JPS62182461A - Speed change shock reducing device - Google Patents

Abstract

PURPOSE:To reduce the speed change shock without incurring the rise of the exhaust temperature by correcting the quantity of fuel supplied into an internal combustion engine to the increased quantity side, when the ignition timing is corrected to the delayed angle side in the speed change of an automatic transmission for vehicle. CONSTITUTION:When speed change is performed by an automatic transmission M2 which performs the torque transmission from an internal combustion engine M1 to a driving wheel M3, an ignition timing correcting means M4 corrects the ignition timing of the internal combustion engine M1 which is set by other treatment further to the delay angle side, and the speed change shock is reduced. At the same time, a fuel correcting means M5 corrects the quantity of fuel supplied to the internal combustion engine M1 which is set by other treatment further towards the increased quantity side, and the rise of the exhaust temperature generated by the delay angle treatment is suppressed. Further, since the degree of the reduction of output due to the delayed angle of the ignition timing is larger than that of the increase of output due to the increased quantity of fuel, speed change shock can be reduced sufficiently.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to countermeasures against shocks that occur during gear shifting of an automobile equipped with an automatic transmission.

[Prior Art] There is an automatic transmission that eliminates the trouble of shifting gears when driving a car. With automatic gear shifting, the gear ratio automatically changes to a suitable state without the driver being aware of it, mainly by operating the accelerator.

In general, an automatic transmission is equipped with a front groove such as a planetary gear, a multi-disc clutch, a one-way clutch, etc. in addition to a torque converter, a fluid clutch, or an electromagnetic powder clutch. During automatic gear shifting, the planetary rear V, multi-disc clutch, one-way clutch, etc. are also operated, so sudden changes in the transmitted torque occur when the gears and clutch plates are connected to each other, or when the sprag of the one-one-quake clutch operates. , a shock occurred in the automatic cover body. This shock is particularly unpleasant because the driver is not expecting it.

To solve this problem, we developed a device that retards the ignition timing to reduce the shock during gear shifting by retarding the ignition timing when the automatic gear is shifting.
69738 etc.).

[Problems to be Solved by the Invention] However, the tyi retard process at the time of ignition causes an increase in the exhaust gas temperature, causing problems in terms of internal combustion durability.

SUMMARY OF THE INVENTION Therefore, the present invention has been made to solve the above-mentioned problems and to reduce shift shock without causing an increase in exhaust gas temperature.

Means for Solving Problem 1 The gist of the present invention is, as illustrated in FIG.
3, and is equipped with an ignition timing correction means M4 that corrects the ignition timing of the internal combustion engine M1 to the retarded side when the automatic transmission 11M2 is shifted, further comprising: The shift shock reducing device is characterized by comprising a fuel amount correcting means M5 for increasing the amount of fuel supplied to the internal combustion engine M1 when correcting to the retard side.

Here, the m increase correction may be realized by increasing the normal fuel amount as is, or may be realized by providing a fuel amount to be supplied separately from the normal fuel amount.

[Operation] In the shift shock reduction device of the present invention, when a shift is performed in the automatic transmission M2 that mediates transmission from the internal combustion engine M1 to the driving wheels M3, the ignition timing correction means M4 is set by another process. The ignition timing of the internal combustion engine M1 is further corrected to the retarded side. This reduces shift shock.

At the same time, the amount of fuel to be supplied to the internal combustion engine M1, which is set by the fuel amount correcting means M5 or other processing, is further corrected to the increasing side.

Depending on the process of retarding the ignition timing, the temperature of the exhaust gas may rise, or by paralleling the process of increasing the amount of fuel, the effect of suppressing the temperature rise due to the increase in fuel amount is produced, and the temperature rise of the exhaust gas is suppressed. Since the decrease in output due to retardation of the ignition timing has a greater degree of distortion than the increase in output due to increase in the amount of fuel, shift shock can be sufficiently reduced.

Next, the present invention will be explained in detail. However, the scope of the present invention is not limited to this, and includes various other embodiments without departing from the gist of the present invention.

[Example] Next, a preferred example of the present invention will be described in detail based on the drawings. FIG. 2 is a system configuration diagram of a Ganlin internal combustion engine equipped with a shift shock reduction device according to a first embodiment of the present invention.

In the figure, an internal combustion engine 1 includes a cylinder 2, a piston 3,
It has a combustion chamber 6 formed by a cylinder block 4 and a cylinder head 5. Spark plug 7 for the above combustion
is installed. The pressing force from the piston 3 is transmitted to drive wheels (not shown) via various devices such as a transmission, which will be described later.

The intake system of the internal combustion engine 1 communicates with an intake pipe 9 via an intake valve 8 of the combustion engine 6, and a surge tank 10 is provided upstream of the intake pipe 9 to absorb pulsation of intake air.
A throttle valve 11 is disposed upstream of the surge tank 10.

On the other hand, the exhaust system of the internal combustion engine 1 communicates with an exhaust pipe 17 via a combustion exhaust valve 16 .

The fuel system includes a fuel supply source consisting of a fuel tank and a fuel pump (not shown), a fuel supply pipe, and a fuel injection valve 18 disposed in the intake pipe 9.

The ignition system includes an igniter 19 that outputs high voltage necessary for ignition, and a distributor 20 that distributes and supplies the high voltage generated by the igniter 19 to the spark plug 7 in conjunction with a crankshaft (not shown). has been done.

In general, the internal combustion engine 1 has an intake pressure sensor 31 installed in the waste tank 10 to measure the intake air pressure, and an intake pressure sensor 31 installed in the intake pipe 9 to measure the intake air temperature. An intake air temperature sensor 32, a throttle position sensor 33 that detects the opening of the throttle valve 11 in conjunction with the throttle valve 11, and a cylinder block 4.
A water temperature sensor 34 is installed in the cooling system to detect the cooling water temperature, and an oxygen concentration sensor 35 is installed in the exhaust pipe 17 to detect the residual oxygen concentration in the exhaust gas as an analog signal.
, an idle switch 36 that is linked to the accelerator pedal and outputs an "ON" signal when the accelerator pedal is not depressed.

Inside the distributor 1 helicopter 20, there is a rotation speed sensor that outputs a rotation angle signal every 1/24 rotation of the camshaft of the distributor 20, that is, every 30 degrees from the crank angle 0°. An angle sensor 938 and a cylinder discrimination sensor 39 are provided which output a reference signal once for each revolution of the camshaft of the distributor 20, that is, for every two revolutions of the crankshaft (not shown).

In addition, the signals from each of the above sensors IA electronic control support 51
(hereinafter simply referred to as ECU) 40 and the ECU 4.0 controls the internal combustion engine 1.

Further, the ECU 40 inputs and outputs signals indicating the presence or absence of a shift and signals indicating the operating state of the internal combustion engine 1 to and from a shift control device 60 that controls the transmission 50. The shift control device 60 controls upshifting, downshifting, lockup, overdrive, etc. of the transmission 50 based on the operating state of the internal combustion engine 1 and the like.

Next, the configuration of the ECU 40 will be explained based on FIG. 3.

The ECU 40 includes a CPU 40a, a ROM 40b, and a RAM 4.
It is configured as a logic operation circuit mainly including 0c, backup RAM 40d, etc., and is connected to input/output ports 4Qf, 40CI, and output port 40h via a common bus 40e, and performs input/output with the outside.

The ECU 40 is a buffer 4 for the detection signals of each sensor mentioned above.
0i, 40J, 40, 40m, multiplex ()”4
on, and an A/D converter 40D, and these detection signals are input to the CPU 40a via an input/output port 40f.

The ECU 40 also operates a buffer 40 for the oxygen concentration detection signal.
Q, a comparator 40r and a waveform shaping circuit 403 for cylinder discrimination/rotation angle signals are provided, and these signals, signals from the shift control device 60, signals to the shift control device 60, and signals from the throttle position sensor 33 are input/output. The data is input/output to/from the CPU 40a via the port 40g.

Roughly speaking, the ECU 40 includes the drive circuits 40t and 40U for the fuel injection valve 18 and the igniter 19 described above, and the CPU 4
0a is connected to both drive circuits 40t via the output boat 40h.
, 40u.

The speed change control device 60 is a CPU 7 similar to the ECU 40.
It is composed of a 0-ROM 71, a RAM 72, an output port 3, an input/output port 4, and a clock 75, and a common bus 77 interconnects each part.

The output port door 3 is connected to the solenoid valve drive section 80 of the transmission 50.
81. The electromagnetic valve drive unit 80 has a speed change f
The electromagnetic valve drive section 81 outputs electric power to drive a solenoid valve 85 that adjusts the oil pressure to the brake in the transmission 50, and the electromagnetic valve drive section 81 outputs electric power to drive a shift valve 86 that changes the oil pressure to the brake in the transmission 50. Output. The input/output coupler door 4 receives buffers 90 to 94 for inputting digital signals, signals from the ECU 40,
Alternatively, it is a port for inputting and outputting signals to the ECU 40. The buffers below the buffer 90 connected to the input port door /'l are buffers for inputting signals such as the rotational speed of the main gear in the transmission 50, the rotational speed of the output shaft, the shift position, etc., respectively.

The operating state of each gear, the state of the shift position, etc. in the shift IWt50 are used as data for shift control. It also serves as the basis of data.

Next, the control executed by the FCU 40 will be explained based on FIGS. 4 to 6.

FIG. 4 is a flow diagram showing the main part of the process executed by the ECU 40 (7) CPU 40 ri according to the present invention.・It is necessary at −t.

First, when the key switch is turned on, the power to the ECU 40 is also turned on, and the processing of CP L, J 40a starts. Initially, initial settings (not shown) are made, and then the process shown in the figure starts from the process of step 100. In step 100, the regular fuel injection old TAU is ejected. T
AU is determined by adding corrections required under various conditions of the internal combustion engine 1 to the basic fuel injection M, which is determined mainly using the intake air pressure PM as a parameter. The correction is performed by, for example, multiplying the air-fuel ratio detected by the oxygen temperature sensor 35 by a feedback correction coefficient for maintaining the air-fuel ratio at a predetermined air-fuel ratio.

Next, in step 110, it is determined whether the ignition timing retard angle ff1AEc, which is provided to reduce the shift shock, is zero. Since AECT=O in the initial state, it is determined that i-Y E S 3, and then step 120
Move on to processing. In step 120, go to ignition timing〇A
L is out. ACAL is determined by adding advance and retard values obtained from intake air pressure PM, internal combustion engine rotational speed NE, air-fuel ratio, etc. to a predetermined basic ignition timing. Next, in step 130, it is determined whether or not the flag ECTCG is set, indicating that the shift is not necessary. ECTCG is the transmission control device 6
This is flag data given as an output from the 0 side.

As mentioned above, by the transmission control device 60 determining the operating status of each gear and shift in the transmission @ 50, the ECU
= given to the iO side. For example, if the rotation of a gear that always rotates is detected immediately after the shift position changes or during a shift, the shift control device 60 sends the ECTCG=
A signal corresponding to O is output. In other conditions, EC
A signal corresponding to TCG=1 is output.

An example of the flow rate of the processing in this speed change control wJ device 60 is as shown in FIG. That is, in step 400, it is determined whether or not a predetermined gear is in operation, and atL is determined at rYEsJ.
For example, in step 410, an output corresponding to EcTCG=O is made. Of course, there are many other ways to determine whether the gear is being shifted. For example, when the point represented by the actual vehicle speed and throttle opening crosses the shift diagram determined by the vehicle speed and throttle opening, the shift control is performed. If the device 60 is configured to start shifting, it is assumed that the gear is being shifted for a predetermined period of time from the time when the device 60 crosses the line, and the ECTCG is set to 0, or
At the start of a shift, the rotational speed of the engine at the end of the shift is determined from the engine rotation speed NE at the start of the shift and the gear ratio of the shift light, and when the actual engine rotation speed NE is around the above rotation speed. , it is determined that the shift is completed, and the engine rotation speed is determined to be the rotation speed (= J
ECTCG may be set to O until the time is near. On the other hand, at step 400, the predetermined gear is not operating, and at rNOJ, t[, and at step 42o, an output corresponding to EcTcG=1 is made.

If the gear is being shifted (if yes, rYES in step 130), then in step 140 the ignition timing retard value A is determined.
Clear the contents of ECT. Next, after moving to another control process 150, the process returns to step 100, and thereafter, the above-described process is repeated unless there is a change in the situation.

Next, when the shift control device 60 determines that a shift is necessary based on various data of the internal combustion engine 1 etc. input from the ECtJ 40 side, the shift control device 60 drives the solenoid valve 85 and shift valve 86 of the transmission 50. Then, the transmission 50 is operated to change gears. During this shift operation, the gear rotational speed sensor 90a and shift position sensor 94
Based on the detection contents from a etc., the data indicating whether or not the gear is being shifted is E.
Sent to CU40.

Therefore, in step 130, ECTCG=O, it is determined that rNOJ, and in step 160, the retard angle f
f1AEcT, as shown in Figure 6, the engine rotational speed N
It is obtained from the map m (NE, PM) of E and intake air pressure PM. That is, the value of AECT is set in such a manner that it decreases as NE or PM increases. In this embodiment, the intake air pressure PM is used, or instead of the intake pressure sensor 31, an air flow meter may be provided and the intake air amount may be used instead, or the opening data of the throttle position sensor 33 may be used instead. -b Good. In the next step 170, the A obtained above from the actual ignition timing advance value ACAL is
FCT is subtracted and a new lead angle value ACAL is set.

After this, when the process reaches step 110, the retard amount ΔEC
It is determined whether T is O or not. Step 16 for AECT
Since a value exceeding O is set at 0, the determination is "NO" and at step 180, the shift fuel increase coefficient F is set.
ECT is determined from the table t(AE CT > shown in FIG. 7) based on the retard amount AECT.FECT tends to increase as AECT increases.

Next, in step 190, the basic fuel injection ff1TAU is set to F.
ECT is applied and newly set as TAU.

Thereafter, in a fuel injection interrupt routine (not shown) every predetermined engine rotation, TAU or its first shift is further transferred to another 9!3i.
Corrected by 浬, it was set as the first time, and the time was set as
Fuel i1 is supplied into the air-fuel mixture.

In this embodiment, since +M is configured in this way, the shift shock caused by the operation of the transmission 50 or the setting of the retard angle = AECT reduces the shift shock. Furthermore, in conjunction with the setting of the retardation amount AECT, the fuel oil increase coefficient FEC is set to increase the injection gj This also prevents the exhaust temperature from rising.

Furthermore, since the retard angle aAEcT is set based on the intake air pressure PM and the engine rotational speed NE in accordance with the operating state of the internal combustion engine 1, the shift shock caused by the retard angle is reduced and can be carried out efficiently. In addition, the fuel increase coefficient FECT is also the retardation amount AE.
Since it is set according to the change in CT, it is efficient in reducing the exhaust gas temperature and also prevents wasteful increase in volume.

Next, a second embodiment of the present invention will be described.

The present embodiment differs from the first embodiment described above only in the processing in the ECU 40, and has the same configuration in other respects.

Part 9! The J principle will be explained based on FIGS. 8 to 10.

FIG. 8 shows a part of the main routine, and since the processing is similar to the processing from steps 120 to 170 of the first embodiment shown in FIG. 4, the explanation will be omitted.

However, the TAU calculation may be performed only at step 100 in FIG. 4, or at steps 100, 110, 180, and 190. Further, the timing of the clock AU may be set at every predetermined crank angle.

Next, FIG. 9 shows a routine that determines and executes the timing of the ignition process for the air-fuel mixture, and is executed interruptively at every predetermined engine rotation angle.

First, when execution starts at a predetermined rotation angle, step 300
The ignition process is executed at That is, in step 250 of the main routine, when the rotation angle reaches the determined ignition advance angle, the igniter 19, which has been energized in advance, is de-energized, thereby turning off the spark plug 7 at the predetermined ignition advance angle. No discharge will occur. Next, in step 310, the retard angle I
It is determined whether AEcT=O. If ECTCG=1 and gear shifting is not in progress, AECT=0, so "YESJ"
Then, in step 320, a counter CNT indicating the number of injections Q1 is set to O. If the gear is not being shifted, the above-described process is repeated.

If the gear is changing, step 2 of the main routine
At 40, a positive shift of 1 is set for AECT.

Then, in step 310 of the ignition timing subroutine, rNOJ is determined, and in the next step 330, the asynchronous fuel injection amount τ is set to a value determined from a table h (AECT) as shown in FIG. 10 based on the value of AECH. or set. Asynchronous fuel injection is different from the main synchronous injection process for fuel supply that is performed every predetermined engine rotation shown in the first embodiment, and is a fuel supply process that injects fuel at a desired timing separately from the synchronous injection. Here, we refer to the timing immediately after ignition processing.

Next, in step 340, the count CNT is determined by a predetermined number of times n.
It is determined whether or not the value is greater than or equal to the value. If it is less than n, asynchronous injection is executed in the next step 350. n is determined at various values depending on the institution.

It may be changed depending on the operating condition. Then step 360
At 1~CNT, increment 1~ is performed. Unless the retardation amount A E CT = 0, asynchronous injection IJ
n times, and then in step 340, rYE
sJ, and asynchronous injection is no longer executed. Of course, synchronization 1lr1 is performed every predetermined engine rotation! ,! 1 is
This will continue from now on.

In general, synchronous fuel injection involves multiple fuel injectors at the same time.
BTDC70' for the simultaneous injection method that opens the valve at I
Since the fuel is injected between CA and 60'CA, the injection amount is naturally calculated before that time. For example, BTDC90'C
Assuming that A is used for TAU measurement and B T D C60'CA is used for one fuel search, the speed will be changed during the ignition following this fuel injection timing, and the ignition will be slow DC.

If the internal combustion engine 1 is ignited (for example, from BT to 030'CA), the exhaust gas temperature will rise, or the increase in synchronous injection to counteract this will not be sufficient because it will not start until after one revolution of the internal combustion engine 1. It is possible to suppress the temperature rise more quickly by asynchronously increasing the amount of fuel in accordance with the ignition delay fi3 for each ignition process. The same can be said for so-called independent injection, in which fuel is injected at each predetermined crank of each cylinder, and for group injection.

As mentioned above, the real IJ1! In example i, the fuel increase is corrected by asynchronous fuel injection, so in addition to the effects of the first example, it is possible to prevent a rise in exhaust temperature with a much faster response in accordance with the ignition timing. In each of the above embodiments, E
Process executed by CU 40 or ignition timing correction means M4
and fuel 1 (, 1 corresponds to the processing as the amount correction means M5,
The transmission 50 and the speed change control device 60 correspond to the automatic transmission M2.

Furthermore, in this embodiment, it is also possible to check the asynchronous request for each ignition, or to detect the ignition retard at a sufficiently high timing, and immediately execute the asynchronous injection when the ignition retard is detected.

Furthermore, the first embodiment described above and the second embodiment described above can be used in combination. For example, during t, g, and retard, both asynchronous injection and synchronous injection may be used/increased, or depending on the operating conditions, viscosity increase may be selected for only asynchronous injection, only synchronous injection, or for both injections. . Furthermore, an increase in the amount of fuel is allowed with conditions such as the fact that the upper limit of the exhaust temperature due to ignition retardation is noticeable at relatively high loads and high rotation speeds, so that the exhaust temperature can be increased with the minimum necessary increase. It's good to suppress. Further, the increase in the amount may be permitted only during a shift retardation in which the exhaust gas temperature is higher than a predetermined temperature.

[Effect of the Invention 1] The present invention increases the amount of fuel when reducing the shift shock by retarding the ignition timing.

Therefore, an increase in exhaust gas temperature is prevented, and there is no adverse effect on the durability of the internal combustion engine such as melting damage.

[Brief explanation of drawings]

FIG. 1 is a diagram illustrating the basic configuration of the present invention, FIG. 2 is a system configuration diagram of the first embodiment of the present invention, FIG. 3 is a block diagram of the ECU and transmission control device 60, and FIG. 4 is a block diagram of the ECU. FIG. 5 is a flowchart showing the control of the first embodiment; FIG. 5 is a flowchart showing the processing performed by the transmission control device;
The figure is a graph corresponding to a map for calculating the retard amount from the engine speed and intake air pressure, Figure 7 is a graph corresponding to a table for calculating the increase correction coefficient from the retard amount, and Figure 8 is a graph for the ECU.
A flowchart showing the control of the second embodiment performed in
FIG. 9 is a flowchart of the ignition timing subroutine, and FIG. 10 is a graph corresponding to a table for determining the asynchronous injection position from the retard amount. Ml, CO...Internal combustion engine M2...Automatic transmission M3...Drive wheel M4...Ignition timing correction means M5...Fuel amount correction means 7...Spark plug 11...Thrower 1-Le valve 18...Fuel injection Q] Valve 19...Igniter 20...Distributor 31...Intake pressure sensor 38...Rotation angle (rotation speed) sensor 40...Electronic control unit FNEcU ) 50...Transmission 60...Shift control device

Claims (1)

[Scope of Claims] 1. Ignition timing used in an automobile that transmits the output of an internal combustion engine to drive wheels via an automatic transmission, and that corrects the ignition timing of the internal combustion engine to the retarded side when shifting the automatic transmission. A shift shock reduction device comprising a correction means, further comprising a fuel amount correction means for increasing the amount of fuel supplied to the internal combustion engine when correcting the ignition timing to the retarded side. Reduction device. 2. The shift shock reduction device according to claim 1, wherein the fuel amount correcting means or the shift shock reduction device is configured to perform the increase correction by correcting the fuel amount in a fuel supply process performed at every predetermined rotation angle of the internal combustion engine. . 3. The fuel amount correction means is configured to perform the increase correction by supplying a predetermined amount of fuel separately from a fuel supply process that is performed every predetermined revolution of the internal combustion engine, with reference to the time of shifting of the automatic transmission. A gear shift shock reduction device according to claim 1.