Automatic gear change control apparatus for automobile and method of controlling same

Abstract: There are disclosed an automatic gear change control apparatus for an automobile and a method of controlling such apparatus. A rotational output (101) of an internal combustion engine (1) is connected to drive wheels (6) of the automobile and a load device (4). When a gear shifting-up of an automatic transmission (2) is to be effected, the load applied by the load device (4) is increased, or the load is connected to an output rotation shaft (101) of the engine (1) via a selectively-connecting device, thereby reducing the rotational speed of the output rotation shaft (101) of the engine (1) to a required level.

Description: BACKGROUND OF THE INVENTION This invention relates to an automatic gear change control apparatus for an automobile and a method of controlling such apparatus, and more particularly to an automatic gear change control apparatus capable of reducing a shock (jolt) due to a gear change (gear shift) and a method of controlling such apparatus. It is already known, for example, from Japanese Unexamined Patent Publication No. 56-39925 (corresponding to U.S. Patent No. 4,403,527) to control the output of an engine during a gear change of a transmission in order to reduce a shock occurring at the time of the gear change such as gear shift-up or shift-down. Such methods of controlling the engine output are mostly either to control the opening and closing of a throttle valve or to control a valve opening-time of a fuel injector valve or an ignition timing. Japanese Unexamined Patent Publication No. 55-69738 (corresponding to U.S. Patent No. 4,266,447) discloses an automatic gear change control apparatus in which a jolt (gear-change shock) control-starting speed (n1nA) and a terminating speed (n1nE) are calculated from the rotational speed of the engine obtained when starting the gear shifting, and the output torque is controlled during a period when the rotational speed of the engine actually changes from the speed n1nA to the speed n1nE. However, in the above conventional automatic gear change control apparatuses, although it is possible to reduce the engine output particularly when shifting up the gear, it is not possible to abruptly eliminate the rotational energy so far stored. Actually, it is difficult to lower the rotational speed of the engine to a required level in a short time period of the gear shifting, particularly at the time of gear shifting-up during acceleration. Namely, in the above prior art, although it is necessary to reduce a difference between the rotational speeds of the opposite sides of a clutch in order to reduce a gear-change shock in the automatic transmission, a braking force is not positively applied to the engine, and it is difficult to lower the engine rotational speed to the target speed in a short time. Therefore, the above prior art has a problem that it is impossible to sufficiently suppress the gear-change shock. The above problems are partially overcome by EP-A-0348732 which has an earlier priority date but publication date after the subject application priority date. In the European patent application there is disclosed a transmission apparatus which, when a change-up is required, reduces the amount of fuel injected, decouples the transmission and applies a brake to slow down the gearbox input to be lower than the gearbox output. The apparatus then increases the engine speed to render the gearbox input and output speeds equal and subsequently recouples the transmission. There is also disclosed in GB-A-1368580 a semi-automatic gearbox which, when a gear lever is operated, energizes an actuator to disengage a clutch engaging the engine to the gearbox. Transducers measuring the input and output speeds of the gearbox provide error signals representing the difference in magnitude and sign between the input and output speeds and the engine is caused to reduce or increase its speed according to the sign of the error signal. Simultaneously, the gear is changed. The clutch is re-engaged and further acceleration or deceleration of the engine and, if necessary, a brake is operated on the input shaft of the gearbox to reduce the error signal between input and output speeds of the gearbox. The above latter two apparatus use dedicated brake arrangements and circuitry which tends to be complex. SUMMARY OF THE INVENTION With the above problems of the prior art in view, it is an object of this invention to provide an automatic gear change control apparatus and a method of controlling such apparatus, by which the rotational speed of the engine can be rapidly lowered to a required level in a short time, thereby sufficiently suppressing a gear change shock in which a load device has an auxiliary function. According to one aspect of the present invention, there is provided a method of controlling a gear change of an automobile, said automobile comprising an internal combustion engine; an automatic transmission connected to an output rotation shaft of said engine so as to transmit the rotational output of said engine to drive wheels of said automobile through any selected one of a plurality of gear ratios; a load device selectively connectable to said output rotation shaft of said engine via selectively-connecting means; and means for generating a gear change control signal for selecting one of said gear ratios of said automatic transmission in accordance with operational conditions of said automobile and/or said engine; said method comprising the steps of: controlling said selectively-connecting means when said gear change signal-generating means generates the control signal for shifting up the gear in said automatic transmission, in such a manner that said selectively-connecting means connects said load device to said output rotation shaft of said engine, characterized in that said load device is a unit having an auxiliary function. According to another aspect of the present invention, there is provided an automatic gear change control apparatus for an automobile, said automobile comprising an internal combustion engine; an automatic transmission connected to an output rotation shaft of said engine so as to transmit the rotational output of said engine to drive wheels of said automobile through any selected one of a plurality of gear ratios; a load device for selectively applying a load to said output motion shaft; and means for connecting said load device to said output rotation shaft of said engine and for generating a gear change control signal for selecting one of said gear ratios of said automatic transmission in accordance with operational conditions of said automobile and/or said engine whereby said load device applies a load to said output rotation when said control signal for shifting up the gear in said automatic transmission is generated, characterized in that said load device is a unit having an auxiliary function. In the above method and apparatus of the present invention, the rotational output of the internal combustion engine is transmitted to the drive wheels of the automobile via the automatic transmission, and also the rotational output of the internal combustion engine is connected to the load device. When the gear shifting-up of the automatic transmission is to be effected, the load of the load device is increased, or the load device is connected to the output rotation shaft of the engine via the selectively-connecting means. Therefore, the rotational speed of the output rotation shaft of the engine is rapidly lowered or reduced to a required level by the energy-absorbing action of the load device, so that the rotational speeds of the opposite side of the clutch, connected to the gear of the automatic transmission, are made equal to each other, thereby achieving the gear shifting (gear change) without causing a shock. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a block diagram of the first embodiment according to the present invention, Fig. 2 is a block diagram of the second embodiment according to the present invention, Fig. 3 is a block diagram of the third embodiment according to the present invention, and Fig. 4 is a time chart explanatory of the operation of each of the above control apparatuses of the invention. DESCRIPTION OF THE PREFERRED EMBODIMENTS OF THE INVENTION The invention will now be described with reference to the drawings. Fig. 1 shows an automatic gear change control apparatus for an automobile according to a first embodiment of the present invention. An engine 1 of the automobile includes an output rotation shaft 101. The rotation output exerted on the output rotation shaft 101 of the engine 1 is inputted into an automatic transmission 2, and is also connected to a load device 4 via a load-applying clutch 3. The output of the automatic transmission 2 is also connected via its output shaft 10 and a differential device 5 to drive wheels 6 for propelling the automobile. A common form of the automatic transmission 2 comprises planetary gears and hydraulic clutches, and these are schematically shown as a plurality of gears 7 to 9 having respective reduction ratios of 1/n1 to 1/nm and clutches 11 to nm for connecting these gears to the output shaft 10. A transmission control device 14 outputs a shift control signal SP to the automatic transmission 2 so as to control the gear shifting of the automatic transmission 2. Generally, a running speed (vehicle speed) V of the automobile, a throttle opening degree L representative of the engine load, and etc., are inputted to the transmission control device 14. In addition to the above shift control signal SP, the transmission control device 14 outputs a load-applying signal LD for controlling the operation (engagement and disengagement) of the load-applying clutch 3 so as to apply the load, and an engine control signal PD for controlling the output of the engine 1. In the above automatic gear change control apparatus, reference is now made to the case where the shifting-up of the gear is to be effected during the running of the automobile, with the clutch 11 engaged. First, assuming that the speed of rotation of the engine 1 in the engaged condition of the clutch 11 is N1, the rotational speed of the clutch 11 is N1/n1. The output side of another clutch 12 idles at the same rotational speed. Here, when disengaging the clutch 11 for effecting the shifting-up, the power (rotational torque) of the engine 1 ceases to be transmitted to the drive wheels 6. However, since the inertia of the vehicle body is large, the vehicle speed V is not lowered if this time period is short, and therefore the rotational speed N1/n1 is maintained at the output sides of the clutches 11 and 12. Next, the clutch 12 is to be engaged. At this time, if the engine rotational speed remains N1, a difference between the rotational speeds of the opposite sides of the clutch 12 is (1/n2 - 1/n1)·N since the rotational speed of the input side of the clutch 12 is N1/n2. If the clutch 12 is engaged in this condition, a gear-change shock (jolt) occurs. Therefore, when the engine rotational speed N is lowered to N2 which is equal to (n2/n1)·N1 , the rotational speed of the input side of the clutch 12 is N2/n2 which is equal to N1/n1. Thus, the rotational speed of the input side of the clutch 12 becomes equal to the rotational speed of the output side thereof, thereby preventing a gear-change shock or jolt. Since this sequential operation is carried out in a short shfit-up time of about 0.5 seconds, the rotational speed N of the engine 1 is also required to rapidly change from N1 to N2 in such a short time of about 0.5 seconds. However, unlike an electric motor, the engine 1 can not recover the rotational energy, stored in the moment of inertia possessed by the engine itself, in a fuel system serving as an energy source. Therefore, although the engine output can be lowered by a stop of fuel supply or the adjustment of an ignition timing (specifically, the shifting of the ignition timing to the delay side), it is impossible, only with such means, to rapidly lower the engine rotational speed without wasting the rotational energy so far stored. Accordingly, in the present invention, it is intended to positively absorb the energy, stored in the engine, by means of another load so as to positively lower the engine rotational speed during the short time period of the gear shifting-up, thereby reducing a shock occurring during the gear shifting-up. More specifically, the transmission control device 14 outputs the shift control signal SP, representing the shifting-up of the gear from a first to a second position, so as to disengage the clutch 11, and at the same time outputs the load-applying signal LD and the engine control signal PD as described above. The load-applying signal LD changes the load-applying clutch 3 from a disengaged condition to an engaged condition so as to connect the load device 4 to the output rotation shaft 101 of the engine 1. Preferably, the load device 4 should be of the type which can be intermittently operated without any problem and can apply a load proportional to the engine speed. Examples of such type are a compressor for an air conditioner, and an air compressor for controlling a suspension. For example, in such an air conditioner compressor, the pressure increases in proportion to the engine speed, and therefore the load torque is substantially proportional to the engine speed, and desirable results can be obtained. This will now be described in further detail. Here, the angular velocity of the rotation of the engine 1 is ω1, and in this condition, when the clutch 11 is disengaged so as to shift up the gear, the rotational energy Er stored in the engine 1 is expressed by the following formula: Er = 1 2 · Iω1² (1) where I represents the moment of inertia possessed by the engine 1. Next, it is necessary to reduce the angular velocity to ω2 during a time period t at the end of which the engagement of the clutch 12 is completed. The load torque T required for this is calculated in the following: 1 2 · I · (ω1² - ω2²) = (ω1 - ω2)Tt (2) T = 1 2t · I · (ω1 + ω2) (3) when effecting the shifting-up in a relatively high range of the rotational speed of the engine, a high load torque is required. A compressor for an air condition is suited for this purpose. The above engine control signal reduces the outout of the engine 1, for example, by temporarily stopping the operation of the injector to stop the supply of fuel to the engine 1, or by temporarily closing the throttle valve to temporarily delay the ignition timing. Next, a second embodiment of the present invention will now be described with reference to Fig. 2. In this embodiment, a generator for charging a battery is used as a load device. In this embodiment, an output rotation shaft 101 of an engine 1 is directly connected at one end to an input shaft of an automatic transmission 2a, and there is not provided a load-applying clutch for connecting and disconnecting the output rotation shaft 101 of the engine relative to the load device. Instead, a pulley 102 is mounted on the other end of the output rotation shaft 101 of the engine 1, and a belt 103 is extended around the pulley 102 and a pulley 104. The output rotation shaft 101 is adapted to normally drive or rotate a rotor of the generator 15 via the pulleys 102 and 104 and the belt 103, the generator 15 serving to charge the battery 16. A regulator 17 controls the electric power generated by the generator 15. The regulator 17 receives a load-applying signal LD from a transmission control device 14a similar to that of the preceding embodiment of Fig. 1, and outputs a generation control signal GCS to the generator 15 so as to control the generation of electric power. In the above automatic gear change control apparatus of this embodiment, when the gear of the automatic transmission 2a is to be shifted up, the transmission control device 14a outputs a shift control signal SP to disengage a clutch 11 of the automatic transmission 2a, and also outputs the load-applying signal LD to the regulator 17. The regulator 17 normally controls the generator 15 (for example, field winding current or the like of the generator 15) so as to charge the battery 16 at a constant voltage. However, the regulator 17, when receiving the load-applying signal LD, outputs the generation control signal GCS so as to increase the amount of generation of electric power of the generator 15. Such increased portion of the electric power is so predetermined as to correspond to the engine rotational speed N obtained when starting the shfiting-up, and causes the rotational speeds of the opposite sides of the clutch (for example, the clutch 12 in Fig. 1) in the automatic transmission 2a to become equal to each other during a gear-change time of about 0.5 seconds. More specifically, the rotational speed of the output rotation shaft 101 of the engine 1 is lowered to meet the rotational speed of the output side of the clutch. As a result, the amount of generation of electric power of the generator 15 is increased, and therefore a larger charge current flows into the battery 16. However, this time period is very short on the order of about 0.5 seconds as described above, and therefore there is particularly no problem. Then, when the opposite sides of the clutch are thus synchronized with each other during the above predetermined gear-change time, the transmission control device 14a feeds an instruction for engaging, for example, the 2nd-speed clutch 12 (Fig. 1), thus completing the shifting-up from the 1st-speed position to the 2nd-speed position. As shown in Fig. 2, the transmission control device 14a is further provdided with an engine rotation sensor 50 for detecting the engine rotational speed N, a vehicle speed sensor 51 for detecting the running speed of the automobile. In accordance with the above-mentioned formula (3), the transmission control device 14a can calculate the optimum load torque from these detected values obtained at the time of starting the gear change. Further, since the battery voltage VB and the rotational frequency NG of the generator are inputted into the regulator 17, it is possible to calculate a generator-energizing current required for producing the above optimum load torque. Thus, in the system of this embodiment, the optimum load torque can be produced depending on the speed to which the gear is changed, and therefore the gear change involving only a small shock can always be effected even when the point of the gear change is varied depending on the circumstances of the running of the automobile. Fig. 3 shows a third embodiment of the invention. In this embodiment, there is employed a generator-motor 18 which is originally provided for absorbing vibrations produced when an engine 1 is idling. In this embodiment, it is intended to relieve or reduce a gear-change shock, utilizing the generator-motor 18. More specifically, upon receipt of a damping signal from a damper control unit 19, the generator-motor 18 functions as a generator to convert a rotational output energy of the engine 1 into electric power so as to absorb it. In contrast, the generator-motor 18 also functions as an electric motor so as to apply rotational energy to the engine 1 via pulleys 102 and 104 and a belt 103. More specifically, when the engine 1 is disconnected from an output shaft 10 during the idling thereof and is supported on a support member of rubber or a spring in a free condition, the damper control unit 19 prevents mechanical vibrations of the engine 1 due to lowering speed or irregularity of a combustion cycle. For this reason, a bi-directional semi-condcutor converter circuit is incorporated in the damper control unit 19. When supplying the rotational energy to the engine 1, this bi-directional semi-conductor converter circuit causes the generator-motor 18 to function as an electric motor, and at this time, depending on whether this electric motor is a dc motor or an ac motor, this converter circuit functions as a chopper or an inverter for converting the battery voltage. On the other hand, when absorbing the rotational output energy of the engine 1, the above converter circuit causes the generator-motor 18 to function as a generator, and at this time time converter circuit functions as a step-up chopper or a converter for recovering the generated electric power in the battery 16. When the converter circuit can not fully recover the generated electric power in the battery 16, the converter circuit causes a load resistor 20 to consume the energy. In this embodiment, the damper control unit 19 can freely supply and absorb the energy via the generator-motor 18, and therefore the opposite ends of the clutch can be synchronized with each other accurately and rapidly, thereby positively eliminating a gear-change shock. Originally, the damper control unit 19 is used only when the engine 1 is idling, and is not necessary during the running of the automobile. However, as in this embodiment, by utilizing the damper control unit 19 as the load for lowering the engine rotational speed at the time of the gear shifting-up, the efficiency of use of the damper control unit 19 is advantageously enhanced. The operation of the automatic gear change control apparatus of this embodiment will now be described. First, a transmission control device 14b outputs a shift control signal SP to disengage a clutch (not shown) in an automatic transmission 2b. At the same time, the transmission control device 14b outputs a load-applying signal LD to the damper control unit 19. The load-applying signal LD is not a mere ON/OFF signal, but is representative of the value of the load torque T calculated from the engine rotational speed N, obtained immediately before the gear change, in accordance with the above formula (3), and is also representative of a time period t at the end of which the engagement of the next clutch is completed. Upon receipt of the load-applying signal LD, the damper control unit 19 controls the current of the generator-motor 18 in such a manner that the torque T is applied to the engine 1 for the time period t. In the above control, instead of controlling the generator-motor 18 for the given time period t, a target value (represented by the angular velocity ω2) of the rotational frequency of the engine may be given so that the control is effected until the engine rotational frequency actually reaches this target value. However, in order that the driver of the automobile may not have a feeling of idle running, the above time period t should be not more than 0.5 seconds. Next, the instructions given by the transmission control device 14, 14a, 14b, as well as the sequential operations effected in response to such instructions in the above first to third embodiments will now be described with reference to Figs. 4(a) to 4(d). Now, the automobile is running by means of the nth shift gear, and in this condition, when the gear-shifting up is to be effected, the instruction for the clutch connected to the nth shift gear is rendered to zero (0) (Fig. 4(a)), and at the same time the load-applying signal LD is applied (Fig. 4(b)). As a result, in the case of the embodiments of Fig. 1 the load is applied, and in the case of the embodiments of Figs. 2 and 3, the load is increased. As a result, the engine rotational speed N is rapidly lowered as indicated in a solid line in Fig. 4(c), and after the time period t1, the engine rotational speed N is reduced to the speed ω2 commensurate with the gear ratio of the (n + 1)th shift gear. Therefore, the (n + 1)th clutch can be engaged without causing a gear-change shock. On the other hand, in the conventional gear-shifting method, it is impossible to absorb the rotational energy, possessed by the engine, at the time of the gear change, and the rotational speed of the engine can not be abruptly lowered. Therefore, as indicated in a dot-and-dash line in Fig. 4(c), the gear shifting is effected at the rotational speed 3. As a result, there occurs the gear-change shock caused by the rotational energy 1/2·I(ω3 - ω2) corresponding to the difference between the rotational speed ω3 and the target rotational speed ω2. If it is intended to effect the gear shifting without causing such a gear-change shock, the gear shifting must be done for a relatively long time period t2, thus involving the prolonged gear shifting. In the methods of Figs. 1 and 3, if the load to be applied is suitably predetermined to a sufficiently large value, the gear change time t1 can be sufficiently shorter than 0.5 seconds. Therefore, though the magnitude of the energy to be absorbed differs depending on the vehicle speed, this can be dealt with by adjusting the gear change time t1. In the embodiments of Figs. 2 and 3, since the load to be applied can be suitably controlled, the gear change can be effected during the constant gear change time t1.

Claims: A method of controlling a gear change of an automobile, said automobile comprising an internal combustion engine (1); an automatic transmission (2; 2a; 2b) connected to an output rotation shaft (101) of said engine so as to transmit the rotational output of said engine to drive wheels (6) of said automobile through any selected one of a plurality of gear ratios (7 - 9); a load device (4; 15 - 17; 18 - 20) selectively connectable to said output rotation shaft of said engine via selectively-connecting means (3; 17; 19); and means (14; 14a; 14b) for generating a gear change control signal for selecting one of said gear ratios of said automatic transmission in accordance with operational conditions of said automobile and/or said engine; said method comprising the steps of: controlling said selectively-connecting means when said gear change signal-generating means (14; 14a; 14b) generates the control signal (SP) for shifting up the gear in said automatic transmission (2; 2a; 2b), in such a manner that said selectively-connecting means (14; 14a; 14b) connects said load device to said output rotation shaft (101) of said engine (1), characterized in that said load device (4; 15 - 17; 18 - 20) is a unit having an auxiliary function. A method as claimed in claim 1 wherein said unit is driven by the engine (1) and has an auxiliary function of a compressor for an air conditioner or a suspension, or a generator (15) for charging a battery, or a generator-motor (18) for normally dampening idling engine vibration. A method as claimed in claim 1 or 2 wherein the load torque T produced by said load device (4; 15 - 17; 18 - 20) is given by where ω1 is engine angular velocity when automatic transmission drive is disengaged, ω2 is engine angular velocity when automatic transmission drive engages a higher gear, t is time between automatic transmission disengagement and engagement, I is moment of inertia of engine. An automatic gear change control apparatus for an automobile, said automobile comprising an internal combustion engine (1); an automatic transmission (2; 2a; 2b) connected to an output rotation shaft (101) of said engine so as to transmit the rotational output of said engine (1) to drive wheels (6) of said automobile through any selected one of a plurality of gear ratios (7 - 9); a load device (4; 15 - 17; 18 - 20) for selectively applying a load to said output motion shaft (101); and means (14; 14a; 14b) for connecting said load device (4; 15 - 17; 18 - 20) to said output rotation shaft of said engine (1) and for generating a gear change control signal for selecting one of said gear ratios of said automatic transmission (2) in accordance with operational conditions of said automobile and/or said engine whereby said load device applies a load to said output rotation when said control signal for shifting up the gear in said automatic transmission is generated, characterized in that said load device (4; 15 - 17; 18 - 20) is a unit having an auxiliary function. Apparatus as claimed in claim 4 wherein said unit is adapted to be driven by said engine (1) and is a compressor for an air conditioner or a suspension, or a generator (15) for charging a battery, or a generator-motor (18) for normally dampening idling engine vibration. Apparatus as claimed in claim 4 or 5 wherein the load torque T produced by said load device (4; 15 - 17; 18 - 20) is given by where ω1 is engine angular velocity when automatic transmission drive is disengaged, ω2 is engine angular velocity when automatic transmission drive engages a higher gear, t is time between automatic transmission disengagement and engagement, I is moment of inertia of engine.

Inventors: IBAMOTO MASAHIKO, KIMURA HIROSHI, MASUDA MITSUHIRO, OHIWA HIROYUKI, TOKUYAMA KEIICHI, IBAMOTO, MASAHIKO, KIMURA, HIROSHI, MASUDA, MITSUHIRO, OHIWA, HIROYUKI, TOKUYAMA, KEIICHI
Applicants: HITACHI LTD, HITACHI, LTD.
Application year: 1990
Main classification: B60K41
IPC codes: B60W10, F16H59, F16H61, F02D29, B60K25, F16H63