JPH0754745A - Integrated control device for power unit - Google Patents

Abstract

PURPOSE:To attain smooth accelerating operation by avoiding a flat spot from its generation in an engine speed at the time of acceleration, in an automatic transmission (AT) vehicle of performing torque down control of an engine output when the vehicle is accelerated after warm starting. CONSTITUTION:A torque down control means 22 for performing torque down control at the time of accelerating a vehicle by retarding ignition timing, based on an ignition timing guard map preset in accordance with an engine intake air temperature, is provided. Further, a device comprises a torque down restricting means 23 for restricting the torque down control means 22 by decreasing a retard value smaller than a value of the ignition timing guard map, when torque ratio of an automatic transmission 2 is changed from 2.0 to 1.0, and a restriction stop means 24 for stopping action of the torque down restricting means 23 when the torque ratio is changed to 1.0.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an integrated control device for a power unit in a vehicle equipped with an automatic transmission, and more particularly,
The present invention relates to a measure for avoiding a flat spot of the engine speed during vehicle acceleration after a warm start.

[0002]

2. Description of the Related Art Generally, in an engine for a vehicle, an intake air temperature sensor is provided in an intake system to detect the temperature of the outside air that is actually taken in, and the fuel supply amount is determined based on the detected intake air temperature. However, if the ambient temperature in the engine room is higher than the actual intake air temperature, such as when restarting and accelerating after starting immediately after high-speed, high-load running, the intake air temperature sensor itself does not heat up. The intake air temperature corresponding to the output is higher than the actual intake air temperature. Therefore, in such a case, since the intake air temperature is high, it is determined that the intake charge amount is small and the fuel supply amount is reduced, and the air-fuel mixture to the engine becomes over lean and the engine output is reduced. Will be reduced.

Regarding this, in an operating state in which the intake air temperature corresponding to the output of the intake air temperature sensor becomes higher than the actual intake air temperature, the output of the intake air temperature is corrected to avoid a decrease in the engine output. What has been done is, for example, JP-A-6
It is known from Japanese Patent Publication No. 0-153442. In this system, it is determined that the engine is warm starting based on the engine water temperature, and at the time of warm starting, the output value of the intake air temperature sensor is corrected to a small value to ensure an appropriate fuel supply amount. It is designed to avoid a decrease in output.

By the way, in the case of an AT vehicle equipped with an automatic transmission, if the reduction of the engine output is uniformly avoided in the above-mentioned acceleration state, the torque ratio of the automatic transmission becomes the minimum value during acceleration ( For example, knocking is likely to occur when changing from a value larger than 1.0 (for example, 2.0) to the minimum value.

Therefore, conventionally, torque down control is performed to prevent knocking by lowering the torque of the engine output at a stage immediately after starting after a warm start. Specifically, it is determined that the vehicle is in an accelerating state, and when the accelerating state is determined, the ignition timing of the engine is retarded to perform torque down control of the engine output,
As shown in FIG. 7, when the throttle valve is opened to increase the engine speed N and the acceleration determination is YES, for example, the engine speed N is an idle speed N = 80.
When the engine speed is increased from 0 rpm to N = 1500 rpm, the ignition timing is retarded from the value of the ignition timing reference map THTMAP using the value of the ignition timing guard map THTREC preset according to the intake air temperature sensor output as the retard value.

[0006]

However, if torque down control is performed in an AT vehicle in the acceleration state as described above, knocking will be sufficiently prevented, but the engine output torque will decrease. Since the torque ratio of the automatic transmission gradually decreases, the synergistic effect of the two causes the engine speed to drop when the torque ratio changes to the minimum value during acceleration, resulting in a flat spot. There is a problem that accelerated operation is easily damaged.

The present invention has been made in view of the above problems, and an object of the present invention is to perform torque reduction control of engine output during acceleration such as after warm start.
The purpose of the present invention is to prevent the engine T from falling off at the time of acceleration in the T vehicle so that the acceleration start operation can be smoothed.

[0008]

In order to achieve the above object, in the invention of claim 1, when the vehicle is accelerated, the torque ratio of the automatic transmission is larger than the minimum value when the vehicle is accelerated, When the engine speed changes, that is, when a flat spot is likely to occur in the engine speed, the torque down control of the engine output is regulated.

Specifically, the present invention is premised on an integrated control device for a power unit 3 in which a vehicle engine 1 and an automatic transmission 2 are drive-connected, as shown in FIG.

Then, acceleration determining means 21 for determining that the vehicle is in an accelerating state, and torque down controlling means 22 for performing a torque down control of the engine output when the vehicle is accelerated.
A torque ratio detecting means 17 for detecting a torque ratio of the automatic transmission, and the torque ratio when the torque ratio of the automatic transmission 2 changes from a value larger than a minimum value during vehicle acceleration to the minimum value. Torque down regulation means 2 for regulating the torque down control of the engine output by the down control means 22
3 and 3.

According to a second aspect of the present invention, in the above first aspect of the invention, the intake air temperature detecting means 1 for detecting the engine intake air temperature.
Be prepared with 1. After that, the torque down control means 22 retards the ignition timing with the retard value being the value of the ignition timing guard map preset according to the intake temperature corresponding to the output of the intake temperature detecting means 11. Torque down control during vehicle acceleration shall be performed. on the other hand,
The torque down restriction means 23 is configured to restrict the torque down control by making the retard value smaller than the ignition timing guard map value.

According to a third aspect of the present invention, in the above second aspect of the invention, the torque-down restricting means 23 is configured to gradually increase the retard value toward the ignition timing guard map value.

[0013] In the invention of claim 4, the above-mentioned claim 2 or 3
In the invention, the torque ratio detecting means 17 is the automatic transmission 2
The regulation stop means 24 for stopping the operation of the torque down regulation means 23 when the change of the torque ratio to the minimum value is detected is provided.

According to a fifth aspect of the present invention, in the above-mentioned second aspect, the acceleration of the vehicle is the acceleration of the vehicle starting from a stopped state.

According to a sixth aspect of the present invention, in the above-mentioned fourth aspect, the retard value at the time of vehicle acceleration has a gentle increase gradient before the torque ratio of the automatic transmission 2 changes to the minimum value, and also has the minimum value. After the change, it is configured to change with a steep increase gradient.

According to a seventh aspect of the invention, in the second aspect of the invention, the torque ratio detecting means 17 has an engine speed N.
The torque ratio of the automatic transmission 2 is detected based on

[0017]

With the above construction, according to the first aspect of the present invention, the torque ratio of the automatic transmission 2 is detected by the torque ratio detecting means 17 during acceleration of the vehicle judged by the acceleration judging means 21, and the torque ratio is accelerated. When the value changes from a value larger than the minimum value to the minimum value, the torque down control means 23 restricts the torque down control of the engine output by the torque down control means 22. As a result, it is possible to avoid the occurrence of a flat spot at the engine speed N due to the torque down control.

According to the second aspect of the present invention, when the vehicle is accelerated, the value of the ignition timing guard map preset according to the intake air temperature corresponding to the output of the intake air temperature detecting means 11 is used as the retard value, and the torque down control means 22 is used. Due to this, the ignition timing is retarded, whereby torque reduction control of the engine output is performed. On the other hand, the retard value is made smaller than the value of the ignition timing guard map by the torque down regulation means 23, and thus the torque down control by the torque down control means 22 is regulated. Therefore, the operation of the invention of claim 1 can be carried out specifically.

According to the third aspect of the invention, when the retard value of the ignition timing is made smaller than the value of the ignition timing guard map, the retard value is gradually increased by the torque down regulating means 23 toward the value of the ignition timing guard map. Therefore, the regulation can be gradually relaxed while regulating the torque down control. Thus, when restricting the torque down control, it is possible to prevent the engine from knocking in accordance with the change in the torque ratio of the automatic transmission while avoiding the flat spotting.

In the invention of claim 4, the torque ratio detecting means 1
When the change of the torque ratio of the automatic transmission 2 to the minimum value is detected by 7, that is, when the engine speed changes from a stage where a flat spot is likely to occur to a stage where knocking is likely to occur in the engine 1, the restriction stopping means is provided. The operation of the torque down restriction means 23 is stopped by 24, and by this,
The torque down control of the engine output by the torque down control means 22 is performed without being restricted by the torque down restriction means 23. Therefore, after avoiding the flat spotting, the torque down control for preventing knocking can be surely performed.

According to the fifth aspect of the present invention, the acceleration of the vehicle is started at the time of starting and accelerating from the stopped state of the vehicle, so that the action of the invention of the second aspect can be specifically performed.

According to the sixth aspect of the present invention, the retard value of the ignition timing at the time of vehicle acceleration has a gentle increase gradient before the torque ratio of the automatic transmission 2 changes to the minimum value, and is greater than the ignition timing guard map value. The increase from a small value to the value of the guard map is suppressed. As a result, it is possible to reliably restrict the torque down control at the stage where the flat spot is likely to occur. On the other hand, after the torque ratio has changed to the minimum value, a steep increase gradient is provided, and the retard value is rapidly increased to reach the ignition timing guard map value. As a result, after avoiding the flat spotting, torque down control for preventing knocking can be promptly performed.

According to the invention of claim 7, the engine speed is used as a parameter of the torque ratio in the automatic transmission 2. This makes it possible to specifically carry out the operation according to the invention of claim 2. In addition, the torque ratio can be easily detected.

[0024]

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

(Embodiment 1) FIG. 2 shows an overall configuration of a power unit comprehensive control apparatus according to Embodiment 1 of the present invention. A vehicle includes a power unit 3 in which an engine 1 and an automatic transmission 2 are drivingly connected. There is. In the intake system 4 of the engine 1, an air flow meter 7, a throttle valve 8, a surge tank 9 and an injector 10 are sequentially provided from an upstream side along an intake passage 6 that guides intake air from an air cleaner 5 to the engine 1. . The air flow meter 7 detects the intake air amount Q, and on the other hand, an intake air temperature sensor 11 as an intake air temperature detecting means for detecting the engine intake air temperature THAE is provided at a position near the air flow meter 7. An ID (idle) switch 12 for detecting an idle position and a non-idle position of the throttle valve 8 is connected to the throttle valve 8 in series. Further, a bypass passage 13 that bypasses the throttle valve 8 and guides intake air to the engine 1 is arranged in parallel in the intake passage 6, and an ICS (idle speed control) valve 14 is arranged in the bypass passage 13. There is.

A spark plug 15 is provided at a position facing the combustion chamber in the cylinder of the engine 1, a water temperature sensor 16 for detecting an engine water temperature THW is provided at a position facing the water jacket, and a crankshaft (not shown) is automatically provided. A rotation speed sensor 17 as a torque ratio detecting means for detecting an engine rotation speed N as a torque ratio of the transmission 2 is provided. On the other hand, an inhibitor switch 18 is connected to the automatic transmission 2, and the inhibitor switch 18 is connected to the AT control unit 19 so that the position of the shift lever can be input. The output signals of the air flow meter 7, the intake air temperature sensor 11, the ID switch 12, the water temperature sensor 16, the rotation speed sensor 17, and the AT control unit 19 are input to an ECU 20 (engine control unit), and the ECU 20 controls each control. The values are output to the ICS valve 14, injector 10 and spark plug 15 to control their operation.

The control of the ignition timing of the engine 1 by the ECU 20 is basically performed by the engine speed N and the load TP.
Ignition timing reference map THT preset according to
It is performed based on MAP. When the outputs of the water temperature sensor 16 and the intake air temperature sensor 11 both show high values,
Ignition timing guard map THTRE preset according to engine water temperature THW and engine intake air temperature THAE
Retard value THTR with the value of C as the upper limit of the retard amount
Is subtracted from the value of the ignition timing reference map THTMAP to determine the final ignition timing THTIG. At this time,
The retard value THTR is calculated as the cumulative total of the retard increase amount THTRA.

Next, the control of the ignition timing when the engine is started in the ECU 20 will be specifically described with reference to the flowcharts of FIGS. 3 and 4. First, in step S1 shown in FIG. 3, 0 is assigned to each of the retard value THTR and the retard increase amount THTRA (THTR = 0, TTR).
HTRA = 0) to initialize. In step S2, the start determination flag F is set to 0 (F = 0) to indicate that the vehicle is stopped. In step S3, engine speed N, intake air amount Q, engine water temperature THW, engine intake air temperature THAE, shift lever position and ID switch 1
Each output signal of 2 is read. In step S4, the load TP is calculated by TP = Q / N × k (k: correction coefficient). Then, in step S5, the ignition timing reference map THTMAP preset according to the engine speed N and the load TP is called, and then the process proceeds to step S6.

In step S6, it is determined that the water temperature THW is high. If the determination is YES, the process proceeds to step S7, while if the determination is NO, the process proceeds to step S14. In step S7, it is determined that the intake air temperature THAE is high. Then, when the determination is YES, the process proceeds to step S8. On the other hand, if the determination is NO, the process proceeds to step S14. In step S8, it is determined that the shift lever position is in the D range. If the determination is YES, the process proceeds to step S9, while if the determination is NO, the process proceeds to step S14. In this step S14, 0 is assigned to the retard increase amount THTRA (THTRA = 0), and then the start determination flag F is set to 0 in step S15 (F
= 0), 0 is assigned to the retard value THTR (THTR = 0) in step S16, and the process proceeds to step S17 in FIG.

In step S9, the start determination flag F
Is F = 0 or F = 1. Judgment is F =
When 0, the process proceeds to step S10, while when F = 1 which indicates that the vehicle is starting, the process directly proceeds to step S11. In the step S10, the engine speed N
, N ≦ 1000 rpm is determined. When the determination is YES, the process proceeds to step S11. On the other hand, if the determination is NO, the process moves to step S17 in FIG. In the step S11, it is determined that the ID switch 12 is in the idle state when it is ON or in the non-idle state when it is OFF.
When the determination is ON, the start determination flag F is set to 0 (F = 0) in step S12, while when it is OFF, 1 is set in step S13 (F = 1), and then the process proceeds to step S17 of FIG.

In step S17, it is determined that the engine speed N is 1500 rpm≤N. Then, when the determination is YES, the process proceeds to step S18. On the other hand, if the determination is NO, the process moves to step S16.
In step S18, it is determined that the load TP is high. When the determination is YES, the process proceeds to step S19. On the other hand, if the determination is NO, the process moves to step S16.
In step S19, the water temperature THW and the intake air temperature TAE
Ignition timing guard map TH preset according to
Invoke TREC and move to step S20. In step S20, it is determined again that the ID switch 12 is ON or OFF. When the determination is ON, the process moves to step S14. On the other hand, when the determination is OFF, the process proceeds to step S21.

In step S21, it is determined that the current retard value THTR is larger than the ignition timing guard map THTREC (THTR≥THTREC).
When the determination is YES, the process proceeds to step S22. on the other hand,
When the determination is NO, the process proceeds to step S25. In step S22, the value of the ignition timing guard map THTREC is substituted into the retard value THTR (THTR = THT
REC). That is, by guarding the retard value THTR with the ignition timing guard map THTREC,
Retard value THTR is ignition timing guard map THTRE
Do not exceed C. Then, it moves to step S23.

On the other hand, in step S25, it is determined that the start determination flag F is F = 0 or F = 1. When the determination is F = 0, the process proceeds to step S30. On the other hand, when the determination is F = 1, the process proceeds to step S26. In step S26, 0 is set in the start determination flag F in step S2 or step S12 (F = 0), and then step S1.
It is determined that the time of 2 seconds or more has elapsed before 3 is set to 1 (F = 1). When the determination is YES, the process moves to step S30. On the other hand, when the determination is NO, that is, the process proceeds to step S27.

In step S27, the engine speed N
, N ≦ 2500 rpm is determined. When the determination is YES, it is considered that the torque ratio of the automatic transmission 2 has not changed to 1.0 yet, and the above step S
Move to 28. On the other hand, when the determination is NO, that is, when the engine speed N exceeds 2500 rpm, it is considered that the torque ratio has already changed to 1.0, and step S3 is performed.
Move to 0.

In step S30, the retard increase amount T
A preset rapid increase in retard amount THT in HTRA
After substituting RA5 (THTRA = THTRA5), the process proceeds to step S29. On the other hand, in step S28, the retard increase amount THTRA is set to the preset gradually increasing retard amount THTRA2 (where THTRA5> THTR
After substituting (A2) (THTRA = THTRA2), the process similarly moves to step S29. Then, in step S29
Then, the previous retard value THTR (i-1) (where i: cumulative number of retard increase amounts) is added to the current retard increase amount TH
After substituting the accumulated value of TRA for the current retard value THTR (THTR = THTR (i-1) + THTRA), the process proceeds to step S23.

In step S23, the final retard value T
Substitute the value obtained by subtracting the retard amount THTR from the ignition timing map THTMAP into HTIG (THTIG = THT
MAP-THTR). Then, the next step S24
After executing the final retard value THTIG in step S3, the process returns to step S3.

In the above processing, the above step S17
Constitutes the acceleration determination means 21 of the present invention, in which the engine speed N is 1500 rpm ≦ N when both the engine water temperature THW and the engine intake air temperature THAE are high and the shift lever position is in the D range. It is determined that the vehicle is in an accelerating state when the engine speed N rises and reaches 1500 rpm or more.

Further, the above steps s19, S21, S2
2 and S30 constitute the torque-down control means 22 of the present invention, and here, when the vehicle is accelerated, the sudden increase retard amount T
The HTRA5 is used as the retard increase amount THTRA to calculate the retard value THTR with a steep increase gradient, whereby the engine water temperature THW and the engine intake air temperature THAE are calculated.
Ignition timing guard map TH preset according to
The retard value THTR is suddenly increased toward the value of TREC. Further, when the retard value THTR exceeds the value of the ignition timing guard map THTREC, the retard value THTR is returned to that value.

On the other hand, the step S28 constitutes the torque down regulating means 23 of the present invention. Here, the retard value THTR with a gentle increase gradient is calculated by using the gradually increasing retard amount THTRA2 as the retard increasing amount THTRA, whereby the retard value THTR is gradually increased toward the ignition timing guard map THTREC.

Then, the step S27 constitutes the regulation stop means 24 of the present invention, in which the torque ratio of the automatic transmission 2 is 2.0 when the engine speed N rises and exceeds 2500 rpm. From 1.0 to 1.0,
Retard increase amount THTRA is gradually increased Retard amount THTRA
In order to switch from 2 to the rapid increase retard amount THTRA5, the procedure of the process is switched from step S28 to step S30, whereby the regulation of the torque down regulation means 23 for the torque down control is stopped.

Therefore, according to the first embodiment, the engine speed N is detected by the engine speed sensor 17 during acceleration of the vehicle, and the engine speed N is increased to N = 1500r.
When pm is reached, the acceleration determining means 21 determines that the vehicle is in an accelerating state, and the torque down control means 22 and the torque down control means 23 simultaneously start the torque down control. . That is, as shown in FIG. 5, the engine speed N is 1
When the engine speed exceeds 500 rpm, the ignition timing of the engine 1 changes the value of the ignition timing guard map THTREC to the retard value THT.
When retarded as R, the above retard value THTR
Is smaller than the ignition timing guard map. As a result, when torque down control is performed on the engine output by retarding the ignition timing, it is possible to avoid flat spotting of the engine speed N due to the torque down control, and to facilitate acceleration operation. be able to.

At this time, as for the retard value THTR, the gradually increasing retard amount THTRA2 is increased by the increasing retard amount THTRA.
Since it is determined by the cumulative total of the increased retard amount THTRA, the ignition timing guard map THTR
It will gradually increase toward the value of EC. Therefore, it is possible to gradually retard the ignition timing while retarding the retard of the ignition timing all at once, and to retard the torque down control gradually. As the torque ratio of the machine changes, engine knocking can be prevented.

When the engine speed N rises and exceeds 2500 rpm, it is considered that the torque ratio of the automatic transmission 2 has changed to 1.0, and the regulation by the torque down regulating means 23 is regulated. It is stopped by the stop means 24, whereby the torque down control by the torque down control means 22 is performed without being restricted by the torque down restriction means 23. That is, as shown in FIG. 5, when the engine speed N exceeds 2500 rpm, retardation is performed in which the ignition timing guard map value is the retard value THTR. As a result, in the stage after avoiding the flat spotting, a predetermined torque down control for the engine output can be surely performed, and knocking of the engine 1 can be prevented.
At this time, the retard value is the rapid increase retard amount THTR.
By setting A5 as the increased retard amount THTRA, the value of the ignition timing guard map THTREC is promptly obtained.
The torque down control can be promptly performed.

That is, the increasing gradient of the retard value THTR is designed to gradually increase before the torque ratio of the automatic transmission 2 changes to 1.0, but to increase sharply after changing to 1.0. Therefore, the torque down control can be reliably regulated at the stage where the flat spot is likely to occur, while the torque down control for preventing knocking can be promptly performed after the flat spot is avoided.

(Embodiment 2) FIG. 5 is a time chart of the ignition timing in a general control device for a power unit according to a second embodiment of the present invention, in which the engine speed N is 1500 rpm≤N≤2500 rpm. Occasionally, the ignition timing retard value THTR is set to 0 (THTR = 0).
As a result, the torque down control is completely restricted. On the other hand, when the engine speed N rises and exceeds N = 2500 rpm, the retard increase amount THT is increased as in the first embodiment.
Substituting the rapidly increasing retard amount THTRA5 into RA (THTRA
= THTRA5), and the retard value THTR is set to the previous retard value THTR (i-1) by the current retard increase amount T.
With the retard value THTR obtained by accumulating HTRA, the ignition timing is retarded all at once to the level of the ignition timing guard map THTREC. Since the other configurations are the same as those in the first embodiment, the description thereof will be omitted.

Therefore, according to the second embodiment, it is possible to obtain substantially the same operational effects as those of the first embodiment.

In each of the above embodiments, the engine speed N
Is considered to be in an accelerating state when N rises to reach N = 1500 rpm, and the torque ratio of the automatic transmission 2 is considered to have changed to 1.0 when N = 2500 rpm is exceeded. However, when the determination that the vehicle is in the accelerating state and the detection of the torque ratio are performed based on the engine speed, the values are not limited to the above numerical values.

[0048]

As described above, according to the first aspect of the present invention, in the AT vehicle in which the engine output torque down control is performed at the time of vehicle acceleration, the torque ratio of the automatic transmission is at the time of vehicle acceleration. When changing from a value larger than the minimum value to the minimum value, torque down control of the engine output by the torque down control means is restricted by the torque down restriction means. It is possible to avoid the occurrence of flat spots and smooth acceleration start operation.

According to the second aspect of the present invention, the torque down control by the torque down control means at the time of vehicle acceleration is performed with the ignition timing guard map value preset according to the engine intake air temperature as the retard value. When the torque reduction control means controls the torque reduction control means to make the retard value smaller than the ignition timing guard map value, the torque reduction control means controls the torque reduction control. The effect according to the first aspect of the invention can be specifically obtained.

According to the invention of claim 3, when the retard value of the ignition timing is made smaller than the value of the ignition timing guard map by the torque down regulation means, the retard value is gradually increased toward the value of the ignition timing guard map. Let's say this
Since the ignition timing is gradually retarded, it is possible to prevent the engine from knocking by gradually relaxing the restrictions on the torque down control while avoiding the flat spot of the engine speed.

According to the fourth aspect of the present invention, when the torque ratio detecting means detects the change of the torque ratio of the automatic transmission to the minimum value, that is, when a flat spot is likely to occur in the engine speed, the engine is knocked. When shifting to a stage in which it easily occurs, the operation of the torque down restriction means is stopped by the restriction stop means, whereby the torque down control of the engine output by the torque down control means is performed without being restricted by the torque down restriction means. Therefore, after avoiding the flat spotting, the torque down control for preventing knocking can be surely performed.

According to the invention of claim 5, the starting acceleration from the stopped state of the vehicle is determined as the acceleration state of the vehicle, so that the effect of the invention of claim 2 can be concretely obtained.

According to the sixth aspect of the present invention, the retard value of the ignition timing is set as a gentle increase gradient before the torque ratio of the automatic transmission changes to the minimum value, and the retard value is set to a value smaller than the value of the ignition timing guard map. By restricting the increase to the value on the guard map, it is possible to reliably restrict the torque down control at the stage where a flat spot is likely to occur, while
After changing to the minimum value, the amount is increased rapidly toward the ignition timing guard map value as a steep increase gradient, so after avoiding the flat spotting, torque down control to prevent knocking is performed. Can be done promptly.

According to the invention of claim 7, since the torque ratio of the automatic transmission is detected based on the engine speed, the effect of the invention of claim 2 can be concretely obtained. It is possible to easily detect the torque ratio.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of the present invention.

FIG. 2 is a schematic diagram showing an overall configuration of a general control device for a power unit according to the first embodiment.

FIG. 3 is a flowchart showing the first half of the ignition timing control in the ECU.

FIG. 4 is a flowchart showing the latter half of the ignition timing control in the ECU.

FIG. 5 is a time chart showing the relationship between engine speed and retard value of ignition timing.

FIG. 6 is a diagram corresponding to FIG. 5 showing the relationship between the engine speed and the retard value of the ignition timing according to the second embodiment of the present invention.

FIG. 7 is a diagram corresponding to FIG. 5 showing a relationship between an engine speed and a retard value of ignition timing in a conventional example.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 engine 2 automatic transmission 3 power unit 11 intake air temperature sensor (intake air temperature detection means) 17 rotation speed sensor (torque ratio detection means) 21 acceleration determination means 22 torque down control means 23 torque down regulation means 24 regulation stop means N engine rotation speed THAE Engine intake air temperature THTREC Ignition timing guard map THTR retard value

Claims (7)

[Claims] 1. A power unit in which a vehicle engine and an automatic transmission are drivingly connected to each other, and acceleration determining means for determining whether the vehicle is in an accelerating state, and torque for performing torque down control of engine output during vehicle acceleration. Down control means, torque ratio detection means for detecting the torque ratio of the automatic transmission, and when the torque ratio of the automatic transmission changes from a value greater than the minimum value during vehicle acceleration to the minimum value, An integrated control device for a power unit, comprising: a torque down control means for restricting torque down control of engine output by the torque down control means. 2. The integrated control device for a power unit according to claim 1, further comprising an intake air temperature detecting means for detecting an engine intake air temperature, wherein the torque down control means responds to an intake air temperature corresponding to an output of the intake air temperature detecting means. The ignition timing guard map is set as a retard value to retard the ignition timing to perform torque down control during vehicle acceleration.The torque down regulating means uses the retard value as the ignition timing. An integrated control device for a power unit, which is configured to regulate the torque down control by making it smaller than a value of a guard map. 3. The integrated control unit for a power unit according to claim 2, wherein the torque down restriction means is configured to gradually increase the retard value toward the ignition timing guard map value. Integrated control device. 4. The integrated control device for a power unit according to claim 2 or 3, wherein when the torque ratio detecting means detects a change in the torque ratio of the automatic transmission to a minimum value, the operation of the torque down regulating means is stopped. A comprehensive control device for a power unit, which is provided with a regulation stop means. 5. The integrated control device for a power unit according to claim 2, wherein the acceleration of the vehicle is a start acceleration from a stopped state of the vehicle. 6. The total control device for a power unit according to claim 4, wherein the retard value during vehicle acceleration changes with a gentle increase gradient before the torque ratio of the automatic transmission changes to the minimum value, and also changes to the minimum value. A comprehensive control device for the power unit, which is characterized in that it is configured to change with a steep increase gradient afterwards. 7. The total control of the power unit according to claim 2, wherein the torque ratio detecting means detects the torque ratio of the automatic transmission based on the engine speed. apparatus.