JPH0237128A - Engine control device for vehicle with automatic transmission - Google Patents

Abstract

PURPOSE:To surely mitigate speed change shock by correcting lowering control for engine output caused by blow-up or suck-in condition of an engine. CONSTITUTION:During speed change operation, if blow-up occurs in the rotational frequency of an engine 1, it is judged that the lowering amount of engine output by output lowering means is small, the output lowering amount is corrected to be increased correcting means. Accordingly, the blow-up of the rotational frequency N during speed change operation is restrained. On the engine at the time of changing speed, it is judged that the engine output lowering amount by output lowering means is too large, and the output lowering amount is corrected to be decreased by the correcting means. Accordingly, the suck-in is restrained to mitigate speed change shock.

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention relates to an engine output control device for a vehicle equipped with an automatic transmission, and more specifically, the present invention relates to an engine output control device for a vehicle equipped with an automatic transmission.
The present invention relates to an engine output control device that controls engine output in order to suppress the occurrence of shift stutter associated with shift operation of an automatic transmission.

(Prior Art) As an automatic transmission installed in an automobile, it is commonly used that is configured by combining a multi-throw gear type transmission mechanism connected to a turbine launch of a torque converter consisting of a pump impeller, a turbine runner, a stator, etc. has been done. Such automatic transmissions are usually equipped with a hydraulic control device whose main component is a hydraulic circuit, and this hydraulic control device controls the engagement of hydraulically operated friction engagement elements such as clutches and brakes in the transmission mechanism. The matching state is switched, and a gear change operation is performed accordingly.

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, and the automatic gear change occurs accordingly. Sudden torque fluctuations occur on the output shaft of the machine, and the sudden torque fluctuations on the output shaft cause a sudden change in the acceleration of the vehicle body, 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, ignition timing, is selected, the ignition timing is adjusted to alleviate the shift shock. A correction amount for the standard control amount (hereinafter referred to as a shift correction amount) is set to change the reference ignition timing to a later side than the reference ignition timing corresponding to the reference control amount, and the effective ignition advance is set using the shift correction amount. The ignition device is activated at a timing corresponding to the angle value.

(Problems to be Solved by the Invention) Here, in such shift shock mitigation control,
The rate at which engine output is reduced during gear shifting is always constant. For this reason, the engine output may be reduced more than is necessary to alleviate the shift shock that actually occurs, and there is a risk that the output response during downshifting may actually deteriorate considerably. Alternatively, because the rate at which the engine output is reduced is too small, a control state may occur in which the shift shock is not efficiently alleviated even though the engine output is reduced.

In view of the above, an object of the present invention is to realize an engine output control device that can perform effective shift shock mitigation control.

(Means for Solving the Problems) In order to achieve the above object, in the present invention, the fluctuation of the engine output rotation speed during the gear shifting operation, that is, the rise or pull thereof, is a parameter that reflects the degree of gear shifting shock. , and the engine output is controlled to decrease in accordance with the fluctuation state of the engine output during the shift operation.

That is, the engine output control device of the present invention, in order to reduce the shift shock accompanying the shift operation of an automatic transmission,
The apparatus further includes an output reduction control means for temporarily reducing the engine output during a gear shift operation, and further includes an output state detection means for detecting an engine revving or pulling state during a gear shifting operation, and an output state detecting means for detecting an engine revving or pulling state during a gear shifting operation. The present invention is characterized in that it includes a t king means for correcting the reduction control of the engine output performed by the output reduction control means in the decreasing direction.

(Function) In the device of the present invention, when a jump occurs in the engine speed during gear shifting, it is determined that the amount of reduction in engine output due to the output reduction means is small, and the amount of output reduction is increased by the correction means. It is corrected in the direction of As a result, an increase in engine speed during gear shifting is suppressed. In other words, the shift shock is further alleviated. On the contrary, if the engine speed is pulled during a gear change, it is determined that the engine output reduction amount by the output reduction means is too large, and the correction means corrects the output reduction l in the direction of decreasing. As a result, the pull in engine speed during gear shifting is suppressed, shift shock is alleviated, and smooth gear shifting operation is realized.

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

FIG. 1 shows an example of an engine control device for a vehicle with an automatic transmission according to the present invention, and an engine and an automatic transmission mounted on a front engine/front drive vehicle to which the device is applied.

In FIG. 1, an engine 1 has four cylinders 2, and an air-fuel mixture is supplied to each cylinder 2 through an intake passage 4 in which a throttle-to-tortle valve 3 is disposed. The air-fuel mixture supplied into the cylinder 2 is supplied to the spark plug 5,
Distributoro, ignition coil section 7, ignition control section 8
Through the operation of the ignition system comprised of the cylinders 2 and the like, each cylinder 2 is caused to burn 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. 2), 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 transferred to the automatic transmission 10. , differential gear unit 11,
The front wheels 13 are connected via a power transmission path formed by the axle 12 and the like.
transmitted to.

The automatic transmission 10 includes a torque converter 14 and a multi-gear type transmission mechanism 20, as shown in FIG. 2, and further generates hydraulic pressure used to control their operations. A hydraulic circuit section 30 as shown in FIG. 1 is attached.

As shown in FIG. 2, 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, a large diameter sun gear 26,
Long pinion gear 27, short pinion sun gear 2
8 and a ring gear 29. A forward clutch 31 for forward travel and a coasting clutch 3 are provided between the small diameter sun gear 25 and the turbine shaft 17.
3 are arranged in parallel, and a one-way clutch 32 is interposed between the small diameter sun gear 25 and the forward clutch 31. Between the large-diameter sun gear 25 and the turbine shaft 17, a backward travel clutch 35 is provided, and a 2-4 brake 36 is provided, and between the long pinion gear 27 and the turbine shaft 17 3-4
A clutch 38 is provided. long pinion gear 2
7 is connected to a transmission case 42 via a carrier 39 and a one-way clutch 41, and the carrier 39 and the transmission case 42 are engaged and disengaged by a low reverse brake 44. The ring gear 29 is connected to the output gear 47 via an output shaft 45, and the torque obtained from the output shaft 45 is transmitted to the differential gear unit 11 via an idler or the like (not shown).

In the multi-gear type transmission mechanism 20 having such a configuration, a forward clutch 31, a coasting clutch 33, a reverse clutch 35.2-4 a brake 36.3
-4 clutch 38 and low reverse brake 44 are selectively activated, respectively, to configure P range (parking range), R range (reverse range), N range (neutral range), and F range (forward range). 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. Each clutch 31, 33, 38 and 35 for obtaining each range and gear stage
Table 1 shows the operating relationships of the brakes 36 and 44, and the operating states of the one-way clutches 32 and 41 when each range and gear stage are obtained.

With the operating relationship shown in Table 1, each clutch 31.3
3.38 and 35 and the hydraulic pressure for operating the brakes 36 and 44 are generated in the hydraulic circuit section 30.

Engine 1 and automatic transmission 1 having the configuration as described above
In order to control the operation of engine 0, engine control unit 100
and a transmission control unit 200.

The engine control unit 100 includes detection signals Sn and Sc for detecting engine rotation speed and crank angle obtained from a rotation speed sensor 51 and a crank angle sensor 52 provided in the distributor, and a water temperature sensor provided in the engine block 1b. Detection signals Sw and Sk indicating the cooling water temperature Tw and knocking intensity of the engine 1 obtained from the engine 1 cooling water temperature Tw and the knocking sensor 53, the detection signal St1 obtained from the throttle opening sensor 55 disposed in relation to the throttle valve 3, and the intake air A detection signal sb obtained from an intake negative pressure sensor 56 disposed downstream of the throttle valve 3 in the passage 4 is supplied, and the engine 1
Other detection signals Sx required for control are also supplied.

The engine control unit 100 sets an effective ignition advance value θ that determines the ignition timing based on these various detection signals and the shift retard pulse signal PJ and shift information signal Cs supplied from the transmission control unit 200. Then, an ignition timing control signal Cq is formed with a timing corresponding to the effective ignition advance value θ, and is supplied to the ignition control section 8. As a result, a secondary side high voltage pulse is obtained from the ignition coil section 7 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 a detection signal Sw obtained from the water temperature sensor 53 and the throttle opening sensor 55, a detection signal Su obtained from the St1 turbine rotation speed sensor 57, a detection signal SV obtained from the vehicle speed sensor 58, and a shift signal. A detection signal Ss corresponding to the range position of the shift lever obtained from the position sensor 59 is supplied, and other detection signals sy necessary for controlling the automatic transmission IO are also supplied. The transmission control unit 200 generates a drive pulse signal, Ca1Cb1, based on these various detection signals.
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 maps and stores it in the built-in memory. Shift lines a, b, c, d, e, and f in the shift pattern shown in FIG. 4, where the vertical axis represents the throttle opening Th and the horizontal axis represents the vehicle speed V.
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, and the transmission control unit A shift information signal Cs indicating the current gear position is supplied from the engine control unit 200 to the engine control unit 100. Note that the shift lines a1b and C shown in FIG. 4 relate to shift from 1st to 2nd gear, from 2nd to 3rd gear, and from 3rd gear to 4th gear, respectively, and the shift lines d, e and f relate to downshifting from 2nd speed to 1st speed, from 3rd speed to 2nd speed, and from 4th speed to 3rd speed, respectively.

In the shift control by the transmission control unit 200, among the shift conditions under which the automatic transmission 10 should perform a shift operation, other shift conditions (hereinafter referred to as normal (referred to as a shift condition) is satisfied, and the engine 1 is operated under a predetermined condition, for example,
The throttle opening Th at which the detection signal St is generated is a value T that represents the state in which the throttle valve 3 is approximately 1/8 open.
H, or above, and the cooling water temperature Tw of the engine 1 at which the detection signal Sw is detected satisfies conditions (hereinafter referred to as specific operating conditions) such as, for example, a value TW of 70°C or more. is determined in consideration of the fact that there is 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 condition is satisfied, for example, 1.
When a period Ta of 00 m5ec has elapsed and no new shift condition is established within the period Ta, a shift retard pulse signal Pj is supplied to the engine control unit 100.

Further, if a new shift condition is established before the period Ta has elapsed since the normal shift condition was established, the shift retard pulse signal Pj is not supplied to the engine control unit 100 even after the period Ta has elapsed. In addition, if a new normal shift condition is established before the period Ta has elapsed, then when the period Ta has elapsed from the time when the new normal shift condition was established, the shift retard pulse signal Pj is activated to control the engine. Unit 100 is supplied.

On the other hand, in the control of 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. When the shift retardation pulse signal Pj is supplied from the machine control unit 200, the ignition timing is adjusted to the basic ignition advance value θB in order to alleviate the shift shock accompanying the shift operation in the automatic transmission 10.
A shift correction value θA is set for the basic ignition advance value θB for correcting it to the later side than the reference ignition timing corresponding to the standard ignition timing,
Further, when the knocking intensity detected by the detection signal Sk is equal to or higher than a predetermined value, a basic ignition advance 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. A knocking correction value θK is set for the angle value θB.

Under such speed change control and ignition timing control, for example, as shown by the fifth prisoner, the accelerator pedal is depressed at time 't0 and the throttle opening Th
is increased and the downshift condition among the normal shift conditions is satisfied at time t1, as shown in FIG. At a time point t2 when P is substantially started, a shift retard pulse signal P is sent from the transmission control unit 200 to the engine control unit 100.
j is supplied, and as shown in FIG.
is set to Then, after a period Tr, which is predetermined based on experiments or the like and corresponds to a period in which the frictional engagement elements in the transmission mechanism 20 are in a semi-engaged state, has elapsed from time t, the automatic transmission 10 is downshifted. a predicted shift down operation completion time t at which the operation is expected to be completed;
Until then, the shift correction value θA is set to the initial value θa, and after the predicted shift down operation completion time t, the shift correction value θA is set to the initial value θa.
If θa is suddenly reduced to zero, there is a risk that a large torque fluctuation will occur in the engine, so the new shift correction value θa is gradually reduced by the value Δθ from the initial value θa until the time point t4 when the shift correction value θa becomes zero.
A is set, the newly set shift correction value θA is subtracted from the basic ignition advance value θB, an effective ignition advance value θ is set, and ignition timing control based on the effective ignition advance value θ is performed. It will be done.

As a result, the torque R of the output shaft 45 in the automatic transmission 10 changes at the time t, as shown by the solid line in the fifth diagram.
Immediately after time t2, it increases slightly, then decreases, and then gradually increases after time t2. 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, from time t onwards,
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 t2 to time t3, and at time t.

Thereafter, by returning the torque to zero in stages, the rate of increase in the torque R of the output shaft 45 after time t2 is suppressed, and the shift operation in the automatic transmission 10 is performed smoothly, and the shift shock is alleviated. Become.

Furthermore, when a downshift operation is performed in the automatic transmission IO, in addition to increasing the gear ratio in the automatic transmission 10, the throttle opening Th is often increased and the engine output is often increased. It is difficult to uniformly determine the engine speed N at the time when the downshift operation is completed, and therefore, when the time point when the downshift operation in the automatic transmission 10 is completed is detected based on the engine speed N, Although there is a risk that the period during which the shift shock mitigation control is performed may be inappropriate, as described above, the period Tr is restored from the time t2 when the shift operation is substantially started, and the predicted shift down operation completion time t3 is predicted. By doing so, the period during which the shift shock mitigation control is performed becomes appropriate.

On the other hand, for example, as shown in FIG. 6A, when the vehicle speed V increases and the shift-up condition is satisfied at time t, as shown in FIG.
Immediately after, the engine speed N increases slightly, and then begins to rapidly decrease in response to changes in the gear ratio in the automatic transmission 10.
A time point t2 when a period of time Ta has elapsed from the time point t1', at which the upshift operation is substantially started in the automatic transmission 10.
As shown in FIG. 6C, from the transmission control unit 200 to the engine control unit) 1001. :The shift retard pulse signal Pj is supplied, and as shown in the sixth diagram, the engine control unit 100 sets the shift correction value θ.
A is set to the initial value θa.

After time t,', the shift information signal Cs
Based on the gear positions before and after the shift operation is performed, the gear ratio CI-1 before the shift up operation is set to the value Nx of the engine speed N immediately before the shift up operation is performed.
The expected rotation speed Nu at the time of completion of the shift up operation is calculated by multiplying by the value obtained by dividing the value by the gear ratio Gi after the shift up operation, and the engine rotation speed N is equal to the expected rotation speed Nu.
The following predicted shift-up operation completion time z+ is predicted, and the predicted shift-up operation completion time t3
Until ', the shift correction value θA is set to the initial value θa, and after time t, l, the new shift correction value θA is decreased stepwise from the initial value θa by the value Δθ until the time t4' when it becomes zero.
is set.

Then, the newly set shift correction value θA is subtracted from the basic ignition advance value θB to set the effective ignition advance value θ,
Ignition timing control is performed based on the effective ignition advance value θ. As a result, the torque R of the output shaft 45 is prevented from changing suddenly as in the case of the above-mentioned downshift operation.
The shift operation in the automatic transmission 1° is performed smoothly, and the shift shock is alleviated.

Furthermore, when a shift-up operation is performed in the automatic transmission 10, there is often no change in the throttle opening Th, so the predicted shift-up operation completion time t predicted based on the engine speed N , it is assumed that there is almost no error with respect to the actual completion of the upshift operation, and the period during which the shift shock mitigation control is performed is appropriate.

Further, the normal shift condition is established, and as shown in FIG. As shown in FIG. As shown in Figure C, the knocking correction value θK is set according to the knocking intensity after time t2', and as shown by the solid line in Figure 7, the final correction value θR is the shift correction from time t, f to time t2jl. However, after times t and I, it is set to the greater of the shift correction value θA and the knocking correction value θ, and the final value is changed from the basic ignition advance value θB. The effective ignition advance value θ is set by subtracting the correction value θR.

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 seventh 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, the normal shift condition is satisfied, and as shown in FIG.
Immediately after the shift retardation pulse signal Pj is supplied from the transmission control unit 200 to the engine control unit 100, the shift correction value θA is set to the initial value θa after time tb, and the shift shock mitigation control is started. At the time tc
, if a new normal shift condition is established,
At a time point td when a period Ta has elapsed from such a time point tc, a shift retard pulse signal Pj is supplied from the transmission control unit 200 to the engine control unit) 1 (10), and the shift correction value θA is returned to the initial value θa. and time td
At this point, shift shock mitigation control for a new shift operation is started.

Furthermore, when the normal shift condition is satisfied and a new normal shift condition is established at the time tb' before the time tc' at which the period Ta has elapsed from the time ta', as shown in No. 918 and 2, , in the period Ta from time ta' when the previous normal shift condition is satisfied to time tc',
(from the transmission control unit 200 to the engine control unit)
1001. : At time td' when the period Ta has elapsed from time tb', the shift retard pulse signal P' is not supplied.
From transmission control unit 200 to engine control unit 1
00 is supplied with the shift retard pulse signal Pj, and the time td
At ', shift shock mitigation control for a new shift 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.

In the shift shock mitigation control as described above, when the downshift condition from 4th gear to 3rd gear is satisfied, the shift operation is
The change in gear ratio is smaller than when shifting is performed under normal shift conditions, and moreover,
In the high speed state, as shown in Table 1, the 3-4 clutch 38
are in a fastened 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 output and shaft of the automatic transmission 10 to change. It is said that the change in the torque of 45 is small, and the fluctuation of the torque generated by the engine l is 3-
This is not done because it is damped by the 4 clutch 38 and there is no risk of causing a large shift shock.

Correction Control for Shift Shock Mitigation Here, in the apparatus of this example, fluctuations in the engine speed in the above-mentioned shift shock mitigation control state are monitored based on the engine speed detection signal Sn. If it is detected that the rotational speed fluctuates into a revving or pulling state, the rate at which the engine output is reduced in subsequent shift shock mitigation control is determined by the rate at which the engine output is reduced due to the speedup or pulling. We are trying to modify it in a way that will suppress it.

Such correction can be realized as follows.

In other words, as shown by the dashed line in E in Fig. 4, if an increase in the engine speed is detected upon completion of a downshift, in order to suppress this increase, the next shift shock mitigation control will be applied. The rate at which engine output is reduced is increased. For example, in a mechanism that achieves a reduction in engine output by retarding the ignition timing as in this example, the amount of retardation may be increased. Alternatively, the retard amount may be left as is, and the retard control start timing (time t in Fig. 4)
2) can be done even earlier.

On the contrary, as shown by the two-dot chain line in E in Fig. 4, if a pull-in in the engine speed is detected before and after the completion of a downshift, the next gear change will be carried out in order to suppress this pull-in. The amount of reduction in engine output during shock mitigation control is reduced. In other words, the amount of retardation may be reduced. Alternatively, the starting axis of the retard angle control may be delayed.

FIG. 9(A) shows an example of a characteristic line showing the correction coefficient of the above-mentioned retard amount. This characteristic line represents the correction coefficient of the retardation amount θa with respect to the maximum value of the deviation amount of the actual engine speed when the target engine speed during gear shifting shown by the solid line in Fig. 4E is taken as a reference. ing. When the actual rotation speed is larger than the target rotation speed (boosting)
In this case, the correction coefficient is set to 1 or more, and therefore the retard amount is corrected in the direction of increasing. On the contrary, when the actual rotational speed is smaller than the target rotational speed (pull-in), the correction coefficient is smaller than l, and therefore, the amount of retardation is corrected in the direction of decreasing.

Similarly, FIG. 9(B) shows an example of a characteristic line indicating the correction coefficient for the above-mentioned retard control start timing. In this case, if racing is detected, the correction coefficient for the time Ta representing the retard control timing is made smaller than 1, and therefore the retard control start timing t2 is advanced. On the other hand, if pull-in is detected, the correction coefficient is set to 1 or more, and therefore the retard normal start time t2 is delayed.

In this way, by correcting the engine output reduction control in the shift shock mitigation control in accordance with the variation in the engine speed, the engine speed during the gear change can be changed along the target value shown by the solid line in E in Fig. 5. can be done. Therefore, shift shock can be reliably alleviated,
Smooth gear shifting operation can always be achieved.

However, in this example, correction control is performed in the following manner without using the correction coefficient K as described above.

That is, as shown in Fig. 4E, for the target engine speed fluctuation curve N (1), an allowable fluctuation range is set before and after the completion of the shift operation, and if the fluctuation range is exceeded, When the actual engine speed changes, the retard control start timing t2 is adjusted according to the direction of the change.

Specifically, when the actual engine speed increases more than RMX, which defines the upper limit of the allowable fluctuation range, it is determined that engine speed is rising, and the retard control start timing t2 is set by a certain period of time ΔT. At the next shift operation, retard control is performed from a time advanced by this certain amount of time. On the other hand, if the actual engine speed decreases below RMN, which defines the lower limit of the allowable fluctuation range, it is determined that a pull-in has occurred, and the retard control start timing t2 is delayed by a certain period of time ΔT.
During the next shift operation, the retard control is started at a later time by this fixed amount of time. In this way, the retard control start timing t2 is learned for each shift operation, and during the next shift operation, shift shock mitigation control is performed using the timing t2 learned in the previous control. Similarly, by adjusting the amount of retardation,
Even in the case of adjusting the engine output, the retard amount is corrected for each shift operation according to fluctuations in the actual engine speed. In other words, if the engine is blowing up, the amount of retardation can be increased by a certain value Δθ, and conversely, if the engine is pulling in, the amount of retardation can be decreased by a certain value Δθ. .

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. 10 to 13.

The flowchart in FIG. 10 shows the transmission control unit 20
0 indicates a program executed during shift control. In this program, after starting, step 5TIO
I, the detection signal St.

5v1Ss and sy are taken in and stored in the built-in memory in step 5T102.

The detection signal St appears on the shift map showing the shift pattern shown in FIG. 4. The throttle opening Th
In step 5T103, a shift information signal Cs indicating the current gear in the automatic transmission 10 is sent to the engine control unit 100, and in the subsequent step 5T104, the shift-up condition is determined. Then, it is determined whether a shift condition, which is a shift down condition, is satisfied. Then, if it is determined that the shift condition is satisfied, step 5T10
5, set the count number C to zero, and step 5T.
At step 107, the shift control program is executed and the process proceeds to step 5T109.

In step 5T109, it is determined whether a downshift condition from 4th speed to 3rd speed is satisfied.

If it is determined that the downshift condition from 4th gear to 3rd gear is not satisfied, in step 5TIIO, it is determined whether or not the throttle opening Th is equal to or greater than the value TH+, and the throttle opening If it is determined that Th is greater than or equal to the value TH, in step 5TIII,
The cooling water temperature Tw of the engine 1 at which the detection signal Sw is detected is the value TW.

If it is determined that the cooling water temperature Tw is equal to or higher than the value TW, in step 5T112, 1 is added to the count number C to set a new count number C, and step Proceed to 5T113 and step 5T
In step 113, it is determined whether or not the count number C is equal to or greater than the value A corresponding to the period Ta. If it is determined that the count number C is equal to or greater than the value A, in step 5T115, the shift retard pulse signal is Pj is sent to the engine control unit 100, and in the following step 5T116, the count number C is set to zero and the process returns to the original state.

Further, in step 5T113, if it is determined that the count number C is less than the value, the process returns to the original state.

On the other hand, if it is determined in step 5T104 that the shift condition is not satisfied, step 5T117
, it is determined whether or not 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 step 5TIIO 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 step 5T109 that the downshift condition from 4th gear to 3rd gear is satisfied, in step 5TIIO, the throttle opening Th is set to the value TH,
If it is determined that the cooling water temperature Tw of the engine 1 is less than the value Tw, the count number C is set to zero in step 5T116, and then the process returns to the previous step.

The flowchart in FIG. 11 shows the engine control unit 1.
00 indicates a program executed during ignition timing control, and in this program, after the start, step 5
At T121, various signals Sn%Sc15w1Sk,
Take in Sb, St, Sx and Cs, step 5T1
In step 5T123, a basic ignition advance value θB is set based on the intake negative pressure detected by the detection signal sb and the engine rotational speed detected by the detection signal Sn.
It is determined whether 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 step 5T124, the cooling water temperature Tw of the engine 1 is set to the value TW. , determine whether or not it is greater than or equal to . Then, the cooling water temperature Tw of engine 1 is the value TW″1
If it is determined that the above is the case, step 5T125
In step 5T125, it is determined whether or not the shift retard pulse signal Pj has been supplied. If it is determined that the shift retard pulse signal Pj has been supplied, in step 126, the shift retard pulse signal Pj is determined at the time of completion of the shift operation. The expected rotational speed Nu is calculated by the formula Nu=N-G using the engine rotational speed N, the gear ratio G + -+ and Di before and after the gearshift operation.
The process proceeds to step 5T127, which is calculated using i/G+-1. In step 5T127, the shift correction value θA is set to the initial value θa, and in step 5T128, the retard flag Fr is set to 1, and the process proceeds to step 5T129, where the count number U is set to zero, and the process proceeds to step 5T131. . In step 5T131, the first
The knocking correction value θK set in the knocking correction value setting program as shown in FIG.
and the knocking correction value θ, and if it is determined that the shift correction value θA is larger than the knocking correction value θ, in step 5T133, the final correction value θR is set to the shift correction value θA, and the step The process proceeds to step 5T135, and in step 5T132, the knocking correction value θ is determined.
If it is determined that K is greater than or equal to the shift correction value θA,
In step 5T134, the final correction value θR is set to the knocking correction value θK, and the process proceeds to step 5T135.

In step 5T135, the effective ignition advance value θ is set by subtracting the final correction value θR from the basic ignition advance value θB,
In the following step 5T136, based on the crank angle at which the detection signal Sc occurs, the ignition timing control signal Cq is sent to the ignition control unit 8 at a timing corresponding to the effective ignition advance value θ, and the process returns to the original state.

Further, in step 5T123, the throttle opening degree T
If it is determined that h is less than the value TH, and if it is determined in step 5T124 that the cooling water temperature Tw of the engine 1 is less than the value TV, step 5T is performed.
In Step 137, the shift correction value θA is set to zero, and in Step 5T138, the retardation flag Fr is set to zero, and then the process proceeds to Step 5T131, executes each step after Step 5T131 in the same manner as described above, and returns to the beginning. .

On the other hand, if it is determined in step 5T125 that the shift retard pulse signal Pj is not supplied, it is determined in step 5T139 whether or not the retard flag Fr is 1, and if the retard flag Fr is not 1. If it is determined that
7 and subsequent steps are executed in the same manner as described above, and the process returns to the beginning.

Further, if it is determined in step 5T139 that the retard flag Fr is 1, it is determined in step 5T140 whether or not the shift operation in the automatic transmission 10 is a downshift operation, and the automatic transmission lO If it is determined that the shift operation in is a downshift operation, in step 5T141, 1 is added to the count number U to set a new count number U, and in step 5T141, a new count number U is set.
At T142, it is determined whether the count number U 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 8, the process directly proceeds to step 5T.
The process proceeds to step 132, executes each step after step 5T132 in the same manner as described above, and returns to the beginning. Also, step 5T1
If it is determined in step 42 that the count number U is greater than or equal to the value E, in step 5T143, a new shift correction value θA is set by subtracting the value Δθ from the shift correction value θA, and in the subsequent step 5T144, the shift correction value θA is set. Correction value θA
is less than zero. Then, shift correction value θ
If it is determined that A is less than zero, step 5T
At step 145, the shift correction value θA is set to zero, and the process proceeds to step 5T146.If it is determined that the shift correction value θA is greater than or equal to zero at step 5T144, the process directly proceeds to step 5T146, and the process proceeds to step 5T146.
At step 146, the retard flag Fr is set to zero, and the process proceeds to step 5T132, where each step after step 5T132 is executed in the same manner as described above, and the process returns.

Further, if it is determined in step 5T140 that the shift operation in the automatic transmission 10 is not a downshift operation, the shift operation in the automatic transmission 10 is an upshift operation. It is determined whether the engine rotation speed N is below the expected rotation speed Nu, and if it is determined that the engine rotation speed N is not below the expected rotation speed Nu, each step after step 5T132 is executed in the same manner as described above, and the process returns to the original state. Engine speed N
If it is determined that the number of rotations is less than or equal to the expected rotational speed Nu, each step after step 5T143 is executed in the same manner as described above, and the process returns to the original state.

The flowchart in FIG. 12 shows a program executed by the engine control unit 100 when setting the knocking correction value. Determine whether or not the knocking strength caused by Sk is equal to or higher than a predetermined value;
If it is determined that the knocking intensity is greater than or equal to the predetermined value, in step 5T153, a knocking correction value θK is set according to the knocking intensity and the process returns to the original state, and if it is determined that the knocking intensity is not greater than or equal to the predetermined value, In step 5T154, a value Δ is calculated from the knocking correction value θK.
A new knocking correction value θK is set by subtracting θ, and in step 5T155, it is determined whether the 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 5T156, the knocking correction value θK is set to zero and the process returns to the original state, and if it is determined in step 5T155 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 completion point of the upshift operation is predicted based on the engine speed N, but in the engine control device for a vehicle with an automatic transmission according to the present invention, , without limitation,
When the shift up operation is completed, torque converter 1
The prediction may be made based on another rotation speed that corresponds to the engine rotation speed N, such as the rotation speed of the turbine runner 14b of No. 4.

Next, the flowchart in FIG. 13 shows the engine speed N
3 shows the correction control operation for the time Ta in response to the increase or decrease in the engine speed at the time of completion of the gear shift detected based on the above. This operation realizes the control described with reference to FIG. 4E, and by correcting this time Ta, the retard control timing t2 in the shift shock mitigation control is adjusted. In the figure, step 5T16
1, the value Ta (n"-1) calculated in the previous routine is adopted as the value of time Ta (n). In step 5T162, it is determined whether the shift condition is satisfied. If the shift condition is satisfied. If so, step 5T163
In this step, the contents of counter I are set to "0". next,
Steps 5T164 to 1.6 until the shift operation is completed.
6 and calculate the engine rotation speed N (I
).

When the shift operation is completed (time t3 in FIG. 4), the process advances from step 5T164 to step 5T167, and in this step, the maximum value N max of the engine speeds stored in the above step is set to the preset upper limit. It is determined whether the value is greater than or equal to the value RMX. If the determination is affirmative, it is determined that the engine speed is increasing, and the process proceeds to step 5T168, where time Ta (
A preset constant value ΔT is subtracted from n), and the result of this subtraction is taken as the value of Ta (n). In the subsequent shift shock mitigation control, control is performed using this correction value Ta (n).

On the other hand, in step 5T167, if the value N max is smaller than the value RMX, the process proceeds to step 5T169, where it is determined whether it is smaller than a preset value RM N. If it is smaller than this value RMN, it is determined that the engine speed is being pulled in, and
Proceeding to step 5T170, this time a constant value ΔT is added from the time Ta (n), and this addition result is expressed as Ta (n
) is adopted as the value. In the subsequent shift shock mitigation control, control is performed using this correction value Ta (n).

Note that if the maximum rotational speed N maw falls between the values RMX and RMN, it is determined that the current value Ta is appropriate, and this value Ta is left unchanged. Thereafter, the above-mentioned routine is executed for each shift operation, and the value Ta is corrected each time. Based on this correction value, the timing to start the retard control in the shift shock mitigation control is adjusted.

Note that as a method for correcting and controlling the engine output, there is a method of adjusting the retard amount, as described above, and in this case, the retard amount θa may be corrected according to the engine speed. In other words, if a jump occurs in the engine speed at the completion of a gear shift operation, the retard amount θa may be increased in order to further reduce the engine output, and vice versa. In this case, the retard amount θa may be reduced so as to reduce the rate at which the engine output is reduced.

Furthermore, it is also possible to simultaneously execute both of the above methods to adjust the rate of decrease in engine output.

Furthermore, in the above example, the control target in gear shift shock mitigation 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, and such control is Of course, the target may be other control targets that change the output of the engine, such as the amount of fuel supply or the amount of intake air.

(Effects of the Invention) As explained above, in the engine control device for a vehicle equipped with an automatic transmission according to the present invention, fluctuations in the engine speed during a gear shifting operation are monitored, and a gear shift shock is applied according to the fluctuation state. The engine output reduction control performed for mitigation is compensated for. Therefore, according to the invention:
It becomes possible to control the engine output in order to correspond to the magnitude of the actual gear shift and to alleviate it.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram showing an example of an engine control device for a vehicle with an automatic transmission according to the present invention, together with an engine and an automatic transmission to which the device is applied, and FIG. 2 is a diagram showing the automatic transmission shown in FIG. 1. 3 is a characteristic diagram used to explain the operation shown in FIG. 1, and FIGS. 4 to 8 are time charts used to explain the operation of the example shown in FIG. 1. Charts, Figures 9 (A) and (B) are characteristic curve diagrams showing the values of correction coefficients that can be used to correct engine output during gear shifting operations, and Figures 10 to 12 are characteristic curve diagrams showing values of correction coefficients that can be used to correct engine output during gear shifting operations.
A flowchart showing an example of a program executed by a microcomputer in the case where a microcomputer is used in the engine control unit and the shift control unit in the example shown in the figure. 7 is a flowchart illustrating an example of a correction control operation. ■...Engine 2...Cylinder, 5...Spark plug, 10...Automatic transmission, 13...Drive wheel, 20. ...Transmission mechanism, 30...Hydraulic circuit section, 51...Rotational speed sensor, 55...Throttle opening sensor, 100...
...Engine control unit, 200...Transmission control unit. Fig. 2 Transition mechanism 2° Fig. 3 Vehicle speed (V) Fig. 5 Fig. 7 Fig. 8 Fig. 6 t, 't2' Correction coefficient Difference between target gear rotation speed and actual shift rotation speed

Claims (1)

[Scope of Claims] An engine control device for a vehicle equipped with an automatic transmission and equipped with an output reduction control means for temporarily reducing engine output during a gear shifting operation in order to alleviate shift shock of the automatic transmission, output state detection means for detecting engine revving or pulling in during a gear shifting operation; and correction for correcting engine output reduction control performed by the output reduction control means in a direction that reduces engine revving or pulling. An engine control device for a vehicle equipped with an automatic transmission, characterized by comprising means.