JP3352781B2 - Control device for engine and automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine and an automatic transmission for executing a torque-down control for changing a power transmission path of a multi-speed transmission mechanism to change gears and for temporarily reducing engine torque during gear shifting. Related to the control device.

[0002]

2. Description of the Related Art Conventionally, for example, Japanese Unexamined Patent Publication No. 60-227049
As described in Japanese Patent Application Laid-Open Publication No. H10-133, in a vehicle equipped with an automatic transmission configured to change a power transmission path of a multi-stage transmission mechanism using a planetary gear mechanism or the like to switch gears, a shift that occurs during gear shifting is performed. In order to reduce a shock, there has been known a configuration in which a torque down control for reducing an engine output by a predetermined amount at a predetermined time during shifting is executed.

In the conventional apparatus described in the above publication, a change in the engine speed is predicted based on a differential value of the engine speed at the time of an upshift, and the start time of the shift control is determined according to the predicted value. The torque down control is started at the time when it is determined that the shift control has been started. As a result, the torque-down control can be performed at an appropriate time without being affected by variations with time of the friction elements constituting the automatic transmission and variations in the shift start time caused by changes in the viscosity of the working fluid supplied to the friction elements. To effectively reduce the shift shock.

[0004]

In the above prior art, a change in the engine speed is predicted according to a differential value of the engine speed detected at the time of shifting, and a shift start timing is determined based on the predicted value. Since the start timing of the torque down control is set in accordance with the shift start timing, the torque down control can be executed without causing a response delay. In this case, there is a problem that, when a temporary change occurs, the shift start timing is likely to be erroneously determined.

[0005] If the erroneous determination of the shift start timing occurs, a large shift shock will occur due to the erroneous determination. Therefore, after a predetermined period of time has elapsed from the output of the shift command signal, the torque is reduced. Executing down control is also performed, but when configured in this way,
There is a problem that it is not possible to execute an appropriate torque-down control corresponding to a change in the shift start time caused by a difference in the shift control mode or the like.

For example, when the coast clutch is engaged,
During a shift-up shift from the second speed to the third speed in the range, the shift is performed through a transient operation mode such as temporarily releasing engagement of the coast clutch in order to prevent the internal lock from being generated in the multi-speed transmission mechanism. A first speed change pattern for executing the control, and a second speed change pattern for executing the speed change control without going through the transitional operation mode when shifting up from the second speed to the third speed in the D range in which the coast clutch is released. In this case, the shift start time changes according to the presence or absence of this transitional operation mode. If the start time of the torque-down control coincides with the start time of one of the two shift patterns, a shift occurs between the start time of the other shift and the start time of the torque-down control. There is a problem that occurs.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and an engine and an engine capable of effectively reducing a shift shock by starting a torque down control at an appropriate time during a shift of an automatic transmission. It is an object of the present invention to provide a control device for an automatic transmission.

[0008]

The invention according to claim 1 is
The power transmission path of the multi-stage transmission mechanism is changed to switch gear stages, and torque down control for temporarily reducing engine torque after a lapse of a predetermined time set by a timer from the output of the shift command signal is executed. the control device for an engine and an automatic transmission configured to, first shift pattern and said executing the shift control via the transient operating mode of the friction element from the first gear position at the time of shift-up to the second gear position Shift control means having a second shift pattern for executing shift control without going through the transitional operation mode during an upshift, and delaying execution time of torque down control when executing shift control based on the first shift pattern And a torque-down delay unit for causing the torque-down delay.

According to a second aspect of the present invention, there is provided a first shift pattern in which a shift control is executed through a transitional operation mode in which a friction element for engine braking is engaged before a shift is performed and the engagement of the friction element is released. And a second shift pattern for executing the shift control without going through this transitional operation mode.

[0010]

According to the first aspect of the present invention, during the shift control based on the first shift pattern in which the shift control is performed through the transient operation of the friction element, the delay time set by the torque down delay means elapses. After that, the count of the timer is started, and after a predetermined time set by the timer has elapsed, the torque down control is executed. Also,
At the time of the shift of the second shift pattern in which the shift control is executed without going through the transient operation mode, the timer starts counting from the time when the shift command signal is output, and after a predetermined time set by the timer elapses, the timer starts counting. The torque down control will be executed.

According to the second aspect of the present invention, the first speed change pattern for executing the speed change control through the transitional operation mode in which the engagement of the friction element is released from the state in which the friction element for the engine brake is engaged. At the time of shifting, after the delay time set by the torque down delay means has elapsed, the timer starts counting, and after the predetermined time set by the timer has elapsed, the torque down control is executed. In addition, at the time of the shift of the second shift pattern in which the shift control is executed without going through the transitional operation mode in which the engagement of the friction element for the engine brake is released, the counting of the timer is started from the output point of the shift command signal. After the elapse of a predetermined time set by the timer, the torque down control is executed.

[0012]

FIG. 1 shows an embodiment of a control device for an engine and an automatic transmission according to the present invention. The engine 1 and the automatic transmission T are installed as a power plant PT of a front engine / front drive vehicle (FF vehicle),
The output torque of the engine 1 is transmitted to the left and right axle shafts 5 and 6 via the torque converter 2 and the multi-stage transmission mechanism 3 of the automatic transmission T and the differential device 4 provided on the output side. ing.

An air-fuel mixture is supplied into each cylinder 8 of the engine 1 through an independent intake passage 7. The air-fuel mixture is compressed by a piston (not shown), and then ignited by a spark plug 9 for combustion. The combustion gas is discharged to the outside via the independent exhaust passage 10. The independent intake passage 7 is provided with fuel injection valves 11 for injecting fuel into intake air.

The ignition plug 9 is supplied with high-voltage ignition power at a predetermined timing by a distributor 13, an ignition coil 14, and an ignition control unit 15. Each of the independent intake passages 7 has a common intake passage 17 in which the upstream portions are gathered together, and a throttle valve 18 that opens and closes in conjunction with an accelerator pedal (not shown) is provided in the common intake passage 17. It is interposed.

As shown in FIG. 2, the torque converter 2 has a case 28 connected to an output shaft 21 of the engine 1.
A pump 29 fixed in the case 28, a turbine 30 arranged to face the pump 29 and driven via hydraulic oil, and an intervening device between the pump 29 and the turbine 30. And a stator 31 supported by a transmission case 33 via a one-way clutch 32 to increase the torque. The torque of the turbine 30 is transmitted to the multi-stage transmission mechanism 3 via a turbine shaft 22. It is configured as follows.

The torque converter 2 is provided with a lock-up clutch 34 for directly connecting the input side and the output side. The output shaft 21 of the engine 1 has
Pump shaft 26 penetrating through turbine shaft 22
The pump shaft 26 drives an oil pump 27 provided at the rear end of the automatic transmission.

The multi-stage transmission mechanism 3 is constituted by a Ravigneaux type planetary gear set disposed on the turbine shaft 22. The planetary gear device includes a small-diameter sun gear 35 loosely fitted to the turbine shaft 22 and a turbine shaft 22 behind the small-diameter sun gear 35.
A large-diameter sun gear 36 loosely fitted in the small-diameter sun gear 3
5, a short pinion gear 37 meshing with the short pinion gear 37, a long pinion gear 38 whose front half meshes with the short pinion gear 37 and a rear half meshes with the large-diameter sun gear 36, and these short pinion gears 37 and long pinion gears 38 are rotatable. And a ring gear 39 that meshes with the long pinion gear 38. The output gear 24 is connected to the ring gear 39.

A forward clutch 41 and a first one-way clutch 42 are provided in series between the turbine shaft 22 and the small-diameter sun gear 35, and a coast clutch 43 is provided in parallel with these clutches 41 and 42. ing. A 3-4 clutch 44 is interposed between the turbine shaft 22 and the carrier 40,
A reverse clutch 45 is interposed between the turbine shaft 22 and the large-diameter sun gear 36.

Between the large-diameter sun gear 36 and the reverse clutch 45, a 2-4 brake 46 composed of a band brake for fixing the large-diameter sun gear 36 is provided.
Further, between the carrier 40 and the transmission case 33, a low reverse brake 47 for fixing the carrier 40 is provided.
And a second one-way clutch 48 for receiving the reaction force of the carrier 40 are provided in parallel.

The multi-speed transmission mechanism 3 itself moves forward 4
The clutches 41, 43 to 45 and the brakes 46, 47 are appropriately operated based on a select operation for selecting a range and a control in accordance with an operation state. 1st to 4th speed in D range, S
The first to third speeds in the range, the first to second speeds in the L range, and the reverse speed in the R range are obtained.

Here, each of the clutches 41, 43-4
5, brakes 46, 47 and one-way clutch 4
The relationship between the operating states 2 and 48 and the gears will be described. First, in the first speed, the forward clutch 41 is engaged, the first and second one-way clutches 42 and 48 are locked, and the output rotation of the torque converter 2 is transmitted from the turbine shaft 22 to the forward clutch 41 and the first one-way clutch. The signal is input to the small-diameter sun gear 35 via 42. Then, while the carrier 40 is fixed by the action of the second one-way clutch 48, the rotation is transmitted from the small-diameter sun gear 35 to the ring gear 39 via the short pinion gear 37 and the long pinion gear 38. As a result, a first speed state with a large reduction ratio corresponding to the diameter ratio between the small diameter sun gear 35 and the ring gear 39 is obtained.

Next, in the second speed, in addition to the above-mentioned first speed state, the 2-4 brake 46 is engaged, the large-diameter sun gear 36 is fixed, and the second one-way clutch 48 is in an idling state. Therefore, the rotation transmitted from the turbine shaft 22 to the small-diameter sun gear 35 is transmitted to the long pinion gear 38 via the short pinion gear 37, and the long pinion gear 38 revolves on the large-diameter sun gear 36. 40
Rotates. As a result, the carrier 40
The rotation of the ring gear 39 is accelerated by the amount of rotation of the second gear, and a second speed state in which the reduction ratio is smaller than that in the first speed is obtained.

In the third speed, from the above-mentioned second speed state,
At the same time when the 4 brake 46 is released, the 3-4 clutch 44 is engaged. Therefore, the rotation of the turbine shaft 22 is input to the small-diameter sun gear 35 via the forward clutch 41 and the first one-way clutch 42 and is also input to the carrier 40 via the 3-4 clutch 44. As a result, the entire multi-speed transmission mechanism 3 rotates integrally, and a third speed state in which the ring gear 39 rotates at the same speed as the turbine shaft 22 is obtained.

In the fourth speed, the released 2-4 brake 46 is once again engaged in the third speed.
Therefore, the rotation of the turbine shaft 22 is input from the 3-4 clutch 44 to the carrier 40, and the long pinion gear 38 revolves. The large-diameter sun gear 36 meshed with the long pinion gear 38
Since the pinion gear 38 is fixed by the brake 46, the long pinion gear 38 rotates while revolving with the carrier 40. As a result, the ring gear 39 meshing with the long pinion gear 38 is rotated by the rotation of the carrier 40 by an amount corresponding to the rotation of the long pinion gear 38, whereby a fourth speed state of an overdrive state is obtained.

Further, in the reverse speed, the reverse clutch 45 and the low reverse brake 47 are engaged, the rotation of the turbine shaft 22 is input to the large-diameter sun gear 36, and the carrier 40 is moved to the body case 33.
Fixed to Therefore, rotation is transmitted from the large-diameter sun gear 36 to a ring gear 39 via a long pinion gear 38 to a ring gear 39, and the large-diameter sun gear 3
A reduction ratio corresponding to the ratio of the diameter of the ring gear 39 to the ring gear 39 is obtained, and the ring gear 39 is
And rotate in the opposite direction.

The first one-way clutch 42 for transmitting the rotation at the first to third speeds and the second one-way clutch 48 for receiving the reaction force at the first speed run idle during coasting. It will not be done, but the 3rd gear in the D range and the 2nd and 3rd gears in the S range
In the first and second speeds of the first and second speed ranges, the coast clutch 43 in parallel with the first one-way clutch 42 is engaged.
At the first speed of the range, the low reverse brake 47 in parallel with the second one-way clutch 48 is engaged, so that engine braking can be obtained at these shift speeds.

The relationship between the operation of each of the friction elements 41, 43 to 47 and the one-way clutches 42, 48 and the speed is summarized in Table 1 below.

[0028]

[Table 1]

As shown in FIG. 3, the automatic transmission T is provided with a hydraulic circuit 50 for controlling the engagement state of each friction element in the multi-stage transmission mechanism 3. This hydraulic circuit section 5
0 has a pressure regulator valve 52 that adjusts the pressure of the hydraulic oil supplied from the oil pump 27 to generate a line pressure. The gear stage is switched by supplying and discharging the line pressure to and from each friction element in the multi-stage transmission mechanism 3 according to the select range position of the manual valve and the shift position of each shift valve. Have been.

The pressure regulator valve 52 of the hydraulic circuit section 50 is configured to generate a line pressure according to a pilot pressure formed by a duty solenoid valve 51 for controlling a line pressure. Each of the shift valves (not shown) provided in the hydraulic circuit unit 50 includes the first to fourth solenoid valves 53 to 56.
(See FIG. 1). The line pressure control duty solenoid valve 51 and the first to fourth solenoid valves 53 to 56 are configured to be driven in accordance with a control signal output from a transmission control unit 58, as described later. ing.

Further, the power plant PT has a structure shown in FIG.
As shown in FIG. 3, an engine control unit 57 for controlling the engine 1 and a transmission control unit 58 for controlling the automatic transmission T are provided. The engine control unit 57 includes an engine speed signal Sn output from a speed sensor 61 provided in the distributor 13, a crank angle signal Sc output from a crank angle sensor 62, and cooling output from a water temperature sensor 63. Water temperature signal Sw, knocking intensity signal Sk output from knocking sensor 64, throttle opening signal St provided on throttle valve 18, boost signal Sb output from boost sensor 66 provided on common intake passage 17, and intake air. A quantity detection signal or the like is input.

Further, a shift signal indicating a shift state is input from the transmission control unit 58 to the engine control unit 57. Then, the engine control unit 5
Reference numeral 7 denotes a fuel injection control means 70 and an ignition timing control means 71 for executing normal engine control based on each of the input signals at the time of the shift control of the automatic transmission T, and a torque down control comprising the fuel injection control means 70. And a torque down delay means 72 for delaying the operation timing of the means.

The fuel injection control means 70 is set in accordance with the operating state of the engine 1 based on the amount of air charged into the cylinder 8 calculated according to the engine speed, intake air amount, intake air temperature and the like. The fuel injection pulse width of the fuel injection valve 11 is adjusted so that a mixture with a predetermined air-fuel ratio is obtained. Further, the ignition timing control means 71 calculates an ignition advance value in accordance with the operation state of the engine 1, and sets the ignition timing at a predetermined timing set based on the ignition advance value and the crank angle signal Sc. Control means 1
By outputting a control signal to the ignition plug 5, high-voltage ignition power is supplied from the ignition coil 14 to each ignition plug 9 via the distributor 13 at a predetermined timing.

The torque down control means comprising the fuel injection control means 70, as shown in the flow chart to be described later, controls the transmission control unit 5 when shifting the automatic transmission T.
After a lapse of a predetermined time set by a timer from the output point of the shift signal output from the engine 8, a fuel cut for restricting fuel supplied to the cylinder of the engine is performed. Further, when the transmission control unit 58 executes the shift control based on the first shift pattern in which the transmission control unit 58 executes the shift control through the transient operation mode of the friction element during the shift, The execution time of the fuel cut is configured to be delayed by a predetermined time.

The transmission control unit 58 outputs a cooling water temperature signal Sw output from the water temperature sensor 63, a throttle opening advance signal St output from the throttle opening sensor 65, and an output from a turbine speed sensor 67. A turbine speed signal Su, a vehicle speed signal Sv output from a vehicle speed sensor 68, a select position signal Ss of a select lever output from a position sensor 69, and the like are input as control information. The transmission control unit 58 includes a shift control unit 73 that executes a predetermined shift control based on the control information.

The shift control means 73 basically selects the selected range (P, R, N, D, S, L range).
, And the drive signals Ca, Cb, Cc, Cd, and Ce are supplied to the duty solenoid valve 51 for line pressure control and the first to fourth solenoid valves 53 to 56, respectively, according to the select signal corresponding to the throttle opening and the vehicle speed. Is output to switch the ON / OFF pattern of each friction element of the multi-stage transmission mechanism 3 so that the multi-stage transmission mechanism 3 is switched to a select range or a speed corresponding to the driving state of the vehicle.

For example, the forward range, ie, D, S,
When the L range is selected, the gear position is set as shown in FIG.
Are automatically switched according to the throttle opening and the vehicle speed according to the map shown in FIG. The line pressure control duty solenoid valve 51 constitutes hydraulic control means for controlling the line pressure for pilot pressure control with respect to the pressure regulator valve 52, and the first to third solenoid valves 53 to 55 A hydraulic control means for switching the stage is provided, and a fourth solenoid valve 5 is provided.
Numeral 6 constitutes a hydraulic control means for executing ON / OFF control of the lock-up clutch 34.

Further, the shift control means 73 performs a shift-up shift from the second speed in the S range in which the coast clutch 43 is engaged and the engine brake operates to the third speed in which the engine brake operates, and the shift clutch 4
3 is released and engine brake does not operate D
The shift control is performed in a different shift pattern from the second speed in the range to the third speed in which the coast clutch 43 is engaged and the engine brake is operated to operate the third speed.

That is, at the time of 2-3 shifting in the S range, in order to prevent the internal lock from being generated in the automatic transmission T, the engagement of the coast clutch 43 is released through a transient operation mode for a predetermined period of time. Shift control is executed based on the first shift pattern that shifts to the high speed. In addition, D
At the time of the 2-3 shift in the range, there is no possibility that the internal lock will occur in the automatic transmission T, so that the shift control is executed based on the second shift pattern that shifts to the third speed without going through the above-mentioned transient operation mode. It has become.

The control operation of the engine control unit 57 and the transmission control unit 58 will be described with reference to the flowcharts shown in FIGS. When the control operation starts, first, in step S1, a delay time for delaying the execution time of the torque down control in accordance with the execution time of the transitional operation mode when performing the shift control based on the first shift pattern is set. The count values of the first timer A to be set, the second timer B to set the execution time of the torque down control when executing the shift control based on the second shift pattern, and the third timer C to set the end of the torque down control are respectively set. Reset and initialize.

Next, after reading the detection values of the respective sensors in step S2, it is determined in steps S3 and S4 whether the count values of the first timer A and the second timer B are 0. . At the start of the above control, the count values of the first timer A and the second timer B are:
Since each has been reset to 0, the above step S
YES is determined in each of S3 and S4. Thereafter, in step S5, it is determined whether or not the current time is the start of shifting from the second speed to the third speed based on the shift signal output from the transmission control unit 58 to the engine control unit 57.

If YES is determined in step S5, and it is confirmed that the current time is the point at which the shift from the second speed to the third speed is started, then in step S6, the gear is set to the S range of 2 during the previous control. It is determined whether or not it was fast.
If the result of this determination is YES, in steps S7, the preset times KEA and KEB are set as the count values of the first timer A and the second timer B, respectively. After a transient operation mode in which the clutch 43 is released, 3
The shift control of the first shift pattern for shifting up to the high speed is executed.

If NO in step S6, a determination is made in step S9 as to whether or not the shift speed was the second speed in the hold mode during the previous control.
If the result of this determination is YES, step S
The program proceeds to step S7, where the shift control of the first shift pattern is executed. On the other hand, if YES is determined in step S6 and it is confirmed that the gear position is the second speed in the D range at the time of the previous control, the count value of the second timer B is set in step S10. After setting a predetermined time KEB, in step S11,
The shift control of the second shift pattern for shifting up to the third speed is performed without going through the transitional operation mode.

If YES is determined in the step S3 and it is confirmed that the speed change control of the first speed change pattern is being executed, in the step S12, the first speed change control is executed.
After the count value KEA of the timer A is decremented by 1, it is determined in step S13 whether or not the count value KEA has become 0, that is, whether or not the first timer A has timed out. If this determination is NO, the process proceeds to step S8, and the shift control of the first shift pattern is continued.

If YES is determined in step S13, it is confirmed that the predetermined time set by the first timer A has elapsed during the shift control of the first shift pattern, or if NO in step S4. If it is determined that the shift control of the second shift pattern is being executed, the count value KEB of the second timer B is decremented by 1 in step S14, and then the process proceeds to step S15. It is determined whether or not the count value KEB has become 0, that is, whether or not the second timer B has timed out. If this determination is NO, the process proceeds to step S11, and the shift control of the second shift pattern is continued.

If the determination in step S15 is YES and it is confirmed that the second timer B has timed out, then in step S16 the count value of the third timer C for setting the end of the torque down control. As
After setting the predetermined time KEC, it is determined in step S17 whether or not the end condition of the torque-down control is satisfied. If the result of this determination is YES, in step S18, the count value KEC of the third timer C is reset to 0, and the shift control ends.

If NO is determined in step S17, the count value KE is determined in step S19.
It is determined whether or not C has become 0, that is, whether or not the third timer C has timed out. If the determination result is NO, in step S20, the third timer C
After subtracting 1 from the count value KEC of step S2, step S2
At 1, the torque down control (TD control) is executed.

That is, at the time of executing the shift control based on the first shift pattern, as shown in FIG. 7, when the delay time set by the first timer A has elapsed from the start time t1 of the shift control, From the time t2 when the count value KEA set by the first timer A to the time corresponding to the execution time of the transitional operation mode has elapsed, the second time
The timer B starts counting, and a time t3 when a predetermined time (KEB) set by the second timer B has elapsed.
Then, by executing a half-cylinder fuel cut in which the supply of fuel to half of the cylinders of the engine 1 is stopped, torque down control for reducing the output of the engine 1 is started. afterwards,
At a time point t4 when the turbine rotational speed TR changes from the increasing state to the decreasing state and a peak is detected, the fuel supply to all the cylinders of the engine 1 is stopped to execute the all-cylinder fuel cut, thereby reducing the output of the engine 1. Further lower.

On the other hand, at the time of shift control based on the second shift pattern, as shown in FIG.
The count of a predetermined time (KEB) set by the second timer B is started from 1 and the half-cylinder fuel cut is started at a time t5 when the predetermined time has elapsed, and then a peak of the turbine speed TR is detected. At time t6, an all-cylinder fuel cut for stopping the fuel supply to all the cylinders of the engine 1 is executed.

If YES is determined in step S17 and it is confirmed that the condition for terminating the torque down control is satisfied, or it is determined YES in step S19 and it is confirmed that the third timer C has timed out. If so, in step S22, the torque down control (TD control) is terminated, and the output of the engine 1 is returned to a normal state.

As described above, the transient operation mode in which the engine brake is operated at the second speed in the L range or the second to third speeds in the hold mode, that is, when the engagement of the coast clutch 43 is released for a predetermined period of time. At the time of shift control based on the first shift pattern that shifts up to the third speed via the first shift pattern, when shifting from the second speed to the third speed in the D range where the engine brake does not operate (upshifting to the third speed without going through the above transient operation mode) (During the speed change control based on the second speed change pattern), the execution time of the torque down control is delayed by the delay time set by the first timer A. The torque down control can be started at an appropriate time even during the shift control based on the speed change.

Therefore, it is possible to effectively prevent the internal lock from being generated in the automatic transmission by going through the above-mentioned transitional operation mode at the time of the shift of the first shift pattern, and to perform the shift control based on the first shift pattern. In any case of the shift control based on the second shift pattern in which the shift control is executed without going through the transitional shift mode, the occurrence of the torque shock caused by the shift of the start point of the torque down control is reduced. This can reliably prevent the occurrence of a thrust-up shock in which the vehicle body acceleration sharply rises during a gear shift and a pull-in shock in which the vehicle body acceleration temporarily decreases can be effectively suppressed with a simple configuration.

In the above-mentioned embodiment, the supply of fuel to the cylinders of the engine 1 is stopped to execute the torque down control of the engine 1 at the time of gear shifting. In addition to the torque down control described above, the retard amount (retard amount) of the ignition timing of the ignition plug 9 may be changed to execute the torque down control.

[0054]

As described above, the present invention provides the first variation.
From gear speed to the speed change control time based on the first shift pattern for executing shift control via the transient operating mode of the friction element during shift-up to the second gear position, when the shift-up
And a torque-down delay unit for delaying the execution time of the torque-down control compared with the speed-change control based on the second speed-change pattern that executes the speed-change control without passing through the transient speed-change pattern. The torque down control can be started at an appropriate time during the shift control based on any of the patterns.

Therefore, even in the speed change control based on either the first speed change pattern or the second speed change pattern, it is possible to reliably prevent the occurrence of torque shock due to the deviation of the start point of the torque down control,
There is an advantage that it is possible to effectively prevent a thrust-up shock in which the vehicle body acceleration sharply increases during a shift-up shift, a retracting shock in which the vehicle body acceleration temporarily decreases, and the like with a simple configuration.

[Brief description of the drawings]

FIG. 1 is an explanatory plan view showing an embodiment of a control device for an engine and an automatic transmission according to the present invention.

FIG. 2 is an explanatory diagram showing a schematic configuration of the automatic transmission.

FIG. 3 is a schematic explanatory diagram of a hydraulic control circuit of the automatic transmission.

FIG. 4 is a graph showing a shift map.

FIG. 5 is a flowchart showing a control operation at the time of 2-3 shift-up.

FIG. 6 is a flowchart showing a control operation at the time of 2-3 upshift.

FIG. 7 is a time chart showing a shift control operation based on a first shift pattern.

FIG. 8 is a time chart showing a shift control operation based on a second shift pattern.

[Description of Signs] 1 Engine 3 Multi-stage transmission mechanism 43 Coast clutch (friction element) 72 Torque down delay means 73 Shift control means T Automatic transmission

────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Kozo Ishii 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Inside Mazda Co., Ltd. (56) References JP-A-3-31536 (JP, A) JP-A Sho 61-113525 (JP, A) JP-A-3-67041 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60K 41/06 F02D 29/00 F16H 61/04

Claims (2)

(57) [Claims] 1. A torque reduction mechanism for changing a power transmission path of a multi-stage transmission mechanism to switch gear stages, and for temporarily reducing an engine torque after a predetermined time set by a timer has elapsed from the output of a shift command signal. In a control device for an engine and an automatic transmission configured to execute control, a shift from a first gear to a second gear is performed.
The first shift pattern and said shift-up to execute the shift control via the transient operating mode of the friction element during up shifting
Shift control means having a second shift pattern for executing shift control without performing the transitional operation mode during shifting, and a torque for delaying execution timing of torque down control when executing shift control based on the first shift pattern A control device for an engine and an automatic transmission, comprising a down delay unit. 2. A first shift pattern in which a shift control is executed through a transient operation mode in which the engagement of the friction element is released from a state in which the friction element for engine braking is engaged before shifting, and the transient operation. 2. The control device for an engine and an automatic transmission according to claim 1, further comprising a shift control unit having a second shift pattern for executing a shift control without going through an aspect.