JPS60222645A - Apparatus for reducing speed change shock in automatic transmission - Google Patents

Abstract

PURPOSE:To prevent speed change shock when engine output torque should be increased for reducing the speed change shock in the beginning of kick-down speed change, by reducing beforehand intake air amount from the maximum value by a set amount in preparation for the speed change shock. CONSTITUTION:When intake air amount corresponding to the pedalling amount of an accelerator pedal 11 is formed through an intake air amount controlling means including a throttle valve or the like and supplied to an engine, an intake air amount reducing means for operating said controlling means is provided to reduce the intake air amount from a value corresponding to the pedalling amount by a set amount for a predetermined period in the beginning of pedalling the accelerator pedal 11 to the proximity of the maximum position. Also, an intake air amount increasing means for operating said controlling means is provided to increase said reduced intake air amount by a value corresponding to a torque-up amount required for preventing speed change shock when the down- shift speed change of an automatic transmission 4 along with the kick-down of this pedalling is detected by a kick-down speed change detecting means.

Description

DETAILED DESCRIPTION OF THE INVENTION ±Top B The present invention relates to a device for reducing shift shock during shift of an automatic transmission, particularly shift shock associated with a downshift during kickdown (kickdown shift).

±2*11 An automatic transmission changes the speed of power from an engine and outputs it, and is used, for example, as a transmission device to drive wheels and drive a vehicle. By the way, when an automatic transmission changes gears, the engine speed changes suddenly due to the change of gear ratio, causing a shift shock due to the rotational inertia of the engine.

Of these shift shocks, we will discuss in detail the kick-down shift shock that accompanies a downshift when the engine accelerator pedal is depressed near its maximum position. As a result of the increase, the rotational speed increases rapidly between instants t1 and t2 as shown in FIG. 9(a), and after decreasing slightly to a reasonable rotation speed between instants 12 and 13, it settles down. During this period, the output shaft torque of the automatic transmission initially drops as shown by A, then peaks as shown by B, causing torque fluctuations A,
B causes the above shock.

In order to reduce such shift shock, the Japanese Patent Laid-Open No. 58
A technique as shown in Japanese Patent No. 77138 was proposed.

This technology reduces the amount of fuel supplied to the engine during kickdown gear shifting.
It controls the air-fuel ratio, intake air amount, etc. to reduce engine output torque. In this case, due to the torque reduction, the transmission output shaft torque does not have the torque fluctuation B in FIG. 9(a), as shown by B' in FIG. 9(b), and the shift shock caused by this can be reduced. .

However, the torque fluctuation A still exists, and the shift shock accompanying this cannot be reduced, making it impossible to achieve a sufficient shift shock reduction effect.

In order to solve this problem, it is conceivable to increase the engine output 1-rook at the time when the torque-dynamic A occurs at the beginning of the kickdown shift. However, during kickdown shifting, the accelerator pedal is pressed to the maximum position, and the amount of air intake into the engine is at or close to the maximum, so the amount of absorbed air cannot be increased any further, and the engine output torque increases. It is almost impossible to increase the number of strings, and this countermeasure is unrealizable.

The present invention does not determine the intake air amount of the engine by a throttle valve mechanically connected to the accelerator pedal via a linkage. In the case of an engine in which the intake air amount is controlled by the air amount control means, from the viewpoint that the intake air amount control means can be operated so that the intake air amount is less than the maximum value even if the accelerator pedal is set to the kick-down position. By operating such an intake air amount control means, a predetermined margin in the direction of increasing the intake air amount is left even in the kickdown state, and when it is necessary to increase the engine output torque to reduce the kickdown shift shock, the above margin is used. The aim is to solve the above problem by increasing the amount of intake air.

For this purpose, the gear shift shock reducing device of the present invention, as is clear from FIG. In an automatic transmission that outputs power from an engine to change gears, during the initial predetermined time when the accelerator pedal is depressed near the maximum position, the amount of intake air is less than the value corresponding to the amount of accelerator pedal depression by a set amount. an intake air amount reducing means that operates the intake air amount control means so that the amount of intake air is reduced; and a kickdown shift detection means that detects a downshift of the automatic transmission in response to a kickdown in which the accelerator pedal is depressed near the maximum position; Intake air amount increasing means for operating an intake air amount control means so that the reduced intake air amount at the beginning of a kick-down shift is increased by a value corresponding to an amount of torque increase required to prevent a shift shock at the beginning of a kick-down shift; It is characterized by having the following.

Kogyo Yu” ul Hereinafter, the present invention will be described in detail based on the embodiments shown in the drawings.

Fig. 2 shows an automobile powertrain control device including the shift shock reducing device of the present invention together with the automobile powertrain.
R is the left and right rear wheels, 3 is the engine, 4 is the transmission (automatic transmission), 5 is the propeller shaft, 7 is the differential 7 rental gear, 8m and 8R are the left and right rear wheel axles, respectively. Front wheel IL.

1R is a steering wheel that is steered by the steering wheel 9 and steers the car, and rear wheel 21.2R is a steering wheel that is steered by the steering wheel 9.
The power is transmitted through transmission 4, propeller shaft 5,
These are drive wheels that are driven by transmission through the differential gear 7 and axles 8L and 8R, and drive the vehicle.

The engine 3 is started by the ignition switch 10.
The vehicle is operated and stopped, and the output can be increased by depressing the accelerator pedal 11 during operation.

As mentioned above, the output of the engine 3 is transmitted to the wheels 21.2H to enable the vehicle to run, but this can be achieved by depressing the brake pedal 12 when stopping, and by operating the parking brake lever 13 when parking. This can be achieved by

The automatic transmission 4, which constitutes the power train of the automobile together with the engine 3 and whose shift shock should be reduced by the device of the present invention, is located at the operating position of the select lever 14, that is, the parking (P)
) range, reverse (R) range, neutral (N) range, forward automatic shift (D) range, 2-speed engine brake (II)
The power transmission path is selected according to the range or 1st gear engine brake (I) range, and the power of the engine 3 is selected in the R, D, Il, I driving range. Output to 5.

The power train control device including the shift shock reducing device of the present invention includes one control unit 1000 common to the engine 3 and transmission 4, and this control unit connects the electric power of the vehicle battery 15 to the electric line 16.
It operates by being directly supplied as a constantly energized power source via the on-vehicle battery as a main power source through a power relay 17 that is connected when the ignition switch 10 is turned on. and control unit 1
000 will be explained in detail later, but the ignition switch 10
The signal from the accelerator pedal 11 is sent from the electrical line 19, and the signal from the brake pedal 12 is sent from the electrical line 20. A signal from the parking brake lever 13 is sent to the electric line 21, a signal from the select lever 14 is sent to the electric line 22, a signal relating to the crank angle, crankshaft torque, intake air flow rate and temperature of the engine 3 is sent to the output of the transmission 4 through the wire harness 23. Shaft rotation speed, output shaft torque, 1-2 shift valve position, 2-3
Signals related to the shift valve position are inputted from the wire harness 24, and the calculation results of these input signals are outputted from the wire harnesses 23 and 24 to the engine 3 and transmission 4, respectively, to control them. Further, the control unit 1000 is supplied with data input signals from a data input device 25 operated by the driver through an electric line 26, changes the operation mode according to these data input signals, and further sends various data to a display device 28 through an electric line 27. Output and display various data.

These input/output signals to the control unit 1000 will be explained in detail with reference to FIG. First, to explain the input signals, the ignition switch signal 101 is input from the electrical circuit 18 as a signal corresponding to the operating positions of the ignition switch 10, that is, the lock position, the off position, the accessory position, the on position, and the starter position. Since the operation contents are well known, the explanation will be omitted. Select @ 102 is each operation range P of the select lever 14,
R,N.

Signals corresponding to D, n, and I are input from the electric line 22,
Further, the accelerator signal 103 is a voltage signal proportional to the amount of depression of the accelerator pedal 11, obtained by a potentiometer, and inputted via an electric line 19. The brake signal 104 is a voltage signal proportional to the amount of depression of the brake pedal 12 and is obtained from a potentiometer or the like and is input through the electric line 20. The parking brake signal 105 is also a voltage signal from a potentiometer or the like that responds to the parking brake lever 13. A voltage signal proportional to the operating position is input via the electric line 21.

Note that the brake signal 104 and the parking brake signal 105 can also be obtained by a pressure sensor that responds to the pressing force (braking force) of the brake element instead. Further, although the signals 103 to 105 are analog signals in the above example, they can be directly obtained as digital code signals using an encoder or the like.

- The data input signal 106 is a signal from the keyboard or switches of the data input device 25, and is input from the electric line 26, and the control unit 10
00 operation mode, such as a control operation and diagnostic test mode, a power performance emphasis mode, a fuel efficiency emphasis mode, etc.

In addition, as the data input signal 106, for example, JP-A-58
There is one as described in Japanese Patent No.-13140. The main power source 107 is inputted from the vehicle battery 15 via the power relay 11, and the constantly energized power source 108 is constantly inputted from the battery 15 through the electric line 16.

The crank angle signal 120 is a pulse signal that is generated at every fixed rotation angle of the engine crankshaft, and is input from the wire harness 23. can be obtained by photoelectric detection of the light passing through the slit during rotation of the slit. The crankshaft torque signal 121 is a voltage signal proportional to the torque that is electrically detected by the magnetostrictive effect of the torque applied to the crankshaft, and is input from the wire harness 23, and this signal is, for example, as described in Japanese Patent Publication No. 35-12447@. It can be obtained by a torque sensor. The air flow signal 122 is inversely proportional to the intake air amount of the engine 3, and is input from the wire harness 23, and can be obtained by an air flow meter commonly used in fuel injection engines. The engine temperature signal 123 is a signal proportional to the coolant temperature of the engine 3, and is input from the wire harness 23, and can be obtained by a thermistor sensitive to the coolant temperature.

The above various input signals other than the crankshaft torque signal 121 are disclosed in Japanese Unexamined Patent Application Publication No. 1986-57 filed by the present applicant.
As already described in Japanese Patent No. 185501, it can be easily obtained.

The output shaft rotational speed signal 140 is a signal proportional to the output shaft rotational speed of the transmission 4, and is inputted from the wire harness 24. It can be obtained by calculating the frequency. The output shaft torque signal 141 is a voltage signal proportional to the output shaft torque of the transmission 4 and is input from the wire harness 24.
The signal can be generated by a torque sensor similar to obtaining the crankshaft torque signal 121. 1-
2 shift signal 142, 2-3 shift signal 143, respectively,
A signal related to the spool position of the 1-2 shift valve and 2-3 shift valve, which are located in the automatic transmission (here assumed to be 3 forward speeds) and determines the gear stage, and is responsive to the spool position. It can be obtained by a shift switch and a 2-3 shift switch, and is input from the wire harness 24. For example, the 1-2 shift switch closes when the 1-2 shift valve is in the downshift position and outputs the 1-2 shift signal 142 to L.
level, and opens when the 1-2 shift valve is in the upshift position to set the 1-2 shift signal 142 to H level, and the 2-3 shift switch is closed when the 2-3 shift valve is in the downshift position, for example. It is assumed that the 2-3 shift signal 143 is set to L level, and when the 2-3 shift valve is in the upshift position, it opens and the 2-3 shift signal 143 is set to H level. Therefore, since both the 1-2 shift valve and the 2-3 shift valve are in the downshift position when the first speed is selected, the signal 142,
143 are both at the L level, and the 1-2 shift valve is in the upshift position when 2nd speed is selected, so the signal 142 is at the H level.
Since the 2-3 shift valve also goes to the upshift position when the third speed is selected, the signal 143 also goes to the H level.

In this way, the gear position can be determined by the combination of the levels of the signals 142 and 143, and the gear change and its type can be determined by how the level of which signal changes. To explain the output signal in detail, the power relay control signal @201 controls the power relay 17 on and off, and when the engine 3 is turned on with the ignition switch 10 turned on or in the starter position.
When the main power supply 107 is supplied from batch 1J15 to the power supply 1000 during operation, □゛-17 is turned on, and through this, the control unit receives evacuation to save data even when the ignition switch 10 is turned off.・Then, turn on the power relay 11 and continue to supply the main power 101 to the control unit 1000 until the process is completed. The data output signal 202 is output from the electric line 21 to the display device 28, and this display device displays the gear position of the transmission 4, the selected range of the select lever 14, or the diagnosis results of the power train control device. let It should be noted that this data output signal 202 is the same as the data input signal 106, which is disclosed in Japanese Patent Application Laid-Open No. 58-13140,
There is something like the one described in the publication. □The air amount control signal 220 is a throttle opening (intake air amount) command corresponding to the accelerator signal 103, and is sent from the wire harness 23 to a well-known throttle actuator installed in the engine 3 (for example, see Japanese Patent Publication No. 58-25853). supplied,
Through this, the engine throttle opening degree is set to a value corresponding to the depression amount of the accelerator pedal 11 (accelerator signal 103), and the intake air amount of the engine 3 is set to a value corresponding to the signal 220. In addition, during the fitting operation of the engine 3, the air amount control signal 220 controls the throttle opening via a throttle actuator to keep the idling rotation speed constant as described in Japanese Patent Application Laid-Open No. 160137/1980, and When constant speed driving is instructed by the human power signal 106, the air amount control signal 220 controls the throttle opening degree via the throttle actuator (feedback control) based on a comparison between the vehicle speed determined by the output shaft rotational speed 140 and the instructed vehicle speed. Enables fast running. Fuel injection amount control signal 2
Reference numeral 21 indicates a pulse signal for controlling the opening time of the fuel injection valve provided in the engine 3, which is output from the wire harness 23, and is basically a pulse signal that controls the opening time of the fuel injection valve provided in the engine 3. □ Air flow value signal 1
The valve opening time width (fuel injection amount) which is proportional to the intake air amount is calculated from 22, various corrections are made thereto, and the result is outputted as a fuel injection amount control signal 221 in synchronization with the operation of the engine 3. Ru. The ignition control signal 222 is disclosed in Japanese Patent Application Laid-open No. 57-185501 and Japanese Patent Application Laid-open No. 54-58.
As described in Japanese Patent Application No. 116, the energization time and energization stop time for the primary coil of the ignition coil provided in the engine 3 are controlled in synchronization with the crank angle signal 120, and the wire is a signal that controls ignition energy and ignition timing. It is output from the harness 23. The ignition energy is controlled to be kept constant even if the engine rotation speed (calculated from the period or frequency of the crank angle signal 120) and the voltage of the battery 15 change, and the ignition timing is controlled depending on the engine rotation speed and crankshaft torque. It is determined by considering output torque, fuel efficiency, exhaust gas, etc. EGR control signal 22
3 is the opening degree (exhaust recirculation amount) of the exhaust recirculation control valve provided in the engine 3 as described in Japanese Patent Application Laid-Open No. 55-32918.
The above-mentioned valve opening degree (exhaust gas recirculation amount) is determined according to the engine rotation speed and crankshaft torque, taking into consideration exhaust gas, fuel consumption, etc. The boost pressure control signal 224 controls the boost pressure controller of the turbocharger to control the difference between the exhaust side pressure and the intake side pressure applied to the swing valve, and is output from the wire harness 23. This allows the swing valve to control the amount of exhaust gas that passes through the turbocharger and adjust the supercharging pressure of the engine intake air.

The gear ratio control signal 240 corresponds to the gear ratio (gear position) of the transmission 4, and
It is output from This gear ratio is determined according to the engine load (accelerator signal 103) and vehicle speed (output shaft rotational speed signal 140), taking into consideration driving torque, fuel consumption, vibration, etc. The gear ratio control signal 240 is
Publication No. 6, JP-A-56-24255, and JP-A-Sho 5
As described in Japanese Patent No. 6-24256, a desired gear position can be obtained by selectively driving various speed change solenoids of the transmission 4 and operating the corresponding friction elements via the shift valve. The lock-up control signal 241 is a signal that controls coupling and release between the input and output elements of the torque converter provided in the transmission 4, and is output from the wire harness 24. The lock-up control signal 241 is disclosed in Japanese Patent Laid-Open No. 56-24255 and Japanese Patent Laid-open No. 56-24256.
The crankshaft torque (signal 121) and vehicle speed (signal 140) are as described in
) is determined in consideration of fuel consumption and vibration, and the above combination,
Relative rotation (slip) between torque converter input and output elements is limited as necessary by release control.

Next, a specific example of the configuration of the control unit 1000 will be explained with reference to FIG.

In the figure, 1100 is a signal shaping circuit for the various input signals 101 to 107. 120-123. 140. 14
1 input section, and removes noise and absorbs surges from these input signals to prevent malfunction of the control unit due to noise and destruction of the control unit due to surges, as well as amplify and convert various input signals. In this case, the next stage input interface circuit 120
Adjust the waveform so that 0 can operate accurately. The input interface circuit 1200 performs analog-to-digital (A/D) conversion of each product signal shaped by the circuit 1100, counts the number of pulses during a predetermined period of time, and converts the output signal from the central processing unit (CpjJ). ) 1300 can be converted into digital code signals that can be read as input data and stored in internal corresponding registers as input data. CPU 1300 is crystal oscillator 1
It operates in synchronization with a clock signal based on the oscillation signal 1311 of 310, and connects the input interface circuit 1200, memory 1400, output interface circuit 1500, and calculation timer circuit 1350 via the bus 1320.
It is connected to the.

The CPU 1300 uses the mask R of the memory 1400 during operation.
While actually executing the control programs stored in the OM 1410 and the P ROM 1420, various input data are read from each register in the input interface circuit 1200, and arithmetic processing is performed to calculate various output data.
An interface circuit 1500 outputs these output data.
The data is sent to the corresponding register within at a predetermined timing. The memory 1400 includes the above mask ROM 1410 and PROM.
In addition to RAM 1420, this storage device includes RAM 1430 and storage memory 1440. Mask ROM
1410 permanently stores the control program executed by the CPU 1300 and the data used when executing this program at the time of manufacture. The FROM 1420 permanently writes and stores control programs and data that are likely to change depending on the vehicle type and the types of the engine 3 and transmission 4 when installed in the control unit. Further, the RAM 1430 is a readable and writable random access memory, and the CPU 130
It is used to temporarily store data in the middle of arithmetic processing performed by Cp jl 1300, or to temporarily store data as a result of arithmetic processing before sending it to output interface circuit 1500. The stored contents are immediately erased when the ignition switch '10 is turned off and the electric power 1107 is no longer supplied as described above. Furthermore, the storage memory 1440 is used to store data that should be retained even when the car is stopped, from among intermediate data and result data of arithmetic processing performed by the CPU 1300. Even if the main power supply 107 is no longer supplied, the power supply 10 is always energized.
8, the above data will continue to be stored and held.

The arithmetic timer circuit 1350 enhances the functions of the CPU 130G, and is a multiplication circuit for speeding up the arithmetic processing of the CPU 130G.
Interval timer that sends an interrupt signal to 1300, CP
The U1300 has a 7-rerun counter and the like for knowing the elapsed time from a predetermined event to the next event and the event occurrence time. The output interface circuit 1500 is the CPU 130
The output data from 0 is stored in an internal corresponding register, and this data is converted into a pulse signal with a predetermined timing and time width, or a predetermined period and duty ratio.
The drive circuit 1600 converts it into the rOJ switching signal.
Send to. The drive circuit 1600 is a power amplification circuit, which amplifies the voltage and current of the signals from the output interface circuit 1500 and outputs the various output signals 201, 202, 220 to 2.
23,240,241.

In addition, 1700 is a backup circuit, and this circuit 170
It is activated by a monitor signal 1710 obtained by monitoring each signal of the 0μ drive circuit 1600, and c p U 130
0. When the memory 1400 etc. ceases to operate normally due to a failure, an output capable of receiving part of the signal from the signal shaping circuit 1100 and operating the engine 3 and transmission 4 to the minimum extent necessary for safe self-driving of the automobile. A switching signal 1130 that generates the signal 1120 and also indicates the occurrence of a failure.
emits. Signals 1720 and 1730 are the switching circuit 115
0, this switching circuit interrupts the signal from the output interface circuit 1500 by the signal 17'30 and instead sends the signal 1720 to the drive circuit 1600.
The vehicle can be safely driven to a repair shop by itself.

A power supply circuit 1800 is supplied with a main power supply 107 and a constantly energized power supply 108 . The power supply circuit 1800 is the main power supply 101
from the input interface circuit 1200, c p U
1300, memory 1400, output interface circuit 1500, and calculation timer circuit 1350 with 5V constant voltage 1
810 to the backup circuit 1700 with a constant voltage of 5
Enter 820.

A signal Jii 1830 indicating on/off of the ignition switch 10 is sent to the interface circuit 1200 via the bus 13.
20 to reset signal 1840 and c p U 1300
A signal 1850 is input to the interface circuit 1200 to stop the operation of the constant voltage 18 for its internal A/D converter.
60, and a constant voltage 1870 is supplied to the signal shaping circuit 11001, drive circuit 1600, and switching circuit 1150, respectively, to operate them as specified. Further, the power supply circuit 1800 supplies a constant voltage 1880 of 5μ from the constantly energized power supply 108 to the storage memory 1440, and operates it as prescribed even when the ignition switch 10 is turned off.

The control unit 1000 having such a configuration comprehensively controls the power train, that is, the engine 3 and the automatic transmission 4, and in the present invention, the control unit 1000 executes the control 70g shown in FIGS. 5 and 6, To reduce shift shock of an automatic transmission 4.

FIG. 5 shows a background routine that is repeatedly executed after the ignition switch signal 101 is input in step 300 until it disappears. First, in step 301, the amount of depression of the accelerator pedal 11 is read from the accelerator signal 103, and in the next step 302.
The output rotation speed (vehicle speed) of the automatic transmission 4 is read from the output shaft rotation speed signal 140.

Thereafter, in step 303, it is determined whether or not a shift is currently being performed, depending on whether a shift flag CHGFLG, which will be described later, is set to 1 to indicate that a shift is in progress.

Automatic transmission I! If I4 is not shifting, step 304
is selected, and here the 1-2 shift signal 142 or 2-3
Depending on whether there is a level change in the shift signal 143,
Determine whether there is a shift command. Both signals 142, 14
If the levels of all three do not change, as is clear from the above, there is no shift command, so the control goes to step 30.
Proceed to 5. In step 305, an air 1 control signal 220 is determined and outputted so as to obtain an intake air amount as shown in FIG. 7, for example, corresponding to the amount of depression of the accelerator pedal 11, and the throttle actuator is controlled in a predetermined manner using this signal. The engine 3 is operated normally by an intake air port corresponding to the amount of depression of the accelerator pedal during non-shifting of the automatic transmission 4. Thereafter, the control 111j returns to step 301.

By the way, if it is determined in step 304 that there is a shift command, that is, if the automatic transmission 4 switches the spool position of the 1-2 shift valve or the 2-3 shift valve, the control proceeds to step 306, where the shift command is executed. Flag CHGFL
After G is set to 1, in the next step 307 time interrupts are enabled and the time interrupt routine of FIG. 6 is executed, and then control is returned to step 301.

The routine shown in FIG. 5 is repeatedly executed every time an interrupt signal is input at a fixed time interval in step 400, and continues until a time interrupt is disabled, which will be described later. First step 4
At 01, it is determined whether the automatic transmission 4 has finished shifting. This determination was made by the applicant in Japanese Patent Application No. 58-239.
As proposed in No. 684, this can be done depending on whether or not a predetermined time period required for a shift has elapsed from the instant of the shift command, taking into consideration oil path resistance and the like for each type of shift.

If the gear shift has not been completed, step 401 selects step 462, where the gear shift is determined from the accelerator signal 103.1-2 shift signal 142 and 2-3 shift signal 143 without the accelerator pedal being in the kick-down position. Is it an upshift or a downshift in the same condition?
Alternatively, it is determined whether the downshift is performed with the accelerator pedal in the kick-down position (kick-down shift). If it is an upshift shift, that is, 1 → 2 shift or 2
→If it is a 3-speed shift, the control advances to step 403, and if it is a kick-down shift, that is, a 2-speed shift, which is also a kickdown.
→ If it is a 1st shift or a 3rd → 2nd shift, the control is performed in step '4.
04 to 406, and if it is a downshift, that is, a 2→1 shift or a 3→2 shift without the accelerator pedal being in the kick-down position, the control is executed at step 40.
Proceed to 1.

In step 403, the engine output torque reduction amount (torque down amount) and torque down time necessary to reduce the shift shock caused by upshifting, and the control factors to be operated for torque reduction (intake air amount, fuel injection amount, ignition timing, exhaust gas recirculation amount, turbocharger supercharging pressure), these manipulated variables, and the time rate of change of these manipulated variables during torque down for each type of shift (1→2 shift, 2→3 shift). Set to . By the way, in order to reduce the engine output torque, reduce the intake air amount and fuel injection amount, delay the ignition timing, increase the exhaust recirculation amount, and increase the turbocharger boost pressure. In this case, the objective can be achieved by lowering this. In addition, the time rate of change of these manipulated variables is high at the beginning of control, for example.
By setting it so that it gradually decreases, responsiveness and control accuracy can be improved. Control then proceeds from step 403 to step 408, where the control ends.

In step 404, the amount of increase in engine output torque (torque increase amount) necessary to reduce the shift shock caused by the torque fluctuation A shown in FIGS. Torque-up time and control factors (intake air amount,
fuel injection amount, ignition timing, exhaust gas recirculation amount, turbocharger supercharging pressure), these manipulated variables, and the time rate of change of these manipulated variables during torque-up, depending on the type of shift (2→1 shift, 3 shift).
→ Set every 2nd shift). It goes without saying that in order to increase the engine output torque, the objective can be achieved by operating each control factor in the opposite direction to the one for torque reduction.

In step 405, even if the accelerator pedal is in the kick-down position, the amount of intake air is not the maximum, and step 40
The amount of decrease ΔQ from the maximum intake air amount is set so as to have a margin equal to the increase in intake air amount for torque increase set in step 4. .

In step 40G, the amount of decrease in engine output torque (torque down amount) and torque down time necessary to reduce the shift shock caused by the torque fluctuation shown in FIG. 9(a) at the end of the kickdown shift are determined; Control factors to be manipulated for torque reduction (intake air amount, fuel injection amount, ignition timing, exhaust gas recirculation amount, turbocharger supercharging pressure), their manipulated variables, and the time rate of change of these manipulated variables during torque reduction is set for each type of kickdown shifting.

After executing this step, the control proceeds to step 408, where the control ends.

In step 407, the engine output torque increase amount (torque increase amount) and torque increase time necessary to reduce the shift shock caused by downshifting, and the control factors to be operated to increase the torque (intake air amount, fuel Injection amount, ignition timing, exhaust gas recirculation amount, turbocharger supercharging pressure), these manipulated variables, and the time rate of change of the manipulated variables during torque up are set for each type of downshift, and then in step 408 End control.

When the shift flag CHGFLG is set to 1 in step 306 in FIG. 5, step 303 continues to select step 308, and in this step, intake air amount control for preventing shift shock is executed as follows. be done. That is, when an upshift is in progress, the air amount control signal 220 is corrected by the set amount at the set change rate so as to correspond to the torque down amount set in step 403 in FIG. The amount of intake air is reduced via the throttle actuator. Next step 309
At step 403 in FIG. 6, at least one of the fuel injection amount control signal 221, ignition control signal 222, EGR control signal 223, or supercharging pressure control signal 224 selected as a control factor together with the intake air amount is The setting change rate is corrected by the set amount to correspond to the set torque down amount. Thus, during the upshift, the engine output torque is reduced at a predetermined rate of change by the torque down amount set in step 403 by reducing the intake air amount and modifying the signal selected as the control factor.
Gear shift shock can be reduced.

Furthermore, when kickdown gear shifting is in progress, in step 308, if the accelerator pedal 11 is near the maximum position as shown in FIG. The air flow control signal 220 is modified to have a value smaller by the amount ΔQ to operate the throttle actuator. During this time, the air amount control signal 220 is increased by a set amount at a set change rate to correspond to the torque increase amount set in step 404, thereby increasing the intake air amount via the throttle actuator. In the next step 309, at least one of the signals 221 to 224 selected as a control factor along with the intake air amount is corrected by a set amount and at a set change rate so as to correspond to the torque increase amount set in step 404. . Thus, by increasing the intake air amount at the beginning of the kick-down shift and modifying the selection signal, the engine output torque is increased by the torque increase amount set in step 404 at a predetermined rate of change, and as shown in FIGS. 9(a) and 9(a). The fluctuation A of the transmission output shaft torque shown in FIG. 9(b) can be reduced as shown by A' in FIG. 9(0), and the shift shock caused by this torque fluctuation can be reduced.

After that, at the end of the kickdown shift, step 30
At step 8, the air amount control signal 220 is corrected by the set amount and at the set rate of change to correspond to the torque down amount set at step 406, thereby reducing the intake air amount via the throttle actuator. Next step 309
In step 406, at least one of the signals 221 to 224 selected as a control factor together with the intake air amount is
The setting change rate is corrected by the set amount to correspond to the torque down amount set in . Thus, at the end of the kickdown shift, the engine output torque is reduced by the torque down amount set in step 406 at the set change rate due to the reduction in the intake air amount and the modification of the selection signal, as shown in FIG.
The torque fluctuation B shown in a) can be made small as shown by B' in Figure (0) (same as B' in Figure (b)), and the accompanying shift shock can also be reduced.

Further, if a downshift is in progress, in step 308, the air amount control signal 220 is corrected by a set amount at a set rate of change so as to correspond to the torque increase amount set in step 407 in FIG. Increase the intake air opening via the throttle actuator. In the next step 309, the settings of at least one signal among the signals 221 to 224 selected as control factors together with the intake air amount are changed by a set amount so as to correspond to the torque increase amount set in step 407 in FIG. Correct by rate.

Thus, during the downshift, the engine output torque is increased at a predetermined rate of change by the amount of torque increase set in step 401 due to the increase in the amount of intake air and the modification of the signal selected as the control factor, resulting in a shift shock. can be reduced.

After execution of step 309, the control returns to step 301, and as long as the gear is being shifted, the above-mentioned control is repeated, and the shift shock reducing effect continues as described above.

When the shift is completed, step 401 in FIG. 6 selects step 409, and the shift flag C) IGF is selected.
After resetting LG to 0, the next step 410 disables time interrupts, and step 408 ends the interrupt routine of FIG. When CHGFLG=O is set in step 409, step 303 is changed to step 3 in FIG.
04, 305 and then returns to step 301, and this loop is repeated until the next shift command is received. Also, during this time, since time interrupts are prohibited at step 410, the interrupt routine of FIG. 6 is suspended until the next shift command is received.

1" [Additional 9" U] Thus, as described above, the shift shock reducing device of the present invention preliminarily reduces intake air when it is necessary to increase the engine output torque to reduce the initial shift shock of kick-down shifting. Since the configuration is configured such that the amount is decreased from the maximum value by a set amount ΔQ, even in the kickdown state, the intake air amount can be increased by the margin due to this reduction, and the above engine output torque can be increased. It is possible to reliably reduce the shift shock at the beginning of a shift.

[Brief explanation of the drawing]

Figure 1 shows an overview of the gear shift shock reducing device of the present invention - sudden turning, second
The figure is a plan view showing a power train control device including the device of the present invention together with the power train of an automobile, FIG. 3 is an explanatory diagram of input/output signals to the control unit of the power train control device, and FIG. A block diagram, FIGS. 5 and 6 are flowcharts of the control program of the control unit related to the device of the present invention, FIG. 7 is a normal change characteristic diagram of the amount of intake air with respect to the amount of depression of the accelerator pedal, and FIG. An operation time chart showing how the amount of intake air changes with respect to the amount of depression of the accelerator pedal by the device of the present invention, FIG. ) is an explanatory diagram of how kickdown shift shock is reduced by the conventional shift shock reducing device, and (C) is an explanatory diagram of how kickdown shift shock is alleviated by the device of the present invention. 3... Engine 4... Automatic transmission 10... Ignition switch 11... Accelerator pedal 12... Brake pedal 13... Parking brake lever 14... Select lever 15... Vehicle battery 1
7...Power relay 25...Data input device 2B.
Display device 101 Ignition switch signal 102 Select signal 103 Accelerator signal 104 Brake signal 105 Parking brake signal 10B Data input signal 107 Main power supply 108 ... Constantly energized power supply 120
... Crank angle signal 121 ... Crankshaft torque signal 122 ... Air flow signal 123 ... Engine temperature signal 140 ... Output shaft rotational speed signal 141 ... Output shaft torque signal 142 ... 1 -2 shift signal 143...2-3 shift signal 201...-source relay control signal 202...data output signal 220...air amount control signal 221...fuel injection amount control signal 222... Ignition control signal 223...EGR control signal 224...Supercharging pressure control signal 240...Transmission ratio control signal 241...Lockup control signal 1000...Control unit 1100...Signal shaping circuit 1200...・Input interface circuit 1300...
・Central processing unit (CPLI) 1400...Memory 1500...Output interface circuit 1600...
・Drive circuit 170G...Backup circuit 1800
...Power supply circuit Figure 5 Figure 6 Figure 7 FA Figure 8 ;) Figure fa) (t)) (C)

Claims (1)

[Claims] 1. In an automatic transmission that outputs power from an engine that is operated by supplying an intake air amount according to the amount of depression of an accelerator pedal by an intake air amount control means while changing gears,
Intake air amount reducing means for operating the intake air amount control means so that the intake air amount becomes smaller by a set amount than a value corresponding to the amount of depression of the accelerator pedal during an initial predetermined time period when the accelerator pedal is depressed near the maximum position; , a kickdown shift detection means for detecting a downshift of the automatic transmission due to a kickdown in which the accelerator pedal is depressed near the maximum position; A shift shock reducing device for an automatic transmission, comprising: an intake air amount increasing means for operating an intake air amount control means to increase the amount of torque by a value corresponding to the amount of torque increase required to prevent shift shock in an automatic transmission. .