JP2980700B2 - Engine control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in an engine control device for controlling an output torque of an engine.

[0002]

2. Description of the Related Art Conventionally, as an engine control device,
For example, as disclosed in Japanese Patent Application Laid-Open No. 56-96129, in an engine in which an input shaft of an automatic transmission is connected to an output shaft of the engine, the output torque of the engine is reduced in accordance with the upshift operation of the automatic transmission. It is known that a shift shock is effectively reduced by performing control.

[0003]

However, when the timing for performing the torque reduction control is detected by the turbine speed signal or the engine speed signal at the time of shifting of the automatic transmission, the change is detected. Because the control is started only after a short time, there is a response delay in the torque reduction control. Also,
When a pulse cycle of an engine speed signal or the like is converted into a rotation speed, it takes time to perform the conversion process and the like, and the control response delay further increases. Further, due to manufacturing variations of the automatic transmission and aging deterioration of the shift characteristics, the torque control of the engine may not be performed at an appropriate time. In such a case, the start timing of the torque control is delayed,
There is a disadvantage that the shift shock cannot be effectively reduced, for example, when the shift is terminated early.

[0004] The present invention has been made in view of mow斯, its object is to properly line Ukoto the torque control of the synchronization engine always of the automatic transmission shifting operation during a shift
The output torque during shifting has a spike-like torque change.
Even if it exists, this spike-like torque change
It is an object of the present invention to effectively reduce shift shock including the shift.

[0005]

In order to achieve the above object, according to the present invention, the start and end timings of the engine torque reduction control or the engine torque are controlled in accordance with the actual output torque of the automatic transmission during shifting. Is learned and corrected.

That is, a specific solution of the invention according to claim 1 is that, as shown in FIG.
Engine 1 to which the input shaft of
The present invention is directed to an engine control device that includes a torque reduction unit 22 that reduces the output torque of the automatic transmission Z and operates the torque reduction unit 22 when the automatic transmission Z shifts. Then, the torque detection means 32 for detecting an output torque of the automatic transmission Z, receives the output of the torque detection means 32, shift
Of the torque change in the first half of the inertia phase
The operation start timing of the torque reduction means 22
In addition to learning correction, the second half of the inertia phase during shifting
The torque reduction means 2 based on the magnitude of the torque change
2, and an operation timing correction means 45 for learning and correcting the operation end timing .

[0007] is et al., Specific solutions of the invention described in claim 2, instead of the operation timing correcting means 45 of the invention described in claim 1, wherein, as shown by a broken line in the figure, the bets
Receiving the output of the torque detection means 32, the average value of the actual output torque of the automatic transmission Z at the time of shifting is determined by the automatic transmission Z before shifting.
And the ideal output torque of the automatic transmission Z after shifting.
The torque reduction amount correction means 46 for learning and correcting the torque reduction amount of the torque reduction means 22 so as to fall within the set deviation of the target torque value set between the torque reduction amount and the torque is set.

[0008] In addition, the specific solution of the invention according to claim 3, in combination configuration of the invention of claim 2, wherein the invention described in claim 1, wherein operation timing correcting means 45 and the torque reduction amount correction And both means 46.

[0009]

According to the above-mentioned structure, according to the first aspect of the present invention,
The start or end timing of the torque reduction control of the engine 1 during shifting may be delayed due to processing of the engine speed signal or the like, or may be delayed due to manufacturing variations of the automatic transmission Z or aging of the shifting characteristics. If it does,
Output torque in the first and second half of the inertia phase at the time of shifting
Although the spike-like change occurs, the operation start timing and the operation end timing of the torque reduction control are
Each of the torque changes in the first half and the second half of the inertia phase
Learned by actuation timing correction means 45 based on the size correction, thereby, the response delay of the execution of the control is sequentially absorbed, included in the engine output torque at the time of shifting
Spike torque in the first and second half of the inertia phase
Since the change is suppressed or eliminated , the shift shock is effectively reduced.

Further, according to the second aspect of the present invention, even if there is a response delay in the torque reduction control as described above or the response delay occurs, the torque reduction amount at the time of gear shifting is learned and corrected by the torque reduction amount correction means. Is done. As a result, the engine torque during the gear shift is always, the shifting ideal output of the previous automatic transmission
Target located between torque and ideal output torque after shifting
Since present in setting the deviation of the torque value, the inertia phase before
The spike torque change in the half and the second half is not suppressed or lost
Thus, the shift shock is effectively reduced.

Further, according to the third aspect of the present invention, since the configuration is a combination of each of the first and second aspects of the invention, both functions of the two aspects of the invention can be obtained.

[0012]

As described above, claim 1 of the present application.
According to the engine control device described above, the start timing and the end timing of the engine torque reduction control at the time of shifting are changed.
Of the inertia phase at the time of shifting,
Having learning correction based on the magnitude of the torque changes, even when produced or there is a response delay in control of reducing the engine torque, absorbs the response delay, it can always properly the execution timing of the control The first and second half of the inertia phase
To reduce or eliminate spike-like torque changes
Thus , the shift shock can be effectively reduced.

According to the second aspect of the present invention, the output torque of the automatic transmission during shifting is always changed automatically before shifting.
Between the ideal output torque of the transmission and the ideal output torque after shifting
The torque reduction amount of the engine torque reduction control is successively learned and corrected so as to fall within the set deviation of the target torque value located at the position of the inertia phase.
Do not suppress spike-like torque changes occurring in the first and second half
The gear shift shock can be effectively reduced.

Furthermore, according to the third aspect of the present invention, the upper
The operation of the engine torque reduction control according to claim 1 is started.
First half of inertia phase of start timing and end timing
The shift shock can be further reduced by both the learning correction based on the magnitude of the torque change in the second half and the learning correction of the torque reduction amount of the reduction control according to the second aspect of the present invention.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIGS. In FIG. 2, reference numeral 1 denotes a V-type engine, and left and right banks 1a and 1b each have a combustion chamber 4 which is variably formed by a piston 3 inserted into a cylinder 2 inclined at a predetermined angle. I have. Each of the combustion chambers 4
Each of them is communicated with the atmosphere via independent intake passages 5a and 5b and one collective intake passage 5c which joins the two passages at their upstream ends, and is opened to the atmosphere via an exhaust passage 6. Each of the independent intake passages 5a and 5b is provided with a throttle valve 7 for adjusting an intake air amount near an upstream end thereof, and a fuel injection valve for injecting fuel at a downstream side of the throttle valve 7. 8 are provided. Also, 1
Reference numeral 0 denotes an idle speed adjustment device that adjusts a bypass intake air amount of an intake bypass passage 11 that bypasses the throttle valve 7 to set an idle speed of the engine 1 to a target value.

Reference numeral 12 denotes an opening sensor for detecting the opening of the throttle valve 7, and the throttle valve opening signal is input to a control unit 20 having a CPU and the like inside. Further, the control unit 20 includes a crank angle and an engine speed signal detected by a crank angle sensor 13 provided in a distributor 19, an intake air temperature signal on an upstream side of the throttle valve 7 detected by an intake air temperature sensor 14, and an air flow sensor. 15, an intake air temperature signal downstream of the throttle valve 7 detected by an intake air temperature sensor 16, an engine cooling water temperature signal detected by a water temperature sensor 17, and an air-fuel ratio of an air-fuel mixture detected by an O 2 sensor 18. Each signal is input. The control unit 20 controls the idle control valve 21 of the idle speed control device 10 and the fuel injection valves 8,8.
Reducing means 2 for reducing the output torque of the engine 1 by reducing the fuel injection amount of the engine 1 from a normal value.
2. Incidentally, a catalyst converter 23 is arranged in both exhaust passages 6 in common.

In FIG. 3, Z is an automatic transmission connected to the output shaft of the engine 1 and includes a torque converter, a multi-stage planetary gear mechanism, and a lock-up clutch (not shown). A lock-up solenoid SOL-1 and a lock-up release solenoid SOL-2 for engaging and releasing the lock-up clutch, and three friction elements for engaging and releasing the friction elements of the planetary gear mechanism and the lock-up clutch, respectively. The transmission solenoids SOL-3 to SOL-5 and a line pressure solenoid SOL-6 for adjusting line pressure are provided.

Further, in FIG. 3, 29 is a vehicle speed sensor for detecting a vehicle speed, and 30 is a torque converter of the automatic transmission Z.
A turbine sensor for detecting the turbine rotation speed of the turbine; 31, a torque sensor as torque detecting means for detecting the output torque of the output shaft Za of the automatic transmission Z;
This is a hydraulic pressure sensor that detects the line pressure of the oil pressure. Reference numeral 33 denotes a mode (power mode) for giving priority to traveling with a feeling of acceleration.
, An economy mode selection switch for selecting a mode (economy mode) for giving priority to economical driving, and a starter for the engine 1.
The switch 36 is a range position selected by the select lever of the automatic transmission Z, that is, D (automatic shift up to the fourth speed), N (neutral), R (reverse), S (up to the third speed). Inhibitor switch for detecting L (automatic shifting up to the second speed) and L (automatic shifting up to the second speed), 37 is a stop lamp switch for detecting when the brake pedal is depressed, and 38 is a power switch.
A power steering switch for detecting the operation of the steering device, an air conditioner switch 39 for detecting the operation of the vehicle-mounted air conditioner, and an electric load switch 40 for detecting the operation of an electric load such as lights. The sensors and switches 29 to 40 and an inhibitor signal as an engine no-load signal are transmitted to the control unit 2.
0 has been entered.

Next, the cooperative control between the automatic transmission Z and the engine 1 by the control unit 20 at the time of gear shifting will be described with reference to the control flow of FIGS. 4 and 5.

In FIG. 4, after the power is turned on, the system is reset and started, various data are initialized in step Sa1, and time synchronization is set, for example, every 25 msec for processing in a set cycle in step Sa2. The setting of the flag is determined. Only when the flag is set, signals from various sensors and switches are processed in step Sa3, and the end of the shift is determined in step Sa4. Then, step Sa5
In step Sa6, learning control is performed so that the line pressure in the next shift is proper, and learning control is performed so that the engine torque in the next shift does not cause a shift shock. In step Sa7, the learning is performed in the next shift. Output processing is performed so that the controlled line pressure and engine torque are obtained, and the process returns to step Sa1.

The control flow of FIG. 5 shows the learning control of the torque of the engine 1 during the shift of the automatic transmission Z. In the figure, the process is started, and it is determined in step Sb1 whether or not a shift is in progress based on output signals to the shift solenoids SOL-3 to SOL-5. If the vehicle is shifting, step Sb2
Sampled from the torque sensor 31 the output torque of the output shaft Za of the automatic transmission Z during shifting at step Sb3.
Is used to determine whether or not an upshift is being performed. When it is determined that the upshift has been performed, the routine proceeds to step Sb4 where the timing is changed as shown in FIG. 6 (b).
It is determined whether or not the first half of the inertia phase in which the bin rotation speed is decreasing due to the upshift, and in the case of the first half, the output of the automatic transmission Z is determined in step Sb5 as shown in FIG. By judging whether or not the magnitude of the torque change has exceeded the negative set value Tqn, it is determined whether or not a spike-like torque exists as shown in FIG. Similarly, in the latter half of the inertia phase, it is determined in step Sb6 whether or not the magnitude of the change in the output torque of the automatic transmission Z has exceeded a positive set value Tqp (see FIG. 6 (d)). Thus, it is determined whether or not the spike-shaped torque shown in FIG.

On the other hand, if it is not an upshift in step Sb3, that is, if it is a downshift, it is determined in step Sb7 whether or not it is the second half of the shift.
At b8, it is determined in the same manner as above whether or not there is a spike-like torque shown in FIG. 7 (c). Here, the reason why the transmission output torque becomes zero in the first half of the shift shown in FIG. 9C is that the shift speed is temporarily controlled to be neutral.

Subsequently, in step Sb9, it is determined whether or not the shift has just ended. If the shift has just ended, step Sb1 is executed.
0, when it is determined that there is a spike-like torque in the first half of the inertia phase during the upshift, and when it is determined that there is a spike-like torque in the second half of the downshift, the control for reducing the engine torque during the shift, that is, The start timing (see FIGS. 6 (e) and 7 (d)) of the control for decreasing the fuel injection amount from the injection valve 8 is advanced so that the spike torque falls within a set range where the torque becomes a small value. While the learning value of the timing is corrected, when it is determined that there is a spike-like torque in the latter half of the inertia phase during the upshift, the end timing of the fuel injection amount decrease control shown in FIG. The learning value at the end timing is corrected so that the value falls within the set range where the value becomes a minute value. Further, in step Sb11, during the upshift, as shown in FIG. 6 (f), the ideal transmission output torque value T before and after the upshift is obtained.
The reduction amount of the output torque of the engine 1 during the upshift is set so that the average value of the transmission output torque value during the shift is located at the target torque value To set within the set range indicated by the broken line between be and Taf. That is, the amount of decrease in the fuel injection amount from the fuel injection valves 8 and 8 is corrected and the return is performed.

While the learning control of the start and end timings of the control for decreasing the injection amount from the fuel injection valve 8 is continued as described above, a line is set so that the shift time in the automatic transmission Z is set to the target shift time. Learning control of the pressure is forcibly prohibited. That is, in FIG. 8, if it is immediately after the shift is completed in step Sc1, it is determined in step Sc2 whether the learning adjustment of the fuel injection amount reduction control timing during the shift is necessary or not. When learning adjustment is necessary, learning control of the timing of the decrease control is performed in step Sc3, and learning control of the shift time to the target time is performed in step Sc4 only for an appropriate time when the learning adjustment is unnecessary. This is to prevent a situation in which the shift time is changed due to the adjustment of the engine torque at the time of the shift and the engine torque adjustment and the shift time control interfere with each other, and the shift time is not properly learned. .

Therefore, according to steps Sb1 to Sb10 of the control flow shown in FIG. 5, the output of the torque sensor 31 is received, and the torque change in the first half of the inertia phase (early start of the control for decreasing the fuel injection amount) at the time of shifting is performed. Based on size
Start time of the control for decreasing the fuel injection amount by the torque reducing means 22
Learning correction and the torque change in the second half of the inertia phase (the latter half of the fuel injection amount reduction control operation)
The fuel injection of the torque reducing means 22 based on the magnitude of
The termination timing of the reduction control of the amount and the learning correction, the Lee
Operation timing correcting means spike torque generated first half and the second half of the inertia phase is set to be sufficiently small 4
5.

Further, the control flow - by the step Sb11, receives the output of the torque sensor 31, the average value of the actual output torque of the automatic transmission Z during shifting, the ideal output torque of the speed change prior to an automatic transmission Z Tbe and automatic transmission Z after shifting
Target torque value T set between this and the ideal output torque Taf
The torque reduction amount correcting means 46 for learning and correcting the reduction amount of the fuel injection valve, that is, the torque reduction amount of the torque reducing means 22 so as to fall within the set deviation indicated by the broken line in FIG. doing.

Therefore, in the above embodiment, during the upshift, the first half of the inertia phase is shown in FIG.
When the spike-like torque shown in (1) is generated, that is, when the start timing of the fuel injection amount reduction control is late, the learning value is corrected so that the start timing is advanced.
Conversely, when a spike-like torque is generated in the latter half of the inertia phase, the end timing of the fuel injection amount reduction control is early, and the learning value is corrected so as to delay this end timing. Further, in a situation where a spike-like torque is generated in the latter half of the downshift as shown in FIG. 7 (c), the start timing of the fuel injection amount reduction control is late, and this start timing The learning value is corrected so as to speed up. As a result, in both the upshift and the downshift, the start and end timings of the fuel injection amount decrease control become sequentially appropriate,
Since the spike-like torque is gradually reduced, the shift shock is effectively reduced.

In addition, during the upshift, the amount by which the fuel injection amount is reduced is sequentially learned, so that the engine torque during the shift is, as shown in FIG. 6 (f), the actual torque during the shift. > The average value of the torque is the ideal output torque Tbe, Tbe before and after the shift.
It gradually converges toward the target torque value To set within the set deviation surrounded by the broken line between af. As a result, in conjunction with the learning control of the start and end timings of the fuel injection amount reduction control described above, the fuel injection amount occurs in the first half and the second half of the inertia phase during gear shifting.
Spike-like torque change is more effectively suppressed or
Therefore , the change of the output torque of the automatic transmission Z at the time of shifting becomes smooth, and the shift shock is effectively reduced.

In the above-described embodiment, the torque reduction means at the time of gear shifting is constituted by the control of decreasing the fuel injection amount. However, the ignition timing control of the air-fuel mixture, the opening control of the throttle valve 7, or the cylinder of the engine may be performed. Of course, it may be configured by numerical control.

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to claims.

FIG. 2 is a diagram showing a schematic configuration of an engine.

FIG. 3 is a diagram showing an electric circuit configuration around an automatic transmission.

FIG. 4 is a flowchart showing the entire control at the time of shifting.

FIG. 5 is a flowchart showing learning of engine torque control during shifting.

FIG. 6 is an operation explanatory view at the time of an upshift.

FIG. 7 is an operation explanatory view at the time of downshift.

FIG. 8 is a flowchart showing the timing of a shift time control during a shift.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 engine Z automatic transmission 8 fuel injection valve 22 torque reduction means 32 torque sensor (torque detection means) 45 operation timing correction means 46 torque reduction amount correction means

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Claims (3)

(57) [Claims] 1. An engine in which an input shaft of an automatic transmission is connected to an output shaft, the engine having torque reduction means for reducing the output torque of the engine, and operating the torque reduction means at the time of shifting of the automatic transmission. was a control device for an engine, a torque detection means for detecting an output torque of the automatic transmission, receives the output of the torque detecting means, inerting during transmission
The above torque based on the magnitude of the torque change in the first half
While learning and correcting the operation start timing of the reduction means,
The magnitude of the torque change in the latter half of the inertia phase during shifting
The operation end timing of the torque reduction means based on
An engine control device comprising an operation timing correction means for performing learning correction . 2. An engine in which an input shaft of an automatic transmission is connected to an output shaft, the engine including torque reduction means for reducing the output torque of the engine, and operating the torque reduction means at the time of shifting of the automatic transmission. A torque detecting means for detecting an output torque of the automatic transmission; and receiving an output of the torque detecting means, the average value of the actual output torque of the automatic transmission at the time of shifting is automatically adjusted before the shift. Transmission theory
Output torque and the ideal output torque of the automatic transmission after shifting.
And a torque reduction amount correcting means for learning and correcting the torque reduction amount of the torque reducing means so as to fall within a set deviation of the target torque value set during the period . 3. An engine in which an input shaft of an automatic transmission is connected to an output shaft, the engine including torque reduction means for reducing the output torque of the engine, and operating the torque reduction means at the time of shifting of the automatic transmission. was a control device for an engine, a torque detection means for detecting an output torque of the automatic transmission, receives the output of the torque detecting means, inerting during transmission
The above torque based on the magnitude of the torque change in the first half
While learning and correcting the operation start timing of the reduction means,
The magnitude of the torque change in the latter half of the inertia phase during shifting
The operation end timing of the torque reduction means based on
And operation timing correcting means for learning correction, receiving the output of said torque detection means, the mean value of the actual output torque of the automatic transmission during the gear shift before the shift of the automatic transmission
Ideal output torque and ideal output torque of automatic transmission after shifting
And a torque reduction amount correcting means for learning and correcting the torque reduction amount of the torque reducing means so as to fall within a set deviation of the target torque value set between the control means and the target torque value.