JPS62188842A - Speed change shock reducing device - Google Patents

Abstract

PURPOSE:To reduce speed change shock, by decreasing and correcting a quantity of fuel to be supplied to a partial group of cylinders of an internal combustion engine having plural cylinders rather than to all the cylinders upon changing a speed. CONSTITUTION:A distributor 20 includes a rotational angle sensor 38, which serves as an engine speed sensor, too, outputting a rotational angle signal every 1/24 rotation of a cam shaft of the distributor 20, that is, every integer times of a crank angle of 0 deg.-30 deg. and a cylinder determining sensor 39 outputting a reference signal once every one rotation of the cam shaft of the distributor 20, that is, every two rotations of the crank shaft. Accordingly, a fuel quantity to be supplied to a partial group of cylinders is decreased, and such decreasing of fuel is sequentially allotted to each group. Thus, the decreasing of fuel is uniformly dispersed as a whole, thereby achieving uniform control without the generation of oscillation in output.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to countermeasures against shocks that occur during gear changes in automobiles equipped with automatic transmissions.

[Prior Art 1] There is an automatic transmission that eliminates the trouble of changing gears when driving a car. An automatic transmission automatically changes the gear ratio to a suitable state without the driver's awareness, mainly by operating the accelerator.

In general, automatic transmissions include mechanisms such as a torque converter, a fluid clutch, and an electromagnetic powder clutch, as well as a planetary gear, a multi-plate clutch, and a one-way clutch. During automatic gear shifting, these planetary gears, multi-disc clutches, one-way clutches, etc. are also operated, so a sudden change in torque occurs when the gears or clutch plates are connected to each other, or when the sprag of a one-one quake clutch is transmitted. As a result, there was a shock that many cars were idle. This shock is particularly unpleasant because it is not expected by the driver.

To solve this problem, when the automatic transmission is changing gears, a device ( JP-A-55-69738, etc.).

[Problems to be Solved by the Invention] However, the ignition timing retardation process causes an increase in exhaust gas temperature, which is unfavorable in terms of durability of the internal combustion engine.

Further, simply reducing the fuel makes the output torque of the internal combustion engine unstable, and the desired output torque may not be reduced by 1q, making it impossible to reduce the shift shock as desired.

SUMMARY OF THE INVENTION Therefore, the present invention has been made to solve the above-mentioned problems and to reliably reduce shift shock.

Means for Solving Problem U] The gist of the present invention, as illustrated in FIG. , in a shift shock reduction device used in an automobile configured to transmit transmission shock to driving wheels M3 via an automatic transmission M2, in which the internal combustion The gear shift shock reduction device is characterized by comprising a correction means M4 for correcting the amount of fuel supplied to some cylinder groups of the engine M1.

Here, "an internal combustion engine in which the amount of fuel supplied can be adjusted for each cylinder group" refers to, for example, an engine in which a fuel injection valve is installed in the intake manifold arranged for each cylinder group, or Provided with one fuel injection valve,
This applies to engines that inject fuel during each intake stroke of each cylinder. Here, the cylinder group refers to a -cylinder or a group of multiple cylinders.

"Per -cycle" means -cycle is considered as one unit, and within that cycle, there are cylinder groups to which the fuel M with weight loss correction is supplied and cylinder groups to which normal fuel is supplied without weight loss correction. means that exists. This can be done by simultaneously supplying fuel - once or twice per cylinder per cycle.
It may also be possible to supply fuel independently to each cylinder group.

Further, the reduction correction may be performed on the same cylinder group in each cycle, or may be performed on another cylinder group.

The weight loss may be 100%, that is, a fuel cut, and the output torque can be reduced more stably.

[Function] The shift shock reduction device of the present invention is configured such that when a shift is performed in the automatic transmission M2 that mediates transmission from the internal combustion engine M1 to the drive wheels M3, the correction means M4 is adapted to reduce the transmission shock in an internal combustion engine having a plurality of cylinders. The amount of fuel supplied to some cylinder groups per cycle of M1 is corrected.

By carrying out the reduction correction, the output of the internal combustion engine M1 is reduced, and since not all cylinders are subject to reduction, the shift shock is reliably 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 gasoline internal combustion engine equipped with a shift shock reduction device according to a first embodiment of the present invention.

In the figure, a four-cylinder six-cylinder internal combustion engine 1 has six combustion chambers 6 formed by a cylinder 2, a piston 3, a cylinder block 4, and a cylinder head 5. A spark plug 7 is provided in each of the combustion chambers. The pressing force from the piston 3 is transmitted through various devices such as the transmission mentioned above.
The signal is transmitted to drive wheels (not shown).

The intake system of the internal combustion engine 1 communicates with an intake manifold 9 via an intake valve 8 of a combustion chamber 6, and upstream of the intake manifold 9, each intake manifold 9 is connected.
A surge tank 10 is provided for distributing intake air to the engine and absorbing pulsation of the intake air, and a throttle valve 11 is provided 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 an exhaust valve 16 of the combustion chamber 6.

The fuel system includes a fuel supply source consisting of a fuel tank and fuel pump (not shown), a fuel supply pipe J3, and six fuel injection valves 1B disposed in each intake manifold 9.
It is made up of.

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.

Roughly speaking, the internal combustion engine 1 includes an intake pressure sensor 31 installed in the surge tank 10 to measure the intake air pressure, and an intake temperature sensor installed in the surge tank 10 to measure the intake air temperature as detectors. 32, throttle valve 1
1, a throttle position sensor 33 detects the opening degree of the throttle valve 11, and a cylinder block 4.
A water temperature sensor 1) 34 is installed in the cooling system to detect the cooling water temperature, and an oxygen concentration sensor 3 is installed in the exhaust pipe 17 to detect the residual oxygen concentration in the exhaust gas as an analog signal.
5. An idle switch 36 is provided which works in conjunction with the accelerator pedal and outputs an rONJ signal when the accelerator pedal is not depressed.

Inside the ice cream 1~rebuter 20, the ice 1~
Every 1/24 rotation of the camshaft V71 of the reviewer 20,
In other words, the rotation angle sensor 3 also serves as a rotation speed sensor that outputs a rotation angle signal at every integer multiple of the crank angle 0° to 30°.
B, and a cylinder discrimination sensor 39 that outputs a reference signal once for each revolution of the camshaft of the disc 1-reviewer 20, that is, for every two revolutions of the crankshaft (not shown).
is being pulled.

Note that the signals from each of the above sensors are input to an electronic control unit (hereinafter simply referred to as ECU) and are also sent to the ECU.
40 controls the internal combustion engine 1 described above.

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 automatically 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 ECLI 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 consisting of 0c, backup RAM 40d, etc., and is connected to input/output boats 4Of, 4oq, and output port 40h via a common bus 40e to perform input/output with the outside.

The ECU 40 is a buffer 4 for the detection signals of each sensor mentioned above.
0 i, 40J, 40, 40m,? Lupu.

It has a plexer 40n and an A/D converter 40p, and these detection signals are input to the CPU 40a via an input/output port 40f.

Also, does the ECU 40 buffer the oxygen concentration detection signal? 40
q, a comparator 4Or, and a waveform shaping circuit 40s for both cylinder discrimination and rotation angle signals, and these signals, signals from the shift control device 60, signals to the shift control device 60, and throttle position are determined by signals from the sensor 33. Now move input/output boat 40Q to CPU40a or CPU40
A person is output from a.

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

The speed change control device 60 is a CPU 7 similar to the ECU 40.
0. ROM71. RAM72. Exit capo-1-73, input/output capo-door 4. It consists of a clock 75, and a common bus 77 interconnects each part.

The output port door 3 has a variable speed Ml 50 solenoid valve drive unit 8.
Connected to 0.81. The electromagnetic valve drive section 80 outputs electric power to drive a solenoid valve 85 that adjusts the hydraulic pressure to the brake in the transmission 50, and the electromagnetic valve drive section 8
1 outputs electric power to drive a shift valve 86 that also switches the hydraulic pressure to the brake in the transmission BI 30. The input/output port door 4 is a port for inputting/outputting signals from the buffers 90 to 94 for inputting digital signals and the ECU 40, or for inputting/outputting signals to the ECU 40.

The buffer '90 and below connected to the input port door 4 are buffers into which signals such as the rotational speed of the 1-noon gear in the transmission 50, the output shaft rotational speed, and the shift position are respectively input.

The operating state of each gear in the transmission 50, the state of the shift position, etc. are used as shift control data, and the ECU 40 receives data from the shift control device @60 to determine whether or not a shift operation is in progress. It also serves as the foundation.

Next, the control executed by the ECU 40 will be explained based on the drawings.

FIG. 4 is a flow chart showing the main part of the process executed by the CPU 40a of the ECtJ40 according to the present invention.

First, this process is started by the CPU 40a every 240° rotation of the internal combustion engine 1. First, an initial determination (not shown) is made, and then the process shown in the figure starts from the process of step 100. At step 100, it is determined whether a graph ECTCG indicating that the transmission 50 is not in a gear shifting operation is set.

This flag ECTCG is flag data given as an output from the speed change control device 60 side.

As described above, the operating state of each gear and shift position in the transmission 1150 is determined by the transmission control device 60 and is provided to the ECU 40 side. For example, if the rotation of a gear that always rotates immediately after the shift position changes or during a shift is detected, the shift control device 60 outputs a signal corresponding to ECTCG=0 to the ECU 40 side. In other states, a signal corresponding to ECTCG=1 is output.

A flowchart of an example of the process is shown in FIG. This process shows a part of the process performed by the speed change control device 60,
First, in step 400, it is determined whether or not a predetermined gear is in operation. If it is in operation, a signal corresponding to ECTCG=O is output to the ECU 40, and if it is not in operation, ECTCG=O. A signal corresponding to 1 is output to the ECU 40.The ECU 40 performs step 10 based on the signal content.
A determination of 0 is made.

If the gear is not being shifted, it is determined in step 100 that "rYES", and then in step 110 a counter cinj indicating the cylinder group is set to "O11".Next, in step 120 it is determined whether cinj = 1 or not. However, since cinj=o, next in step 130, the fuel injection amount TAU, which has already been set using the value of the intake air pressure PM as a parameter, is set as the injection amount TAU1 for each cylinder in the first group. Set.

Next, in step 140, it is determined whether cinj=2.

Since cinj=0, the value of cinj is set to the injection fiTAU2 of each cylinder in the second group in step 150.

Next, in step 160, it is determined whether cinj=3.

Since cinj=0, the value of TAU is set in step 170 for the injection ff1TAtJ3 of each cylinder in the third group.

In the processing up to this point, if ECTCG=O, it is determined as rNOJ in step 100, and then Stella 1180
According to the map corresponding to the graph shown in Figure 6,
The fuel injection amount reduction coefficient FDECT is determined from the engine speed NE and the intake air pressure PM. The larger the NE, the
FDECT becomes smaller and PM also becomes larger.
tends to become smaller. After this, if cinj is 1, in step 190, TAU*FDE is added to TAU'l.
The value of CT is set, fuel is decreased to the first group of cylinders, and if cinj is 2, the value of TAU*FDECT is set in TAU2 in step 200, and the value of TAU*FDECT is set in the second group.
A reduction in fuel to the cylinders of the group is made and cinj is reduced to 3.
In this case, TAU*FD is added to TAU3 in step 210.
The value of ECT is set and fuel is reduced to the third group of cylinders.

Next, in step 220, it is determined whether or not it is the injection timing for the first group of cylinders. If the injection timing is reached, the injection of the value set in TAUl is performed at step 230■
Then, fuel injection is performed to the first group of cylinders. If it is not the injection timing, the process waits.

Similarly, in step 240, it is determined whether or not it is the injection timing for the second group of cylinders. If it is the injection timing, fuel is injected to the second group of cylinders at step 250 with the injection amount set in TAU2.

If it is not the injection timing, the Samurai will take care of the problem.

Similarly, in step 260, it is determined whether or not it is the injection timing for the third group of cylinders. If it is the injection timing, fuel is injected to the cylinders of the third group at step 270 with the injection amount set in TAU3. If it is not the injection timing, the process waits.

At step 280, the counter cinj is incremented by 1.
~ will be done. In the next step 290, the counter cin
It is determined whether j is 5 or more. If it is 5 or more, cinj=1 is set in step 300. If it is less than 5, this routine is temporarily terminated.

When the cylinders of the internal combustion engine 1 are numbered #1 to #6 from one end, the first group is 91. #5 cylinder, 2nd
Group #3. #6 cylinder, third group is #2. #
This corresponds to cylinder 4.

The above processing is shown in the timing chart of FIG. The pulse-like rise of each cylinder group represents the fuel injection state, and its width represents the injection amount.

First of all, in the initial stage, the flag ECTCG = 1 when the gear is not being changed.
, the counter cinj=0 during this time, and No,
All groups 1 to No. 3 are injected normally (ill, i2
1.131) is executed. To be exact, cinj = 1 is written in the post after the routine ends, but since cinj = o immediately at step 110, cinj = 1 here.
State 1 is omitted.

When ECTCG=1 changes to ECTCG=O, that is, when shifting is in progress, cinj=1, and first group 112 of the series of injections (i12, i22, 132) is corrected to reduce the amount. Next, cinj=2, and among the series of injections (i13, i23, 133), 123 in the second group is corrected to reduce the amount. Next, cinj=3, and the third group 134 is similarly reduced. Next, cinj=4, but in this case, there is no group to be corrected for weight loss. If i15 of the first group is corrected to reduce it, it will be continuous with i34, so if cinj=4, it will not be reduced. Next, cinj=1, and 116 in the first group is corrected to reduce the amount. Hereafter, this is repeated as long as ECTCG=O.

When the shift is completed and ECTCG returns to 1, cinj is temporarily set to 2 in step 280, but cinj is immediately set to Q in step 110, so it can be ignored. After this, normal injection processing will be performed.

In the above embodiment, the processing executed by the ECU 40 corresponds to the processing as the correction means M4, and the transmission 50 and the shift control device 60 correspond to the automatic transmission M2.

As described above, in this embodiment, only some of the cylinders are reduced in weight, each group is assigned to reduce the weight in turn, and cinj
In the case of =4, the weight loss is uniformly distributed as a whole by not reducing m. Therefore, it is possible to effectively control the decrease in output torque, and to perform uniform control without causing vibration in the output.

Also, fuel can be saved.

In the above embodiment, the reduction is performed for each cylinder group, but the reduction may be performed for each cylinder in turn. Alternatively, only the − group may be reduced in weight while ECTCG=O. Furthermore, if the amount of fuel is reduced in a cylinder that is particularly stable in combustion, misfires are less likely to occur, and there is less possibility that one herk of engine output will oscillate.

Further, in order to further reduce the output torque, it is sufficient to reduce the amount by 100%, that is, to cut the fuel.

[Effects of the Invention] In the present invention, since the reduction is corrected only in some cylinders during a shift, it is possible to stably reduce the output by 1 to 1 lux, and it is possible to reliably and effectively reduce shift shock. A secondary benefit is improved fuel efficiency.

[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 an embodiment, FIG. 3 is a block diagram centered on the ECU and transmission control device, and FIG. 4 is a diagram showing the basic configuration of the present invention. Flowchart of the process, Figure 5 is a flowchart of the process executed by the speed change control device, Figure 6 is a graph corresponding to a map for calculating the reduction coefficient from engine speed and intake air pressure, Figure 7 is an example of the process. The timing (7-
Represents 1~. Ml, 1... Internal combustion engine M2... Automatic transmission M3... Drive wheel M4... Correction means 19... Fuel injection valve 20... Distributor 31... Intake pressure sensor 38... ...Rotation angle (rotation speed) sensor 40...Electronic control unit (ECtJ) 50...Transmission 60...Speed change control device

Claims (1)

[Claims] 1. Used in an automobile configured to transmit output from an internal combustion engine having a plurality of cylinders and the amount of fuel supplied to each cylinder group being adjustable via an automatic transmission to drive wheels. , the gear shift shock reduction device is characterized by comprising a correction means for reducing and correcting the amount of fuel supplied to some cylinder groups of the internal combustion engine for one cycle of rotation of the internal combustion engine when shifting the automatic transmission. Gear shift shock reduction device. 2. The shift shock reduction device according to claim 1, wherein the correction means alternates the cylinder group to be subjected to reduction correction for each cycle.