JPH0781462A - Controller for engine and automatic transmission - Google Patents

Abstract

PURPOSE:To reduce a shock generated at the time of gear change effectively by delaying the timing of performing torque-down control through a torque-down delaying means at the time of gear change control based on the first gear change pattern for performing gear change control through the transitional operating modes of frictional elements at the time of gear change. CONSTITUTION:A gear change control means 73 in a transmission control unit 58 performs gear change control based on the first gear change pattern where shifting is made to the third gear through a transitional operation mode which disengages a coast clutch 43 for a prescribed period at the time of shifting from the second to the third gear in an S range. An engine control unit 57 is provided with a fuel injection control means 70, an ignition timing control means 71, and a torque-down control means 72 which consists of a fuel injection control means 70 and delayes the operating timing of a torque-down controlling means. The torque-down delaying means 72 delays the time of performing fuel cutting-off for a prescribed period at the time of performing the first gear change pattern control for gear change control through the transitional operating modes of the frictional elements of the transmission control unit 58.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine and an automatic transmission which change the power transmission path of a multi-stage transmission mechanism to switch the transmission stage and execute a torque down control for temporarily reducing the torque of the engine during a shift. The present invention relates to the control device.

[0002]

2. Description of the Related Art Conventionally, for example, JP-A-60-227049.
As described in Japanese Patent Publication No. JP-A-2003-264, in a vehicle equipped with an automatic transmission configured to change a power transmission path of a multi-stage transmission mechanism using a planetary gear mechanism or the like to switch a shift stage, a shift that occurs during a shift In order to reduce the shock, a configuration is known in which a torque down control for reducing the engine output by a predetermined amount is executed at a predetermined time during gear shifting.

In the conventional device described in the above publication, a change in the engine speed is predicted on the basis of the differential value of the engine speed at the time of upshifting, and the start time point of the shift control is determined according to the predicted value. The torque down control is started at the time when it is determined that the shift control is started. As a result, the torque down control can be performed at an appropriate timing without being affected by the change with time of the friction element that constitutes the automatic transmission and the variation in the shift start time caused by the change in the viscosity of the working fluid supplied to the friction element. In order to effectively reduce the shift shock.

[0004]

In the above prior art, the change in the engine speed is predicted according to the differential value of the engine speed detected during the shift, and the shift start timing is determined based on this predicted value. Since the start timing of the torque down control is set in correspondence with the shift start timing, there is an advantage that the torque down control can be executed without causing a response delay, but the engine speed If a temporary change occurs in the gear shift, there is a problem in that an erroneous determination of the shift start timing easily occurs.

If the erroneous determination of the shift start timing occurs, a large shift shock will occur due to the erroneous determination. Therefore, after a preset time has elapsed from the output point of the shift command signal, the torque is changed. Although down control is also performed, when configured in this way,
There is a problem that it is not possible to execute appropriate torque down control corresponding to the change in the shift start time that occurs due to the difference in the shift control modes.

[0006] For example, S with a coast clutch engaged
When shifting up from the 2nd speed to the 3rd speed of the range, the shift is performed through a transitional operation mode such as temporarily releasing the engagement of the coast clutch in order to prevent an internal lock from occurring in the multi-stage transmission mechanism. A first shift pattern for executing the control and a second shift pattern for executing the shift control without going through the transitional operation mode at the time of shifting up from the 2nd speed to the 3rd speed in the D range where the coast clutch is released. In the case of having, the gear shift start time point changes depending on the presence or absence of this transitional operation mode. Then, if the start time of the torque down control is made to coincide with the start time of one of the above two shift patterns, a shift occurs between the start time of the other shift and the start time of the torque down control, which causes a shift shock. There is a problem that occurs.

The present invention has been made to solve the above-mentioned problems, and an engine and an engine capable of effectively reducing a shift shock by starting torque down control at an appropriate time when shifting the automatic transmission. An object is to provide a control device for an automatic transmission.

[0008]

The invention according to claim 1 is
The power transmission path of the multi-stage transmission mechanism is changed to switch the transmission stage, and torque down control is performed to temporarily reduce the engine torque after the elapse of a predetermined time set by the timer from the output of the transmission command signal. In a control device for an engine and an automatic transmission configured as described above, a first shift pattern for executing shift control through a transitional operation mode of a friction element during a shift and a shift control without passing through this transitional operation mode And a torque down delay means for delaying the execution time of the torque down control when executing the speed change control based on the first speed change pattern.

According to a second aspect of the present invention, there is provided a first shift pattern for executing shift control through a transitional operation mode in which a friction element for engine braking is engaged before shifting, and the engagement of the friction element is released. , A second shift pattern for executing shift control without going through this transitional operation mode.

[0010]

According to the first aspect of the present invention, the delay time set by the torque dow delay means elapses during the shift control based on the first shift pattern for executing the shift control through the transitional operation mode of the friction element. After that, the count of the timer is started, and the torque down control is executed after the elapse of the predetermined time set by the timer. Also,
During the shift of the second shift pattern in which the shift control is executed without passing through the transitional operation mode, the counting of the timer is started from the output point of the shift command signal, and the predetermined time set by the timer elapses. The torque down control will be executed.

According to the second aspect of the present invention, the shift control of the first shift pattern is executed to execute the shift control through the transitional operation mode in which the friction element for the engine brake is engaged and the engagement of the friction element is released. At the time of gear shifting, the timer starts counting after the delay time set by the torque dow delay means has elapsed, and the torque down control is executed after the predetermined time set by the timer has elapsed. In addition, during the shift of the second shift pattern in which the shift control is executed without passing through the transitional operation mode in which the engagement of the friction element for the engine brake is released, the counting of the timer is started from the output point of the shift command signal. The torque down control is executed after the elapse of the predetermined time set by the timer.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows an embodiment of a control device for an engine and an automatic transmission according to the present invention. The engine 1 and the automatic transmission T are installed as a power plant PT of a front engine / front drive vehicle (FF vehicle),
The output torque of the engine 1 is transmitted to the left and right axle shafts 5 and 6 via the torque converter 2 and the multi-stage transmission mechanism 3 of the automatic transmission T and the differential device 4 provided on the output side thereof. ing.

An air-fuel mixture is supplied into each cylinder 8 of the engine 1 through an independent intake passage 7. The air-fuel mixture is compressed by a piston (not shown) and then ignited by an ignition plug 9 to burn. However, this combustion gas is discharged to the outside through the independent exhaust passage 10. Each of the independent intake passages 7 is provided with a fuel injection valve 11 that injects fuel into intake air.

Further, a high voltage ignition power is supplied to the ignition plug 9 by a distributor 13, an ignition coil 14 and an ignition controller 15 at a predetermined timing. Each of the independent intake passages 7 has a common intake passage 17 in which the upstream portions thereof are gathered together, and a throttle valve 18 that is opened and closed in conjunction with an accelerator pedal (not shown) is provided in the common intake passage 17. It is installed.

As shown in FIG. 2, the torque converter 2 has a case 28 connected to the output shaft 21 of the engine 1.
A pump 29 fixedly mounted in the case 28; a turbine 30 arranged to face the pump 29 and driven via hydraulic oil; and a pump installed between the pump 29 and the turbine 30. And a stator 31 supported by a transmission case 33 via a one-way clutch 32 to increase the torque, and the rotational force of the turbine 30 is transmitted to the multi-stage transmission mechanism 3 via a turbine shaft 22. Is configured.

The torque converter 2 is provided with a lockup clutch 34 that directly connects the input side and the output side of the torque converter 2. Further, the output shaft 21 of the engine 1 has
Pump shaft 26 penetrating through the turbine shaft 22
The oil pump 27 mounted at the rear end of the automatic transmission is driven by the pump shaft 26.

The multi-stage speed change mechanism 3 is composed of a Ravigneaux type planetary gear device arranged on the turbine shaft 22. This planetary gear device includes a small-diameter sun gear 35 loosely fitted in the turbine shaft 22 and the turbine shaft 22 in the rear of the small-diameter sun gear 35.
Large-diameter sun gear 36 loosely fitted to the small-diameter sun gear 3
5, a plurality of short pinion gears 37, a long pinion gear 38 having a front half portion meshing with the short pinion gear 37 and a rear half portion meshing with the large-diameter sun gear 36, and the short pinion gear 37 and the long pinion gear 38 are rotatable. And a ring gear 39 that meshes with the long pinion gear 38. The output gear 24 is connected to the ring gear 39.

A forward clutch 41 and a first one-way clutch 42 are provided in series between the turbine shaft 22 and the small-diameter sun gear 35, and a coast clutch 43 is provided in parallel with these clutches 41, 42. ing. A 3-4 clutch 44 is provided between the turbine shaft 22 and the carrier 40, and
A reverse clutch 45 is provided between the turbine shaft 22 and the large-diameter sun gear 36.

Between the large-diameter sun gear 36 and the reverse clutch 45, a 2-4 brake 46 which is a band brake for fixing the large-diameter sun gear 36 is provided.
Further, a low reverse brake 47 for fixing the carrier 40 is provided between the carrier 40 and the transmission case 33.
And a second one-way clutch 48 that receives the reaction force of the carrier 40 are provided in parallel.

The multi-stage transmission mechanism 3 itself has a forward movement 4
By having a gear position of one gear position and one reverse gear, and appropriately operating each of the clutches 41, 43 to 45 and the brakes 46, 47 on the basis of a selection operation for selecting a range and a control according to an operating state, 1st to 4th speed in D range, S
It is configured to obtain 1 to 3 speed in the range, 1 to 2 speed in the L range, and reverse speed in the R range.

Here, each of the clutches 41, 43-4 described above.
5, brakes 46, 47 and one-way clutch 4
The relationship between the operating states 2 and 48 and the shift speed will be described. First, in the first speed, the forward clutch 41 is engaged, the first and second one-way clutches 42 and 48 are locked, and the output rotation of the torque converter 2 is from the turbine shaft 22 to the forward clutch 41 and the first one-way clutch. It is input to the small-diameter sun gear 35 via 42. Then, with the carrier 40 fixed by the action of the second one-way clutch 48, the rotation is transmitted from the small-diameter sun gear 35 to the ring gear 39 via the short pinion gear 37 and the long pinion gear 38. As a result, the first speed state with a large reduction ratio corresponding to the diameter ratio of the small diameter sun gear 35 and the ring gear 39 is obtained.

Next, in the second speed, in addition to the above-described first speed state, the 2-4 brake 46 is engaged, the large-diameter sun gear 36 is fixed, and the second one-way clutch 48 becomes idle. Therefore, the rotation transmitted from the turbine shaft 22 to the small diameter sun gear 35 is transmitted to the long pinion gear 38 via the short pinion gear 37, and the long pinion gear 38 revolves on the large diameter sun gear 36. 40
Rotates. As a result, compared to the first speed state, the carrier 40
The rotation speed of the ring gear 39 is increased by the rotation speed of 1 to obtain the 2nd speed state in which the reduction ratio is smaller than that in the 1st speed.

In the third speed, from the above-described second speed state, 2-
At the same time that the 4 brake 46 is released, the 3-4 clutch 44 is engaged. Therefore, the rotation of the turbine shaft 22 is input to the small-diameter sun gear 35 via the forward clutch 41 and the first one-way clutch 42, and is also input to the carrier 40 via the 3-4 clutch 44. As a result, the entire multi-stage transmission mechanism 3 rotates integrally, and the third speed state in which the ring gear 39 rotates at the same speed as the turbine shaft 22 is obtained.

In the 4th speed, the 2-4 brake 46, which was once released in the 3rd speed, is reengaged.
Therefore, the rotation of the turbine shaft 22 is input to the carrier 40 from the 3-4 clutch 44 and the long pinion gear 38 is revolved. However, the large-diameter sun gear 36 meshed with the long pinion gear 38 causes the rotation of the 2-4.
Since it is fixed by the brake 46, the long pinion gear 38 revolves with the carrier 40 while revolving. As a result, the ring gear 39 meshing with the long pinion gear 38 is rotationally driven by being rotated by the rotation of the carrier 40 by an amount corresponding to the rotation of the long pinion gear 38, whereby a fourth speed state of an overdrive state is obtained.

Further, at the reverse speed, the reverse clutch 45 and the low reverse brake 47 are engaged, the rotation of the turbine shaft 22 is input to the large-diameter sun gear 36, and the carrier 40 is held in the body case 33.
Fixed to. Therefore, the rotation is transmitted from the large-diameter sun gear 36 via the long pinion gear 38 to the ring gear 39 via a fixed gear train, and the large-diameter sun gear 3
6 and the ring gear 39, the reduction ratio corresponding to the ratio of the diameters of the ring gear 39 and the ring gear 39 is obtained.
And rotate in the opposite direction.

Since the first one-way clutch 42 that transmits rotation at the 1st to 3rd speeds and the second one-way clutch 48 that receives a reaction force at the 1st speed idles during coasting, the engine brake operates at these gears. I will not do it, but the third speed in the D range and a few in the S range
In the first and second speeds of the L speed and L range, the coast clutch 43 parallel to the first one-way clutch 42 is engaged, and
At the first speed in the range, the low reverse brake 47 in parallel with the second one-way clutch 48 is engaged, so that engine braking can be obtained at these shift speeds.

Table 1 below summarizes the relationship between the operation of each of the friction elements 41, 43 to 47 and the one-way clutches 42, 48 and the shift speed.

[0028]

[Table 1]

As shown in FIG. 3, the automatic transmission T is provided with a hydraulic circuit section 50 for controlling the engagement state of each friction element in the multi-stage transmission mechanism 3. This hydraulic circuit section 5
No. 0 has a pressure regulator valve 52 that adjusts the pressure of the hydraulic oil supplied from the oil pump 27 to generate a line pressure. Then, the line pressure is supplied to and discharged from each friction element in the multi-stage transmission mechanism 3 in accordance with the select range position of the manual valve and the shift position of each shift valve, so that the shift stage is switched. Has been done.

The pressure regulator valve 52 of the hydraulic circuit section 50 is constructed so as to form the line pressure in accordance with the pilot pressure formed by the duty solenoid valve 51 for controlling the line pressure. In addition, each shift valve (not shown) provided in the hydraulic circuit unit 50 includes the first to fourth solenoid valves 53 to 56.
(See FIG. 1). The duty solenoid valve 51 for line pressure control and the first to fourth solenoid valves 53 to 56 are configured to be driven according to a control signal output from the transmission control unit 58, as described later. ing.

Further, the power plant PT is shown in FIG.
Also, as shown in FIG. 3, an engine control unit 57 that controls the engine 1 and a transmission control unit 58 that controls the automatic transmission T are provided. The engine control unit 57 has an engine speed signal Sn output from a speed sensor 61 provided in the distributor 13, a crank angle signal Sc output from a crank angle sensor 62, and a cooling output from a water temperature sensor 63. The water temperature signal Sw, the knocking strength signal Sk output from the knocking sensor 64, the throttle opening signal St provided in the throttle valve 18, the boost signal Sb output from the boost sensor 66 provided in the common intake passage 17, and the intake air. A quantity detection signal or the like is input.

A shift signal indicating a shift state is input from the transmission control unit 58 to the engine control unit 57. Then, the engine control unit 5
Reference numeral 7 denotes a torque down control including the fuel injection control means 70 and the ignition timing control means 71 that execute normal engine control based on the input signals during the shift control of the automatic transmission T and the fuel injection control means 70. And a torque down delay means 72 for delaying the operation timing of the means.

The fuel injection control means 70 is set corresponding to the operating state of the engine 1 based on the air charge amount into the cylinder 8 calculated according to the engine speed, the intake air amount, the intake air temperature and the like. The fuel injection pulse width of the fuel injection valve 11 is adjusted so that an air-fuel mixture having a predetermined air-fuel ratio is obtained. Further, the ignition timing control means 71 calculates an ignition advance value according to the operating state of the engine 1, and the ignition timing is set at a predetermined timing set based on the ignition advance value and the crank angle signal Sc. Control means 1
By outputting a control signal to 5, the ignition coil 14 is configured to supply high-voltage ignition power to each spark plug 9 via the distributor 13 at a predetermined timing.

The torque down control means comprising the fuel injection control means 70, as shown in the flow chart described later, is used for the transmission control unit 5 when the automatic transmission T shifts.
After a predetermined time set by a timer has elapsed from the time when the shift signal output from the engine 8 is output, a fuel cut that restricts the fuel supplied to the cylinders of the engine is performed. Further, the torque down delay means 72, when the transmission control unit 58 executes the shift control based on the first shift pattern for executing the shift control through the transitional operation mode of the friction element during the shift, It is configured to delay the execution time of the fuel cut by a predetermined time.

To the transmission control unit 58, the cooling water temperature signal Sw output from the water temperature sensor 63, the throttle opening number St output from the throttle opening sensor 65, and the turbine speed sensor 67 are output. The turbine speed signal Su, the vehicle speed signal Sv output from the vehicle speed sensor 68, the select position signal Ss of the select lever output from the position sensor 69, etc. are input as control information. Then, the transmission control unit 58 has a shift control means 73 for executing a predetermined shift control based on these control information.

The shift control means 73 basically selects the selected range (P, R, N, D, S, L ranges).
Drive signals Ca, Cb, Cc, Cd, Ce to the duty solenoid valve 51 for line pressure control and the first to fourth solenoid valves 53 to 56, respectively, according to the select signal corresponding to the throttle opening and the vehicle speed. Is output to switch the ON / OFF pattern of each friction element of the multi-stage transmission mechanism 3, the multi-stage transmission mechanism 3 is switched to the shift range corresponding to the select range or the operating state of the vehicle.

For example, a range for forward movement, that is, D, S,
When the L range is selected, the shift speed is as shown in FIG.
The map is automatically switched according to the throttle opening and the vehicle speed according to the map. The line pressure control duty solenoid valve 51 constitutes hydraulic pressure control means for controlling the pilot pressure control line pressure for the pressure regulator valve 52, and the first to third solenoid valves 53 to 55 change gears. It constitutes hydraulic control means for switching the stage, and also the fourth solenoid valve 5
Reference numeral 6 constitutes hydraulic control means for executing ON / OFF control of the lockup clutch 34.

Further, the shift control means 73 shifts up from the second speed in the S range where the coast clutch 43 is engaged and the engine brake operates to the third speed where the engine brake also operates, and when the coast clutch 4 operates.
3 is released and engine brake does not operate D
It is configured to execute shift control with a different shift pattern from the second speed in the range to the third speed when the coast clutch 43 is engaged and the engine brake operates.

That is, at the time of 2-3 shifts in the S range, in order to prevent the internal lock of the automatic transmission T from occurring, the engagement of the coast clutch 43 is released for a predetermined period of time, and the transitional operation mode is performed. The shift control is executed based on the first shift pattern that shifts to the high speed. Also, the above D
Since there is no possibility of internal locking of the automatic transmission T during 2-3 shifts in the range, the shift control is executed based on the second shift pattern that shifts to the 3rd speed without passing through the above-described transitional operation mode. It is like this.

The control operation of the engine control unit 57 and the transmission control unit 58 will be described with reference to the flow charts shown in FIGS. When the control operation is started, first, in step S1, a delay time for delaying the execution time of the torque down control in correspondence with the execution time of the transient operation mode is executed at the time of execution of the shift control based on the first shift pattern. Count values of the first timer A to be set, the second timer B to set the execution time of the torque down control and the third timer C to set the end of the torque down control at the time of executing the shift control based on the second shift pattern, respectively. Reset and initialize.

Next, in step S2, the detection values of the respective sensors are read, and in steps S3 and S4, it is determined whether or not the count values of the first timer A and the second timer B are zero. . At the start of the above control, the count values of the first timer A and the second timer B are
Since each is reset to 0, the above step S
It is determined to be YES in 3 and S4. Then, in step S5, it is determined whether or not the current time point is the shift start time point from the second speed to the third speed, based on the shift signal output from the transmission control unit 58 to the engine control unit 57.

If it is determined YES in step S5 and it is confirmed that the current time point is the shift start time from the 2nd speed to the 3rd speed, in step S6, the shift speed is the S range 2 when the previous control is performed. It is determined whether or not the speed was high.
If the determination result is YES, in step S7, the preset times KEA and KEB are respectively set as the count values of the first timer A and the second timer B, and then in step S8, the coast is set. After the transitional operation mode in which the clutch 43 is released, 3
The shift control of the first shift pattern for shifting up to high speed is executed.

If NO in step S6, it is determined in step S9 whether or not the gear position was the second speed in the hold mode during the previous control.
If the determination result is YES, the above step S
In step 7, the shift control of the first shift pattern is executed. On the other hand, when YES is determined in the above step S6 and it is confirmed that the shift stage is the second speed of the D range in the previous control, in step S10, the count value of the second timer B is set. After setting KEB for a predetermined time set in advance, in step S11,
The shift control of the second shift pattern for shifting up to the third speed is executed without going through the transitional operation mode.

If YES is determined in the step S3 and it is confirmed that the shift control of the first shift pattern is being executed, the first shift pattern is determined in the step S12.
After subtracting 1 from the count value KEA of the timer A, it is determined in step S13 whether or not the count value KEA becomes 0, that is, whether or not the first timer A has timed up. If the determination result is NO, the process proceeds to step S8, and the shift control of the first shift pattern is continued.

When it is determined YES in step S13 and it is confirmed that the predetermined time set by the first timer A has elapsed during the shift control of the first shift pattern, or NO in step S4. When it is determined that the shift control of the second shift pattern is being executed, the count value KEB of the second timer B is decremented by 1 in step S14, and then in step S15, It is determined whether the count value KEB becomes 0, that is, whether the second timer B has timed up. If the determination result is NO, the process proceeds to step S11 to continue the shift control of the second shift pattern.

If it is determined YES in step S15 and it is confirmed that the second timer B has timed out, in step S16, the count value of the third timer C that sets the end of the torque down control. As
After setting the preset predetermined time KEC, it is determined in step S17 whether or not the condition for ending the torque down control is satisfied. If the determination result is YES, in step S18, the count value KEC of the third timer C is reset to 0, and the shift control ends.

If NO in step S17, the count value KE is determined in step S19.
It is determined whether C has become 0, that is, whether the third timer C has timed out. If the result of this determination is NO, then in step S20 the third timer C
After subtracting 1 from the count value KEC of step S2, step S2
At 1, torque down control (TD control) is executed.

That is, when the shift control based on the first shift pattern is executed, as shown in FIG. 7, when the delay time set by the first timer A elapses from the start time t1 of the shift control, that is, this From the time point t2 when the count value KEA set to the time corresponding to the execution time of the transient operation mode by the first timer A elapses
Time t3 when the timer B starts counting and the predetermined time (KEB) set by the second timer B elapses.
Then, the torque down control for reducing the output of the engine 1 is started by executing the half cylinder fuel cut for stopping the fuel supply to the half of the cylinders of the engine 1. afterwards,
At time t4 when the turbine speed TR changes from the increase state to the decrease state and a peak is detected, the output of the engine 1 is reduced by executing the all-cylinder fuel cut to stop the fuel supply to all the cylinders of the engine 1. Further lower.

On the other hand, during the shift control based on the second shift pattern, as shown in FIG. 8, the shift start time t
After starting the counting of the predetermined time (KEB) set by the second timer B from 1 and starting the half cylinder fuel cut at the time t5 when the predetermined time has elapsed, the peak of the turbine speed TR is detected. At time t6, the fuel cut to all cylinders is stopped to stop the fuel supply to all cylinders of the engine 1.

When it is determined YES in step S17 and it is confirmed that the condition for ending the torque down control is satisfied, or when YES is determined in step S19 and it is confirmed that the third timer C has timed up. If so, in step S22, the torque down control (TD control) is terminated and the output of the engine 1 is returned to a normal state.

As described above, when shifting from the 2nd speed of the L range where the engine brake operates or the 2nd speed to the 3rd speed of the hold mode, that is, the transient operation mode in which the engagement of the coast clutch 43 is released for a predetermined time. During the shift control based on the first shift pattern in which the gear shifts up to the 3rd speed, the gear shift from the 2nd speed to the 3rd speed in the D range in which the engine brake does not operate The shift timing based on the second shift pattern) is set so that the execution time of the torque down control is delayed by the delay time set by the first timer A. Even during the shift control based on the torque change control, the torque down control can be started at an appropriate time.

Therefore, it is possible to effectively prevent the automatic transmission from being internally locked due to the transitional operation mode during the shift of the first shift pattern, and at the time of the shift control based on the first shift pattern. In any case of the shift control based on the second shift pattern that executes the shift control without going through the transitional shift mode, the occurrence of the torque shock due to the deviation of the start time point of the torque down control is prevented. This can surely be prevented, and by this, a push-up shock in which the vehicle body acceleration sharply increases during a gear shift, a retraction shock in which the vehicle body acceleration temporarily decreases, and the like can be effectively suppressed with a simple configuration.

In the above embodiment, the torque down control of the engine 1 is executed at the time of gear shifting by stopping the supply of fuel to the cylinders of the engine 1. However, instead of this configuration, or the fuel cut is performed. The torque down control may be executed by changing the retard amount (retardation amount) of the ignition timing of the ignition plug 9 together with the torque down control by.

[0054]

As described above, according to the present invention, the above-mentioned transitional gear shift pattern is used at the time of gear shift control based on the first gear shift pattern in which the gear shift control is executed through the transitional operation mode of the friction element during gear shift. Since the torque down delay means for delaying the execution timing of the torque down control is provided as compared with the shift control based on the second shift pattern in which the shift control is executed without executing the shift control, the shift control based on either of the first and second shift patterns Also in the above, the torque down control can be started at an appropriate time.

Therefore, during the shift control based on either the first shift pattern or the second shift pattern, it is possible to reliably prevent the occurrence of the torque shock due to the deviation of the start point of the torque down control.
Thrust-up shock, which causes the vehicle acceleration to rise sharply when shifting,
There is an advantage that it is possible to effectively prevent the occurrence of a retracting shock or the like in which the vehicle body acceleration is temporarily reduced with a simple configuration.

[Brief description of drawings]

FIG. 1 is an explanatory plan view showing an embodiment of a control device for an engine and an automatic transmission according to the present invention.

FIG. 2 is an explanatory diagram showing a schematic configuration of the automatic transmission.

FIG. 3 is a schematic explanatory diagram of a hydraulic control circuit of the automatic transmission.

FIG. 4 is a graph showing a shift map.

FIG. 5 is a flowchart showing a control operation at the time of 2-3 shift up.

FIG. 6 is a flowchart showing a control operation at the time of 2-3 shift up.

FIG. 7 is a time chart showing a shift control operation based on a first shift pattern.

FIG. 8 is a time chart showing a shift control operation based on a second shift pattern.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 engine 3 multi-stage transmission mechanism 43 coast clutch (friction element) 72 torque down delay means 73 shift control means T automatic transmission

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Kozo Ishii 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Motor Corporation

Claims (2)

[Claims] 1. A torque down system in which a power transmission path of a multi-stage transmission mechanism is changed to switch a transmission stage, and an engine torque is temporarily reduced after a predetermined time set by a timer has elapsed from the time of outputting a shift command signal. In a control device for an engine and an automatic transmission configured to execute control, a first shift pattern for performing shift control through a transitional operating mode of a friction element during gear shifting and the transitional operating mode Shift control means having a second shift pattern for executing the shift control without a shift control means, and torque down delay means for delaying the execution timing of the torque down control at the time of executing the shift control based on the first shift pattern. Control device for engine and automatic transmission. 2. A first shift pattern for executing shift control through a transitional operation mode in which a friction element for engine braking is fastened before shifting before being disengaged from this friction element, and this transient operation. 2. The control device for an engine and an automatic transmission according to claim 1, further comprising a shift control means having a second shift pattern for performing shift control without any aspect.