JPS5997350A - Automatic speed change control method - Google Patents

Abstract

PURPOSE:To improve drivability by detecting automatic speed change timing with high accuracy and increasing and decreasing an engine output with output control means of a fuel injection device, an ignition time control device and the like to absorb a shock at the time of changing speed. CONSTITUTION:At a point of time P1 when a lock-up signal is sent, a flag is set. A speed change starting point is detected in a step 116, and at a point of time P2 when control data is set in a step 118 while the rev count of an engine starts to be lowered, the car velocity is increased by lock-up. The output is lowered by operating output control means, and the rev count of the engine is continuously lowered after a point of time P2 until it is stopped at a point of time P3. From the point of time P3, the output control means is gradually restored to the initial state. At a point of time P4 for deciding NO in a step 110, the value of a counter C goes to 0 or less. Thus, vibration due to a change of acceleration on the vehicle floor can be reduced by half.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic transmission control method for an automobile. In particular, the present invention relates to an automatic shift control method for preventing shift shock reduction during automatic shift of an internal combustion engine having a transmission with an automatic shift function.

Conventionally, when a transmission with an automatic shift function automatically shifts gears, the internal combustion engine operates only by adjusting the amount of fuel depending on the amount of intake air before and after the shift and the ignition timing or fuel injection timing depending on the engine load. During automatic gear shifting, no special correction is made in response to sudden load changes on the rotating shaft of the engine, etc. that occur at that time. Therefore, when automatic gear shifting is performed, vibrations remain in the vehicle drive system and are transmitted to the drive wheels, causing longitudinal vibrations of the vehicle, or so-called shocks, which impair driveability.
worsen.

In order to prevent such a shift shock, the inventor of the present invention, as a result of intensive studies, has determined that the timing at which a transmission with an automatic shift function automatically shifts is detected with high precision, and the fuel injection device and ignition timing control device are adjusted in accordance with the timing. discovered that shift shock can be absorbed by increasing or decreasing the engine output using an output control means such as an idle speed control device,
The invention has been completed.

That is, the gist of the present invention is to provide an automatic shift control method that automatically performs a shift process by controlling a shift means based on the operating state of an internal combustion engine. , the output control means is controlled so that the engine output increases or decreases in opposition to the increase or decrease in vehicle acceleration that occurs as a shock during the gear shifting process, and then, from the point at which the rotation speed change time is completed, the engine output gradually increases from the point in time when the rotation speed change time is before the rotation speed change time. The automatic transmission control method is characterized by returning the transmission speed to .

Here, the shift control means means a means for detecting the state of the internal combustion engine, for example, a change in a certain amount of load, a change in vehicle speed, etc., and controlling the speed change means to a shift state that is adapted to the state of the internal combustion engine. This applies to the central processing unit (CPU) of a microcomputer and other control circuits.

The speed change control means inspects the state of the internal combustion engine, and this inspection includes, for example, changes in the rotational speed of the crankshaft using a crank angle sensor, changes in the load on the internal combustion engine, and the like.

The transmission means refers to the transmission 11 (1 to transmission), and in the present invention particularly refers to an automatic transmission or a partially automatic transmission. Automatic transmissions include not only electronically controlled transmissions (ECT) with lock-up, but also electronically controlled manual transmissions such as manual transmissions with some automatic transmissions.
ECMT) is also included.

The output control means includes a fuel injection device, an ignition timing adjustment device such as a power distributor, or an idle speed control device.

The automatic shift control by the shift control means in the present invention refers to a shift operation by controlling the shift means without human intervention by detecting, for example, the internal combustion engine rotation speed, internal combustion engine load, braking state, etc. However, it is not necessary for all gear shifting operations to be automatic, but some may be partially automatic, for example, the main gear shifting is done manually, but the gears are automatically shifted to two gears, up and down, in each gear range. Also included.

A shock during gear shifting is caused by a sudden change in the load applied to the rotating shaft of an engine during gear shifting. For example, it is a shock that occurs when automatic gear shifting occurs in a car equipped with a torque converter, or when gear shifting or lock-up or release occurs in a car that is equipped with a lock-up device. Generally, the frequency of the shock, which is an acceleration vibration, is 1 to 1.
It is felt by the human body at a frequency of 10 Hz and an amplitude of 0.01 to 0.5 G. Changes in the output state during gear shifting are made so that they are not affected by the changes in the load mentioned above. For example, if the load on the drive system suddenly increases by 1G due to lock-up during acceleration, the engine output will immediately follow and decrease. By doing so, the load applied to the drive system is kept constant. On the other hand, when the lock-up during acceleration is released and the load on the drive system suddenly drops, the load on the drive system is held constant by increasing the engine output. In this way, vibrations caused by changes in the load on the drive system are reduced and prevented. As described above, this change in the load on the drive system occurs when changing gears.

Corresponding to this switching, a change in the rotational speed of the internal combustion engine occurs. By detecting this change in rotational speed, changes in the load on the drive system can be determined. In other words, the output control is performed by regarding the time point at which the internal combustion engine rotational speed starts to change as the time point at which the load change starts, and the time point at which the change in the rotational speed ends as the time point at which the load change is completed. At the start of the change, the output of the internal combustion engine is immediately changed, and the load on the drive system is prevented from changing suddenly while the rotational speed is changing. When the change is completed, the output is gradually returned to its original state over a period of time. If the return is made too quickly, the load on the drive system will increase rapidly, causing vibration. For example, when a fuel injection device is used as an output control means, the output can be adjusted by adjusting the fuel injection amount and injection timing. When an ignition timing adjustment device is used as an output control means, the output can be adjusted by adjusting the ignition timing. When the idle speed control device is used as an output control means, the output can be adjusted by adjusting the opening degree of the idle speed control valve.

By adopting such a configuration, it is possible to reduce and prevent vibrations in the drive system and maintain good drivability.

Next, the present invention will be explained in more detail with reference to the drawings.

FIG. 1 is a system diagram of an electronically controlled fuel injection engine to which the present invention is applied. Air taken in from the air cleaner 1 is passed through an intake passage 1 including an air flow meter 2, a throttle valve 3, a surge tank 4, an intake port 5, and an intake valve 6.
2 to the combustion chamber 8 of the engine body 7. The throttle valve 3 moves into an accelerator pedal 13 in the driver's cab. The combustion chamber 8 is divided by a cylinder head 9, a cylinder block 10, and a piston 11, and the exhaust gas generated by combustion of the air-fuel mixture is released into the atmosphere through an exhaust valve 15, an exhaust port 16, an exhaust manifold 17, and an exhaust pipe 18. released to. A bypass passage 21 of the idle speed control device connects the upstream side of the throttle valve 3 and the surge tank 4,
Bypass flow control valve (idle rotation speed control valve) 22
controls the flow cross-sectional area of the bypass passage 21 to maintain a constant engine speed during idling. An exhaust gas recirculation (EGR) passage 23 that guides exhaust gas to the intake system in order to suppress the generation of nitrogen oxides connects the exhaust manifold 17 and the surge tank 4, and has an on-off valve type exhaust gas recirculation (EGR) passage. E
GR) The control valve 24 responds to the electric pulse to open the EGR passage 2.
Open and close 3. Intake temperature sensor 28 is air 70-meter 2
A throttle position sensor 29 is provided within the throttle valve 3 to detect sudden temperature, and a throttle position sensor 29 detects the opening degree of the throttle valve 3. A water temperature sensor 30 is attached to the cylinder block 10 to detect the cooling water temperature, that is, engine dryness, and an air-fuel ratio sensor 31, which is a well-known oxygen concentration sensor, is attached to the collecting part of the exhaust manifold 17 to detect the oxygen concentration in the collecting part. The crank angle sensor 32 detects the concentration, and the crank angle sensor 32 detects the crankshaft (
The crank angle of a crankshaft is detected from the rotation of a shaft 34 of a power distributor 33 (not shown), and a vehicle speed sensor 35 detects the rotational speed of an output shaft of an automatic transmission 36 equipped with a lock-up device. These sensors 2.28.29.301
The outputs of 31, 32, and 35 and the voltage of the storage battery 37 are sent to the electronic control unit 40. A fuel injection valve 41 is provided near each intake port 5 in correspondence with each cylinder, and a pump 42 supplies fuel from a fuel tank 43 to the fuel injection valve 41 via a fuel passage 44. The electronic control unit 40 calculates the fuel injection amount using input signals from each sensor as parameters, and sends an electric pulse having a pulse width corresponding to the calculated fuel injection amount to the fuel injection valve 41. The electronic control unit 40 also controls the bypass flow control valve 22, the EGRi control valve 24, the solenoid valve 45 (FIG. 2) of the automatic transmission hydraulic control circuit, and the ignition coil 46.

The secondary side of the ignition coil 46 is connected to the power distributor 33. The charcoal canister 48 accommodates activated carbon 49 as an adsorbent, has an inlet port connected to the upper space of the fuel tank 43 via a passage 50, and an outlet port connected to a barge port 52 via a passage 51. has been done. The barge port 52 is located upstream of the throttle valve 3 when the throttle valve 3 has an opening smaller than a predetermined opening, and is located downstream of the throttle valve 3 when the throttle valve 3 has an opening larger than the predetermined opening. located and receives negative pressure in the intake pipe. The on-off valve 53 has a bimetal disc,
When the engine is in a low temperature state lower than a predetermined temperature, the passage 51
close to stop the release of fuel evaporative gas into the intake system.

In the above configuration, the electronic control section 4 serves as the speed change control means.
0 is set. The automatic transmission 36 is used as a transmission means.
is provided. As the output control means, an idle rotation speed control device including a bypass passage 21 and a bypass flow control valve 22, an ignition timing control device including a power distributor 33 and an ignition coil 46, and a fuel injection device including a fuel injection valve 41 are provided. There is.

FIG. 2 shows details of the electronic control section 40.

CPU (Central Processing Unit) 5 consisting of a microprocessor
6, ROM (read only memory) 57, RAM (
Random access memory) 58, another RAM 59 as a non-volatile memory element that can be supplied with power from the auxiliary power supply and retain memory even when the engine is stopped, A/D with multiplexer (
An analog/digital) converter 60 and a buffered l10 (input/output) device 61 are connected to each other via a bus 62. Air flow meter 2, intake temperature sensor 2
8, the outputs of the water temperature sensor 30, air-fuel ratio sensor 31, and storage battery 37 are sent to the A/D converter 60. Further, the outputs of the throttle position sensor 29 and the crank angle sensor 32 are sent to the I10 device 61, and the bypass flow control valve 22,
EGR control valve 24, fuel injection valve 41, solenoid valve 45
, and the ignition coil 46 is connected to the CPU via the I10 device 61.
Input is received from 56.

Next, an embodiment of the automatic speed change control method for the electronically controlled fuel injection engine described above will be described. FIG. 3 shows a flowchart showing the processing procedure of the first embodiment. A series of processes in this flowchart is expressed as one subroutine among various processes performed by the CPU. Here, step 101 is a process of reading the data of the lock-up signal transmitted from the electronic control unit 40 when the automatic change [136 is locked up], and setting and resetting the lock-up operation monitor flag fLU depending on whether the lock-up is on or off. represents. Step 102 represents a process of determining whether the contents of the flag fLU obtained in step 101 and the previously read lock-up operation monitor flag f-- Pill are the same. Step 103 represents a process of setting a limit time in the determination time counter C to determine how long the shift detection will continue after the state of the lock-up signal changes. This is because even if the state of the signal applied to the solenoid valve controlling lockup changes, there is a time delay before the lockup clutch actually operates.

This step also functions as a guard in case of failure to detect gear shift. Step 104 represents a process of determining whether the previously read lockup state f PLU is on or off. Step 105 is a 4-bit lockup status monitor LUM that indicates the engine status when the lockup is activated.
This represents the process of entering a binary value B"0100- into .

Step 106 represents the process of putting 8-0001' into LLIM. Step 107 represents a process for confirming the on/off state of the idle switch. Step 108 represents a process for determining whether the idle switch ml in step 107 is on or off. Step 109 represents a process of shifting left the binary value of LUM by one digit. Step 110 represents a process of determining whether or not the determination limit time counter C set in step 103- is on the plus side. Step 111 represents a process of decrementing the judgment limit time counter C.

Step 112 represents a process of determining whether or not a predetermined computation time has elapsed at regular intervals.

Step 113 represents a process of updating a plurality of engine rotational speed data to the latest data. Step 114 represents a process of calculating the amount of change in engine speed (1ΔNEI) within a certain period of time. Steps 113 and 114 are for detecting the shift start point and shift completion point from changes in the 'arA rotation speed, but the shift start point and shift completion point may also be determined based on changes in the oil pressure within the automatic transmission. is possible.

For example, the shift start point is when the lock-up clutch control oil pressure changes from a certain set value to a predetermined value or more within a certain time, and the shift completion point is when the amount of change in oil pressure within a certain time is less than the predetermined value. It is. Therefore step 113 ONE
Update the oil pressure data instead of updating the data, and step 11
4 may be replaced by calculating the amount of change in oil pressure. Step 1
15 represents a process for determining whether or not the shift completion control request flag is set. Step 116 represents a process of executing preprocessing such as noise removal based on 1ΔNE+ calculated in step 114, and detecting a shift start point at which the engine speed starts to change rapidly. Step 117 is step 11
6 represents a process for determining whether or not a shift start point has been extracted. In step 118, control data such as the fuel injection correction amount, ignition timing correction amount, idle speed control valve correction amount, etc. at the start of the shift, the number of controls or the setting of the shift completion point control request flag, and the setting and resetting of other related flags are stored. Represents processing. Step 119 represents a process of executing preprocessing such as noise removal based on 1ΔNEI calculated in step 114, and detecting the shift completion point at which the rapid change in engine speed is completed. Step 120
represents the process of determining whether or not the shift completion point has been extracted in the process of step 119. Step 121 includes resetting the fuel injection correction amount, ignition timing correction amount, idle speed control valve correction amount, etc. at the shift completion point, the number of controls, or the shift completion control request flag, and setting other related flags.
Represents processing of control data such as reset.

The flow of these processes will be specifically explained.

Normally, when the vehicle is idling, the process in this subroutine begins at step A and reads the lock-up signal at step 101. Next, in step 102, the lockup operation monitor flag FL read in the previous step is
U and the previously read flag f PLU are compared.

Here, it is assumed that lockup is not performed during idle linking and the state of fLU=O is maintained. At this time, f LLI=f PLU is always satisfied, the determination is YES, and the process moves to step 110. Step 1
No in step 10, that is, it is determined that the gear change state is not being determined. In other words, this is because the process of step 103 is still being executed and the necessary time is set in the judgment limit time counter C, so that C=0. Thus step 1
In step 10, the determination is No, and the process exits from this subroutine at step B.

The above-mentioned processing is performed in the same manner in steps 101, 102, and 110 even when the lock-up operation is not performed, such as during low-speed driving, high-load driving, and high-speed driving.
The process of exiting from this subroutine is repeated.

Next, consider a case where when the vehicle enters a running state and depresses the accelerator to increase the vehicle speed, control is performed such that a lock-up operation is performed at a certain vehicle speed or higher and a certain engine load. In this case, the lock-up operation is started by transmitting a lock-up signal from the electronic control section 40 for the lock-up operation. At this time, when the lock-up signal is read in step 101, the flag fLLJ is set to 1 since the signal is on. Since no lock-up signal was sent in the previous subroutine processing, the previous 7 lag f
PLU remains O, and the determination in step 102 is No, and the process moves to step 103. Here, a predetermined time required for a determination is set in a determination limit time counter C for observing the state of change IΔNEI of the internal combustion engine rotational speed NE and determining the state. In the next step 104, since the lock-up signal when this subroutine was previously processed is off, that is, f_PLL1=O, the determination is NO, and the process moves to step 106. In step 106, the lockup status monitor LLJM is
-0001- is set.

Processing then moves to step 107 where the state of the idle switch is read and the next step 108 determines the state of the idle switch.

In this case, since the accelerator is being stepped on and the acceleration is in progress, the determination in step 108 is No, and the process proceeds to step 112.
Move to. In step 112, if the calculation timing has not come, the determination is NO. After this, the process exits from this subroutine from B, and after other subroutine processing,
Enter this subroutine again from A. and step 10
Read the lock-up signal at 1. If the lock-up operation continues to be on, then in step 102,
Since f LU = 1 and the previous flag f PLU is 1, f LU = f PLU, and the determination is YES. Processing then moves to step 110.

Here, counter C is still a positive value, so YE
It is determined as S, and in the next step 111, the value of the counter C is decremented. Processing then returns to step 112. Here again, instead of calculation timing, N
If it is determined as o, step 101 is performed again as described above.
．． The process of returning to step 112 via 102.110.111 is repeated. When the calculation timing comes, step 11
2 is determined as YES, and the process moves to step 113. If this subroutine is set to be executed, for example, every 4 m5 ec, the calculation timing in step 112 will be determined as YES every 8 m5 ec, and the process will proceed to step 113. I can do it. In other words, in this case, the steps starting from step 113 are executed once every two times this subroutine is executed.

Next, in step 113, the engine speed NE is read and the data is updated. Then step 114
The absolute value of the difference between the previous value of NE and the current value IΔNE
Calculate and calculate +. Next, in step 115, it is checked whether there is a request to perform control at the timing of the completion of the shift. This request is confirmed by checking the request flag. In the initial setting, the request flag is 0 and no request is issued, so the answer is N at step 115.

If so, the process moves to step 116. In this step 116, 1ΔNEI noise is removed, and a shift start point detection process is performed.

It takes time from when the lock-up signal is turned on until the rotational speed of the internal combustion engine actually starts to change. For example, it is the time until the oil pressure of the lockup device rises, and if it is a transmission means other than lockup, it is the time until the transmission operation starts. Therefore, the shift start point is not detected in the initial stage, and the next step 117 is determined to be NO, and the process exits from this subroutine. Thereafter, steps 101.102.1101111.11 are performed until the shift start point is detected based on the calculation result of 1ΔNEI in step 114.
2.113.114.115.The process of exiting from this subroutine via steps 116 and 117, or the process of exiting from this subroutine from step 112 if it is not the calculation timing, is repeated. The reason why the determination in step 110 is YES is because the counter C is still in a positive state.

Next, if the shift start point is detected, the determination in step 117 is YES. This time, the process moves to step 118, where the control data of the output control means such as the fuel injection device, the ignition timing control device, and the idle speed control device, etc., are corrected by 5 degrees of ignition timing, 10% reduction of fuel, and the like. A correction amount attenuation prohibition flag is set. In addition, the shift completion control request flag in step 115 is also set to 1. After this, the process exits from this subroutine.

Next, when the process enters this subroutine, the lockup signal remains on, so the process goes to step 101.
．． Step 102.110 leads to step 111, and if it is the calculation timing in step 112, the process goes to step 115 via steps 113 and 114. In step 115, since the shift completion control request flag was set to 1 in step 118 of the previous subroutine, it is determined that there is a shift completion control request, that is, YES. Next, the process moves to step 119, where a shift completion point is detected. In this case, since the shift is still in progress, the shift completion point is not detected, and the next step 120 is determined to be NO, and this subroutine is exited. After this, the process continues in steps 1o1.102.110, 111.112 in this subroutine until the shift completion point is detected.
．． Through 113.114.115.119 and 120,
The process of exiting to B or, if it is not the calculation timing, the process of exiting to B via steps 101, 102, 110, 111 and 112 is repeated. At this time, the engine rotation is in the process of deceleration.

Next, when the deceleration of the engine rotation approaches the end and this state is detected by, for example, 1ΔNEI, the shift completion point is detected in step 119 during the above-described repeating process. Then, in the next step 120, the determination is YES. This causes the process to move to step 121, where control data is set. This set of control data includes control data for output control means such as a fuel injection device, an ignition timing control device, and an idle speed control device, that is, for example, the attenuation prohibition flag was reset in step 118 and corrected by a certain correction amount. A set is made to return the set values of each output control means to the state before the correction. However, the engine output is set to return to its original state gradually. This is because if the setting is made abruptly like the one initially set in step 118, the vehicle will be shocked at this point. Next, in this step, the shift completion control request flag is reset. After this, if the process returns to this subroutine again, step 101.10
2. After steps 110 and 111, if it is the calculation timing in step 112, the process moves to step 113, then steps 114 to 115, where the shift completion control request flag is 0, so the determination is No. This is because the flag was reset in the previous step 121. Next, the process moves to step 116, where detection of the shift start point is executed, or the start point is not detected since the shift is in a state after completion of the shift, and the next step 117 makes a negative determination and exits from this subroutine.

After this, if it is the calculation timing, step 102.11
0,111.112.113.114.115.116
and 117 to exit this subroutine, or if it is not the calculation timing, step 102.11
The process of exiting this subroutine via steps 01111 and 112 is repeated.

Next, if the counter C becomes 0 during this repeated process, a No determination is made in step 110 since the gear change state is not being determined, and the process exits from this subroutine. After this, when the process enters this subroutine, it exits this subroutine after only passing through steps 101, 102 and 110. In this way, the process returns to the initial state.

A series of processes of this subroutine at the time when the above-mentioned lockup is turned on will be explained using graphs. FIG. 4 shows an example of lock-up-on processing. Here, the output control means drives a fuel injection device and an ignition timing control device. However, although driving only one of them has the effect of reducing and preventing shock, the effect of reducing and preventing shock is greater when they are combined. In this graph, the first graph from the top represents the engine speed, the second graph represents the fuel correction ratio, the third graph represents the ignition timing correction amount, and the fourth graph represents the temporal change in the acceleration above the vehicle floor.

In this graph, Pl represents the point in time when the lockup signal is issued. At this point, since gear shifting has not actually started, there is no change in the engine speed. There was also no change in the release force control means and no shock in the acceleration above the vehicle floor. A flag indicating this frontage pickup state is set.

P2 is step 116 of the flowchart in FIG.
This represents the point in time when the shift amount starting point is detected and the control data is set in step 118.

Here, the engine speed is starting to drop. In this case, it indicates that the vehicle is locked up and the vehicle speed is increasing. On the other hand, among the output control means, the valve opening time of the fuel injection device 1-1 is shortened, and the standard fuel correction ratio is lowered from 1 to 0.9. This reduces the fuel injection amount. Also, the ignition timing correction amount of the ignition timing control device is set to -5°CA.
(crank angle) to delay the ignition timing. The output is reduced by operating these output control means. The acceleration on the vehicle floor begins to increase due to gear shifting, and shock vibration is about to start. After time P2, the engine speed continues to decrease. The fuel correction ratio continues to maintain a low value of 0.9.

The ignition timing correction amount continues to be kept at a slow value of -5°. This acceleration on the vehicle floor continues to increase, reaches a peak just before the time point P3 when the change in rotational speed is completed, and rapidly decreases from that peak.

At time point P3, the engine speed stops decreasing.

The fuel correction ratio gradually begins to return to its original value of 1°0 from this point P3. The ignition timing correction amount also begins to return to its original value O°.

However, at time P2, the output control means is not rapidly changed and is gradually returned to its original state. However, since the output control means is a fuel injection device and an ignition timing control device, the output does not change linearly, but changes stepwise in the ignition phase when fuel is injected.

Time point P4 indicates the time point at which the determination at step 110 in FIG. 3 is negative. In other words, it represents a state in which the value of counter C has become less than or equal to O. That is, the value of C is the time from P1 to P4. If the value of counter C becomes less than or equal to O, step 110
If the determination is No, the subroutine shown in FIG. 3 does not perform any processing such as detecting a shift point, so the time point P4 must be set after the time point P3.

When the output control means operates in this way, the shock at the time of gear change, that is, the change in the acceleration above the vehicle floor, is shown by 1 in the graph. However, in the case where the output control means does not operate as described above, the shock is shown by (2) in the graph. It is clear that the shock, that is, the vibration caused by the shift of the acceleration above the vehicle floor, has been reduced by half. That is, by lowering the output by the output control means slightly before the rise of the vehicle floor acceleration between points P2 and P3, the shock can be halved. In this case, the shock is reduced and prevented by reducing the output corresponding to the part where the acceleration above the vehicle floor first rises, and conversely reducing the output. Treatments that respond to this initial rise are partially the most effective. However, if it is desired to further increase the effect, the opposite output state may be continued in response to vibrations after the first peak. An example is shown in FIG.

FIG. 5 shows a graph of a second embodiment in which an idle speed control device is operated as the output control means.

Here, time point Q1 represents the time point at which the lock-up signal is issued. Time point Q2 represents the time point when the shift start point is detected. Time point Q3 represents the time point when the shift completion point is detected. Time Q
4 represents the point in time when the counter C becomes 0 or less. In this embodiment, the idle speed control device serving as the output control means performs output control based on the opening degree of the idle speed control valve. The valve opening degree is controlled so that between time points Q2 and 03, the vibration waveform of the vehicle floor acceleration between Q2 and 03 is reversed. That is, during time a, the opening degree decreases, and then the opening degree conversely increases. Thereafter, from time point Q3, the opening degree gradually returns to the original opening degree over time. By operating the idle rotation speed control device in this manner, the vibration waveform that would exhibit a vibration waveform such as W2 when it is not activated becomes a very small vibration waveform such as Wl.

Regarding the flowchart of the second embodiment, step 118 in FIG. 3 sets the idle speed control valve speed reduction flag, sets the switching time a from idle speed control valve speed decrease to increase, and requests shift completion control. Step 119 performs control data setting processing such as setting of flags, and in addition to preprocessing such as noise removal and detection processing of the shift completion point, when the switching time a has elapsed, processing of resetting the weight loss flag and setting the weight increase flag is performed. Step 121 is a process whose contents have been changed to represent processes for resetting the increase flag, setting the decrease flag, and resetting the shift completion control request flag.

In the description of the first embodiment and the second embodiment, the shock vibration reduction/prevention operation is shown when the lock-up on signal is transmitted while the vehicle is accelerating, that is, the idle switch is turned on.

This lock-up operation pattern is detected as a flag LUM in steps 104-109 of FIG. In the case of the above explanation, the lock-up operation is performed when LUM=8''0001, that is, the throttle is opened more than the idle opening.Other lock-up operation patterns include the following.

LUM=B"0010-: Lock-up state when the throttle is below idle opening LUM=B"0100
=: Lock-up release LUM when the throttle is open more than the idle opening LUM = B -1000': Lock-up release L when the throttle is less than the idle opening
When UM=B ``0010'', the engine speed increases due to lockup. Therefore, the vibrations of the shock will also be out of phase by 180 DEG, so that the output control means will naturally operate in the opposite direction.

That is, in the first embodiment, the fuel correction ratio at the shift start point is 1.1, and the ignition timing correction amount is +5°.

In the second embodiment, the opening degree of the idle rotation speed control valve becomes large in section a, then becomes small until time Q3, and gradually increases throughout the section.

When LUM=B”0100-, the above LUM=8”00
The same operation as 10' is performed. On the other hand, LUM=B”
When 1000-, detailed LIJM=B-0001-
The same operation is performed.

As described in detail above, according to the automatic shift control method of the present invention, in the automatic shift control method that controls the shift means based on the operating state of the internal combustion engine and automatically performs a shift process, the shift process causes the internal combustion engine to rotate. During the time when the number changes, the output control means is controlled so that the engine output increases or decreases, contrary to the increase or decrease in vehicle acceleration that occurs as a shock during the gear shift process, and then, from the time when the number of revolutions changes, the number of revolutions gradually increases. By returning the engine output to the level before the change time, it is possible to reduce and prevent shock during gear shifting and maintain good drivability. Furthermore, since this can be achieved by simply operating conventionally used devices, there is no need to install any special devices, and an increase in the weight and cost of the vehicle body can be prevented.

[Brief Description of the Drawings] Fig. 1 is a system diagram of an electronically controlled fuel injection engine to which the present invention is applied, Fig. 2 is a block diagram of the electronic control section, Fig. 3 is a flowchart of the first embodiment, and Fig. 4 and FIG. 5 is a graph showing the relationship and effect between the engine speed and the operating state of the output control means. 3...Throttle valve 7...Internal combustion engine 21...Idle speed control device 32...Crank angle sensor 35...Vehicle speed sensor 36...Automatic transmission 40...Electronic control section agent Patent attorney Tsutomu Sadatsu and one other person Figure 1 n Figure 2 Figure 4 Hmm, hmm, time closing Figure 5

Claims (1)

[Scope of Claims] 1. In an automatic shift control method in which a shift means is controlled based on the operating state of an internal combustion engine to automatically perform a shift process, the shift process is performed at a time when the rotational speed of the internal combustion engine changes due to the shift process. The output control means is controlled so that the engine output increases or decreases in opposition to the increase or decrease in vehicle acceleration caused as a shock of Features automatic gear shift control method. 2. The automatic shift control method according to claim 1, wherein the output control means is at least one of a fuel injection device, an ignition timing control device, and an idle speed control device.