JPH0617091B2 - Vehicle output control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle output control device, and more particularly to prevention of gear shift shock caused by torque fluctuation during gear shift.

[Background of the Invention]

As a conventional method for preventing gear shift shock, for example,
It is possible to change the ignition timing of the engine during gear shifting.
No. 180768. This method delays the ignition timing when the torque increases, such as during a shift-up, which makes it possible to easily prevent gear shift shock. However, since the shock at the time of downshift is a shock in which the torque decreases, it is necessary to increase the torque to prevent it, and merely adjusting the ignition timing is not sufficient.

[Object of the Invention] The present invention has been made in order to solve the above-described problems, and can effectively absorb torque fluctuations during a gear shift, thereby reliably preventing a gear shift shock. An object is to provide an output control device.

[Outline of Invention]

To achieve this object, the present invention predicts the generated torque of the engine by the generated torque predicting means 101 based on the throttle valve opening of the carburetor, as shown in the block diagram of FIG. The torque transmitted from the engine to the transmission is measured by the torque measuring means 102, and the torque transmitted to the transmission is adjusted by the torque adjusting means 103 so that the deviation between the outputs of the two is zero. This prevents a gear shift shock during gear shifting.

Example of Invention

FIG. 2 is a structural explanatory view of an embodiment of the present invention, in which a clutch 2 and a torque detector 3 are provided between the engine 1 and the converter 4, and the converter 4 rotates wheels. Is coupled to the output shaft 5 for. Of these, a carburetor is added to the engine 1 and a throttle valve 13 which is opened and closed by a throttle valve actuator 6 is provided in the passage of the air-fuel mixture. Further, a rotation speed detector 7 for detecting the rotation speed of the crankshaft of the engine 1 and a speed detector 8 for detecting the rotation speed of the output shaft 5 are provided, and the output signals of these detectors are described above. The output signal of the torque detector 3 is also taken into the control device 11. Further, output signals of the select lever 9 operated by the driver and the access device 10 are taken into the control device 11.

The control device 11 is mainly composed of a microcomputer, and performs various logical operations based on the signals fetched therein to control the clutch 2, the transmission 4, and the throttle valve actuator 6. The operation is performed as follows.

When the driver selects the select lever 9 to any of "forward D", "parking P", "reverse R", etc., a signal corresponding to the selected position is applied to the control device 11.

At this time, if the select lever 9 is selected to be, for example, "forward D", the control device 11 outputs a signal for closing the clutch 2 and throttles a signal corresponding to the step margin of the accelerator pedal and the stepping speed of the accelerator device 10. A signal that is applied to the valve actuator 6 to control the opening of the throttle valve 13 and also refers to the output signals of the rotation speed detector 7 and the speed detector 8 to select a gear ratio corresponding to the vehicle speed. Is given to the transmission 4.

By the way, the control device 11 also has a torque predicting function and a torque adjusting function of the engine 1 based on the output signals of the torque detector 3, the rotation speed detector 7, etc., but the throttle valve actuator 6, the clutch 2, the torque 2 and the torque adjusting function are also provided. After the configurations of the detector 3 and the transmission 4 are described, the details will be described.

FIG. 3 is a structural explanatory view of the throttle valve actuator 6, in which the electric motor 12 and the throttle valve 13 are connected via a gear,
The opening degree of the throttle valve 13 can be arbitrarily adjusted by the control device 11 driving the electric motor 12 described above.

FIG. 4 is a cross-sectional view showing the structure of the clutch 2, the engine 1
A flywheel 16 is connected to the crankshaft of the flywheel 16 and the flywheel 16 is connected to the flywheel 16.
7 are arranged so as to face each other, and the clutch plate 1 is provided between them.
8 are set. Of these, the compression plate 17 is axially moved by a lever 20 connected to the cylinder 15, and is normally pressed against the flywheel 16 side by a spring in the cylinder 15. At this time, the compression plate 17 rotates integrally with the flywheel 16 and the clutch plate 18, whereby the clutch plate 18 transmits torque to the shaft 19 of the transmission 4. When the solenoid valve 14 is energized and pressure oil is supplied to the cylinder 15, the pressure plate 17 is separated from the flywheel 16 and the output of the engine 1 is not transmitted to the transmission 4. By adjusting the amount of pressure oil sent to the cylinder 15, the torque transmitted from the flywheel 16 to the shaft 19 can be adjusted.

FIG. 5 is a configuration explanatory view of the torque detector 3 and the transmission 4. First, the transmission 4 shown here is characterized in that the friction clutch 25 performs synchronous control of the input shaft and the output shaft when the gear train is switched. In FIG. 5, the shaft 19 as an input shaft is provided with a friction clutch 25 which is brought into contact with and separated from a cylinder 24, a gear 26 for detecting torque, and a plurality of gears including a gear 27 for gear shifting. The output shaft 5 has a gear 3 that meshes with the gear 27.
0, a plurality of gears for shifting including a gear 33 meshing with a gear formed on the friction clutch 25, a cylinder 22a,
Sleeves 31 and 32, etc. for selecting gears for power transmission are mounted, which are respectively driven by 22b and 23.

Next, the magnetic detectors 2 are provided on the outer sides of the gears 26 and 27, respectively.
8a and 28b are provided, and the detection signal thereof is input to the torque detector main body 29, and these constitute the torque detector 3 described above. Further, a hydraulic device 21 for inputting a control signal of the control device 11 to drive the cylinders 22a, 22b, 23, 24 is provided.

The operations of the transmission 4 and the torque detector 3 will be described below.

First, although the shaft 19 is rotating immediately before the automobile starts, the friction clutch 25 is stationary because pressure oil is not supplied to the cylinder 24. Here, when pressure oil is supplied to the cylinder 23 to move the sleeve 32 to the F side, the output shaft 5 and the gear 33 are connected. Subsequently, when pressure oil is supplied to the cylinder 24 to gradually connect the friction clutch 25, the shaft 1 slides between the internal friction plates.
The rotation of 9 is transmitted to the output shaft 5. At this time, output shaft 5
The rotational speed N of the shaft 19 and the rotational speed N _{e of the} shaft 19 have the following relationship.

N = N _e × n _A × n _B (1) where N _{e is the} number of rotations of the shaft 19 n _{A is} the rotation ratio of the friction plate n _B is the gear ratio of the gear 33.

Here, when the rotation speed N of the output shaft 5 rises and the rotation speed of the gear 30 meshing with the gear 27 and the rotation speed of the output shaft 5 match, pressure oil is supplied to the cylinder 22a to rotate the gear 3
0 and the sleeve 31 are connected. At the same time, if the pressure oil in the cylinder 24 is released, the friction clutch 25 becomes free.

Thus, the torque of the engine 1 is gear 27 → gear 30 →
It is transmitted from the sleeve 31 to the output shaft 5. This means that while the rotation of the shaft 19 is transmitted to the output shaft 5 through the friction clutch 25, the shaft 19 and the output shaft 5 are rotationally synchronized and the gear trains can be connected. It is none other than.

On the other hand, the gear 27 is used not only for transmitting the torque but also for detecting the torque together with the gear 26. Both of them have the same number of teeth and are spaced apart by a predetermined distance in the axial direction. When the shaft 19 rotates independently without transmitting torque to the output shaft 5, the magnetic detectors 28a and 28b close to these gears apply signals of the same frequency and the same phase to the torque detector main body 29. On the other hand, when the shaft 19 transmits the torque to the output shaft 5 via the gear, the shaft 19 is twisted, so that the magnetic detectors 28a, 28b.
The phase of changes. Since this phase change is proportional to the transmission torque, the torque detector main body 29 modulates the phase difference and applies the transmission torque signal to the control device 11. Thus,
The transmission torque is detected.

FIG. 6 is an explanatory diagram for explaining the operation of the above-described transmission in more detail. In FIG. 6, the engine 1
If the inertia of _Ie is _Ie , the following equation holds between the generated torque _Te and the transmission torque T.

That is, the difference between the torque T _e generated by the engine and the value obtained by multiplying the change in the rotational speed by the inertia is the transmission torque T.

If the engine torque T _e is transmitted to the output shaft 5 at the gear ratio K ₁ via the clutch 34, the engine speed n _e and the output shaft 5 speed n are: n _e = K There is a relationship of ₁ · n (3). In this state, when the clutch 34 is opened and the clutch 35 is connected in this state, the engine speed is n _v , then n _v = K ₂ · n (4), and the engine speed is changed from n _e to n. change to _v . Therefore, as is apparent from the equation (2), the change in the rotational speed becomes the change in the torque, and the relationship is illustrated in FIGS. 7 (a) and 7 (b).

Therefore, when the gear shift operation is performed without changing the output of the engine, a torque fluctuation corresponding to the change of the engine speed occurs, and the torque fluctuation becomes larger as the gear shifting time is shorter, and the torsional vibration is generated. Sometimes.

Therefore, in the present embodiment, as shown in the control sequence of FIG. 8, the generated torque of the engine 1 is predicted based on the opening degree of the throttle valve 13, and the transmission torque is measured based on the output of the torque detector 3. Then, the throttle valve actuator 12 is arranged so as to bring these two parts into contact with each other to make the deviation zero.
Is to control. That is, since the torque required by the driver is predicted by measuring the opening of the throttle valve 13, the predicted value is used as a target value to control the opening of the throttle valve to control the transmission torque. There is.

Since the transmission torque changes depending on the connection speed (synchronization time) at the time of shifting, the transmission force of the clutch can be controlled as shown in the control sequence of FIG. 9 instead of the control of the throttle valve described above. Control similar to that described above can be performed.

〔The invention's effect〕

As is clear from the above description, the present invention predicts the torque generated by the engine based on the opening of the throttle valve of the carburetor, while measuring the torque transmitted from the engine to the transmission,
Since the transmission torque to the transmission is adjusted so that the deviation between these two torques becomes zero, it is possible to reliably prevent the shift shock during the shift.

Further, according to the present invention, since the feedback control is performed with respect to the torque demanded by the driver, which changes every moment,
Torque control will be performed according to the driver's intention not only during gear shifting but also during acceleration and deceleration.
Driving performance can be significantly improved.

[Brief description of drawings]

FIG. 1 is a block diagram showing the constitution of the present invention, FIG. 2 is an overall constitution explanatory view of an embodiment of the present invention, and FIGS. 3, 4, and 5 are main elements of the same embodiment. 6 and 7 are explanatory diagrams for explaining the operation principle of the same embodiment, and FIGS. 8 and 9 are explanatory diagrams for explaining the operation of the same embodiment. is there. 1 ... Engine, 2 ... Clutch, 3 ... Torque detector, 4 ... Transmission, 5 ... Output shaft, 6 ... Throttle valve actuator, 9 ... Select lever, 10 ... Accelerator device, 11 ... … Controller, 25… Friction clutch.

Claims (3)

[Claims] 1. A generated torque predicting means for predicting a generated torque of an engine based on an opening degree of a throttle valve of a carburetor, a transmission torque measuring means for measuring a torque transmitted from the engine to a transmission, and this transmission. An output control apparatus for an automobile, comprising: a torque measuring means and an output deviation of the generated torque predicting means, and a torque adjusting means for adjusting a transmission torque of the transmission so that the output deviation becomes zero. . 2. The output control device for an automobile according to claim 1, wherein the torque adjusting means adjusts the opening degree of the throttle valve. 3. The output control device for a vehicle according to claim 1, wherein the torque adjusting means adjusts the transmission force of the clutch.