JP3505983B2 - Control device for automatic transmission in power train - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission in a power train in which an engine and an automatic transmission capable of switching output characteristics with respect to throttle opening are combined.

[0002]

2. Description of the Related Art As an engine, in order to realize both improvement of fuel efficiency and ensuring of driving performance, the engine is operated in lean burn under the operating condition where large power performance is not required to improve fuel efficiency. BACKGROUND ART Engines that are capable of switching output characteristics with respect to throttle opening, such as operating at a stoichiometric air-fuel ratio under operating conditions that require power performance above a predetermined level, are being widely used.

Various other engines are known as the ones capable of switching the output characteristic with respect to the throttle opening. For example, a fuel consumption-oriented cam that makes the intake / exhaust valve opening timing to be fuel consumption-oriented. , There is also one that uses a power-oriented cam that sets the valve opening timing for power performance.

In any case, in an engine capable of switching the output characteristic with respect to the throttle opening, a sudden change in the switching causes a torque step to appear at once, causing a large shock. Therefore, this switching is performed in a smooth manner. It is common practice to configure it as follows. However, even if the engine output characteristic is switched at the same time as the shift of the automatic transmission including the lockup ON / OFF switching of the torque converter, a large shock is likely to occur.

To solve this problem, a technique has been proposed in the prior art, for example, as disclosed in Japanese Patent Laid-Open No. 5-180022, which prohibits switching of engine output characteristics during shifting of the automatic transmission.

[0006]

However, in such a conventional technique, when the shift command of the automatic transmission is commanded while the engine is changing the output characteristic, the engine output characteristic is changed and the automatic transmission is changed. Since gear shifting and gear shifting were performed at the same time, this was not a sufficient shock countermeasure. Figure 10
(A), each solid line (b), switching the instant t ₁ from the stoichiometric air-fuel operation to lean burn operation is started, the second speed to the third speed of the automatic transmission to the instant t ₂ in the switching Shows the change with time in the output torque of the transmission when the gear shift to (1) is started, and the solid line in FIG. 3 (a) is the torque waveform when the gear shift is performed at the shift pressure for theoretical air-fuel consumption operation. The solid line in b) is a torque waveform when the shift is performed with a shift pressure for lean burn operation. In either case, as is clear from the comparison with the torque waveform indicated by the broken line only by switching the engine output characteristics without shifting, Δ
T _1, with [Delta] T ₂ only pull the torque increases, the torque step [Delta] T _1, confirmed that the thud shock [Delta] T ₂ increases.

According to the first aspect of the present invention, the transmission state of the automatic transmission can be changed while the engine is changing the output characteristic by upshifting and downshifting.
It is an object of the present invention to propose a control device for an automatic transmission in a power train, which is capable of avoiding the above problems by prohibiting a suitable time for each vehicle.

A second aspect of the present invention achieves the operation and effect of the first aspect of the invention in a power train which is a combination of an engine and an automatic transmission of a type in which an output characteristic is changed by changing an air-fuel ratio. The purpose is to get.

According to a third aspect of the present invention, there is provided a control device for an automatic transmission, wherein a control target of the automatic transmission is specified to achieve the same effect as the first and second inventions. The purpose is to propose.

According to a fourth aspect of the present invention, a control of an automatic transmission capable of avoiding the inconvenience that the transmission state of the automatic transmission is prevented from being switched indefinitely even though it is unnecessary. The purpose is to propose a device.

According to a fifth aspect of the present invention, the time interval between the end of switching the engine output characteristic and the start of switching the transmission state of the automatic transmission is appropriately set, and the shock interval between the two is made appropriate. The purpose is to

A sixth aspect of the present invention is directed to ensuring that the operational effects of the fourth and fifth aspects are achieved under any engine load demand.

It is an object of a seventh aspect of the present invention to ensure that the operational effects of the fourth and fifth aspects are achieved regardless of the type of shift.

[0014]

For this purpose, a control device for an automatic transmission according to a first aspect of the present invention comprises an engine capable of switching output characteristics with respect to a throttle opening , a vehicle speed and an engine.
In a power train that is coupled with an automatic transmission that selects one of a plurality of shift speeds according to a gin load, a transmission state of an automatic transmission while an engine is switching output characteristics. configured to prohibit the switching, switching of said transmission kinematic state
Of the prohibitions, when prohibiting shifting of the automatic transmission,
Forbidden time when upshifting than when downshifting
Is also set to be long .

A control device for an automatic transmission according to the second invention is
The first aspect of the invention is characterized in that the engine switches the output characteristic by changing the air fuel consumption.

A control device for an automatic transmission according to the third invention is
In the first invention or the second invention, the switching of the transmission state of the automatic transmission includes both switching between the lockup state and the converter state of the torque converter and shifting.

A control device for an automatic transmission according to a fourth aspect of the present invention is
In any one of the first invention to the third invention, it is configured to release the prohibition of switching the transmission state of the automatic transmission when an elapsed time after the engine starts switching the output characteristic reaches a set time. It is characterized by.

A control device for an automatic transmission according to the fifth invention is
In any one of the first to fourth aspects of the invention, the configuration is such that when the elapsed time after the engine has finished switching the output characteristics reaches the set time, the prohibition of switching the transmission state of the automatic transmission is released. It is characterized by.

A control device for an automatic transmission according to the sixth invention is
In the fourth invention or the fifth invention, a set time relating to an elapsed time from when the engine starts switching the output characteristic,
And at least one of the set times relating to the elapsed time after the engine finishes switching the output characteristics, is set in accordance with the required load of the engine.

A control device for an automatic transmission according to the seventh invention is
In any one of the fourth invention to the sixth invention, at least a set time relating to an elapsed time after the engine starts switching the output characteristic and a set time relating to an elapsed time after the engine finishes switching the output characteristic. One side
It is characterized in that it is configured to be determined according to the type of gear shift.

[0021]

According to the first aspect of the present invention, since the transmission state of the automatic transmission is prohibited from being changed while the engine is changing the output characteristic, the automatic transmission is changed while the engine is changing the output characteristic. Even if the transmission state of the engine is instructed to be switched, the engine output characteristic and the transmission state of the automatic transmission are not changed at the same time, and the automatic transmission is changed while the engine is changing the output characteristic. It is possible to avoid the problem of the prior art that when the switching of the power transmission states is instructed, they are simultaneously performed and a great shock is generated. Moreover, of the above prohibition of switching the transmission state,
When prohibiting shifting of the automatic transmission, set the prohibition time.
Upshifts are longer than downshifts
Since the setting is made , shifting is prohibited when switching engine output characteristics
A suitable time for each upshift and downshift
You can just ban.

In the second aspect of the invention, since the engine in the first aspect of the invention switches the output characteristics by changing the air fuel consumption, the engine and automatic transmission of the type in which the output characteristics are switched by changing the air-fuel ratio in particular. In the power train that is combined with the above, the function and effect of the first invention can be achieved.

In the third aspect of the invention, the switching of the transmission state of the automatic transmission includes both the switching between the lockup state and the converter state of the torque converter and the shifting, so that the lockup state of the torque converter is achieved. It is possible to achieve the same effect as the first aspect of the invention with respect to both switching and shifting between the control state and the converter state.

In the fourth aspect of the invention, when the elapsed time from the start of the switching of the output characteristic of the engine reaches the set time, the prohibition of the transmission state of the automatic transmission is released. It is very useful in that it is possible to avoid the inconvenience that it is always executed even though the prohibition of the transmission state switching is unnecessary, and it is possible to expect a fail-safe function.

According to the fifth aspect of the present invention, when the elapsed time after the engine finishes switching the output characteristic reaches the set time, the prohibition of switching the transmission state of the automatic transmission is released. By appropriately setting the time interval between the end of switching and the start of switching of the transmission state of the automatic transmission, the shock interval between the two can be made appropriate.

In the sixth aspect of the invention, the set time relating to the elapsed time after the engine starts switching the output characteristic,
Since at least one of the set time relating to the elapsed time after the engine finishes switching the output characteristic is determined according to the required load of the engine, the operational effects of the fourth invention and the fifth invention are obtained. It can be certainly achieved even in the original.

In the seventh aspect of the invention, the set time relating to the elapsed time after the engine starts switching the output characteristic,
And at least one of the set times relating to the elapsed time after the engine finishes switching the output characteristic is determined according to the type of shift, the operational effects of the fourth invention and the fifth invention can be obtained in any kind of shift. But it can certainly be achieved.

[0028]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 illustrates a power train of a vehicle equipped with a control device for an automatic transmission according to an embodiment of the present invention, together with its control system.
Is an automatic transmission. The engine 1 and the automatic transmission 2 are tandem-coupled via a torque converter housed in a converter housing 3, and the output shaft 4 of the automatic transmission 2 is drive-coupled to a drive wheel via a differential gear device (not shown). , Constitute a vehicle powertrain.

The output of the engine 1 is determined according to the opening degree of the throttle valve 6 which is interlocked with the accelerator pedal 5, and the engine 1 is provided with an air fuel consumption control device 7 to perform a stoichiometric air-fuel ratio operation or a lean combustion operation. It is possible to switch the output characteristic with respect to the opening degree. In order to switch the output characteristics (switch the air-fuel ratio), the engine controller 8 inputs engine operation information such as the engine speed N _e, and a throttle opening sensor for detecting the opening TVO of the throttle valve 6. Input the signal from 9. Based on these input information, the engine controller 8 determines whether to perform the theoretical air-fuel ratio operation in which power performance is emphasized or the lean combustion operation in which fuel economy is emphasized, and supplies a corresponding signal to the air-fuel consumption control device 7. Then, the operating mode of the engine is determined.

The automatic transmission 2 is provided with a control valve 10, the torque converter is locked up by turning on and off the lockup solenoid 11 in the control valve 10, and the shift solenoids 12 and 13 in the control valve 10 are also turned on. O
The gear position shall be determined by the combination of N and OFF. ON and OF of lock-up solenoid 11
ON and OFF of F and shift solenoids 12 and 13
Is determined by the transmission controller 14, and in addition to the signal from the throttle opening sensor 9, a signal from the vehicle speed sensor 15 for detecting the vehicle speed VSP is input to the controller.

While the engine controller 8 is switching between the stoichiometric air-fuel ratio operation and the lean burn operation (switching the output characteristic), the engine output characteristic switching indicating the transition is made by the processing described later. Signal S _F
To the transmission controller 14, and the transmission controller 14 is in the process of switching between the torque converter lockup state and the converter state, or during the transmission state switching such as during gear shifting, The transmission state switching signal S _S indicating this is input to the engine controller 8.

Here, it is the same as before that the engine controller 8 inhibits the output characteristic switching operation of the engine 1 by the air-fuel ratio control device 7 while receiving the transmission state switching signal S _S.

Next, the engine output characteristic switching signal S _F from the engine controller 8 to the transmission controller 14 is sent.
The engine controller 8 produces this signal by executing the program shown in FIG. First step 21
In the above, should the engine 1 start the transition from the lean burn operation to the stoichiometric air-fuel ratio operation based on various operating conditions such as the throttle opening TVO and the engine speed N _e ?
On the contrary, it is determined whether the engine 1 should start the transition from the stoichiometric air-fuel ratio operation to the lean burn operation, that is, whether the engine output characteristic switching should be started.

In the next step 22, it is judged whether or not the switching of the engine output characteristic is started, and if it is not started, the processing in step 21 is repeated. as starts to transmits the engine output characteristic switching signal S _F to the transmission controller 14.

Next, at step 24, the throttle
Opening TVO and engine speed N _eVarious driving conditions such as
Based on the conditions, lean combustion operation of engine 1 to theoretical air-fuel ratio
End of the transition to reverse, or conversely the theoretical air-fuel ratio of engine 1.
At the end of the transition from operation to lean burn operation,
The end of switching the output characteristics is determined. And step
In 22, was the switching of the engine output characteristics completed?
If it is not finished, it is determined in step 24.
By repeating the process, the engine output characteristic switching signal S_FStrange
Continue sending to the speed controller 14
When the force characteristic switching is completed, in step 26, the
Jin output characteristic switching signal S_FTransmission controller 14
End sending to.

Here, the transmission controller 14 executes the control program of FIG. 3 on the basis of the engine output characteristic switching signal S _F to shift gears (here, upshift gearshifting, but the same applies to downshift gearshifting). Is generated or a change in the state of the torque converter is prohibited, and a signal (flag) for prohibiting the switching of the transmission state of the angle and the transmission is generated.

First, at step 31, the above-mentioned engine output characteristic switching signal S _F from the engine controller 8 is read, and at step 32 it is judged that the switching of the engine output characteristic has started at the instant of generation of the signal S _F , and it is started. The signal S _F is repeatedly read in step 31 until it starts, and the control is advanced to step 33 when it is started.
After setting (activating) M _S , the timer TM _S measures the elapsed time from the engine output characteristic switching start instant t _{1 as} shown in FIGS. 6 and 7.

Next, at step 34, the above-mentioned timer TM _S is set to the maximum shifting inhibition time (upshift shifting) TM.
_It is determined whether _SS has been reached. If not, in step 35, the upshift shift inhibition flag FLAG _S is set (ON) to inhibit the shift as described later, and the timer TM _S inhibits the upshift shift. If the maximum time TM _SS has been reached, the upshift shift inhibition flag FLAG _S is reset (OFF) in step 36 to permit the shift as described later.

In step 37, it is judged whether or not the timer TM _S has reached the lockup prohibition maximum time TM _SL after starting the engine output characteristic switching. If not, in step 38, the lockup prohibition flag FLAG is determined.
_{If L} is set (ON), lockup of the torque converter is prohibited as described later, and the timer TM _S reaches the lockup prohibition maximum time TM _SL , in step 39,
Reset lock-up prohibition flag FLAG _L (OF
After that, the lockup of the torque converter is permitted as described later. 6 and 7, the lock-up prohibition maximum time TM _SL is shown as the same length as the upshift shift prohibition maximum time TM _SS , but it goes without saying that they may be different.

At step 40, the engine output characteristic switching signal S _F from the engine controller 8 is read again, and at step 41, it is judged that the switching of the engine output characteristic is completed at the instant when the signal S _F disappears, and until it is completed. 6 is repeated, the control is advanced to step 42 when the engine output characteristic switching is completed, the timer TM _e is set (started) after the engine output characteristic switching is completed, and FIG. As shown in FIG. 7 and the instant t _{2 at} which the engine output characteristic is switched,
The elapsed time from is measured by the timer TM _e .

Next, at step 43, it is judged if the timer TM _e has reached the shift (upshift) delay time TM _eS .
Reset the upshift shift prohibit flag FLAG _S (O
FF), permit the shift as described later, and set the timer T
If M _e has not reached the upshift gearshift delay time TM _eS , the control proceeds to step 45 without operating the upshift gearshift inhibition flag FLAG _S.

In step 45, it is judged whether or not the timer TM _e has reached the lockup delay time TM _eL after the completion of the engine output characteristic switching, and if so, the lockup prohibition flag FLAG _L is reset in step 46. (OFF) to permit lockup of the torque converter as described later, and if the timer TM _e has not reached the lockup delay time TM _eL , the control proceeds to step 47 without operating the lockup prohibition flag FLAG _L. . 6 and 7, the lockup delay time TM _eL is shown as the same length as the upshift shift delay time TM _eS for convenience, but it goes without saying that these may be different.

In step 47, unless the upshift shift inhibition flag FLAG _S is OFF and the lockup inhibition flag FLAG _L is not OFF, that is, unless both upshift shift and lockup are permitted, control is performed in steps 43 to. Then, the program of FIG. 3 is terminated only when both the upshift shift inhibition flag FLAG _S and the lockup inhibition flag FLAG _L are turned off.

As described above, the upshift shift inhibition flag FLAG _S and the lockup inhibition flag FLAG _L are turned on at the engine output characteristic switching start instant t ₁ at steps 35 and 38 as shown in FIGS. Prohibit shifting and lock-up. The engine output characteristic switched after the start timer TM _S is upshift prohibition maximum time in step 34 TM
_At instant t _{4 in} FIGS. 6 and 7 for determining that _SS has been reached, or at step 43 in FIG. 6 and FIG. 7 for determining that the timer TM _e has reached the upshift shift delay time TM _eS after completion of engine output characteristic switching. At step 36 or 44, whichever is earlier than the instant t _3, the upshift shift inhibition flag FLAG _S is reset (OFF) to permit the upshift shift. Regarding the lock-up permission, at step 37, it is determined that the timer TM _S has reached the lock-up prohibition maximum time TM _SL after the engine output characteristic switching is started at the instant t _{4 in} FIG. 6 and FIG. After completion of switching output characteristics Timer TM _e
6 determines that the lockup delay time TM _eL has been reached.
And the instant t _{3 in} FIG. 7 whichever is earlier, step 39
Alternatively, at 46, the lockup prohibition flag FLAG _L is reset (OFF) to permit lockup of the torque converter.

The transmission controller 14 shown in FIG. 1 further executes the programs shown in FIGS. 4 and 5 based on the ON / OFF states of the upshift shift inhibition flag FLAG _S and the lockup inhibition flag FLAG _L determined as described above. This is executed to perform shift control and lockup control. First, the shift control of FIG. 4 will be described. In step 51, the vehicle speed VSP is read from the sensor 15 and the throttle opening TVO is read from the sensor 9. Then step 52
At, the next gear position is determined from the vehicle speed VSP and the throttle opening TVO based on the scheduled shift schedule (shift pattern).

In step 53, the currently selected gear position
And the next gear position, if they match
Control is returned to step 51 because no gear change is required, and both do not
If yes, it means that gear shifting is necessary and the control advances to step 54. This
In step 54 of, the currently selected gear position and the next gear are selected.
Depending on the size comparison with the position, upshift or downshift
In step 55, it is determined whether the shift is a gear shift.
Transmission state indicating that gear shifting is in progress, including changes in data
Switching signal S_SIs the engine controller 8 as shown in FIG.
It is determined whether or not it is transmitted to
The upshift shift inhibition flag FLA described above with reference to FIG.
G _SIt is determined whether is ON or OFF.

If it is determined in step 54 that the shift is a downshift, the present embodiment does not prohibit the gear shift that the present invention aims at, that is, does not prohibit the gear shift while the engine output characteristic is being changed, and therefore the control is performed in step 57. Then, the shift control is executed in step 58 with the instant as the starting point of the shift timing chart in order to start the shift control. Even if it is determined in step 54 that the upshift is being performed, if it is determined in step 55 that the transmission state switching signal S _S is transmitted, the switching of the engine output characteristic is prohibited by the signal S _S as described above. Since there is no problem in switching the transmission state of the automatic transmission,
The shift control in step 58 is executed.

If it is determined at step 54 that the upshift is a gearshift, at step 55 it is determined that the transmission state switching signal S _S is not transmitted, and at step 56 that the upshift gearshift inhibition flag FLAG _S is not ON, the step is The shift control at 57 and 58 is executed to permit the shift. If it is determined in step 56 that the upshift shift inhibition flag FLAG _S is ON, the control is returned to step 51 to inhibit the shift in steps 57 and 58.

As described above, the upshift shift inhibition flag FLAG _{S is set} at the time of switching from the stoichiometric air-fuel ratio operation to the lean burn operation shown in FIG. 6 and at the time of switching from the lean burn operation to the stoichiometric air fuel ratio operation shown in FIG. As is apparent from the rising edge of, the upshift shift inhibition is commanded at the output characteristic switching start instant t ₁ to inhibit the shift. As is clear from the disappearance of the upshift shift inhibition flag FLAG _S , the instant t _{4 at which the} upshift shift inhibition maximum time TM _SS elapses from the output characteristic switching start instant t ₁ or the engine output characteristic switching termination instant t 1. (6 and 7, the latter instant t ₃₎ of any earlier instant instant t _{3 when 2} from the upshift delay time TM _eS passes the inhibition of the upshift is canceled, the transmission output torque waveform As is clear from the above, the shift is started.

Therefore, during switching of engine output characteristics, t ₁
Be made a determination in ~t ₂ and should start upshift, without this shift is made during the switching of the engine output characteristics, prevent large shock as described above per 10 occurs can do. It should be noted that the upshift maximum shift inhibition maximum time TM _SS is set to a long one for fail-safe use, or the engine output characteristics are being switched slowly, so there is no shock problem even if a shift is performed at the same time. In this case, the length is determined so that the prohibition of the upshift shift is released even during the switching. Maximum time for prohibiting upshifting TM _SS
By setting in this way, it is possible to avoid the inconvenience that the upshift is prohibited forever even though it is unnecessary. Also, the upshift gearshift delay time TM
_{As for eS} , this determines the time interval between the switching of engine output characteristics and the upshift gearshift, so it is possible to arbitrarily set the time interval of the shock occurrence associated with these so that the occupant does not feel uncomfortable. it can.

Next, the lockup control of the torque converter performed by the transmission controller 14 (see FIG. 1) will be described with reference to FIG.
Will be described. First, in step 61, the sensor 1
The vehicle speed VSP is read from 5 and the throttle opening TVO is read from the sensor 9. Next, at step 62, the next lockup state is determined from the vehicle speed VSP and the throttle opening TVO based on the planned shift schedule (region map).

In step 63, the current lockup state and the next lockup state are compared. If they match, it is determined that the torque converter state need not be changed, and control is returned to step 61. If so, the control advances to step 64 because it is necessary to change the state of the torque converter. In this step 64, it is determined whether or not the current lockup state is the converter state and the next lockup state is the lockup state, that is, the transmission state of the torque converter is changed from the converter state to the lockup state. In step 65, it is determined whether or not the transmission state switching signal S _S indicating that the gear change is in progress including the state change of the torque converter is transmitted to the engine controller 8 as shown in FIG. In step 66, it is determined whether the lock-up prohibition flag FLAG _L described above with reference to FIG. 3 is ON or OFF.

Except when it is determined in step 64 that the transmission state of the torque converter is being changed from the converter state to the lockup state, lockup inhibition intended by the present invention, that is, lockup inhibition during engine output characteristic switching is performed. Since it is not performed, the control proceeds to step 67, and the instant is set as the starting point of the lockup timer to start the lockup control, and the lockup control in step 68 is executed. Even if it is determined in step 64 that the state is changed from the converter state to the lockup state, if it is determined in step 65 that the transmission state switching signal S _S is transmitted, this signal S _S indicates the engine output characteristic as described above. Since switching is prohibited and switching of the transmission state of the automatic transmission does not pose a problem, the shift control in step 68 is executed.

In step 64, it is determined that the state has changed from the converter state to the lockup state, in step 65 it is determined that the transmission state switching signal S _S has not been transmitted, and in step 66 the lockup prohibition flag FLAG _L is not ON. When it is determined that the lockup control is executed in steps 67 and 68, the lockup is permitted. Then, in step 66, the lockup prohibition flag FLAG _L
When it is determined that is ON, the control is returned to step 61 to prohibit the lockup in steps 67 and 68.

As described above, the lockup prohibition flag FLAG _L is set when the stoichiometric air-fuel ratio operation shown in FIG. 6 is switched to the lean burn operation, and also when the lean burn operation is switched to the stoichiometric air-fuel ratio operation. As is apparent from the rising edge, the lock-up prohibition command is issued at the instant t _{1 at} which the output characteristic switching is started, and the transition to the lock-up state is prohibited. Then, as is apparent from the disappearance of the lock-up prohibition flag FLAG _L , the instant t _{4 at which the} lock-up prohibition maximum time TM _SL elapses from the instant t _{1 at which the} output characteristic switching is started.
Alternatively, the instant t ₃ at which the lockup delay time TM _eL elapses from the instant t _{2 at which} the engine output characteristic switching is completed, whichever is earlier (in FIG. 6 and FIG. 7, the latter instant t ₃ ).
Then, the prohibition of lockup is released, and the transition of the torque converter from the converter state to the lockup state is started.

Therefore, during switching of the engine output characteristics, t ₁
Even if the determination on the need for a torque converter from the converter state to the lock-up state made in ~t _2, without the transition to the lockup state is made during the switching of the engine output characteristics, the aforementioned reference to Figure 10 It is possible to prevent such a large shock from occurring.
Note that the maximum lock-up prohibition time TM _SL is set long for fail-safe, or because the engine output characteristics are being switched slowly, even if a shift to the lock-up state is made at the same time, a shock will occur. If no problem occurs, the length is determined so that the lock-up prohibition is released even during the switching. By setting the lock-up prohibition maximum time TM _SL in this way, it is possible to avoid the inconvenience that lock-up of the torque converter is prohibited forever even though it is unnecessary. Regarding the lock-up delay time TM _eL , this determines the time interval between the switching of the engine output characteristics and the transition to the lock-up state. Therefore, the shock occurrence time interval accompanying these causes the occupant to feel uncomfortable. Can be arbitrarily determined not to be given.

In the embodiment described above,
Maximum shift prohibition time TM_SS, Lockup prohibition longest time
Between TM_SL, Upshift gearshift delay time TM_eS, And b
Backup delay time TM_eLAre described as fixed values
However, these are the throttle opening TVO and the type of shift.
(Automatic upshift, downshift shift,
Select downshift gearshift etc.)
Good. An embodiment in this case is shown in FIGS.
FIG. 8 is a shift prohibit flag FLAG corresponding to FIG._SAnd
Lockup prohibition flag FLAG_LSetting program
Then, FIG. 9 shows the maximum time TM for which the upshift is prohibited._SS, B
Maximum time for prohibition TM_SL, Upshift gearshift delay
Time TM_eS, And lockup delay time TM _eLchange of
It is a characteristic diagram.

In FIG. 8, first, at step 71, the above-mentioned engine output characteristic switching signal S _F from the engine controller 8 is read, and at step 72, the signal S concerned.
_It is determined that the switching of the engine output characteristics has started at the moment when _F is generated, and the start is detected until step 7
The reading of the signal S _F in 1 is repeated. Step 7
When it is determined in 2 that the engine output characteristic switching is started, it is determined in step 73 whether or not the upshift gear shift or the shift to the lockup state is necessary based on the vehicle speed VSP, the throttle opening TVO, etc. At step 74, the upshift shift inhibition maximum time TM _SS and the lockup inhibition maximum time TM _SL are read from FIG. 9 (a).

Then, in step 75, the timer TM _S is set (started) after the engine output characteristic switching is started, and the elapsed time from the engine output characteristic switching start instant t ₁ is counted by the timer as shown in FIGS. 6 and 7. Measure with TM _S. In step 76, the above timer TM
_It is determined whether _S has reached the upshift shift inhibition maximum time TM _SS , and whether the timer TM _S has reached the lockup inhibition maximum time TM _SL . If the timer TM _S has not reached TM _SS and TM _SL , the upshift shift inhibition flag FLAG _S is set (ON) in step 77 to inhibit the shift as described above, and the lockup inhibition flag FLAG _L is set. Set (O
N), and lockup of the torque converter is prohibited as described above.

[0060] Thus if the timer TM _S reaches the up-shift prohibition longest time TM _SS, or, timer TM _S
When the lockup prohibition maximum time TM _SL is reached, the upshift shift prohibition flag FLAG _S is reset (OFF) in step 78 to permit the shift as described above, or the lockup prohibition flag FLAG _L is reset ( OFF) to permit lockup of the torque converter as described above.

In step 79, the engine controller
The engine output characteristic switching signal S from 8_FRead again
The signal S in step 80._FHas an instant of disappearance
It is judged that the switching of the engine output characteristics has finished,
Until the switching is completed, steps 76 to 79 are performed.
The above process is repeated. Switching of engine output characteristics is completed
If so, the control proceeds to step 81, and is shown in FIG.
Upshift gearshift delay time TM_eSAnd lock up
Delay time TM _eLRead. Then in step 82
After switching engine output characteristics, timer TM_eSet
(Start up), and press the engine as shown in Figs. 6 and 7.
Instantaneous switching end time t₂Timer elapsed time from
TM_eMeasure with.

[0062] Further, in step 83, whether or not the timer TM _e reaches the upshift delay time TM _eS, The timer TM _e lockup delay time TM
Determine whether _eL has been reached. Timer TM _e is TM _eS ,
If TM _eL has not been reached, in step 84, the upshift shift inhibition flag FLAG _S is set (ON) to inhibit the shift as described above, and the lockup inhibition flag FLAG _L is set (ON), As mentioned above, lockup of the torque converter is prohibited.

When the timer TM _e reaches the upshift shift delay time TM _eS or the timer TM _e reaches the lockup delay time TM _eL , the upshift shift inhibition flag FLAG _S is reset (OF) at step 85.
F) to permit the shift as described above or reset (OFF) the lockup prohibition flag FLAG _L.
Then, the lockup of the torque converter is permitted as described above.

In step 86, unless the upshift gearshift inhibition flag FLAG _S is OFF and the lockup inhibition flag FLAG _L is not OFF, that is, unless both upshift gearshift and lockup are permitted, the control is performed in steps 83 to. Returning to 85, the program of FIG. 8 is terminated only when both the upshift shift inhibition flag FLAG _S and the lockup inhibition flag FLAG _L are turned off.

As described above, also in the present embodiment, the upshift shift inhibition flag FLAG _S and the lockup inhibition flag FLAG _L are set to the step 7 at the engine output characteristic switching start instant t ₁ as shown in FIGS. 6 and 7.
It is turned on at 7 and 84 to inhibit upshifting and lockup. Then, at step 76, it is determined that the timer TM _S has reached the upshift shift inhibition maximum time TM _SS or the lockup inhibition maximum time TM _SL after starting the engine output characteristic switching, or the instant t _{4 in} FIG. 6 and FIG. 7, or step After the engine output characteristic switching is completed at 83, the timer TM _e sets the upshift gearshift delay time T.
At step 78 or 85, the upshift gear shift inhibition flag F is detected at the earlier instant of the instant t ₃ of FIGS. 6 and 7 which determines that _Mes or the lockup delay time _TMeL has been reached.
LAG _S is reset (OFF) to permit upshifting, and lockup prohibition flag FLAG _L is reset (OFF) to permit lockup of the torque converter.

Therefore, it is possible to achieve the same effect as that of the above-described embodiment, but in addition, according to the present embodiment, as shown in FIGS. 9 (a) and 9 (b), the upshift shift inhibition is prohibited. Since the maximum time TM _SS , the lock-up prohibition maximum time TM _SL , the upshift shift delay time TM _eS , and the lock-up delay time TM _eL are changed according to the throttle opening TVO, any throttle opening TVO can be set. Even with this, the action and effect can be secured.

In both of the above-described embodiments, the configuration in which only the upshift gear shift and the shift to the lockup state are delayed while the engine output characteristics are switched has been described. However, conversely, the downshift gear shift and the converter state are changed. By delaying the transition as well, it is possible to ensure that no change in the transmission state of the automatic transmission takes place during the switching of the engine output characteristics. In this case, the maximum downshift shift inhibition time TM _SD corresponding to the maximum upshift shift inhibition time TM _SS and the maximum lockup inhibition maximum time TM
_The maximum lock-up release prohibition time TM _So corresponding to _SL is set as shown in FIG.
Is preferably changed in accordance with the above, and the downshift gearshift delay time T corresponding to the upshift gearshift delay time TM _eS.
The lock-up release delay time TM _eo corresponding to M _eD and the lock-up delay time TM _eL are respectively shown in FIG. 9B.
It is preferable to change it according to the throttle opening TVO as shown in FIG. However, in any case, as shown in FIG.
The maximum downshift time TM _SD is up
The maximum shift prohibition time TM _SS is set shorter than the lock
Lock-up prohibition longest time TM _So lock-up prohibition longest time
_Shorter than TM _SL , and as shown in FIG. 9 (b),
The downshift shift delay time TM _eD is the upshift shift delay
_Shorter than _total time TM _eS , lock-up release delay time
TM _eo should be shorter than the lockup delay time TM _eL .

[0068] In this case, the prohibition did not shown up-shift the longest time TM _SS, downshift prohibition longest time TM _SD, lock-up prohibition longest time TM _SL, the lock-up release prohibition longest time TM _So, upshift delay Time TM _eS , downshift speed change delay time TM _eD , lockup delay time TM _eL , and lockup release delay time T
Each M _eo is not only the throttle opening TVO, the type of transmission (or auto upshift, and depression downshift, including a select downshift) to determined depending
You can also do it.

[Brief description of drawings]

FIG. 1 is a schematic system diagram showing a vehicle power train including a control device for an automatic transmission according to an embodiment of the present invention together with its control system.

FIG. 2 is a flowchart showing a program for the engine controller in the embodiment to generate an engine output characteristic switching signal.

FIG. 3 is a flowchart showing a program for the transmission controller in the embodiment to determine a shift inhibition flag and a lockup inhibition flag.

FIG. 4 is a flowchart showing a shift control program executed by a transmission controller according to the same embodiment.

FIG. 5 is a flowchart showing a lock-up control program executed by the transmission controller in the same embodiment.

FIG. 6 is a time chart showing a transmission state switching operation of the automatic transmission when the engine shifts from a theoretical air fuel consumption operation to a lean burn operation in the same embodiment.

FIG. 7 is a time chart showing a transmission state switching operation of the automatic transmission when the engine shifts from lean burn operation to theoretical air fuel consumption operation in the same embodiment.

FIG. 8 is a flowchart similar to FIG. 3, showing a program for determining a shift prohibition flag and a lockup prohibition flag, which is executed by a transmission controller in another embodiment of the present invention.

9A is a change characteristic diagram of a timer setting time of a timer after starting engine output characteristic switching, and FIG. 9B is a change characteristic diagram of a timer setting time of a timer after ending engine output characteristic switching.

FIG. 10 is a time chart showing a time-series change in transmission output torque during a transition from a stoichiometric air-fuel ratio operation to a lean-burn operation, comparing a case where there is a shift during the transition and a case where there is no shift. In the chart, (a) is a time chart when the shift pressure is a high shift pressure for stoichiometric air-fuel ratio operation,
(B) is a time chart when the shift pressure is a low shift pressure for lean burn operation.

[Explanation of symbols]

1 Output characteristic variable engine 2 automatic transmission 3 converter housing 4 Transmission output shaft 5 accelerator pedal 6 Throttle valve 7 Air-fuel ratio control device 8 engine controller 9 Throttle opening sensor 10 control valve 11 Lockup solenoid 12 shift solenoid 13 shift solenoid 14 Transmission controller 15 vehicle speed sensor

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI F02D 29/00 F02D 29/00 H 41/04 305 41/04 305G F16H 61/16 F16H 61/16 // F16H 59:50 59 : 50 (72) Inventor Hiromasa Sakai 2 Takaracho, Kanagawa-ku, Yokohama, Kanagawa Nissan Motor Co., Ltd. (56) Reference JP-A-6-249012 (JP, A) JP-A-5-104990 (JP, A) ) JP-A-62-241738 (JP, A) JP-A-2-163565 (JP, A) JP-A-8-210495 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60K 41/06 B60K 41/28 F02D 29/00 F02D 41/04 305 F16H 61/16

Claims (7)

(57) [Claims] 1. An engine capable of switching an output characteristic with respect to a throttle opening and a vehicle speed and an engine load depending on the engine load.
In the power train comprising a coupling between an automatic transmission for selecting one of a plurality gear stage, configured to prohibit while the engine is in switching of the output characteristics, the switching of the transmission state of the automatic transmission, the Prohibition of shifting of automatic transmission among prohibitions of transmission switching
In the case of the
A control device for an automatic transmission in a power train, which is set to have a length longer than that during a downshift . 2. A control device for an automatic transmission in a power train according to claim 1, wherein the engine switches output characteristics by changing air fuel consumption. 3. The power according to claim 1, wherein the switching of the transmission state of the automatic transmission includes both switching between the lockup state and the converter state of the torque converter and shifting. Control device for automatic transmission in the train. 4. The prohibition of switching the transmission state of the automatic transmission is released when the elapsed time after the engine starts switching the output characteristic reaches a set time according to any one of claims 1 to 3. A control device for an automatic transmission in a power train, which is configured to: 5. The automatic transmission according to claim 1, wherein the prohibition of switching the transmission state of the automatic transmission is released when the elapsed time after the engine finishes switching the output characteristic reaches a set time. A control device for an automatic transmission in a power train, which is configured to: 6. The method according to claim 4, wherein at least a set time regarding an elapsed time after the engine starts switching the output characteristic and a set time regarding an elapsed time after the engine finishes switching the output characteristic. One side
A control device for an automatic transmission in a power train, wherein the control device is configured to be determined according to a required load of an engine. 7. The set time according to any one of claims 4 to 6, which is related to an elapsed time after the engine starts switching the output characteristic, and an elapsed time after the engine finishes switching the output characteristic. A control device for an automatic transmission in a power train, characterized in that at least one of the set times relating to the above is configured to be determined according to the type of shift.