 (b) shows the idle switch
As shown in, it turns on during deceleration operation of the engine, and turns off during acceleration or in a steady state. When the vehicle decelerates and the engine speed NE falls below the judgment value NA, the torque converter slip amount judgment flag XDENE changes from "0" to "1" as shown in FIG. 6 (c). Change. At this time, as shown in FIG. 6 (d), the intake air amount correction amount DE of the intake air amount control valve 20 is corrected to the travel range correction amount tDE plus this opening correction amount DB.

As a result, in the present invention, the engine speed increases at the time T when the engine speed NE falls below the judgment value NA by the amount of the intake air amount increased. In this internal combustion engine, the engine speed is maintained at a low speed as shown by the broken line in FIG. 6 (a). Then, when acceleration is performed after decelerating the vehicle, the torque difference in the conventional internal combustion engine becomes large, whereas in the present invention, the torque difference is small, so the chip-in acceleration shock is reduced.

FIG. 7 shows a modified embodiment of the procedure for detecting the slip amount of the torque converter described in the flow chart of FIG. 3, and is a flowchart showing the procedure for stepwise detecting the slip amount of the torque converter during deceleration of the engine. Is. Therefore, in this embodiment, as shown by the broken line in FIG. 5 (a), only the determination value NAs is provided in addition to the determination value NA of the engine speed in the deceleration operation state of the vehicle. The determination value NAs is for detecting a larger slip amount of the torque converter. Therefore,
The opening correction amount DBs of the control valve that corrects the intake air amount with respect to this new determination value NAs is larger than the opening correction amount DB based on the determination value NA, as indicated by the broken line in FIG. 5 (b). It is a value. In the flow chart of step 7, the same control procedure as that of the flow chart of FIG. 3 is given the same step number and its description is omitted.

The flowchart of FIG. 7 is different from the flowchart of FIG. 3 in that before the determination of step 301, whether or not the determination flag XDENEs of the slip amount of the torque converter based on the newly provided determination value NAs is "1". A point at which determination step 701 is added, a point at which a determination value NAs is calculated in addition to the determination value NA at step 305, and whether the engine speed NE is smaller than the newly provided determination value NAs before the determination at step 307. And a determination step 702 is added, and when NE <NAs is determined in this step 702, the determination flag XDENEs of the torque converter slip amount based on the newly provided determination value NAs is set.
The only difference is that step 703 for setting "1" is added.

FIG. 8 is a flow chart showing a procedure for calculating the intake air correction amount according to the degree of the slip amount of the torque converter in the flow chart of FIG. Also in the flowchart of FIG. 8, the same step numbers are assigned to the same control procedures as those of the flowchart of FIG. 4, and the description thereof will be omitted. The flowchart of FIG. 8 is different from the flowchart of FIG. 4 in that after the running range is determined in step 401, the determination flag XDENEs for the slip amount of the torque converter based on the newly provided determination value NAs is set.
The point is that step 801 for determining whether it is "1" is added. Then, if XDENEs is "0", the process proceeds to step 402 and thereafter, and the same procedure as the control procedure described in FIG. 4 is executed. On the other hand, in step 801, XDEN
If it is determined that Es = “1”, the process proceeds to step 802,
After detecting the vehicle speed SPD, at step 803 in FIG.
From the map 2 shown in (b), the opening correction amount DBs of the intake air amount control valve 20 corresponding to the vehicle speed SPD is calculated from the characteristic shown by the broken line. Then, in the following step 804, the intake air amount correction amount DE of the intake air amount control valve 20 is corrected to a value obtained by adding the opening degree correction amount DBs to the travel range correction amount tDE.

As a result, when the slip amount of the torque converter is larger, the opening degree of the intake air amount control valve 20 is further opened by the correction amount DBs when the engine is decelerated,
The intake air amount is increased by that amount, and the engine speed NE is increased. FIG. 9 is a flow chart showing a procedure of an embodiment in which detection of the slip amount of the torque converter during deceleration operation of the engine by the control circuit 10 of FIG. 2 is prohibited when the temperature of the oil of the torque converter is low.

The flow chart of this embodiment is such that the determination of the oil temperature of the torque converter is added between step 401 and step 402 in the intake air amount correction calculation routine described with reference to FIG. Four
The control procedure is exactly the same. Therefore, the steps showing the same control procedure are given the same step numbers and the description thereof is omitted.

In the flowchart of FIG. 9, step 40
After it is detected in 1 that the automatic transmission is shifted to the travel range, it is determined in step 901 whether the temperature THO of the oil of the torque converter is β ° C. or higher. The temperature THO of the torque converter oil is
This is performed by the oil temperature sensor 18 shown in FIG. When THO ≧ β ° C. in step 901, the process proceeds to step 402 and subsequent steps, and the same control as the control described in FIG. 4 is executed. On the other hand, in step 901, THO <β
When the temperature is ° C, the routine proceeds to step 407, as in the case where the slip amount of the torque converter determined to be XDENE = "0" in step 402 is small. In this way, when THO <β ° C., the correction control based on the slip amount of the torque converter is not performed when THO <β ° C. when the torque converter is warming up or the oil temperature of the torque converter decreases. This is because the oil of the torque converter has a high viscosity and the slip amount of the torque converter can be regarded as small.

FIG. 10 illustrates yet another embodiment of the present invention, and is a flow chart showing a procedure of an embodiment in which the slip amount of the torque converter is detected every time the warm-up is completed after the engine is started. is there. In this embodiment, first, in step 1001, it is determined whether or not the determination flag XDENEH of the slip amount of the torque converter is "1".
Flag XD for determination of slip amount of this torque converter
ENEH is a flag that determines whether or not the slip amount of the torque converter has already been determined after the engine has started. The initial value is "0", and if it has already been determined, it is set to "1". When XDENEH = “1”, this routine is ended as it is, and the slip amount of the torque converter is not judged twice after the engine is started.

When it is determined in step 1001 that XDENEH = "0", the process proceeds to step 1002, and it is determined whether the temperature of the oil in the torque converter is α ° C or higher.
The temperature α ° C. of the oil of this torque converter is a temperature at which the engine can be considered to have been sufficiently warmed up after starting the engine,
In this embodiment, the temperature is set higher than the oil temperature β ° C. described above. Then, in step 1002,
When THO <α ° C., this routine is finished as it is.
That is, in this embodiment, after the engine is started, the slip amount of the torque converter is not determined until the engine is sufficiently warmed up.

After it is determined in step 1002 that THO ≧ α ° C., the slip amount of the torque converter is detected by the same procedure as the slip amount detection procedure of the torque converter described in the flowchart of FIG. Therefore, the steps showing the same detection procedure as in the flowchart of FIG. 3 are assigned the same step numbers and the description thereof is omitted. However, in the subsequent steps of detecting the slip amount of the torque converter, in FIG.
The difference from the flowchart of FIG. 6 is that when NE ≧ NA in the determination of step 307, the process proceeds to step 1003, and the determination flag XD of the slip amount of the torque converter is determined.
The point where ENE is set to "0", and after step 308 or step 1003 is completed, the process proceeds to step 1004, and the determination flag XDENEH of the slip amount of the torque converter is set.
The point is to set it to "1".

The reason why the slip amount of the torque converter is always determined once after the engine is warmed up after the engine is started is as follows. That is, the slip amount of the torque converter is not uniquely determined for each vehicle but changes depending on the viscosity of the oil of the torque converter, so even if it is determined that the slip amount is large once, the following (1) This is because the slip amount may become small due to factors (2).

(1) When the oil of the torque converter is replaced after the vehicle has traveled for a predetermined distance [Slip is small because the viscosity of deteriorated oil is high but the viscosity of new oil is high] (2) The operating environment temperature of the vehicle has dropped In case of traveling in cold regions, the oil temperature decreases and the viscosity increases. If it is determined once that the slip amount of the torque converter has increased, it is left as it is. Although the amount of decrease in the engine speed during deceleration is small, the intake air amount is corrected in the increasing direction, so the engine speed increases unnecessarily during deceleration operation, resulting in insufficient feeling of deceleration and deterioration of fuel efficiency. The problem of causing it occurs.

Therefore, if the slip amount of the torque converter is determined only once when the engine is sufficiently warmed up after the engine is started, as in the above-described embodiment,
Such problems will not occur. The determination as to whether or not the engine warm-up is completed can be made not only by the temperature of the oil of the torque converter but also by the engine temperature, the water temperature, or the temperature of the lubricating oil.

FIG. 11 shows an example in which the present invention is applied to a control for retarding the ignition timing in order to reduce the acceleration shock when the engine is accelerated. That is, FIG.
The flowchart shown in FIG. 1 shows an example of a procedure in which the control circuit 10 of FIG. 2 calculates the base retard amount during acceleration according to the degree of slip of the torque converter when the engine performs acceleration operation after deceleration operation. Shows.

In this embodiment, first, step 1101
At, it is determined whether or not it is the execution condition for retarding during acceleration. If it is not the execution condition for the retard angle during acceleration, step 11
Then, the routine proceeds to 07, sets the acceleration retardation amount AACC to 0, and ends this routine. On the other hand, if it is determined in step 1101 that the execution condition for retarding during acceleration is determined, step 11
02, the engine speed NE or the vehicle speed SPD is detected. Then, in the following step 1103, the base delay amount tAAC according to the rotational speed NE or the vehicle speed SPD.
CB is calculated.

In the next step 1104, it is determined whether or not the torque converter slip amount determination flag XDENE is "1". When XDENE = "0" (the slip amount is small), the process proceeds to step 1105, and the acceleration retard amount is set. AACC is the base delay amount tAACC calculated in step 1103
Then, the routine is terminated by setting B. On the other hand, step 1
When it is determined in 104 that XDENE = "1" (the slip amount is large), the process proceeds to step 1106, and step 11
13 is calculated based on the map 3 shown in FIG. 13 (a), and in the subsequent step 1107, the acceleration retard angle amount AACC is calculated in step 1103. The base delay amount tAACCB calculated in step 1106 is added to the addition delay amount tAACCD calculated in step 1106.

As described above, in this embodiment, when the slip amount of the torque converter is large, the retard amount during acceleration is increased and corrected. FIG. 12 is a flowchart showing an embodiment of a procedure for attenuating the retard amount at the time of acceleration calculated by the procedure of the flowchart of FIG. 11 according to the degree of the slip amount of the torque converter.

In this embodiment, first, step 1201
At, it is determined whether or not the condition is for the acceleration retarding damping condition. Then, when it is not the damping condition for the retard angle during acceleration, this routine is finished as it is. On the other hand, if it is determined at step 1201 that the acceleration retardation damping condition is satisfied, the routine proceeds to step 1202, where the engine speed NE or the vehicle speed SPD is detected. Then, in the following step 1203,
Base delay amount tA according to the rotational speed NE or the vehicle speed SPD
ACCB is calculated.

In the next step 1204, it is determined whether or not the determination flag XDENE of the slip amount of the torque converter is "1". When XDENE = "0" (the slip amount is small), the routine proceeds to step 1205, where the acceleration retard angle amount is set. Base attenuation amount tDCB calculated in step 1203 from AACC
What is subtracted is newly set as the acceleration retard angle amount AACC, and this routine is ended. On the other hand, X in step 1204
When it is determined that DENE = “1” (the slip amount is large), the routine proceeds to step 1206, where the damping correction coefficient tDCD according to the engine speed NE or the vehicle speed SPD detected at step 1202 is the map shown in FIG. 13 (b). 4 is calculated based on the acceleration retard angle amount AACC from the acceleration retard angle amount AACC in step 1207.
Step 1 is added to the base attenuation amount tDCB calculated in 03.
The attenuation correction coefficient tDCD (<206
1) Multiplied by D. FIG. 14 is a diagram for explaining the control procedure of the flowcharts of FIGS. 11 and 12, and is an explanatory diagram showing a change with time of the retard amount during acceleration according to the degree of the slip amount of the torque converter. . In FIG. 14, a solid line shows a change in the retard angle amount AACC when the torque converter slip amount is small, and a dotted line shows a change in the retard angle amount AACC when the torque converter slip amount is large. As can be seen from this figure, when the slip amount of the torque converter is large, the addition delay angle amount tAACC is added to the base delay angle amount tAACCB.
D is added, and when the retard amount is attenuated, the base attenuation amount tDCB for the unit time Δ is multiplied by the attenuation correction coefficient tDCD smaller than 1.

As described above, in this embodiment, when the slip amount of the torque converter is large, the retard amount at the time of acceleration is corrected to be increased and the attenuation amount is corrected to be decreased. As a result, when the slip amount of the torque converter is large, the retard amount of the ignition timing at the time of acceleration becomes large and the acceleration shock is alleviated. In the above-described embodiment, the intake air amount correction when the slip amount of the torque converter is large is performed by the intake air amount control valve 20 provided in the passages 21 and 22 bypassing the throttle valve 12. The correction of the intake air amount when the converter slip amount is large can also be performed by increasing the opening degree of the throttle valve 12.

[0051]

As described above, according to the control device for an internal combustion engine with a torque converter of the present invention, in an internal combustion engine equipped with an automatic transmission having a built-in torque converter, an automatic transmission is performed when the throttle valve is fully closed and decelerated. Since the slip amount of the torque converter of the transmission is detected and the intake air amount to the engine is corrected according to the detected slip amount, even if the slip amount of the torque converter is large, the engine speed during deceleration operation of the vehicle There is an effect that the acceleration shock does not decrease and the acceleration shock generated by the acceleration after deceleration is reduced and a good acceleration feeling is obtained.

Further, in the control device for an internal combustion engine with a torque converter that performs ignition timing retard correction during acceleration, the base retard amount and the retard attenuation amount during acceleration are corrected according to the slip amount of the torque converter. As a result, the acceleration shock is reduced, and a better acceleration feeling can be obtained.

[Brief description of drawings]

FIG. 1 is a principle configuration diagram showing a configuration of a control device for an internal combustion engine with a torque converter according to the present invention.

FIG. 2 is an overall configuration diagram showing a configuration of an embodiment of a control device for an internal combustion engine with a torque converter according to the present invention.

FIG. 3 is a flowchart showing an example of a procedure of detecting a slip amount of a torque converter at the time of engine deceleration of the control circuit of FIG.

FIG. 4 is a flowchart showing an example of a procedure for calculating an intake air correction amount when the slip amount of the torque converter is equal to or larger than a predetermined value in the flowchart of FIG.

5 (a) is step 305 of the flowchart of FIG.
6B is a diagram showing a change in the judgment value with respect to the vehicle speed used in FIG. 4, and FIG. 6B is a diagram showing a change in the control valve opening correction amount with respect to the vehicle speed used in step 404 of the flowchart of FIG.

6 is a diagram showing changes with time of each parameter in the control procedure of the flowcharts of FIGS.
(a) is a diagram showing changes in engine speed during deceleration and acceleration of the engine, (b) is a diagram showing on / off states of the idle switch during deceleration and acceleration of the engine, and (c) is a diagram of the engine Diagram showing changes in the torque converter slip amount determination flag during deceleration and acceleration, (d) shows the correction state of the intake air amount according to the change in the torque converter slip amount determination flag during deceleration and acceleration of the engine FIG.

FIG. 7 is a flowchart showing a modified example of the procedure of the flowchart of FIG. 3 and showing a procedure of stepwise detecting the slip amount of the torque converter during deceleration of the engine.

8 is a flowchart showing a procedure for calculating an intake air correction amount according to the degree of slip amount of the torque converter in the flowchart of FIG.

9 is a flowchart showing a procedure of an embodiment in which the control circuit of FIG. 2 prohibits the detection of the slip amount of the torque converter during engine deceleration when the temperature of the oil of the torque converter is low.

FIG. 10 is a flowchart showing a procedure of an embodiment in which the slip amount of the torque converter is detected each time the engine is started and warmed up.

FIG. 11 is a flowchart showing an example of a procedure in which the control circuit of FIG. 2 corrects the base retard amount during acceleration according to the degree of slip of the torque converter when the engine performs acceleration operation after deceleration operation. is there.

FIG. 12 is a flowchart showing an example of a procedure of attenuating the retard amount at the time of acceleration calculated by the procedure of the flowchart of FIG. 11 according to the degree of slip amount of the torque converter.

13 (a) is step 1 of the flowchart of FIG.
A diagram showing a change in the base delay amount with respect to the rotation speed or the vehicle speed calculated in 103, (b) shows a change in the damping correction coefficient of the base attenuation amount with respect to the rotation speed or the vehicle speed used in step 1204 of the flowchart of FIG. It is a diagram.

FIG. 14 is an explanatory view schematically illustrating the control procedure of the flowcharts of FIGS. 11 and 12, and is an explanatory diagram showing a change with time of a retard amount during acceleration according to a degree of a slip amount of a torque converter. is there.

[Explanation of symbols]

 2 ... Intake passage 3 ... Air flow meter 7 ... Fuel injection valve 8 ... Surge tank 10 ... Control circuit 11 ... Water temperature sensor 12 ... Throttle valve 13 ... Idle switch 16 ... Automatic transmission 17 ... Vehicle speed sensor 18 ... Oil temperature sensor 20 ... Intake Air amount control valve 21 ... Intake passage 22 ... Air supply passage 40 ... Valve body

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Office reference number FI technical display area F02D 45/00 E F02P 5/15

Claims (4)

[Claims] 1. A control device for an internal combustion engine having an output shaft connected to an automatic transmission having a built-in torque converter, the deceleration operating state determining means for determining whether or not the engine is in a decelerating operating state, and the engine. A deceleration operation state, a slip amount detecting means of the torque converter for detecting the slip amount of the torque converter, and an intake air correction amount calculating means for calculating an intake air correction amount according to the detected slip amount of the torque converter. A control device for an internal combustion engine with a torque converter, comprising: an intake air amount correction means for correcting the intake air amount according to the calculated intake air correction amount. 2. An oil temperature detecting means of torque converter oil for detecting an oil temperature of oil in the torque converter, and an operation of the intake air amount correcting means when the oil temperature of the torque converter oil is lower than a predetermined temperature. The control device for an internal combustion engine with a torque converter according to claim 1, further comprising: intake air amount correction prohibiting means for prohibiting. 3. A start detection unit for detecting a start of the engine, and an intake air correction amount updating unit for updating an intake air correction amount calculated according to the slip amount after the engine is started. The control device for an internal combustion engine with a torque converter according to claim 1 or 2. 4. A control device for an internal combustion engine having an output shaft connected to an automatic transmission having a built-in torque converter, the deceleration operating state determining means for determining whether or not the engine is in the decelerating operating state, and the engine. Is in the deceleration operation state, the slip amount detecting means of the torque converter for detecting the slip amount of the torque converter, and the acceleration delay amount for calculating the acceleration delay amount of the ignition timing according to the detected slip amount of the torque converter. Calculation means, acceleration operation state determination means for detecting the acceleration operation state of the engine, and when the engine shifts from the deceleration operation state to the acceleration operation state,
An ignition timing correction means for correcting the ignition timing according to the acceleration retardation amount, and a control device for an internal combustion engine with a torque converter, comprising: