Engine Output Control Apparatus for Shift Response and Torque Limiting
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Solution Overview
Problem
Existing engine output control systems face challenges in simultaneously achieving transient shift response and steady belt-slip prevention due to limitations in throttle opening control responsiveness and ignition timing control, leading to undesirable shift shocks and catalyst deterioration.
Innovation Solution
An engine output control apparatus that selectively uses multiple engine output control systems, such as throttle opening control and ignition timing control, based on operating conditions to achieve superior transient response for shift speed control and steady-state stability for belt-slip prevention, thereby reconciling the contradictory requirements of enhanced shift response and reduced shift shocks.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If throttle opening control is used for engine output limiting, then belt-slip prevention is achieved, but engine-output-control responsiveness is low
Solution Approach 1:
The system dynamically switches between two control modes (throttle opening control and ignition timing control) based on real-time operating conditions. During upshifting, ignition timing control is activated for rapid response, while during normal operation, throttle opening control maintains steady-state stability. This dynamic adaptation resolves the contradiction between responsiveness and reliability.
Solution Approach 2:
The system changes the control parameter from throttle opening to ignition timing during upshifting events. Ignition timing control provides superior transient response characteristics, enabling rapid engine output adjustment during shifts while maintaining belt-slip prevention capabilities through coordinated control.
2Speed
If ignition timing control is used for shift speed increase, then transient response is improved, but catalyst deterioration occurs
Solution Approach 1:
The system applies ignition timing control only during the brief upshifting period when rapid response is needed, rather than continuously. By limiting the duration of ignition timing adjustment to only when shift speed increase is required, the system achieves transient performance improvement while preventing prolonged catalyst exposure to detrimental conditions.
Solution Approach 2:
Ignition timing control is applied periodically during upshifting events rather than continuously. The control system activates ignition timing adjustment only during the specific time window when shifting occurs, providing transient response improvement while allowing the catalyst to recover during normal operation periods.
3Device complexity
If throttle opening control is used for both belt-slip prevention and shift speed control, then system simplicity is maintained, but shift shocks occur
Solution Approach 1:
The control system dynamically selects the optimal control parameter based on operating conditions. During upshifting, ignition timing control is activated to provide rapid, smooth torque adjustment. During normal operation, throttle opening control maintains system simplicity. This dynamic selection eliminates shift shocks while maintaining overall system simplicity.
Solution Approach 2:
The control system integrates two control functions (throttle opening control and ignition timing control) into a unified multi-functional control architecture. The ECU coordinates both control modes, allowing the system to leverage the advantages of each control method for different operational requirements, achieving both simplicity and smooth shifting.
Data Source
AI summary
In an engine output control apparatus of a power train employing an engine and an automatic transmission, capable of executing engine output control for excessive torque input prevention engine torque limiting action and for a shift speed control of the transmission, at least two different kinds of engine output control systems having control characteristics differing from each other, are provided. A controller selectively uses these engine output control systems depending on a power-train operating condition, such that a first one of the engine output control systems having a superior transient response is used for the engine output control for shift response control during shifting, and that a second one of the engine output control systems having a superior steady-state stability is used for the engine output control for excessive torque input prevention engine torque limiting action during non-shifting.