JP2905014B2 - Output control device for vehicles with automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an output control device for controlling an engine output of a vehicle equipped with an automatic transmission, and more particularly to an output control device for reducing a shock during a shift in a vehicle running state.

[0002]

2. Description of the Related Art In general, an automatic transmission supplies and discharges hydraulic pressure to corresponding friction elements (clutches) in a power transmission system, thereby switching the power transmission path through these friction elements. The gear shifting action is performed.
By the way, at the time of the above-mentioned shift, the gear is switched, so that the output shaft torque of the automatic transmission changes suddenly, and at this time, the driver feels a slight shock. Therefore, various improvements have been attempted to reduce the shock at the time of shifting, and one of the methods is to reduce the engine output at the time of shifting by, for example, changing the ignition timing of the engine.
-53388 and JP-B-2-12771).

[0003]

In the above-mentioned conventional apparatus, the control according to the throttle opening is not performed, and the same control is performed at the high throttle opening as at the low throttle opening. . However, when the throttle opening is high, there is not much room for retarding the ignition timing of the engine compared to when the throttle opening is low. May occur. That is, when the engine speed is generally the same, the ignition timing is about a degrees before the top dead center at the time of the low throttle opening as shown in FIG.
At the time of the high throttle opening, it is set to about b degrees before the top dead center. If the retard amount is increased at a high throttle opening, the ignition timing will be retarded from the top dead center, resulting in incomplete combustion and an increase in the generation of CO, HC, and the like.

The present invention has been made in view of such circumstances, and in a vehicle equipped with an automatic transmission, a vehicle equipped with an automatic transmission capable of reliably reducing shock during shifting and preventing an adverse effect on exhaust gas. The purpose of the present invention is to provide an output control device.

[0005]

SUMMARY OF THE INVENTION The present invention comprises a shift output control means for suppressing the engine output by retarding the engine ignition timing at the time of shifting from a reference ignition timing according to the operating state of the engine. In the output control device for a vehicle equipped with an automatic transmission, the shift output control means increases the retard amount of the ignition timing as the throttle opening increases during a shift in an operating range where the throttle opening is less than a predetermined value. On the other hand, when shifting in an operating range where the throttle opening is equal to or more than a predetermined value, the retardation amount of the ignition timing is reduced as the throttle opening increases, and Output control device.

[0006]

According to the output control device for a vehicle equipped with an automatic transmission according to the present invention, the output control means determines the engine ignition timing as the throttle opening increases during a shift in an operating range where the throttle opening is less than a predetermined value. The engine output is controlled by increasing the retard amount, while decreasing the retard amount of the engine ignition timing as the throttle opening increases in the operating range where the throttle opening is equal to or greater than a predetermined value. As a result, not only can the shock at the time of shifting be reliably reduced while ensuring the traveling performance at the time of the low throttle opening, but also the combustion is reliably performed at the time of the high throttle opening as in the case of the low throttle opening. This can prevent the exhaust gas from being adversely affected.

[0007]

Embodiments of the present invention will be described below with reference to the accompanying drawings. 1 and 2 are views for explaining an output control device of a vehicle equipped with an automatic transmission according to one embodiment of the present invention. FIG. 1 is an overall configuration diagram of a Ravigneaux-type four-speed automatic transmission and a control device. 2 is a diagram showing an ignition timing. Table 1 is a table showing the torque reduction signal by the number of steps, and Table 2 is a table showing the correspondence between the number of steps and the engine retard amount in Table 1 above.

In FIG. 1, an automatic transmission 10 includes a torque converter 1 with a lock-up mechanism, first and second sun gears S1 and S2, first and second pinion gears P1 and P2,
And a transmission gear device 2 having a Ravigneaux gear train composed of a ring gear 9 and first to third clutches C1 to C3.
And an input path switching device 3 composed of

In the torque converter 1, a pump impeller 1f is connected to a converter case 1e connected to a crankshaft 1d of an engine, and a turbine liner 1a is arranged opposite to the pump impeller 1f. (Not shown) so as to be rotatable. The lock-up mechanism is not shown in the figure.

[0010] The second sun gear S2 of the transmission gear device 2
Is rotatably arranged around an output side shaft 14 coaxially arranged with the input shaft 1b. The first sun gear S1 is rotatably arranged on a boss portion of the second sun gear S2. A boss portion of the carrier 8 is spline-fitted to the output side shaft 14. The carrier 8 rotatably supports the first and second pinion gears P1 and P2. The second pinion gear P2 is connected to the second sun gear S2, and the first pinion gear P1 is connected to the first sun gear S1.
It is in mesh with the first and second pinion gears P2, respectively.
A one-way clutch C4 and a second brake B2 are provided on the outer peripheral portion 8b of the carrier 8. Further, the boss of the output take-out ring gear 9 meshed with the first pinion gear P1 is rotatably mounted on the boss of the carrier 8.

The operation of each engagement element is controlled by supplying hydraulic pressure to a hydraulic servo provided corresponding to each engagement element. The supply of the hydraulic pressure is controlled by solenoid valves 21, 22, 23 provided in the hydraulic control device 20. A microcomputer 24 operated by a predetermined program includes a CPU connected to each other by a bus 25.
26, ROM 27, RAM 28, A / D converter 29
And the I / O port 30, and outputs the energizing signals a 1, a 2, a 3 and the ignition signal b sent to the solenoid valves 21, 22, 23 and the ignition device 31 to the vehicle speed V, the intake throttle opening θ, the intake air The calculation is based on the flow rate Q and the like.

[0012]

[Table 1]

[Table 2]

The ROM 2 of the microcomputer 24
7 stores tables as shown in Tables 1 and 2. In each table, 1 to 2 are from 1st to 2nd
To 3 indicate that the shift is from 2nd to 3rd, and 3 to 4 indicate that the shift is from 3rd to 4th. Table 1
, Each number represents the torque reduction signal by the number of steps, and each of these steps corresponds to the engine (E / G) retard amount in Table 2. Table 1
The throttle opening .theta.i indicates that the accelerator pedal is not depressed.

As can be seen from the above figures and tables, when the accelerator pedal is gradually depressed and the throttle opening .theta. Exceeds 15% in any case of each of the above shifts, the throttle opening .theta. Accordingly, the number of steps is gradually reduced, that is, the E / G retard amount is reduced.

Next, the operation and effect of this embodiment will be described. When the throttle opening signal θ is input while the vehicle is running, the microcomputer 24 performs control based on the tables in Tables 1 and 2. For example, when shifting from the first gear to the second gear, the number of steps is set to 5, that is, the E / G retard amount is set to 25 ° when the throttle opening is θ1, and the number of steps is set to 25 ° when the throttle opening is θ4. 3 or E /
The G retard amount is set to 15 °. Then, the ignition signal b is transmitted to the ignition device 31. As a result, the ignition timing is controlled based on the E / G retard amount.
In this manner, as the throttle opening θ increases at 15% or more, the E / G retard amount during each gear shift decreases stepwise, and the engine output decreases stepwise. Thereby, the shock at the time of shifting can be reliably reduced. Further, since the engine output reduction amount is set to an appropriate value according to the type of shift such as the first to second speed or the second to third speed, the shock during shifting can be reduced according to the type of shift. Furthermore, abnormal wear of the clutches C1 to C3 can be suppressed due to a decrease in engine output during shifting. Further, when the throttle opening is high, the E / G retard amount is set to be small, so that it is possible to prevent the ignition timing from being retarded from the top dead center, thereby ensuring combustion. This can prevent the exhaust gas from being adversely affected.

Also, in this embodiment, as is particularly remarkable when shifting from the first gear to the second gear, in the operating range where the throttle opening is 15% or less, the ignition timing retard amount is more than 15%. Since the size is reduced, it is possible to avoid a decrease in traveling performance. That is, in this operating range, the shift line hydraulic pressure is low and the shift shock is relatively small, so that the output reduction due to the ignition timing delay is reduced to give priority to the traveling performance.

[0017]

As described above, in the output control apparatus for a vehicle equipped with an automatic transmission according to the present invention, the engine ignition timing is delayed as the throttle opening increases during gear shifting in an operating range where the throttle opening is less than a predetermined value. An output control means for controlling the engine output by increasing the angle amount and, on the other hand, when the throttle opening is equal to or more than a predetermined value, reducing the retard amount of the engine ignition timing as the opening increases, is provided. Shock during shifting can be reliably reduced while running performance is ensured, and adverse effects on exhaust gas can be prevented.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a Ravigneaux-type four-speed automatic transmission and a control device in a vehicle equipped with an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a diagram showing general ignition timings at a low throttle opening and a high throttle opening.

[Explanation of symbols]

 24 microcomputer 10 automatic transmission b ignition signal θ throttle opening signal

Claims (1)

(57) [Claims] An engine ignition timing at the time of shifting is determined by an engine
To retard from the reference ignition timing according to the operating state of the
A shift output control means that controls the engine output more
In an output control device for a vehicle equipped with an automatic transmission,
The shift output control means determines that the throttle opening is less than a predetermined value.
When shifting in the operating range, the throttle opening increases.
Accordingly, the retard amount of the ignition timing is increased, while the retard amount of the ignition timing is decreased as the throttle opening increases during a shift in an operating range where the throttle opening is equal to or more than a predetermined value. An output control device for a vehicle equipped with an automatic transmission.