JPH11129785A - Controller of automatic transmission in power train - Google Patents

Abstract

PROBLEM TO BE SOLVED: To eliminate a shock due to the simultaneous change-over of output characteristics of an engine and a transmission condition of an automatic transmission by inhibitting the change-over of a transmission condition of the automatic transmission while the engine is changing over the output characteristics. SOLUTION: An engine controller 8 sends an engine output characteristic change-over signal SF displaying the transition between stoichiometric air-fuel ratio operation and lean combustion operation to a transmission controller 14 while it is changing over these operations. The transmission controller 14 inhibits gear shift and a condition change of a torque converter to generate a signal inhibitting the change-over of a transmission condition of a transmission based on this engine output characteristic change-over signal SF. Consequently, even if it is judged that up shift transmission must be started and the torque converter must be moved to a lock up condition while engine output characteristics are being changed over, these processings are not done during the change-over of engine output characteristics, thereby preventing the occurrence of a shock.

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 an automatic transmission in a power train in which an automatic transmission and an engine capable of switching output characteristics with respect to a throttle opening are combined.

[0002]

2. Description of the Related Art As an engine, in order to achieve both improvement of fuel efficiency and securing of driving performance, lean combustion operation is performed in an operating state where large power performance is not required to improve fuel efficiency. 2. Description of the Related Art Engines capable of switching output characteristics with respect to throttle opening, such as operating at a stoichiometric air-fuel ratio under operating conditions that require a predetermined or higher power performance, are being widely used.

[0003] Various other engines are known as engines capable of switching the output characteristics with respect to the throttle opening. Others use a power-oriented cam for opening the valve for power performance.

In any case, in an engine capable of switching the output characteristic with respect to the throttle opening, if the switching is suddenly changed, a torque step appears at a stroke and causes a large shock. It is customary to make such a configuration. However, even when the switching of the engine output characteristic is performed simultaneously with the shift of the automatic transmission including the lock-up ON / OFF switching of the torque converter, a large shock is likely to occur.

In order to solve this problem, there has been proposed a technique for inhibiting switching of the engine output characteristic during a shift of an automatic transmission, as described in, for example, Japanese Patent Application Laid-Open No. Hei 5-180022.

[0006]

However, in such a conventional technique, when the shift of the automatic transmission is commanded while the output characteristic of the engine is being switched, the switching of the engine output characteristic and the switching of the automatic transmission are performed. The shift was performed at the same time, which was not a sufficient measure for shock. FIG.
(A), each solid line (b), switching the instant t ₁ from the stoichiometric air-fuel operation to lean burn operation is started, the second speed to the third speed of the automatic transmission to the instant t ₂ in the switching FIG. 7A shows the change over time of the transmission output torque when the shift to the start is started, and the solid line in FIG. 7A shows a torque waveform when the shift is performed at the shift pressure for stoichiometric air-fuel consumption operation. The solid line in b) is a torque waveform when the shift is performed at the shift pressure for the lean burn operation. In any case, as apparent from the comparison with the torque waveform shown by the broken line due to only the switching of the engine output characteristic without shifting,
T _1, with [Delta] T ₂ only pull the torque increases, the torque step [Delta] T _1, confirmed that the thud shock [Delta] T ₂ increases.

According to a first aspect of the present invention, the above-described problem can be avoided by inhibiting the transmission state of the automatic transmission from being switched while the engine is switching output characteristics. An object of the present invention is to propose a control device for an automatic transmission in a power train.

The second invention of the second aspect achieves the effects of the first invention particularly in a power train in which an automatic transmission is combined with an engine of a type in which an output characteristic is switched by changing an air-fuel ratio. The purpose is to get.

According to a third aspect of the present invention, there is provided a control device for an automatic transmission which is capable of specifying an object to be controlled by the automatic transmission and achieving the same operation and effect as those of the first and second inventions. The purpose is to propose.

According to a fourth aspect of the present invention, there is provided a control system for an automatic transmission, which is capable of avoiding the disadvantage that the switching of the transmission state of the automatic transmission is executed forever, although it is unnecessary. The aim is to propose a device.

According to a fifth aspect of the present invention, the time interval between the end of the switching of the engine output characteristics and the start of the switching of the transmission state of the automatic transmission is appropriately determined, and the shock interval between the two is made appropriate. The purpose is to:

A sixth aspect of the present invention has an object to ensure that the functions and effects of the fourth and fifth aspects are achieved under any required engine load.

A seventh object of the present invention is to ensure that the functions and effects of the fourth and fifth aspects of the invention are achieved regardless of the type of shift.

[0014]

SUMMARY OF THE INVENTION For this purpose, a control device for an automatic transmission according to a first aspect of the present invention provides an automatic transmission having an engine capable of switching an output characteristic with respect to a throttle opening in a power train that is coupled to the automatic transmission. , While the output characteristics are being switched, the switching of the transmission state of the automatic transmission is prohibited.

A control device for an automatic transmission according to a second aspect of the present invention comprises:
The first invention is characterized in that the engine switches output characteristics by changing air-fuel efficiency.

A control device for an automatic transmission according to a third invention comprises:
In the first invention or the second invention, the switching of the transmission state of the automatic transmission includes both switching between a lock-up state and a converter state of the torque converter and shifting.

A control device for an automatic transmission according to a fourth aspect of the present invention includes:
In any one of the first invention to the third invention, when the set time has elapsed since the start of switching the output characteristics of the engine, the prohibition of switching of the transmission state of the automatic transmission is released. It is characterized by the following.

A control device for an automatic transmission according to a fifth aspect of the present invention includes:
In any one of the first to fourth inventions, when the set time has elapsed since the end of the switching of the output characteristics of the engine, the prohibition of switching of the transmission state of the automatic transmission is released. It is characterized by the following.

A control device for an automatic transmission according to a sixth invention comprises:
In the fourth invention or the fifth invention, a set time relating to an elapsed time from when the engine starts switching the output characteristic,
And at least one of a set time relating to an elapsed time from when the engine finishes switching the output characteristics is determined in accordance with a required load of the engine.

A control device for an automatic transmission according to a seventh aspect of the present invention includes:
In any one of the fourth invention to the sixth invention, at least a set time relating to an elapsed time from when the engine starts switching the output characteristics and a set time relating to the elapsed time since the engine ends the switching of the output characteristics. One,
It is characterized in that it is configured to be determined according to the type of shift.

[0021]

According to the first aspect of the present invention, the switching of the transmission state of the automatic transmission is prohibited while the output characteristic of the engine is being switched. Therefore, the automatic transmission is switched while the engine is switching the output characteristic. Even if the transmission state of the transmission is commanded, the switching of the engine output characteristics and the switching of the transmission state of the automatic transmission are not performed simultaneously, and the automatic transmission is switched while the output characteristics of the engine are switched. When the switching of the transmission state is instructed, these are performed at the same time, and the problem of the prior art that a large shock is generated can be avoided.

In the second invention, since the engine in the first invention switches the output characteristics by changing the air-fuel efficiency, the engine and the automatic transmission are particularly designed to change the air-fuel ratio to switch the output characteristics. In the power train combined with the above, the operation and effect of the first invention can be achieved.

In the third aspect, the switching of the transmission state of the automatic transmission includes both the switching between the lock-up state of the torque converter and the converter state and the speed change. The same operation and effect as in the first invention can be achieved in both the switching between the state and the converter state and the speed change.

According to the fourth aspect of the present invention, the prohibition of switching of the transmission state of the automatic transmission is released when the set time has elapsed since the start of switching of the output characteristics of the engine. This is very useful in that it is possible to avoid the inconvenience that the switching of the transmission state is not performed and is executed forever, even if it is unnecessary, and that a fail-safe function can be expected.

According to the fifth aspect of the invention, when the set time has elapsed since the end of the switching of the output characteristics of the engine, the prohibition of the switching of the transmission state of the automatic transmission is released. By appropriately setting the time interval between the end of the switching and the start of the switching of the transmission state of the automatic transmission, the shock interval between the two can be made appropriate.

In the sixth invention, a set time relating to an elapsed time from when the engine starts switching the output characteristics,
In addition, since at least one of the set times relating to the elapsed time from the end of the switching of the output characteristics by the engine is determined in accordance with the required load of the engine, the operation and effect of the fourth and fifth aspects of the present invention can be reduced by any engine required load. It can certainly be achieved in the first place.

In the seventh invention, a set time relating to an elapsed time from when the engine starts switching output characteristics,
And at least one of the set times relating to the elapsed time after the engine finishes switching the output characteristics is determined according to the type of shift, so that the effects of the fourth and fifth aspects of the present invention are But it can certainly be achieved.

[0028]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 illustrates a power train of a vehicle including a control device for an automatic transmission according to an embodiment of the present invention, together with a control system thereof.
Is an automatic transmission. The engine 1 and the automatic transmission 2 are tandem-coupled via a torque converter housed in a converter housing 3, and the output shaft 4 of the automatic transmission 2 is drivingly coupled to drive wheels via a differential gear device (not shown). , Constituting the power train of the vehicle.

The output of the engine 1 is determined in accordance with the opening degree of the throttle valve 6 linked to the accelerator pedal 5, and the engine 1 has an air-fuel efficiency control device 7 to perform a stoichiometric air-fuel ratio operation or a lean combustion operation. The output characteristics with respect to the opening degree can be switched. The output characteristic to the engine controller 8 to perform switching (switching of the air-fuel ratio), in addition to entering the engine operation information such as the engine speed N _e, a throttle opening sensor for detecting an opening TVO of the throttle valve 6 9 is input. The engine controller 8 determines whether to perform the stoichiometric air-fuel ratio operation with emphasis on power performance or the lean burn operation with emphasis on fuel efficiency based on the input information, and supplies a corresponding signal to the air-fuel efficiency control device 7. Then, the operation mode of the engine is determined.

The automatic transmission 2 is provided with a control valve 10. The torque converter is locked up by turning on and off a lock-up solenoid 11 in the control valve 10, and the shift solenoids 12 and 13 in the control valve 10 are also controlled. O
The gear position is determined by the combination of N and OFF. ON, OF of lock-up solenoid 11
F, and ON / OFF of shift solenoids 12 and 13
Is determined by the transmission controller 14, and in addition to the signal from the throttle opening sensor 9, a signal from a vehicle speed sensor 15 for detecting the vehicle speed VSP is input to the controller.

While the engine controller 8 is performing the switching between the stoichiometric air-fuel ratio operation and the lean combustion operation (switching the output characteristics), the engine controller 8 performs engine output characteristic switching indicating that the engine is in the transition by a process described later. Signal _SF
Is transmitted to the transmission controller 14, and the transmission controller 14 is switching between the lock-up state and the converter state of the torque converter, or during the transmission state switching as if the transmission is shifting. A transmission state switching signal S _S indicating this is input to the engine controller 8.

Here, while the engine controller 8 is receiving the transmission state switching signal S _S , the output characteristic switching operation of the engine 1 by the air-fuel ratio controller 7 is prohibited as before.

Next, an engine output characteristic switching signal S _F from the engine controller 8 to the transmission controller 14.
The engine controller 8 generates this signal by executing the program shown in FIG. First, step 21
In, should be started to migrate to the stoichiometric air-fuel ratio operation of the various operating conditions such as throttle opening TVO and the engine speed N _e of the engine 1 from the lean-burn operation based on,
Conversely, it is determined whether the engine 1 should start shifting from the stoichiometric air-fuel ratio operation to the lean burn operation, that is, whether to start switching the engine output characteristics.

In the next step 22, it is determined whether or not the switching of the engine output characteristic has been started. If the switching has not been started, the processing in step 21 is repeated. Thus, the transmission of the engine output characteristic switching signal _SF to the transmission controller 14 is started.

Next, at step 24, the throttle
Opening TVO and engine speed N _eVarious operating conditions such as
From the lean burn operation of the engine 1 to the stoichiometric air-fuel ratio
End of transition to reverse, or conversely, stoichiometric air-fuel ratio of engine 1
When the transition from operation to lean burn operation is complete,
It is determined that the switching of the output characteristics is completed. And step
At 22, whether the switching of the engine output characteristic has been completed
It is determined whether or not it has not been completed.
By repeating the processing, the engine output characteristic switching signal S_FChange
Transmission to the gear controller 14 and output from the engine.
At the time when the switching of the force characteristics is completed,
Gin output characteristics switching signal S_FTransmission controller 14
End transmission to.

[0036] Here, the transmission controller 14 on the basis of the engine output characteristic switching signal S _F, although the shift (here executes the control program of FIG. 3 is a upshift, the same for downshift ) Or a change in the state of the torque converter, thereby producing a signal (flag) for inhibiting the switching of the transmission state of the transmission.

First, at step 31, the above-mentioned engine output characteristic switching signal S _F from the engine controller 8 is read, and at step 32, it is determined that the switching of the engine output characteristic is started at the instant when the signal S _F is generated. repeating the reading of the signal S _F in until the step 31, the control advances to step 33 where that was initiated, the engine output characteristic switched after the start timer T
Set the M _S (to start), the elapsed time from the engine output characteristics switching initial instant t _1, as shown in FIGS. 6 and 7 is measured by the timer TM _S.

[0038] Then, in step 34, the above-described timer TM _S is shifting (upshift) prohibition maximum time TM
It determines whether reaches the _SS, reached at step 35 unless the upshift inhibition flag FLAG _S is set (ON), prohibits the transmission as described later, the timer TM _S is upshift prohibit in step 36 if reached longest time TM _SS, it resets the upshift inhibition flag fLAG _S (OFF), to allow the speed change as described below.

[0039] In step 37, the above engine output characteristic switched after the start timer TM _S is determined whether reaches the lock-up prohibition maximum time TM _SL, at step 38 otherwise, the lockup inhibition flag FLAG
_L is set (ON), and prohibits the lockup of the torque converter as described later, in step 39 if the timer TM _S is led to the lock-up prohibition maximum time TM _SL,
Reset the lock-up prohibition flag FLAG _L (OF
F) Then, lock-up of the torque converter is permitted as described later. For convenience 6 and 7, showed lockup prohibition maximum time TM _SL as the same length as the upshift prohibit maximum time TM _SS, it is needless to say that they may be differ course.

In step 40, the engine output characteristic switching signal S _F from the engine controller 8 is read again. In step 41, it is determined that the switching of the engine output characteristic is completed at the moment when the signal S _F disappears. during the repeat the processing of steps 34 to 40, advances the control where the switching of the engine output characteristic is completed in step 42, sets the engine output characteristics switching after the end of the timer TM _e (launch), 6 And as shown in FIG. 7, the engine output characteristic switching end instant t ₂
The elapsed time from the measurement by the timer TM _e.

[0041] Then, in step 43, the above-described timer TM _e it is determined whether reaches the shift (upshift) delay time TM _eS, at step 44, if reached,
Reset the upshift inhibition flag FLAG _S (O
FF) to permit the shift as described later,
M _e is the control proceeds to step 45 without the operation of the upshift inhibition flag FLAG _S unless reached upshift delay time TM _eS.

[0042] In step 45, the above engine output characteristic switching after the end of the timer TM _e it is determined whether reaches the lock-up delay time TM _eL, in step 46, if reached, reset the lockup inhibition flag FLAG _L (OFF) to, allow the lockup of the torque converter as described later, the timer TM _e advances the control without the operation of the lock-up delay time TM if not reached _eL lockup inhibition flag fLAG _L to step 47 . 6 and 7, the lock-up delay time TM _eL is shown as the same length as the up-shift speed change delay time TM _eS for the sake of convenience, but it goes without saying that these may be different.

[0043] At step 47, in the upshift inhibition flag FLAG _S is OFF, and, as long as the lockup inhibition flag FLAG _L not to OFF, i.e., steps 43 to control unless the upshift and the lock-up is not allowed both back to 46, thereby terminating the first 3 programs where upshift inhibition flag fLAG _S and the lockup inhibition flag fLAG _L are both set to OFF.

The [0044] above, the upshift inhibition flag FLAG _S and the lockup inhibition flag FLAG _L is as shown in FIGS. 6 and 7, is ON to the engine output characteristics switching start instant t ₁ at step 35 and 38, the upshift Shift prohibition and lock-up are prohibited. The engine output characteristic switched after the start timer TM _S is upshift prohibition maximum time in step 34 TM
Instant t ₄ of FIGS. 6 and 7 to determine that reaches the _SS, or, in FIGS. 6 and 7 to determine the engine output characteristics switching after the end of the timer TM _e reaches the upshift delay time TM _eS at step 43 in step 36 or 44 to any earlier instant instant t _3, the upshift inhibition flag fLAG _S is reset (OFF), to permit upshift. Also about allowing lock-up instant t ₄ of FIGS. 6 and 7 to determine that the engine output characteristic switched after the start timer TM _S reaches the lock-up prohibition maximum time TM _SL at step 37, or the engine at Step 45 Timer TM _e after output characteristic switching
FIG. 6 determines that the lockup delay time TM _eL has been reached.
And steps in any earlier instant instant t ₃ in FIG. 7 39
Or 46, the lockup inhibition flag FLAG _L is reset (OFF), to allow the lock-up torque converter.

The transmission controller 14 of FIG. 1 further, the above manner determined by the upshift inhibition flag FLAG _S and the lockup inhibition flag FLAG _L ON, the basis to OFF, the program of FIG. 4 and FIG. 5 Then, the shift control and the lock-up control are performed. First, at step 51, the vehicle speed VSP is read from the sensor 15 and the throttle opening TVO is read from the sensor 9. Then step 52
In, the next gear position is determined from the vehicle speed VSP and the throttle opening TVO based on a planned shift schedule (shift pattern).

At step 53, the currently selected gear position
By comparing with the next gear position, if they match,
Control is returned to step 51 as shifting is unnecessary, and both
If so, the control proceeds to step 54 assuming that a shift is required. This
In step 54, the currently selected gear position and the next gear
Upshift or downshift based on the magnitude comparison with the position
It is determined whether the shift is a gear shift.
Transmission state indicating that gear shifting is in progress including data state changes
Switching signal S_SIs the engine controller 8 as shown in FIG.
It is determined whether or not it has been transmitted to
The upshift gearshift inhibition flag FLA described above with reference to FIG.
G _SIs ON or OFF.

If it is determined in step 54 that a downshift is to be performed, control is performed in step 57 because the shift is not prohibited in the present embodiment, that is, the shift is not prohibited during switching of the engine output characteristic. Then, the instant is set as the starting point of the shift timing chart to start the shift control, and the shift control in step 58 is executed. In step 54, even if is determined that the upshift, the transmission state switching signal S _S at step 55 is determined to be transmitted, switching of the engine output characteristics as described above for the signal S _S is not permitted, Switching the transmission state of the automatic transmission does not matter,
The shift control in step 58 is executed.

[0048] determined that the upshift at the step 54, determines that the transmission state switching signal S _S is not being transmitted in step 55, if the upshift inhibition flag FLAG _S is judged not to be ON in step 56, step The shift control at 57 and 58 is executed to permit the shift. Thus, if the upshift inhibition flag FLAG _S is judged to be ON in step 56, by returning control to step 51 to prohibit the transmission in step 57.

[0049] Thus, when switching to the lean-burn operation from the stoichiometric air-fuel ratio operation shown in FIG. 6 also also during switching to the stoichiometric air-fuel ratio operation from lean-burn operation shown in FIG. 7, the upshift inhibition flag FLAG _S rising as apparent from the prohibition of upshift to the output characteristics switching start instant t ₁ prohibits the gear shift is commanded. And as is evident from the disappearance of the upshift inhibition flag FLAG _S, or instant t ₄ when the output characteristic switching starting instant t ₁ upshift prohibition maximum time TM _SS has elapsed, or the engine output characteristic switching completion instant t (6 and 7, the latter instant t ₃₎ of any earlier instant instant t _{3 when 2} from the upshift delay time TM _eS passes the inhibition of the upshift is canceled, the transmission output torque waveform As is clear from FIG.

Therefore, during the switching of the engine output characteristics, t ₁
Be made a determination in ~t ₂ and should start upshift, without this shift is made during the switching of the engine output characteristics, prevent large shock as described above per 10 occurs can do. Note upshift prohibition maximum time TM _SS is or longer configured for fail-safe, or does not cause shock problem even speed and at the same time is made to have been made slowly switching the engine output characteristics In this case, the length is determined so that the prohibition of the upshift is released even during the switching. Upshifting prohibition maximum time TM _SS
By setting as above, it is possible to avoid the inconvenience that the upshift is prohibited forever even though it is unnecessary. The upshift speed change delay time TM
_{As for eS} , this determines the time interval between the switching of the engine output characteristics and the upshift, so it is necessary to arbitrarily determine the time interval between the occurrence of shocks accompanying these changes so as not to give the occupant a sense of incompatibility. it can.

Next, the lock-up control of the torque converter performed by the transmission controller 14 (see FIG. 1) is shown in FIG.
This will be described below. First, in step 61, the sensor 1
5 and the throttle opening TVO from the sensor 9. Next, at step 62, the next lockup state is determined from the vehicle speed VSP and the throttle opening TVO based on the planned shift schedule (region map).

In step 63, by comparing the current lockup state with the next lockup state, if they match, it is determined that the state change of the torque converter is unnecessary, and control is returned to step 61. If so, it is determined that the state of the torque converter needs to be changed, and the control proceeds to step 64. In this step 64, it is determined whether or not the current lockup state is the converter state and the next lockup state is the lockup state, that is, the transmission state of the torque converter is changed from the converter state to the lockup state. It determines whether, in step 65, determines whether the transmission state switching signal S _S indicating that it is shifting comprising a status change of the torque converter is transmitted to the engine controller 8 as shown in FIG. 1 determining, in step 66, whether the lockup inhibition flag fLAG _L described above per FIG 3 is a of or OFF an ON.

Unless it is determined in step 64 that the transmission state of the torque converter is changed from the converter state to the lock-up state, the lock-up prohibition targeted by the present invention, that is, the lock-up prohibition during switching of the engine output characteristics, is prohibited. Since the control is not performed, the control proceeds to step 67, in which the instant is used as the starting point of the lock-up timer to start the lock-up control, and the lock-up control in step 68 is executed. In step 64 even if the determination from the converter state as a change in the lockup state, the transmission state switching signal S _S at step 65 is determined to be transmitted, the engine output characteristics as described above for the signal S _S Since the switching is prohibited and there is no problem in switching the transmission state of the automatic transmission, the shift control in step 68 is executed.

[0054] determines that the state change to the lock-up state from the converter state in step 64, determines that the transmission state switching signal S _S is not being transmitted in step 65, the lockup inhibition flag FLAG _L is not ON in step 66 If it is determined that the lock-up is performed, the lock-up control in steps 67 and 68 is executed to permit the lock-up. Thus, at step 66, the lock-up prohibition flag FLAG _L
Is determined to be ON, the control is returned to step 61 to prohibit the lock-up in steps 67 and 68.

The [0055] above, when switching to the lean-burn operation from the stoichiometric air-fuel ratio operation shown in FIG. 6 are also when switching to the stoichiometric air-fuel ratio operation from lean-burn operation shown in FIG. 7 also, the lockup inhibition flag FLAG _L as is apparent from the rise, prohibition of lock-up the output characteristics switching start instant t ₁ is commanded to prohibit the transition to the lock-up state. And as is evident from the disappearance of the lockup inhibition flag FLAG _L, instant t ₄ when from the output characteristics switching start instant t ₁ lockup prohibition maximum time TM _SL has elapsed
Or the instant t ₃ at which the lock-up delay time TM _eL elapses from the engine output characteristic switching end instant t ₂ , whichever is earlier (in FIG. 6 and FIG. 7, the latter instant t ₃ ).
The lock-up prohibition is released, and the transition from the converter state of the torque converter to the lock-up state is started.

Therefore, during switching of the engine output characteristics, t ₁
Even if the determination on the need for a torque converter from the converter state to the lock-up state made in ~t _2, without the transition to the lockup state is made during the switching of the engine output characteristics, the aforementioned reference to Figure 10 Such a large shock can be prevented from occurring.
Note lockup prohibition maximum time TM _SL is or longer configured for fail-safe, or in which a shock even if transition to the lockup state is made at the same time to the switching of the engine output characteristics are made slowly If no problem occurs, the length is determined so that the lock-up prohibition is released even during the switching. By setting to such a lock-up prohibition maximum time TM _SL, it is unnecessary despite lockup the torque converter to the time it is possible to avoid a disadvantage that is prohibited. The lock-up delay time TM _eL determines the time interval between the switching of the engine output characteristics and the transition to the lock-up state. Can be arbitrarily determined not to be given.

In the embodiment described above, the up-
Longest shift prohibition maximum time TM_SS, Lock-up prohibition longest
TM_SL, Upshift shift delay time TM_eS, And b
Backup delay time TM_eLAre described as fixed values
However, these are the throttle opening TVO and the type of shift
(Auto upshift, step down shift,
Select downshift, etc.)
Good. An embodiment in this case is shown in FIGS.
FIG. 8 shows a shift prohibition flag FLAG corresponding to FIG._SAnd
And lock-up prohibition flag FLAG_LSetting program
FIG. 9 shows the maximum shift prohibition maximum time TM._SS, B
Maximum time for which backup is prohibited TM_SL, Upshift shift delay
Time TM_eS, And lockup delay time TM _eLchange of
It is a characteristic diagram.

[0058] In FIG. 8, first in step 71, reads the above-described engine output characteristic switching signal S _F from the engine controller 8, the signal S at step 72
_It is determined that the switching of the engine output characteristics is started at the moment when the _F is generated, and Step 7 is performed until the start is detected.
It repeated reading of the signal S _F at 1. Step 7
When it is determined in step 2 that the switching of the engine output characteristics is to be started, it is determined in step 73 whether upshifting or shifting to the lockup state is necessary based on the vehicle speed VSP, the throttle opening TVO, and the like, and is determined to be necessary. sometimes at step 74, read in FIG. 9 (a) from the upshift prohibit the longest time TM _SS and the lock-up prohibition longest time TM _SL.

[0059] Then at step 75, and sets the timer TM _S after starting the engine output characteristics change (Launch), timer the time elapsed from the engine output characteristics switching initial instant t _1, as shown in FIGS. 6 and 7 It is measured by the TM _S. In step 76, the timer TM
With _S to determine whether reaches the upshift prohibit maximum time TM _SS, it determines whether said timer TM _S reaches the lock-up prohibition maximum time TM _SL. If the timer TM _S has not reached TM _SS or TM _SL , at step 77, the upshift shift inhibition flag FLAG _S is set (ON) to inhibit the shift as described above, and the lockup inhibition flag FLAG _L is set. Set (O
N), and lock-up of the torque converter is prohibited as described above.

[0060] Thus if the timer TM _S reaches the up-shift prohibition longest time TM _SS, or, timer TM _S
If There reaches the lock-up prohibition maximum time TM _SL, it is reset (OFF) the upshift inhibition flag FLAG _S at step 78, to allow the speed change as described above, or reset the lock-up prohibition flag FLAG _L ( OFF) to allow the torque converter to lock up as described above.

At step 79, the engine controller
8, the engine output characteristic switching signal S_FRead again
And at step 80 the signal S_FMoment of disappearance
It is determined that the switching of the engine output characteristics has been completed,
Until the switching is completed, steps 76 to 79
The above process is repeated. Switching of engine output characteristics is completed
At this point, the control proceeds to step 81, and FIG.
Upshift shift delay time TM_eSAnd lockup
Delay time TM _eLRead. Then in step 82
After the engine output characteristic switching is completed, the timer TM_eSet
(Start), and as shown in FIG. 6 and FIG.
Output characteristic switching end instant t_TwoTime elapsed since timer
TM_eMeasured by

[0062] Further, in step 83, whether or not the timer TM _e reaches the upshift delay time TM _eS, The timer TM _e lockup delay time TM
_It is determined whether or not _eL has been reached. Timer TM _e is TM _eS ,
In TM unless reached _eL step 84, the upshift inhibition flag FLAG _S set (ON), while prohibiting the shift as described above, with the lockup inhibition flag FLAG _L is set (ON), As described above, lockup of the torque converter is prohibited.

When the timer TM _e reaches the upshift delay time TM _eS or the timer TM _e reaches the lockup delay time TM _eL , the upshift inhibition flag FLAG _S is reset at step 85 (OF
F) to, allow the speed change as described above, or reset the lock-up prohibition flag FLAG _L (OFF)
Then, lockup of the torque converter is permitted as described above.

[0064] At step 86, in the upshift inhibition flag FLAG _S is OFF, and, as long as the lockup inhibition flag FLAG _L not to OFF, i.e., steps 83 to control unless the upshift and the lock-up is not allowed both 85, and the program of FIG. 8 is terminated only when both the upshift gear change inhibition flag FLAG _S and the lockup inhibition flag FLAG _L are turned OFF.

[0065] Also in this embodiment the above, the upshift inhibition flag FLAG _S dynamic and the lockup inhibition flag FLAG _L is as shown in FIGS. 6 and 7, Step 7 to an engine output characteristic switching start instant t ₁
It is turned on at 7, 84 to prohibit upshift and lockup. The instant t ₄ of FIGS. 6 and 7 to determine that the engine output characteristic switched after the start timer TM _S reaches the upshift prohibit maximum time TM _SS or lock-up prohibition maximum time TM _SL at step 76, or step After completion of the engine output characteristic switching at 83, the timer TMe _{sets the} upshift speed change delay time T
In Figure 6 and step 78 or 85 to any earlier instant instant t ₃ of FIG. 7 determines that reaches the M _eS or lock-up delay time TM _eL, upshift inhibition flag F
The LAG _S is reset (OFF) to permit the upshift, or the lock-up prohibition flag FLAG _L is reset (OFF) to permit the torque converter to lock up.

Therefore, the same function and effect as those of the above-described embodiment can be achieved. In addition, according to the present embodiment, as shown in FIGS. 9A and 9B, upshifting is prohibited. Since the maximum time TM _SS , the maximum lock-in prohibition maximum time TM _SL , the upshift speed change delay time TM _eS , and the lock-up delay time TM _eL are changed according to the throttle opening TVO, any throttle opening TVO can be used. In any case, the effect can be ensured.

In both of the above embodiments, the description has been given of the configuration in which only the shift to the upshift and the shift to the lockup state are delayed during the switching of the engine output characteristic. Can also prevent any change in the transmission state of the automatic transmission from being made during the switching of the engine output characteristics. It should be noted that in this case, each downshift prohibition maximum time TM _SD corresponding to upshift prohibition maximum time TM _SS, and the lock-up prohibition maximum time lockup release prohibition longest time corresponding to the TM _SL TM _So. and FIG. 9 (a ), It is preferable to change it in accordance with the throttle opening TVO, and the downshift shift delay time T corresponding to the upshift shift delay time TM _eS.
FIG. 9B shows the lock-up release delay time TM _eo corresponding to M _eD and the lock-up delay time TM _eL , respectively.
It is preferable to change according to the throttle opening TVO as shown in FIG.

Here, although not shown, the maximum shift-up prohibition maximum time TM _SS , the maximum down-shift prohibition maximum time TM _SD , the maximum lock-up prohibition maximum time TM _SL , the maximum lock-up release prohibition maximum time TM _So , the delay of the up-shift speed change. Time TM _eS , downshift speed change delay time TM _eD , lock-up delay time TM _eL , and lock-up release delay time T
Each of _Meo depends on not only the throttle opening TVO but also the type of shift (auto upshift, depressed downshift, select downshift, etc.).

[Brief description of the drawings]

FIG. 1 is a schematic system diagram showing a power train for a vehicle including a control device for an automatic transmission according to an embodiment of the present invention, together with a control system thereof.

FIG. 2 is a flowchart showing a program for generating an engine output characteristic switching signal by an engine controller in the embodiment.

FIG. 3 is a flowchart showing a program for a transmission controller according to the embodiment to determine a shift inhibition flag and a lockup inhibition flag.

FIG. 4 is a flowchart showing a shift control program executed by a transmission controller according to the embodiment.

FIG. 5 is a flowchart showing a lockup control program executed by the transmission controller according to the embodiment.

FIG. 6 is a time chart showing a transmission state switching operation of the automatic transmission when the engine shifts from a stoichiometric air-fuel operation to a lean burn operation in the embodiment.

FIG. 7 is a time chart showing a transmission state switching operation of the automatic transmission when the engine shifts from the lean burn operation to the stoichiometric air-fuel operation in the embodiment.

FIG. 8 is a flowchart similar to FIG. 3, showing a program for determining a shift inhibition flag and a lockup inhibition flag, which is executed by a transmission controller in another embodiment of the present invention.

9A is a change characteristic diagram of the timer set time of the timer after the start of the engine output characteristic switch, and FIG. 9B is a change characteristic diagram of the timer set time of the timer after the end of the engine output characteristic switch.

FIG. 10 is a time chart showing a time-series change in the transmission output torque during a transition from the stoichiometric air-fuel ratio operation to the lean burn operation, in a case where there is a shift during the transition and in a case where there is no shift. In the chart, (a) is a time chart when the shift pressure is a high shift pressure for stoichiometric air-fuel ratio operation,
(B) is a time chart when the shift pressure is a low shift pressure for lean burn operation.

[Explanation of symbols]

 Reference Signs List 1 output characteristic variable engine 2 automatic transmission 3 converter housing 4 transmission output shaft 5 accelerator pedal 6 throttle valve 7 air-fuel ratio control device 8 engine controller 9 throttle opening sensor 10 control valve 11 lock-up solenoid 12 shift solenoid 13 shift solenoid 14 Transmission controller 15 Vehicle speed sensor

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI // F16H 59:50 (72) Inventor Hiromasa Sakai 2 Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa Nissan Motor Co., Ltd.

Claims (7)

[Claims] In a power train that is coupled between an engine capable of switching output characteristics with respect to throttle opening and an automatic transmission, switching of the transmission state of the automatic transmission is prohibited while the engine is switching output characteristics. A control device for an automatic transmission in a power train, characterized in that: 2. The control device for an automatic transmission in a power train according to claim 1, wherein the engine switches output characteristics by changing air-fuel efficiency. 3. The power supply according to claim 1, wherein the switching of the transmission state of the automatic transmission includes both switching between a lock-up state and a converter state of a torque converter, and shifting. Control device for automatic transmission in train. 4. The prohibition of switching of the transmission state of the automatic transmission according to any one of claims 1 to 3, when the set time has elapsed since the engine started switching output characteristics. A control device for an automatic transmission in a power train, characterized in that: 5. The automatic transmission according to any one of claims 1 to 4, wherein when the set time has elapsed since the end of the switching of the output characteristics, the switching prohibition of the transmission state of the automatic transmission is released. A control device for an automatic transmission in a power train, characterized in that: 6. The system according to claim 4, wherein at least one of a set time relating to an elapsed time from when the engine starts to switch the output characteristics and a set time relating to the elapsed time after the engine has completed the switching of the output characteristics. One,
A control device for an automatic transmission in a power train, wherein the control device is configured to be determined according to a required load of an engine. 7. The set time according to any one of claims 4 to 6, wherein a set time relating to an elapsed time from when the engine starts switching output characteristics and an elapsed time since the engine ends switching output characteristics. A control device for an automatic transmission in a power train, wherein at least one of the set times related to the power transmission is determined according to the type of shift.