JPH01294922A - Engine control device for vehicle with automatic speed change gear - Google Patents

Abstract

PURPOSE:To relax the speed change shock of an automatic speed change gear and to prevent worsening of running property of a vehicle, by a method wherein the more the running speed of a vehicle is lower, the more an amount of correction on a reference control amount of an engine is decreased. CONSTITUTION:An engine B and an automatic speed change gear C are mounted to a vehicle A. In this case, the running speed of the vehicle A is detected by a means D. An amount of correction on a reference control amount of one object B' to be controlled, by which an engine B output is changed, is served for relaxation of a speed change shock occasioned by the speed change motion of the automatic speed change gear C, and the correction amount is set by a means E so that the more the detected running speed of a vehicle is lower, the more the correction amount is decreased. Based on the set correction amount, a reference correction amount is corrected, and according to the corrected reference control amount, the object B' to be controlled is controlled by a means F. This constitution prevents worsening of running property of the vehicle A and the occurrence of an engine stall.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention relates to an automatic transmission that performs control to change the output of an engine in order to alleviate the shift shock that accompanies a shift operation in an automatic transmission installed in a vehicle. The present invention relates to an engine control device for a motorized vehicle.

(Prior Art) An automatic transmission installed in an automobile is constructed by combining a torque converter consisting of a pump impeller, a turbine runner, a stator, etc., and a multi-stage gear type transmission mechanism connected to a turbine launch of the torque converter. It is widely used. In such an automatic transmission,
Usually, a hydraulic control device whose main component is a hydraulic circuit section is attached, and this hydraulic control device switches the engagement state of hydraulically operated frictional engagement elements such as clutches and brakes in the transmission mechanism. A gear shifting operation is performed.

When a gear change operation is performed in an automatic transmission, although the vehicle speed hardly changes due to the inertia of the vehicle, the engine speed changes rapidly depending on the change in the gear ratio in the automatic transmission. A sudden torque fluctuation occurs in the output shaft of an automatic transmission, and the sudden torque fluctuation in the output shaft causes a sudden change in the acceleration of the vehicle body, which is a so-called shift shock. As a measure to alleviate such shift shock, for example, it is possible to control the hydraulic pressure supplied to the frictional engagement elements so that the frictional engagement elements in the transmission mechanism are smoothly released and engaged. However, if this is done, the period in which the frictional engagement elements are kept in a sliding state becomes longer, and there is a risk that the frictional engagement elements may seize or become more abrasive. occurs.

Therefore, for example, as shown in Japanese Patent Application Laid-open No. 61-104128, when a gear shifting operation is performed in an automatic transmission, control is performed to reduce the engine output for a predetermined period to alleviate the gear shifting shock. Proposed. In the proposed shift shock mitigation control, when one of the control targets that changes the engine output, for example, the ignition timing, is selected, the ignition timing is controlled to change the shift shock. Is it on the later side than the standard ignition timing corresponding to the standard control amount to alleviate it? A correction amount (hereinafter referred to as the shift correction amount) for the reference control amount to be changed is set, and the ignition system is activated at a timing corresponding to the effective ignition advance value that is set using the shift correction amount. SeL7 is recognized.

(Problem to be Solved by the Invention) However, as described above, in a vehicle equipped with an engine that performs shift shock mitigation control, when the traveling speed is relatively low, when it is relatively high, Since the inertia of the vehicle is small compared to the vehicle, changes in engine output due to shift shock mitigation control tend to have a negative effect on driving performance, especially when the brake pedal is depressed suddenly when driving at low speeds. When the vehicle is in a braking state, there is a problem in that if shift shock mitigation control is performed and the engine output is reduced, engine stall is likely to occur.

In view of the above, the present invention is designed to perform a shift shock mitigation control that changes the output of the engine in order to alleviate the shift shock that accompanies the shift operation in an automatic transmission. An object of the present invention is to provide an engine control device for a vehicle with an automatic transmission, which can avoid a situation in which the running performance of the vehicle deteriorates due to shift shock mitigation control being performed when the transmission shock is low.

(Means for Solving the Problems) In order to achieve the above-mentioned object, an engine control device for a vehicle with an automatic transmission according to the present invention is provided, as the basic configuration is shown in FIG. Mitigating shift shock associated with shift operation in an automatic transmission regarding a reference control amount for one of a control target that changes the output of an engine mounted on a vehicle and a travel speed detection means that detects the travel speed. a correction amount setting means for setting a correction amount for the correction amount setting means; and a control means for correcting the reference control amount by the correction amount set by the correction amount setting means and controlling the controlled object using the corrected reference control amount. ,
The correction amount setting means sets the correction amount to be smaller as the traveling speed detected by the traveling speed detecting means is lower.

(Function) In the engine control device for a vehicle with an automatic transmission according to the present invention having the above-described configuration, the lower the traveling speed of the vehicle, the more the shift shock accompanying the shift operation in the automatic transmission is alleviated. When a shift operation is performed when the vehicle is in a low-speed driving state in which changes in engine output are likely to have a negative effect on driving performance due to the small correction amount for the standard control amount. In this case, the change in engine output is smaller than when the gear change operation is performed at high speeds, so a situation where the vehicle's running performance deteriorates is avoided, and furthermore, even when the vehicle is running at low speeds, Even when a gear shift operation is performed when the vehicle is in a braking state, engine stall is reliably prevented from occurring.

(Example) Embodiments of the present invention will be described below with reference to the drawings.

FIG. 2 shows an example of the engine control device for a vehicle with an automatic transmission according to the present invention, and shows an engine and an automatic transmission installed in a front engine/front drive vehicle to which the device is applied.

In FIG. 2, the engine 1 has four cylinders 2, and air-fuel mixture is supplied to each cylinder 2 through an intake passage 4 in which a throttle valve 3 is disposed. The air-fuel mixture supplied into the cylinder 2 is supplied to the spark plug 5.
Day distribution taro.

By the operation of the ignition system comprising the ignition coil section 73, ignition control section 8, etc., combustion is caused in each cylinder 2 in a predetermined order, and the resulting exhaust gas is discharged into the exhaust passage 9. The combustion of the air-fuel mixture causes the crankshaft 1a (FIG. 3), which is the output shaft of the engine 1, to rotate, and the torque generated by the engine 1 obtained from the crankshaft 1a is transmitted to the automatic transmission 10. ．． Differential gear unit h11. The power is transmitted to the front wheels 13 via a power transmission path formed by the axle 12 and the like.

The automatic transmission 10 includes a torque converter 14 and a multi-gear type transmission mechanism 20, as shown in FIG. A hydraulic circuit section 30, such as the one shown in FIG.

As shown in FIG. 3, the torque converter 14 consists of a pump impeller 14a, a turbine runner 14b, a stator 14c, and a case 21.
An oil pump 15 is connected to the crankshaft 1a, which is the output shaft of the engine 1 to which a is connected, via a pump drive shaft 16.
are connected. The turbine runner 14b is connected to a transmission mechanism 20 via a hollow turbine shaft 17, and is connected to a crankshaft 1a via a lock-up clutch 22.
A one-way clutch 19 is interposed between the stator 14c and the case 21, so that the stator 14c rotates in the same direction as the pump impeller 14a and the turbine runner 14b.

The transmission mechanism 20 includes a planetary gear unit 24 for obtaining four forward speeds and one reverse speed. The planetary gear unit 24 includes a small diameter sun gear 25° and a large diameter sun gear 26.
Long pinion gear 27. short pinion gear 28,
A ring gear 29 is also included. A forward clutch 31 for forward running and a coasting clutch 33 are arranged in parallel between the small diameter sun gear 25 and the turbine shaft I7.
A one-way clutch 32 is interposed between the clutch 1 and the clutch 1. A reverse clutch 35 for backward running is provided between the large-diameter sun gear 26 and the turbine shaft 17, and a 2-4 brake 36 is provided. A 3-4 clutch 38 is provided. The long pinion gear 27 is connected to a transmission case 42 via a carrier 39 and a one-way clutch 41.
2 is adapted to be engaged and disengaged by a low reverse brake 44. The ring gear 29 is connected to the output shaft 4.
5 to the output gear 47, and the output shaft 4
The torque obtained at 5 is transmitted to the differential gear unit 11 via an idler (not shown) or the like.

In the multi-stage gear type transmission mechanism 20 having such a configuration, the forward clutch 31. Coasting clutch 33. Reverse clutch 35, 2-4 brake 36.3
-P range (parking range) by selectively operating the 4 clutch 38 and low reverse brake 44, respectively.

R range (reverse range) 5 N range (neutral range), F range (forward range) D
It is possible to obtain each range (drive range), 2 range, and lunge, and each gear stage of 1st to 4th speeds in the F range. The operating relationships of the clutches 31, 33, 38 and 35, and the brakes 36 and 44 to obtain each range and gear, and the operating state of the one-way clutches 32 and 41 when each range and gear are obtained. , shown in Table 1.

Table 1 (O indicates the engaged state, △ indicates that it is operating but is not involved in power transmission.) With the operating relationship shown in Table 1, each clutch 31, 33.
8 and 35 and the brakes 36 and 44 are generated in the hydraulic circuit section 30.

Engine 1 and automatic transmission @l having the configuration as described above
In order to control the operation of the engine, an engine control unit) 100
and a transmission control unit 200.

The engine control unit 100 receives detection signals Sn and Sc that detect the engine rotation speed and crank angle obtained from a rotation speed sensor 51 and a crank angle sensor 52 provided in the distributor.

Detection signals Sw and Sk indicating the cooling water temperature Tw and knocking intensity of the engine 1 obtained from the water temperature sensor 53 and knocking sensor 54 provided in the engine block 1b, and the throttle opening sensor 55 arranged in relation to the throttle valve 3 Detection signal St obtained from the intake passage 4, detection signal Sb obtained from the intake negative pressure sensor 56 disposed downstream of the throttle valve 3, and vehicle speed sensor 5.
The detection signal Sv obtained from the engine 8 and the detection signal Sr obtained from the brake sensor 61 that detects that the brake pedal is depressed are supplied to the engine 1.
Other detection signals Sx required for control are also supplied.

Based on these various detection signals and the shift retard pulse signal Pj supplied from the transmission control unit 200, the engine control unit 100 sets an effective ignition advance value θ that determines the ignition timing, and adjusts the effective ignition timing. An ignition timing control signal Cq is formed with a timing corresponding to the advance value θ, and is supplied to the ignition control section 8. As a result, the ignition coil section 7
A secondary side high voltage pulse is obtained at a time corresponding to the ignition timing control signal Cq, and is supplied to the spark plug 5 via the distributor.

The transmission control unit 200 includes detection signals Sw and SL obtained from the water temperature sensor 53 and throttle opening sensor 55, a detection signal Su obtained from the turbine rotation speed sensor 57, a detection signal Sv obtained from the vehicle speed sensor 58, A detection signal Ss corresponding to the range position of the shift lever obtained from the shift position sensor 59 is supplied, and other detection signals Sy necessary for controlling the automatic transmission IO are supplied.
will also be supplied. Based on these various detection signals, the transmission control unit 200 generates drive pulse signals Ca, Cb,
Cc and Cd, and connect them to various clutches 31, 33, 38 and 35 built into the transmission mechanism 20, and
By selectively supplying the hydraulic pressure supplied to the brakes 36 and 44 to the pressure regulating solenoid valves 61, 62, 63 and 64, respectively, the automatic transmission 10 is controlled to change gears, and a drive pulse signal Ce is formed. , it is connected to the lock-up clutch 22 built into the hydraulic circuit section 30.
Automatic transmission 1
Performs lock-up control at 0. By doing this, various clutches 31, 33, 38 and 35
, and the brakes 36 and 44 are selectively engaged or released as shown in Table 1, the desired shift range and gear position are obtained, and the lock-up clutch 22 is selectively engaged. Or be released.

When such speed change control is performed, the transmission control unit 200 takes the throttle opening Th on the vertical axis and the vehicle speed ■ on the horizontal axis, which are mapped and stored in the built-in memory. Shift lines a, b, c, d, e and f in the shift pattern as shown in FIG.
The throttle opening Th at which the detection signal St is detected and the vehicle speed V at which the detection signal SV is detected are compared to determine whether the upshift condition or the downshift condition is satisfied. Note that the shift line a shown in FIG.
b and C are respectively from 1st gear to 2nd gear and from 2nd gear to 3rd gear;
This relates to upshifting from 3rd gear to 4th gear, and the shift lines d, e, and f are related to upshifting from 2nd gear to 1st gear and 3rd gear, respectively.
This relates to downshifting from speed to second speed and from fourth speed to third speed.

In the shift control by the transmission control unit 200, among the shift conditions for performing a shift operation in the automatic transmission 10, other shift down conditions other than the shift down condition from 4th gear to 3rd gear, i.e., automatic transmission 10
The torque fluctuation of the output shaft 45 in , which is a combination of the torque fluctuation accompanying the change in the gear ratio and the torque fluctuation accompanying the change in the output of the engine 1, may cause a relatively large speed change shock. A downshift condition (hereinafter referred to as a normal shift down condition) is satisfied, and the engine 1 meets a predetermined condition, for example, the throttle opening Th at which the detection signal St is detected is such that the throttle valve 3 is opened by about 178 degrees. Conditions (hereinafter referred to as specific operating conditions) such that the engine 1 cooling water temperature Tw at which the condition is detected as a hailstorm is equal to or higher than the detection signal Sw, and the cooling water temperature Tw of the engine 1 at which the detection signal Sw is detected is, for example, a value TW of 70°C or higher. If the above conditions are satisfied, a delay of, for example, 100 m5ec is determined taking into account that there will be a delay in the supply of hydraulic pressure to the frictional engagement elements in the transmission mechanism 20 from the time when the normal shift down condition is established.
When a period Ta has elapsed and no other shift condition other than the normal downshift condition is satisfied within the period Ta, a shift retard pulse signal Pj is supplied to the engine control unit 100. .

In addition, the period T starts from the time when the normal shift down condition is established.
If another shift condition is satisfied before the period a has elapsed, the shift retard pulse signal Pj is not supplied to the engine control unit 100 even after the period Ta has elapsed, and the period Ta has elapsed.
If a new normal shift down condition is established before the normal shift down condition is established, when the period Ta has elapsed from the time when the normal shift down condition was established, the shift retard pulse signal Pj
is supplied to the engine control unit 100.

On the other hand, in controlling the ignition timing by the engine control unit 100, the basic ignition advance value θB is set based on the engine rotational speed at which the detection signal Sn occurs and the intake negative pressure at which the detection signal sb occurs. However, when the vehicle speed ■ at which the detection signal Sv occurs is less than the value ■1, which is, for example, 15 kn+/h, and
The vehicle speed ■ at which the detection signal SV occurs is greater than the value ■1 and less than the value ■2, which is, for example, 60 km/h, and
When the shift retard pulse signal Pj is supplied from the transmission control unit 200 while the detection signal Sr is in a state other than the braking state caused by the brake pedal being depressed, the automatic transmission In order to alleviate the shift shock caused by the shift operation in step 10, a shift correction value θA is set for the basic ignition advance value θB to correct the ignition timing to be later than the reference ignition timing corresponding to the basic ignition advance value θB. Furthermore, when the knocking intensity detected by the detection signal Sk is equal to or higher than a predetermined value, a basic ignition timing control is performed to correct the ignition timing to be later than the reference ignition timing corresponding to the basic ignition advance value θB in order to suppress knocking. Knocking correction value θK for ignition advance value θB
is set.

Under such speed change control and ignition timing control, for example, as shown in FIG. 5A, at time t. When the accelerator pedal is depressed to increase the throttle opening Th and the normal downshift condition is satisfied at time L1, as shown in FIG. 5B, at time t2 when a period Ta has passed from time t1. , a shift retard pulse signal Pj is supplied from the transmission control unit 200 to the engine control unit 100, and the shift correction value θA is set to the initial value θa in the engine control unit 100, as shown in FIG. 5C.

The shift correction value θA is set to the initial value θa from time t2 until time L3 when a period Tr corresponding to a period in which the friction engagement elements in the transmission mechanism 20 are in a semi-engaged state has elapsed, and after time L3, the shift correction value θA is set to the initial value θa. A new shift correction value θA is set by decreasing the value Δθ stepwise from the initial value θa until it becomes zero at time t4, and the newly set shift correction value θA is subtracted from the basic ignition advance value θB. Then, an effective ignition advance value θ is set, and ignition timing control is performed based on the effective ignition advance value θ.

As a result, the torque R of the output shaft 45 in the automatic transmission IO changes at the time t, as shown by the solid line in the fifth diagram.
It increases slightly immediately after 1, then decreases, and then gradually increases after the subsequent time point Lt. In such a case, if the shift correction value θA is set to zero even after time t2,
As shown by the broken line in the fifth diagram, after time t2,
The torque R at the output shaft 45 increases rapidly, resulting in a large shift shock. On the other hand, as described above, the shift correction value θA is set to the initial value θa from time 2 to t3, and is gradually returned to zero after time L33, so that the torque R of the output shaft 45 after time L2 is The rate of increase in is suppressed, the shift operation in the automatic transmission 10 is performed smoothly, and the shift shock is alleviated.

In addition, when the normal downshift condition is established, the transmission control unit 2 shifts at time 1 as shown in FIG. 6A.
00, the shift retard pulse signal Pj is supplied to the engine control unit 100, and as shown in FIG. 6B, the shift correction value θA is set to the initial value θa and the shift shift relaxation control is started at time t. , l, engine 1
If knocking with an intensity higher than a predetermined level occurs, the knocking correction value θK is set according to the non-king intensity after time t2'', as shown in FIG. 6C, and as shown by the solid line in FIG. (The final correction value θR is set to the shift correction value θA from time tS to time t2°, but after time t21, the final correction value θR is set to the greater of the shift correction value θA and the knocking correction value θ. The effective ignition advance value θ is set by subtracting the final correction value θR from the basic ignition advance value θB.

By doing this, even if the shift correction value θA and the knocking correction value θ are set at the same time, the final correction value θR becomes excessively large as shown by the broken line in the sixth diagram. This prevents the output of the engine 1 from being excessively reduced. Moreover, the final correction value θR substantially corresponds to both the shift correction value θA required for shift shock mitigation control and the knocking correction value θ required for knock avoidance control.

On the other hand, when the normal downshift condition is satisfied and as shown in FIGS. 7A and 7B, at time tb when period Ta has elapsed from time ta, a shift retard pulse signal is sent from transmission control unit 200 to engine control unit 100. Pj is supplied, the shift correction value θA is set to the initial value θa after time tb, and the normal shift down condition is newly established at time tc immediately after the shift shock mitigation control is started. At time td, when a period Ta has elapsed from time tc, a shift retard pulse signal Pj is supplied from the transmission control unit 200 to the engine control unit 100, and the shift correction value θA is returned to the initial value θa,
At time td, shift shock mitigation control for a new shift operation is started.

Furthermore, the normal downshift condition is satisfied, and as shown in FIG. 8A and B, the normal downshift condition is newly established at a time point tb' before the time point tc' at which the period Ta has elapsed from the time point ta'. In this case, during the period Ta from time ta' at which the previous normal shift down condition is satisfied to time tc', the transmission control unit 200 sends the shift retard pulse signal Pj to the engine control unit 100.
is not supplied, and at time td' when a period Ta has elapsed from time tb'', a shift retard pulse signal Pj is supplied to the transmission control unit l-200 or the transmission control unit 100, and the gear is shifted at time t, d''. Shift shift relaxation control for the operation is started.

As described above, when the shift operation in the automatic transmission 10 is repeatedly performed in a short period of time, the shift correction value θA is always set based on the new shift operation and the shift shock mitigation control is performed. The output of the engine 1 during operation is appropriately controlled, and shift shock is reliably alleviated.

The shift shock mitigation control as described above is performed by the automatic transmission 10.
If the upshift condition among the shift conditions under which the shift operation should be performed is satisfied, the shift operation is not performed because there is no risk of causing a large shift shock, and if the downshift condition from 4th gear to 3rd gear is satisfied. In this case, the change in the gear ratio is assumed to be smaller than when the shift operation is performed under normal downshift conditions, and in the 4th and 3rd gear states, as shown in Table 1. Since the 3-4 clutch 38 is in the engaged state, many of the components with relatively large inertia such as the long pinion gear 27 in the transmission mechanism 20 are rotating, and their rotational inertia causes the automatic Changes in the torque of the output shaft 45 of the transmission 10 are made small, and fluctuations in the torque generated by the engine 1 are made small.
This is not done because it is damped by the -4 clutch 38 and there is no risk of causing a large shift shock.

Furthermore, when the vehicle is running at a low speed and its inertia is small, changing the output of the engine 1 tends to have a negative effect on the running performance of the vehicle, especially when the vehicle is running at a relatively low speed. Therefore, when the brake pedal is depressed and the vehicle is brought into a braking state, there is a risk that an engine stall will occur. Therefore, the shift shock mitigation control is used to prevent the vehicle from entering a low-speed driving state where the vehicle speed V is below the value ■. In some cases, the vehicle speed is greater than the value V1 and less than the value v2, and the brake pedal is depressed to enter the braking state.

By doing this, even if a gear shifting operation is performed even when the vehicle is running at a low speed, a situation where the running performance of the vehicle deteriorates can be avoided, and it is also possible to avoid a situation where the vehicle is running at a relatively low speed. Even if a gear shift operation is performed when the brake pedal is depressed to enter a braking state, engine stall is reliably prevented from occurring.

The engine control unit 100 and transmission control unit 200 that perform the above-mentioned control are each configured using a microcomputer, and an example of a program executed by the microcomputer in such a case is as follows.
This will be explained with reference to the flowcharts shown in FIGS. 9 to 11.

The flowchart in FIG. 9 shows how the transmission control unit 200
shows the program executed during gear change control. In this program, after starting, in process 101, detection signals S t and s v are detected.

Ss and Sy are taken in, and in process 102, the detection signal St is added to the shift map, which is stored in the built-in memory and shows the shift pattern as shown in FIG. 4.The throttle opening Th and the detection signal Sv are After checking the vehicle speed■, in the following decision 103,
It is determined whether shift conditions, which are considered as shift-up conditions and shift-down conditions, are satisfied. If it is determined that the shift condition is satisfied, the count number C is set to zero in process 105, and the shift control program is executed in process 107 to change the shift condition to decision 1.
Proceed to 08. In decision 108, it is determined whether the upshift condition is satisfied, and if it is determined that the upshift condition is not satisfied, in decision 109, the downshift condition from 4th gear to 3rd gear is established. decide whether or not. If it is determined that the downshift condition from 4th gear to 3rd gear is not satisfied, in decision 110, the throttle opening Th
It is determined whether or not the throttle opening Th is greater than or equal to the value TH, and if it is determined that the throttle opening Th is greater than or equal to the value TH, in decision 111, the detection signal Sw is output to indicate that the cooling water temperature Tw of the engine 1 is It is determined whether the cooling water temperature Tw is greater than or equal to the value TW, and if it is determined that the cooling water temperature Tw is greater than or equal to the value TW, in process 112, the count number C is set by 1.
is added to set a new count number C, and the process proceeds to decision 113. In decision 113, it is determined whether the count number C is greater than or equal to the value A corresponding to the period Ta, and if the count number C is greater than or equal to the value A. If it is determined that
is sent to the engine control unit 100, and in the subsequent process 116, the count number C is set to zero and the process returns. Further, if it is determined in decision 113 that the count number C is less than the value A, the process returns to the original state.

On the other hand, if it is determined in decision 103 that the shift condition is not satisfied, decision 117
, it is determined whether the count number C is greater than zero, and if it is determined that the count number C is greater than zero, each step after decision 110 is executed in the same manner as described above to return to the original state. If it is determined that the count number C is less than or equal to zero, the process returns to the original state.

Further, if it is determined in decision 108 that the upshift condition is satisfied, and if it is determined in decision 109 that the downshift condition from 4th gear to 3rd gear is satisfied, in decision 110, the throttle opening Th is If it is determined that the value is less than 781,
And, if it is determined that the cooling water temperature Tw of the engine 1 is less than the value T W +, in process 116,
After setting the count number C to zero, return to the original state.

The flowchart in FIG. 10 shows the engine control unit 1
00 indicates a program executed during ignition timing control, and in this program, after starting, process 1
17, the detection signals Sn, Sc, Sv,
Sr, Sw, Sk, Sb, St and Sx are captured and in process 118 the detection signal s
The basic ignition advance value θB is set based on the intake negative pressure at which b is detected and the engine rotational speed at which detection signal Sn is detected.

Then, in the following decision 119, it is determined whether the vehicle speed ■ is less than or equal to the value ■, and if it is determined that the vehicle speed V is greater than the value ■, the process proceeds to decision 120, and in decision 120, It is determined whether the vehicle speed ■ is less than or equal to the value ■2, and if it is determined that the vehicle speed ■ is less than or equal to the value ■2, in decision 121, the brake pedal of the vehicle is depressed based on the detection signal Sr. If it is determined that the vehicle is not in a braking state, decision 12 is performed.
Proceed to step 3. On the other hand, if it is determined in decision 120 that the vehicle speed ■ is not less than the value ■2, the process proceeds to decision 123 without passing through decision 121.
is greater than or equal to the value TH, and if it is determined that the throttle opening Th is greater than or equal to the value TH, then in decision 124, the cooling water temperature Tw of the engine 1 is greater than or equal to the value TW. Determine whether or not. If it is determined that the cooling water temperature Tw of the engine l is equal to or higher than the value TWI, the process proceeds to decision 126, and the process proceeds to decision 1.
In step 26, it is determined whether or not the shift retard pulse signal Pj has been supplied, and if it is determined that the shift retard pulse signal Pj has been supplied, in process 127, the shift correction value θA is set to the initial value θa. Then, in process 128, the retard flag Fr is set to 1, and the process proceeds to process 129, where the count number U is set to zero, and the process proceeds to process 131.

In process 131, the knocking correction value θK set in the knocking correction value setting program as shown in FIG. If it is determined that the shift correction value θA is larger than the knocking correction value θ, in process 133, the final correction value θR is changed to the shift correction value θA.
The process proceeds to step 135, and in decision 132, the knocking correction value θK is set to the shift correction value θ.
If it is determined that it is equal to or greater than A, in process 134, the final correction value θR is set to the knocking correction value θK, and the process proceeds to process 135.

In process 135, the effective ignition advance value θ is set by subtracting the final correction value θR from the basic ignition advance value θB, and in the subsequent process 136, the detection signal Sc is based on the actual crank angle, and the effective ignition advance value θ is set. At the timing corresponding to θ, the ignition timing control signal Cq is sent to the ignition control section 8 and the process returns to the original state.

Furthermore, if it is determined in decision 119 that the vehicle speed ■ is less than or equal to the value ■1, and if it is determined in decision 121 that the vehicle is in a braking state due to the brake pedal being depressed, then in decision 123, the throttle is If it is determined that the temperature Th is less than the value TH, and if it is determined in the decision 124 that the cooling water temperature Tw of the engine 1 is less than the value TW, then in the process 137, a shift correction value θ is determined.
After setting A to zero and setting the retard flag Fr to zero in process 138, the process proceeds to process 131, executes each step after process 131 in the same manner as described above, and returns to the beginning.

On the other hand, if it is determined in decision 126 that the shift retard pulse signal Pj is not supplied, it is determined in decision 140 whether or not the retard flag Fr is 1, and if the retard flag Fr is not 1. If it is determined that this is the case, the process proceeds to process 137, executes each step after process 137 in the same manner as described above, and returns to the beginning. Further, if it is determined in decision 140 that the retard flag Fr is 1, in process 141, 1 is added to the count number U to set a new count number U,
In the subsequent decision 142, it is determined whether the count number (J) is greater than or equal to the value E corresponding to the period Tr, and if it is determined that the count number U is less than the value E, the process directly proceeds to decision 132, Each step after decision 132 is executed in the same manner as described above, and if it is determined in decision 142 that the count number U is greater than or equal to the value E, in process 143, the value Δθ is calculated from the shift correction value θA. A new shift correction value θA is obtained by subtracting
is set, and in the subsequent decision 144, it is determined whether the shift correction value θA is less than zero. If it is determined that the shift correction value θA is less than zero, in process 145, the shift correction value θA is set. The value θA is set to zero and the process proceeds to process 146. If it is determined in the decision 144 that the shift correction value θA is greater than or equal to zero, the process directly proceeds to process 146. Set to zero and execute decision 1.
32, each step after decision 132 is executed in the same manner as described above, and the process returns.

The flowchart in FIG. 11 shows a program executed by the engine control unit 100 when setting the knocking correction value. In this program, after starting, in process 151, the detection signal Sk is taken in,
In decision 152, it is determined whether the knocking intensity caused by the detection signal Sk is greater than or equal to a predetermined value, and if it is determined that the knocking intensity is greater than or equal to the predetermined value, in process 153, knocking correction is performed in accordance with the knocking intensity. After setting the value θK and returning to the original state, if it is determined that the non-king strength is not greater than the predetermined value, the process 154 is performed.
, a new knocking correction value θK is set by subtracting the value Δθ from the knocking correction value θK, and decision 15
In step 5, it is determined whether the non-knocking correction value θK is less than zero, and if it is determined that the knocking correction value θK is less than zero, in step 156, the knocking correction value θK is set to zero. If it is determined in decision 155 that the knocking correction value θK is greater than or equal to zero, the process returns to the original state.

In the above example, the shift shock mitigation control is not performed when the vehicle is in a low speed state, but the engine control device for a vehicle with an automatic transmission according to the present invention does not necessarily perform the shift shock mitigation control. It is not necessary to do so, and the initial value θa of the shift correction value θA may be set to be smaller as the vehicle speed is lower, and the shift shock mitigation control may be performed.

Further, in the above example, the control target in the shift shock mitigation control is the ignition timing, but the engine control device for a vehicle with an automatic transmission according to the present invention is not limited to this. Of course, the controlled object may be another controlled object that changes the output of the engine, such as the amount of fuel supply or the amount of intake air.

(Effects of the Invention) As is clear from the above description, according to the engine control device for a vehicle with an automatic transmission according to the present invention, the reference control amount for one of the control objects that changes the output of the engine is controlled. The lower the vehicle speed, the smaller the correction amount for alleviating the shift shock that accompanies the shift operation in an automatic transmission, so changes in engine output are more likely to adversely affect the vehicle's driving performance. If a gear shift operation is performed when the vehicle is running at a low speed, the change in engine output will be smaller than when the gear shift operation is performed at a high speed, so the running performance of the vehicle will deteriorate. In addition, if the vehicle is in a braking state even though it is running at a low speed, and a gear shift operation is performed,
Engine stall can be reliably prevented from occurring.

[Brief explanation of the drawing]

FIG. 1 is a basic configuration diagram showing an engine control device for a vehicle with an automatic transmission according to the present invention in accordance with the claims, and FIG. 2 is an example of the engine control device for a vehicle with an automatic transmission according to the present invention. FIG. 3 is a schematic diagram used to explain the automatic transmission shown in FIG. 2, and FIG. 4 is an example shown in FIG. 2. 5 to 8 are time charts to explain the operation of the example shown in FIG. 2, and FIGS. 9 to 11 are characteristic diagrams to explain the operation of the example shown in FIG. 2 is a flowchart illustrating an example of a program executed by a microcomputer when the microcomputer is used in the engine control unit and transmission control unit in FIG. In the diagram, ■ is the engine, 2 is the cylinder, 5 is the spark plug,
10 is an automatic transmission, 13 is a drive wheel, 20 is a transmission mechanism, 3
0 is a hydraulic circuit section, 55 is a throttle opening sensor, 58 is a vehicle speed sensor, 61 is a brake sensor, 100 is an engine control unit, and 200 is a transmission control unit. Patent applicant Mazda Motor Corporation - Agent Patent attorney Sadaaki Kamihara 1″・″; Jin′.゛・1,1. ,,,. Figure 3 Hentai Kakukankoei Figure 4 t□t1t2 t3 t4

Claims (1)

[Scope of Claims] The above-mentioned invention relates to a traveling speed detection means for detecting the traveling speed of a vehicle with an automatic transmission, and a reference control amount for one of the control objects that changes the output of an engine mounted on the vehicle. A correction amount setting means for setting a correction amount for alleviating a shift shock accompanying a shift operation in an automatic transmission to a smaller value as the traveling speed detected by the traveling speed detecting means is lower; and the correction amount setting means. An engine control device for a vehicle with an automatic transmission, comprising: control means for correcting the reference control amount by a correction amount set by the means, and controlling the control object using the corrected reference control amount; .