JPH0710058Y2 - Vehicle torque control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to a vehicle torque control device, and more particularly to a vehicle torque control device for controlling a vehicle equipped with an automatic transmission so as to reduce the torque during gear shifting. Regarding

[Conventional technology]

Generally, in vehicles equipped with an automatic transmission that automatically controls gear shifts based on throttle opening, vehicle speed, etc., it is possible to retard ignition timing to reduce torque in order to reduce shock during gear shifting. It is being appreciated. However, even if the throttle opening is the same, the engine output fluctuates due to changes in atmospheric pressure and the like. Therefore, if the retard amount of the ignition timing is made constant, it is not possible to reduce the shock during shifting over the entire range. Therefore, conventionally, the torque is controlled according to the environmental conditions that affect the engine output by correcting the retard amount of the ignition timing according to the intake pressure (atmospheric pressure or boost pressure) of the engine. (Japanese Patent Laid-Open No. 62-13183).

Also, in vehicles equipped with an engine that can use both high octane fuel (high octane fuel) and low octane fuel (regular fuel), the basic ignition advance table and regular fuel compatible with high octane fuel are compatible. The basic ignition advance table is set in advance, the octane number of the fuel used is discriminated, and a table corresponding to the discriminated octane number is selected to control the ignition timing.

[Problems to be solved by the device]

However, since the basic ignition advance that is compatible with high-octane fuel is about 10 ° CA (crank angle) advanced from the basic ignition advance that is compatible with regular fuel, the torque at the time of shifting is changed according to environmental conditions as in the past. Even if the control is performed, it is not possible to reduce the torque fluctuation due to the difference in octane number, that is, the torque fluctuation during the shift according to the fuel property. To solve this problem, it is conceivable to determine the retard angle amount during gear shifting in accordance with both the environmental conditions that affect the engine output and the fuel properties. Due to the high engine performance during use, it is necessary to increase the retard angle of the high-octane fuel compared to the regular fuel, and the retard angle is changed at the same rate for the high-octane fuel and the regular fuel depending on the environmental conditions. Then, when the change rate is adapted to the high-octane fuel, the retard amount of the regular fuel increases and the misfire occurs, and when the change rate is adapted to the regular fuel. There is a problem that the retardation amount of the high-octane fuel is insufficient and a sufficient torque reduction cannot be obtained. Therefore, it is impossible to achieve both prevention of deterioration of driver's ability and reduction of shift shock.

The present invention has been made to solve the above-mentioned problems, and it is possible to prevent the driver's viability from deteriorating by optimally determining the amount of torque reduction at the time of gear shift according to the environmental conditions and fuel properties that affect the engine output. An object of the present invention is to provide a torque control device for a vehicle that can achieve both reduction in gear shift shock.

[Means for Solving the Problems]

In order to achieve the above object, the present invention provides a vehicle torque control device for controlling a torque of a vehicle equipped with an automatic transmission so as to be reduced during a gear shift as shown in FIG. Or a low octane fuel, an octane number discriminating means A, a traveling discriminating means B for discriminating whether the vehicle is traveling in a highland or a lowland, and a low octane fuel when the vehicle is traveling in a lowland. Control is performed so that the amount of torque decrease when using a high-octane fuel is larger than the amount of torque decrease when using a high-octane fuel. Torque control means C for increasing the reduction rate to correct the torque reduction amount
And are provided.

[Operation] Next, the operation of the present invention will be described. Octane number determination means A
Determines whether the fuel used is a high-octane fuel, that is, a high-octane fuel, or a low-octane fuel, that is, a regula fuel. The traveling discriminating means B discriminates whether the vehicle is traveling at high altitude or at low altitude. Torque control means C
When the vehicle is running in a lowland, the amount of torque decrease when using high-octane fuel is larger than the amount of torque decrease when using regular fuel. The engine output when using high-octane fuel is
Since it is larger than the engine output when using regular fuel, the torque reduction amount of high-octane fuel is made larger than the torque reduction amount of regular fuel, so that the torque reduction amount during shifting can be optimally controlled regardless of the properties of the fuel used. . Further, the torque control means C corrects the torque reduction amount by increasing the reduction rate when using high-octane fuel as compared to the reduction rate when using regular fuel when the vehicle is traveling at high altitudes. In this way, when the vehicle is running at high altitudes, the driver's ability to reduce the amount of torque decrease when high-octane fuel is used is increased by increasing the decrease rate when high-octane fuel is used as compared to the decrease rate when low-octane fuel is used. The value can be set to a value that does not deteriorate, and the amount of torque reduction when using the regular fuel can be set to a value that can reduce shift shock.

The torque control means C includes a torque reduction amount correction means C1 for increasing a torque reduction amount when a high octane fuel is used and a torque reduction amount C1 when a vehicle is running at a low altitude, compared with a torque reduction amount when a low octane fuel is used. When traveling at high altitudes, the torque reduction amount recorrecting means C2 for recorrecting the torque reduction amount by increasing the reduction ratio when using the high octane fuel with respect to the reduction ratio when using the low octane fuel may be configured. it can.

[Effect of device]

As described above, according to the present invention, it is possible to set the torque reduction amount at the time of gear shift to an optimum value according to the environmental conditions and the fuel properties that affect the engine output, and thus prevent the driver's viability from worsening. It is possible to obtain an effect that it is possible to achieve both reduction of gear shift shock.

〔Example〕

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 2 shows the outline of an internal combustion engine (engine) to which the present invention is applied.

This engine is controlled by an electronic control circuit 44 such as a microcomputer. An air flow meter 4 for detecting the intake air amount Q is arranged downstream of the air cleaner 2 and a throttle valve is arranged downstream of the air flow meter 4. 8
Are arranged. A linear throttle sensor that outputs a signal proportional to the throttle opening is provided to the throttle valve 8.
10 is installed. On the downstream side of the throttle valve 8,
A sparger 6 and a surge tank 12 are arranged in this order. A bypass passage 14 is provided so as to bypass the sparger 6 and the throttle valve 8 and connect the surge tank 12 upstream of the throttle valve and the surge tank 12 downstream of the throttle valve. In this bypass passage 14, for example, an ISC whose opening is adjusted by a pulse motor 16A having a 4-pole stator
(Idle speed control) Valve 16B is installed. The surge tank 12 communicates with the combustion chamber of the engine 20 via the intake manifold 18 and the intake port 22. And this intake manifold 18
A fuel injection valve 24 is attached to each cylinder so as to project inward. Reference numeral 21 is an air bypass valve for controlling the supercharging pressure by controlling the amount of air that bypasses the supercharger 6.

The combustion chamber of the engine 20 is connected to a catalyst device 27 filled with a three-way catalyst via an exhaust port 26 and an exhaust manifold 28. This exhaust manifold
An O ₂ sensor 30 that outputs a signal inverted at the stoichiometric air-fuel ratio is attached to 28. For the cylinder block 32,
A knocking sensor 33 composed of a magnetostrictive element or the like for detecting engine vibration is attached, and an electric signal output from the knocking sensor 33 is input to a control circuit 44 and a frequency band (6 to 8 kHz) peculiar to the knocking is provided. The occurrence of knocking is detected by comparing the peak value of the signal and the determination level determined from the back ground level of the output of the knocking sensor 33. A cooling water temperature sensor 34 is attached to the cooling water passage communicating with the engine block. The cooling water temperature sensor 34 detects the engine cooling water temperature and outputs a water temperature signal to the control circuit 44.

A spark plug 38 is attached to each cylinder so as to penetrate the cylinder head of the engine 20 and project into the combustion chamber. The ignition plug 38 is connected to a control circuit 44 via an ignition coil 40 and an igniter 42 having a distribution function. Further, a cam position sensor 48 for detecting the cam position is attached so as to correspond to the end surface of the cam shaft arranged on the cylinder head. The cam position sensor 48 outputs an engine rotation speed signal composed of a pulse train generated every 30 ° CA, for example.

The electronic control circuit 44 is a microprocessing unit (MP
U), a read only memory (ROM), a random access memory (RAM), a back-up memory (BU-RAM), and a bus such as a data bus or a control bus connecting these.

The electronic control circuit 44 is connected to the automatic transmission 52 via the transmission control circuit 50. FIG. 3 shows an electronic control circuit 44,
3 is a block diagram showing in detail a connection state of a transmission control circuit 50 and an automatic transmission 52. FIG. The transmission control circuit 50 includes a lockup control valve 62, a third speed to a fourth speed shift valve 66, a first speed to a second speed shift valve 70, and a second speed to a third speed shift valve 72 via drivers 60, 64 and 68, respectively. It is connected. From the transmission control circuit 50 to the electronic control circuit 44, a torque control delay angle request signal ECT1 (executed when "1", not executed when "0"), retardation amount information signals ESA1, ESA2, gear position signal GP, etc. Is output, and the torque control delay execution signal ECT2 is sent from the electronic control circuit 44 to the transmission control circuit 50.
(Execution when "1", non-execution when "0"), throttle opening signals L1, L2, L3 (L1, L2, L3 represent 3-bit information), overdrive and lockup inhibition signal ECT, engine The rotation speed signal N and the like are output.
In the transmission control circuit 50, the required retard angle amount θ shown in FIG. 6 is calculated based on the throttle opening signal and the engine rotation speed signal.
_The required retard angle amount θ _T corresponding to the engine speed and the throttle opening is obtained from the table of _T , and the above-mentioned retard angle amount information signals ESA1 and ESA2 are output. The retard amount information signals ESA1 and ESA2 represent the retard amount information shown in the following table.

Also, in the above ROM, a table of basic ignition advance (basic ignition advance for high-octane fuel) compatible with high-octane fuel, a table of basic ignition advance (advanced ignition advance for regular fuel) compatible with regular fuel, and A control routine program and the like to be described are stored in advance.

First, an octane number determination routine that can be used in this embodiment will be described with reference to FIG. First, step 180
At, it is determined whether the ignition timing is controlled with a basic ignition advance angle suitable for high-octane fuel. When controlling with a basic ignition advance that is compatible with high-octane fuel,
In 182, the correction delay amount AKCS is a predetermined value (for example, 12 ° C
A) It is determined whether or not the frequent occurrence of knocking is long by determining whether or not a predetermined time (for example, 2 seconds) or more has elapsed in the above. If the determination in step 182 is affirmative, it means that the knocking is frequently occurring for a long time. At step 184, the discrimination flag XSELM is set to indicate that the fuel used is regular fuel. This discrimination flag XSELM is stored in the backup RAM.

On the other hand, when it is determined in step 180 that the ignition timing is controlled with the basic ignition advance suitable for the regular fuel, the corrected retard amount AKCS is less than the first predetermined value (eg, 1 ° CA) in step 186. Or not, and then step
At 190, it is determined whether the corrected retard amount AKCS exceeds a second predetermined value (for example, 5 ° CA) that is larger than the first predetermined value. When the corrected retard amount AKCS is less than the first predetermined value, the count value m is incremented in step 188, and when the corrected retard amount AKCS exceeds the second predetermined value, the count value m is decremented in step 192. When decrementing the count value m, the count value is restricted so as not to become a negative value. Then, when the corrected retard amount AKCS takes a value between the first predetermined value and the second predetermined value, the process directly proceeds to step 194. Here, the count value m is incremented when the correction delay amount AKCS is extremely small (less than the first predetermined value),
Therefore, when the count value m is large, it can be determined that the state in which the knocking is hardly generated continues, and thus it is determined that the ignition timing is controlled to the retard side from the engine required value. be able to. Therefore, in step 194, it is determined whether the count value m exceeds the determination value m ₀ to determine whether the basic ignition advance angle for the regular fuel matches the fuel currently in use. When m> m ₀ , even though the ignition timing is controlled at the ignition timing suitable for the regular fuel, there is almost no knocking occurring for a long time. Is judged to be under retarded control, and the discrimination flag XSELM is reset in step 196 to show that the fuel used is high-octane fuel. At this time, the count value m is also reset.

Next, the ignition timing calculation routine of this embodiment will be described with reference to FIG. First, in step 100, flag X
By determining whether the SELM is set, it is determined whether the high-octane fuel is used. When it is determined that the high-octane fuel is being used, at step 102, the basic ignition-timing advance angle is calculated based on the engine speed N and the intake air amount Q / N per engine revolution from the table of the high-octane fuel basic ignition advance angle. Calculate θ _BASE . On the other hand, when it is determined that the regular fuel is being used, in step 104, the basic ignition advance angle θ _BASE is calculated from the table of the basic ignition advance angle for the regular fuel.
In the next step 106, the required retard angle amount θ _T is calculated according to Table 1 from the retard angle amount information signals ESA1 and ESA2. In step 108, it is judged whether high-octane fuel is used,
When it is determined that the high-octane fuel is being used, the retard amount θ _T is multiplied by a predetermined value (eg, doubled) in step 110.
To do. At step 112, it is determined whether the vehicle is traveling in high altitude. Whether or not the vehicle is running at high altitude depends on whether the learning value FGAF of the air-fuel ratio feedback back correction coefficient for controlling the air-fuel ratio to the stoichiometric air-fuel ratio based on the O ₂ sensor output is below a predetermined value (for example, 0.85). It can be judged by judging. That is, since the air is lean when traveling at high altitudes, the O ₂ sensor shows an air-fuel ratio latched state. Therefore, the air-fuel ratio feedback correction coefficient becomes small, and the learning value FGAF learned by this correction coefficient also becomes small. Therefore, it is possible to determine whether or not the vehicle is traveling at high altitude by determining whether or not the learning value FGAF of the air-fuel ratio feedback back correction coefficient is less than or equal to a predetermined value smaller than 1. Whether or not the vehicle is traveling at high altitude can be determined using a pressure sensor that detects the intake pipe pressure or an atmospheric pressure sensor that detects the atmospheric pressure. When it is determined that the vehicle is traveling in high altitude, it is determined in step 114 whether the fuel used is high-octane fuel, and when it is determined that it is high-octane fuel, the retardation amount θ _T is set in step 116. Multiply by a predetermined number (for example, 0.5). On the other hand, when it is determined that the Regula fuel is being used, the retard amount θ _T is multiplied by a predetermined value (for example, 0.7 times) in step 118.
To do. By changing the magnification in steps 116 and 118 in this way, the reduction rate of the retard angle amount θ _T when using high-octane fuel can be made larger than the reduction rate when using regular fuel. Then, in step 120, the execution ignition advance angle θ is calculated by subtracting the retardation amount θ _T from the basic ignition advance angle θ _BASE , and the ignition timing is controlled based on this execution ignition advance angle. As a result, the torque is reduced according to the value of the retard amount.

As a result of the control as described above, when the retard angle amount θ _T when using the regular fuel during lowland traveling is, for example, 5 ° CA, the required retard angle amount θ _T changes as shown in Table 2.

In addition, although the example in which the torque is controlled by changing the ignition timing has been described above, the torque may be controlled by controlling the fuel injection amount, the intake air amount, and the like. It can also be applied to an engine that controls the ignition timing and the like using the intake pipe pressure and the engine rotation speed. Further, in the above description, the retardation amount under other conditions is obtained by correcting the retardation amount when running on lowland with regular fuel, but the reference retardation amount may be any condition.

[Brief description of drawings]

FIG. 1 is a block diagram corresponding to the scope of claims for utility model registration of the present invention, FIG. 2 is a schematic diagram of an internal combustion engine to which the present invention is applicable, and FIG. 3 is a control circuit for engine control and a transmission control circuit. 4 is a block diagram showing the connection state of the engine, FIG. 4 is a flow chart showing an octane number determination routine applicable to this embodiment, FIG. 5 is a flow chart showing an ignition timing calculation routine of this embodiment, and FIG. It is a diagram showing a table of _T. 50 …… Transmission control circuit, 52 …… Automatic transmission.

Claims (1)

[Scope of utility model registration request] 1. A vehicle torque control system for controlling a torque of a vehicle equipped with an automatic transmission so as to reduce a torque during a shift, and an octane number for discriminating whether a used fuel is a high octane fuel or a low octane fuel. Judgment means, running judgment means for judging whether the vehicle is traveling in high altitude or low altitude, and when the vehicle is traveling in low altitude, the torque decrease amount when the low octane fuel is used is compared with the torque decrease amount when the high octane fuel is used. The torque control is performed so that the amount of decrease is large, and when the vehicle is traveling at high altitude, the decrease rate when high octane fuel is used is increased relative to the decrease rate when low octane fuel is used to correct the torque decrease amount. A torque control device for a vehicle, comprising: