JP2602283B2 - Engine control device for vehicle with automatic transmission - Google Patents

Description

Description: BACKGROUND OF THE INVENTION (Industrial Application Field) The present invention relates to an automatic transmission that performs control to change the output of an engine in order to reduce a shift shock accompanying a shift operation in an automatic transmission provided in a vehicle. The present invention relates to an engine control device for a vehicle with an engine.

(Prior Art) An automatic transmission provided in an automobile is configured by combining a torque converter including a pump impeller, a turbine runner, a stator, and the like, and a multi-stage gear type transmission mechanism connected to a turbine runner of the torque converter. Are widely used. Such an automatic transmission is generally provided with a hydraulic control device having a hydraulic circuit portion as a main component, and the hydraulic control device normally controls the operation state of a shift control valve provided in the hydraulic circuit portion by a throttle. The engagement state of a hydraulically operated friction engagement element such as a clutch or a brake in the transmission mechanism is changed based on the load state of the engine represented by the opening degree and the intake negative pressure and the traveling speed of the vehicle. Thus, a shift operation is performed.

When the speed change operation in the automatic transmission is performed, the engine speed rapidly changes according to the change in the gear ratio in the automatic transmission, although the vehicle speed hardly changes due to the inertia of the vehicle. A sudden torque fluctuation occurs on the output shaft of the automatic transmission, and a sudden torque fluctuation on the output shaft causes a sudden change in the acceleration of the vehicle body, so-called a shift shock. As a countermeasure for alleviating such a shift shock, for example, controlling the hydraulic pressure supplied to the friction engagement element so that the friction engagement element in the transmission mechanism is smoothly released and fastened is performed. It is conceivable, however, that in such a case, the period during which the frictional engagement element is in the sliding state becomes longer, and there is a risk that the frictional engagement element will seize or that the frictional engagement element will be greatly worn. Occurs.

Therefore, for example, as described in Japanese Patent Application Laid-Open No. 61-104128, when a shift operation is performed in an automatic transmission,
It has been proposed that the output of the engine is reduced for a predetermined period to perform a control to reduce a shift shock. In such proposed shift shock mitigation control, when one of the control targets for changing the output of the engine, for example, an ignition timing is selected, the ignition timing is reduced to reduce the shift shock. To this end, a correction amount (hereinafter referred to as a shift correction amount) for the reference control amount, which is changed to be delayed from the reference ignition timing corresponding to the reference control amount, is set, and the effective ignition advance set using the shift correction amount is set. The ignition device is activated at a timing corresponding to the angle value.

(Problems to be Solved by the Invention) In a vehicle with an automatic transmission, for example, when a shift-down operation in the automatic transmission is performed based on a change in throttle opening, the vehicle is usually Since the shift to the acceleration state is performed, it is desirable that the output of the engine is not reduced by reducing the shift shock, and the downshift operation is performed based on a change in the traveling speed of the vehicle. In the case of, the vehicle is usually in a steady running state in many cases. Therefore, it is desirable that the output shock of the engine be ensured to reduce the shift shock.

However, in the related art, the above-described matters have not been considered, and the shift correction amount in the shift shock mitigation control is such that when a shift operation in an automatic transmission is performed, the shift operation is performed by an engine such as a throttle opening. The same value is set regardless of the change in the load state of the vehicle or the change in the traveling speed of the vehicle, so that the shift correction amount may not be suitable for the traveling state of the vehicle. is there.

In view of the above, the present invention is configured such that when a shift operation is performed in an automatic transmission provided in a vehicle, a shift shock mitigation control that changes an engine output to reduce a shift shock accompanying the shift operation is performed. In addition, when the shift shock mitigation control is performed, the shift correction amount that is set is adapted to the running state of the vehicle, and a good acceleration response cannot be obtained, or a shift shock is not sufficiently reduced. It is an object of the present invention to provide an engine control device for a vehicle with an automatic transmission, which is prevented from being copied.

(Means for Solving the Problems) In order to achieve the above-described object, an engine control device for a vehicle with an automatic transmission according to the present invention has an automatic control system provided in a vehicle as shown in FIG. Shift factor detecting means for detecting whether the shift operation of the transmission is based on a change in the load state of the engine mounted on the vehicle or a change in the traveling speed of the vehicle, and a control object for changing the output of the engine Correction amount setting means for setting a correction amount for mitigating a shift shock accompanying a shift operation in the automatic transmission, for a reference control amount for one of the above, and when a shift operation by the automatic transmission is performed,
Control means for correcting the reference correction amount by the correction amount set by the correction amount setting means, and performing control on the control target with the corrected reference control amount, wherein the correction amount setting means The setting is made to be different between a case where the detecting means detects that the shift operation is based on a change in the load state and a case where it is detected that the shift operation is based on a change in the traveling speed. To be.

(Operation) In the engine control device for the vehicle with the automatic transmission according to the present invention having the above-described configuration, the shift operation in the automatic transmission is controlled by the correction amount setting means so that the load state of the engine such as the throttle opening is changed. The correction amount for alleviating the shift shock is set differently between when the change is performed based on the change in the vehicle speed and when the change is performed based on the change in the traveling speed of the vehicle. Therefore, for example, when the vehicle is required to have good acceleration response, a situation in which the output of the engine is excessively reduced is avoided, and when the vehicle is in a steady driving state, the speed is changed. The shock will be sufficiently alleviated.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 2 shows an example of an engine control device in a vehicle with an automatic transmission according to the present invention, showing an engine and an automatic transmission mounted on a front engine / front drive type vehicle to which the engine control device is applied.

2, the engine 1 has four cylinders 2. Each cylinder 2 is supplied with an air-fuel mixture through an intake passage 4 in which a throttle valve 3 is provided. The mixture supplied to the cylinder 2 is supplied to the ignition plug 5,
By the operation of the ignition system including the distributor 6, the ignition coil unit 7, the ignition control unit 8, and the like, the fuel is burned in each cylinder 2 in a predetermined order, and is discharged into the exhaust gas exhaust passage 9 generated thereby. And, by the combustion of the air-fuel mixture, a crankshaft serving as an output shaft of the engine 1
1a (FIG. 3) is rotated, and the torque generated by the engine 1 obtained from the crankshaft 1a is transmitted to the automatic transmission 1
0, the power is transmitted to the front wheels 13 via a power transmission path formed by the differential gear unit 11, the axle 12, and the like.

The automatic transmission 10 includes a torque converter 14 and a multi-gear transmission mechanism 20, as shown in FIG. 3, and further forms an operating oil pressure used for controlling the operation thereof, as shown in FIG. As described above, a hydraulic circuit unit 30 is attached.

As shown in FIG. 3, the torque converter 14 includes a pump impeller 14a, a turbine runner 14b, a stator 14c, and a case 21, and a crankshaft 1a serving as an output shaft of the engine 1 to which the pump impeller 14a is connected. The oil pump 15 is connected via a pump drive shaft 16. The turbine runner 14b is connected to a transmission mechanism 20 via a hollow turbine shaft 17 and a lock-up clutch 22.
Is connected to the crankshaft 1a through the
A one-way clutch 19 is interposed between the case 21 and the case 21 so that the stator 14c rotates in the same direction as the pump impeller 14a and the turbine runner 14b.

The speed change mechanism 20 includes a planetary gear unit 24 for obtaining four forward steps and one reverse step. The planetary gear unit 24 has a small-diameter sun gear 26, a large-diameter sun gear 25, a long pinion gear 27, a short pinion gear 28, and a ring gear 29. Between the small-diameter sun gear 26 and the turbine shaft 17, a forward clutch 31 and a coasting clutch 33 for traveling forward are provided in parallel, and the small-diameter sun gear
A one-way clutch 32 is interposed between 26 and the forward clutch 31. Large diameter sun gear 25 and turbine shaft
17, a reverse clutch 35 for reverse travel is provided, and a 2-4 brake 36 is provided.
Between the long pinion gear 27 and the turbine shaft 17,
Four clutches 38 are provided. Long pinion gear 27
Is connected to a transmission case 42 via a carrier 39 and a one-way clutch 41, and the carrier 39 and the transmission case 42 are disengaged by a low reverse brake 44. The ring gear 29 is connected to the output gear 47 via the output shaft 45, and the torque obtained on the output shaft 45 is transmitted to the differential gear unit 11 via an idler (not shown).

In the multi-gear transmission mechanism 20 having such a configuration, the forward clutch 31, the coasting clutch 33,
Reverse clutch 35,2-4 brake 36,3-4 clutch 38
The D range (drive range) that constitutes the P range (parking range), the R range (reverse range), the N range (neutral range), and the F range (forward range) by appropriately selecting and operating the low reverse brake 44, respectively. Range), two ranges and one range, and first to fourth speeds in the F range. The operating relationships of the clutches 31, 33, 38 and 35 for obtaining the respective ranges and shift speeds, and the brakes 36 and 44, and the operating states of the one-way clutches 32 and 41 when the respective ranges and shift speeds are obtained. , Are shown in Table 1.

Each clutch has an operation relationship as shown in Table 1.
Operating hydraulic pressures for operating the brakes 31, 33, 38, and 35 and the brakes 36 and 44 are formed in the hydraulic circuit unit 30.

Engine 1 and automatic transmission having configurations as described above
An engine control unit 100 and a transmission control unit 200 are provided to perform the operation control of 10.

The engine control unit 100 includes a rotation speed sensor 51 and a crank angle sensor 52 provided in the distributor 6.
Detection signals Sn and Sc representing the engine speed and crank angle obtained from the engine, and cooling signals Tw and Sk representing the cooling water temperature Tw and knocking intensity of the engine 1 obtained from the water temperature sensor 53 and the knocking sensor 54 provided in the engine block 1b. , A detection signal St obtained from a throttle opening sensor 55 disposed in relation to the throttle valve 3, and a detection signal obtained from an intake negative pressure sensor 56 disposed downstream of the throttle valve 3 in the intake passage 4. While supplying Sb, other detection signals Sx required for controlling the engine 1 are also supplied. The engine control unit 100 sets an effective ignition advance value θ that determines the ignition timing based on these various detection signals and the shift retardation pulse signal Pj supplied from the transmission control unit 200, and sets the effective ignition The ignition timing control signal Cq is formed at a timing corresponding to the advance angle θ, and is supplied to the ignition control unit 8. Thereby, a secondary high-voltage pulse is obtained from the ignition coil unit 7 at a timing corresponding to the ignition timing control signal Cq, and is supplied to the ignition plug 5 via the distributor 6.

The transmission control unit 200 includes detection signals Sw and St obtained from the water temperature sensor 53 and the throttle opening sensor 55, a detection signal Su obtained from the turbine speed sensor 57, a detection signal Sv obtained from the vehicle speed sensor 58, and A detection signal Ss corresponding to the range position of the shift lever obtained from the shift position sensor 59 is supplied, and other detection signals Sy required for controlling the automatic transmission 10 are also supplied. The transmission control unit 200 forms drive pulse signals Ca, Cb, Cc, and Cd based on these various detection signals, and transmits them to various clutches 31, 33, 38, and 35 built in the transmission mechanism 20. And, by selectively supplying the solenoid valves 61, 62, 63 and 64, respectively, which regulate the operating oil pressure supplied to the brakes 36 and 44, the shift control in the automatic transmission 10 is performed, and the drive pulse signal Ce is generated. The lock-up control in the automatic transmission 10 is performed by selectively supplying the solenoid valve 65 to the lock-up clutch 22 incorporated in the hydraulic circuit unit 30 for switching between supply and discharge of the operating hydraulic pressure. . By doing so, the various clutches 31, 33, 38 and 35, and the brakes 36 and 44 are shown in Table 1.
As shown in (2), the clutch is selectively brought into the engaged state or the disengaged state, a desired shift range and speed are obtained, and the lock-up clutch 22 is selectively brought into the engaged state or the disengaged state.

When such shift control is performed, the throttle opening Th is plotted on the vertical axis and the vehicle speed V is plotted on the horizontal axis by the transmission control unit 200 mapped and stored in the built-in memory.
In the shift pattern as shown in FIG. 4, the speed change lines a, b, c, d, e, and f, the throttle opening Th represented by the detection signal St, and the vehicle speed V represented by the detection signal Sv are shown. Are compared with each other to determine whether a shift-up condition or a shift-down condition is satisfied. The shift lines a, b, and c shown in FIG. 4 relate to the upshift from first gear to second gear, second gear to third gear, and third gear to fourth gear, respectively. Line d, e
And f are from second gear to first gear, third gear to second gear,
This is related to downshifting from first gear to third gear.

In the shift control performed by the transmission control unit 200, other shift-down conditions, other than the shift-down condition from the fourth speed to the third speed, of the shift conditions for performing the shift operation in the automatic transmission 10, namely, The torque fluctuation of the output shaft 45 in the automatic transmission 10 is such that the torque fluctuation caused by the change of the gear ratio and the torque fluctuation caused by the change of the output of the engine 1 are matched, and a relatively large shift shock is generated. A downshift condition that may occur (hereinafter, referred to as a normal downshift condition) is satisfied, and the engine 1 has a predetermined condition, for example, the throttle opening degree Th represented by the detection signal St is 1/8, and the throttle valve 3 is 1/8. the extent and the open and has a representative value TH ₁ or more states, the cooling water temperature Tw of the engine 1 indicated by the detection signal Sw is, for example, 70 ° C. or more values TW
_When a condition such as ₁ is satisfied (hereinafter, referred to as a specific operation condition), a supply delay of the working oil pressure to the friction engagement element in the transmission mechanism 20 occurs from the time when the normal downshift condition is satisfied. In consideration of the above, for example, when a period Ta of 100 msec elapses, and within this period Ta, other shift conditions other than the normal downshift condition are not satisfied, the shift retard angle The pulse signal Pj is supplied to the engine control unit 100.

Also, a period from the time point when the downshift condition is satisfied
If another shift condition is satisfied before the elapse of Ta, the shift delay pulse signal Pj is not supplied to the engine control unit 100 even after the elapse of the period Ta, and a new shift pulse signal is not supplied before the elapse of the period Ta. When the normal shift-down condition is satisfied, the shift delay pulse signal Pj is supplied to the engine control unit 100 when the period Ta elapses from the time when the normal shift-down condition is satisfied.

On the other hand, in the control of the ignition timing by the engine control unit 100, the basic ignition advance value θB is set based on the engine speed represented by the detection signal Sn and the intake negative pressure represented by the detection signal Sb, and the transmission control is performed. Unit 20
When the shift delay pulse signal Pj is supplied from 0, the ignition timing is shifted to a side lagging behind the reference ignition timing corresponding to the basic ignition advance value θB in order to reduce the shift shock accompanying the shift operation in the automatic transmission 10. When the shift correction value θA for the basic ignition advance value θB for correction is set, and when the knocking intensity represented by the detection signal Sk is equal to or higher than a predetermined value, the ignition timing is set to the basic ignition advance value to suppress knocking. A knocking correction value θK with respect to the basic ignition advance value θB for correcting the ignition timing to be delayed from the reference ignition timing corresponding to θB is set.

In setting the shift correction value θA, the engine control unit 100 sets the throttle opening T based on the detection signal St.
When h rate of change ΔTh is calculated with a predetermined period, the rate of change ΔTh calculated immediately before the gear shift retard pulse signal Pj is supplied from the transmission control unit 200 is less than the predetermined value Delta] h _1, thus For example, as shown in FIG. 4, from the state where the throttle opening Th and the vehicle speed V are represented by the point X, the throttle opening is changed as shown by a white arrow Wa.
When the vehicle speed V decreases across the shift line e with little change in Th, so that the normal downshift condition is satisfied, the initial value θa of the shift correction value θA
But, for example, 10 is set to (degrees), also when the change rate ΔTh immediately before the gear shift retard pulse signal Pj from the transmission control unit 200 is supplied is a value Delta] h ₁ or more, thus, for example, the As shown in FIG. 4, from the state where the throttle opening Th and the vehicle speed V are represented by the point X, as shown by the white arrow Wb, the throttle opening Th and the vehicle speed V hardly change.
Increases across the shift line e, so that the normal downshift condition is satisfied, the initial value of the shift correction value θA is set to θa / 2.

Under the condition that the shift correction value is set in this manner, for example, as shown by a solid line in FIGS. 5A and 5B, when the throttle opening Th is substantially constant, the time t ₁
When the normal downshift condition by the vehicle speed V is lowered is satisfied in, as shown in FIG. 5 C, and the time t ₂ when the period Ta has elapsed from the time point t _1, the engine control from the transmission control unit 200 The shift delay pulse signal Pj is supplied to the unit 100, and as shown by the solid line in FIG. 5D, the shift correction value θA is set to the initial value θa. Then, until the time t ₃ when the period Tr of friction engagement elements from the time t ₂ in the transmission mechanism 20 corresponds to a period placed in the semi-engaged state elapses, shift correction value θA is set to an initial value .theta.a,
The time t ₃ thereafter be subtracted from the initial value θa by stepwise values [Delta] [theta], a new shift correction value θA to time t ₄ when the zero is set, the newly set speed from the basic ignition advance value θB The correction value θA is reduced, the effective ignition advance value θ is set, and the ignition timing control based on the effective ignition advance value θ is performed.

In contrast, if, as shown by a one-dot chain line in FIG. 5 A and B, under the vehicle speed V is substantially constant, at time t ₀ and the accelerator pedal is depressed by the throttle opening Th was made to increase , when the normal downshift condition is satisfied at time t _1, as shown by a one-dot chain line in FIG. 5 D, the shift correction value θA at time t ₂
There is set to an initial value .theta.a / 2, from the time point t ₂ to time t _3,
Shift correction value θA is set to an initial value .theta.a / 2, the time point t ₃ thereafter be subtracted from the initial value .theta.a / 2 by stepwise values [Delta] [theta],
A new shift correction value θA is set until time t ₄ ′ when it becomes zero, and the ignition timing control is performed using the shift correction value θA.

Under the ignition timing control performed in this manner, if the normal downshift condition is satisfied due to the decrease in the vehicle speed V, the output shaft of the automatic transmission 10 is changed as shown by the solid line in FIG. 5E. When the torque R of 45
Immediately after t ₁ , increased slightly and then decreased
t ₂ after, gradually increased. In such a case, if, when the shift correction value θA is also made zero at time t ₂ after the fifth
As shown by the broken line in FIG. E, time t ₂ after the output shaft
The torque R at 45 suddenly increases, causing a large shift shock. In contrast, as described above, the shift correction value θA is, the initial value θa to time t ₂ ~t ₃
Is set to, by being returned to the time t ₃ subsequent stages zero, the rate of increase in torque R of the output shaft 45 at the time t ₂ after is suppressed, shift operation of the automatic transmission 10 is performed smoothly, Shift shock is alleviated.

When the normal shift-down condition is satisfied by increasing the throttle opening Th, the torque R of the output shaft 45 decreases as the vehicle speed V decreases, as shown by the dashed line in FIG. 5E. As a result, the vehicle speed rises more rapidly than when the normal downshift condition is satisfied.

By doing so, when a shift operation is performed in the automatic transmission 10 while the vehicle is in a steady running state, the output of the engine 1 is reduced, and the shift shock is sufficiently mitigated. When the shift operation is performed immediately after the pedal is depressed, the output of the engine is not reduced so much, and the situation where the acceleration response of the vehicle is impaired is avoided.

On the other hand, usually downshift condition is satisfied, as shown in FIG. 6 A, the transmission control unit at time t ₁ '20
From 0, the shift delay pulse signal Pj is sent to the engine control unit 100.
Is supplied, and as shown in FIG. 6B, the shift correction value θA
Is set to the initial value θa, and at the time t ₂ ′ immediately after the shift shock mitigation control is started, if knocking of a predetermined strength or more occurs in the engine 1, as shown in FIG. After t ₂ ′, the knocking correction value θ
K is set according to the knocking intensity, and as shown by the solid line in FIG. 6D, the final correction value θR is set to the shift correction value θA from time t ₁ ′ to time t ₂ ′.
After t ₂ ′, the shift correction value θA and the knock correction value θK are set to the larger one, and the final correction value θR is subtracted from the basic ignition advance value θB to obtain the effective ignition advance. The angle value θ is set.

By doing so, even when the shift correction value θA and the knocking correction value θK are set at the same time, the final correction value θR is excessively increased as shown by the broken line in FIG. 6D. Therefore, a situation in which the output of the engine 1 is excessively reduced is avoided. Moreover, the final correction value θR substantially corresponds to both the shift correction value θA required for the shift shock mitigation control and the knocking correction value θK required for the knocking avoidance control.

Also, as shown in FIGS. 7A and 7B, when the period Ta has elapsed from the time ta, the normal downshift condition is satisfied.
At tb, the shift control pulse signal Pj is supplied from the transmission control unit 200 to the engine control unit 100, the shift correction value θA is set to the initial value θa after time tb, and immediately after the shift shock mitigation control is started. At time tc,
When the normal downshift condition is newly established, at the time point td when the period Ta has elapsed from the time point tc, the transmission control unit 200 supplies the shift delay pulse signal Pj to the engine control unit 100, Shift correction value θA
Is returned to the initial value θa, and at time td, the shift shock mitigation control for the new shift operation is started.

Further, the normal downshift condition is satisfied, and FIG.
And B, at time tb 'before time tc' at which the period Ta elapses from time ta ', when the normal downshift condition is newly established, the time ta at which the previous normal downshift condition is established ′ To the time point tc ′, the transmission delay pulse signal Pj is not supplied from the transmission control unit 200 to the engine control unit 100, and the time point tb ′
At time td 'after a period Ta has elapsed, transmission control unit 200 supplies shift delay pulse signal Pj to engine control unit 100, and at time td', shift shock mitigation control for the shift operation is started.

As described above, when the shift operation in the automatic transmission 10 is repeatedly performed in a short period of time, the shift correction value θA is always set based on the new shift operation, and the shift shock mitigation control is performed. The output of the engine 1 during operation is appropriately controlled, and the shift shock is reliably reduced.

The shift shock mitigation control as described above is performed by the automatic transmission 10.
In the case where the upshift condition of the shift conditions for performing the shift operation is satisfied, the shift is not performed because there is no possibility that a large shift shock will occur, and the downshift condition from the fourth speed to the third speed is satisfied. It is assumed that the change in the gear ratio is smaller than when the shift operation is performed under the condition that the normal downshift condition is satisfied. 3-4 clutches like
38 is in the engaged state, many of the components having relatively large inertia, such as the long pinion gear 27, in the transmission mechanism 20 are rotating, and their rotational inertia causes the output shaft 45 of the automatic transmission 10 to rotate. This is not performed because the change in the torque of the engine 1 is small, and the fluctuation in the torque generated by the engine 1 is attenuated by the 3-4 clutch 38.

The engine control unit 100 and the transmission control unit 200 that perform the control as described above are each configured using a microcomputer, and an example of a program executed by the microcomputer in such a case is shown in FIGS. This will be described with reference to the flowchart of FIG.

The flowchart in FIG.
Shows a program executed at the time of shift control. In this program, after starting, in a process 101, detection signals St, Sv, Ss and Sy are fetched, and a process 102 is executed.
In FIG. 4, the throttle opening Th represented by the detection signal St and the vehicle speed V represented by the detection signal Sv are compared with a shift map representing a shift pattern as shown in FIG. In, it is determined whether or not shift conditions, which are a shift-up condition and a shift-down condition, are satisfied. If it is determined that the shift condition is satisfied, the count number C is set to zero in process 105, and in process 107, the shift control program is executed to
Proceed to 8. At the decision 108, it is determined whether or not the upshift condition is satisfied. If it is determined that the upshift condition is not satisfied, at the decision 109, the downshift condition from the fourth speed to the third speed is satisfied. It is determined whether or not it has been done. Then, 4 when the gear downshift condition to the third speed is determined not to be satisfied, in decision 110, it is determined whether the throttle opening Th is a value TH ₁ or more, the throttle opening If the Th is determined to be a value TH ₁ or more, at decision 111, the cooling water temperature Tw of the engine 1 indicated by the detection signal Sw values
Determining whether a TW ₁ or more, when the coolant temperature Tw is determined to be the value TW ₁ or more, in the process 112,
A new count number C is set by adding 1 to the count number C, and the process proceeds to decision 113. At the decision 113, it is determined whether or not the count number C is equal to or more than the value A corresponding to the period Ta. If it is determined that C is greater than or equal to the value A, the process shifts the shift retardation pulse signal Pj to the engine control unit 100 in process 115, and in process 116, sets the count C to zero and returns Return. When it is determined in the decision 113 that the count number C is less than the value A, the process returns to the original state.

On the other hand, when it is determined in decision 103 that the shift condition is not satisfied, it is determined in decision 117 whether the count number C is greater than zero, and the count number C is greater than zero. If it is determined that each step after the decision 110 is executed in the same manner as described above, the process returns to the original state. If it is determined that the count number C is equal to or less than zero, the process returns to the original state.

If it is determined in decision 108 that the shift-up condition has been satisfied, if it is determined in decision 109 that the shift-down condition from fourth speed to third speed has been satisfied, then in decision 110, the throttle opening Th If it is determined to be less than the value TH _1, and, when the cooling water temperature Tw of the engine 1 is determined to be less than the value TW _1, in process 116, after setting the count number C to zero, based on Return to

The flowchart of FIG.
Shows a program executed at the time of ignition timing control. In this program, after start, in process 118, detection signals Sn, Sc, Sw, Sk, Sb, St, and Sx are fetched, and in process 119, the detection signal Sb is expressed. based on the engine speed indicated by the intake negative pressure and the detected signal Sn to set the basic ignition advance value .theta.B, in decision 120, it is determined whether the throttle opening Th is a value TH ₁ or more, the throttle opening If the degree Th is determined to be a value TH ₁ or more, at decision 121, the cooling water temperature Tw of the engine 1 is judged whether a value TW ₁ or more. When the cooling water temperature Tw of the engine 1 is determined to be the value TW ₁ or more, in the process 122 proceeds to decision 123 to calculate the rate of change ΔTh of the throttle opening Th based on a detection signal St.

In decision 123, the shift retard pulse signal Pj
Is determined, and if it is determined that the shift delay pulse signal Pj is supplied, it is determined in decision 124 whether or not the change rate ΔTh is equal to or greater than the value Δh ₁ and the change rate is determined. If the ΔTh is determined to be less than the value Delta] h _1, because usually downshift condition due to the decrease in the vehicle speed V is satisfied, the process 125 proceeds to process 128 the shift correction value θA is set to an initial value θa in addition, in decision 124, if the rate of change ΔTh is determined to be a predetermined value Delta] h ₁ above, since the normal downshift condition due to the increase of the throttle opening degree Th is satisfied, the process 126
, The shift correction value θA is set to the initial value θa / 2, and the process proceeds to process 128.

In process 128, the retard flag Fr is set to 1 and the process proceeds to process 129, where the count number U is set to zero,
Proceed to process 131. In a process 131, a knocking correction value θK set in a knocking correction value setting program as shown in FIG. 11 described later is fetched, and in a subsequent decision 132, a shift correction value θ
A is compared with the knocking correction value θK, and the shift correction value θA
Is larger than the knocking correction value θK, in a process 133, the final correction value θR is set to the shift correction value θA, and the process proceeds to a process 135. In the decision 132, the knocking correction value θK is If it is determined that the value is equal to or more than the shift correction value θA, the process 134
, The final correction value θR is set to the knocking correction value θK, and the process proceeds to process 135.

In the process 135, an effective ignition advance value θ is set by subtracting the final correction value θR from the basic ignition advance value θB. In a subsequent process 136, the effective ignition advance value θ is determined based on the crank angle represented by the detection signal Sc. The ignition timing control signal Cq is sent to the ignition control unit 8 at the timing corresponding to the above, and returns to the original state.

Also, in decision 120, the throttle opening Th
If but it is determined to be less than the value TH _1, and, at decision 121, if the cooling water temperature Tw of the engine 1 is determined to be less than the value TW _1, in process 137,
The shift correction value θA is set to zero, and in process 138,
After setting the retard flag Fr to zero, proceed to process 131,
The steps after the process 131 are executed in the same manner as described above, and the process returns.

On the other hand, if it is determined in the decision 123 that the shift retard pulse signal Pj is not supplied, it is determined whether or not the retard flag Fr is 1 in the decision 140, and the retard flag Fr is not 1 If it is determined that
The process proceeds to the process 137, and the steps after the process 137 are executed in the same manner as described above, and the process returns. Also, Decision 140
In step 141, when it is determined that the retard flag Fr is 1, in the process 141, 1 is added to the count number U to set a new count number U, and the following decision 142
It is determined whether or not the count number U is equal to or greater than the value E corresponding to the period Tr. If it is determined that the count number U is less than the value E, the process directly proceeds to the decision 132, and Each step is executed in the same manner as described above, and returns to the original state. If it is determined in decision 142 that the count number U is equal to or greater than the value E, in a process 143, the value Δθ is subtracted from the shift correction value θA to obtain a new value. The shift correction value θA is set, and it is determined in the following decision 144 whether the shift correction value θA is less than zero. If it is determined that the shift correction value θA is less than zero, the process 145 is executed. , The shift correction value θA is set to zero, and the process proceeds to the process 146.
If it is determined that the shift correction value θA is equal to or greater than zero, the process directly proceeds to the process 146, where the retard flag Fr is set to zero and the decision 132 is made.
Then, the steps after the decision 132 are executed in the same manner as described above, and the process returns.

In the flowchart of FIG. 11, the engine control unit
100 indicates a program to be executed when setting the knocking correction value. In this program, after the start,
In process 151, the detection signal Sk is captured, and in decision 152, it is determined whether the knocking intensity represented by the detection signal Sk is equal to or higher than a predetermined value.If it is determined that the knocking intensity is equal to or higher than the predetermined value, the process 153 is executed.
, The knocking correction value θ corresponding to the knocking intensity
When the knocking strength is determined not to be equal to or greater than the predetermined value, the process proceeds to step 154 to subtract a value Δθ from the knocking correction value θK to set a new knocking correction value θK. It is determined whether the knocking correction value θK is less than zero, and if it is determined that the knocking correction value θK is less than zero, the knocking correction value θK is set to zero in process 156, and Returning, when it is determined in decision 155 that the knocking correction value θK is equal to or greater than zero, the process returns to the original state.

In the above-described example, the shift shock mitigation control is performed only when the normal downshift condition is satisfied, but in the engine control device in the vehicle with the automatic transmission according to the present invention, Without being limited to this, the shift shock mitigation control may be performed even when the upshift condition is satisfied.

Further, in the above-described example, the control target in the shift shock mitigation control is the ignition timing. However, the engine control device in the vehicle with the automatic transmission according to the present invention is not limited thereto. Of course, the control target may be another control target that changes the output of the engine, such as the fuel supply amount or the intake air amount.

(Effects of the Invention) As is clear from the above description, according to the engine control apparatus for the vehicle with the automatic transmission according to the present invention, the correction amount for the basic control amount in the control for alleviating the shift shock is determined by the shift operation. Since the setting is made in accordance with the running state of the vehicle in each of the case where the change is performed based on the change in the load state of the engine and the case where the change is performed based on the change in the running speed of the vehicle, the vehicle has good acceleration response acceleration When performance and the like are required, it is possible to avoid a situation in which the output of the engine is reduced, and when the vehicle is in a steady running state, it is possible to sufficiently reduce a shift shock.

[Brief description of the drawings]

FIG. 1 is a basic configuration diagram showing an engine control device in a vehicle with an automatic transmission according to the present invention according to the claims, and FIG. 2 is an example of an engine control device in a vehicle with an automatic transmission according to the present invention. FIG. 3 is a schematic configuration diagram showing the engine and the automatic transmission to which it is applied, FIG. 3 is a schematic diagram used for describing the automatic transmission shown in FIG.
The figure is a characteristic diagram used for explaining the operation of the example shown in FIG. 2,
FIGS. 5 to 8 are time charts for explaining the operation of the example shown in FIG. 2, and FIGS. 9 to 11 show the engine control unit and the transmission control unit in the example shown in FIG. 4 is a flowchart illustrating an example of a program executed by a microcomputer when the microcomputer is used. In the figure, 1 is an engine, 2 is a cylinder, 5 is a spark plug,
10 is an automatic transmission, 13 is a drive wheel, 20 is a transmission mechanism, 30 is a hydraulic circuit, 55 is a throttle opening sensor, 58 is a vehicle speed sensor,
100 is an engine control unit, and 200 is a transmission control unit.

 ────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Bunsaku 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Inside Mazda Co., Ltd. (56) References JP-A-63-123394 (JP, A)

Claims (1)

(57) [Claims] An automatic transmission provided in a vehicle detects whether a shift operation is based on a change in a load state of an engine mounted on the vehicle or a change in a running speed of the vehicle. A factor detecting means, and a correction amount for mitigating a shift shock accompanying a shift operation in the automatic transmission with respect to a reference control amount for one of the control targets for changing the output of the engine, The difference between the case where the detecting means detects that the shift operation is based on the change in the load state and the case where it is detected that the shift operation is based on the change in the traveling speed may be different. Correction amount setting means for setting the reference correction amount based on the correction amount set by the correction amount setting means when a shift operation by the automatic transmission is performed. Corrected, the corrected reference controlled variable engine control device of an automatic transmission with the vehicle configured anda control means for performing control for the controlled object with.