JPH0784851B2 - Engine control device in vehicle with automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to an automatic transmission that performs control to change the output of an engine in order to mitigate a shift shock that accompanies a shift operation in an automatic transmission provided in a vehicle. The present invention relates to an engine control device in a vehicle with a machine.

(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 multistage gear type transmission mechanism connected to the turbine runner of the torque converter. Things are commonly used. In such an automatic transmission,
Usually, a hydraulic control device having a hydraulic circuit section as a main component is attached, and this hydraulic control device switches the engagement state of hydraulically operated friction engagement elements such as clutches and brakes in a speed change mechanism. The gear shifting operation is performed.

When the gear shift operation is performed in the automatic transmission, 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 change occurs in the output shaft of the automatic transmission, and the so-called gear shift shock occurs in which the acceleration of the vehicle body changes rapidly due to the abrupt torque change of the output shaft. As a measure for mitigating such shift shock, for example, the hydraulic pressure supplied to the friction engagement elements is controlled so that the friction engagement elements in the speed change mechanism are smoothly released and fastened. Although conceivable, in such a case, the friction engagement element may be in a sliding state for a longer period of time, and the friction engagement element may be seized, or the friction engagement element may be worn more severely. Occurs.

Therefore, for example, as shown in Japanese Patent Application Laid-Open No. 61-104128, when a shift operation is performed in an automatic transmission, the output of the engine is reduced for a predetermined period of time to perform control for reducing shift shock. Proposed. In such a proposed shift shock alleviation control, one of the control targets for changing the output of the engine, for example, when the ignition timing is selected, the ignition timing is set to reduce the shift shock. Therefore, a correction amount for the reference control amount (hereinafter, referred to as a shift correction amount), which is changed to a delay side from the reference ignition timing corresponding to the reference control amount, is set, and the effective ignition advance set by 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) However, in an engine mounted on a vehicle with an automatic transmission, for example, in addition to performing shift shock mitigation control in which a control target is ignition timing, the ignition timing is controlled as a control target. Control to bring the engine into the required operating state, for example, when knocking occurs in the engine,
A correction amount (hereinafter, referred to as a knocking correction amount) for the reference control amount, which is changed to a delay side from the reference ignition timing corresponding to the reference control amount to suppress knocking, is set, and the knocking correction amount is set. When the ignition device is operated at a timing corresponding to the effective ignition advance value that is set and used, and when knocking avoidance control is performed, knocking is performed under the shifting operation of the automatic transmission. Occurs, the shift correction amount is set and the knocking correction amount is set, and these are used to set the effective ignition advance value, so that the ignition timing is excessively delayed from the reference ignition timing. Has been
There is a risk that the output of the engine will drop more than necessary.

As described above, the problem that occurs when the control targets in the shift shock alleviation control and the control for bringing the engine into the required operating state such as knocking avoidance control are the same is The same problem occurs not only in the controlled engine but also in the engine whose control target is the intake air amount, the fuel supply amount, or the like.

In view of such a point, the present invention relates to a first control for changing the output of the engine to reduce the output of the engine so as to mitigate the shift shock accompanying the shift-down shift operation in the mobile transmission, and the engine. The second control for reducing the output of the engine in order to suppress the knocking that is generated is the same control target in the second control, and the first control amount for the first control for the control target is the first control value.
When the correction amount of 1 and the second correction amount of the reference control amount for the second control are set at the same time, the situation in which the output of the engine is excessively changed is prevented. An object of the present invention is to provide an engine control device in a vehicle with a transmission.

(Means for Solving the Problems) In order to achieve the above-mentioned object, an engine control device for a vehicle with an automatic transmission according to the present invention has a basic structure as shown in FIG. A first control for reducing the output of an engine to mitigate a shift shock associated with a shift-down shift operation in an automatic transmission with respect to a reference control amount for one of control targets that change the output of an installed engine. First to set the correction amount of
And a second correction amount setting unit for setting a second correction amount for reducing the engine output in order to suppress knocking occurring in the engine with respect to the reference control amount. When the first correction amount and the second correction amount are set at the same time, the final correction amount that sets the final correction amount by suppressing the smaller one of the first correction amount and the second correction amount The setting means and the control means are further provided, and the control means corrects the reference control amount by the final correction amount set by the final correction amount setting means, and the corrected reference control amount is applied to the control target. You will be in control.

(Operation) In the engine control device for the vehicle with the automatic transmission according to the present invention configured as described above, the first correction amount and the second correction amount are applied to the reference control amount for the same control target. When the amount and the amount are set at the same time, the final correction amount setting unit suppresses the smaller one of the first correction amount and the second correction amount to set the final correction amount, for example, the first correction amount.
Of the correction amount and the second correction amount, whichever is larger, is set as the final correction amount, and the control unit corrects the reference correction amount based on the final correction amount. The control target is controlled with the reference control amount.

In this way, when setting the final correction amount, the first and second
It is possible to prevent the output of the engine from being excessively changed by avoiding the simultaneous use of the correction amount of the above, and the control performed based on the final correction amount is substantially the shift-down shift operation. This control corresponds to both control for reducing the output of the engine to mitigate the shift shock that accompanies the shift and control for reducing the output of the engine to suppress knocking that occurs in the engine.

(Example) Hereinafter, the Example of this invention is described with reference to 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 in a front engine / front drive type vehicle to which the same is applied.

In FIG. 2, an engine 1 has four cylinders 2, and an air-fuel mixture is supplied to each cylinder 2 through an intake passage 4 in which a throttle valve 3 is arranged. The air-fuel mixture supplied into the cylinder 2 has a spark 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 combustion is performed in each cylinder 2 in a predetermined order, and the exhaust gas generated thereby is discharged to the exhaust passage 9. Then, the combustion of the air-fuel mixture causes the crankshaft 1a (FIG. 3), which is the output shaft of the engine 1, to rotate, and the torque generated by the engine 1 and obtained from the crankshaft 1a is the automatic transmission.
It is transmitted to the front wheels 13 via a power transmission path formed by 10, a differential gear unit 11, an axle 12, and the like.

The automatic transmission 10 includes a torque converter 14 and a multi-stage gear type speed change mechanism 20 as shown in FIG.
As shown in FIG. 2, a hydraulic circuit unit 30 for forming the hydraulic pressure used for controlling the operation of these 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 the crankshaft 1a, which is the output shaft of the engine 1 to which the pump impeller 14a is connected, An oil pump 15 is connected via a pump drive shaft 16. The turbine runner 14b is connected to the speed change mechanism 20 via a hollow turbine shaft 17 and is connected to the crankshaft 1a via a lockup clutch 22, and a one-way connection is provided between the stator 14c and the case 21. The clutch 19 is interposed 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 gears and one reverse gear. The planetary gear unit 24 includes a large-diameter sun gear 25, a small-diameter sun gear 26, a long pinion gear 27, a short pinion gear 28, and a ring gear 2.
It is assumed to have 9. Small diameter sun gear 26 and turbine shaft 1
A forward clutch 31 for forward traveling and a coasting clutch 33 are provided in parallel between the 7 and the small diameter sun gear 2
6. A one-way clutch 32 is interposed between the forward clutch 31 and the forward clutch 31. Large diameter sun gear 25 and turbine shaft 17
A reverse clutch 35 for reverse traveling, a 2-4 brake 36, and a 3-4 between the long pinion gear 27 and the turbine shaft 17.
A clutch 38 is provided. The long pinion gear 27 is connected to the transmission case 42 via the carrier 39 and the one-way clutch 41, and the carrier 39 and the transmission case 42 are
It is designed to be engaged and disengaged by the 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 or the like (not shown).

In the multistage gear type speed change 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
By selectively operating the low reverse brake 44 and the low reverse brake 44 respectively, a D range (drive range) that forms a P range (parking range), R range (reverse range), N range (neutral range), and F range (forward range) It is possible to obtain each range of (2) range, 2 range, and 1 range, and 1-speed to 4-speed in the F range. The operating relationships of the clutches 31, 33, 38 and 35, and the brakes 36 and 44 for obtaining the ranges and gears, and the operating states of the one-way clutches 32 and 41 when the ranges and gears are obtained. , Shown in Table 1.

Each clutch 3 has an operation relationship as shown in Table 1.
The hydraulic pressures that actuate the brakes 1, 33, 38 and 35 and the brakes 36 and 44 are formed in the hydraulic circuit section 30.

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

The engine control unit 100 includes a distributor 6
Of the engine 1 obtained from the water temperature sensor 53 and the knocking sensor 54 provided in the engine block 1b, the detection signals Sn and Sc representing the engine speed and the crank angle obtained from the rotation speed sensor 51 and the crank angle sensor 52 provided in the engine block 1b. Detection signal showing cooling water temperature Tw and knocking strength
Sw and Sk, a detection signal St obtained from a throttle opening sensor 55 arranged in association with the throttle valve 3, and an intake negative pressure sensor 56 arranged in a portion of the intake passage 4 downstream of the throttle valve 3. The detection signal Sb that is supplied is also supplied, and the other detection signal Sx that is required for controlling the engine 1 is also supplied. The engine control unit 100 sets the effective ignition advance value θ that determines the ignition timing based on these various detection signals and the shift retarding pulse signal Pj supplied from the transmission control unit 200, and the effective ignition is set. An ignition timing control signal Cq is formed at a timing corresponding to the advance angle value θ and is supplied to the ignition control unit 8. As a result, the secondary high-voltage pulse is obtained from the ignition coil unit 7 at the time corresponding to the ignition timing control signal Cq, and the secondary high-voltage pulse is obtained.
Is supplied to the spark plug 5 via.

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 The 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 necessary 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 the transmission mechanism.
Various clutches 31, 33, 38 and 35 built into the 20 and
By selectively supplying to the solenoid valves 61, 62, 63 and 64 for adjusting the operating hydraulic pressure supplied to the brakes 36 and 44, respectively, while performing shift control in the automatic transmission 10,
In the automatic transmission 10, the drive pulse signal Ce is generated and selectively supplied to the solenoid valve 65 that switches the supply and discharge of the operating hydraulic pressure to the lockup clutch 22 built in the hydraulic circuit unit 30. Performs lockup control. By doing so, the various clutches 31, 33, 36 and 35, and the brakes 36 and 44 are selectively brought into the engaged state or the released state as shown in Table 1, and the desired shift range is obtained. Also, the shift speed is obtained, and the lockup clutch 22 is selectively brought into the engaged state or the released state.

When such shift control is performed, the transmission control unit
In the shift pattern shown in FIG. 4, the throttle opening Th is plotted on the vertical axis and the vehicle speed V is plotted on the horizontal axis, which are stored as a map in the built-in memory by the vehicle 200. Lines a, b, c, d, e and f, and detection signal S
The throttle opening Th represented by t and the vehicle speed V represented by the detection signal Sv are collated with each other to determine whether a shift up condition or a shift down condition is satisfied. In addition,
The shift lines a, b and c shown in FIG. 4 are respectively 1
It relates to upshifting from second speed to second speed, second speed to third speed, third speed to fourth speed, and shift lines d, e and f.
Are related to downshifting from 2nd speed to 1st speed, 3rd speed to 2nd speed, and 4th speed to 3rd speed, respectively.

In the shift control by the transmission control unit 200 as described above, among the shift conditions for performing the shift operation in the automatic transmission 10, other shift down conditions except the shift down condition from the fourth speed to the third speed, that is, The torque fluctuation of the output shaft 45 in the automatic transmission 10 is a combination of the torque fluctuation associated with the change of the gear ratio and the torque fluctuation associated with the change of the output of the engine 1, resulting in a relatively large gear shift shock. A downshift condition that may occur (hereinafter, referred to as a normal downshift condition) is satisfied, and the engine 1
Is a predetermined condition, for example, the throttle opening Th represented by the detection signal St is a value TH ₁ or more representing the state in which the throttle valve 3 is open about 1/8, and the cooling water temperature of the engine 1 represented by the detection signal Sw. Tw is, for example, a value of 70 ° C or higher TW ₁
If a condition such as "is satisfied" (hereinafter, referred to as a specific operation condition) is satisfied, a supply delay of the working hydraulic pressure to the friction engagement element in the speed change mechanism 20 occurs from the time when the normal downshift condition is satisfied. Was decided in consideration of
For example, when the period Ta of 100 msec elapses and the shift condition other than the normal downshift condition is not satisfied within the period Ta, the shift retard pulse signal
Pj is supplied to the engine control unit 100.

In addition, the period Ta
If other shift conditions are met before the
Even if the period Ta elapses, the shift retard pulse signal Pj is not supplied to the engine control unit 100, and if a new normal downshift condition is satisfied before the period Ta elapses, the normal downshift is performed. When the period Ta elapses from the time when the condition is satisfied, the shift retarding pulse signal Pj is supplied to the engine control unit 100.

On the other hand, in the ignition timing control 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 200
When the shift retarding pulse signal Pj is supplied from, the ignition timing is corrected to a delay side from the reference ignition timing corresponding to the basic ignition advance value θB in order to mitigate the shift shock accompanying the shifting operation in the automatic transmission 10. The shift correction value θA for the basic ignition advance value θB is set, and when the knocking intensity represented by the detection signal Sk is equal to or more than a predetermined value, the ignition timing is set to the basic ignition advance value θB in order to suppress knocking. The knocking correction value θK for the basic ignition advance value θB for correcting the ignition timing to the delay side from the reference ignition timing corresponding to is set.

Under such shift control and ignition timing control, for example, as shown in FIG. 5A, the accelerator pedal is depressed at time t ₀ to increase the throttle opening Th, and at time t ₁ . when the normal downshift condition is established, as shown in FIG. 5 B, at time t ₂ when the period Ta has elapsed from the time point t _1, the transmission control unit
From 200 to the engine control unit 100 shift retard pulse signal
Pj is supplied, and as shown in FIG. 5C, the engine control unit 100 sets the shift correction value θA to the initial value θa. The period during which the friction engagement elements in the transmission mechanism 20 corresponds to a period placed in the semi-engaged state from the time t ₂
Until time t ₃ when Tr elapses, the shift correction value θA is the initial value θ
is set to a, and after time t ₃ , the initial value θa is gradually decreased by the value Δθ, and a new gear shift correction value θA is set until time t ₄ when it becomes zero. The shift correction value θA set to is reduced to set the effective ignition advance value θ, and the ignition timing control based on the effective ignition advance value θ is performed.

As a result, the torque R of the output shaft 45 in the automatic transmission 10
However, as shown by the solid line in FIG. 5D, it increases slightly immediately after time t ₁ , then decreases, and then gradually increases after time t ₂ . In such a case, if the gear shift correction value θA is set to zero even after the time point t ₂ , it will be shown in FIG.
As indicated by the broken line in FIG. _3, after the time t ₂ , the torque R on the output shaft 45 sharply increases, and a large shift shock occurs. In contrast, as described above, the shift correction value θA is set to the initial value θa to time t ₂ ~t _3, by being returned to the time t ₃ subsequent stages zero,
The increase rate of the torque R of the output shaft 45 after the time point t ₂ is suppressed, the shift operation in the automatic transmission 10 is smoothly performed, and the shift shock is alleviated.

Further, the normal downshift condition is satisfied, and as shown in FIG. 6A, at time t ₁ ′, the transmission control unit 200
To the engine control unit 100 from the shift retard pulse signal Pj
Is supplied, and as shown in FIG. 6D, the shift correction value θA
Is set to the initial value θa, and immediately after the shift shock mitigation control is started, at time t ₂ ′, if knocking of a predetermined strength or more occurs in the engine 1, as shown in FIG. 6C, Knocking correction value θ after t ₂ ′
K is set according to the knocking strength, 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 ′, it is set to the larger one of the shift correction value θA and the knocking correction value θK, 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 becomes excessively large as indicated by the broken line in FIG. 6D. Therefore, the situation where 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.

On the other hand, as shown in FIGS. 7A and 7B when the normal downshift condition is established, at the time point tb when the time period Ta elapses from the time point ta, the transmission control unit 200 sends the shift retard pulse signal to the engine control unit 100. When Pj is supplied, the shift correction value θA is set to the initial value θa after the time point tb, and a new normal downshift condition is satisfied at the time point tc immediately after the shift shock reduction control is started, such At the time point td when the period Ta has elapsed from the time point tc, the transmission control unit 200 supplies the shift retarding pulse signal Pj to the engine control unit 100, the shift correction value θA is returned to the initial value θa, and at the time point td. The shift shock mitigation control for a new shift operation is started.

Further, as shown in FIGS. 8A and 8B when the normal downshift condition is satisfied, a new normal downshift condition is newly satisfied at the time point tb 'before the time point tc' at which the period Ta elapses from the time point ta '. In this case, during the period Ta from time ta ′ when the normal downshift condition is satisfied to time tc ′, the transmission control unit 200 to the engine control unit 1
The shift retard pulse signal Pj is not supplied to 00, and the shift retard pulse signal Pj is supplied from the transmission control unit 200 to the engine control unit 100 at time td ′ when the period Ta has elapsed from time tb ′. At td ', shift shock mitigation control for the shift operation is started.

As described above, when the shifting operation in the automatic transmission 10 is repeatedly performed in a short period of time, the shifting correction value θA is always set with the new shifting operation as a reference, and the shifting shock mitigation control is performed, so that the shifting operation is performed. The output of the engine 1 during operation is properly controlled, and the shift shock is reliably alleviated.

The shift shock alleviation control as described above is not performed because there is no possibility of causing a large shift shock when the shift-up condition of the shift conditions for performing the shift operation in the automatic transmission 10 is satisfied, and When the downshift condition from the 4th speed to the 3rd speed is satisfied, the change of the speed change ratio is smaller than that in the case where the shift operation is performed under the normal shiftdown condition, and In the 4th and 3rd speed states, as shown in Table 1, the 3-4 clutch 38
Are engaged, many of the components having relatively large inertia, such as the long pinion gear 27, in the transmission mechanism 20 are rotating, and the rotational inertia of them causes the output shaft 45 of the automatic transmission 10 to rotate. This is not performed because the change in torque is small and the fluctuation in torque generated by the engine 1 is damped by the 3-4 clutch 38, and there is no risk of causing a large shift shock.

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

The flowchart of FIG. 9 shows a program executed by the transmission control unit 200 during the shift control. In this program, after the start, in the process 101, the detection signals St, Sv, Ss and Sy are fetched, and the process 102
4, the vehicle speed V represented by the throttle opening Th represented by the detection signal St and the vehicle speed V represented by the detection signal Sv are collated with the shift map represented by the shift pattern as shown in FIG. At, it is determined whether or not the shift conditions that are the upshift condition and the downshift condition are satisfied. When it is determined that the shift condition is satisfied, the count number C is set to zero in process 105, and the shift control program is executed in process 107 to execute the decision 10
Go to 8. In decision 108, it is judged whether or not the shift-up condition is satisfied, and when it is judged that the shift-up condition is not satisfied, in decision 109, the shift-down condition from the fourth speed to the third speed is satisfied. Judge whether or not. When it is determined that the downshift condition from the 4th speed to the 3rd speed is not satisfied, the decision 110 determines whether the throttle opening Th is a value Th ₁ or more, and the throttle opening When it is determined that Th is equal to or greater than the value TH ₁ , the decision 111 indicates that the cooling water temperature Tw of the engine 1 represented by the detection signal Sw is a value.
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,
The count number C is incremented by 1 to set a new count number C and the process proceeds to the decision 113. In the decision 113, it is judged 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 equal to or greater than the value A, the shift retard pulse signal Pj is sent to the engine control unit 100 in process 115, and the count C is set to zero in the subsequent process 116. Return. If the decision 113 determines that the count number C is less than the value A, the process directly returns to the original state.

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

Further, if it is determined in decision 108 that the upshift condition is satisfied, or if it is determined in decision 109 that the downshift condition from the 4th speed to the 3rd speed is satisfied, in decision 110, the throttle opening Th is If it is determined that the value is less than TH ₁ and if the cooling water temperature Tw of the engine 1 is less than the value TW ₁ , in process 116, after setting the count number C to zero, Return to.

The flowchart of FIG. 10 shows the engine control unit 100.
Shows a program to be executed in the ignition timing control, in this program, after the start, in the process 121, the detection signals Sn, Sc, Sw, Sk, Sb, St and Sx are taken in, and in the process 122, the detection signal Sb is represented. The basic ignition advance value θB is set on the basis of the intake negative pressure and the engine speed represented by the detection signal Sn, and in decision 123, it is judged whether or not the throttle opening is the Th value TH ₁ or more, and the throttle opening is performed. When it is determined that the degree Th is the value TH ₁ or more, the decision 124 determines whether the cooling water temperature Tw of the engine 1 is the value TW ₁ or more. When it is determined that the engine 1 cooling water temperature Tw is equal to or higher than the value TW ₁ , the process proceeds to decision 126 and the decision 1
In 26, it is determined whether or not the shift retarding pulse signal Pj is supplied, and if it is determined that the shift retarding pulse signal Pj is supplied, in process 127, the shift correction value θA
Is set to the initial value θa, the retard flag Fr is set to 1 in process 128, the process proceeds to process 129, the count number U is set to zero, and the process proceeds to process 131. In the process 131, the knocking correction value θK set in the knocking correction value setting program as shown in FIG. 11 described later is taken in, and in the subsequent decision 132, the shift correction value θA and the knocking correction value θK are acquired. If it is determined that the gear shift correction value θA is larger than the knocking correction value θK, the final correction value θR is set to the gear shift correction value θA in step 133, the process proceeds to step 135, and the decision 132 is made. If it is determined that the knocking correction value θK is greater than or equal to the shift correction value θA, the final correction value θR is set to the knocking correction value θK in process 134, and the process proceeds to process 135.

In the process 135, the final correction value θR is subtracted from the basic ignition advance value θB to set the effective ignition advance value θ, and in the 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 a timing corresponding to the above, and the flow returns.

Further, when it is determined in the decision 123 that the throttle opening Th is less than the value TH ₁ , and when it is determined that the cooling water temperature Tw of the engine 1 is less than the value TW ₁ in the decision 124, the process is executed. In 137, the shift correction value θA is set to zero, and in process 138, the retard flag Fr is set to zero, and then the process proceeds to process 131, and the steps after process 131 are executed in the same manner as described above to return to the original. .

On the other hand, in the decision 126, the shift retarding pulse signal P
If it is determined that j is not supplied, it is determined in decision 140 whether or not the retard flag Fr is 1, and if it is determined that the retard flag Fr is not 1, the process 137 is performed. Go to and execute the steps after the process 137 in the same manner as above to return. If the decision flag 140 determines that the retard flag Fr is 1, the process 141 adds 1 to the count number U to set a new count number U, and the subsequent decision 142
In, 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 the decision after the decision 13 is performed. If each step is executed in the same manner as described above and the decision 142 determines that the count number U is greater than or equal to the value E, the process 14
In 3, the value Δθ is subtracted from the gear shift correction value θA to set a new gear shift correction value θA, and it is determined in subsequent decision 144 whether the gear shift correction value θA is less than zero. If it is determined that the gear shift correction value θA is less than zero, the gear shift correction value θA is set to zero in process 145, and the process proceeds to process 146. Also, it is determined in decision 144 that the gear shift correction value θA is zero or more. In this case, the process proceeds to the process 146 as it is, and in the process 146, the retard flag Fr is set to zero, the process proceeds to the decision 132, and the steps after the decision 132 are executed in the same manner as described above to return to the original.

In the flowchart of FIG. 11, the engine control unit 10
0 indicates a program executed when setting the knocking correction value. In this program, after the start, in the process 151, the detection signal Sk is captured, and in the decision 152, the knocking intensity represented by the detection signal Sk is not less than a predetermined value. If it is determined that the knocking strength is equal to or higher than the predetermined value, in process 153, the knocking correction value θK according to the knocking strength is determined.
If it is determined that the knocking intensity is not equal to or higher than the predetermined value, the value Δθ is subtracted from the knocking correction value θK to set a new knocking correction value θK, and in decision 155, If it is determined that the knocking correction value θK is less than zero, and it is determined that the knocking correction value θK is less than zero,
In the process 156, the knocking correction value θK is set to zero, and the process returns to the original state. When the decision 155 determines that the knocking correction value θK is equal to or greater than zero, the process returns to the original state.

In the example described above, the ignition timing is the control target in the shift shock alleviation control and the control for suppressing the engine knocking. However, the engine control device in the vehicle with the automatic transmission according to the present invention does not. However, the present invention is not limited to this, and it goes without saying that such a control target may be another control target that changes the output of the engine, such as the fuel supply amount and the intake air amount. Also in the case, the same operation and effect as in the case of the above example can be obtained.

(Effect of the Invention) As is apparent from the above description, according to the engine control device for a vehicle with an automatic transmission according to the present invention, the output of the engine is changed to cause a shift shock accompanying a downshift operation in the automatic transmission. The first control for reducing the output of the engine in order to reduce the engine output and the second control for reducing the output of the engine in order to suppress the knocking generated in the engine are the same. Then, when the first correction amount for the reference control amount for the first control and the second correction amount for the reference control amount for the second control are simultaneously set, The smaller one of the first and second correction amounts is suppressed to set the final correction amount, the reference control amount is corrected by the final correction amount, and control is performed with the corrected reference control amount. Since the control is performed on the target, it is possible to prevent the output of the engine from being excessively changed, and the first control and the second control on the engine are performed substantially simultaneously and For example, each of the first correction amounts for reducing the output of the engine so as to mitigate the shift shock associated with the shift-down shift operation in the transmission when the engine is brought into a state where the engine is rapidly accelerated from the steady operation state. And a second correction amount for reducing the engine output to suppress knocking are set at the same time, and both of them are set as a correction amount for the reference control amount, and the reference control amount is overcorrected. However, it is possible to avoid a situation in which the output is excessively insufficient and a sufficient acceleration cannot be obtained even though acceleration is required. Rutotomoni, so that the relaxation and knocking suppression of substantially shift shock is performed.

That is, the state in which the first correction amount for reducing the engine output to reduce the shift shock and the second correction amount for reducing the engine output to suppress knocking are set at the same time is the acceleration. However, in this case, the shift shock is substantially alleviated and knocking is suppressed, and at the same time the acceleration demand can be satisfied.

[Brief description of 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 corresponding 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. Is a schematic configuration diagram showing the engine and the automatic transmission to which it is applied, FIG. 3 is a schematic diagram used to explain the automatic transmission shown in FIG. 2, and FIG.
The figure is a characteristic diagram used for explaining the operation of the example shown in FIG.
5 to 8 are time charts used 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. 6 is a flowchart showing 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 speed change mechanism, 30 is a hydraulic circuit unit, 51 is a rotation speed sensor, 54 is a knocking sensor, and 55
Is a throttle opening sensor, 100 is an engine control unit, and 200 is a transmission control unit.

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display location F02D 45/00 345 BG F02P 5/152 5/153

Claims (2)

[Claims] Claim: What is claimed is: 1. A mitigation of a shift shock associated with a shift-down shift operation of the automatic transmission with respect to a reference control amount for one of control targets for changing an output of an engine mounted on a vehicle with an automatic transmission. First correction amount setting means for setting a first correction amount for lowering the output of the engine as much as possible, and output of the engine for suppressing the knocking occurring in the engine with respect to the reference control amount. When the second correction amount setting means for setting a second correction amount for lowering and the first correction amount and the second correction amount are set at the same time, the first correction amount and the above A final correction amount setting unit that suppresses the smaller one of the second correction amounts to set a final correction amount, and a final correction amount set by the final correction amount setting unit determines the reference control amount. Correct, 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. 2. A final correction amount setting means sets a first correction amount and 2
2. When the correction amount and the correction amount are set at the same time, the larger one of the first correction amount and the second correction amount is set as the final correction amount.
An engine control device in a vehicle with an automatic transmission according to the item.