JPS6390635A - Engine controller for vehicle equipped with automatic transmission - Google Patents

Abstract

PURPOSE:To prevent a shift shock from occurring, by detecting a shift-up point of an automatic transmission by a shift pattern, and controlling an engine into the direction of increasing its output within the specified time since a point of time when coming to this shift-up point. CONSTITUTION:In case of a device which controls an automatic transmission for its gear shifting by a control part on the basis of the shift pattern preset according to the running state of a vehicle, there is provided with an engine power adjusting device 3 adjusting output of an engine 2. And, also there is provided with a detecting device 4 which detects a shift-up point by the shift pattern of the automatic transmission to be controlled by the control part 6. And, a control signal is fed to the engine power adjusting device 3 by an engine power controlling device 5 within the specified time since a point of time when coming to the shift-up point, controlling it so as to improve the engine power. With this constitution, any drop in torque at the time of gear shifting is restrained from occurring.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an engine control device for a vehicle equipped with an automatic transmission, and particularly to control during upshifting.

(Prior Art) In general, automatic transmissions automatically shift gears based on a preset shift pattern depending on the driving condition of the vehicle. A preset shift pattern is stored in the control section, and the shift is controlled according to this shift pattern.

In addition, in vehicles equipped with such automatic transmissions,
2. Description of the Related Art A fuel supply device as disclosed in, for example, Japanese Patent Application Laid-Open No. 56-96129 is known as a device for controlling an engine in connection with an automatic transmission. This device is
When an automatic transmission is shifted up, for example from 1st gear to 2nd gear, or from 2nd gear to 3rd gear, etc., the output shaft torque of the automatic transmission temporarily increases after a shift up signal is received. Focusing on the fact that there is a time when this occurs, the engine output is reduced by reducing the fuel supply interval during the above-mentioned upshift in order to suppress this phenomenon.

By the way, in the above-mentioned conventional technology, only the torque increase is focused on among the torque fluctuations during the gear change operation at the time of upshifting, but there is a period in which the output shaft torque once drops before then, and such The shift shock caused by the drop in torque had not been resolved. In other words, if we examine the torque fluctuations during upshifts in detail, we can see that when the transmission mechanism actually performs a switching operation after receiving a shift-up signal, first of all, due to an increase in frictional resistance until the state before shifting is released, etc. There is a tendency for the output shaft torque to drop once, and then the output torque to rise (see line B1 in FIG. 3).

Depending on the characteristics of the transmission, the drop in torque that precedes the torque fluctuation may be a cause of large shift shocks rather than the torque increase, but in the conventional device described above, It was not possible to suppress the drop in torque, and there was a possibility that it would actually be exacerbated.

(Object of the Invention) In view of the above-mentioned circumstances, the present invention provides an engine control device for a vehicle equipped with an automatic transmission that can reduce shift shock caused by a sudden drop in torque during upshifting of the automatic transmission. This is what we provide.

(Structure of the Invention) As shown in the overall configuration diagram of FIG. 1, the present invention provides a vehicle equipped with an automatic transmission 1 that changes gears based on a gear shift pattern that is preset according to the driving state of the vehicle. An engine output adjusting means 3 for adjusting the output of the engine 2; a detecting means 4 for detecting the upshift point according to the shift pattern; The engine output control means 4 outputs a control signal for increasing the engine output to the engine output adjustment means 3.

That is, the automatic transmission 1 is controlled by the control section 6 that stores the shift pattern, and when upshifting, the control section 6
The transmission mechanism within the automatic transmission 11 is switched by a shift-up signal from !, but in this case, from the time when the above-mentioned shift-up signal is given until the time when the torque drop as described above occurs! ! The output of the engine is increased within a predetermined period corresponding to 11 hours. This suppresses a drop in torque.

(Example) Fig. 2 shows the overall structure of the automatic transmission 1, the engine 2, and the control system for these.
10 is a control unit (ECU) that comprehensively controls the automatic transmission 1 and the engine 2. The automatic transmission 1 is composed of a torque converter, a speed change gear mechanism, and a hydraulic circuit that drives the same, and a plurality of solenoid valves 11 incorporated in the hydraulic circuit are connected to a control unit 10.
Shifting is performed under the control of the The speed change gear mechanism of the automatic transmission 1 (14 is
Detailed explanations and illustrations will be omitted since they are generally known, but various gear elements combined with a predetermined planetary tooth width structure, and various types of brakes, clutches, one-way clutches, etc. that control the movement of these gear elements will be omitted. With rubbing element (14
The gear ratio changes according to the operation of the friction elements. This automatic transmission 1 is equipped with a vehicle speed sensor 12 that detects the vehicle speed from the rotation of its output shaft, and an inhibitor switch 13 that detects neutral and parking states, and signals from these are input to the control unit 10. ing.

On the other hand, the engine 2 includes an intake passage 15, an exhaust passage 16, a fuel system consisting of a fuel injection valve 17, a fuel pump 18, etc., and an ignition system consisting of a spark plug 19, a distributor 20, an igniter 21, etc. As shown in the figure, a throttle valve 22 is disposed in the intake passage 15. 23 is an air flow meter that detects the intake air m, 24 is a crank angle sensor attached to the distributor 20, 25 is a throttle opening sensor that detects the opening of the throttle valve 22, and 26 is an O2 sensor provided in the exhaust passage 16. , and signals from these are also input to the control unit 10.

Furthermore, the control unit 1o includes a signal (1, 2, D range signal) 27 that specifies the range of the automatic transmission 1;
Shinzuki 28 etc. is input from the ignition switch. In addition to this, we also control the self-weight transmission 1 and the engine 2.
The control unit 1o sends various signals necessary for controlling the
All you have to do is input it.

The control unit 10 controls the automatic transmission 1 in advance.
A shift pattern in which the shift position of the engine 2 is set according to the vehicle and throttle opening is stored, and a signal for controlling the automatic transmission 1 is output to the solenoid valve 11 based on this shift pattern, while the fuel system of the engine 2, Signals for controlling the ignition system and the like are output to the fuel injection valve 17, fuel pump 18, igniter 21, and the like. When upshifting, the engine output is controlled by outputting a control signal to the igniter 21 to correct the ignition timing as described later. Therefore, in this embodiment, the control unit 1o includes the control section 6 shown in the configuration explanatory diagram of FIG.
, detection means 4 and engine output control means 5,
The ignition system also constitutes engine output adjustment means 3 during upshifts.

J3, control of the automatic transmission 1 and control of the engine 2 may be performed by separate control units, but in this case, communication may be performed between each control unit.

FIG. 3 schematically shows the control operation by the control unit 10 during upshifting in the form of a time chart. As shown in this figure, when the calculated gear position value that reveals the shift pattern within the control unit 10 changes in the upshift direction, a shift up signal is output to the solenoid valve 11 at that point in time, and the shift is changed accordingly. As the gear mechanism switches and operates, the automatic gear shift allowance 1
The output shaft torque fluctuates. In this case, for example, when shifting up from 1st gear to 2nd gear, the torque drops due to an increase in frictional resistance by the time t1 when the one-sided clutch that maintains the 1st gear state in the transmission gear mechanism is released. occurs, and after the one-way clutch is released, the torque increases due to inertia, etc., and after reaching the time t2 when the engagement of the second speed state by the second brake is completed, the torque decreases to a certain extent and becomes stable. Almost the same tendency occurs when shifting up to other gears as well.

Therefore, in this embodiment, the ignition timing (basic advance amount θb) during normal operation is set to the retard side to some extent from the maximum torque point in consideration of safety against knocking, etc., and when shifting up, the torque drop occurs. Within a predetermined period of time until the point passes, the ignition timing is corrected to the advanced side in response to the drop in torque. Preferably, this correction control starts from the time when a tendency for torque to drop starts to occur, as shown by line A in FIG. Correction amount θh
When the torque starts to increase, 'i
! The basic advance angle amount Ob is restored at a return speed of 4 degrees. In this case, the timing and degree of torque drop will vary depending on the operation delay time and operating speed of the transmission gear mechanism in response to the shift-up signal, and the operation delay time and operating speed will change when the gear mechanism is shifted up. It changes depending on the gear position, the oil pressure of the hydraulic oil according to the throttle opening, and the viscosity of the hydraulic oil according to the oil temperature or water temperature. Therefore, the time until the start of correction (timer Tα), the correction duration (timer T
β), the advance angle correction amount Oh, and the speed of return to the basic advance angle amount Ob are set according to the gear position, throttle opening, and oil temperature (or water temperature).

FIG. 4 shows a specific example of control by the control unit 10 in the form of a flowchart. This flowchart starts when the ignition switch is turned on.
Initial settings are performed in step S1, and advance angle correction mθh, timers Tα, Tβ, and flag L are initialized to O in step S2. After these initial processes, the processes from step 83 onwards are repeated.

In step S3, information from various sensors and switches is read, and in step S4, a gear position is calculated based on a shift pattern according to the vehicle speed and throttle opening, and a corresponding control signal is output to the solenoid valve 11.Step S5 ). Subsequently, in step $6, a basic advance angle amount θb is calculated according to the intake air M, engine speed, etc. Next, in step S7, it is checked whether the flag L for determining upshift control is 1, and if the determination result is NO, in step S8, it is checked whether the gear position calculation value has changed in the upshift direction. Detects the shift up point. If the determination result in step $8 is No, the basic advance angle θb is set as the final advance angle Rθ in step S9 as normal control. Then, the ignition signal of the final advance angle Enθ is outputted to the igniter 21 (step 5to), and then the process returns to step S3.

ε When the determined unity in step S8 is YAS, the flag L is set to 1 in step S11, and the flag L is set to 1 in step S11.
2, a timer Tα for setting the correction start time, a timer Tβ for setting the correction period, and f determining the return speed of the advance angle correction amount θh1.
The six values of nF are set according to the gear position, throttle opening, and oil temperature or water temperature as described above, and then the process proceeds to step 813 and subsequent steps. Also, as mentioned above, after the flag L is set to 1, the flag L/'fiO
The judgment result in step S7 is YE in the darkness until it becomes
S, the process proceeds to step 813 and subsequent steps without passing through steps Sa, S++, and ST2.

In step $13 and step S14, the timer Tα for setting the correction start time is decremented, and it is checked whether or not the timer Tα becomes O. Until it becomes zero, the process moves to step S9 as in the normal case. When the timer Tα becomes 0,
In other words, when the correction start time is reached, step S
15 and step S frost, timer T for setting the correction period.
Decrement β and check whether it becomes O. During the correction period until timer Tβ reaches O,
Proceeding to step S17, the advance angle correction amount θh is added to the basic advance angle amount θb to obtain the final advance angle amount θ, and step S10
After that, the process returns to step S3.

Furthermore, after the timer Tβ becomes 0, the basic advance angle amount θb
Step S18 is a process for gradually returning to
While decreasing the advance angle correction amount θh by a certain amount, it is determined whether or not the advance angle correction m is larger than O (step 81g).As long as the result of this determination is YES, the process directly advances to step S7; When this happens, the flag L is set to 0 in step 820, and the advance angle correction ff1Oh is set to 0 in step S21, and then the process moves to step Sv.

By the process according to the above flowchart, the ignition timing control shown in FIG. 3 is executed during upshifting, that is, the ignition timing is advanced during the period when the output shaft torque decreases. This increases the engine output, so the output shaft torque during this period is
As shown by a broken line B2 in the figure, the drop in torque is suppressed compared to the case where correction control is not performed (solid line B1).

Further, since the advance angle correction is canceled at a time when the output shaft torque starts to increase after this point, there is no need to unnecessarily increase the torque increase.

In the above embodiment, the engine output during upshifting is controlled by the ignition timing, but instead of this, the fuel injection, exhaust gas flow rate, etc. may be controlled.

(Effects of the Invention) As described above, the present invention detects a shift-up point of an automatic transmission based on a shift pattern, and controls the engine output to be increased within a predetermined time from the point at which the shift-up point is reached. Therefore, it is possible to suppress a drop in the output shaft torque of the automatic transmission that occurs within this predetermined period of time, and to reduce shift shock caused by the drop in the output shaft torque.

[Brief explanation of the drawing]

Fig. 1 is an explanatory diagram of the configuration of the present invention, Fig. 2 is a schematic diagram of a device showing an embodiment of the present invention, Fig. 3 is a time chart showing control operations during upshifting, and Fig. 4 is a detailed diagram of the control. 3 is a flowchart showing an example. DESCRIPTION OF SYMBOLS 1... Automatic transmission, 2... Engine, 3... Engine output adjustment means, 4... Detection means, 5... Engine output control means, 10... Control unit, 2
1...Igniter. Patent applicant Mazda Co., Ltd. Agent
People Patent Attorney Etsushi Kotani
Patent Attorney Chief Fr1 1st Patent Attorney Yasuo Itaya Figure 1 Figure 3

Claims (1)

[Claims] 1. In a vehicle equipped with an automatic transmission that changes gears based on a gear shift pattern set in advance according to the driving state of the vehicle, an engine output adjusting means for adjusting the output of the engine, and a detection unit that detects a shift up point according to the gear shift pattern. and engine output control means for outputting a control signal to the engine output adjustment means to increase the engine output within a predetermined time from the time when the shift-up point is reached based on this detection. engine control device for vehicles equipped with