JPH11170892A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable a device to perform a good shift with a small shift shock. SOLUTION: During shift control by an ATCU13 (judge in S2), air/fuel ratio switching control by an ECU20 is prohibited (process in S3), after completing the shift control, so as to permit execution of the air/fuel ratio switching control (combustion condition switching control) (S2, S4, S5). During the air/fuel ratio switching control by the ECU20 (judge in S7), the shift control by the ATCU13 is prohibited (process in S8), after completing the air/fuel ratio switching control, so as to permit execution of the shift control (S7, S9, S10). In this way, a difference (un-match) is generated between a line pressure attained by line pressure control and a line pressure able to actually suppress a shift shock or the like, as a result, apprehension unable to well suppress the shift shock can be surely avoided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control apparatus for a vehicle, and more particularly, to a control technique for a vehicle having an automatic transmission connected to an internal combustion engine.

[0002]

2. Description of the Related Art In an automatic transmission mounted on a vehicle, a hydraulic pressure supplied to a transmission mechanism (for example, a hydraulic pressure for engaging a clutch, a band brake, etc. Pressure) is desired from the viewpoint of improving shift shock and shift responsiveness.

For this reason, a conventional control device for an automatic transmission connected to an internal combustion engine receives, for example, the throttle valve opening TVO and the vehicle speed VSP of the internal combustion engine, and based on the throttle valve opening TVO and the vehicle speed VSP. Line pressure control is performed to thereby suppress shift shock and improve shift responsiveness. On the other hand, in recent years, in order to improve fuel efficiency and the like, the combustion state of the internal combustion engine is switched from a stoichiometric (near stoichiometric air-fuel ratio) combustion state to a lean (lean air-fuel ratio) combustion state, for example, according to the operating range. Things have been suggested.

[0004]

However, the internal combustion engine which performs the control for switching the combustion state between the stoichiometric state and the lean state is used as a drive source, and the line pressure of the transmission is determined based on the throttle valve opening TVO. Conventionally, even when the control is performed, since the combustion state switching control on the internal combustion engine side and the shift control, and consequently the line pressure control on the transmission side, are performed independently of each other, the following concerns may arise. Was.

That is, when the combustion state is switched, before and after the switching and during the switching, even if the throttle valve opening is the same, the combustion state is different, so that the engine output torque and the input torque to the transmission are different. However, if the transmission line pressure control is performed based on the throttle valve opening TVO without considering the combustion state switching control on the internal combustion engine side, the line pressure control based on the throttle valve opening TVO is performed. (Unmatch) between the line pressure obtained by the above and the line pressure that can actually improve shift shock and shift responsiveness (engine output torque and thus line pressure corresponding to the input torque to the transmission) There is a fear that shift shocks will increase.

Considering the difference in engine output torque due to the different combustion state and the difference in input torque to the transmission, a gear shift is performed during stoichiometric combustion (steady state), and a shift is performed during lean combustion (steady state). If the target value of the line pressure is changed in the case where the shift is performed in the step), the mismatch due to the difference in the combustion state of the line pressure control during the shift in the steady state before and after the switching of the combustion state can be suppressed. In the case of shifting during switching (transition), all cases differ depending on operating conditions (such as the switching speed of the combustion state, the vehicle speed, and the speed from which speed to what speed).
It is practically difficult to perform the line pressure control with high accuracy in response to the above problems (there are complicated control logic, structural responsiveness, etc.), and it has been difficult to suppress the unmatch.

The present invention has been made in view of such conventional circumstances, and uses an internal combustion engine in which control for changing the output of the internal combustion engine (for example, air-fuel ratio switching control) is performed as a drive source, and is connected to the drive source. It is an object of the present invention to provide a control device for a vehicle which can realize a good shift with a small shift shock even when the line pressure control is performed based on the throttle valve opening of the internal combustion engine at the time of shifting of the automatic transmission. I do.

[0008]

According to the present invention, there is provided a vehicle control apparatus according to the present invention, as shown in FIG.
In order to achieve a predetermined shifting operation when shifting an automatic transmission connected to an engine, an automatic transmission including line pressure control means for controlling a line pressure acting on a transmission mechanism of the automatic transmission is provided. A vehicle control device including a shift control device and an engine control device including combustion state switching means for switching a combustion state of an engine, wherein the engine control device includes the automatic transmission. During the shift, the combustion state switching inhibiting means for inhibiting the combustion state switching control by the combustion state switching means is included.

With this configuration, during the shift control, the combustion state switching control is prohibited, so that the combustion state is different, so that the engine output torque and hence the input torque to the automatic transmission are different. As a result, a difference (unmatch) occurs between the line pressure achieved by the line pressure control and the line pressure that can actually suppress a shift shock or the like, and it is feared that the shift shock cannot be satisfactorily suppressed. It can be avoided reliably. Therefore, it is possible to achieve a favorable shift in which the shift shock is suppressed.

According to the second aspect of the present invention, as shown in FIG. 2, when the automatic transmission connected to the engine shifts, the automatic transmission operates on the transmission mechanism of the automatic transmission to achieve a predetermined shift operation. A shift control device for an automatic transmission including line pressure control means for controlling line pressure; and an engine control device including combustion state switching means for switching a combustion state of the engine. A shift control device for the automatic transmission, the shift control device for the automatic transmission including shift inhibition means for inhibiting shift of the automatic transmission during switching control of the combustion state by the combustion state switching means. It was to so.

With this configuration, the shift control is prohibited during the combustion state switching control. Therefore, since the combustion state is different, the engine output torque and therefore the input torque to the automatic transmission are different. As a result, a difference (unmatch) occurs between the line pressure achieved by the line pressure control and the line pressure that can actually suppress a shift shock or the like, and it is feared that the shift shock cannot be satisfactorily suppressed. It can be avoided reliably. Therefore, it is possible to achieve a favorable shift in which the shift shock is suppressed.

According to the third aspect of the present invention, the line pressure for controlling the line pressure acting on the transmission mechanism of the automatic transmission in order to achieve a predetermined shift operation at the time of shifting of the automatic transmission connected to the engine. A vehicle control device including a shift control device for an automatic transmission including control means and an engine control device including combustion state switching means for switching a combustion state of the engine. The engine control device includes a combustion state switching prohibition unit that prohibits a combustion state switching control by the combustion state switching unit during a shift of the automatic transmission. The control device is configured to include a shift prohibition unit that prohibits a shift of the automatic transmission during the switching control of the combustion state by the combustion state switching unit.

With this configuration, the combustion state switching control is prohibited during the shift control, and the shift control is prohibited during the combustion state switch control.
Since the combustion state is different, the engine output torque is longer, and the input torque to the automatic transmission is different. Therefore, there is a difference between the line pressure achieved by the line pressure control and the line pressure that can actually suppress a shift shock or the like. (Unmatch) and the fear that the shift shock cannot be satisfactorily suppressed can be more reliably avoided. Therefore, it is possible to achieve an even better shift in which the shift shock is suppressed.

According to the fourth aspect of the present invention, as shown by the broken line in FIG. 1, there is provided driver intention detecting means for detecting the driver's intention, and the engine control device is controlled by the driver intention detecting means. When the driver's intention to accelerate is detected, the combustion state switching control means includes a combustion state switching permission means for releasing the inhibition of the combustion state switching control by the combustion state switching means and permitting the combustion state switching control. did.

According to a fifth aspect of the present invention, as shown by a broken line in FIG. 2, a driver intention detecting means for detecting the driver's intention is provided, and the shift control device for the automatic transmission is provided with the driver's intention. When the intention detecting means detects a driver's intention to accelerate, the shift inhibiting means cancels the shift inhibition of the automatic transmission by the shift inhibiting means and permits a shift.

According to the fourth and fifth aspects of the invention, the same functions and effects as those of the first to third aspects of the invention can be obtained, and power performance can be ensured. In addition, discomfort to the driver can be suppressed. That is, the shift shock can be suppressed to the maximum while securing the power performance and suppressing the uncomfortable feeling for the driver.

[0017]

According to the first aspect of the present invention, during the shift control, the combustion state switching control is prohibited, so that the engine output torque is extended because the combustion state is different, and the engine output torque is extended to the automatic transmission. Input torque is different, and a difference is generated between the line pressure achieved by the line pressure control and the line pressure that can actually suppress the shift shock, and the shift shock cannot be satisfactorily suppressed. It is possible to reliably avoid the fear, and to achieve a favorable shift in which the shift shock is suppressed.

According to the second aspect of the present invention, the shift control is prohibited during the combustion state switching control.
Since the combustion state is different, the engine output torque is longer, and the input torque to the automatic transmission is different. Therefore, there is a difference between the line pressure achieved by the line pressure control and the line pressure that can actually suppress a shift shock or the like. Is caused, and the fear that the shift shock cannot be satisfactorily suppressed can be reliably avoided, so that a favorable shift in which the shift shock is suppressed can be achieved.

According to the third aspect of the invention, the combustion state switching control is prohibited during the shift control, and the shift control is prohibited during the combustion state switching control. It is possible to achieve a favorable shift in which the shift shock is further suppressed. According to the fourth and fifth aspects of the present invention, the same operation and effect as those of the first to third aspects of the invention can be obtained, the power performance can be ensured, and the driver can be provided. Discomfort and the like can be suppressed. That is, according to the invention as set forth in claims 4 and 5, it is possible to suppress the shift shock to the maximum while ensuring the power performance and suppressing the uncomfortable feeling for the driver.

[0020]

Embodiments of the present invention will be described below with reference to the accompanying drawings. In FIG. 3 showing the outline of the system configuration of the first embodiment of the present invention, an automatic transmission 2 is provided on the output side of an engine 1 mounted on a vehicle (not shown).
Is provided. The automatic transmission 2 includes a hydraulic torque converter 3 interposed on the output side of the engine 1 and a gear type transmission 4 connected via the hydraulic torque converter 3.
And a hydraulic actuator 5 for connecting and releasing various transmission elements (various clutches, brake bands, etc.) in the gear transmission 4. The operating oil pressure for the hydraulic actuator 5 is controlled via various electromagnetic valves, but here, a shift electromagnetic valve 6 for automatic shifting is used.
Only A and 6B are shown. Reference numeral 7 denotes an output shaft of the automatic transmission 2.

Here, an oil pump 8 driven by an input shaft or the like of the gear type transmission 4 is used to obtain a line pressure which is an operating oil pressure for the hydraulic torque converter 3 and the hydraulic actuator 5 and a pilot valve. 9, an electromagnetic valve 10, a pressure modifier valve 11, and a pressure regulator valve 12 are provided.

The pilot valve 9 regulates the discharge pressure of the oil pump 8 to a pilot pressure acting on the electromagnetic valve 10. The duty of the electromagnetic valve 10 is controlled by a shift control control unit (ATCU) 13 as will be described later, and the pilot pressure is adjusted to a throttle pressure according to the operating condition. The pressure modifier valve 11 converts the pilot pressure to the throttle pressure. The pressure is adjusted to the corresponding pressure modifier pressure and acts on the pressure regulator valve 12. Pressure regulator valve 12
Then, the oil pump discharge pressure is adjusted to a line pressure proportional to the pressure modifier pressure and sent to a hydraulic circuit such as the hydraulic torque converter 3 and the hydraulic actuator 5.

Signals from various sensors are input to a shift control unit (ATCU) 13 composed of a microcomputer including an input / output interface, an A / D converter, a ROM, a RAM, a CPU and the like. Is done. The ATCU 13 corresponds to a shift control device for an automatic transmission according to the present invention. As the various sensors, a potentiometer type throttle sensor 15 for detecting the opening TVO of the throttle valve 14 of the engine 1 is provided.

A crank angle sensor 16 is provided on a crank shaft of the engine 1 or a shaft (cam shaft) rotating in synchronization with the crank shaft. A signal from the crank angle sensor 16 is, for example, a pulse signal for each reference crank angle. Then, the engine rotation speed Ne is calculated based on the generation cycle. An air flow meter 17 for detecting an intake air flow rate Q in an intake system of the engine 1.
Is provided.

Further, the output shaft 7 of the automatic transmission 2 has a vehicle speed V
A vehicle speed sensor 18 for detecting SP is provided, and a rotation signal (turbine rotation speed) N from a turbine runner of the torque converter 3 or an input shaft of the gear type transmission 4 is provided.
A turbine sensor 19 for extracting t is provided. A
The TCU 13 calculates the vehicle speed VSP and the throttle valve opening T.
The VO and the solenoid valves 6A and 6B are controlled so as to be in a predetermined shift position based on information such as the position of a select lever operated by the driver.

The ATCU 13 controls the current combustion state (depending on whether the engine is in a steady stoichiometric combustion state or a steady lean combustion state) or the throttle valve opening TVO (the automatic transmission from the internal combustion engine 1). The line pressure PL is set by a map search or the like in accordance with the input torque to the solenoid valve 2, and the duty ratio of the electromagnetic valve 10 is controlled so as to achieve the set line pressure PL.

The line pressure PL thus controlled acts on the torque converter, each band brake, each clutch, etc. (see FIG. 5) by opening and closing the electromagnetic valves 6A, 6B in accordance with each shift position. These operating characteristics (such as the engagement speed and the engagement force, and consequently the shift shock and the shift responsiveness) are controlled as desired.

On the other hand, the engine 1 is provided with an electromagnetic fuel injection valve (not shown) for each cylinder. The fuel injection valve includes an input / output interface, an A / D converter, and an RO.
Engine control unit (EC) composed of a microcomputer including M, RAM, CPU, etc.
In U) 20, the valve is driven to open at a predetermined injection timing by an injection pulse signal (Te) set as described later, is pressure-fed from a fuel pump (not shown), and is controlled to a predetermined pressure by a pressure regulator (not shown). The injected fuel is supplied. The air-fuel mixture sucked into the combustion chamber of the engine 1 is ignited and burned by an ignition plug (not shown) provided facing the combustion chamber of each cylinder. The ignition plug is driven by the ECU 20. On the basis of the signal, a high voltage from an ignition coil (not shown) is received and ignited at an ignition timing set in advance according to an operation state or the like.

The ECU 20 functioning as the engine control device according to the present invention sets the fuel supply amount (injection pulse signal) (switches the air-fuel ratio) in the following manner. That is, the intake air flow rate Qa is obtained from the detection signal of the air flow meter 17, the engine rotation speed Ne is obtained from the detection signal of the crank angle sensor 3, and the basic fuel injection pulse width (corresponding to the basic fuel injection amount) Tp = K · Qa / Ne (K is a proportional constant determined by the flow characteristics of the fuel injection valve.)
Is calculated.

During the stoichiometric combustion, the final fuel injection pulse width (fuel supply amount) Te finally injected from the fuel injection valve 6 is adjusted by various correction coefficients with respect to the basic fuel injection pulse width Tp. COEF (ie, water temperature correction coefficient Kw
And, after start and the starting and increase correction coefficient Kas, the air-fuel ratio to increase correction as during a high-load and high-speed correction factor K _MR, etc.)
And, the air-fuel ratio feedback correction coefficient alpha, determined by correcting the air-fuel ratio learning correction coefficient K _L and the like.

Te = Tp × COEF (= 1 + Kw + Kas
_{+ K MR) × α × K} L + TS TS; fuel injection valve opening of the dead time compensation amount above For the ECU20 in the present embodiment, a stoichiometric combustion and the lean combustion in accordance with the operation region (e.g. Ne and Tp) and the like Switching control can be performed, but the final fuel injection pulse width _TL during lean combustion is
For example, the air-fuel ratio feedback correction coefficient α is clamped to a predetermined value, and the Te is corrected by the lean target value Z to obtain the value.

That is, T _L = Te × Z Z is a lean target value (= 14.7 / target lean air-fuel ratio). By the way, the internal combustion engine 1 that performs control for switching the combustion state between stoichiometric and lean as in the present embodiment is used as a drive source, and during shifting, the line pressure control of the automatic transmission 2 is performed based on the throttle valve opening TVO. Is performed, even if the throttle valve opening is the same, the combustion state is different, so that the engine output torque is extended and the input torque to the automatic transmission 2 is different. Therefore, the throttle valve opening TVO and the vehicle speed VSP (Line mismatch) between the line pressure achieved by the line pressure control based on the line pressure and the line pressure that can actually suppress the shift shock or the like, and the shift shock cannot be satisfactorily suppressed. .

For this reason, the ATCU 1 in this embodiment is
3. The ECU 20 performs control as shown in the flowchart of FIG. The functions of the line pressure control means and the shift inhibition means according to the present invention are described in FIG.
As shown in the flowchart of FIG. The function as the combustion state switching means and the combustion state switching inhibition means according to the present invention
Will be provided as software.

That is, in step 1 (referred to as S1 in the figure, the same applies hereinafter), the ECU 20 determines whether or not the air-fuel ratio switching condition is satisfied based on the operating range and the like. If YES, proceed to Step 2; if NO, proceed to Step 6. In step 2, it is determined whether or not the gear is currently being shifted based on whether or not the shifting signal from the ATCU 13 is ON (1).

If YES, proceed to Step 3; if NO, proceed to Step 4. In step 3, since the shift is currently being performed, it is determined that if the air-fuel ratio is switched, the shift shock cannot be satisfactorily suppressed, and the air-fuel ratio switching control is prohibited. Then, the process returns to step 2 and repeats steps 2 and 3 until the shift is not being performed {until the shift control signal is turned off (0) until the shift control is completed}.

On the other hand, when the shifting is completed (the shifting signal is 0).
), The process proceeds to step 4. In step 4, a predetermined delay time has elapsed since the shift was stopped, that is, after the shift control was completed (after the shifting signal became 0). It is determined whether or not. If NO, even if the shift control is ended, the shift operation may not be completed due to, for example, a mechanical response delay.
Wait until the predetermined delay time has elapsed.

If YES, go to step 5. In step 5, after the gear is not being shifted (the shifting signal becomes 0).
Since the predetermined delay time has elapsed and the shift operation can be determined to be completed even in consideration of the response delay and the like, even if the air-fuel ratio switching control is performed, the shift control is adversely affected. Since it is not given, the execution of the switching control of the air-fuel ratio is permitted and the ATCU 13 (step 7)
To the air-fuel ratio switching signal.

If the result of step 1 is NO, the process proceeds to step 6. In step 6, it is determined whether the ATCU 13 has satisfied the shift condition of the automatic transmission 2. If YES, proceed to Step 7; if NO, end this flow. In step 7, it is determined whether or not the air-fuel ratio switching control is being executed based on whether the air-fuel ratio switching signal from the ECU 20 is ON (1).

If YES, the air-fuel ratio switching control is being executed, so if a shift operation is performed, the line pressure control cannot be performed accurately in accordance with the engine output torque (input torque to the transmission 2). It is determined that the shift shock cannot be suppressed satisfactorily.
Return to Steps 7 and 8 are repeated until the air-fuel ratio switching control is no longer being performed (until the air-fuel ratio switching control signal is turned off (0) until the air-fuel ratio switching control ends).

On the other hand, if NO, the process proceeds to step 9.
In step 9, it is determined whether a predetermined delay time has elapsed since the completion of the air-fuel ratio switching control. If NO, it is determined that the air-fuel ratio switching control has not been completed, and the process waits until the predetermined delay time has elapsed.

If YES, go to step 10. In step 10, since the air-fuel ratio switching control has been completed, the line pressure can be accurately controlled in accordance with the engine output torque (input torque to the transmission 2) even if the shift control is performed, and the shift shock can be suppressed well. Thus, the execution of the shift control is permitted, a signal indicating that the shift is in progress is transmitted to the ECU 20 (step 2), and the flow ends.

As described above, according to this embodiment, the ATC
During the shift control by U13, the air-fuel ratio switching control (combustion state switching control) by the ECU 20 is prohibited, and after the shift control is completed, the execution of the air-fuel ratio switching control (combustion state switching control) is permitted. Since the air-fuel ratio (combustion state) is different even if the throttle valve opening is the same, the engine output torque is longer and the input torque to the automatic transmission 2 is different, so that the line pressure control based on the throttle valve opening TVO It is possible to reliably avoid the fear that a difference (unmatch) occurs between the line pressure achieved by the above and the line pressure that can actually suppress the shift shock and the like, and the shift shock cannot be satisfactorily suppressed. (See FIG. 6).

Accordingly, it is possible to achieve a favorable shift in which the shift shock is suppressed. In the present embodiment,
Air-fuel ratio switching control (combustion state switching control) by ECU 20
During this time, the shift control by the ATCU 13 is prohibited, and the execution of the shift control is permitted after the air-fuel ratio switching control (combustion state switching control) is completed. Since the (combustion state) is different, the engine output torque is longer and the input torque to the automatic transmission 2 is different. Therefore, the line pressure achieved by the line pressure control based on the throttle valve opening TVO and the actual shift shock A difference (unmatch) occurs between the line pressure and the
It is possible to reliably avoid the fear that the gear shift shock cannot be satisfactorily suppressed (see FIG. 6).

Therefore, it is possible to achieve a favorable shift in which the shift shock is suppressed. Next, a second embodiment of the present invention will be described. In the second embodiment, the control described in the first embodiment can reflect the driver's intention in order to ensure the power performance or suppress the driver's discomfort or the like. Control example.

The system configuration in the second embodiment is the same as that in FIGS. 3 and 5 in the first embodiment, and therefore the description is omitted, and the control performed in the second embodiment is shown in the flowchart of FIG. It will be described according to.
However, the same steps as those in the flowchart of FIG. 4 according to the first embodiment are denoted by the same reference numerals, and detailed description is omitted.

That is, in the flowchart of FIG.
If it is determined in step 2 that the shift is being performed, the process proceeds to step 2A. In step 2A, the throttle opening change speed (ΔTVO) is set to a constant value A in the depressing direction.
It is determined whether or not the above has been achieved.

If YES, the driver has requested acceleration, and if the prohibition of the air-fuel ratio switching (lean → stoichiometric) control is continued, the driver cannot respond to the acceleration request. As it will give the driver a sense of discomfort,
Proceed to step 5 and switch the air-fuel ratio (lean → stoichiometric)
(See FIG. 8). Therefore, Step 2A and Step 5 function as the combustion state switching permitting means according to the present invention.

On the other hand, if NO in step 2A, there is no request for acceleration from the driver, so the process proceeds to step 3 as in the first embodiment, and the air-fuel ratio switching control is performed to give priority to reduction of shift shock. It is banned. If it is determined in step 7 that the air-fuel ratio is being switched, the process proceeds to step 7A.

In step 7A, it is determined whether or not the throttle opening change speed (ΔTVO) has become equal to or more than a fixed value A in the depressing direction. If YES, the driver issues an acceleration request, but the shift control prohibition is continued.
In some cases, the upshift is prohibited and the engine speed is excessively increased, or the downshift is prohibited and the required feeling of acceleration may not be obtained. Does not allow shift control. Therefore, steps 7A and 10 function as the shift permitting means according to the present invention.

On the other hand, if NO in step 7A, since there is no request for acceleration from the driver, the process proceeds to step 8 as in the first embodiment, and shift control is prohibited in order to give priority to reduction of shift shock. It has become. As described above, according to the second embodiment, the same operation and effect as those of the first embodiment can be obtained (a good shift with suppressed shift shock can be achieved), and power performance is ensured. And a feeling of strangeness to the driver can be suppressed.

That is, according to the second embodiment, the maximum performance is ensured while ensuring the power performance and suppressing the discomfort to the driver.
Shift shock can be suppressed. In each of the embodiments described above, the engine that performs the switching control of the air-fuel ratio has been described. However, the present invention is not limited to this, and the present invention is applied to all the engines that perform the switching control of the combustion state accompanied by the engine output change. Is what you can do. Incidentally, in addition to the air-fuel ratio switching control described above, for example, ignition timing switching control, swirl ratio switching control, intake / exhaust valve opening / closing characteristic switching control, and EGR switching control other than the air-fuel ratio switching control described above.
It can include switching control of the amount (rate) and switching control of the combustion mode between homogeneous combustion and stratified combustion.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of the invention according to claim 1;

FIG. 2 is a block diagram showing a configuration of the invention according to claim 2;

FIG. 3 is an overall system configuration diagram according to the first embodiment of the present invention.

FIG. 4 is a flowchart illustrating control according to the first embodiment.

FIG. 5 is a diagram showing a shift element in the automatic transmission.

FIG. 6 is a timing chart illustrating the operation and effect of the embodiment.

FIG. 7 is a flowchart illustrating control according to the second embodiment.

FIG. 8 is a timing chart illustrating the operation and effect of the embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 3 Fluid torque converter 4 Gear type transmission 5 Hydraulic actuator 7 Output shaft 8 Oil pump 9 Pilot valve 10 Solenoid valve 11 Pressure modifier valve 12 Pressure regulator valve 13 Transmission control unit (ATCU) 14 Throttle Valve 15 Throttle sensor 16 Crank angle sensor 17 Air flow meter 18 Vehicle speed sensor 19 Turbine sensor 20 Engine control unit (ECU)

Claims (5)

[Claims] (1) When shifting an automatic transmission connected to an engine,
A shift control device for an automatic transmission including line pressure control means for controlling a line pressure acting on a shift mechanism of the automatic transmission to achieve a predetermined shift operation; and combustion for switching a combustion state of an engine. An engine control device comprising: a state switching unit; and a vehicle control device comprising: an engine control unit, wherein the engine control unit performs combustion by the combustion state switching unit during a shift of the automatic transmission. A control device for a vehicle, comprising a combustion state switching prohibiting means for prohibiting state switching control. 2. The automatic transmission according to claim 1, wherein said automatic transmission is connected to an engine.
A shift control device for an automatic transmission including line pressure control means for controlling a line pressure acting on a shift mechanism of the automatic transmission to achieve a predetermined shift operation; and combustion for switching a combustion state of an engine. An engine control device including state switching means, and a vehicle control apparatus including: a shift control device for the automatic transmission, wherein the combustion state switching means controls the combustion state switching by the combustion state switching means. Is a control device for a vehicle, comprising a shift inhibiting means for inhibiting a shift of the automatic transmission. 3. The automatic transmission according to claim 1, wherein the automatic transmission is connected to an engine.
A shift control device for an automatic transmission including line pressure control means for controlling a line pressure acting on a shift mechanism of the automatic transmission to achieve a predetermined shift operation; and combustion for switching a combustion state of an engine. An engine control device comprising: a state switching unit; and a vehicle control device comprising: an engine control unit, wherein the engine control unit performs combustion by the combustion state switching unit during a shift of the automatic transmission. A combustion state switching prohibiting unit for prohibiting state switching control; and a shift control device for the automatic transmission, wherein the combustion state switching control is performed during the combustion state switching control by the combustion state switching unit. A vehicle control device comprising a shift prohibiting means for prohibiting a vehicle. 4. An engine control device comprising: a driver intention detecting means for detecting a driver's intention; wherein the engine control device detects the driver's intention when the driver's intention is detected by the combustion state switching means. 4. The vehicle control device according to claim 1, further comprising a combustion state switching permitting unit that releases the inhibition of the combustion state switching control by the control unit and permits the combustion state switching control. . 5. A driver's intention detecting means for detecting a driver's intention, wherein the shift control device of the automatic transmission detects the driver's intention to accelerate when the driver's intention detecting means detects the driver's intention. The vehicle according to any one of claims 2 to 4, further comprising a shift permitting means for permitting a shift by canceling a shift prohibition of the automatic transmission by the shift prohibiting means. Control device.