JPH08218909A - Control device for engine and automatic transmission - Google Patents

Abstract

PURPOSE: To reduce transmission shock by executing torque-down control based on shifting to a power-on state, completing the torque-down control after a specified time, and thereby properly executing the torque-down control even when the power-off state is switched to a power-on state on the way of transmission. CONSTITUTION: When a power-off state is shifted to a power-on state, it is sensed by means of a power-on sensing means 102. As a result, a torque-down command means 103 commands execution of reduction control of an engine torque. At the same time, time passage from the output of the command signal is counted by means of a counter means 104. When the time passage reaches a present value, a completion command means 105 commands completion of reduction control of the torque based on the command of the torque-down command means 103. When shifting to the power-on state is conducted on the way of transmission, accordingly, shock due to transmission in the power-on state is prevented with certainty.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for performing control for reducing engine torque during gear shifting in an automatic transmission.

[0002]

2. Description of the Related Art It is well known that torque down control is performed by delaying the ignition timing of an engine during a shift of an automatic transmission. This is to reduce the torque applied to the automatic transmission during the inertia phase in which the rotation change occurs in the automatic transmission to reduce the load on the friction engagement device such as the clutch and to alleviate the shift shock. . Therefore, this type of so-called torque down control is usually executed at the time of gear shifting in the power-on state in which the accelerator pedal is depressed.

However, since the throttle opening is not always maintained constant while the gear shift is being executed, the accelerator pedal is depressed or the pedal is returned in the opposite direction to be input to the automatic transmission. The torque may change. Therefore, for example, when the accelerator pedal is depressed to enter the power-on state while performing a shift corresponding to the power-off state, so-called up-stroke of the engine may occur. Then, JP-A-4-34
In the invention described in Japanese Patent No. 5539, when the clutch-to-clutch shift is performed in the power-off state, the shift is basically executed by the underlap control, and when the power-on state is detected during the shift. Controls the engine torque to prevent the engine from blowing up.

[0004]

The above-described engine torque reduction control is executed to reduce the torque input to the automatic transmission during gear shifting to prevent gear shift shocks. It is usual to end the torque down control with the end. Therefore, the termination of the torque reduction is determined based on the rotation speed such as the input rotation speed of the automatic transmission. However, such an end determination is based on the assumption that the number of revolutions, which is the basis of the determination, accurately reflects the speed change situation occurring inside the automatic transmission, but this assumption is applied to all automatic transmissions. This is not the case, and for an automatic transmission that does not meet the premise, torque down control during a gear shift transition may not be properly performed.

That is, for example, in an automatic transmission in which an input rotary element is connected to another rotary element by a one-way clutch, when gear shifting is executed in a power-on state and engine torque down control is carried out accordingly. When the accelerator pedal is returned and the power is turned off, the one-way clutch is released and the rotational speed of the input rotary element sharply decreases. Therefore, since this input rotary element is in a free state without being connected to other rotary elements or gear mechanism forming the shift stage, the rotational speed of the input rotary element is in the midway of shifting of the automatic transmission. Does not reflect

For this reason, in a control device for an automatic transmission that judges the progress of a shift based on the number of revolutions of the input rotary element, for example, by turning off the power during an upshift, a time earlier than the end of the actual shift is achieved. Will determine the end of the shift. Therefore, when the torque down control is being executed, the torque down control is ended before the shift is completed. Furthermore, once the power is turned off, if the accelerator pedal is stepped on again and the power is turned on, the shift start signal is not output again, so engine torque down control can be performed. However, the shift shock may worsen.

On the other hand, in the inventions described in the above publications,
The torque down control is executed by turning on the power during a gear shift.However, if the gear change situation is judged based on the number of revolutions, the number of revolutions of the input rotary element will be increased by the automatic transmission. Since the status of the gear change being performed is not reflected, it is not possible to determine the end of the restarted torque down control. That is, in the conventional control device, it is substantially difficult to restart the torque down control once the torque down control is finished during the gear shift, and when the power-off is switched to the power-on during the gear shift, the gear shift control is performed. The shock was likely to get worse.

The present invention has been made in view of the above circumstances. Even if the power is switched from power-off to power-on during gear shifting, the torque down control can be properly executed to reduce gear shift shock. The purpose is to provide a device.

[0009]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides a power-on control when a power-off is switched to a power-on while a shift is being performed by an automatic transmission. The torque down control is executed based on the change to, and the torque down control is ended after a predetermined time.

More specifically, according to the first aspect of the present invention, as shown in FIG. 1, the rotation of a predetermined rotating member 100 of the automatic transmission A is terminated by ending the control for reducing the torque of the engine E during a gear shift. In a control device for an engine and an automatic transmission that determines based on the number, a shift detecting means 101 that detects that a shift is being executed by the automatic transmission A,
Power-on detection means 102 for detecting that the power-off state has been switched to the power-on state during a shift;
Torque down instruction means 103 for instructing engine torque reduction control when the power-on detection means 102 detects that the power-on state has been switched during the shift, and engine torque reduction control by the torque down instruction means 103. Of the counter means 104 for detecting the elapsed time from the instruction time point, and when the time detected by the counter means 104 reaches a predetermined time, the torque reduction control based on the instruction from the torque down instruction means 103 is finished. And an end instructing means 105 for instructing.

Further, according to a second aspect of the present invention, as shown in FIG. 2, the first torque instructing the first torque down control for reducing the torque of the engine E based on the start of the gear shift in the automatic transmission A. In the engine and the automatic transmission, the down instruction means 110 and the first torque down end determination means 111 for determining the end of the first torque down control based on the rotation speed of the predetermined rotating member 100 of the automatic transmission A are provided. In the control device, power-on detecting means 112 for detecting that the power-off state is switched to the power-on state during execution of the first torque down control, and power-on detecting means for switching to the power-on state. Instructing a second torque down control for reducing the torque of the engine E according to the traveling state at that time when detected by 112. Second torque down instruction means 113
And the torque reduction commanded by the second torque down commanding means 113 when the control command for reducing the torque of the engine E is output from the first torque down commanding means 110 and the second torque down commanding means 113. It is characterized by including a torque-down executing means 114 for executing control.

[0012]

According to the invention described in claim 1, the engine torque reduction control is executed in accordance with the gear shift in the automatic transmission A, and this torque reduction control is judged based on the predetermined number of rotations of the rotating member 100. For example, the torque reduction control is ended by synchronizing the rotation speed of the rotating member 100 with the rotation speed at the shift stage after the shift. On the other hand, when the shift detecting means 101 detects that a shift is being performed by the automatic transmission A, if the power-off state is switched to the power-on state, the power-on detecting means 102
To detect. As a result, the torque down instruction means 103 issues an instruction to execute the engine torque reduction control, and at the same time, the counter means 104 detects the elapsed time from the output of the instruction signal. When the elapsed time reaches a predetermined time, the torque down instruction means 1
The termination instruction means 105 instructs that the torque reduction control based on the instruction from 03 should be terminated. Therefore, if the power is switched to the power-on state during a shift, the torque reduction control is executed based on that, and the torque reduction control is terminated at a predetermined time such as the end of the shift. It is possible to reliably prevent a shock that occurs.

In the invention described in claim 2, when the automatic transmission A starts shifting, the first torque down instruction means 1
Reference numeral 10 indicates that the first torque down control based on the start of the gear shift should be executed. The termination of the first torque down control is based on the rotation speed of the rotating member 100.
The torque down end determination means 111 determines. This first
When the engine E is switched from the power-off state to the power-on state during the torque-down control of the second torque-down control, the power-on detection means 112 detects this and the second torque-down control for reducing the engine torque based on the detection is made. It is instructed by the instruction means 113. If the first torque down control is executed or is instructed at that time, the torque down execution means 114 causes the second torque down control to execute the second torque down control.
The second torque down control is executed based on the instruction from the torque down instruction means 113. That is, if the first torque down control and the second torque down control are executed at the time of shifting, the second torque down control based on switching to the power-on state is executed with priority.

[0014]

Embodiments of the present invention will now be described with reference to the drawings. FIG. 3 is an overall control system diagram showing an embodiment of the present invention. An engine E to which an automatic transmission A is connected has an intake pipe 12 in which a main throttle valve 13 is provided.
And a sub-throttle valve 14 located upstream thereof. The main throttle valve 13 is connected to an accelerator pedal 15 and is opened / closed according to the amount of depression of the accelerator pedal 15. The sub-throttle valve 14 is opened and closed by a motor 16. An engine electronic control unit (E-ECU) 17 for controlling the motor 16 for adjusting the opening of the sub-throttle valve 14 and for controlling the fuel injection amount and ignition timing of the engine E is provided. There is. The electronic control unit 17 is mainly composed of a central processing unit (CPU), a storage unit (RAM, ROM), and an input / output interface. The electronic control unit 17 stores data for control as Engine (E /
G) Various signals such as rotational speed N, intake air amount Q, intake air temperature, throttle opening, vehicle speed, engine water temperature, and signals from brake switches are input.

In the automatic transmission A, the hydraulic control device 18 controls gear shifting and lockup clutch, line pressure, or engagement pressure of a predetermined friction engagement device. The hydraulic control device 18 is configured to be electrically controlled, and also has first to third shift solenoid valves S1 to S3 for executing a shift and a first to third engine for controlling an engine braking state. 4 solenoid valve S4, linear solenoid valve SLT for controlling the line pressure, linear solenoid valve SLN for controlling the back pressure of the accumulator, linear for controlling the engagement pressure of a lock-up clutch or a predetermined friction engagement device A solenoid valve SLU is provided.

An electronic control unit (T-ECU) 19 for an automatic transmission that outputs a signal to these solenoid valves to control gear shift, line pressure, accumulator back pressure, etc.
Is provided. This automatic transmission electronic control unit 19
Is a central processing unit (CPU) and a storage device (RA
M, ROM) and an input / output interface, and the electronic control unit 19 has a throttle opening, vehicle speed, engine water temperature, a signal from a brake switch, a shift position, as data for control.
A signal from the pattern select switch, a signal from the overdrive switch, a signal from a C0 sensor for detecting the rotational speed of the clutch C0, which will be described later, an oil temperature of the automatic transmission,
Signals from the manual shift switch are input.

The electronic control unit 19 for the automatic transmission and the electronic control unit 17 for the engine are connected to each other so that they can communicate data with each other, and the electronic control unit 17 for the engine transfers to the electronic control unit 19 for the automatic transmission. On the other hand, a signal such as the intake air amount per rotation (Q / N) is transmitted, and an instruction signal for each solenoid valve is sent from the automatic transmission electronic control unit 19 to the engine electronic control unit 17. A signal equivalent to, a signal instructing a shift speed, and the like are transmitted.

That is, the electronic control unit 19 for the automatic transmission
Is based on the input data and the map stored in advance, and the ON / OFF of the gear position and the lockup clutch is performed.
F, or the line pressure or the adjustment level of the engagement pressure is judged, and based on the judgment result, an instruction signal is output to a predetermined solenoid valve, and further judgment of fail or control based on it is performed. . In addition to controlling the fuel injection amount, the ignition timing, the opening degree of the sub-throttle valve 14, etc. based on the input data, the electronic control unit 17 for the engine also sets the fuel injection amount during the shift in the automatic transmission A. The output torque is temporarily reduced by reducing the amount, changing the ignition timing, or narrowing the opening of the sub-throttle valve 14.

FIG. 4 is a diagram showing an example of a gear train of the above-described automatic transmission A, and in the configuration shown here, it is configured to set five forward gears and one reverse gear. That is, the automatic transmission A shown here is used in the torque converter 20.
And a sub-transmission unit 21 and a main transmission unit 22. The torque converter 20 includes a lockup clutch 23.
The lock-up clutch 23 has a front cover 25 that is integrated with the pump impeller 24.
A member (hub) in which the turbine runner 26 and the turbine runner 26 are integrally attached
It is provided between 7 and. An engine crankshaft (not shown) is connected to a front cover 25, and a turbine runner 26 is connected to an input shaft 28.
Is connected to a carrier 30 of an overdrive planetary gear mechanism 29 that constitutes the auxiliary transmission unit 21.

The carrier 3 in this planetary gear mechanism 29
A multi-plate clutch C0 and a one-way clutch F0 are provided between 0 and the sun gear 31. The one-way clutch F0 is engaged when the sun gear 31 rotates forward relative to the carrier 30 (rotates in the rotation direction of the input shaft 28). Further, a multi-plate brake B0 for selectively stopping the rotation of the sun gear 31 is provided.
The ring gear 3 which is an output element of the subtransmission unit 21
2 is connected to an intermediate shaft 33 which is an input element of the main transmission unit 22.

Therefore, in the sub-transmission unit 21, the whole planetary gear mechanism 29 rotates integrally when the multi-plate clutch C0 or the one-way clutch F0 is engaged, so that the intermediate shaft 33 has the same speed as the input shaft 28. It will rotate at low speed. Further, in the state where the brake B0 is engaged and the rotation of the sun gear 31 is stopped, the ring gear 32 is accelerated with respect to the input shaft 28 to rotate in the normal direction, and the high speed stage is established.

On the other hand, the main transmission unit 22 is provided with three sets of planetary gear mechanisms 40, 50, 60, and their rotating elements are connected as follows. That is, the sun gear 41 of the first planetary gear mechanism 40 and the sun gear 51 of the second planetary gear mechanism 50 are integrally connected to each other, and the ring gear 43 of the first planetary gear mechanism 40 and the carrier 52 of the second planetary gear mechanism 50 are connected. The third planetary gear mechanism 60 and a carrier 62 are coupled to each other, and the carrier 62 is coupled to an output shaft 65. Further, the ring gear 53 of the second planetary gear mechanism 50 is connected to the sun gear 61 of the third planetary gear mechanism 60.

In the gear train of the main transmission unit 22, it is possible to set a reverse gear and four gears on the forward side, and a clutch and a brake for that purpose are provided as follows. First, the clutch will be described. The ring gear 53 and the third gear of the second planetary gear mechanism 50 which are connected to each other.
A first clutch C1 is provided between the sun gear 61 of the planetary gear mechanism 60 and the intermediate shaft 33, and the sun gear 41 of the first planetary gear mechanism 40 and the sun gear 51 and the intermediate shaft of the second planetary gear mechanism 50 are connected to each other. A second clutch C2 is provided between the first clutch 33 and the second clutch C3.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 41 and 5 of the first planetary gear mechanism 40 and the second planetary gear mechanism 50 are the band brakes.
It is arranged to stop the rotation of 1. A first one-way clutch F1 and a second brake B2, which is a multi-disc brake, are arranged in series between the sun gears 41 and 51 (that is, the common sun gear shaft) and the casing 66. One way clutch F1 is sun gear 41,5
1 engages when trying to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the input shaft 28). The third brake B3, which is a multi-disc brake, is the first planetary gear mechanism 4
It is provided between the zero carrier 42 and the casing 66. Then, as a brake for stopping the rotation of the ring gear 63 of the third planetary gear mechanism 60, the fourth brake B4, which is a multi-disc brake, and the second one-way clutch F2 are provided in the casing 6.
6 and 6 are arranged in parallel. The second one-way clutch F2 is adapted to be engaged when the ring gear 63 tries to rotate in the reverse direction.

In the above-described automatic transmission A, it is possible to set five forward speeds and one reverse speed by engaging and disengaging each clutch and brake as shown in the operation table of FIG. In FIG. 5, a circle indicates an engaged state, a circle indicates an engaged state during engine braking, a triangle indicates either engaged or disengaged, and a blank indicates a disengaged state.

In the above-described automatic transmission A and engine E control device as well, the torque down control for reducing the engine torque is executed at the time of gear shifting in the power-on state in which the accelerator pedal is depressed, and the termination of gear shifting is performed C0. Input rotation speed (turbine rotation speed) NC0 obtained by the sensor
And the termination control of the torque down control is performed. Therefore, when the power is turned off during the shift, a signal requesting the torque down control is transmitted from the automatic transmission electronic control unit 19 to the engine electronic control unit 17.
In the case of an upshift from the second speed to the third speed, the power is turned off and the clutch C0 in the subtransmission unit 21 is released so that the input rotational speed sharply decreases. As a result, it is determined that the shift is completed, the torque down control value becomes substantially zero, and the torque down control ends. Since the shift is not determined even if the power is turned on thereafter, the torque down control based on the shift determination is not executed, and as a result, a shock may occur. Therefore, in the above-described control device of the present invention, the torque down control is instructed and executed as follows.

FIG. 6 is a flowchart showing an example of the control routine, which is executed in the automatic transmission electronic control unit 19 at regular intervals. First, after processing the input signal (step 1), it is judged whether or not the shift judgment is established (step 2). If the shift has not been determined, the routine returns. If the shift has been determined, on the contrary, the first torque down control is output (step 3).

The first torque down control is a control for temporarily reducing the engine torque during gear shifting in the automatic transmission A and is a conventionally known control. That is, after the shift output, in the inertia phase in which the rotation change in the automatic transmission A (for example, the change in the input rotation speed NC0) occurs, retard control of the ignition timing in the engine E is executed, or the sub throttle valve 14 is closed, Further, it is executed by reducing the fuel injection amount. Further, in the present invention, the control amount is determined on the basis of the type of shift and the throttle opening, and particularly from the second speed to the third speed.
Upshift to high speed can be obtained from a map prepared in advance.

Next, it is determined whether the shift is an upshift from the second speed to the third speed (step 4). That is, as described above, in the automatic transmission A provided with the gear train shown in FIG. 4, the clutch C0 in the subtransmission unit 21 is set to the disengaged state when the second speed is set, and the automatic transmission A is in parallel with the clutch C0. Since the directional clutch F0 is engaged to connect the sun gear 31 and the carrier 30, the one-way clutch F0 becomes disengaged during the upshift in the power-off state, and the input rotational speed NC0 sharply decreases. This is because of a special shift situation such as.

In the case of upshifting from the second speed to the third speed, it is judged whether or not the power off state is switched to the power on state (step 5). When the power is turned off during the shift from the 2nd speed to the 3rd speed, the input rotation speed does not reflect the progress of the shift, so that the shift judgment based on the input rotation speed NC0 cannot be established, and therefore the power-on state is established. This is because it is necessary to newly execute the torque down control when the switch is switched to. If the result of this step 5 is "yes", then step 6
Proceed to and determine whether other start conditions are met. The start condition judged in this step 6 is
Various conditions can be set as necessary, and, for example, after the shift output, the elapsed time from the time of the last change from power-off to power-on must be within a predetermined time. Adopting that the throttle opening is a predetermined opening or more, the rate of change of the throttle opening is a predetermined value or more, the elapsed time after the start of the torque down control is within a predetermined time, etc. be able to.

If the starting conditions in step 6 are satisfied, the second torque down control is given priority and output (step 7). That is, unlike the above-described first torque down control, the second torque down control is control executed based on the change to the power-on state during gear shifting, and the control value is obtained from the map according to the throttle opening. It is assumed to be the value. Then, it is determined whether or not the elapsed time T from the start of the second torque down control is equal to or longer than a predetermined reference time α (step 8). If the elapsed time T after the start of the control is equal to or longer than the reference time α, the return control of the second torque down control is executed (step 9). That is, the second torque down control is continuously executed for a predetermined time from the time of switching from power off to power on during gear shifting. The reference time .alpha. Is a sufficient time to complete the shift or the one-way clutch F0 of the sub-transmission unit 21 when the power-off is switched to the power-on.
Is set to be sufficient time to engage. Therefore, even if the gear shift progresses in the power-on state, the one-way clutch F0 is engaged or the friction engagement for setting the third speed is performed because the torque input to the automatic transmission A is small. The shock associated with the engagement of the device can be reduced, and the load on the friction engagement device can be reduced to improve its durability.

The return control of the second torque down control in step 9 may be any control as long as the torque down amount is gradually returned to zero. For example, the torque down amount is stepwise within a predetermined time T0. The torque reduction amount may be controlled to return to zero within the time T0.

At the end of the second torque down recovery control, it is judged whether or not the first torque down control is output (step 10). That is, the first torque down control and the second torque down control are output in an overlapping manner, but in that case, the second torque down control is preferentially executed. If the first torque down control is output at, the control is continued. Therefore, if the determination result in step 10 is "yes", it is determined whether or not the ending condition of the first torque down control is satisfied (step 11). The termination condition of the first torque down control may be the same as the shift termination condition in which the input rotation speed is synchronized with the rotation speed of the shift stage after the shift. If this end condition is not satisfied, the routine returns, and if it is satisfied, the first torque down return control is executed (step 12).

If the condition for executing the above-mentioned second torque down control is not satisfied, that is, step 4
If the judgment result of No is “No”, or if the judgment result of Step 5 or Step 6 is “No”, the first
The torque down control is continued, and the routine proceeds to step 11, where it is judged whether or not the ending condition is satisfied. Also, if the elapsed time T after executing the second torque down control has not reached the reference time α, that is, if the result of the determination in step 8 is "NO", the process proceeds to step 11 to end the first torque down control. Determine if the conditions are met.

An example of execution of the second torque down control performed as described above will be described with reference to a time chart. FIG. 7 shows an example in which an upshift to the third speed is determined in the power-on state. The first torque down control is started based on the shift determination, and a predetermined torque down amount QDn
Is set and the torque reduction request signal ECT is generated by the start of the inertia phase where the input speed NC0 begins to decrease.
1 is set to "1" and the engine torque is reduced (time t1). When the accelerator pedal is released and the power is turned off at time t2 thereafter, the torque down request signal ECT1 is set to "0", and at the same time, the torque down amount is substantially returned to zero QD0. When the power is turned off, the one-way clutch F0 of the subtransmission unit 21 is released, and the input rotation speed NC0 is rapidly reduced.
When the synchronous speed of high speed, that is, the rotational speed obtained by adding the predetermined rotational speed N1 to the value obtained by multiplying the output shaft rotational speed by the gear ratio of the third speed, it is determined that the ending condition of the first torque down control is satisfied. Then, the first torque down control is ended (at time t3). At time t4 thereafter, when the accelerator pedal is depressed again to enter the power-on state, the torque-down request signal ECT1 is generated based on the detection of the power-on.
Is set to "1" and the torque down control amount QDn is set. That is, the torque reduction control of the engine E is executed based on the torque down control amount QDn. This torque down control is continued for a predetermined reference time α, and then the return control for returning the torque reduction amount to zero is performed by the T
This is performed for 0 hours and the second torque down control is ended (time t5).

Therefore, according to the above-described control device, even if the torque down control is completed due to the power-off state after the start of the gear shift and the accompanying decrease in the input rotation speed, if the power-on state is established thereafter, it is based on that. And again
Since the torque down control is executed and the torque down control is continued for a predetermined time, the shock resulting from the engagement of the one-way clutch F0 by turning on the power can be reduced, and the third speed is set. Therefore, it is possible to reduce the torque applied to the frictional engagement device that is engaged and reduce the shift shock. Since the so-called second torque down control described above is performed without being based on the rotation speed of the rotary element in the automatic transmission A such as the input rotation speed, the control shown in FIG.
Even in the automatic transmission A in which the input element is connected to the other rotary element by the one-way clutch F0 as shown in FIG. 5, the shock due to the change to the power-on state during the shift is reliably prevented. be able to.

Further, in the above-mentioned control, the second torque down control based on switching to power-on during the gear shift is executed prior to the first torque down control based on the start of the gear shift. Is adapted to the engagement state of the friction engagement device in the automatic transmission A, and as a result, it is possible to effectively prevent the engine from rising and the one-way clutch engagement shock.

In the above embodiment, an example in which the present invention is applied to a control device for an automatic transmission having the gear train shown in FIG. 4 has been described, but the present invention can also be applied. The automatic transmission is not limited to the one having the gear train shown in FIG. 4, and may be an automatic transmission having another gear train. Therefore, the shift for executing the second torque down control of the present invention is not limited to the upshift from the second speed to the third speed shown in the above embodiment.

The torque down control in the present invention is not limited to the ignition timing retard control, but can be executed by closing the sub-throttle valve or reducing the fuel injection amount. The rotating member for detecting the number of rotations in the present invention is not limited to a member having the same number of rotations as the input number of rotations, and may be another rotating member.

[0040]

As described above, according to the present invention,
If the power-off state is switched to the power-on state during shifting, the torque down control is executed for a predetermined time based on that, so if the one-way clutch is released by power-off, the one-way clutch is released. It is possible to reduce the shock due to the engagement of, and to reduce the shift shock by reducing the input torque during the shift in the power-on state. In particular, in the control device of the present invention, the torque down control based on switching to power-on during a gear change is controlled without being based on the number of rotations of the rotating element in the automatic transmission, and therefore the number of rotations is to be detected. Even if the rotary member is a member that is in the free state in the power-off state, it is possible to favorably perform the torque down control during the shift.

Particularly, in the invention described in claim 2,
When the judgments of the torque reduction control based on the judgment of the shift change and the torque reduction control based on the change to the power-on in the middle of the shift overlap, the torque reduction control based on the change to the power-on is preferentially executed. Therefore, the input torque can be reduced in response to the shortage of the engaging force of the frictional engagement device due to the mid-shift, and as a result, it is possible to reliably prevent the engine from rising and the shift shock.

[Brief description of drawings]

1 is a block diagram showing the invention described in claim 1 by functional means.

FIG. 2 is a block diagram showing the invention described in claim 2 by functional means.

FIG. 3 is a block diagram schematically showing a control system of an embodiment of the present invention.

FIG. 4 is a diagram mainly showing a gear train of the automatic transmission.

FIG. 5 is a diagram showing an operation table for setting each shift speed.

FIG. 6 is a flowchart showing an example of a control routine of torque down control executed by the control device of the present invention.

FIG. 7 is a tom chart when the second torque down control is executed at the power-on upshift from the second speed to the third speed.

[Explanation of symbols]

 100 Rotating Member 101 Gear Change Detection Means 102 Power-on Detection Means 103 Torque Down Instruction Means 104 Counter Means 105 End Instruction Means A Automatic Transmission E Engine

Continuation of the front page (51) Int.Cl. ⁶ Identification code Office reference number FI technical display area F16H 59:74

Claims (2)

[Claims] 1. A control device for an engine and an automatic transmission that determines the end of the control for reducing the torque of the engine during a shift based on the number of rotations of a predetermined rotating member of the automatic transmission, wherein This means that the gear shift detecting means for detecting that the vehicle is being executed, the power-on detecting means for detecting that the power-off state is switched to the power-on state during the gear shifting, and the power-on state being switched during the gear shifting are A torque down instruction means for instructing engine torque reduction control when detected by the power-on detection means, a counter means for detecting an elapsed time from an instruction time point of the engine torque reduction control by the torque down instruction means, and a counter The torque down instruction means when the time detected by the means reaches a predetermined time. The engine control apparatus and the automatic transmission, characterized in that it comprises a termination instruction means for instructing termination of the torque reduction control based on the instruction. 2. A first torque down instruction means for instructing a first torque down control for reducing a torque of an engine based on a start of a shift in the automatic transmission, and an end of the first torque down control of the automatic transmission. In a control device for an engine and an automatic transmission having a first torque down end determination means for making a determination based on a rotational speed of a predetermined rotating member, a power off state is switched to a power on state during execution of the first torque down control. A power-on detection unit that detects the switching, and a second torque that reduces the engine torque according to the running state at that time when the power-on detection unit detects that the power-on state has been switched. From the second torque down instruction means for instructing the down control, the first torque down instruction means and the second torque down instruction means An engine and an automatic engine characterized by comprising: torque-down executing means for executing the torque reduction control instructed by the second torque-down instruction means when an instruction for controlling the engine torque is output. Transmission control device.