JPH09264164A - Output control device for vehicle loading automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the durability of a frictional engagement device in an output control device for reducing the output torque of a driving power source in speed change by an automatic transmission by increasing, when the repeat frequency of a specified speed change by the automatic transmission is high, the reducing quantity of output torque of the driving force source in this speed change. SOLUTION: An engine electronic control device 12 executes all throttle controls by controlling an electronic throttle valve 23 by a throttle actuator 22. Namely, whether a direct shift mode is selected or not is judged in vehicle operation, and the presence of a shift is judged in case of YES. When a speed change operation is performed, the inertial energy quantity generated in this speed change is determined, and a correction based on the speed change frequency for the inertial energy quantity to absorb is performed. Namely, when the speed change frequency exceeds a standard value, or as the speed change frequency is higher, the correction is performed so as to increase the engine torque reducing quantity, and the reduction control of engine torque by the electronic throttle valve 23 is executed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for controlling the output of a driving force source such as an engine in a vehicle equipped with an automatic transmission, and more particularly to a control for reducing the output torque of the driving force source during shifting by the automatic transmission. It relates to the device.

[0002]

2. Description of the Related Art A stepped automatic transmission mounted on a vehicle executes a gear shift by engaging and releasing a friction engagement device such as a clutch or a brake, and inertia energy during the gear shift is applied. Is absorbed by the friction engagement device that is involved in the shift, and the shift shock is alleviated. However, as the engine output increases, the inertial energy to be absorbed at the time of gear shifting increases, and more rapid gear shifting is required. Output torque is reduced, and the amount of energy absorbed by the friction engagement device is reduced.

Conventionally, a shift map (shift map) can be switched by, for example, a driver's selection operation or a change in a running state, and a manual shift mode (sport mode) is set for manual operation. An automatic transmission configured to perform a gear shift based on this has also come into practical use. In this type of automatic transmission, since the shift points are not always the same, the amount of inertial energy to be absorbed by the friction engagement device is different even if the upshift is the same. If it is kept constant, there is a possibility that a shock will occur.

Therefore, for example, in the invention disclosed in Japanese Unexamined Patent Publication No. 5-99045, the absorption inertia amount at the time of gear shift is calculated and the torque reduction amount corresponding to the engine torque at the gear shift is calculated. The engine torque reduction control is executed based on the above.

[0005]

According to the invention described in the above publication, the engine torque reduction amount at the time of gear shifting is not set in advance based on the pattern of gear shifting, etc. Corresponding to the amount of absorbed energy. However, as a typical example of an automatic transmission that can arbitrarily perform a specific shift, such as the automatic transmission that can perform the manual shift (sport mode) described above, a friction shift that is repeatedly performed and that is involved in the shift is performed as a typical example. There is a possibility that the durability of the friction material may be deteriorated due to the restriction of the cooling performance by oil or the thermally disadvantageous condition against the frequent energy absorption by the compounding device.

The present invention has been made in view of the above circumstances, and it is possible to reduce the output of a driving force source such as an engine during gear shifting to improve the durability of a friction engagement device involved in gear shifting. It is an object of the present invention to provide a control device that can be used.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention relates to a vehicle equipped with an automatic transmission that reduces the output torque of a driving force source during shifting by the automatic transmission. The output control device is provided with means for increasing the reduction amount of the output torque of the driving force source at the time of the shift when the frequency of the specific shift by the automatic transmission is high. is there.

Therefore, in the control device of the present invention, the output of the driving force source is reduced during a gear shift, and the reduction amount is increased for a particular gear shift with a high gear shift frequency as compared with another gear shift or a normal gear shift. To be made. That is, the amount of reduction in output increases. Therefore, a thermally disadvantageous condition of the friction engagement device involved in the specific gear shift is avoided and its durability is improved.

[0009]

Next, the present invention will be described more specifically with reference to the drawings. First, the overall configuration including the engine 1 and the automatic transmission 3 which are the objects of the present invention will be described. FIG. 3 shows a control system diagram of the engine 1 and the automatic transmission 3, and a signal corresponding to the depression amount of the accelerator pedal 20 is inputted to the engine electronic control unit 21. The intake duct of the engine 1 is provided with an electronic throttle valve 23 driven by a throttle actuator (servo motor) 22.
This electronic throttle valve 23 is used for the accelerator pedal 20.
A control signal is output from the control device 21 to the throttle actuator 22 according to the amount of depression, and the opening is controlled according to the control amount.

An engine rotation speed sensor 24 for detecting the rotation speed of the engine 1, an air flow meter 25 for detecting the amount of intake air, an intake air temperature sensor 26 for detecting the temperature of intake air, and an opening degree of the electronic throttle valve 23. Throttle sensor 27 for detecting θ, vehicle speed sensor 28 for detecting vehicle speed V from the rotational speed of output shaft 17, cooling water temperature sensor 29 for detecting cooling water temperature of engine 1, brake switch 30 for detecting brake operation, shift An operation position sensor 32 that detects the operation position of the lever 31 is provided. From these sensors, the engine speed NE, the intake air temperature Tha, the opening θ of the electronic throttle valve 23, the vehicle speed V, the engine cooling water temperature THw, the brake operating state BK, and the shift lever 31 operating position Psh.
Is supplied to the engine electronic control unit 21 and the shift electronic control unit 33. It should be noted that the shift electronic control unit 33 is input with signals of the opening degree θ of the electronic throttle valve 23, the vehicle speed V, the engine cooling water temperature THw, and the brake operating state BK.

A signal representing the turbine rotation speed NT is supplied from the turbine rotation speed sensor 34, which detects the rotation speed of the turbine runner, to the electronic shift control device 33. Further, a signal indicating the kick down operation is output from the kick down switch 35 that detects that the accelerator pedal 20 has been operated to the maximum operation position.
3 has been entered.

It is possible to set a sport mode in which each gear is selected in a state where the engine brake is effective by manual operation, and these signals based on the manual operation, that is, the sport mode signal and plus (+) for upshifting are set. The signal and the minus (-) signal for downshift are input to the electronic shift control device 33.

The engine electronic control unit 21 has a central processing unit (CPU) and a storage device (RAM, RO).
M), which is a so-called microcomputer having an input / output interface, the CPU processes an input signal according to a program previously stored in the ROM while utilizing the temporary storage function of the RAM, and executes various engine controls. For example, the fuel injection valve 36 is controlled to control the fuel injection amount, the igniter 37 is controlled to control the ignition timing, a bypass valve (not shown) is controlled to control the idle speed, and all throttles including traction control are controlled. The control is executed by controlling the electronic throttle valve 23 with the throttle actuator 22. It should be noted that these controls include control for reducing the engine torque at the time of shifting.

The shift electronic control unit 33 is also a microcomputer similar to the engine electronic control unit 21 described above, in which the CPU uses the temporary storage function of the RAM and receives the input signal according to the program stored in the ROM in advance. In addition to processing, each solenoid valve or linear solenoid valve of the hydraulic control circuit 38 is driven. For example, the electronic shift control device 33 includes a linear solenoid valve SLT for generating an output pressure PSLT having a magnitude corresponding to the opening degree of the throttle valve 23, a linear solenoid valve SLN for controlling the accumulator back pressure, and The linear solenoid valves SLU are driven to control the slip amount of the lock-up clutch and to control the engagement pressure of a predetermined clutch or brake during a gear shift transition according to the progress of gear shift and according to the input torque.

Further, the electronic shift control device 33 uses the basic throttle opening degree TTA (throttle opening degree converted by a predetermined nonlinear characteristic with respect to the depression amount of the accelerator pedal 20), the vehicle speed V, and a shift line using these as parameters. Based on the figure, the gear position of the automatic transmission 3 and the engagement state of the lock-up clutch are determined, and when the manual gear shift mode is selected, based on the upshift signal, the downshift signal, or the gear stage signal. The hydraulic control circuit 3 determines the engagement state of the shift stage and the lock-up clutch, and obtains the determined shift stage and engagement state.
No. 8 1 to No. When the shift solenoid valves SOL1, SOL2, SOL3 of No. 3 are driven to generate engine braking, No. 4 solenoid valve SOL4. Each gear set in the manual shift mode is set in a state in which the engine brake is in effect.

Next, the automatic transmission 3 connected to the engine 1 will be described. In FIG. 4, the engine 1
An automatic transmission 3 is connected to the engine via a torque converter 2. The torque converter 2 includes a pump impeller 5 connected to a crankshaft 4 of the engine 1, a turbine runner 7 connected to an input shaft 6 of the automatic transmission 3, and a direct connection between the pump impeller 5 and the turbine runner 7. The lock-up clutch 8 and the stator 10 whose one-way clutch 9 prevents rotation in one direction.

The automatic transmission 3 has two types of high and low.
It is provided with a sub-transmission unit 11 that switches the gears, and a main transmission unit 12 that can switch between a reverse gear and four forward gears. The auxiliary transmission unit 11 includes a sun gear S0, a ring gear R0,
And an HL planetary gear unit 13 composed of a pinion P0 rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0, and a clutch C0 and a one-way clutch provided between the sun gear S0 and the carrier K0. F0 and a brake B0 provided between the sun gear S0 and the housing 19 are provided.

The main transmission section 12 includes a sun gear S1, a ring gear R1, and a first planetary gear unit 14 which is rotatably supported by a carrier K1 and comprises a pinion P1 meshed with the sun gear S1 and the ring gear R1.
A second planetary gear unit 15 including a sun gear S2, a ring gear R2, and a pinion P2 rotatably supported by the carrier K2 and meshed with the sun gear S2 and the ring gear R2, a sun gear S3, and a ring gear R3.
, And a third planetary gear unit 16 comprising a pinion P3 rotatably supported by the carrier K3 and meshed with the sun gear S3 and the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2 and the carrier K3 are integrally connected to each other, and the carrier K3 thereof is connected.
Is connected to the output shaft 17. Also, the ring gear R2
Are integrally connected to the sun gear S3. A first clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 18, and a second clutch C2 is provided between the sun gear S1 and the sun gear S2 and the intermediate shaft 18.

As the braking means, the housing 19 is provided with a band-type first brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2. Also, the sun gear S1 and the sun gear S2 and the housing 19
Between the first one-way clutch F1 and the brake B
2 are provided in series. This first one-way clutch F
1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 6.

A third brake B3 is provided between the carrier K1 and the housing 19, and a fourth brake B4 and a second one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 19. Has been. This second
The one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction. The clutches C0, C1, C2, the brakes B0, B1, B2
, B3, B4 are hydraulic friction engagement devices in which friction materials are engaged by the action of hydraulic pressure.

In the above automatic transmission, it is possible to set five forward gears and reverse gears, and the engagement / release states of the friction engagement devices for setting these gears are shown in FIG. It is shown in the operation table. In addition, in FIG. 5, a circle mark indicates an engaged state and a cross mark indicates a released state.

An example of the shift device for executing the above-described shift in the sports mode will be described below. The shift device 40 shown in FIG. 6 has an upshift switch 41 at the top of the grip portion of the shift lever 31. ,
A downshift switch 42 is provided on the lower part of the vehicle front side of the grip portion, and these switches 41, 42 are electrically connected to the electronic control unit 33. In the automatic shift mode selected by the shift lever 31, The respective range positions and the positions for setting the manual shift mode are arranged as shown in FIG.

That is, in FIG. 7, each range position of parking (P), reverse (R), neutral (N), and drive (D) is set in order from the top, and the first speed to the first speed are set to the left of the drive range position. The "3" range position for shifting the gear between the 3rd speed is set, and the "2" range position for shifting between the 1st speed and the 2nd speed is located below (the rear side in the vehicle), low (L). Range positions are set in order.
On the other hand, a direct mode (DM) position for setting the manual shift mode is provided on the right side of the tribe range position, and a DM switch (not shown) is arranged there. The shift device 40 shown in FIG. 6 moves the shift lever 31 to the DM position, and every time the upshift switch 41 is turned on, a plus (+) signal is input to the electronic control device 33, and vice versa. Each time the downshift switch 42 is turned on, a minus (-) signal is input to the electronic control unit 33.

FIG. 8 shows another shift device 43 that can be used in the present invention. The shift device 43 shown here selects the traveling range in the automatic shift mode by the shift lever 31, while manually operating it. It is provided with a function of directly selecting a shift speed in the shift mode. That is, the parking (P), reverse (R), neutral (N), drive (D) range positions, the "S" range position for shifting to the second speed, and the low (L) held at the first speed. The range position is arranged in a straight line in the front-rear direction of the vehicle, and the four shift speed switches SW1, SW2, SW3, SW4 are arranged in an "H" shape around the drive range position. . The positions where these switches SW1 to SW4 are provided are the "H" -shaped groove 4 intersecting the "I" -shaped groove 44 connecting the range positions.
5 are connected. The shift lever 31 is provided so as to move in these grooves 44, 45,
A DM switch 46 for switching to a manual shift mode (direct mode (DM) or sports mode) is attached to the top of the grip of the shift lever 31. In addition, each speed switch SW1, SW2, SW3, SW4
The DM switch 46 is electrically connected to the electronic control unit 33 for the automatic transmission.

When the shift device 43 shown in FIG. 8 is adopted, the signals output from the gear shift switches SW1 to SW4 are replaced with the plus (+) signal and the minus (-) signal described above. DM switch 46 is O
When the N operation is performed, the mode is switched to the manual shift mode, and in that state, the shift lever 31 moved to the “H” -shaped groove 45 causes the shift switch SW1,
~ By turning on SW4, the switch SW
The signals from 1, ..., SW4 are input to the electronic control unit 33.

When the shift device shown in FIG. 6 or the shift device shown in FIG. 8 is operated in the manual shift mode, the fourth solenoid valve SOL4 shown in FIG. OFF control as shown,
The engine brake is activated.

As shown in FIG. 5, the automatic transmission 3 described above is
The shift between the second speed and the third speed is a clutch-to-clutch shift in which both the engagement states of the third brake B3 and the second brake B2 are switched. In the shift control, it is necessary to control the friction engagement device involved in the shift to the underlap or overlap state according to the power on / off state and the shift up / down state. It is necessary to control the hydraulic pressure of the second brake B2 in accordance with the input torque, and the hydraulic pressure of the third brake B3 in accordance with the progress of the shift. Therefore, the hydraulic control circuit 38 incorporates the circuit shown in FIG. 9 in order to smoothly and quickly execute this shift, and its configuration will be briefly described below.

In FIG. 9, reference numeral 70 denotes a 1-2 shift valve, reference numeral 71 denotes a 2-3 shift valve, and reference numeral 72 denotes a 3-4 shift valve. The communication state of each port of these shift valves 70, 71, 72 at each shift speed is determined by the respective shift valves 70, 71, 7
2 as shown below. The numbers indicate the respective gears. A third brake B3 is connected via an oil passage 75 to a brake port 74 that communicates with the input port 73 at the first speed and the second speed among the ports of the 2-3 shift valve 71. An orifice 76 is interposed in this oil passage, and the orifice 76 and the third brake B3
A damper valve 77 is connected between and. The damper valve 77 sucks a small amount of hydraulic pressure to perform a buffering action when the line pressure is suddenly supplied to the third brake B3.

Reference numeral 78 denotes a B-3 control valve, which controls the engagement pressure of the third brake B3 directly by the B-3 control valve 78. That is, the B-3 control valve 78 includes a spool 79, a plunger 80, and a spring 81 interposed therebetween, and an oil passage 75 is connected to an input port 82 opened and closed by the spool 79. Output port 8 that is selectively communicated with input port 82
3 is connected to the third brake B3. Further, the output port 83 is connected to a feedback port 84 formed on the distal end side of the spool 79. On the other hand, among the ports 85 of the 2-3 shift valve 71, a port 86 that outputs the D range pressure at the third or higher speed is provided through a hydraulic passage 87 to the port 85 that opens at the place where the spring 81 is disposed. Are in communication. A lockup clutch linear solenoid valve SLU is connected to a control port 88 formed on the end side of the plunger 80.

Therefore, the B-3 control valve 78
Is configured such that the pressure regulation level is set by the elastic force of the spring 81 and the hydraulic pressure supplied to the port 85, and the elastic force of the spring 81 increases as the signal pressure supplied to the control port 88 increases. There is.

Further, in FIG. 9, reference numeral 89 is a 2-3 timing valve. The 2-3 timing valve 89 comprises a spool 90 having a small diameter land and two large diameter lands and a first plunger. 91, a spring 92 arranged between them, and a second plunger 93 arranged on the opposite side of the first plunger 91 with the spool 90 interposed therebetween. An oil passage 95 is connected to an intermediate port 94 of the 2-3 timing valve 89.
Is the port 9 of the 2-3 shift valve 71 that is communicated with the brake port 74 at the third or higher speed.
6 is connected.

Further, the oil passage 95 is branched in the middle, and a port 97 is opened between the small land and the large land.
Is connected via an orifice. The port 98, which is selectively communicated with the port 94 at the intermediate portion, is the oil passage 9
9 is connected to the solenoid relay valve 100. The lock-up clutch linear solenoid valve SLU is connected to the port opened at the end of the first plunger 91, and the second brake B2 is passed through the orifice at the port opened at the end of the second plunger 93. Connected.

The oil passage 87 is for supplying and discharging hydraulic pressure to and from the second brake B2, and a small-diameter orifice 101 and an orifice 102 with a check ball are interposed in the middle thereof. Further, the oil passage 103 branched from the oil passage 87 has a large diameter orifice 10 provided with a check ball that opens when the pressure is exhausted from the second brake B2.
4 is interposed, and this oil passage 103 is connected to an orifice control valve 105 described below.

The orifice control valve 105 is a valve for controlling the speed of exhausting the pressure from the second brake B2.
The oil passage 103 is connected to a port 108 formed below the port 107 in the figure. A port 109 formed above the port 107 to which the second brake B2 is connected in the drawing is a port that is selectively communicated with the drain port, and the port 109 is connected to the port 109 via an oil passage 110. The port 111 of the B-3 control valve 78 is connected. The port 111 is a port that is selectively communicated with the output port 83 to which the third brake B3 is connected.

A control port 112 formed at the end of the port of the orifice control valve 105 opposite to the spring for pressing the spool 106 is connected to a port 114 of the 3-4 shift valve 72 via an oil passage 113. ing. The port 114 is a port that outputs the signal pressure of the third solenoid valve SOL3 at the third and lower gears and outputs the signal pressure of the fourth solenoid valve SOL4 at the fourth and higher gears. Further, an oil passage 115 branched from the oil passage 95 is connected to the orifice control valve 105, and the oil passage 115 is selectively connected to the drain port.

In the 2-3 shift valve 71, the port 11 for outputting the D range pressure at the second or lower speed is selected.
6 through the oil passage 11 at the port 117 opening at the position where the spring 92 is arranged in the 2-3 timing valve 89.
8 are connected. Also 3-4 shift valve 72
Of these, a port 119, which is communicated with the oil passage 87 at a speed lower than the third speed, is connected to the solenoid relay valve 100 via an oil passage 120.

In FIG. 9, reference numeral 121 denotes an accumulator for the second brake B2, and an accumulator control pressure regulated according to the oil pressure output by the linear solenoid valve SLN is supplied to the back pressure chamber. I have. The accumulator control pressure is controlled according to the input torque, and the linear solenoid valve SLN
The lower the output pressure of, the higher the pressure. Therefore, the transitional hydraulic pressure of the engagement / disengagement of the second brake B2 is changed to a higher pressure as the signal pressure of the linear solenoid valve SLN is lower. Further, by temporarily lowering the signal pressure of the linear solenoid valve SLU, the engagement pressure of the second brake B2 can be temporarily raised.

Reference numeral 122 denotes a C-0 exhaust valve, and reference numeral 123 denotes an accumulator for the clutch C0. C-0 exhaust valve 1
Numeral 22 operates to engage the clutch C0 to apply the engine brake only in the second speed in the second speed range.

Therefore, according to the hydraulic circuit described above,
If the port 111 of the B-3 control valve 78 communicates with the drain, the engagement pressure of the third brake B3 can be directly regulated by the B-3 control valve 78, and the regulation level can be adjusted by the linear solenoid valve. SLU
Can be changed by If the spool 106 of the orifice control valve 105 is in the position shown in the left half of the figure, the second brake B2 can be communicated with the oil passage 103 through this orifice control valve 105, so that the large diameter orifice 104 is used. Exhaust pressure is possible and therefore the drain speed from the second brake B2 can be controlled.

The above-described automatic transmission 3 can select a manual shift mode (direct shift mode), and in the direct shift mode, an artificial operation is performed under the condition that the engine 1 does not overrun. The shift can be arbitrarily performed based on In the case of such a manual gear shift, it is possible that the amount of energy to be absorbed by the friction engagement device involved in the gear shift becomes large. Further, in the engine 1 described above, the engine output can be electrically controlled by the electronic throttle valve 23. Therefore, in the case of the direct shift mode, the engine output is reduced according to the situation at the time of gear shifting to improve gear shock and durability of the friction engagement device. An example of the control is shown in FIG.
Is shown by a flow chart.

After processing the input signal including reading of data and determination of sensor failure (step 1), it is determined whether or not the direct shift mode (manual shift mode) is selected (step 2). . This determination can be made based on the signal from the DM switch when the shift devices 40 and 43 described above are adopted.

If the affirmative determination is made in step 2 because the direct mode is selected, it is determined whether or not there is a shift (shift) (step 3). That is, it is determined whether or not the driver manually operates the gear shift operation.
If there is no gear change operation, the routine returns without performing any control. On the contrary, if there is a gear change operation and an affirmative judgment is made, the inertial energy amount J generated during the gear change is obtained (step 4). Since the amount of inertial energy J to be absorbed is the difference in the amount of rotational energy before and after shifting of the predetermined rotating member, the vehicle speed, the engine speed,
It can be calculated and calculated based on the shift time, the engine torque, the inertial mass of the rotating member involved in the shift, the gear ratio, and the like. If such a calculation is performed every shift, it is possible to cope with the shift based on the manual operation without storing a huge amount of data such as maps in advance.

Further, the amount of inertial energy to be absorbed is corrected based on the shift frequency (step 5). For example, the gear shift in the direct mode is executed based on the driver's intention, and thus the gear shift may be biased due to individual differences, and the particular gear shift may frequently occur. Therefore, the number of revolutions in which the shift determined in step 3 is executed per unit time is obtained, and when the number of revolutions, that is, the shift frequency exceeds a preset reference value, or the engine torque reduction amount is corrected based on the frequency. . Specifically, the correction is performed such that the engine torque reduction amount increases as the shift frequency increases.

Next, it is determined whether or not the inertia phase of the shift determined in step 3 has started (step 6).
This can be determined by a conventional method, for example, when the input rotation speed of the automatic transmission 3 changes toward the synchronous rotation speed at the gear after the gear shift (specifically, the gear on the high speed side). The start of change can be detected by detecting the input rotation speed, the output rotation speed, and the gear ratio.
After the affirmative determination is made in step 6, that is, after the start of the inertia phase, the ignition timing retard control at the initial stage of the shift is executed (step 7). This is the same as the engine torque reduction control that is conventionally performed, and torque is reduced by changing the ignition timing so as not to delay the execution of gear shift. In this case, the electronic throttle valve 23 may be slightly closed to be in a so-called standby state.

Next, the engine torque reduction control by the electronic throttle valve is executed (step 8). The torque reduction amount corresponds to the engine torque reduction amount calculated in step 4 and corrected in step 5, and the throttle opening degree by the electronic throttle valve 23 is reduced so that the torque reduction amount becomes the torque reduction amount. Let The engine torque reduction by operating the electronic throttle valve 23 is inferior in response to the torque reduction control by the ignition timing retard control, but since the engine torque is reduced by the retard control in advance, There is no delay as a whole control. Further, since the electronic throttle valve 23 is controlled in the closing direction, the engine torque can be greatly reduced if necessary. Further, since the exhaust gas is not deteriorated, the execution frequency is not particularly limited.

Then, it is judged whether the shift is completed (step 9), and when the shift is completed, the engine torque reduction control is completed (step 10). That is, the opening of the electronic throttle valve 23 is returned to the opening controlled by a predetermined non-linear characteristic based on the accelerator opening.

Therefore, the engine torque reduction control at the time of gear shifting is executed by reducing the throttle opening based on the absorbed energy amount required for the gear shifting actually executed and the frequency of gear shifting. The amount of energy absorbed by the friction engagement device is suppressed, and as a result, the time required for the gear shift is shortened, the gear shift response is improved, and the gear shift shock is improved. Because disadvantageous conditions can be avoided,
The durability can be improved.

When a negative determination is made in step 2 described above, that is, when the direct mode is not selected, it is determined whether or not the forward range is selected (step 11). If a range other than the forward range is selected, return without performing any control,
If the forward range is selected, it is determined whether or not there is a shift (step 12). If there is no shift determination, the routine returns without performing any particular control, and if the shift determination is satisfied, normal engine torque reduction control is executed along with the shift (step 13). Specifically, the engine toque is lowered by retarding the ignition timing. Then, the process proceeds to step 9.

Since the state in which the correction based on the shift frequency is performed is a state in which the amount of inertial energy to be absorbed during the shift is large, the control for increasing the supply amount of the lubricating oil to the friction engagement device involved in the shift is performed. May be performed at the same time. In addition, the ignition timing retard control at the initial stage of the shift may be performed not only with the start of the inertia phase but also with the start of the shift control or the start of the torque phase. Further, the reduction control of the engine torque at the initial stage of the shift may be executed by reducing the fuel supply amount instead of only the retard control of the ignition timing.

In the calculation and correction of the engine torque reduction amount and the engine torque reduction control by the electronic throttle valve 23 described above, the running state of the vehicle at the time of shifting is different from the state determined by the map or the like.
It is based on the fact that a gear shift is executed by an artificial operation. An example in which the gear shift is executed in a state different from the state set in advance in this way is not limited to the case where the direct mode is selected, and for example, the case where the shift line is changed.

FIG. 2 shows an example of control when the shift line is changed. After processing the input signal (step 20), it is judged whether or not the forward range is set (step 21). . When a negative determination is made in step 21, the process returns without performing any control, and if the forward range is set, the oil temperature is extremely low (for example, -15).
It is determined whether the temperature is lower than or equal to -30 ° C or lower (step 22).

As described with reference to FIG. 9, the automatic transmission 3 described above has the third brake B for setting the second speed.
The engagement pressure of 3 is directly controlled by the linear solenoid valve SLU, and the shift between the second speed and the third speed is a so-called clutch for switching the engagement / release state of the second brake B2 and the third brake B3.・ Toe clutch shift.
Therefore, when the viscosity of the oil is high due to the low oil temperature, the original control of the hydraulic pressure cannot be executed. Therefore, the oil temperature is determined, and if the oil temperature is low, it is determined whether the shift line (map) has been changed (step 23).
Specifically, it is determined whether or not the shift map has been changed without the second speed range.

When the shift line has been changed, it is determined whether or not the engine torque reduction control at the initial stage of shift due to the stop of fuel supply (fuel cut) is executed (step 24). When this control is executed, it is determined whether or not there is a shift determination (step 25), and if there is no shift determination, the process returns. If there is a shift determination, the first speed to the third speed is changed. Since an unusual shift such as an upshift occurs, the routine proceeds to step 26, where the amount of inertial energy to be absorbed is calculated. This is the same as the control of step 4 shown in FIG. 1 described above, and subsequently, similarly to the control shown in FIG. 1, correction of the amount of inertial energy to be absorbed based on the shift frequency (step 27) and inertia. Judgment of start of phase (step 28), execution of engine torque reduction control at the beginning of gear shift (step 29), execution of engine torque reduction control by electronic throttle valve 23 (step 30), and judgment of gear shift end (step 3)
1), end of engine torque reduction control (step 32)
In order.

Therefore, according to the control shown in FIG.
Even when the amount of inertial energy to be absorbed is changed as the shift line (point) is changed, engine torque reduction control can be performed accordingly, and a specific shift frequency is high. In addition, the engine torque is reduced accordingly, so that the gear shift shock and the durability of the friction engagement device can be improved.

Incidentally, step 22 or step 23
If the result is negative, that is, the oil temperature is too high,
When the oil viscosity does not particularly affect the hydraulic control and when the shift line is not changed, the shift and engine torque reduction control based on the normal shift map (map) are executed (step 33). . If a negative determination is made in step 24 because the engine torque reduction control due to the fuel cut in the initial stage of gear shifting is not executed, the engine torque reduction amount during gear shifting may be insufficient, so the shift line ( Point) is changed so that the jump shift does not occur (step 34).

The present invention has been described above based on the specific examples, but the present invention is not limited to the above examples, and the automatic transmission to which the present invention is applicable is the gear train shown in FIG. It may have a gear train or a hydraulic circuit other than the hydraulic circuit shown. Further, in the above-mentioned embodiment, an example in which the engine configured to electronically control the throttle valve is shown is shown, but in the present invention,
It can be implemented for an engine equipped with a sub-throttle valve that is electronically controlled upstream of a main throttle valve that is linked to the accelerator pedal, and a vehicle equipped with another driving force source such as a motor instead of the engine can be implemented. It can be implemented as a target.

[0058]

As described above, according to the control apparatus of the present invention, when the frequency of a specific shift is high, the output of the driving force source at the time of the shift is reduced according to the frequency of the shift. It is possible to avoid the occurrence of a thermally disadvantageous state of the friction engagement device that executes the gear shift and improve the durability thereof.

[Brief description of drawings]

FIG. 1 is a flowchart for explaining an example in which the present invention is applied to control of a vehicle equipped with a direct mode selectable automatic transmission.

FIG. 2 is a flowchart for explaining an example in which the present invention is applied to control of a vehicle equipped with an automatic transmission that changes a shift line when the oil temperature is low.

FIG. 3 is a control system diagram for the engine and the automatic transmission.

FIG. 4 is a skeleton diagram showing an example of a gear train of an automatic transmission targeted by the present invention.

FIG. 5 is a diagram showing an engagement operation table of a friction engagement device for setting each shift speed in the automatic transmission.

FIG. 6 is a diagram conceptually showing an example of a shift device provided with an upshift switch and a downshift switch.

FIG. 7 is a diagram showing the arrangement of the shift positions.

FIG. 8 is a diagram showing an arrangement of respective shift speed positions in an example of another shift device that performs a shift operation in a manual shift mode.

FIG. 9 is a hydraulic circuit diagram showing a part of a hydraulic circuit for performing direct pressure control of the friction engagement device and hydraulic control during clutch-to-clutch shifting.

[Explanation of symbols]

 1 Engine 3 Automatic Transmission 21 Electronic Control Device for Engine 33 Electronic Control Device for Shift 40, 43 Shift Device

Claims (1)

[Claims] 1. An output control device for a vehicle equipped with an automatic transmission for reducing the output torque of a driving force source during a shift by the automatic transmission, when a specific shift by the automatic transmission is frequently repeated. An output control device for a vehicle equipped with an automatic transmission, comprising means for increasing a reduction amount of the output torque of the driving force source at the time of shifting.