JP2600962B2 - Integrated control system for engine and automatic transmission - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an apparatus for performing comprehensive control of an engine and an automatic transmission when a vehicle starts.

(Prior Art) Conventionally, for example, in an electronic control device including a plurality of control circuits, a specific control purpose is achieved by controlling a plurality of actuators based on input signals from various sensors.

For example, in an electronic control device for a vehicle equipped with an automatic transmission, a so-called N → D select operation, N
→ When the R select operation is performed, the select shock (N → D select shock, N →
(R select shock) occurs, especially when switching from the idling state where the accelerator pedal is depressed to the driving range (D range or R range) while selecting the N range of the automatic transmission (hereinafter referred to as abnormal start operation). Since various types of control are implemented to reduce such a select shock, a very large shock occurs and gives an uncomfortable feeling to a driver or a passenger. First, as disclosed in Japanese Patent Application Laid-Open No. 61-135944, 62-292534, 60-4433, the engine speed is reduced by some means to reduce the engine output. There is an engine output reduction control that reduces the energy to be absorbed by the clutch by engaging the clutch after the engine output is reduced. If this reduction control is performed, the output torque of the automatic transmission is reduced as shown by the dotted line in FIG. Thus, the above-described select shock can be reduced.

Second, as disclosed in Japanese Patent Application Laid-Open No. Sho 62-17130 and 63-173337, an integrated control device for an engine / automatic transmission that performs not only engine output reduction control but also clutch transmission torque capacity reduction control is disclosed. With this configuration, the output torque of the automatic transmission can be further reduced as compared with the case where only the engine output reduction control is performed, as indicated by the one-dot chain line in FIG.

Thirdly, as a related application of this application, the applicant of the present application relates to a speed ratio control for controlling the speed ratio of the automatic transmission in the output torque decreasing direction together with the engine output reduction control and the clutch transmission torque capacity reduction control during the abnormal start operation. A total control device for an engine and an automatic transmission that also performs the above-mentioned steps is proposed, whereby a desired reduction amount of the output torque of the automatic transmission is achieved as shown by a two-dot chain line in FIG. Also, a sufficient shock reduction effect can be obtained even during an abnormal start operation.

(Problems to be Solved by the Invention) Incidentally, the engine output reduction control is common to the above-described first to third methods, and this engine output reduction control is the most effective measure for reducing the select shock at the time of abnormal start operation. It is important.

However, not only the above-described first method, but also the second and third methods for performing comprehensive control of the engine and the automatic transmission,
When a failure of one component of the integrated control system including the control system of the engine and the automatic transmission, for example, a sensor failure or a communication function failure occurs, a malfunction occurs in that the engine output reduction control which is the most important as a measure against select shock does not operate. . As a countermeasure against this, the applicant of the present invention has proposed to provide a failure alarm device. However, this failure alarm device can detect and alarm a failure, but cannot reduce a large shock due to an abnormal start operation at the time of failure.

The present invention is most important as a measure against a select shock when an abnormal start operation is performed when a failure (for example, a sensor failure or a communication function failure) occurs in one component of the integrated control system including the control system of the engine and the automatic transmission. It is an object of the present invention to solve the above-described problem by always operating the engine output reduction control.

(Means for Solving the Problems) For this purpose, the present invention provides a first abnormal start operation detecting means for detecting the presence or absence of an abnormal start operation based on a select operation state of an automatic transmission and an operation state of an engine; A signal from the first abnormal start operation detecting means, an automatic transmission, and an automatic transmission control means for controlling in a direction to reduce the output torque of the automatic transmission during the abnormal start operation;
The information is connected to the automatic transmission control means via a communication line, and when the engine is controlled in a direction to reduce the output torque of the automatic transmission, a torque reduction command is received from the automatic transmission control means via the communication line. An engine / automatic transmission integrated control device comprising an engine control means for performing torque reduction control of the automatic transmission and a second control device for detecting the presence or absence of an abnormal start operation based on a select operation state of the automatic transmission and an operation state of the engine. And a failure detecting means for detecting a failure of one of the elements constituting the first abnormal starting operation detecting means or the communication line, independently of the first abnormal starting operation detecting means. And when the failure detecting means detects a failure of one of the elements constituting the first abnormal start operation detecting means or the communication line, the second abnormal start operation is performed. If the input signal from the detection means to the engine control unit, is characterized in that as at least a torque reduction control of the engine operation is ensured.

(Operation) According to the present invention, the signal from the first abnormal start operation detecting means for detecting the presence or absence of the abnormal start operation based on the select operation state of the automatic transmission and the operation state of the engine is input, and the abnormal start operation is performed. Sometimes, an automatic transmission control means for controlling the automatic transmission in a direction to reduce its output torque, and information is coupled to the automatic transmission control means via a communication line to reduce the output torque of the automatic transmission. The engine / automatic transmission integrated control device includes an engine control unit that receives a torque reduction command from the automatic transmission control unit via the communication line and performs torque reduction control of the engine. If a failure of one of the elements constituting the first abnormal start operation detecting means or the communication line is detected, the first abnormal start operation detecting means is provided independently of the first abnormal start operation detecting means. A signal from a second abnormal start operation detecting means for detecting the presence or absence of an abnormal start operation based on a select operation state of the automatic transmission and an operation state of the engine is input to the engine control means, and at least torque reduction control of the engine is performed. As a result, the select shock at the time of the abnormal start operation can be reduced as desired.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a diagram exemplifying a power train control system of a vehicle equipped with an integrated control device for an engine and an automatic transmission according to the present invention, wherein 1 is an electronically controlled fuel injection engine, 2 is an automatic transmission, and 3 is a differential. The gear 4 is a driving wheel. The integrated control device for the engine and the automatic transmission in this example is constituted by an engine control computer, a shift control computer, and sensors connected thereto, which will be described later.

Engine 1 is an engine control computer (ECCS) 5
The comprising, on the computer, a throttle sensor for detecting signals from an engine speed sensor 6-1 for detecting an engine speed N _E, a signal from a vehicle speed sensor 7-1 for detecting a vehicle speed V, an engine throttle opening TH Signal from 8,
A signal from the intake air amount sensor 9 for detecting the engine intake air amount Q, a signal S from the inhibitor switch 20-1 indicating the select range of the manual select lever 19, and the like are input. Computer 5 supplies this by determining the fuel injection pulse width T _P on the basis of these input information or commands to the engine 1, an ignition timing control signal (not shown) to the engine 1. Engine 1 is supplied with fuel in an amount corresponding to the fuel injection pulse width T _P, operated by combusting the fuel in timed with the rotation of the engine. Computer 5
Receives the torque reduction request signal _Td, which will be described later, and also executes the cylinder number control to reduce the number of cylinders supplying fuel of the engine 1 to zero or half (three cylinders) (the engine 1 of this example has six cylinders). The fuel cut is executed in a high vehicle speed range based on the vehicle speed signal V.

The automatic transmission 2 includes a torque converter 10 and a transmission gear mechanism 11 in tandem, and inputs engine power to the input shaft 12 via the torque converter 10. The input rotation of the transmission to the shaft 12 is increased / decreased according to the selected shift speed of the transmission gear mechanism 11, reaches the output shaft 13, and reaches the drive wheels 4 via the differential gear 3 from the output shaft to allow the vehicle to travel. it can.

The transmission gear mechanism 11 incorporates various friction elements (not shown) such as clutches and brakes that determine a conduction path (gear stage) from the input shaft 12 to the output shaft 13, and these various friction elements are controlled by the line pressure P _L. It is assumed that a predetermined gear position is selected by being selectively hydraulically operated, and a shift to another gear position is performed by changing a friction element to be operated.

A shift control computer (ATC)
U) 14 and control valve 15 are provided. The computer 14 selectively turns on the shift control shift solenoids 15a and 15b in the control valve 15, and selectively applies line pressure to various friction elements so that a corresponding shift speed is selected by a combination of the shift solenoids ON and OFF. Supply P _L to control shift control. The shift control computer 14 further controls the duty of the line pressure control duty solenoid 16 in the control valve 15 by the drive duty D to control the line pressure P _L in the control valve 15 (the line pressure increases as the duty D increases). in controlling abnormal starting operation when the clutch torque transfer capacity reduced to reduce the clutch pressure P _CL by lowering the line pressure P _L is controlled and, Nikki by Tsukasa also the speed ratio control for changing the gear ratio in the output torque decreasing direction Also.

For the above-described shift control, line pressure control, clutch transmission torque capacity reduction control, and gear ratio control, the shift control computer 14 receives a signal from the engine rotation sensor 6-2, a signal from the vehicle speed sensor 7-2, a throttle sensor 8 Input rotation sensor 17 that detects the rotation speed _NT of the input shaft 12
And a signal from an output rotation sensor 18 for detecting the number of rotations of the output shaft 13 and a signal S from an inhibitor switch 20-2 indicating the selection range of the manual selection lever 19.

The shift control computer 14 executes a known control program (not shown) to perform shift control and line pressure control, and executes the control program shown in FIG. 2 to perform clutch transmission torque capacity reduction control and speed ratio control. The engine control computer 5 outputs a torque reduction request signal _Td for engine output reduction control to be described later to the engine control computer 5 (the two computers 5, 14 are connected by a communication line 21; This communication line
The information can be mutually transmitted by 21).

Next, a description will be given of the control program of FIG. 2 which is repeatedly executed by a periodic interruption every predetermined period. First, in step 101, the shift solenoids 15a, 15b
Diagnosis of failure. In this failure diagnosis, for example, as shown in FIG. 8, the base of the transistor 30 is connected to the digital output port 14A of the shift control computer 14, and the collector of the transistor 30 is connected to the digital input port 14B and one end of the solenoid 15a (15b). Connect to transistor 30
The other end of the emitter and the solenoid 15a (15b) is grounded, and the DC power supply 31 is connected to the solenoid 15a (15b).
To determine the presence or absence of solenoid failure Nde read from the digital input port 14B of the solenoid voltage V _s of the time of driving the solenoid 15a (15b) by a signal from the digital output port 14A of. That is, when the output port 14A is at a high level, the input port 14B is at a low level, and when the output port 14A is at a low level, the input port 1B is at a low level.
If 4B goes high, the solenoid can be determined to be normal; otherwise, it can be determined that the solenoid has failed. In particular, if the input port 14B is always low, regardless of whether the output port 14A is low or high, it may be determined that a failure has occurred in which the solenoid is always on due to a short circuit in the harness, etc. In that case, the "Nissan RE4R01A type" used in this example
In automatic transmissions, shift solenoids 15a and 15b
Are in this failure mode, the gear is fixed at the first speed. When it is determined by this failure diagnosis that there is a failure, the flag FLAGH is set to FLAGH = 1, and when it is determined that there is no failure, FLAGH = 0.

In the next step 102, a failure diagnosis of the line pressure control duty solenoid 16 is performed in the same manner as described above. In step 103, a failure diagnosis of the communication function between the computers 5 and 14 is performed (for the failure diagnosis of the communication function, refer to the manual of the communication IC). Here, if the communication function fails due to disconnection of the communication line 21 or the like, the flag FLAGE is set to FLAGE
= 1 and FLAGE = 0 if no failure has occurred.
In the next step 104, failure diagnosis of the sensors used for detecting the abnormal start operation, that is, the engine rotation sensor 6-2 and the inhibitor switch 20-2 is performed (this failure diagnosis will be described later in detail with reference to FIGS. 3 to 5). The flag FLAGS is set to FLAGS = 1 in the case of a failure, and FLAGS = 0 in the case of no failure.

In the next step 105, an abnormal start operation is detected (this step 105 will be described in detail later). In step 106, the flag FLAG1 representing the abnormal start operation is set to FLAG1 = 1.
It is determined whether or not an abnormal start operation has been performed based on whether or not the above operation is performed.
If the determination is No, that is, if the vehicle is in the normal start operation in which FLAG1 = 0, the control is immediately terminated, and Yes.
If the abnormal start operation is set to = 1, the respective flags are checked in step 107 and thereafter, and the control is appropriately used according to the presence or absence and the type of the failure.

That is, in step 107, it is determined whether or not FLAGE = 1. In this determination, when a communication function failure in which FLAGE = 1 is established, in step 108, the output is higher than the speed (first speed) selected during the normal start operation in step 108. The gear ratio is changed to the second speed by changing the gear ratio so that the second speed, which is the gear position in the torque decreasing direction, is selected. In step 109, the drive duty D of the line pressure control duty solenoid 16 is adjusted to change the line pressure. By lowering P _L , the clutch pressure P _CL (in this case, the forward clutch pressure, which is described in detail in “Nissan RE4R01
(In this case, since the communication function is broken, a torque reduction request signal _Td described later should be output to the engine control computer 5). Can not). Meanwhile, step 10
In No. 7, that is, when the communication function is normal when FLAGE = 0, it is determined in step 110 whether FLAGP = 1 or not, and Ye
s, that is, if the clutch pressure _PCL reduction control based on the line pressure control is not possible, a shift to the second speed is performed in step 111 in the same manner as in step 108, and a torque reduction request signal _Td is output in step 112 to the engine. Output to the control computer 5.
Further, if the line pressure control solenoid 16 for which the determination in step 110 is No has not failed, in step 113
It is determined whether or not LAGH = 1. If Yes, that is, if the gear ratio control shift solenoid is out of order and gear ratio control cannot be performed, clutch pressure reduction control is performed in step 114 in the same manner as in step 109. At step 115, a torque reduction request signal _Td is output to the computer 5 as in step 112. Further, if the determination in step 113 is No, that is, the solenoids 15a, 15
If all of 5b, 16 and the communication function are normal, in steps 116, 117, 118, all of the above-described clutch pressure reduction control, shift to the second speed, and output of the torque reduction request signal _Td are performed.

Next, the control contents of step 104 in FIG. 2, that is, the failure diagnosis of the sensor used on the computer 14 side will be described with reference to the control program of the subroutine of FIG. 3 to FIG. First, in the failure diagnosis of the inhibitor switch, the flag F0 and F1 are reset (F0 = 1, F1 = 0) at the time of power-on at step 121 in FIG. (N range) is determined. Here, if the start operation is performed, the D range is selected after the N range is normally selected. Therefore, the control proceeds from Yes in step 122 to step 123, where the flag F0 is set to 1 (F0 = 1), and Thereafter, the process proceeds from No in step 122 to step 124, where it is determined whether or not F0 = 1. In this determination, step 123
Is executed correctly, in other words, if the inhibitor switch 20-2 is operating normally, the result is Yes, so that the control repeats the loop of Yes of Step-124 and No-124 of No-124, The flag F1 maintains the state (F1 = 0) that has been reset in step 121. on the other hand,
Despite the start operation, the determination in step 124 is N
Since "o" is nothing but a failure of the inhibitor switch 20-2, the flag F1 is set to 1 in step 125 (F1 = 1). During this time, in step 131 of the control program shown in FIG.
The state of 1 is checked, and if F1 = 1, step 132
Outputs sensor failure information to the engine control computer 5. If F1 = 0, sensor normal information is output to the computer 5 in step 133.

Further, in the failure diagnosis of the engine rotation sensor, it is determined whether or not the vehicle speed V read from the vehicle speed sensor 7-2 in step 141 in FIG. 5 exceeds a predetermined value V ₀ (for example, 60 km / h). V ₀ become high vehicle speed range if it's crowded engine rotation sensor 6-2 is read in step 142 the engine speed N _E is a check is made whether a zero. Here Yes, that is at the time of failure detection value of the high vehicle speed despite the engine speed N _E is not at all rises and the flag F2 is set to 1 in step 143 (F2 = 1). At step 141 No, step 142 No, and step 143 following step 143, the state of the flag F2 is checked. If F2 = 1, sensor failure information is output to the engine control computer 5 at step 145, and F2 =
If 0, sensor normal information is output to the computer 5 in step 146. Note that the flag F2 once set to F2 = 1 in step 143 is used for determination at the time of the next start operation (the control program in FIG.
The flag F2 is not set unless the vehicle travels as described above), stored in a memory or the like (not shown) and backed up when the power is turned off, and the flag F2 is reset after replacing the failed engine rotation sensor with a regular one. It should be kept as follows.

Next, the control contents of step 105 in FIG. 2, that is, detection of an abnormal start operation will be described with reference to a control program of a subroutine in FIG. First, in step 151, it is determined whether or not a sensor failure has occurred in the automatic transmission side sensor. This determination is to determine that a sensor failure has occurred if at least one of the flags F1 and F2 is set to 1.
In the event of a sensor failure, in step 152, it is determined whether or not an abnormal start was obtained by detecting an abnormal start operation performed by the engine control computer 5 based on information read from the engine rotation sensor 6-1 and the inhibitor switch 20-1. Using the information, the flag FLAG1 is operated in the same manner as in steps 153 to 163 described later.

On the other hand, when the sensor is normal, it is determined in step 153 whether or not the range is the N range or the P range based on the signal S from the inhibitor switch 20-2 indicating the select range of the manual select lever 19. Here, when the vehicle starts, since the neutral range (N range) or the parking range (P range) is selected,
In step 154 following Yes in step 153, the flags FLAG and FLAG1 are reset (FLAG = 0, FLAG1 = 0). Here, the flag FLAG is a flag indicating whether or not the last time the control of this subroutine was executed was in the N range or the P range (FLAG = 0 in the case of the N range or the P range),
FLAG1 is a flag indicating whether an abnormal start operation has been performed (FLAG = 1 if there is an abnormal start operation).

When the driving vehicle selects the traveling range from the stopped state in which FLAG = 0, it is determined whether or not FLAG = 0 in step 155 following No in step 153. Where FLAG =
If it is 0, it means that the start operation (for example, N → D sect operation) has been performed.
Sets the flag FLAG to 1 in 156 (FLAG = 1), the engine rotational speed N _E of the engine rotation sensor 6 at step 157
Is determined whether or not exceeds 3000 RPM. If Yes in this determination, that is, if N _E > 3000 RPM, the flag FLAG1 indicating an abnormal start operation is set to 1 in step 158 (FLAG1
= 1), reset the timer TIMER in step 159 (TI
MER = 0). In the determination in step 155, the control proceeds from Yes in step 155 to step 156 only once immediately after the start operation. In the subsequent control cycle, the determination in step 155 is FL
Since AG = 1 is set, the process always proceeds to No.

In step 160, which is the next step of No in step 155, No in step 157, and step 159, FLAG1 = 1
It is determined whether or not it is. Here, the control is performed in steps 155-156-
At the time of the abnormal start operation that proceeds to 157-158-159, since FLAG1 = 1, the control proceeds from Yes in step 160 to step 161 and the timer TIMER is incremented (TIME
R = TIMER + 1). This increment of the timer is repeated until the determination in step 162 becomes Yes, that is, until the predetermined period K has elapsed.
The flag FLAG1 is reset at 3 (FLAG1 = 0). When the control proceeds from No in Step 157 to Step 160, the flag FLAG1 remains reset in Step 154 (FLAG1 = 0), so the determination in Step 160 is No, and the control is terminated as it is. The control of the Figure 6, the engine speed N _E during the starting operation flag FLAG1 predetermined period K is to be set to 1 if it exceeds the predetermined rotational speed 3000 RPM.

Next, the output reduction control of the engine 1 will be described with reference to the control program shown in FIG. First, in step 171, a failure diagnosis of the communication function between the computers 5 and 14 is performed in the same manner as in step 103. The state of the flag FLAGE set in this step 171 is checked in the next step 172. When the communication function of FLAGE = 0 is normal, in step 173 the automatic transmission side sensor (engine rotation sensor 6-2, inhibitor switch 20-2) There do failure determination of whether or not, performs determination of the presence or absence of the torque reduction request signal T _d from the computer 14 in the automatic transmission side sensor in normal time step 174 the N _o, Yes, i.e. the torque reduction request signal there of in this case, it makes a decision as to whether or not the engine rotational speed N _E exceeds 2500RPM at step 175. N that becomes Yes in this determination
_{If E} > 2500 RPM, the fuel supply to all the cylinders (6 cylinders) of the engine 1 is stopped in step 176 and the engine output is rapidly reduced. If N _E ≦ 2500 RPM which is No, the engine speed N is increased in step 177. _It is determined whether _E has exceeded 2200 RPM. If N _E > 2200 RPM, which is YES in this determination, fuel supply to half the cylinders (three cylinders) of the engine 1 is stopped in step 178 to reduce the engine output, and N _E , which is No,
If .ltoreq.2200 RPM, fuel is supplied to all cylinders (six cylinders) in step 179. During the normal start operation in which the determination in step 174 is No, the control step proceeds from No in 174 to step 179, and fuel is supplied to all cylinders as before without reducing the engine output.

On the other hand, FLAGE = 1 for which the determination in step 172 is Yes
When the communication function fails and the automatic transmission side sensor fails in which the determination in step 173 is Yes, the engine control computer itself cannot perform an abnormal start operation because the torque reduction request signal _Td cannot be received from the shift control computer 14. In step 180, the engine rotation sensor 6-1 and the inhibitor switch 20-
An abnormal start operation is detected based on the information read from step 1 in the same manner as in step 105, and in step 181 the presence or absence of the abnormal start operation is determined based on whether FLAG = 1 or not. At the time of the normal start operation of FLAG1 = 0 where the determination is No, fuel is supplied to all the cylinders at step 179, and at the time of the abnormal start operation of FLAG1 = 1 at which the determination is Yes, abnormal start operation information is output to the computer 5 at step 182. Thereafter, the control proceeds to step 175 and thereafter to perform the same engine output reduction control as described above.

The operation of the above control will be described in detail with reference to FIG. When first Figure 9 starting operation in instant t ₁ of the (switching from the N range or P range to the driving range) is performed, abnormal start of the starting operation exceeds 3000RPM the engine speed N _E by puff empty engine If the operation is an operation, the automatic transmission side corresponds to first abnormal start operation detecting means for detecting the presence or absence of an abnormal start operation based on the select operation state of the automatic transmission and the operation state of the engine in FIG. Step 153-154-153-155-156-157-15
8 is executed, and the flag FLAG1 representing the abnormal start operation is set to 1
Is set to This state of FLAG1 = 1 corresponds to step 159-
Continuously from the instantaneous t ₁ until a predetermined time period K has passed by 160-161-162-151-153-155-160 loop is repeated, while the flag FLAG1 is set to 1 representing the abnormal starting operation By executing step 108, 109 or step 111 or step 114 or step 116 or 117 of FIG. 2 corresponding to the automatic transmission control means for controlling the automatic transmission in the direction of reducing the output torque, the clutch pressure reduction control and the gear ratio control are executed. At least one control is performed. On the other hand, at the time of the abnormal start operation, on the engine side, steps 172 and 173 in FIG.
If no failure of one of the elements constituting the first abnormal start operation detecting means or the communication line 21 is detected from the execution of
At the time of control in a direction in which information is coupled to the automatic transmission control means via the communication line 21 to reduce the output torque of the automatic transmission, a torque reduction command (a torque reduction request) is transmitted from the automatic transmission control means via the communication line 21. Signal) Step corresponding to the engine control means for performing the torque reduction control of the engine in response to _Td
By executing 171-172-173-174-175-176, engine output reduction control (cylinder number control) for stopping fuel supply to all cylinders of the engine is performed. Further, when the failure detecting means detects a failure of one of the elements constituting the first abnormal starting operation detecting means or the communication line 21 during the abnormal starting operation (Yes in step 172 or Yes in step 173). A second abnormal start operation detecting means for detecting the presence / absence of an abnormal start operation based on a select operation state of the automatic transmission and an operation state of the engine (provided independently of the first abnormal start operation detection means; Is executed, the flag FLAG1 representing the abnormal start operation is set to 1, and the flag FLAG1 = 1 is output to the engine control means by executing the step 181, and the steps 182-175-176 , The engine output reduction control (cylinder number control) for stopping the supply of fuel to all the cylinders of the engine is performed. During this time, the output torque of the automatic transmission is controlled only by the engine output reduction control indicated by the dotted line in FIG. 9 or by the engine output reduction control and the clutch pressure reduction indicated by the one-dot chain line in FIG. The control is further reduced as compared with the case where the control and the control are performed simultaneously. As a result, a desired reduction amount of the output torque of the automatic transmission is achieved, and a sufficient shock reduction effect can be obtained even during an abnormal start operation. Note abnormal start when the operation is the engine speed N _E by foot release from the accelerator until being a predetermined time period K elapses after performed decreases, flag
FLAG1 is maintained to 1, 3000RPM> N _E> between 2500RPM fuel supply stop of all the cylinders by executing the steps 176, 250
While 0RPM ≧ N _E > 2200RPM, the execution of step 178 is performed to stop the fuel supply to half the cylinders, and the engine output reduction control is performed.
Since the stages are properly used, the appropriate engine output reduction control is performed according to the degree of the abnormal start operation. The N _E ≦ 2200RP further reduces the engine speed N _E
When it becomes M, fuel supply to all cylinders is resumed by executing step 179, so only clutch pressure reduction control and gear ratio control are performed, and the reduced automatic transmission output torque increases quickly. It will turn into.

By the way, in the present invention, a single failure of the control system, that is, a single failure of the sensor on the automatic transmission side of the abnormal start detection system in which two sets of the engine rotation sensor and the inhibitor switch are used, and the computer 5, 14 If any one of the communication function failure and the single failure of the shift control shift solenoids 15a, 15b or the line pressure control duty solenoid 16 as the actuator occurs, the above-described operation is performed during the abnormal start operation. At least one of the engine output reduction control, the clutch transmission torque capacity reduction control, and the gear ratio control, that is, the engine output reduction control, which is the most important control for the abnormal start operation, is necessarily performed. , And actually, in addition to this engine output reduction control,
If the actuator has not failed, that is, the gear ratio control is performed when the shift control shift solenoids 15a and 15b fail, and the clutch transmission torque capacity reduction control is performed when the line pressure control duty solenoid 16 fails. As a result, the select shock at the time of the abnormal start operation can be reduced as desired.

In the above embodiment, the integrated control device for the engine and the automatic transmission has been described. However, the present invention is not limited to this, and it goes without saying that the present invention can be applied to other systems.

(Effect of the Invention) As described above, the integrated control device for an engine and an automatic transmission according to the present invention has a failure (for example, a sensor failure or a communication function failure) of one component of the integrated control system including the engine and the automatic transmission control system. If an abnormal start operation is performed at the time of occurrence, the most important engine output reduction control is always activated as a measure against select shock, so that the select shock during the abnormal start operation can be reduced as desired.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating a power train control system of a vehicle equipped with an engine / automatic transmission integrated control device of the present invention. FIGS. 2 to 6 show control programs of a shift control computer in the example. FIG. 7 is a flowchart showing a control program of the engine control computer in the same example, FIG. 8 is a circuit diagram illustrating a failure diagnosis circuit in the same example, and FIG. 9 is a diagram for explaining the operation of the same example. FIG. DESCRIPTION OF SYMBOLS 1 ... Electronic control fuel injection engine 2 ... Automatic transmission 3 ... Differential gear 4 ... Drive wheels 5 ... Engine control computer (ECCS) 6-1, 6-2 ... Engine rotation sensor 7-1 7-2 Vehicle speed sensor 8 Throttle sensor 9 Intake air amount sensor 10 Torque converter 11 Transmission gear mechanism 14 Transmission control computer (ATCU) 15 Control valves 15a, 15b Shift solenoid 16 for shift control 16 Duty solenoid for line pressure control 19 Select lever 20-1, 20-2 Inhibitor switch 21 Communication line

Claims (1)

(57) [Claims] A first abnormal start operation detecting means for detecting the presence or absence of an abnormal start operation based on a select operation state of the automatic transmission and an operation state of the engine; and a signal from the first abnormal start operation detection means. Input, at the time of abnormal start operation, automatic transmission control means for controlling the automatic transmission in a direction to reduce the output torque of the automatic transmission, and information coupling with the automatic transmission control means via a communication line, And an engine control means for performing torque reduction control of the engine upon receiving a torque reduction command from the automatic transmission control means via the communication line from the automatic transmission control means in a direction of reducing the output torque of the automatic transmission. An integrated control device for a transmission, wherein the second abnormal start operation detecting means for detecting the presence or absence of an abnormal start operation based on a select operation state of the automatic transmission and an operation state of the engine is provided. A fault detecting means is provided independently of the first abnormal start operation detecting means, and a fault detecting means for detecting a failure of one of the elements constituting the first abnormal start operation detecting means or the communication line is provided. When a failure of one of the elements constituting the first abnormal start operation detecting means or the communication line is detected, a signal from the second abnormal start operation detecting means is input to the engine control means. An integrated control device for an engine / automatic transmission, wherein at least operation of engine torque reduction control is ensured.