JP2543995B2 - Control device for engine for vehicle with automatic transmission - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle engine with an automatic transmission, and more particularly to a control device for reducing engine output during a gear shift operation to reduce gear shift shock. Regarding improvement.

(Prior Art) Conventionally, as an engine control device of this type, the ignition timing of the air-fuel mixture is corrected to the retard side during the gear shift operation in order to suppress the torque shock generated during the gear shift operation in the automatic transmission. Alternatively (see, for example, Japanese Patent Laid-Open No. 61-104128), the fuel injection amount is limited to a small amount, and the generated torque is limited to a small amount.

(Problems to be Solved by the Invention) In an engine, the ignition timing of the air-fuel mixture, the fuel injection amount, or the lubricating oil amount of the engine depends on the engine speed, the intake air amount, the throttle valve opening, and the like. It is properly controlled according to the operating state of, but when the sensors that detect the engine operating state fail,
The calculation results of the ignition timing and the fuel injection amount deviate greatly from the appropriate values, and it becomes difficult to perform the control corresponding to the engine operating condition well. Therefore, in the event of such a sensor failure, by setting the ignition timing and the fuel injection amount to fixed values, the engine is controlled to be fixed irrespective of the operating state so that the vehicle can run to some extent even when the sensor fails. It is desirable to back up and ensure the running of the vehicle when the sensor fails.

In this case, if the above backup is applied to the engine that controls the output reduction during the gear shifting operation as described above, the following drawbacks occur. That is, during backup control in which the ignition timing and the fuel injection amount are controlled to fixed values, the control value is a fixed value and a value different from an appropriate value, and therefore, for example, the air-fuel ratio deviates from the set air-fuel ratio and the engine output Is in a declining situation. Therefore, even when the automatic transmission performs a gear shifting operation in such a situation where the output is reduced, if the engine output reduction control for preventing the gear shift shock is performed as in the normal state of the sensor, The engine output is further reduced, which may cause engine stall.

The present invention has been made in view of the above points, and an object thereof is to prevent excessive engine output when the backup control at the time of sensor failure as described above and the engine output reduction control at the time of gear shift operation overlap. It is to prevent the decline.

(Means for Solving the Problem) In order to achieve the above object, in the present invention, the engine output reduction control during the gear shift operation is not performed during the backup control during the sensor failure.

Specifically, the solution means of the invention of claim 1 is, as shown in FIG. 1, a sensor 46 for detecting the operating state of the engine,
A first control amount setting means 51 for setting a first control amount for controlling the engine based on the output of the sensor 46, and an engine based on the first control amount set by the first control amount setting means. An engine control means 45 for executing control, a shift time detecting means 50 for detecting a shift operation time of the automatic transmission, and a first means for reducing the engine output by a predetermined amount at the shift operation time detected by the shift time detecting means 50. Second control amount setting means 53 for setting the second control amount, and the engine control means 45 outputs the engine output based on the second control amount set by the second control amount setting means 53 during the gear shifting operation. It is premised on a control device for an engine for a vehicle with an automatic transmission, which is configured to perform control for reducing the engine. Then, a sensor failure detecting means 52 for detecting a failure of the sensor 46, and a third control amount setting means 54 for setting a third control quantity for sensor failure at the time of sensor failure detected by the sensor failure detecting means. When a sensor failure detected by the sensor failure detection means 52 is provided, the engine control means 45 executes engine control based on the third control amount set by the third control amount setting means 54, It is assumed that the engine output reduction control based on the second control amount during the shift operation is prohibited.

Here, in the invention of claim 2, the sensor 46 in claim 1 is an air flow meter for detecting the intake air amount of the engine. Further, in the invention of claim 3, the third control amount setting means 54 in claim 1 is means for setting a fixed injection pulse width for the fuel injection valve. Further, in the invention of claim 4, the third control amount setting means 54 in claim 1 is means for setting a fixed ignition timing for an abnormal time. Further, in the invention of claim 5, the first control amount setting means 51 in claim 1 is a means for setting a basic ignition timing of the engine, and the second control amount setting means 53 is a means for setting an ignition retard amount. Shall be In addition, in the invention of claim 6, the shift detecting means 50 in claim 1 has an input rotational speed detecting means for detecting the rotational speed input to the multi-speed gear mechanism of the automatic transmission, and the input rotational speed. It is also assumed to have a determining means for determining that the shift operation is being performed when the rotation speed detected by the detecting means is in a predetermined state. Further, in the invention of claim 7, the input speed detecting means in claim 6 is an engine speed detecting means.

Further, the solution means of the invention of claim 8 is a sensor for detecting an operating state of an engine, and a first control amount setting for setting a first control amount for controlling the engine based on a detection result of the sensor. Means, a shift detecting means for detecting a shift operation of the automatic transmission, and a second control amount for setting a second control amount for reducing the engine output by a predetermined amount during the shift operation detected by the shift detecting means. Control amount setting means and the first
Control means for executing engine control based on the setting results of the control amount setting means and the second control amount setting means, a sensor failure detecting means for detecting a failure of the sensor, and a sensor detected by the sensor failure detecting means. In the event of a failure, a third control amount for sensor failure is set and output to the control means.
Control amount setting means, and when the sensor fails, the control means controls the engine based on the third control amount set by the third control amount setting means, not by the first and second control amounts. Are configured to do so.

Here, in the invention of claim 9, the sensor in claim 8 is an air flow meter for detecting the intake air amount of the engine. Further, in the invention of claim 10,
In addition to the configuration of the invention of claim 8 described above, a prohibition unit for prohibiting the setting of the control amounts by the first and second control amount setting units when the sensor fails is provided. Further, in the invention of claim 11, the first, second and third control amount setting means in the above-mentioned claim 8 is means for setting a value for controlling the ignition timing of the engine. Furthermore, in the invention of claim 12, the third control amount setting means in the above-mentioned claim 8 is means for setting an ignition timing and a fuel injection pulse for sensor failure. In addition, in the invention of claim 13,
9. The shift detecting means according to claim 8, wherein the input rotation speed detecting means detects the rotation speed input to the multi-step transmission gear mechanism of the automatic transmission, and the rotation speed detected by the input rotation speed detecting means is in a predetermined state. And a determining means for determining that the shift operation is being performed. Further, in the invention of claim 14, the input speed detecting means in claim 13 is an engine speed detecting means.

(Operation) With the above configuration, in the inventions of claims 1 to 14, when the sensor fails, the ignition timing of the air-fuel mixture and the fuel injection amount are controlled to fixed values, and fixed operation control is performed on the engine. . As a result, the output of the engine is secured to some extent, and the vehicle can run even when this sensor malfunctions.

Even when the sensor malfunctions due to the reduced engine output as described above, the automatic transmission shifts automatically in accordance with the running of the vehicle.However, during this shifting operation, the engine output reduction control is prohibited. The output is suppressed from being excessively reduced, and the engine stall is effectively prevented.

(Effects of the Invention) As described above, according to the vehicle engine control device of the invention of claims 1 to 14, the engine output is controlled to be reduced during a shift in the automatic transmission, and the shift is accompanied. In addition to being able to effectively suppress gear shift shock, when the sensor fails, the engine output reduction control during gear shifting operation is prohibited by performing fixed operation control for the engine to prevent excessive reduction in engine output. The engine output can be effectively prevented, the engine output can be secured to some extent, and the vehicle can be driven even when the sensor fails.

(Embodiment) An embodiment of the present invention will be described below with reference to the drawings starting from FIG.

FIG. 2 shows an embodiment in which the present invention is applied to a rotary piston engine for a vehicle with an automatic transmission. In the figure,
1 is a rotary in which a casing 4 is formed by a rotor housing 2 having an inner peripheral surface 2a formed in a two-node trochoid shape, and side housings 3 (front side not shown) arranged in front of and behind the rotor housing 2. In a piston engine, a substantially triangular rotor 5 is eccentrically supported by an eccentric shaft 6 in the internal space of the casing 4, and the rotor 5 has its top portion at the inner circumference of the trochoid of the rotor housing 2. By rotating the inside of the casing 4 in a planetary motion while slidingly contacting the surface 2a, the inner space of the casing 4 is divided into three working chambers 7, 7, 7 to allow intake, compression, explosion, expansion, and exhaust. Each process is done in sequence.

The rear side housing 3 is provided with an intake port 10 that opens to the internal space of the casing 4 at the upper left side in the figure, and the intake port 10 is connected to an intake pipe 11 for communication. A nozzle tip portion of a fuel injection valve 12 that injects fuel from the intake port 10 into the working chamber 7 faces the nozzle 10.

Further, an exhaust port 13 is provided in the lower part of the rotor housing 2 on the left side in the drawing, and an exhaust pipe 14 is connected to the exhaust port 13 for communication. In addition, at the center of the right side portion of the rotor housing 2 in the figure, there is provided a first spark plug 15 for igniting the air-fuel mixture in the working chamber 7 on the leading side and the trailing side of the trochoid short axis l _{T in} the rotor rotation direction. And a second spark plug 16 are arranged.

In addition, a port oil supply nozzle 17 for supplying oil for lubricating the engine 1 is provided near the intake port 10 of the intake passage 11, and a direct oil supply nozzle 18 is provided for the rotor housing 2 facing the working chamber 7 in the intake stroke. Each is arranged. A metering oil pump 19 that supplies lubricating oil through oil supply passages 17a and 18a is connected to the oil supply nozzles 17 and 18, respectively. Air supply passages 17b and 18b for injecting lubricating oil and supplying air are connected to the oil supply nozzles 17 and 18, respectively.

Next, the specific structure of the metering oil pump 19 will be described with reference to FIG. 3. The pump 19 has a main plunger 21 housed in a pump housing 20 so as to be reciprocally movable.
And an auxiliary plunger 22 that is also housed in one end thereof so as to reciprocate, and a first measuring chamber 23 that measures and discharges lubricating oil for port lubrication by these plungers 21 and 22, A second measuring chamber 24 is formed for measuring and discharging lubricating oil for direct oil supply.

The main plunger in the pump housing 20
A control cam 25, which is arranged in a direction orthogonal to the plunger 21 and controls the reciprocating movement amount of the plunger 21, is slidably fitted and inserted into the other end side of the plunger 21, and the main plunger 21 is inserted into the cam 25.
A tapered surface 25a and a cylindrical surface 25b are provided at which a pair of protrusions 21a and 21b provided at the tip of the main plunger abut, and an end of the main plunger 21 in which the auxiliary plunger 22 is housed, A spring 26 for pressing the main plunger 21 against the peripheral surface of the control cam 25 is provided. A gear portion 21c is provided between the main plunger 21 and the intermediate portion, and the gear portion 2c
The driving worm 27 that rotates in conjunction with the engine rotation is meshed with 1c.
The main plunger 21 is driven to rotate in synchronization with the engine rotation, whereby the protrusions 21a and 21b
Alternately abut against the tapered surface 25a and the cylindrical surface 25b, whereby the plunger 21 is reciprocated. Then, due to the change in the volumes of the first and second measuring chambers 23 and 24 due to the reciprocating movement, the lubricating oil passes from the suction passage 28 through the first and second suction ports 29 and 30 to measure the first and second weighings. Inhaled into chambers 23 and 24,
Lubricating oil is discharged from both metering chambers 23 and 24 to the first and second oil supply pipes 17a and 18a through the first and second discharge ports 31 and 32, respectively.

Here, the adjustment of the discharge amount of the pump 19 is performed by moving the control cam 25 in the axial direction so that the protrusion 21 of the main plunger 21 is moved.
This is performed by changing the contact position between a, 21b and the tapered surface 25a of the cam 25.

Further, a stepping motor 33 is provided for driving the control cam 25 in the axial direction. The protrusion of the push rod 33a in the stepping motor 33 causes the control cam 25 to move through a disk member 34 fixed to one end thereof. The main plunger 21 is driven in a direction to increase the reciprocating movement amount, that is, the discharge amount, and is controlled by a return spring 35 interposed between the disk member 34 and the pump housing 16 when the push rod 33a is retracted. The cam 25 is moved in a direction in which the discharge amount decreases.
The disk member 34 and the control cam 25 are prevented from rotating by a pin 36 provided upright on the pump housing.

Further, a position sensor for detecting the position of the control cam 25 for driving control of the stepping motor 33 for adjusting the discharge amount by driving the control cam 25 as described above.
37 are equipped. This position sensor 37
37a is always brought into contact with the above-mentioned disc member 34 fixedly mounted on the control cam 25 so that the contact 37a always moves by the same amount as the control cam 25 via the disc member 34. The output voltage changes in accordance with the amount as shown in FIG.

Further, in FIG. 2, reference numeral 40 denotes an automatic transmission connected to the output shaft 6 of the engine 1, and includes therein a torque converter 41 and a multi-speed transmission gear mechanism 42 having, for example, four forward gears and one reverse gear. Is provided.

Thus, FIG. 2 shows a CPU that controls the output of the engine 1.
Controller 45 as engine control means that incorporates
Is provided. The controller 45 outputs the output of the position sensor 37, the output of the air flow sensor 46 for detecting the intake air amount, the output of the opening sensor 47 for detecting the opening of the throttle valve of the engine 1, and the engine speed. The output of the rotation speed sensor 48 and the position of the select lever operated by the driver in the automatic transmission 40, that is, D (automatic shift up to the fourth forward speed), 2 (automatic shift up to the third forward speed) ) 1 (Automatic shift up to the second forward speed),
The output of the range position sensor 43 that detects each range position of N (neutral) and R (reverse), and the multi-step transmission gear mechanism 42
Each signal with the output of the gear shift stage sensor 44 for detecting the gear shift stage is input.

Next, the control of the fuel injection amount and the ignition timing by the controller 45 will be described based on the control flow of FIGS. 5 and 6. First, as will be described with reference to FIG. 5, after starting and reading the detection signals from the various sensors in step S ₁ ,
In step S ₂ , it is determined whether or not the ignition of the leading-side spark plug 15 is normal based on the ignition confirmation signal generated when a spark is generated in the leading-side spark plug 15, and in step S ₃ , the air flow sensor is detected. 46, it is determined whether or not normal that measures normally the amount of intake air, further or normal to metering the oil pump 19 in step S ₄ is discharged lubricating oil of an amount corresponding to the engine speed Whether or not each is determined. Then, in a normal state where all of the above are normal, the engine output is controlled to be reduced by retarding the ignition timing during the shift operation of the automatic transmission 40 after step S ₅ . That is, whether the time shift operation of the automatic transmission 40 as well as determination based on the output signal of the gear position sensor 44 in step S _5, to determine the presence or absence of transmission of the previous Step S _6, the last time shift If it was not (that is, at the start of shifting),
While setting the forced end timer T for forcibly terminate the retard control of the ignition timing after the set time in step S _7, step S ₈ in the middle shift last time was the time of shift operation
Then, the forced termination timer T is decremented by "1".

Then, in step S ₉ , as shown in FIG. 7, the engine speed decreases from the maximum value due to the progress of the shift, and when the decrease width reaches the set value ΔN, the torque reduction execution flag Flag ( Immediately before the completion of the shift when the value of (Ne−Nt) / Nt is less than the set value, the engine speed is set to Ne, the turbine speed of the automatic transmission 40 is set to Nt, and the time when this flag is reset to “0” value. Value), Flag =
Forced end timer T in step S ₁₀ at the time of 1 is make sure that it is a situation of T ≠ 0 you do not have time up, setting the retard amount of the ignition timing (retard amount) IgT to the setting value in step S ₁₁ To do. On the other hand, the forced end timer T in step S ₁₀
= In the situation where the set time has elapsed 0, after resetting the abort timer T in step S _12, even when the torque down execution flag Flag = 1 at step S _13, the retard amount IGT of ignition timing IGT = 0 Set.

Then, after that, in step S ₁₄ , the basic ignition timing IgB corresponding to the engine operating state is set, and in step S ₁₅ , another correction amount IgC, for example, the retard amount of the ignition timing when the engine 1 knocks occurs is set. Then step
The final ignition timing Ig is calculated by the following formula Ig = IgB-IgT + IgC in S _15, and ends by outputting an ignition signal to the ignition coil to ignite air-fuel mixture at the final ignition timing Ig in step S _17.

On the other hand, the spark plug on the leading side in the step S ₂
When the ignition failure of 15 occurs, the ignition of the air-fuel mixture by the spark plug 15 on the leading side is cut in step S ₁₈ , and
In step S ₁₉ , the ignition timing of the air-fuel mixture by the spark plug 16 on the trailing side is set to the fixed ignition timing IgF, and the air-fuel mixture is ignited at the fixed ignition timing IgF. The discharge air flow sensor 46 in the step S ₃ and S ₄ are at sensor failure detecting a different value from the actual intake air amount, or metering small amounts of lubricating oil from the oil pump 19 does not correspond to the engine speed only In case of failure of the pump,
Sets the ignition timing of the mixture by the spark plug 15 at the leading side to the fixed ignition timing IgF in step S _20,
Step S ₂₁ sets the ignition timing of the mixture by the spark plug 16 on the trailing side to the fixed ignition timing IgF in, performing the ignition of the mixture in the leading side and the trailing of the one time in the fixation ignition timing IgF.

Next, the control flow of FIG. 6 will be described. This control flow is the fuel injection amount at the time of lubrication failure of the engine 1 due to the failure of the air flow sensor 46 for controlling the engine 1 according to the engine operating state, the ignition failure of the spark plug 17, and the failure of the metering oil pump 19. Is a flow for performing engine output reduction control.

To explain the control flow of FIG. 6, step S _B1
After reading the detection signals from various sensors with
In S _B2 , the air flow sensor 46 normally measures the intake air amount to determine whether it is a normal time or not, and in Step S _B3 , based on the ignition confirmation signal of the ignition plug 15 on the leading side, the ignition plug on the leading side is determined. It is determined whether or not the ignition is in good condition, and in step S _B4 , it is determined whether or not the metering oil pump 19 is normal.

Then, in a normal state in which all of the above are normal, the engine output is controlled as usual in step S _{B5 and} subsequent steps. That is, in step S _B5 , the basic pulse width τ of fuel injection is calculated based on the intake air amount Q and the engine speed Ne by the formula τ = (Q / Ne) · K (K is a constant), and in step S _B6 Various correction amount C
Is calculated and the final injection pulse width τi is calculated by the equation τi = τ × (1 + C) + τ _V (τ _V is the battery voltage correction value) in step S _b7 , and this final pulse width τi is calculated at the fuel injection timing. Output to the fuel injection valve 12 and return.

On the other hand, when the engine control system fails in steps S _{B2 to} S _B4 above, output control is divided between idle operation and non-idle operation in step S _B9 , and step control is performed during idle operation.
The fixed pulse width τiID of fuel injection is set in S _B10 , and the fixed pulse width τiI during idle operation is set during non-idle operation.
A fixed pulse width τiOFFID larger than D is set, this fixed injection pulse width is output to the fuel injection valve 12 in step S _B8 , and the process returns.

Therefore, in the control flow of FIG.
S ₅ constitutes a shift time detecting means 50 for detecting the shift operation time of the automatic transmission 40 based on the output signal of the shift speed sensor 44, and steps S _{6 to} S ₁₁ perform the shift time detecting means. Final ignition timing Ig during shift operation detected by 50
The second control amount setting means 53 is configured to retard (= IgB + IgC) by the retard amount IgT and set a second control amount for reducing the engine output by a predetermined amount. Further, in step S _B5 to S _B7 step S ₁₄ to S ₁₇ and Figure 6, sets the ignition timing and fuel injection amount of the first control amount for controlling the engine based on the output of the air flow sensor 46 The first controlled variable setting means 51 is configured.

Further, in the control flow of FIG. 6, the sensor failure detection means 52 for detecting the failure of the air flow sensor 46 is constituted by step S _B2 and step S ₃ of the control flow of FIG. According to steps S _{B9 to} S _B11 of the control flow of FIG. 6, when the sensor failure detected by the sensor failure detection means 52 is used, the fixed pulse width τiID is set to the fuel injection valve 12 when the engine is idle regardless of the operating state of the engine 1. Is output and a fixed pulse width τi
The third control amount setting means 54 that outputs the OFFID and sets the third control amount for performing fixed operation control on the engine 1 is configured. Then, in step S ₁₈ to S ₂₁ of the control flow of FIG. 5, the third when the control amount setting means 54 in the operation control of the fixing as a backup control, the ignition timing of the mixture by the spark plugs 15 on the leading side Is set to a fixed ignition timing IgF, and the ignition timing of the air-fuel mixture by the spark plug 16 on the trailing side is also set to a fixed ignition timing IgF, regardless of whether the automatic transmission 40 has a gear shifting operation or not. The air-fuel mixture is ignited at the ignition timing IgF, whereby the retard control of the ignition timing (engine output reduction control) is prohibited.

Therefore, in the above-described embodiment, when the engine control system is normal, as shown in FIG. 7, the ignition timing of the air-fuel mixture is maintained during the torque down execution flag Flag = 1 at each shift operation of the automatic transmission 40. Is retarded by the retard amount IgT, which causes the degree of combustion of the air-fuel mixture to be lower than the optimum state and lowers the engine output. The degree of torque shock due to is suppressed, and smooth running performance is obtained.

Further, when ignition failure in the spark plug 15 on the leading side, failure of the air flow sensor 46, or failure of the engine control system, which is the failure of the metering oil pump 19,
The injection pulse output to the fuel injection valve 12 is fixed to the fixed pulse τiID during the idle operation and fixed to the fixed pulse τiOFFID during the non-idle operation. The engine 1 continues its operation although its output decreases, so that the control system It is possible to ensure the running of the vehicle even when a breakdown occurs.

When the control system malfunctions and the gear shift operation is performed by the automatic transmission 40 as the vehicle travels, the engine output is reduced as described above. Normal ignition timing (IgB + IgC) to retard amount Ig
If the engine is retarded by T, the engine output will be excessively reduced. However, in this case, since the ignition timings of the two spark plugs 15 and 16 on the leading side and the trailing side are both fixed to the fixed ignition timing IgF, the ignition timing is retarded as in the normal state of the control system. Compared to the case where the amount of ignition is retarded by IgT, the combustion state of the air-fuel mixture does not decrease so much and the engine output reduction control is prohibited, so it does not cause an excessive decrease in engine output and prevents engine stalls. To be done.

In the above embodiment, the sensor failure is limited to the case of the air flow sensor 46, but other things such as a failure of the throttle valve opening sensor 47 and the engine speed sensor 48 are detected and fixed operation control is performed. Of course, you can also go to.

[Brief description of drawings]

FIG. 1 is a block diagram showing the configuration of the present invention. 2 to 7 show an embodiment of the present invention, FIG. 2 is an overall configuration diagram, FIG. 3 is a specific configuration diagram of a metering oil pump, and FIG. 4 is an oil discharge amount of the metering oil pump. Showing the output voltage characteristic of the position sensor for the engine, FIG. 5 and FIG. 6 are flowcharts showing the fuel injection amount control and the ignition timing control by the controller, and FIG. 7 is the ignition timing control during the shift operation of the automatic transmission. FIG. 1 ... Rotary piston engine, 12 ... Fuel injection valve,
15,16 ...... Ignition plug, 19 ...... Metering oil pump, 40 ...... Automatic transmission, 44 ...... Gear level sensor, 46 ...... Air flow sensor, 50 ...... Gear detection means, 51 ...... First control Quantity setting means, 52 ... Sensor failure detection means, 53 ... Second
Control amount setting means, 54 ... Third control amount setting means.

Claims (14)

(57) [Claims] 1. A sensor for detecting an operating state of an engine, a first control amount setting means for setting a first control amount for controlling the engine based on an output of the sensor, and a first control amount setting. An engine control means for executing engine control based on the first control amount set by the means, a shift time detecting means for detecting a shift operation time of the automatic transmission, and a shift operation time detected by the shift time detecting means. Second control amount setting means for setting a second control amount for reducing the engine output by a predetermined amount, wherein the engine control means is set by the second control amount setting means during the shift operation. (2) A controller for a vehicle engine equipped with an automatic transmission, which is configured to perform a control for reducing an engine output based on a control amount, comprising: a sensor failure detecting means for detecting a failure of the sensor; A third control amount setting means for setting a third control amount for sensor failure when the sensor failure is detected by the obstacle detection means, and the engine control when the sensor failure is detected by the sensor failure detection means. The means executes engine control based on the third control amount set by the third control amount setting means, while prohibiting engine output reduction control based on the second control amount during the gear shift operation. A control device for an engine for a vehicle with an automatic transmission, which is characterized in that 2. The engine control device for a vehicle with an automatic transmission according to claim 1, wherein the sensor is an air flow meter for detecting an intake air amount of the engine. 3. The control of an engine for a vehicle with an automatic transmission according to claim 1, wherein the third control amount setting means is means for setting a fixed injection pulse width for the fuel injection valve. apparatus. 4. The control device for an engine for a vehicle with an automatic transmission according to claim 1, wherein the third controlled variable setting means is a means for setting a fixed ignition timing for abnormal conditions. 5. The first controlled variable setting device is a device for setting a basic ignition timing of the engine, and the second controlled variable setting device is a device for setting an ignition retard amount. A control device for an engine for a vehicle with an automatic transmission as described above. 6. The input rotation speed detection means for detecting the rotation speed input to the multi-speed transmission gear mechanism of the automatic transmission, and the rotation speed detected by the input rotation speed detection means are predetermined. The control device for an engine for a vehicle with an automatic transmission according to claim 1, further comprising: a determination unit that determines that a shift operation is being performed when the vehicle is in a state. 7. A control device for an engine for a vehicle with an automatic transmission according to claim 6, wherein said input speed detecting means is engine speed detecting means. 8. A sensor for detecting an operating state of an engine, a first control amount setting means for setting a first control amount for controlling the engine based on a detection result of the sensor, and an automatic transmission. A shift detecting means for detecting a shift operation; a second control amount setting means for setting a second control amount for reducing the engine output by a predetermined amount during the shift operation detected by the shift detecting means; A control unit that executes engine control based on the setting results of the first control amount setting unit and the second control amount setting unit, a sensor failure detection unit that detects a failure of the sensor, and a sensor failure detection unit that detects the failure. And a third control amount setting means for setting a third control amount for sensor failure at the time of sensor failure and outputting to the control means. When the sensor fails, the control means includes the first and second control means. According to the controlled variable A control device for a vehicle engine with an automatic transmission, characterized in that the engine is controlled based on the third control amount set by the third control amount setting means. 9. The control device for an engine for a vehicle with an automatic transmission according to claim 8, wherein the sensor is an air flow meter for detecting an intake air amount of the engine. 10. An engine for a vehicle with an automatic transmission according to claim 8, further comprising a prohibiting means for prohibiting setting of the control amounts by the first and second control amount setting means when the sensor fails. Control device. 11. The vehicle with an automatic transmission according to claim 8, wherein the first, second and third control amount setting means are means for setting a value for controlling the ignition timing of the engine. Engine control unit. 12. The control of an engine for a vehicle with an automatic transmission according to claim 8, wherein the third control amount setting means is means for setting an ignition timing and a fuel injection pulse for sensor failure. apparatus. 13. An input rotational speed detecting means for detecting the rotational speed input to the multi-speed gear mechanism of an automatic transmission by the shift detecting means, and a predetermined rotational speed detected by the input rotational speed detecting means. 9. The control device for an engine for a vehicle with an automatic transmission according to claim 8, further comprising: a determination unit that determines that a shift operation is being performed when the vehicle is in a state. 14. The control device for an engine for a vehicle with an automatic transmission according to claim 13, wherein the input speed detecting means is an engine speed detecting means.