JPH04252740A - Control unit for automatic transmission built-in vehicle - Google Patents

Abstract

PURPOSE:To prevent the line pressure of a hydraulic control circuit from excessively rising when corrected and controlled to properly adjust a transmission status such as a transmission time during transmitting an automatic transmission by correcting and controlling the line pressure if a secular change or the like occurs. CONSTITUTION:A control unit consists of a transmission line pressure control means 22 which corrects line pressure during transmission in accordance with a comparison between the actual value and the target value of a parameter with reference to a transmission status, a transmission engine power control means 24 which lowers engine power during transmission, and a control adjusting means 26 which limits the correction in the direction of line pressure rise and corrects the amount of engine power lowered in the direction of restraining the shift of the parameter under correction limit.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control system for a vehicle with an automatic transmission, and more particularly to line pressure control and engine output control during gear shifting.

0002

[Prior Art] Generally, automatic transmissions include a torque converter and a multi-stage transmission mechanism using a planetary gear mechanism, etc., and this multi-stage transmission mechanism includes various friction elements such as clutches and brakes for switching power transmission paths. A hydraulic control circuit is also provided to control the supply and discharge of hydraulic pressure to and from these friction elements. Then, by controlling a solenoid valve or the like incorporated in the hydraulic control circuit, the friction elements are engaged and released, and a gear change is performed. During this speed change, if the timing of engagement or disengagement of the friction elements and changes in engagement force are not appropriately adjusted with respect to the transmitted torque, problems such as torque shock will occur.

As a countermeasure to this problem, it has been considered in the past to control the engagement force of the friction element by controlling and correcting the line pressure of the hydraulic control circuit during gear shifting. For example, in Japanese Patent Publication No. 63-3183, a means for controlling the line pressure of a hydraulic control circuit is provided, and a reference value is set in advance for the shift time (shift time), which is the time required from the start of the shift to the end of the shift.
The actual shift time is compared with the reference value, and the line pressure is corrected and controlled according to the difference between the two, thereby adjusting the actual shift time to correspond to the reference value.

0004

By the way, in the device for controlling the line pressure as described above, by setting the reference value, etc., it is initially possible to obtain an appropriate line pressure through the correction control described above. When a certain degree of wear and tear on the friction elements occurs over time, there is a tendency for the shift time to become longer due to the change over time, and the above correction control is performed accordingly to reduce the line pressure of the hydraulic control circuit. There is a possibility that it will rise excessively. When such an excessive increase in line pressure occurs, there is a problem that wear of the friction elements is accelerated, which is unfavorable for the reliability of the friction elements and the hydraulic control circuit.

[0005] As a means of controlling the engine in a vehicle equipped with an automatic transmission, there is a device that reduces the engine output by a certain amount when changing gears to reduce shock. Since the engine output only decreases by a certain amount during gear shifting, the above-mentioned line pressure correction control is required to adjust the shifting time, etc., and the above-mentioned problem is not solved.

[0006] The present invention solves the above problem, and prevents the line pressure of the hydraulic control circuit from increasing excessively even in the event of changes over time while appropriately adjusting the speed change conditions such as the speed change time. An object of the present invention is to provide an automatic transmission and engine control device that can improve the reliability of friction elements, hydraulic control circuits, etc. of the automatic transmission.

[0007]

[Means for Solving the Problems] In order to achieve the above object, the present invention provides a line pressure variable means that can change the line pressure of a hydraulic control circuit for a friction element provided in a multi-stage transmission mechanism, and In a vehicle equipped with an automatic transmission equipped with a means for controlling line pressure by outputting a control signal to pressure varying means, the line pressure during gear shifting is determined based on a comparison between the actual value and target value of a parameter related to the gear shifting situation. a shift line pressure control means for correcting the shift, a shift engine output control means for reducing the engine output during the shift, and a shift line pressure control means for limiting the correction in the line pressure increasing direction to a predetermined value or less; A control adjustment means is provided for correcting the engine output reduction amount by the engine output control means during gear shifting in a direction that suppresses deviation of the actual value of the parameter from the target value under the line pressure correction limit.

In this configuration, the shift line pressure control means compares the actual value of the shift time, which is a parameter related to the shift situation, with a target value during a shift, and adjusts the line pressure so that the shift time converges to the target value. This is to correct the
When the line pressure becomes equal to or higher than a predetermined value, the control adjustment means stops the control by the shift line pressure control means to fix the line pressure, and also corrects the engine output reduction amount caused by the shift shift engine output control means. It is preferable that the speed change time be controlled so as to converge to the target value.

Furthermore, the control adjusting means adjusts the reduction in engine output during a subsequent shift when the shift time converges to the target value by correcting the amount of engine output decrease while the line pressure is fixed. Preferably, the amount is maintained at the previous value and the control by the line pressure control means is restarted during the shift.

[0010] The engine output control means during gear shifting reduces the engine output by retarding the ignition timing during gear shifting, and the control adjustment means retards the ignition timing when correcting the amount of reduction in engine output. It is preferable that the angle amount is corrected within a range of a predetermined guard value or less.

As another example, the control adjusting means compares the actual value and target value of a parameter related to the shifting situation in parallel with the correction control of the line pressure during shifting by the shifting line pressure controlling means. The engine output reduction amount during the corresponding shift may be corrected with a gain greater than the line pressure correction gain.

0012

[Function] According to the above configuration, when a situation occurs in which the line pressure increases excessively due to changes over time or the like under control by the line pressure control means during shifting, the amount of engine output decrease during shifting is controlled to correct. By doing so, the increase in line pressure is suppressed while supplementing the effect of adjusting the shift state.

[0013]

[Embodiment] An embodiment of the present invention will be explained based on the drawings. FIG. 1 shows the overall schematic structure of an embodiment of the present invention. In this figure, 1 is an engine, each cylinder of which has a combustion chamber 2 formed above a piston, an intake port and an exhaust port opening into this combustion chamber 2, and an intake passage 3 and an exhaust passage communicating with these. 4 is connected to engine 1. Further, an ignition plug 6 is attached to the engine 1 facing the combustion chamber 2, and this ignition plug 6
An ignition device 5 is constituted by a distributor 7, an igniter 8, etc. that are electrically connected thereto. The intake passage 3 is equipped with a throttle valve 9, an injector 10, and the like.

30 is an automatic transmission connected to the output shaft of the engine 1, and 20 is a control unit that controls the engine 1 and the automatic transmission 30. This control unit 20 includes a throttle opening sensor 11 that detects the opening of the throttle valve 7, an engine rotation speed sensor 12 provided in the distributor 7, a turbine rotation speed sensor 13 that detects the turbine rotation speed of the automatic transmission, A signal from a gear position sensor 14 or the like that detects the gear position of the automatic transmission is input.

As shown in FIG. 2, the automatic transmission 30 includes a torque converter 31, a multi-stage transmission mechanism 40, and a hydraulic control system that controls the supply and discharge of hydraulic pressure to the friction elements incorporated in the multi-stage transmission mechanism 40. A circuit 60 is provided. This hydraulic control circuit 60 is provided with a pressure regulator valve 61 and a duty solenoid valve 62 that constitute a line pressure variable means, and the line pressure of the hydraulic control circuit 60 can be adjusted by controlling the duty of the solenoid valve 62. It is now possible to do so.

The control unit 20 includes a line pressure control means 21, a line pressure control means 22 during a shift, an ignition timing control means 23, an engine output control means 24 during a shift, a calculation means 25, and a control adjustment means 26.

The line pressure control means 21 sets the line pressure according to the operating condition of the vehicle and outputs a corresponding duty signal to the solenoid valve 62. The shift line pressure control means 22 corrects the line pressure during shift according to a comparison between a detected value of a parameter related to the shift state and a target value. In the specific example shown in the flowchart described below, the shift time is taken as a parameter related to the shift situation, the shift time is calculated by the calculating means 25 based on the detection of the turbine rotation speed, etc., and the actual value by this calculation and the preset target value are calculated. The line pressure is corrected by learning.

The ignition timing control means 23 sets a basic ignition timing according to the operating state and outputs an ignition timing control signal to the ignition device 5. Engine output control means 2 during gear shifting
4 reduces the engine output by retarding the ignition timing during gear shifting.

Further, the control adjusting means 26 limits the correction in the line pressure increasing direction by the line pressure control means 22 during shifting to a predetermined value or less, and also adjusts the detected value and target value of the shifting time under this line correction limit. According to the comparison, the ignition timing retard amount (engine output reduction amount) is corrected by the engine output control means 24 during gear change. For example, when the line pressure reaches a predetermined upper limit, line pressure correction is stopped and the line pressure is fixed, while at the same time, the shift time is adjusted to the target value by correcting the ignition timing retard amount. There is.

FIG. 3 shows the structure of the torque converter 31 and multi-stage transmission mechanism 40 of the automatic transmission 30. In this figure, the torque converter 31 includes a pump 32 fixed to the output shaft 1a of the engine, a turbine 33 to which rotation is transmitted from the pump 32 via hydraulic oil, and a link between the pump 32 and the turbine 33. and a stator 34 provided on a fixed shaft via a one-way clutch 35. A turbine shaft 36 extending toward the multi-stage transmission mechanism 40 is connected to the turbine 33 . Furthermore, the torque converter 31 is provided with a lock-up clutch 37 that directly connects its input side and output side. An oil pump 39 is connected to the engine output shaft 1a via an oil pump central shaft 38, and the hollow turbine shaft 36 is disposed outside the oil pump central shaft 38.

The multi-stage transmission mechanism 40 includes a turbine shaft 36
It has a Ravignillo type planetary gear unit on top. This planetary gear unit includes a small diameter sun gear 41, a large diameter sun gear 42, a long pinion gear 43 that meshes with the large diameter sun gear 42, and a short pinion gear 4 that meshes with the small diameter sun gear 41 and the long pinion gear 43.
4, a carrier 45 that holds these pinion gears 43 and 44, and a ring gear 46 that meshes with the long pinion gear 43. An output gear 48 is connected to the ring gear 46 via an output shaft 47. Furthermore, the multi-stage transmission mechanism 40 incorporates various friction elements as described below.

A forward clutch 52 is disposed between the turbine shaft 36 and the small-diameter sun gear 41 and connects and disconnects power transmission from the turbine shaft 36 to the small-diameter sun gear 41 via a first one-way clutch 51. A coast clutch 53 is disposed in parallel with this. A 2-4 brake 54 having a brake drum 54a connected to the large-diameter sun gear 42 and a brake band 54b hooked to the brake drum 54a is disposed outside these, and the brake drum 54a
A reverse clutch 55 for backward traveling is arranged to connect and disconnect power transmission between the large-diameter sun gear 42 and the turbine shaft 36 via the large-diameter sun gear 42 and the turbine shaft 36. Furthermore, a low reverse brake 56 and a second one-way clutch 57 are arranged in parallel between the carrier 45 and the transmission mechanism case to engage and disengage both. Further, a 3-4 clutch 58 is disposed between the carrier 45 and the turbine shaft 36 to connect and disconnect power transmission between the two.

This transmission mechanism itself has four forward speeds and one reverse speed, and the clutches 52, 53, 55, 58 and brakes 54, 56 are operated by hydraulic pressure supplied from the hydraulic control circuit 60. When activated, a desired gear position can be obtained.

FIG. 4 shows the configuration of essential parts of the hydraulic control circuit 60. In this figure, the pressure (line pressure) of hydraulic oil supplied from the oil pump 39 to the main line L1 is regulated by a pressure regulator valve 61, and this line pressure is guided to the input port of a manual valve 63. This manual valve 63 is shifted by manual operation to select a range, and selectively communicates a plurality of output ports with the input port. The hydraulic supply/discharge control section 64 including shift valves 65, 66, 67, and the friction elements (clutch 52,
53, 55, 58, and brakes 54, 56).

The operation of each of the shift valves 65, 66, and 67 is controlled by solenoid valves 68, 69, and 70. In other words, the shift valves 65, 69, and 70 are turned on and off by the shift control signal. The pilot pressure for 66, 67 changes and the shift valves 65, 66, 67 operate accordingly. Then, for example, the control unit 20 determines a gear position by comparing the driving state (for example, throttle opening and vehicle speed) with a preset shift pattern, and a corresponding shift control signal is sent to the solenoid valve. 68, 69, and 70, the friction elements are controlled thereby, and the gears are automatically changed.

On the other hand, a line L2 is provided to the pressure regulator valve 61 to supply a pilot pressure for adjusting the line pressure, and the hydraulic pressure of the hydraulic oil, which has been reduced to a predetermined pressure by the solenoid reducing valve 71, is transferred to the line L2. A duty solenoid valve 62 is connected to this line L2. Then, the duty signal given to the duty solenoid valve 62 adjusts its opening/closing ratio and controls the amount of drain from the line L2, thereby controlling the pilot pressure given to the pressure regulator valve 61, and correspondingly controls the drain amount from the line L2. The pressure is now controlled.

Specific examples of line pressure control and ignition timing control by the control unit 20 will be explained with reference to flowcharts shown in FIGS. 5, 6 and 10.

FIG. 5 shows the main routine for line pressure control. In this routine, the control unit 20 first inputs various signals in step S1, and in step S2 determines whether or not it is time to shift based on a shift signal given by shift control. If it is not during a shift, line pressure control outside the shift is performed in step S3, and then the process returns. As for this line pressure control outside of gear shifting, for example, the line pressure according to the turbine rotation speed and throttle opening is searched from a preset map, and the duty solenoid valve 6 is set at a duty ratio that achieves that line pressure.
2, so that an appropriate line pressure can be obtained depending on the operating condition.

When it is determined in step S2 that it is time to shift, in step S4, the line pressure PL at the time of gear shifting is
Determine from the line pressure map for shifting. This line pressure map for shifting, as shown in FIG. 7, for example, stores line pressure for each zone divided by gear position and throttle opening, and is a rewritable RAM map. The line pressure stored in this map is updated by learning by the line pressure correction routine described later.

In step S5 following step S4, the actual line pressure is controlled to the above determined value by driving the solenoid valve 62 at a duty ratio corresponding to the line pressure PL determined in step S4. Next, in step S6, a line pressure correction routine by learning based on the shift time is executed, and then the process returns.

FIG. 6 shows the line pressure correction routine carried out in step S6.
At step 7, it is determined whether the line pressure correction prohibition flag Fp is "0". In this case, the value of the flag Fp ("1" or "
0'') is stored, and the value of the flag Fp of the corresponding zone is checked from this flag map. In addition,
When the engine is first started, the flag Fp is initialized to "0".

If the flag Fp is "0", the process from step S8 onwards is performed for line pressure correction. That is, in step S8, a predicted value of the turbine rotation speed after the shift is calculated based on the turbine rotation speed and the gear ratio before the shift,
While reading the turbine rotation speed (step S9),
In step S10, it is determined whether or not the shift is completed based on whether the conditions that the difference between the turbine rotation speed and the predicted value is less than or equal to a predetermined value and the rate of change of the turbine rotation speed is less than or equal to a predetermined value are satisfied. When the shift is completed, the shift time T from the start of the shift to the end of the shift is calculated in step S11.

Furthermore, in step S12, the shift time deviation Δ is calculated based on the difference between the actual shift time T and the target shift time To, which is set in advance to obtain an appropriate change in the turbine rotation speed.
T (see FIG. 8) is calculated, and in step S13, a map search is performed for the line pressure correction coefficient Ct according to the deviation ΔT. As shown in FIG. 9, this correction coefficient Ct is determined by the above deviation Δ
If T is within a predetermined tolerance range, it will be "1", but if the above deviation ΔT is outside the allowable range and is positive, it will become large, and the above deviation ΔT
is set to be smaller if it is outside the allowable range and is negative. Then, in step S14, the line pressure PL of the corresponding zone in the map shown in FIG. 7 is corrected to [PL×Ct].

Subsequently, in step S15, the line pressure P
It is determined whether L has become larger than a preset upper limit value PLa. If this determination is NO, the process returns as is, but if the determination is YES, in step S16, the line pressure correction prohibition flag Fp of the corresponding zone is set to "1".
At the same time, in step S17, the line pressure correction of the zone is prohibited and the line pressure PL of that zone is fixed at a specific value, for example, the above upper limit value PLa or a value lower than this by a certain amount. , return.

Further, when it is determined in step S7 that the line pressure correction prohibition flag Fp of the corresponding zone is "1", the process returns via step S17.

FIG. 10 shows the ignition timing control routine. In this routine, the control unit 20
First, in step S21, various signals are input, and in step S21, various signals are inputted.
At step 22, it is determined whether or not a shift is to be performed based on a shift signal or the like. If this determination is YES, it is checked in step S23 whether or not the gear was shifted last time. If it was not shifted last time (at the start of gear shifting), the retard control of the ignition timing is forcibly retarded after a set time in step S24. A forced termination timer TM is set to terminate the shift, and during the previous gear shift,
In step S25, the timer TM is decremented.

Subsequently, in step S26, it is determined whether the torque down execution flag Ftd is "1". As shown in FIG. 11, this flag Ftd is set to "1" when the engine speed decreases from the maximum value as the shift progresses and the range of this decrease reaches the set value ΔN, and is set to "0" immediately before the shift is completed. ”.

[0038] In step S26, the flag Ftd is set to "
1", in step S27 it is confirmed that the forced termination timer TM is not "0",
In step S28, an ignition timing retard amount Igt is set. This retard amount Igt is stored for each zone by a retard amount map for shifting that is divided into many zones, similar to the line pressure map for shifting, and a predetermined initial value is initially stored. , the stored value is rewritten when a retard amount correction process, which will be described later, is performed. Then, in step S28, the stored value of the corresponding zone is read from the map, and the retard amount Igt is set based on this value.

Next, in step S29, the basic ignition timing Ig
b is set according to the engine operating state, another correction amount Igc is set in step S30, and step S3
1, the final ignition timing Ig is [Ig=Igb-Igt+Ig
c]. Then, in step S32, an ignition signal is outputted to cause ignition to occur at the final ignition timing, and the process returns. When it is determined in step S22 that the gear is not shifted, or when it is determined that the torque down execution flag Ftd is "0" in step S26, or when it is determined that the torque down execution flag Ftd is "0" in step S26, or
When it is determined in step S27 that the forced termination timer TM is "0", the process moves to step S33 and subsequent steps.

In step S33, the forced termination timer TM
Then, in step S34, the ignition timing retard amount Igt is set to "0". Next, in step S35, it is determined whether or not the shift has just ended, and if the determination is YES, in step S36, the line pressure correction prohibition flag Fp is set to "
1”. When the determination in step S35 or step S36 is NO, steps S29 to S32
Returns after processing (ignition timing calculation, output).

Immediately after the shift is completed and the line pressure correction prohibition flag Fp is "1", the steps S11 and
Calculation of shift time T (step S37) in the same way as S12;
Then, a shift time shift ΔT is calculated (step S38). Then, in step S39, it is determined whether the absolute value of the deviation ΔT is less than or equal to a predetermined tolerance value α.

If the determination in step S39 is NO, the ignition timing retard amount Igt is corrected by a value corresponding to the deviation (step S40), and in this case, the ignition timing retard amount Igt exceeds the predetermined guard value X. If this occurs, the ignition timing retard amount Igt is set to the guard value X (steps S41, S42). Then, steps S29 to S
The process returns after 32 steps. Also, step S39
When the judgment becomes YES, the ignition timing retard amount I
gt is maintained at the previous value (step S43), and the line pressure correction prohibition flag Fp is reset to "0" (step S44), and then the process returns through steps S29 to S32.

According to the apparatus of this embodiment as described above, if the line pressure PL of the automatic transmission 30 does not exceed the upper limit value PLa, the shift time T calculated in step S11
The line pressure PL is corrected by learning according to the deviation ΔT from the target value To. On the other hand, as shown in Fig. 11, the ignition timing is retarded to reduce the engine output for a predetermined period during a shift to reduce shift shock, and in this case, if the line pressure correction prohibition flag Fp is "0", a certain amount ( For example, a preset initial value) is retarded. Therefore, basically, during a shift, the engine output is lowered by a certain amount, and the shift time T is converged to the target value To by correction control of the line pressure PL, so that an appropriate friction element engagement force is provided.

However, if the friction elements in the automatic transmission 30 or the operating elements of the hydraulic control circuit 60 change over time, for example if the friction elements wear out to some extent, the shift time tends to become longer. , accordingly the line pressure P
When L is corrected and controlled, the line pressure PL may exceed the upper limit value. When such a situation is reached, the line pressure correction control is stopped, and the line pressure correction prohibition flag Fp is set to "1", and the ignition timing retard amount Igt is corrected based on the determination of this flag Fp. be done. Therefore, the shift time T is adjusted by correcting the engine output while preventing the line pressure PL from increasing excessively.

If the ignition timing is retarded too much during the correction control of the retard amount, problems such as misfire and deterioration of the transmission will occur, so a guard value is provided to avoid further retardation.

Further, when the deviation ΔT falls within a predetermined range by the correction control of the ignition timing retard amount Igt, that is, when the shift time T reaches a state where it converges to the target value To, the correction of the ignition timing retard amount Igt is stopped. Then, the line pressure correction prohibition flag Fp is set to "0", thereby returning to the state where line pressure correction control is performed again. thus,
Line pressure control and ignition timing control are adjusted in a well-balanced manner so that they do not become excessive.

In the above embodiment, the ignition timing retard amount during gear shifting is kept constant when the line pressure is controlled within the range below the upper limit value, but the ignition timing retard amount also changes during line pressure correction control. Correction control may be performed for
In this case, it is desirable to make the gain of the correction of the ignition timing retard amount larger than the gain of the correction of the line pressure. In this case, in the routine of FIG.
36 is not performed, and step S3 is always performed at the end of the gear shift.
The following processing will be performed. Comparing the gain of the correction based on the amount of change in shift time caused by the correction, the gain of the line pressure correction in step S14 in the routine of FIG. 6 is relatively small, and the gain of the line pressure correction in step S40 of the routine of FIG. The correction gain is set to be larger than the line pressure correction gain. If this is done, correction of the line pressure and correction of the ignition timing retard amount are used together at the time of shifting, so that fluctuations in the line pressure are suppressed and the shifting time is appropriately adjusted.

Furthermore, the control to reduce the engine output during gear shifting is not limited to retarding the ignition timing as in the above embodiment, but may also control other factors related to engine output, such as intake air amount, fuel supply amount, etc. You may.

[0049]

Effects of the Invention The present invention provides a line pressure control means for correcting the line pressure during a shift according to a comparison between the actual value and target value of a parameter related to the shift situation, and a line pressure control means for reducing the engine output during a shift. In addition, a correction means for controlling the engine output during a shift is provided, and the correction in the direction of increase in line pressure by the line pressure control means during a shift is limited to a predetermined value or less. Since the shift is suppressed, the line pressure can be prevented from increasing excessively while adjusting the gear shift situation appropriately, and the reliability of the automatic transmission can be improved.

In this configuration, in particular, the line pressure is corrected so that the shift time as the parameter described above converges to the target value, and when the line pressure becomes equal to or higher than a predetermined upper limit due to the correction, the correction is stopped and the engine output is reduced. By correcting the amount of decrease, an excessive increase in line pressure can be reliably prevented and the above effect can be effectively achieved. Furthermore, when the above-mentioned shifting time converges to the target value by correcting the engine output reduction amount after the line pressure correction is stopped, during subsequent shifting,
By maintaining the engine output reduction amount at the previous value and restarting line pressure correction control during gear shifting, both line pressure and engine output correction control can be performed in a well-balanced manner.

[0051] Furthermore, if the reduction in engine output during gear shifting is performed by retarding the ignition timing, and the above-mentioned control is performed while setting a guard value for the amount of retardation, engine output can also be controlled appropriately. .

[0052]Also, while limiting the correction in the direction of increase in line pressure, in parallel with the line pressure correction control during gear shifting, the engine output reduction amount correction control is performed with a gain greater than the line pressure correction gain. However, it is possible to prevent the line pressure from increasing excessively while properly adjusting the gear shifting situation.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of the entire apparatus according to an embodiment of the invention.

FIG. 2 is a configuration explanatory diagram of a control system.

FIG. 3 is a schematic diagram of a torque converter and a multi-stage transmission mechanism of the automatic transmission.

FIG. 4 is a circuit diagram of a main part of a hydraulic control circuit of an automatic transmission.

FIG. 5 is a flowchart showing the main routine of line pressure control.

FIG. 6 is a flowchart showing a routine for correcting line pressure during gear shifting.

FIG. 7 is a diagram showing a line pressure map for shifting.

FIG. 8 is a diagram showing changes in turbine rotational speed and shift time during gear shifting.

FIG. 9 is a diagram showing the characteristics of a correction coefficient depending on a shift time shift.

FIG. 10 is a flowchart showing an ignition timing control routine.

FIG. 11 is a time chart showing ignition timing retard control during gear shifting.

[Explanation of symbols]

1 Engine 5 Ignition device 20 Control unit 22 Line pressure control means during gear shifting 24 Engine output control means during gear shifting 26 Control adjustment means 30 Automatic transmission 40 Multi-stage transmission mechanism 60 Hydraulic control circuit

Claims (5)

[Claims] 1. A line pressure variable means for changing the line pressure of a hydraulic control circuit for a friction element provided in a multi-stage transmission mechanism, and a means for controlling the line pressure by outputting a control signal to the line pressure variable means. In a vehicle with an automatic transmission, there is provided line pressure control means for correcting line pressure during a shift according to a comparison between an actual value and a target value of a parameter related to a shift situation; The correction in the direction of increase in line pressure by the engine output control means during gear shifting and the line pressure control means during gear shifting is limited to a predetermined value or less, and under this line pressure correction limit, the actual value of the above parameter is adjusted to the target value. 1. A control device for a vehicle with an automatic transmission, comprising: control adjustment means for correcting the amount of reduction in engine output by the engine output control means during gear shifting in a direction to suppress deviation. 2. The shift line pressure control means compares the actual value of the shift time, which is a parameter related to the shift situation, with a target value during the shift, and corrects the line pressure so that the shift time converges to the target value. When the line pressure becomes equal to or higher than a predetermined value, the control adjusting means stops the correction control by the line pressure control means at the time of shifting to fix the line pressure, and also adjusts the engine output by the engine output control means at the time of shifting. 2. The control device for a vehicle with an automatic transmission according to claim 1, wherein the control device controls the shift time to converge to a target value by correcting the amount of decrease. 3. The control adjusting means adjusts the amount of engine output reduction when the shifting time converges to the target value by correcting the engine output reduction amount with the line pressure fixed. 3. The control device for a vehicle with an automatic transmission according to claim 2, wherein the control device maintains the line pressure at the previous value and restarts the control by the line pressure control means during the shift. 4. The gear shifting engine output control means is configured to reduce engine output by retarding the ignition timing during gear shifting, and the control adjustment means is configured to control the ignition timing when correcting the engine output reduction amount. 4. The control device for a vehicle with an automatic transmission according to claim 2, wherein the control device corrects the retardation amount within a range equal to or less than a predetermined guard value. 5. The control adjustment means, in parallel with the correction control of the line pressure during the shift by the line pressure control means during the shift, adjusts the line pressure during the shift according to the comparison between the actual value and the target value of the parameter related to the shift situation. 2. The control device for a vehicle with an automatic transmission according to claim 1, wherein the correction of the engine output reduction amount is performed with a gain larger than a gain of the line pressure correction.