JPH10141099A - Control device for internal combustion engine with automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the occurrence of a shock when an automatic transmission is shifted from a running range to a non-running range. SOLUTION: A control device for an internal combustion engine with an automatic transmission is constituted such that When an automatic transmission is shifted from a running range to a non-running range, output torque of an internal combustion engine to which the automatic transmission is coupled is decreased. The control device for an internal combustion engine is provided with a plurality of output torque lowering control means different in a lowering amount of output torque of the internal combustion engine. When the automatic transmission is shifted from a running range to a non-running range (step 2), an output torque lowering control means to execute control of lowering of output torque of the internal combustion engine is selected based on the number of output revolutions or the temperature of the internal combustion engine (steps 5, 11, 12).

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 an internal combustion engine mounted on a vehicle, and more particularly to a device for controlling output torque of an internal combustion engine to which an automatic transmission is connected. .

[0002]

2. Description of the Related Art As is well known, an automatic transmission for a vehicle is configured to manually select a range for traveling and a non-traveling range for maintaining the vehicle in a stopped state. That is, in the non-traveling range, the input clutch of the automatic transmission is set in the released state, transmission of the output torque of the engine (internal combustion engine) is cut off by releasing the clutch, and no torque is generated on the output shaft. On the other hand, when the vehicle is stopped in the traveling range, the input clutch is engaged and the wheels are braked, so that the vehicle is stopped while the rotation of the engine is maintained by slipping in the torque converter.

Therefore, when the vehicle is manually shifted from the running range to the non-running range, the output torque of the automatic transmission sharply drops, and a shock occurs due to the change in the torque. When the vehicle is switched to the non-traveling range while the vehicle is in the running state, the torsional torque acting on the power transmission system from the automatic transmission to the drive wheels suddenly disappears, causing a shock.

On the other hand, even when the engine is idling and stopped, if the engine is warmed up due to the low temperature, the idle speed is increased. In this state, since the output torque of the engine is large, the change in torque when switching from the running range to the non-running range in the stopped state as described above further increases, and the shock increases.

[0005] In order to reduce such a shock, conventionally, control has been performed to reduce the output torque of the engine when switching from the traveling range to the non-traveling range.
One example is described in the Automotive Technology Casebook (Issue No. 92260) of the Japan Automotive Industry Association Patent Committee. This is because when the automatic transmission is shifted from the drive range to the neutral range in the idle-up state, the retard control that delays the ignition timing of the engine is performed to reduce the output torque of the engine, thereby reducing the change in the output torque. It alleviates and reduces shock.

[0006]

The above-described control for lowering the engine torque by the ignition timing retard control has good responsiveness, but the degree of decrease in the engine torque is small, so that the engine torque is reduced as in idle-up. When the output torque (engine speed) is high, the engine torque is not sufficiently reduced, and the shock may not always be sufficiently reduced. Idle up,
This is performed when the engine temperature is low. In this case, if the exhaust gas purification catalyst has not reached the activation temperature, the exhaust gas may deteriorate, so that the ignition timing cannot be retarded.

[0007] On the other hand, switching from the running range to the non-running range is performed by releasing the pressure from the input clutch in the automatic transmission and releasing it. If only one pattern is set for the drain orifice from the input clutch, the orifice diameter should be set so that the response at low oil temperature is good to prevent delay in exhaust pressure at low oil temperature. Therefore, when the oil temperature is high to some extent, the release speed of the input clutch increases. That is, the input clutch suddenly loses its torque capacity, so that the output torque changes rapidly and a shock may occur.

In order to eliminate such inconvenience, a plurality of drain orifices are provided for the input clutch, and a valve mechanism for switching the orifices is provided.
By providing an accumulator and controlling its back pressure, it is possible to control the drain speed, that is, the release speed of the input clutch. However, such a configuration not only complicates the configuration of the hydraulic control device, but also complicates the system for controlling the hydraulic control device.
Eventually, there are disadvantages such as an increase in cost and an increase in weight.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described circumstances, and executes a control for lowering the output torque of an internal combustion engine in accordance with a situation, thereby providing a shock when switching an automatic transmission to a non-traveling range. It is an object of the present invention to provide a device capable of effectively preventing the occurrence of a spill.

[0010]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides an internal combustion engine to which an automatic transmission is connected when the automatic transmission is switched from a running range to a non-running range. A control device for an internal combustion engine with an automatic transmission for reducing the output torque of the internal combustion engine, comprising a plurality of output torque reduction control means having different amounts of reduction in the output torque of the internal combustion engine, and Wherein the output torque reduction control means for executing the reduction control of the output torque of the internal combustion engine is selected based on the output rotation speed or the temperature of the internal combustion engine.

Therefore, according to the control device of the present invention,
The torque reduction control means when the automatic transmission is switched to the non-traveling range is changed according to the rotation speed or the temperature of the internal combustion engine. For example, when the internal combustion engine is at a low temperature and is idle-up, an output torque reduction control means having a large output torque reduction amount is employed. In this case, since the oil temperature in the automatic transmission is low and the response of the hydraulic device is slower than usual, the output torque of the internal combustion engine is sufficiently reduced even if the response of the output torque reduction control means is relatively poor. The shock is good. On the other hand, in a state where the temperature of the internal combustion engine is high to some extent, the increase control of the output torque due to idle-up or the like is not executed,
In addition, since the response of the hydraulic pressure in the automatic transmission is increased, an output torque reduction control unit that has a small amount of decrease in the output torque and a high response is employed. As a result, torque control according to the output state of the internal combustion engine and the control state of the automatic transmission becomes possible, and the shock is improved.

[0012]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be specifically described with reference to the drawings. The control device according to the present invention controls the output torque of the engine to which the automatic transmission is connected in accordance with the switching of the range in the automatic transmission. Therefore, an example of this is functionally shown in a block diagram as shown in FIG. That is, an automatic transmission 2 that can be switched between a travel range and a non-travel range is connected to the output side of the engine 1. The traveling range is a range in which the input torque is shifted at a predetermined gear ratio and output as an output shaft torque, and the non-traveling range interrupts transmission of the input torque by releasing a clutch or the like. This is a range that prevents output shaft torque from occurring. The switching of these ranges is executed, for example, by manually operating the shift lever.

The switching of the range is detected by a shift position sensor 3 provided in the shift device, and based on the output signal, the shift operation detecting means 4
It detects that the range has been switched. When the detected range switching is from the traveling range to the non-traveling range, the engine output control means 5 controls the output of the engine 1 based on the output signal of the shift operation detecting means 4.

Here, the engine output control means 5 includes a plurality of control means for reducing the output torque.
For example, means for reducing the output torque by retarding the ignition timing, means for reducing the output torque by electrically controlling and closing the throttle valve, and idle speed control valve (ISCV) provided bypassing the main throttle valve Means for reducing the output torque during idling by electrically controlling the opening of the engine, means for reducing the output torque by electrically controlling a sub-throttle valve provided upstream of the main throttle valve, and the like. I have.

The means for controlling the output torque to decrease is executed based on the rotational speed of the engine 1, and the output signal of the engine rotational speed detecting means 6 is input to the engine output control means 5 for that purpose. Specifically, when the engine speed detected by the engine speed detecting means 6 exceeds a predetermined reference speed, and the shift operation detecting means 4 detects switching from the traveling range to the non-traveling range, The engine output control means 5 executes, for example, control for reducing the opening degree of the idle speed control valve to reduce the output torque of the engine 1.

That is, when the engine output is large,
Control the idle speed control valve to greatly reduce engine output. In this case, the control delay is greater than the ignition timing retard control, but the state in which the idle speed is increased is during warm-up of the engine 1 and the oil temperature of the automatic transmission 2 is low, Since the response of the hydraulic pressure is poor due to the high viscosity of the oil, the delay of the engine output control does not cause any particular problem.

On the other hand, when the engine speed detected by the engine speed detecting means 6 is equal to or lower than a predetermined reference speed, and the shift operation detecting means 4 detects the switching from the running range to the non-running range, The engine output control means 5 executes, as an example, control for reducing the output torque of the engine 1 by retarding the ignition timing.
That is, in a state where the engine output is small, control with high responsiveness is executed even if the amount of decrease in the engine output is small. If the idle speed is low, the engine torque is also small, and the viscosity of the oil in the automatic transmission 2 is low, and the range switching proceeds rapidly, so that the output torque with high response is high. Execute reduction control. Therefore, in any case, when the output shaft torque decreases due to the release of the clutch by switching to the non-traveling range or the like, the torque input to the automatic transmission 2 is reduced as necessary and sufficiently. Shift shock can be prevented by reducing the reduction width of the shaft torque.

FIGS. 4 and 5 show the engine 1 and the automatic transmission 2 according to the present invention more specifically. First, the engine 1 will be described. The engine 1 is divided by a piston 11 which moves up and down in a cylinder block 10. In the formed combustion chamber 12, an intake port 14 opened and closed by an intake valve 13 and an exhaust port 16 opened and closed by an exhaust valve 15 are formed. An air cleaner 17 is connected to the intake port 14, and the following devices are arranged in an intake path from the air cleaner 17 to the intake port 14.

An air flow meter 18 is arranged following the air cleaner 17, and an intake air temperature sensor 1 which detects the temperature of the intake air and outputs a signal upstream of the air flow meter 18 is provided.
9 are arranged. On the downstream side of the air flow meter 18 (on the side of the intake port 14), a throttle valve 20 or a servo motor, which is mechanically connected to an accelerator pedal by a cable (not shown) and operated by depressing the accelerator pedal, is provided. A throttle valve (electronic throttle valve) 20 that is electrically controlled via an actuator (not shown) is provided. The opening of the throttle valve 20 is electrically detected by a throttle sensor 21 attached thereto. A surge tank 22 is formed downstream of the throttle valve 20.

A pipe is formed so as to bypass the throttle valve 20, that is, to communicate the upstream side and the downstream side of the throttle valve 20, and an idle speed control valve (hereinafter, ISC) is provided in the bypass pipe. 23 is abbreviated.
By adjusting the opening of the ISC valve 23, the intake air amount at the time of idling with the throttle valve 20 fully closed is controlled, and the idling speed is appropriately set. Further, a fuel injection valve (injector) 24 is attached near the intake port 14, where fuel is injected into intake air to form an air-fuel mixture, which is supplied to the combustion chamber 12.

On the other hand, an exhaust pipe (not shown) is connected to the exhaust port 16 via an exhaust manifold 25, and the exhaust manifold 25 is provided with an exhaust temperature sensor 26 for detecting the temperature of the exhaust. ing.

Further, reference numeral 27 in FIG. 4 denotes a distributor, and reference numeral 28 denotes an ignition coil. By rotating the rotating shaft of the distributor 27 by a crankshaft (not shown) of the engine 1, the crank angle is reduced. An appropriate ignition timing is set. A crank angle sensor 29 for detecting a crank angle is attached to the distributor 27. Reference numeral 30 in FIG. 4 indicates a water temperature sensor, which detects the cooling water temperature of the engine 1.

The idle speed, fuel injection amount, ignition timing and the like of the engine 1 are electrically controlled, and an electronic control unit (E-ECU) mainly comprising a microcomputer for the control is provided. ) 31
Is provided. And this electronic control unit 31 includes:
The air flow meter 18, the intake air temperature sensor 19, the throttle sensor 21, the exhaust gas temperature sensor 26, the crank angle sensor 29, and the water temperature sensor 30 are connected to each other, and detection signals from these sensors are input to the electronic control unit 31. . Further, a detection signal indicating the engine speed NE is input to the electronic control unit 31.

Referring to the automatic transmission 2, in FIG. 5, a first transmission section 41 and a second transmission section 42 are arranged following the torque converter 40. The torque converter 40 includes a pump impeller 44 integrated with a front cover 43 connected to a crankshaft of the engine 1, a turbine runner 45 disposed to face the pump impeller 44, a pump impeller 44 and a turbine runner 45. And a stator 47 supported and arranged by a one-way clutch 46. While the turbine runner 45 is connected to the input shaft 48,
A lock-up clutch 49 for directly transmitting the torque of the crankshaft to the input shaft 48 is provided.

The first transmission section 41 is for setting a so-called overdrive stage, and is constituted mainly by a set of single pinion type planetary gear mechanisms. A one-way clutch F0 is disposed between the sun gear 50 and the carrier 51 in the planetary gear mechanism, and a multi-plate clutch C0 is provided in parallel with the one-way clutch F0. Further, a multiple disc brake B0 for selectively fixing the sun gear 50 is provided. And the ring gear 52
Is an output element of the first transmission section 41. By engaging the multi-plate clutch C0, the input torque is output from the ring gear 52 to the second transmission section 42 as it is, and the multi-plate brake B0 is engaged. In this way, the input torque is increased and output to the second transmission section 42.

The second speed change section 42 is mainly composed of two sets of single pinion type planetary gear mechanisms, and includes a sun gear 5 in a front side (left side in FIG. 5) planetary gear mechanism.
3 and the sun gear 54 in the rear (right side in FIG. 5) planetary gear mechanism are formed on the same shaft (sun gear shaft), and the front ring gear 55 and the rear carrier 56 are integrated with each other. It is connected to.

The second transmission section 42 has a rear side ring gear 57 and the sun gear shaft as input elements, and an input clutch between the ring gear 57 and the ring gear 52 of the first transmission section 41. One clutch C1 is provided, and a sun gear shaft and a ring gear 52 of the first transmission portion 41 are provided.
And a second clutch C2. A first brake B1 for selectively fixing the sun gear shaft is provided as a brake means, and a one-way clutch F1 and a second brake B2 arranged in series with each other are arranged in parallel with the first brake B1. Further, a third brake B3 for selectively fixing the carrier 58 on the front side is provided, and a one-way clutch F is provided in parallel with the third brake B3.
2 is located.

The ring gear 5 connected to each other
5 and the carrier 56 are output elements of the second transmission section 42, and an output shaft is connected to these.

The automatic transmission 2 can set four forward speeds and one reverse speed by engaging and disengaging each clutch and brake by hydraulic pressure.
FIG. 2 is a table showing the engagement operation table of each clutch and brake for setting those shift speeds. In FIG. 6, a triangle indicates an engaged state, a double circle indicates an engaged state during driving, and a blank indicates a released state.

As shown in FIG. 6, a hydraulic control circuit 59 for controlling engagement and disengagement of each clutch and brake is provided. Solenoid valves S1, S2, S3, S4 provided in the hydraulic control circuit 59 are provided. ON / OF as appropriate
By performing F, each gear is set, and the lock-up clutch 49 is engaged / disengaged.
An electronic control unit (T-ECU) 60 mainly composed of a microcomputer is provided in order to control the shift and the lock-up clutch 49 via these solenoid valves S1, S2, S3, S4.

The electronic control unit 60 includes a detection signal from a vehicle speed sensor 61 for detecting a vehicle speed based on the rotation speed of the output shaft, a detection signal from an oil temperature sensor 62 for detecting oil temperature, and a shift signal (not shown). A detection signal from a shift position sensor 63 for detecting the range selected by the device, and a detection signal from a C0 sensor 64 for detecting the rotation speed (input rotation speed) of the multi-plate clutch C0 in the first transmission portion 41, respectively. Has been entered.

Further, a signal from the pattern select switch 66, a signal from the overdrive switch 67, and a signal from the brake switch 68 are input to the electronic control unit 60 for the automatic transmission. The detection signal from the vehicle speed sensor 61 and the detection signal from the shift position sensor 63 are transmitted to the engine electronic control unit 3.
1 is also entered. The electronic control unit 31 for the engine and the electronic control unit 60 for the automatic transmission are connected so as to be able to communicate data with each other.

As shown in FIG. 6, the automatic transmission 2 is
When a forward range such as the D range, the "2" range or the L range is set, the first clutch C1 is engaged, and the torque from the engine 1 is input to the second transmission portion 42. On the other hand, in the non-running range such as the N range, the first clutch C1 is released and the torque is interrupted. Therefore, in order to prevent a shock caused by a decrease in torque when shifting from a range for traveling to a non-traveling range such as the N range, torque reduction control of the engine 1 is executed. In this case, the control device according to the present invention varies the means of the torque reduction control according to the engine speed at the time of shifting to the non-traveling range, and executes the torque reduction control without excess or deficiency.

FIG. 7 is a time chart showing changes in the input torque TIN, the transmission torque capacity TC1 of the first clutch C1, the oil pressure PC1, and the output shaft torque TO when shifting from the D range to the N range. When the shift from the D range to the N range is performed, the hydraulic pressure PC1 of the first clutch C1 starts to decrease at a time point t1 at which a predetermined time determined by a mechanical configuration such as an accumulator or an orifice has elapsed. Accordingly, the transmission torque capacity TC1 of the first clutch C1 gradually decreases. However, when the transmission torque capacity TC1 is equal to or more than the input torque TIN, the input torque TIN
A torque multiplied by a predetermined value determined according to the gear ratio of the rear planetary gear mechanism (the ratio between the number of teeth of the ring gear and the number of teeth of the sun gear) appears on the output shaft as an output torque TO. In this case, when the engine torque reduction control is not being executed, as shown by the chain line in FIG.
The output torque TO is maintained at a relatively large torque until time t2 when IN exceeds the transmission torque capacity of the first clutch C1. Immediately thereafter, the output torque TO decreases with a decrease in the transmission torque capacity of the first clutch C1. . As a result, the output torque To is perceived as a shock because the change width of the output torque To is large and the decrease gradient is large.

On the other hand, when the engine torque reduction control is executed, the input torque is reduced to the time point t3 after the time point t0 in accordance with the engine torque reduction control, and is maintained at the predetermined torque. Then, at time t4 when the transmission torque capacity TC1 of the first clutch C1 becomes relatively smaller than the reduced input torque, the output shaft torque TO decreases in accordance with the decrease in the transmission torque capacity TC1 of the first clutch C1. Therefore, the output shaft torque TO associated with the release of the first clutch C1
Is reduced or the gradient thereof is reduced, so that the shock is avoided or reduced.

In the control device of the present invention, the content of the torque reduction control is changed according to the state of the engine 1 when shifting from the running range to the non-running range. FIG. 1 shows the control routine. After initial settings such as data input are performed, a flag F is set in step 1.
Is set to “1” or “2”. As will be described later, this flag F is set to one of "0", "1", and "2" according to the presence or absence of a shift from the D range to the N range and the engine speed at the time of the shift. The flag is initially reset to zero, so a negative determination is made in step 1.

If a negative determination is made in step 1, the program proceeds to step 2 where a determination of a shift from the D range to the N range is made. If this shift has not occurred, that is, if a negative determination is made in step 2, the flag F is reset to zero (step 3) and the count value of the timer T is reset to zero (step 4). That is, if the flag F is "0", it means that the shift from the D range to the N range has not occurred.

On the other hand, if the shift from the D range to the N range is being performed and the determination in step 2 is affirmative,
It is determined whether or not the engine speed NE is greater than a predetermined reference speed N1 (step 5). If the engine speed NE is higher than the reference speed N1, the flag F is set to "1" (step 6). If the engine speed NE is less than the reference speed N1, the flag F is set.
Is set to "2" (step 7). That is, if the flag F is "1", it means that a shift from the D range to the N range has occurred and the engine speed NE at that time exceeds the reference speed N1. If the flag F is "2", it means that a shift from the D range to the N range has occurred and the engine speed NE at that time is equal to or less than the reference speed N1.

Therefore, if a shift from the D range to the N range has occurred in step 1, an affirmative determination is made in step 1, and in that case, counting of the timer T is started (step 8). Specifically, a value obtained by adding a predetermined interval time ΔT as a timer value is read, and it is determined whether or not the so-called up-count value is smaller than a predetermined reference time T1 (step 9). If the timer value T is equal to or less than the reference time T1 and the determination in step 9 is affirmative, it is determined whether the flag F is "1" (step 1).
0).

If the determination in step 10 is affirmative because the flag F is "1", a shift from the D range to the N range occurs, and in this case, the engine speed NE exceeds the reference speed N1. Therefore, the control for reducing the engine torque is performed by the ISC valve 23 (step 11). Specifically, the opening degree of the ISC valve 23 is reduced to lower the idle speed (engine speed NE).

On the other hand, if a negative determination is made in step 10, the engine torque is reduced by retarding the ignition timing (step 12). That is, step 10 is a step which is determined when the flag F is "1" or "2". If a negative determination is made here, the flag F is set to "2" and the D range to the N range In this case, the engine speed NE is less than or equal to the reference speed N1. In this case, the ignition timing is retarded.

The control for reducing the engine torque in the step 11 or the step 12 is performed. If the continuation time reaches the reference time T1, a negative determination is made in the step 9, and in that case, the routine returns. That is, the engine torque reduction control ends.

FIG. 2 is a time chart when the engine torque reduction control according to the engine speed NE is performed. FIG. 2A shows the engine speed NE.
Is a case where the shift from the D range to the N range is detected at the time t11, and the ignition timing is retarded almost at the same time. Since the response of the control is good, the engine speed NE decreases with almost no delay. Further, the engine torque is reduced accordingly, so that the output shaft torque TO is reduced by an amount ΔTO corresponding to the ignition timing retard control.

On the other hand, by shifting from the D range to the N range, the pressure is released from the first clutch C1, which is the input clutch, and a predetermined delay time elapses from the time t11.
At twelve points, the hydraulic pressure of the first clutch C1 begins to drop. At time t13 when the transmission torque capacity of the first clutch C1 starts to become smaller than the input torque, the output shaft torque TO
Decreases as the transmission torque capacity of the first clutch C1 decreases. The time t when the elapsed time from the time t11 of the shift from the D range to the N range reaches the reference time T1
At 14, the ignition timing retard control is terminated.

In the case of this control, although the amount of decrease in the output shaft torque TO associated with the decrease in engine torque is small,
Engine speed N when shifting from D range to N range
Since E is set to a relatively low rotational speed after the end of warm-up and the engine torque is originally low, the decrease in the output shaft torque TO and the gradient thereof with the release of the first clutch C1 are small. Therefore, it is possible to prevent a shock caused by shifting from the traveling range to the non-traveling range.

In this case, the time from when the shift from the D range to the N range is started t11 until the oil pressure of the first clutch C1 starts to decrease is shortened due to the high oil temperature in the automatic transmission 2. In addition, since there is little response delay in the engine torque reduction control by the ignition timing retard control, no particular trouble occurs.

FIG. 2B shows the engine speed NE.
Is a time chart when the engine speed exceeds the reference engine speed N1. Such a state occurs, for example, when the idling engine speed is increased due to a low engine water temperature. When the shift from the D range to the N range is detected at the time t21, the opening of the ISC valve 23 is reduced almost simultaneously with the detection. That is, the amount of air to be taken in bypassing the throttle valve 20 is reduced. In this case, the response delay in decreasing the engine torque is greater than the reduction in engine torque due to the retardation of the ignition timing. Therefore, as shown in FIG. 2B, the output shaft torque TO decreases with a certain delay. Start (time t22). However, since the amount of decrease in engine torque ΔTO caused by reducing the opening of the ISC valve 23 is large, the output shaft torque TO greatly decreases as shown by the solid line in FIG. Is about the same as that obtained by the retard control.

On the other hand, the hydraulic pressure PC1 of the first clutch C1
Since the oil temperature is low because warm-up is not completed and the viscosity of the oil of the automatic transmission 2 is high accordingly, it starts to decrease with a certain delay from time t21. Then, at time t23 when the transmission torque capacity of the first clutch C1 becomes smaller than the input torque, the output shaft torque TO decreases as the transmission torque capacity of the first clutch C1 decreases. Then, at time t24 when the time elapsed from the time t21 of the shift from the D range to the N range reaches the reference time T1, the control for reducing the engine torque by the ISC valve 23 ends.

Therefore, in this case, the output shaft torque T is controlled by the engine torque reduction control by the ISC valve 23.
O has been greatly reduced, so that the first clutch C1
Is reduced, as in the case where the engine speed NE is equal to or lower than the reference speed N1, as a result, the shift from the traveling range to the non-traveling range is achieved. Can be prevented.

The broken line in FIG. 2 for the output shaft torque TO and the engine speed NE indicates the case where the engine torque reduction control is not performed.

Therefore, of the functional means shown in FIG. 3, the shift operation detecting means 4 corresponds to step 2 in FIG. 1, and the engine output control means 5 corresponds to steps 11 and 12 in FIG. Means 6 corresponds to step 5 in FIG.
Is equivalent to

Means for lowering the output torque of the engine 1 include the ignition timing retard control and the ISC
In addition to the control for reducing the opening degree of the valve, for example, when the electronic throttle valve for electrically controlling the throttle valve 20 is used, the electronic throttle valve is temporarily set when shifting from the travel range to the non-travel range. May be closed. Alternatively, in an engine in which an electrically controllable sub-throttle valve is arranged on the upstream side of the main throttle valve, the sub-throttle valve is temporarily reduced when shifting from the drive range to the non-drive range. Is also good. The control duration of the engine by these engine torque reduction means, that is, the reference time T1 may be varied according to the respective control characteristics, or may be a necessary and sufficient fixed time. Further, the control for reducing the engine torque when shifting from the traveling range to the non-traveling range may be executed after a preset delay time has elapsed in order to prevent a shock due to a decrease in the engine torque.

In the above specific example, the engine speed N
Although the means of the engine torque reduction control is changed based on E, the engine speed NE may change in accordance with the temperature of the engine 1 as described above. (Water temperature). Specifically, a first control means for lowering the engine torque and a second control means capable of lowering the engine torque more than the first control means are provided. When the oil temperature of the automatic transmission is lower than the predetermined temperature, the engine torque is reduced by the second control means,
The engine torque may be reduced by the first control means when the temperature is equal to or higher than the predetermined temperature.

Further, the present invention can be applied to a control device for an engine and an automatic transmission other than the engine 1 and the automatic transmission 2 having the above-described configurations. In the present invention, the traveling range may be other than the D range, and the non-traveling range may be other than the N range. Therefore, the engine used when shifting from the reverse (R) range to the parking (P) range may be used. It can be applied to torque control.

[0055]

As described above, according to the present invention,
When the automatic transmission is switched from the running range to the non-running range, control means for reducing the output torque of the internal combustion engine is selected based on at least one of the output rotation speed and the temperature of the internal combustion engine at that time. When the automatic transmission is switched to the non-running range and its output torque decreases, even if the engine torque is increased due to idle-up when switching from the running range to the non-running range, the output is already The torque can be reduced sufficiently and without delay, and as a result, shift shock can be effectively prevented.

[Brief description of the drawings]

FIG. 1 is a flowchart for explaining a control example by a control device of the present invention.

FIG. 2 is a time chart when the control shown in FIG. 1 is executed.

FIG. 3 is a block diagram showing an example of the present invention by functional means.

FIG. 4 is a diagram schematically showing an example of an engine targeted by the present invention.

FIG. 5 is a skeleton diagram showing an example of an automatic transmission to be used in the present invention.

FIG. 6 is a chart showing an engagement operation table of the automatic transmission shown in FIG. 5;

FIG. 7 is a time chart for explaining a change in output shaft torque when shifting from a travel range to a non-travel range.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 20 Throttle valve 23 Idle speed control valve 30 Water temperature sensor 31 Electronic control unit for engine 60 Electronic control unit for automatic transmission 63 Shift position sensor C1 First clutch

Continued on the front page (72) Inventor Mamoru Kurosawa 10 Takane, Fujii-cho, Anjo-shi, Aichi Prefecture Inside Aisin AW Co., Ltd.

Claims (1)

[Claims] 1. A control device for an internal combustion engine with an automatic transmission, which reduces an output torque of an internal combustion engine to which the automatic transmission is connected when the automatic transmission is switched from a running range to a non-running range. A plurality of output torque reduction control means having different output torque reduction amounts, wherein the output torque for executing a reduction control of the output torque of the internal combustion engine when the automatic transmission is switched from a travel range to a non-travel range. A control device for an internal combustion engine with an automatic transmission, wherein the reduction control means is selected based on an output rotation speed or a temperature of the internal combustion engine.