JPS62194939A - Engine control device for vehicle equipped with automatic speed change gear - Google Patents

Abstract

PURPOSE:To prevent a sharp rise and drop in the number of engine revolutions by providing a means for detecting the number of engine revolutions at a gear change and correcting engine output toward the reduction of the number of engine revolutions. CONSTITUTION:A control unit 3 includes a detecting means 31 for detecting the number of engine revolutions at the time of a gear change, and a correction means 32 for correcting engine output depending upon a change in said number after receipt of a signal from the means 31. The correction means 32 makes correction control in such a way that ignition timing is corrected toward an engine output drop, when a gear position changeover in an automatic speed change gear is out of a phase for operation, causing the tendency of an engine speed surge. Also, when there is a tendency of a drop in the number of engine revolutions due to the excessive de-phasing of fuel control, correction is made toward a rise in engine output. According to the aforesaid constitution, the number of engine revolutions can be properly adjusted.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to an engine control device for a vehicle equipped with an automatic transmission.
It is something to do.

(11 Prior Art) Conventionally, vehicles equipped with automatic transmissions have been equipped with automatic transmissions that automatically change gears based on preset shift butterflies depending on the driving conditions of the vehicle (e.g., vehicle speed and throttle opening). This is generally known.In addition, as shown in Japanese Patent Application Laid-Open No. 56-96129Q, in a vehicle equipped with such an automatic transmission m, there is also known a device that performs 21 fuel transitions at the time of upshifting. The device is designed to solve the problem of peak torque occurring on the transmission output shaft due to sudden rotational force transmission during upshifting when the automatic transmission switches to a high speed gear, resulting in torque shock. The fuel supply amount is reduced by a set time to suppress the peak torque.

By the way, when changing gears such as upshifting, apart from the problems mentioned above, the following problems occur when attention is paid to changes in the rotational speed on the engine side. In other words, depending on the gear position when shifting up, etc., when the gear position is changed, the shift in the operation of the gear drive system may temporarily cause the shift to 21.
- There is a platform that is in a tral state, and in this case, the load from the transmission output shaft side is removed, causing the engine speed to rise rapidly, and immediately after the gear position is changed, there is a shift in fuel control, etc. This may cause the engine speed to drop excessively. When such a sudden increase or decrease in engine speed occurs, it gives the driver a sense of discomfort and causes subsequent drivability to become sluggish. Such inappropriate fluctuations in engine speed may or may not occur depending on the gear position, etc., and the engine speed may fluctuate upward or downward during the process of gear shifting. Therefore, it has not been possible to sufficiently solve this problem using conventionally known control as described above.

(Object of the Invention) In view of the above-mentioned circumstances, the present invention is capable of preventing a sudden drop or drop in engine speed when changing gears of an automatic transmission, and maintaining a good operating condition of the engine. 1゜ (Structure of the Invention) The present invention provides an a, II till device for an engine in a vehicle equipped with an automatic transmission. In a car equipped with an automatic transmission, there is a detection means for detecting the engine rotation speed during gear shifting, and an output of the engine is received in response to the output of the detection means, and the engine output is adjusted in a direction that reduces the change in engine rotation speed according to the change in the engine rotation speed during gear shifting. This is provided with a correction means for correcting.

With this configuration, when there is a tendency for the engine speed to inappropriately fluctuate during gear shifting of the automatic transmission, this tendency is compensated for by correcting the engine output accordingly.

(Embodiment) FIG. 1 shows the entire structure of an automatic transmission, an engine, and a control system for these. In this figure, 1 is an automatic transmission, 2 is an engine, and 3 is a control unit (ECL) that comprehensively controls the automatic transmission TFI1 and the engine 2.
J). The automatic transmission 1 is composed of a torque converter and a gear shifting mechanism operated by hydraulic pressure, and gear shifting is performed by controlling a plurality of solenoid valves 4 incorporated in a hydraulic circuit by a control unit 3. It looks like this. This automatic transmission 11 has
A vehicle speed sensor 5 that detects the vehicle speed from the rotation of the output shaft, an inhibitor switch 6 that detects neutral and parking states, and a turbine rotation speed sensor 7 that detects the turbine rotation speed of the torque converter are installed. @ is input to the control unit 3.

On the other hand, for the engine 2, a fuel system including an intake passage 8, an exhaust passage 9, a fuel injection valve 10, a fuel pump 11, etc., a spark plug 12, a distributor 13, etc.
and an ignition system consisting of an igniter 14, etc., a throttle valve 15 is arranged in the intake passage 8, 3 and 16 are air flow meters for detecting the amount of intake air, and 17 is attached to the distributor 13. A crank angle sensor 18 is a throttle opening sensor that detects 1 degree of the throttle valve 15, and 19 is an 02 sensor installed in the access passage 9. Signals from these are also input to the control unit 3. ing.

Furthermore, the control unit 3 sends a signal g (1, 2°0 range signal) 21 that specifies the first speed, second speed, or auto drive range as a signal related to the automatic transmission 1.
, a signal (P, E mode signal) 22 specifying a power mode or economy mode (described later), a signal 23 from a kickdown switch, a signal 24 from an overdrive cut switch, and the like are input. In addition to this, various signals necessary for υ1111 of the automatic transmission 1 and tIIIIII of the engine 2 may be inputted to the control unit 3.

The control unit 3 then responds to various human forces,
A signal for controlling the automatic transmission 1 is output to the solenoid valve 4, while a signal for controlling the fuel system, ignition system, etc. of the engine 2 is output to the fuel injection valve 10, fuel pump 11, iglitor 1.
It is output to 4th grade. .

In particular, this control unit 3 includes a detecting means 31 that detects the engine speed during gear shifting, and receives the output of this detecting means 31, and controls changes in the engine rotating speed during gear shifting by controlling as shown in the flowchart of this book. It also includes a first correction stage 32 that corrects the engine output in a direction that reduces the change in engine rotational speed accordingly. The detection means 31 may be configured to detect the engine rotation speed based on a crank angle signal or the like, or the turbine rotation speed sensor 7
may be used to detect the turbine rotational speed that changes in accordance with changes in engine rotational speed during gear shifting. Further, the correction means 32 corrects and controls elements related to engine output, such as ignition timing and fuel injection amount. In this embodiment, the automatic transmission 1 and the engine 2 are controlled comprehensively by the control unit 3, but the automatic transmission 1 and the engine 2 are controlled by separate control units. It is also possible to carry out communication between these control units as necessary.

FIGS. 2 to 4 schematically show changes in engine speed during upshifting and corresponding correction control operations. That is, at the time of upshifting, as shown in FIG. 2, a predetermined shift (
When the gear position actually changes with a delay in the transmission drive system, the engine speed (or turbine speed) changes. At this time, the automatic change 7M machine 1 as described below
If there is no shift in the gear position or engine control, there is only a normal change in engine speed that causes the engine speed to drop to a certain degree due to the change in gear ratio. Abnormal changes in the rotational speed as shown by the symbol A1.81 in FIG. 2 do not occur. However, depending on the gear position at the time of upshifting, the state may temporarily become neutral between the time when the low speed gear before the shift is disengaged and the time when the high speed gear after the shift is engaged. 1, where the speed rises like this (sudden upper back) occurs, and
Immediately after the gear position is changed, excessive deviation in engine control tends to occur, and in this case, a drop in the rotational speed as shown by symbol B1 occurs.

Therefore, when the above-mentioned tendency for the rotational speed to rise or fall during gear shifting occurs, Fig. 3 (a), (b) and Fig. 4 (a) are shown according to each case. (b
), the ignition timing advance value is corrected and controlled to suppress the above-mentioned tendency, and the fuel injection amount is also corrected and controlled.

The correction control operations shown in FIGS. 3 and 4 will be described in detail in the explanation based on the flowcharts.

FIG. 5 shows a flowchart of the control operation performed by the control unit 3 as the correction means 32. In addition to the processes shown in this flowchart, basic control of the automatic transmission 1 such as gear position determination based on a shift bow depending on the vehicle speed and throttle opening, and basic control of the fuel system and ignition system of the engine 2 are also performed. These basic controls are performed in the main routine, etc., but since these basic controls are conventionally known, their illustrations are omitted.

The process shown in this flowchart is started based on a shift determination routine in the basic control of the automatic transmission 1 (step S1), and first, it is determined whether or not the gear is being changed based on the shift pattern (step S82). ), and if the gear is being changed, it is determined whether or not it is an upshift (step 83). If the determination result in steps 82 and 83 is NO, the process directly returns to the main routine (step 84).

When it is determined that the upshift is in progress, the expected engine speed SRPM shown in FIG. 3 is determined from the detected current engine speed in step S5. That is,
By checking the actual engine speed from the time when the shift-up command signal based on the shift judgment is output until the time when the gear position V changes, the engine speed immediately before the gear position change in a normal case is predicted. Therefore, this is set as the expected rotation speed SRPM.

Next, in step S6, a check is made to see if an inflection point (indicated by Qa in FIG. 3(a)) at which the engine speed changes from one direction to a downward direction has been found.

Then, if the determination result is No, step 87~
At S9, processing is performed to suppress the speed increase as shown in FIG. 3. In other words, step S7
Now, using the value obtained by adding a certain tolerance value Δχ to the above expected rotation speed SRPM as a threshold value, check whether the current rotation degree exceeds this value, and if the judgment result is No, proceed directly to the main routine. return. If the determination result in step S7 is YES, flag I: is set to 1 in step S8, and in step S9, the ignition timing advance value and the fuel injection amount are corrected in a direction that reduces the engine output. That is, as shown in FIG. 3(b), the ignition timing is retarded and the fuel injection amount is decreased, and then the process returns to the main routine. In this case, a correction value corresponding to the degree of change in engine speed, etc. may be stored in the memory in advance, and corrections may be made in step S9 based on this.

Further, when the determination result in step S6 is YES,
That is, when the engine speed exceeds the inflection point a, steps 5I11 to Sw+ are performed to suppress the drop in the engine speed as shown in FIG. That is, in step S10.811, when flag 1: is 1, it is set to O, and the correction value given in step S9 is cleared. Figure 4 (see a>)
seek. The rotational speed R1 at the convergence destination is predicted based on the rotational speed at the shift start point I shown in FIG. can be asked for. Next, when the rotation speed does not drop as mentioned above and is normal, the fourth rotation speed is close to the convergence destination rotation speed RIl
Since the rotational speed change becomes gradual from near point C (If) in the figure (a>), in step S13, the rotational speed R+a at the convergence destination is multiplied by a predetermined coefficient k to increase the rotational speed Rm corresponding to the above point C.
Set k. Then, as determined in step S14, the process returns to the main routine until the rotational speed becomes less than or equal to the rotational speed R111, and when the rotational speed becomes less than or equal to the allocated rotational speed R1, the process proceeds to step S15.

In step S15, it is checked whether the current rotational speed change rate remains steep or not, and if the determination result is NO, the process returns to the main routine. The determination result in step S5 is YES
When , it means that there is a tendency for the rotation speed to drop as described above, and in this case, in step Sm, the ignition timing advance value and the fuel injection amount are corrected in the direction of increasing the engine output, that is, , the ignition timing is advanced as shown in FIG. 4(b), and the fuel injection pressure is increased, and then the process returns to the main routine. In this case as well, ignition II and fuel I@
The corrected first shift for 9A down may be stored in the memory in advance.

According to the above control, when shifting up, there is a tendency for the rotational speed to jump as shown by the symbol A1 in FIGS. 2 and 3(a) due to a shift in the gear position switching operation of the automatic transmission 1. When this occurs, the ignition timing and the like are corrected and controlled in a direction that reduces engine output, thereby suppressing the engine speed from rising as indicated by symbol A2. In addition, when there is a tendency for the rotational speed to drop as shown by the reference numeral 81 in FIGS. 2 and 4(a) due to an excessive fuel control deviation, etc., the ignition n is activated in the direction of increasing the engine output.
& 1111 and the like are corrected by a and 11111, thereby preventing or suppressing a drop in the engine rotational speed as indicated by the symbol B2.

Note that the correction control of the engine output according to the rotational speed fluctuation as described above may be performed by either the ignition timing or the fuel injection φ. In this case, it is desirable to correct the ignition timing in order to perform correction control with good responsiveness when there is a tendency for the rotational speed to rise; on the other hand, when the rotational speed tends to drop, the correction control is
According to the above specific example, since it starts before reaching the convergence destination rotational speed R1, the fuel injection m is also carried out sufficiently effectively. In addition, the correction control for the drop in rotational speed is
The process may be performed when the engine rotational speed becomes smaller than the expected convergence destination rotational speed R111.

Furthermore, the correction control according to the change in engine speed during gear shifting may be performed also during downshifting.

(Effects of the Invention) As described above, the present invention detects the engine speed during gear shifting in an engine control device installed in an automatic transmission, and corrects the engine output according to the change in the speed. , it is possible to prevent the engine speed from rising or falling due to deviations in the operation of the transmission drive system or excessive deviations in engine control when changing gears, and allows the engine speed to be adjusted appropriately when changing gears. 1゜ that can be done

[Brief explanation of drawings]

FIG. 1 is a schematic diagram showing an embodiment of the present invention, FIG. 2 is an explanatory diagram showing changes in engine speed during upshifting, FIGS. 3(a), (b), and 4(a) ( b) is a schematic explanatory diagram of the first compensation 1 control according to the change in rotational speed during gear shifting, and FIG. 5 is a flowchart showing a specific example of the compensation v+111. DESCRIPTION OF SYMBOLS 1... Automatic transmission, 2... Engine, 3... Control unit, 10... Fuel injection valve, 12...
Spark plug, 14...Igniter, 31...Detection means, 32...Correction means 32゜Patent applicant: Mazda Corporation Agent
People Patent Attorney Etsushi Kotani Figure 2

Claims (1)

[Claims] 1. In a vehicle equipped with an automatic transmission that changes gears based on a preset shift pattern depending on the driving condition of the vehicle,
A detecting means for detecting the engine speed during gear shifting, and a correcting means for receiving the output of the detecting means and correcting the engine output in a direction such that a change in engine speed becomes smaller in accordance with a change in the engine speed during gear shifting. An engine control device for a vehicle equipped with an automatic transmission, characterized in that: