JPS631747A - Device for reducing shock at the time of changing speed - Google Patents

Abstract

PURPOSE:To prevent an engine from being fused or damaged or the like by increasingly compensating supply of fuel before shocks caused upon speed change is reduced by angle delay processing of ignition timing, thereby restraining the increase of the temperature of exhaust air. CONSTITUTION:The output of an internal combustion engine M1 is transmitted to a driving wheel M3 through transmission means M2. Upon operation of the transmission M2, the ignition timing of the internal combustion engine M1 is compensated to the delay angle side by ignition timing compensation means M4, whereby the reduction of shocks caused by speed change operation is performed. In this case, if it is detected that compensation of the ignition timing to the delay angle side is done by means of delayed angle detection means M5 before such compensation is done, the fuel supply to the internal combustion engine M1 is controlled such that it is increasingly compensated by means of fuel quantity compensation means M6. It is thus possible to restrain the temperature increase of exhaust air by the temperature rise restraining effect due to the increase of fuel adapted for the delayed ignition timing.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to countermeasures against shocks that occur when changing gears in an automobile equipped with a transmission.

[Prior Art] There is an automatic transmission that eliminates the trouble of shifting 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, planetary gears, multi-disc clutches, one-way clutches, 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 sprags of the one-way clutch operate, causing damage to automobile vegetation. A shock occurred. This shock is particularly unpleasant because it is not expected by the driver.

To solve this problem, we developed a device that retards the ignition timing when the automatic transmission is changing gears, thereby reducing the output torque and reducing the shock during gear shifting.
69738 etc.).

Of course, shock occurs in manual transmissions as well, and reducing torque by retarding the ignition timing is as effective as in transmissions.

However, the ignition timing retard process causes an increase in exhaust gas temperature, which poses a problem in terms of durability of the internal combustion engine, especially the exhaust system. To solve this problem, there is already a technique in which the amount of fuel is increased at the same time as the ignition timing is retarded to lower the exhaust temperature (Japanese Patent Laid-Open No. 6O-237142).

[Problems to be Solved by the Invention] However, in reality, the timing at which the ignition is retarded and the timing at which the air-fuel mixture with increased amount of fuel reaches the combustion chamber do not match, that is, the ignition retard control is performed immediately. This appears as a retardation of the actual ignition timing, but the actual change in the air-fuel ratio of the air-fuel mixture due to fuel increase control occurs with a delay. This is because fuel injected into the intake pipe of an internal combustion engine takes time to reach the combustion chamber due to adhesion to the inner wall of the intake pipe.

As a result, the exhaust gas temperature occasionally rises, and the process cannot be said to be efficient.

SUMMARY OF THE INVENTION The present invention has been made with the object of solving the above-mentioned problems, efficiently increasing the amount of fuel, and reducing shift shock without causing an increase in exhaust gas temperature.

SUMMARY OF THE INVENTION Therefore, the present invention aims to solve the above problems and employs the following configuration.

[Means for Solving the Problems] That is, the gist of the present invention is, as illustrated in FIG.
In the gear shift shock reduction device, which is used in an automobile that transmits power to the engine, and is equipped with an ignition timing correcting means M4 that corrects the ignition timing of the internal combustion engine M1 to the retarded side when the gear changing means M2 shifts, further comprising: retarding the ignition timing; A retard detection means M5 detects that the correction to the retard side is made a predetermined time before the correction to the retard side; and when the retard detection means M5 detects the correction, the internal combustion engine Fuel amount correction means M6 for increasing the fuel amount to M1
A gear shift shock reduction device characterized by comprising:

[Operation] The gear shift shock reduction device of the present invention has the gear shift means M2 that mediates the transmission of output from the internal combustion engine M1 to the driving wheels M3.
When the speed is changed, the ignition timing correcting means M4 further corrects the ignition timing of the internal combustion engine M1 set by other processing to the retarded side. This reduces shift shock.

Prior to this, when the retard angle detection means M5 detects that the correction of the ignition timing correction means M4 is approaching after a predetermined time, the fuel amount correction means M6, in response to this detection, The amount of fuel to be supplied to the internal combustion engine M1 set by the process is further corrected to increase the amount of fuel.

Although the temperature of the exhaust gas increases depending on the ignition timing retard process described above, by performing the fuel increase process in advance, the temperature can be increased by increasing the amount of fuel to match the retarded ignition timing, taking into account the delay in the intake system. A temperature suppressing effect occurs, suppressing the temperature rise of the exhaust gas.

Next, the present invention will be described in detail.9 The present invention is not limited to these, but includes various embodiments without departing from the gist thereof.

[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, an internal combustion engine 1 includes a cylinder 2, a piston 3
, a cylinder block 4, and a cylinder head 5. A spark plug 7 is disposed in the combustion chamber 6. The pressing force from the piston 3 is transmitted to a drive wheel (not shown) via various devices such as a transmission 50, 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 in the fuel chamber, and a surge tank 10 is provided upstream of the intake pipe 9 to absorb pulsation of intake air. A throttle valve 11 is arranged upstream of the tank 10.

- On the other hand, the exhaust system of the internal combustion engine 1 is the exhaust valve 1 of the combustion chamber 6.
6, it communicates with an exhaust pipe 17.

The fuel system includes a fuel supply source including 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 also includes an igniter 19 that outputs a high voltage necessary for ignition, and a crankshaft (not shown) that connects the high voltage generated by the igniter 19 to the spark plug 7.
It is composed of a distributor 20 that distributes and supplies to.

Furthermore, the internal combustion engine 1 has the surge tank 1 as a detector.
Intake pressure sensor 3 installed at 0 to measure intake air pressure
1. An intake air temperature sensor 32 installed in the intake pipe 9 to measure the intake air temperature, a throttle position sensor 33 that detects the opening degree of the throttle valve in conjunction with the throttle valve 11, and a cooling system for the cylinder block 4. A water temperature sensor 34 is provided to detect the cooling water temperature, and an exhaust pipe 1
7, an oxygen concentration sensor 35 that detects the residual oxygen concentration in the exhaust gas as an analog signal, and an accelerator pedal 3
6a, and outputs an "ON" signal when the accelerator pedal 36a is not depressed.
Equipped with.

Inside the distributor 20, a rotation angle sensor 38 which also serves as a rotation speed sensor outputs a rotation angle signal every 1/24 rotation of the camshaft of the distributor 20, that is, every integer multiple of the crank angle from 0° to 30°. And, for each rotation of the camshaft of the distributor 20,
That is, a cylinder discrimination sensor 39 is provided which outputs a reference signal once every two revolutions of the crankshaft (not shown).

Incidentally, the signals from each of the above-mentioned sensors are input to an electronic control unit (hereinafter simply referred to as ECU) 40, and the ECU 4
0 controls the internal combustion engine 1 mentioned above.

Further, the ECU 40 inputs and outputs various signals to and from a transmission 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.

Data such as throttle opening and engine speed are transmitted from the ECU 40 to the speed change control device 60.
0 selects an appropriate gear ratio using these data and the vehicle speed data detected by itself, and controls the transmission 50.

A determination signal (ESA) representing when to determine the speed change process and an execution signal (ECT) representing when to perform the actual speed change are transmitted from the speed change control device 60 to the ECU 40. ), the fuel injection amount is increased, and when the execution signal (ECT) is input, the ignition timing is retarded.

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.
0 c , buffer amplifier RAM 40d and clock 4
It is configured as a logic operation circuit centered around the first circuit, and is connected to input/output ports 40f, 40g, and output boat 40h via a common bus 40e to perform input/output with the outside.

The ECU 40 buffers 7 the detection signals of each sensor described above.
40i, 40j, 40, 40m, multiplexer 40
n and an A/D converter 40p, and these detection signals are input to the CPU 40a via an input/output port 40f.

The ECU 40 also provides a buffer 40q for the oxygen concentration detection signal.
, a comparator 40r, and a waveform shaping circuit 40s for both cylinder discrimination and rotation angle signals. 4
09 to and from the CPU 40a.

Furthermore, the ECLI 40 has the fuel injection valve 18 and the drive circuits 40t and 40u for one igniter, and the CPU 4
0a is the output capo) - 40h to both the drive circuits 40 and 40h.
t, outputs a control m signal to 40u.

The speed change control device 60 is a CPU 7 similar to the ECU 40.
0. ROM71. RAM72. Output port door 3. Entrance/exit port door 4. It is composed of a clock 75 and the like, 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 - side solenoid 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 other solenoid valve drive section 81 outputs electric power to the brake in the transmission 50 as well. It outputs electric power to drive a shift valve 86 that switches the oil pressure of the engine.

The input/output coupler door 4 includes buffers 90 to 94 for inputting digital signals, signals from the ECU 40,
Alternatively, it is a boat that inputs and outputs signals to the ECU 40. The buffers 90 and below connected to the input/output coupler door 4 transmit signals such as the rotational speed of the sun gear in the transmission 50, the rotational speed of the output shaft, and the shift position to the gear rotational speed sensor 90a and the shift position sensor. These buffers receive input from the 94a and the like.

The operating state of each gear in the transmission 50, the state of the shift position, etc. are used as data for speed change control, and are also the basis of data received by the ECU 40 from the speed change control device 60 to determine whether or not a speed change operation is in progress. Become.

Next, the control executed by the speed change control device 60 is executed in a fourth mode.
This will be explained based on figures (a) and (b).

FIGS. 4(a) and 4(b) show the CPU 7 of the speed change control device 60.
2 is a flowchart showing a main part of the process executed in the computer 0 according to the present invention.

FIG. 4(A) shows a process for determining whether or not the conditions for carrying out a gear shifting operation are satisfied, and is repeatedly executed.

First, in step 100, it is determined whether a shift condition is satisfied. That is, the determination is made based on whether or not the speed change range on the speed change map in the ROM 71 has changed based on the vehicle speed and throttle opening data.

Here, if the shift condition is not satisfied, step 11
0, a judgment signal (ES
In A), "0°" is output. That is, it indicates to the ECU 40 that the shift condition has not been reached.

- On the other hand, if the condition is satisfied, in step 120, °1° is outputted as a determination signal (ESA). In this way, the process ends on -1.

FIG. 4(B) shows a process for determining whether or not a gear shifting operation has actually started, and is repeatedly executed.

First, in step 200, it is determined whether a gear shifting operation has started. That is, the determination is made based on whether or not the rotation of a gear that always rotates is detected immediately after the shift position changes or during a gear change. Here, if the gear shift has not started, "0" is outputted as the implementation signal (ECT) indicating when the actual gear shift described above is to be carried out in step 210. That is, it indicates to the ECU 40 that the gear change has not yet been implemented.

On the other hand, if the condition is satisfied, "1" is output as the execution signal (ECT) in step 220. In this way, the process ends on -1.

The determination in step 200 may be made based on whether the output shaft rotation speed of the transmission 50, which is calculated from the engine rotation speed and the gear ratio before shifting, has started to increase or decrease.

Next, the control executed by the ECU 40 will be explained based on FIGS. 5(a) and 5(b).

FIG. 5(a) is a flowchart 1 representing the main part of fuel injection amount control among the processes executed by the CPU 40a of the ECU 40.

First, in step 300, a regular fuel injection amount TAU is calculated. TAU is determined by adding corrections required under various conditions of the internal combustion engine 1 to the basic fuel injection amount, which is determined mainly using the intake air pressure PM as a parameter. Correction is, for example, to maintain the air-fuel ratio detected by the oxygen concentration sensor 35 at a predetermined air-fuel ratio.
This is done by multiplying by a feedback correction coefficient.

Next, in step 310, it is determined whether the aforementioned determination signal ESA is 0.1°. If gear shifting has not started, ESA="0°", so rNo.

Then, in step 320, a well-known fuel injection process is executed. That is, the above calculated TA
Based on the value of U, the fuel injection amount is determined, and the internal combustion engine 1
is injected into the intake boat.

In this way, the process ends on -1.

Next, when the judgment signal ESA becomes ``1'', step 330 is executed after step 310, and the retard angle 1AECT used for ignition timing control, which will be described later, is adjusted to the engine speed as shown in FIG. Speed NE and intake air pressure PM
is obtained from the map m (NE, PM). That is, N
AEC decreases as E or PM increases.
In this embodiment, the intake air pressure PM is used, but instead of the intake pressure sensor 31, an air flow meter may be provided and the intake air amount may be used instead. The opening degree data of No. 33 may be used instead.

Next, in step 340, a coefficient F representing an increase in fuel amount at the time of gear change
ECT is determined from the table t (AECT) shown in FIG. 7 based on the retard amount AECT. FECT is A
It tends to increase as ECT increases.

Next, in step 350, the basic fuel injection amount is multiplied by FECT and newly set as TAU. Thereafter, in step 320, a well-known fuel injection process is performed. In this way, the process ends on -1.

FIG. 5(b) is a flowchart showing a main part of ignition timing control among the processes executed by the CPU 40a of the ECU 40.

First, in step 400, ignition timing ACAL is calculated. ACAL is determined by adding advance and/or 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 410, it is determined whether the content of the implementation signal ECT indicating the presence or absence of a shift operation is 1'.

If ECT="0", the content of the retard value AECT during gear shifting is cleared in step 420.Next, step 43
The ignition timing is controlled by the value of ACAL using the already well-known ignition timing control of 0, and the process ends at -1. 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 ECU 40 side, the shift control device 60 drives the solenoid valve and shift valve of the transmission 50. Then, the transmission 50 is operated to change gears.

During this shift operation, based on the detection contents from the gear rotational speed sensor 90a, shift position sensor 94a, etc.
ECT=“1°° signal is sent to ECU 40.

Therefore, in step 410, rYES.

Then, in step 440, the obtained AECT is subtracted from the actual ignition timing advance value ACAL, and the result is set as a new advance value ACAL.

Next, in step 430, the well-known ignition timing control, the ignition timing is controlled by the value of ACAL. At this time, the ignition timing is retarded by AECT compared to normal control. In this way, the process is completed once, and the above-mentioned process is operated according to the signal content of ECT.

Figure 8 (A) shows an example of a timing chart for control in this embodiment.
Shown below.

Before time t1, the shift condition is satisfied, ESA="
0°', the fuel amount is not increased at time t.
If it is determined in step 1 that the shift control device 60 is in the shift condition, first, the shift control device 60 sends ESA= to the ECU 40.
A signal of "1"' is output.

Then, the ECU 40 immediately increases the fuel injection amount.
Next, since it takes time for the transmission 50 to actually start shifting after inputting the shift control signal from the shift control device 60, the time required for the switching operation from tl, e.g.
At time t2 after 0.2 seconds to 0.5 seconds, the shift control device 60 detects a shift operation of the transmission 50, and ECT="
A signal of 1°' is output to the ECU 40. Upon receiving this signal, the ECU 40 adjusts the ignition timing to the time when the amount of fuel actually being combusted is increased and retards the ignition timing.

As mentioned above, ESA="1' immediately at time t1.

Alternatively, depending on the rotational speed and load of the internal combustion engine 1, a time t5 that is delayed by a certain time from the time t1 may be set, and at that time t5, ESA="1°" You may also output and increase the amount.

For example, the higher the rotational speed, the later the time t5, and the higher the load, the earlier the time t5.

Further, as shown in FIG. 8(B), both or both the start and end of the increase and retardation may be performed in stages, thereby further reducing the shock.

Since this embodiment is configured in this way, the transmission 50
The shift shock caused by the operation of is reduced by setting the retard amount AECT. Furthermore, in conjunction with the setting of the retard angle 1AEcT, a fuel increase coefficient FECT is set to adapt the injection amount of so-called synchronous fuel injection, which is normally performed every predetermined rotation of the engine, to the timing of the retardation of the ignition timing. It has increased. Therefore, even if the exhaust temperature increases due to the retardation of the ignition timing as shown in Figure 9, it is offset by the decrease in exhaust temperature due to the increase in fuel as shown in Figure 10, and thermal damage to the exhaust system is prevented. It can be prevented.

Further, since the retard amount AECT is set according to the operating state of the internal combustion engine 1 based on the intake air pressure PM and the engine rotational speed NE, it is possible to efficiently reduce shift shock due to the retard. In addition, the fuel increase 1 series number FECT is also the retardation amount AEC.
Since it is set according to the change in T, the exhaust temperature can be efficiently lowered, and wasteful increase in volume can also be prevented.

In this embodiment, the shift determination process performed by the ECU 40 corresponds to the process of the retard angle detection means M5, and the shift operation determination process and the ignition timing control routine correspond to the process of the ignition timing correction means M5.
This corresponds to the process No. 4, and the injection amount control routine corresponds to the process of the fuel amount correction means M6.

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

This embodiment differs from the first embodiment described above only in part of the processing in the ECU 40, and the pond has exactly the same configuration.

The processing will be explained based on FIG. 11. The speed change judgment process, the speed change operation judgment process, the injection amount control routine, and the ignition timing control routine are shown in Figures 4 (a), (b) and 5.
Since the processing is the same as that of the first embodiment shown in FIGS. (A) and (B), the explanation will be omitted. However, in FIG. 5(A), only steps 300° and 330 are shown.

Next, FIG. 11 shows an injection amount control routine for so-called asynchronous fuel injection, in which fuel is injected at a desired timing, for example, after ignition execution or after a specific process, without synchronizing with the crank angle. This corresponds to the so-called synchronous injection in which the fuel is injected at every predetermined crank angle in synchronization with the crank angle of the internal combustion engine 1, as shown in step 320 of (a).

First, in step 510, it is determined whether or not the signal ESA="1pa".If the shift condition is not satisfied with ESA="0', it is determined as rNo, and in step 520, the counter indicating the number of injections is 0 is set in CNT. Thereafter, if the shift condition is not satisfied, the above-described process is repeated.

If the shift condition is satisfied, the signal ESA becomes ``1'', and in the next step 530, the asynchronous fuel injection amount τ is determined from the table h (AECT) as shown in FIG. 12 based on the value of AECT. The specified value is set. Note that the AECT may be obtained by executing the process of step 330 in FIG. 5(a) between step 510 and step 530 of this process.

Next, in step 540, the count CNT is counted 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 performed in the next step 530. Various values are set for n depending on the engine.

It may be changed depending on the operating condition. Then step 560
The count CNT is incremented at . ESA=
Unless it becomes "0", asynchronous injection is executed n times, and then, in step 540, rYESJ is determined, and asynchronous injection is no longer executed. Of course, the synchronous injection that is performed every predetermined rotation of the engine A continues thereafter.

As mentioned above, since this embodiment uses asynchronous fuel injection to correct the fuel increase, in addition to the effects of the first embodiment, it also prevents exhaust temperature rise with a faster response that is more suited to the ignition timing. It becomes possible.

In this embodiment, the asynchronous injection amount control routine executed by the ECU 40 corresponds to the processing of the fuel amount correction means M6.

Furthermore, in each of the above embodiments, the transmission 50 and the speed change control device 60 correspond to the speed change means M2.

Furthermore, the above-described first embodiment and the above-described second embodiment can be used in combination. For example, both asynchronous injection and synchronous injection may be increased in quantity, or only asynchronous injection may be used depending on operational conditions. It is also possible to select an increase in quantity for only synchronous injection or for both injections.Furthermore, since the increase in exhaust temperature due to such ignition retardation is noticeable at relatively high loads and high revolutions, The increase in exhaust gas temperature may be suppressed by increasing the amount to the minimum necessary by permitting the increase under conditions such as the intake pipe pressure is above a predetermined value, the engine speed is above a predetermined temperature, etc. An increase in the amount may be permitted only when the exhaust gas temperature is equal to or higher than a predetermined temperature.

Further, although the above-described embodiments are related to automatic transmissions, the present invention can be similarly applied to manual transmissions.

In each of the embodiments described above, each process is executed by the ECU 40 and the shift control device 60, but the ECU 40 and the shift control device 60 may be used as one computer and processed within the same device.

The present invention increases the amount of fuel before reducing the shift shock by retarding the ignition timing.

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

[Brief explanation of the drawing]

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 shift control device, and Fig. 4 (A) is a shift control diagram. Flowchart showing the speed change judgment process performed by the device, FIG.
B) is a flowchart showing the shift operation judgment process performed by the speed change control device, FIG. 5(B) is a flowchart showing the injection amount control routine performed by the ECU, and FIG.
is a flowchart showing the ignition timing control routine performed by the ECU, Fig. 6 is a graph corresponding to a map for determining the amount of retardation from the engine rotation speed and intake air pressure, and Fig. 7 is a graph corresponding to a map for determining the amount of retardation from the amount of retardation. Graphs corresponding to the table, FIG. 8 (a) is a timing chart of the process of the first embodiment, FIG. 8 (b) is a timing chart of another process example, and FIG. 9 is a relationship between ignition timing and exhaust temperature. Graph shown, 1st
Fig. 0 is a graph showing the relationship between air-fuel ratio and exhaust temperature, Fig. 11 is a flowchart showing the asynchronous injection amount control routine of the second embodiment, and Fig. 12 is a graph corresponding to a table for calculating the asynchronous injection amount from the retard amount. It is. Ml, 1...Internal combustion engine M2...Transmission means M3...Drive wheel M4...Ignition timing correction means M5...Retard angle detection means M6...Fuel correction means 7...Spark plug 11...Throttle valve 18...Fuel injection valve 19...Igniter 20...Distributor 31...Intake pressure sensor 38...Rotation angle ( rotational speed) sensor 40...Electronic control unit (ECU) 50...Transmission 60...Transmission control device

Claims (1)

[Scope of Claims] An ignition timing correction means for use in an automobile that transmits the output of an internal combustion engine to driving wheels via a transmission means, and for correcting the ignition timing of the internal combustion engine to a retarded side when changing the speed of the transmission means. The shift shock reduction device further comprises: retard detection means for detecting that the ignition timing is corrected to the retard side a predetermined time before the ignition timing is corrected to the retard side; A shift shock reduction device comprising: fuel amount correction means for increasing the amount of fuel supplied to the internal combustion engine when the detection means detects the correction.