JPS62221932A - Gear shifting time control device for automobile - Google Patents

Abstract

PURPOSE:To facilitate a smooth gear shifting actuation by providing a means which detects the reaction of a support member for both an internal combustion engine and an automatic transmission whereby decreasing engine output torque starting from the time when said detected value exceeds a predetermined value during the time of switching speeds of gear shifting. CONSTITUTION:An automobile main body includes a mechanism which supports both an internal combustion engine 3 and an automatic transmission wherein a reaction sensor is provided. The reaction sensor 2 detects the reaction of a mount 1 which is identical to a support member for both of the internal combustion engine 3 and the automatic transmission, for sending its output to a computer 20. Then the computer 20 compares the output value with a predetermined value. And when the output value is greater, the output torque adjusting device 16 of the internal combustion engine 3 is actuated so as to decrease the output. As mentioned above, information corresponding to change in output torque is detected at the time of gear shifting, as lag in timing between the detected timing for the gear shifting actuation time and an actual gear shifting actuation is eliminated, the gear shifting actuation can be smoothly performed.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a shift control device for an automobile, and more particularly to a shift control device for avoiding shift shock during gear changes.

(Prior Art) In an internal combustion engine and an automatic transmission connected to the internal combustion engine, in order to suppress the shift shift caused by the difference between the output torque of the internal combustion engine and the output torque of the transmission during a shift operation, Means for temporarily changing the torque characteristics and the shift characteristics of an automatic transmission during a shift operation is employed.

This type of prior art includes, for example, Japanese Patent Application Laid-Open No. 55-69
No. 738 is mentioned.

According to this prior art, (1) the change in the rotational speed of the internal combustion engine caused by the gear shifting operation of the transmission is detected to determine the gear shift, and (2) time-limited control is performed in which it is determined that the gear is being shifted after a certain period of time from the gear shifting command. ing.

(Problems to be Solved by the Invention) However, the above-mentioned prior art has many inherent problems. That is, with regard to the above-mentioned shift determination (2), since the shift point during the actual shift operation is not used as a reference for the determination, there is a difficulty in adaptive control.

Regarding the control means mentioned in (■) above, considering that the final gear shift to be changed is due to the difference in torque,
The change in rotational speed is a secondary substitute characteristic, and compared to the change in the reaction force of the internal combustion engine and transmission bridge, which directly corresponds to the change in out-amp torque, it is difficult to detect the magnitude of the torque change. and the reliability of gear change judgment is inferior.

Furthermore, since the rotational speed of the internal combustion engine changes a little after the engagement force for gear shifting is applied, there is a problem in that a time lag occurs.

The present invention eliminates the above-mentioned problems, suppresses shift shock, increases the durability of the transmission, and provides a shift control device for an automobile that can perform smooth gear shifts that are compatible with actual gear shifting operations. It is intended to.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides that during the gear change of the automatic transmission, the reaction force of 11t for supporting the internal combustion engine and the automatic transmission is larger than a predetermined value. A control means is provided to reduce the output torque of the internal combustion engine from the time when ζ is reached until the time when the shift operation is completed.

(Operation and Effects of the Invention) According to the present invention, since the reaction force of the support portion of the internal combustion engine and automatic transmission is detected, it is possible to detect information directly corresponding to changes in output torque. Therefore, there is no difference in the timing between the "shifting" detection timing and the actual shifting operation, and the magnitude of the output torque and its change during shifting can be directly detected.

(Example) Hereinafter, an example of the present invention will be described in detail with reference to the drawings.

FIG. 1 is an overall configuration diagram of the shift control device of the present invention, FIG. 1(a) is a block diagram thereof, FIG. 1(b) is a front view of the reaction force detection section, and FIG. A flowchart of the overall control of the shift control device of the invention, FIG. 3 is a subroutine flowchart for timer control of internal combustion engine control,
Figure 4 shows the flowchart 1 of the subroutine for internal combustion engine control output 1-torque detection control, and Figure 5 shows
It is a correlation diagram of torque - Kerr rotation speed acting on the engagement element,
5th U! 3(a) is a torque characteristic diagram during gear shifting, and FIG. 5(b)
) is a characteristic diagram of the hydraulic pressure acting on the engagement element during gear shifting, and Fig. 5 (
c) is a rotation speed characteristic diagram during gear shifting. FIG. 6 is a shift pattern diagram of the automatic transmission, FIG. 7 is an automatic transmission diagram, and FIG. 8 is an electric circuit diagram of the automatic transmission.

As shown in FIG. 1, the internal combustion engine 3 is equipped with a fuel injection adjustment device and ignition! Output torque aLJ of Ll'I adjustment device, etc.
It has a adjusting device 16, a torque converter 4, an engagement element 5,
It is fixedly connected to an automatic transmission consisting of a planetary gear mechanism section 6 and the like. The automatic transmission has stepped gear stages, and uses hydraulic pressure, pneumatic pressure, mechanical force, and electromagnetic force to operate a locking element 5, such as a clutch, to change gears. It has a mechanism for controlling the force acting on the joining element 5. The vehicle body has a mechanism that supports the internal combustion engine 3 and the automatic transmission fixed to it, and the reaction force sensor [rotation (rolling) ) 2. The computer 20 shown in FIG. 1 consists of a Cr'U (central processing unit) 21, a memory 22, an input interface 23, and an output interface 24, and is configured to monitor vehicle running conditions, automatic transmission status, and reaction forces at the supports. Or, it has an input means from a device that detects rotation, a calculation means that performs a 1-fit calculation of control conditions at the time of shifting, and an output section 17 to the output torque tlU adjustment device 16 of the internal combustion engine 3 and the control section 7 of the automatic transmission. have.

So, first, inside! ! ! , the reaction force of the torque outputted from the a transmission 3 and the automatic transmission fixed thereto can be detected by the mount 1 that supports the internal combustion engine 3 and the automatic transmission on the vehicle.

Output torque T from internal combustion engine 3 and automatic transmission
. is supported by the mount l as a reaction force TC, so changes in the output I and torque T0 directly appear as a reaction force 'I''.Changes in this reaction force '[゛.' are caused by the rolling of the internal combustion engine 3. It is also directly connected to

The reaction force T, as shown in FIGS. 1 and 5, is 71.1 lk'1'. The polarity is opposite, but it is directly proportional.

Next, the control operation of the shift timing system of the present invention will be explained according to its procedure.

First, the overall control procedure (main routine) will be explained with reference to FIGS. 1 and 2.

(1) Initial settings: The input/output ports of the CPU 21 are set, the 7+11 processing is set, the memory 22 is initialized, and the input interface 23 and output interface 24 are initialized (step ■).

(2) Read the multiplex signal from the vehicle speed sensor 14 provided in the automatic transmission to the combiator 20 (step
).

(3) Switch person crab pattern select switch 11,
The output value from the shift position switch 12 is read into the computer 20 (step ■).

(4) Read the output signal from the crab throttle sensor 13 for the throttle opening position into the computer 20 (step ■).

(5) Shift point setting An automatic shift diagram as shown in FIG. 7 is set using the pattern selected in Step 2 (Step 2). For example, the steps shown in Table 1 below
At the switch input of
D, S, L) 12 and pattern select switch (power, normal, economy) 11, one of the shift patterns S1 to S is selected.

(6) Shift judgment The automatic shift line data set in Step 2 and the vehicle speed value read in Step 2,
The actual atlI point consisting of the throttle opening value read in step
The actual fl
Determine whether or not there are 11 points (Step ■) 0 (7) If the result of the shift judgment in Step ■ is that the actual measurement point is in the same gear range as the current gear range, return to Step ■ ( Step ■).

(8) Output of shift signal As a result of the shift judgment in the second step ■, actual/1 (if point q is in a gear range different from the current gear range, output a shift signal after appropriate timer processing) Step ■).

(9) Internal combustion engine control Step 20 performs internal combustion engine control by executing a subroutine of timer control or put-torque detection control (step (2)).

Then, when the internal combustion engine is controlled, the process returns to step (3).

(A) Next, the case of timer control (Nable-chin) will be explained based on FIG.

(1) The computer 20 sets the operation end time T of the output torque adjusting device of the internal combustion engine 3 to a value corresponding to each shift point (step O).

(2) The reaction force at the mount I-1 of the internal combustion engine 3 and automatic transmission is detected by the reaction force sensor 2 and read into the computer 20 (step 0).

(3) Read the preset reaction force value TCl from the memory 22 and compare it with the read actual measurement value TC in step @ to determine whether TC≧TCI holds (step 0).

(4) In step ■, if TC≧T c + does not hold, return to step @ (step @).

(5) In step 0, if T≧'I''CI holds true, the operation of the output torque adjustment device 16 of the internal combustion engine 3, that is, the operation of reducing the output I/luque is started (step [phase]) .

(6) Control is performed so that the engagement pressure of the engagement element 5 of the automatic transmission is reduced (step @).

(7) Reset the timer TM (T,=O) (step O).

(8) Compare the timer time T with the operation end time T+ set in step ①, and determine whether 1゛, ≧T1 holds (step knob [phase]).

(9) If T, ≧TI does not hold in step [phase], return to step [phase] (step [phase])
.

(lO) In step [phase], if TM≧T1 holds true, the operation and control of the internal combustion engine output I/rook adjustment device is completed, and the output torque is returned to the planned value (step Q
φ).

(]I) Return the engagement pressure of the engagement element 5 of the automatic transmission to line pressure (Step 0).

Then return to the main routine.

([3] Output torque The routine) will be explained based on FIG.

(1) Reaction force of internal combustion engine 3 and automatic transmission mount l'
l' is detected by the reaction force sensor 2 and read into the computer 20 (step 0).

(2) Compare the preset reaction force value TC1 with the actual measurement (1r1Tc) in the above step, and determine whether TC≧T, 1 holds (step ■).

(3) In step @, ]゛. If ≧Tel does not hold, the process returns to step (2) (step O).

(4) In step ■, ′! If '0≧T e l holds true, an operation to reduce the output I and the torque of the output I and the torque adjusting device of the internal combustion engine 3 is started (step O).

(5) Control is performed to reduce the engagement pressure to the engagement element 5 of the automatic transmission (step ■).

(6) Rate of change α of output torque T0 of automatic transmission
is calculated by reading the detected value from the torque sensor 15 and calculating it by the computer 20 (step 2).

(7) Preset output torque change rate α1
and the rate of change α obtained in step @, and 1αl〉
It is determined whether α1 holds true (step 0).

(8) In step O, if 1α1>α1 does not hold, return to step 0 (step ■).

(9) In step (■), if 1α1>α1 holds true, the operation of the internal combustion engine output torque adjustment device is terminated,
Return the output torque to the planned value (step ■).

(10) Return the engagement pressure to the engagement element 5 of the automatic transmission to line pressure (step O).

Then return to the main routine.

As explained in detail above, the present invention eliminates the timing lag between the gear shift detection timing and the actual gear shift operation.
It is possible to directly detect the magnitude of output torque and its changes during gear shifting. Furthermore, there is no need for a special mechanical member to detect the reaction force, and since it is sufficient to attach a pressure sensor or the like to the conventional mount 41, the reaction force can be easily detected by adding a simple component.

Note that the present invention is not limited to the above embodiments,
Various modifications are possible based on the spirit of the present invention, and these are not excluded from the scope of the present invention.

[Brief explanation of drawings]

FIG. 1 is an overall configuration diagram of the shift control device of the present invention, FIG. 2 is a flowchart of the overall control of the shift control device of the present invention, and FIG. 3 is a flowchart of a subroutine for timer control of internal combustion engine control. , Fig. 4 is a flowchart of a subroutine in the case of internal combustion engine control A/P torque control, Fig. 5 is a 411 relationship diagram of the car rotation speed acting on the Lecou engagement element, and Fig. 6 is a flowchart of the subroutine in the case of internal combustion engine control. Shift pattern diagram, No. 7 121 is an automatic transmission diagram, and FIG. 8 is an electric circuit diagram of the automatic transmission. l... Mount, 2... Reaction force sensor ()゛ (pressure sensor or displacement gauge), 3... Internal combustion engine, 4... Torque converter, 5... Engagement element, 6... Planetary gear mechanism section, 7... Control section, 11... Pattern select switch, 12... Knee L-tral start switch, 13... Throttle switch, 14... Vehicle speed sensor, 15... [ Lux sensor, 16... Internal combustion engine output torque adjustment device, 20... Convenience store, 22...
memory. Patent Applicant Ison Warner Co., Ltd. Agent Patent Attorney Mamoru Shimizu Figure 2 Figure 4 Figure 5 Behi J-X! ≦￥5

Claims (3)

[Claims] (1) Control to reduce the internal combustion engine output torque from the time when the reaction force of the internal combustion engine and the support section of the automatic transmission becomes larger than a predetermined value until the time when the shift operation is completed during gear change of the automatic transmission. 1. A gear shifting control device for an automobile, comprising: means. (2) Output a shift presence signal from the shift point characteristic data in the memory using the vehicle speed value and throttle opening value as parameters, set the operation end time T_1 of the internal combustion engine output torque adjustment device based on the signal, and The reaction force T_C of the support part of the engine and the automatic transmission is
From the time when ＿C≧T_C_1, the actual measured time T_
The present invention is characterized by comprising means for operating the internal combustion engine output torque adjusting device to reduce its output torque and controlling the clutch pressure of the automatic transmission to decrease until M becomes T_M≧T_1. Claim 1
The gear shifting control device for an automobile as described in 2. (3) Using the vehicle speed value and the throttle opening value as parameters, a signal indicating that a shift is present is output from the shift point characteristic data in the memory, and the reaction force T_C of the support portion of the internal combustion engine and the automatic transmission is set to a predetermined value T_C_1. From the time when T_C≧T_C_1, the rate of change α of the output torque T_0 of the automatic transmission is detected, and the rate of change α is set as |α|> with respect to the preset rate of change α_1 of the output torque T_0. The invention is characterized by comprising means for operating the internal combustion engine output torque adjusting device to reduce the output torque of the internal combustion engine until α_1, and for controlling the clutch pressure of the automatic transmission to decrease. A gear shifting control device for an automobile according to scope 1.