JPH0989094A - Control device for engine and automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To eliminate a slow feeling without worsening a shock due to a sudden change of drive force in the case of a skipping shift via an intermediate step, by changing a lapse of time of the intermediate shift step in accordance with either of a torque reduction amount or torque reduction time by reduction control of engine torque. SOLUTION: When a skipping shift via an intermediate step is performed, in the case of a small engine torque down amount and in the case of a short control time or in the case of a small control delay of a throttle present opening, timers TD52, TD53 are extended, as a result, increase of an engine speed displays a trend temporarily stagnating, but a change gradient of output torque is relaxed, and a shift shock is improved. Reversely, in the case of large engine torque down amount, the timers TD52, TD53 are shortened, as a result, stagnation of increase of the engine relation speed is eliminated, and a shift delay, so-called slow feeling can be prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for controlling an engine in a vehicle and an automatic transmission connected to the engine, and more particularly to an interlaced shift in the automatic transmission and an output control of the engine at that time. It relates to a device for performing.

[0002]

2. Description of the Related Art Since a shift in an automatic transmission for a vehicle is judged on the basis of driving / running conditions such as vehicle speed and throttle opening, when the throttle opening is suddenly increased, two or more gears are required. A shift to a distant gear may be determined. In the case of such a so-called jump shift,
Since the change in the output torque becomes large and a shock due to a sudden change in the driving force is likely to occur, the shift may be executed via an intermediate stage between the current shift stage and the target shift stage.

The applicant of the present invention has already proposed an apparatus for performing such control in Japanese Patent Laid-Open No. 7-110065.
The outline is as follows.When the jump shift is judged by depressing the accelerator pedal greatly, the shift is executed through the intermediate shift speed, and the transit time of the intermediate shift speed is set to the accelerator pedal depression amount or the depression amount. It is configured to change according to speed and the like.

[0004]

The interlaced shift is judged by depressing the accelerator pedal by demanding a large driving force as described above, whereas the shift through the intermediate stage changes the output torque. Since it is executed to alleviate the above, the request for the driving force and the content of the shift control are in conflict. Therefore, in the above-described conventional device, in order to satisfy both the demand for the driving force and the reduction of the shift shock, the transit time of the intermediate stage is changed according to the depression speed of the accelerator pedal or the like. However, there are various factors that reduce the driving force or delay the rising of the driving force, other than the control via the intermediate stage during the interlaced shift, and therefore, the shift control via the intermediate stage and other driving force If the reduction or delay control is combined, the increase of the driving force may be delayed, resulting in a so-called wobble feeling.

The present invention has been made in view of the above circumstances, and at the time of jumping gear shifting via an intermediate stage, a control which can eliminate a feeling of rattling without aggravating a shock due to a sudden change in driving force. The purpose is to provide a device.

In view of the fact that engine torque down control and delay control of engine output change during gear shifting are factors that reduce the driving force in the present invention, gear shifting control via an intermediate stage associated with these controls is considered. By carrying out the above, it was decided to achieve the above object. This makes it possible to execute a smooth downshift of the driving force change.

[0007]

In order to achieve the above-mentioned object, the invention as set forth in claim 1 is directed to a low-speed side target gear position separated from the current gear position in an automatic transmission by two or more gears. Control unit for an engine and an automatic transmission that temporarily executes the gear shift of an intermediate stage of these gear stages and executes the torque reduction control of the engine during the gear shift of the automatic transmission. In the above, the control means is provided with means for changing the transit time of the intermediate shift speed according to either one of the torque reduction amount and the torque reduction time by the engine torque reduction control.

Further, according to a second aspect of the present invention, a shift to a target shift speed on the low speed side, which is separated from the current shift speed in the automatic transmission by two or more speeds, is temporarily performed at a shift speed intermediate between these shift speeds. A control device for an engine and an automatic transmission that is capable of executing control via an engine and delaying an output change of an engine according to one of a delay amount and a delay time by the delay control of the output change of the engine. And a means for changing the transit time of the intermediate shift speed.

Therefore, the engine torque reduction control at the time of shifting and the delay control of the engine output change due to the accelerator operation act to suppress the increase of the driving force at the time of downshifting. In the invention described above, since the transit time of the intermediate stage is changed in association with the engine torque down control or the delay control of the engine output change, it is possible to prevent the increase of the driving force at the time of downshifting from being excessively suppressed, and to provide a feeling of rattling. Is eliminated.

According to the third aspect of the present invention, in the automatic transmission, the gear shift from the current gear to the target gear on the low speed side, which is separated by two or more gears, is performed temporarily in the middle of these gears. In a control device for an engine and an automatic transmission that executes via a vehicle and executes a torque reduction control of an engine during execution of a shift in an automatic transmission, during a shift from the current shift stage to the intermediate shift stage, It is characterized in that it comprises means for delaying the engine output reduction control start timing.

According to a fourth aspect of the present invention, in the automatic transmission, shifting from the current shift stage to the target shift stage on the low speed side, which is separated by two or more stages, is performed temporarily at a shift stage intermediate between these shift stages. In a control device for an engine and an automatic transmission, which is capable of executing control via an engine and delaying an output change of the engine, delaying the output change of the engine during a shift from the current shift stage to the intermediate shift stage. It is characterized in that it is provided with a means for delaying the control start time.

Therefore, in the invention according to claim 3 or the invention according to claim 4, when shifting to an intermediate gear, the engine output becomes an output according to the accelerator operation, and the intermediate The engine output is suppressed during the shift from the shift stage to the target shift stage, that is, when the interlaced shift is completed, so that it is possible to prevent a sudden change in the driving force and reduce shock. Since the achievement of the final driving force is not delayed, the feeling of wobbling can be avoided.

[0013]

Next, the present invention will be described more specifically with reference to the drawings. The example described below is intended for a vehicle in which an automatic transmission that can perform a downshift to a shift position that is two or more gears apart is connected to an engine that can change the engine output characteristic with respect to the accelerator pedal depression amount. Therefore, first, an example of the gear train of the automatic transmission will be described with reference to FIG.

In FIG. 1, an automatic transmission 14 is connected to an engine 10 via a torque converter 12.
The torque converter 12 includes a pump impeller 18 connected to a crankshaft 16 of an engine 10 and a turbine runner 22 connected to an input shaft 20 of an automatic transmission 14.
A lock-up clutch 24 that directly connects the pump impeller 18 and the turbine runner 22 and a stator 28 that is prevented from rotating in one direction by a one-way clutch 26.

The automatic transmission 14 is provided with a sub-transmission unit 30 for switching between two stages of high and low, and a main transmission unit 32 for switching between a reverse gear stage and four forward stages. The sub-transmission unit 30 includes a sun gear S0 and a ring gear R0.
, And a pinion P0 rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0, and a clutch C0 provided between the sun gear S0 and the carrier K0.
And a one-way clutch F0 and a brake B0 provided between the sun gear S0 and the housing 41.

The main transmission unit 32 includes a sun gear S1, a ring gear R1, and a first planetary gear unit 36 rotatably supported by the carrier K1 and comprising a pinion P1 meshed with the sun gear S1 and the ring gear R1.
A second planetary gear unit 38 including a sun gear S2, a ring gear R2, and a pinion P2 rotatably supported by the carrier K2 and meshed with the sun gear S2 and the ring gear R2, a sun gear S3, and a ring gear R3.
, And a third planetary gear set 40 comprising a pinion P3 rotatably supported by the carrier K3 and meshed with the sun gear S3 and the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, and the ring gear R1, the carrier K2, and the carrier K3 are integrally connected to each other.
Is connected to the output shaft 42. Also, the ring gear R2
Are integrally connected to the sun gear S3. A first clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 44, and a second clutch C2 is provided between the sun gear S1 and the sun gear S2 and the intermediate shaft 44.

As the braking means, the housing 41 is provided with a band type first brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2. In addition, the sun gear S1 and the sun gear S2 and the housing 41
Between the first one-way clutch F1 and the brake B
2 are provided in series. This first one-way clutch F
1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to rotate in the opposite direction to the input shaft 20.

A third brake B3 is provided between the carrier K1 and the housing 41, and a fourth brake B4 and a second one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 41. Has been. This second
The one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction. The clutches C0, C1, C2, the brakes B0, B1, B2
, B3 and B4 are hydraulic friction engagement devices that engage friction materials when hydraulic pressure is applied.

In the above automatic transmission, five forward gears and reverse gears can be set, and the engagement / disengagement state of each friction engagement device for setting these gears is shown in FIG. It is shown in the operation table. In FIG. 2, the mark ◯ indicates the engaged state and the mark x indicates the released state.

FIG. 3 shows an engine 10 and an automatic transmission 1.
4 shows a control system diagram for No. 4, in which a signal corresponding to the amount of depression of the accelerator pedal 50 is input to the engine electronic control unit 76. An electronic throttle valve 56 driven by a throttle actuator 54 is provided in the intake pipe of the engine 10. A control signal is output from the control device 76 to the throttle actuator 54 according to the depression amount of the accelerator pedal 50, and the opening degree of the electronic throttle valve 56 is controlled according to the control amount.

Further, an engine rotation speed sensor 58 for detecting the rotation speed of the engine 10, an intake air amount sensor 60 for detecting the intake air amount of the engine 10, an intake air temperature sensor 62 for detecting the temperature of the intake air, the electronic throttle. A throttle sensor 64 that detects the opening degree θ of the valve 56, a vehicle speed sensor 66 that detects the vehicle speed V from the rotational speed of the output shaft 42, a cooling water temperature sensor 68 that detects the cooling water temperature of the engine 10, and a brake operation are detected. An operation position sensor 74 for detecting the operation positions of the brake switch 70 and the shift lever 72 is provided. From these sensors, the engine speed N, the intake air amount Q, the intake air temperature Tha, the opening θ of the electronic throttle valve 56, the vehicle speed V, the engine cooling water temperature THw, the brake operating state BK, the shift lever 72 operating position Psh. Is supplied to the engine electronic control unit 76 and the shift electronic control unit 78.

A signal representing the turbine rotation speed NT is supplied from the turbine rotation speed sensor 75 for detecting the rotation speed of the turbine runner 22 to the electronic shifting control device 78. Further, a kick down switch 7 for detecting that the accelerator pedal 50 has been operated to the maximum operation position.
A signal representing the kick down operation is supplied from 7 to the electronic shift control device 78.

The engine electronic control unit 76 is a so-called microcomputer equipped with a central processing unit (CPU), a storage device (RAM, ROM), and an input / output interface. The CPU uses the temporary storage function of the RAM. Meanwhile, the input signal is processed according to a program stored in advance in the ROM, and various engine controls are executed. For example, the fuel injection valve 80 is controlled to control the fuel injection amount,
The igniter 82 is controlled for ignition timing control, a bypass valve (not shown) is controlled for idle speed control, and all throttle control including traction control is performed.
The throttle actuator 54 controls and executes the electronic throttle valve 56.

The control of the electronic throttle valve 56 will be described below. The electronic throttle valve 56 is controlled by the engine electronic control unit 76 driving the throttle actuator 54 in accordance with the depression operation of the accelerator pedal 50. The depression amount (accelerator opening) VPA of the accelerator pedal 50 is controlled by the electronic throttle valve 56. An opening based on other control factors is added to or subtracted from the corresponding basic throttle opening TTA. The relationship is shown diagrammatically in FIG. 4, where the required opening TTA from cruise control is added to the basic throttle opening TTA.
CC is added or subtracted to set the throttle target opening TTANGLE. Further, the throttle opening TVECT required based on the gear shift in the automatic transmission 14, the throttle opening TVEFI required based on the fuel injection control, or the throttle opening TVT required based on the traction control.
When RC is set, the minimum value of these openings is set as the throttle target opening TTANGLE. The engine electronic control unit 76 then determines the throttle target opening TTANG.
The throttle actuator 54 is driven to achieve LE, and as a result, the current throttle opening θ is obtained. The characteristic of the basic throttle opening TTA with respect to the accelerator opening VPA is made non-linear, and the characteristic can be changed according to the driving state of the engine 10 and the operating state of the automatic transmission 14. .

The electronic shift control device 78 is also a microcomputer similar to the above, in which the CPU uses the temporary storage function of the RAM to process the input signal in accordance with the program stored in the ROM in advance, and the hydraulic control circuit. 8
4 solenoid valves or linear solenoid valves are driven. For example, the electronic shift control device 7
8 is a linear solenoid valve SLT for generating an output pressure PSLT having a magnitude corresponding to the opening degree θ of the throttle valve 56.
The linear solenoid valve SLN is driven to control the accumulator back pressure, and the linear solenoid valve SLU is driven to control the slip amount of the lockup clutch 24. Further, the electronic shift control device 78 determines the gear position of the automatic transmission 14 and the engagement state of the lockup clutch 24 based on the basic throttle valve opening TTA and the vehicle speed V and a gear shift diagram using these as parameters. The solenoid valves SOL1, SOL2, SOL3 are driven so as to obtain the determined shift speed and engagement state, and the solenoid valve SOL4 is driven when engine braking is generated.

On the other hand, the lockup clutch 24 is
The automatic transmission 14 is released at the first speed and the second speed, but at the third speed and the fourth speed, the basic throttle valve opening T
Based on the TA and the vehicle speed V, one of the disengagement, slip, and engagement regions is determined. If the slip region, the lockup clutch 24 is slip controlled, and if it is the engagement region, the lockup clutch 24 is engaged. This slip control is performed by the engine 10
The rotational loss of the torque converter 12 is suppressed as much as possible while absorbing the rotational fluctuation of

FIG. 5 shows the operating position of the shift lever 72. In the figure, a combination of six operation positions in the front-rear direction of the vehicle and two operation positions in the left-right direction of the vehicle allows the shift lever 72 to be operated at eight operation positions by a support device (not shown) that supports the shift lever 72. It is supported. And P is the parking range position, R
Is the reverse range position, N is the neutral range position,
D is a drive range position, "4" is a "4" range position for setting a gear up to the fourth speed, "3" is a "3" range position for setting a gear up to the third speed, and "2" is The "2" range position is used to set the gears up to the second speed, and L is the low range position where the upshift to the first or higher gears is prohibited.

Further, for example, when the accelerator pedal 50 is suddenly greatly depressed and the throttle opening is increased, the above control device determines a shift to a shift position two or more gears apart, and under predetermined conditions. Is configured to perform a shift as described below without immediately shifting to the target shift speed.

6 to 9 are flowcharts showing a control routine therefor. First, it is judged whether or not the precondition for starting the control is satisfied. That is, it is determined whether the drive (D) range is set (step 1) and whether the vehicle speed V is equal to or higher than a predetermined minimum vehicle speed Vmin (step 2).
Then, the D range is set, and the vehicle speed V is the minimum vehicle speed Vmi.
If n or more, it is determined whether the control start condition is satisfied. The control start condition in this embodiment is the fifth condition.
That is, the speed is set (step 3), the power is on (step 4), and, for example, a downshift to the second speed is determined (step 5).

The engine 10 to which the above-described automatic transmission 14 is connected is equipped with an electronic throttle valve 56 driven by a throttle actuator 54.
Therefore, the shift determination is performed based on the basic throttle opening TTA controlled with a non-linear characteristic with respect to the depression amount of the accelerator pedal 50. As a result, the determination of the downshift from the 5th speed to the 2nd speed in step 5 is performed such that the basic throttle opening TTA has a non-linear delay with respect to the depression operation of the accelerator pedal 50 as the accelerator pedal 50 is depressed. Applies by increasing.

When both the control start preconditions and the control start conditions are satisfied, that is, when the determination results of steps 1 to 5 are all "yes", the three timers TD52, TD53, Start T153 (step 6).

Of these timers TD52, TD53, T153, TD52 is a timer for determining the prohibition time of the downshift from the fifth speed to the second speed, the length of which is not excessive acceleration and the speed is changed. Is set to a length that does not cause a feeling of delay, and is calculated and calculated based on the traveling state, or is calculated from a preset map according to the traveling state. TD53 is a timer that determines the prohibition time for downshifting from the fifth speed to the third speed, and is obtained by calculation based on the running state or from a map that is preset according to the running state.

An example of a map of these two times TD52 and TD53 is shown in FIGS. 10 (A) to 10 (D). That is, (A) is an example in which the throttle opening θ and the change rate (θ dot) of the throttle opening θ are used as parameters, and the larger the throttle opening and the smaller the change rate of the throttle opening are, Shorten each time TD52 and TD53 to shorten the time lag. The throttle opening and the rate of change of the throttle opening may be replaced with the accelerator opening VPA and the rate of change of the accelerator opening, respectively.

Further, (B) is an example in which the change rate of the throttle opening and the duration time T5th of the fifth speed are used as parameters, and the change rate of the throttle opening is set at each time TD52, TD52, as in the above case. The length of TD53 is set, and with respect to the duration T5TH of the fifth speed, the longer the duration is, the shorter the respective times TD52 and TD53 are set to shorten the time lag. Also in this case, the rate of change of the throttle opening may be replaced with the rate of change of the accelerator opening.

(C) is an example of a map in which the respective times TD52 and TD53 are set in accordance with the engine torque down control at the time of gear shifting, and the shorter the torque down time and the smaller the torque down amount, the longer each time. Lengthen TD52 and TD53. Here, the torque down is a control for reducing the output torque of the engine by retarding the ignition timing in the engine 10 or reducing the fuel injection amount, and the torque down time is the duration of the torque down control. The torque reduction amount is a reduction amount (N · m) of the output torque of the engine 10.

Further, (D) is the accelerator opening V described above.
It is an example of a map in which the respective times TD52 and TD53 are set according to the delay of the change in the opening degree θ of the electronic throttle valve 56 with respect to the PA. That is, as described above, the throttle valve 56
Is configured to be controlled by the throttle actuator 54, the opening characteristic thereof can be changed with a considerable degree of freedom. Therefore, the shorter the response delay time of the actual throttle opening θ with respect to the accelerator opening VPA, the shorter the response delay time. , And the smaller the response delay amount, the more each time TD52, TD5
Make 3 longer. Here, the response delay time is a time delay amount when the actual throttle opening θ operates with a delay with respect to the accelerator opening VPA, and the response delay amount is an actual throttle opening with respect to the accelerator opening VPA. It is the difference in degrees θ.

At step 6, each timer is started, and at step 7, a shift command signal to the fourth speed is output. At the same time as or after this, engine control is started (step 8). An example of this engine control is shown in FIG.
Through FIG. FIG. 11 shows the engine torque reduction amount at the time of so-called jump shift, the solid line shows the case where the torque reduction amount is zero, that is, the torque reduction is not performed, and the broken line shows the case where the torque reduction amount is medium. Further, the alternate long and short dash line shows the case where the torque reduction amount is large. The symbol TR indicates the engine torque down time at the end of the shift, and is for preventing the power transmission system from twisting due to the downshift and the resulting shock.

FIG. 12 shows the duration of the engine torque down control, the solid line shows the case where the torque down control is not performed, the broken line shows the case where the torque down time is medium, and The alternate long and short dash line shows the case where the torque down time is long. Further, FIG. 13 shows the response delay amount of the current throttle opening with respect to the basic throttle opening corresponding to the depression of the accelerator pedal,
The solid line shows the change in the current throttle opening due to the unavoidable delay on the mechanism, the broken line shows the change in the current throttle opening when the delay control is executed, and a medium delay is set. Shows a change in the current throttle opening when a larger delay control is executed. FIG. 14 shows the timing of the response delay of the current throttle opening. The broken line shows a case where the delay timing is zero, the one-dot chain line shows a medium delay timing, and the two-dot chain line shows a large delay timing. Shows.

After starting the above engine control according to the state of the vehicle, it is judged whether or not there is an upshift judgment (step 9). If the upshift is determined, the engine control is terminated (step 10) and then the routine is exited. Incidentally, if the negative judgment is made in any of the steps 1 to 5, the engine control is similarly ended (step 10) and the routine is exited.

On the other hand, if the upshift is not judged in step 9, it is judged whether or not the power-on downshift to the second speed is judged before the timer T153 counts up the time (step 11). .

If the result of the judgment is "yes", then FIG.
The process proceeds to step 12 shown in (4) and it is determined whether or not the timer TD53 has counted up. FIG. 15A shows a time chart in the case where the result of the judgment in step 12 is "yes". In this case, since the downshift determination to the second speed is maintained during the retention time for confirming the shift, that is, the timer T153 is counting, the shift prohibition time to the third speed, that is, the count-up of the timer TD53 is stopped. Outputs an instruction to shift to the 3rd speed. This timer TD53
Is set to a value corresponding to the control contents of the engine as described above. When the result of the determination in step 12 is "yes", a gear shift instruction to the third speed is output (step 13).

While the timer TD53 is counting time, it is judged whether or not there is an upshift judgment (step 14). If there is no upshift judgment, the time counting is continued, and the upshift judgment is made. If there was,
After the engine control is completed (step 10), this routine is exited.

After the downshift to the third speed is instructed,
It is judged whether or not the timer TD52 for defining the shift prohibition time to the second speed has counted up (step 15), and if the determination result is "yes", the prohibition of the shift to the second speed is released. As a result, the gear shift instruction to the second speed is output (step 16). Also, it is determined whether or not there is an upshift determination while the timer TD52 is counting (step 1
7) If the upshift is not determined, the time counting is continued, and if the upshift is determined, the engine control is terminated (step 10) and the routine is exited. The value of the timer TD52 also corresponds to the control contents of the engine as described above.

That is, if the power-on downshift from the fifth speed to the second speed is judged and the state continues,
1 before the time specified by timer TD52 elapses
The gears are downshifted step by step, and the transit time of each intermediate speed is a time based on the running state. Therefore, the downshift to the second speed, which is the target shift speed, is performed by the timer TD5
Since it is executed after the progress of 2, there is no excessive acceleration and, conversely, there is no feeling of delay in shifting. Furthermore, during the time that each intermediate speed is suitable for the running state,
Since the next gear shift will occur after passing through, it is possible to prevent a so-called two-stage shock which causes a shock during the gear shift of the intermediate gear stage.

By the way, when the result of the judgment at step 11 is "no", that is, when the timer T152 is counting
If there is no judgment of power-on downshift to speed,
In step 18 shown in FIG. 8, the timer TD53, which defines the prohibition time for downshifting to the third speed, stops counting at the same time as the timer T153 counts up, and then the fourth speed to the third speed during the counting. It is determined whether or not there is a downshift determination (step 19). FIG. 15B shows a time chart of an example in which the result of the determination in step 19 is "yes", and if the downshift to the third speed is determined while the timer TD53 is counting, Simultaneously with the end of the timer TD53, a gear shift instruction to the third speed is output (step 20). If the shift to the third speed is not judged while the timer TD53 is counting, the fourth speed is output (step 21).

After instructing the shift to the third speed, the timer TD52
It is determined whether or not has counted up (step 22)
If the determination result is "no", it is determined whether or not there is an upshift determination (step 23). If there is an upshift determination, this routine is exited. If there is no upshift determination, the third routine is performed. Stay fast. Also timer TD52
If is counted up, it means that the prohibition of the shift to the second speed has been released, so the second speed is set during the timer TD52.
It is determined whether or not a downshift to speed has been determined (step 24). If the determination result is "yes", then the second
Instruct the speed (step 25). If the downshift to the second speed is not determined, the third speed is instructed (step 26). In either case, this routine is exited after the engine control is completed (step 10).

Further, when the fourth speed is instructed (step 21) because the downshift to the third speed is not judged while the timer TD53 is counting, the routine proceeds to step 27 in FIG. 9 to shift to the third speed. Is determined. This example is shown in FIG. 15C, and if the shift to the third speed is judged after the timer TD53 has passed, that is, if the judgment result in step 27 is "yes", the third
Since the prohibition of the speed is released, the shift to the third speed is immediately instructed (step 28).

Then, it is judged whether or not the timer TD52 has counted up (step 29), and if it is counting, it is judged whether or not there is an upshift judgment (step 3).
0). If there is an upshift determination, the engine control is terminated (step 10) and then this routine is exited. If there is no upshift determination, the timer TD52 continues counting. If the timer TD52 has finished counting, that is, if the result of the determination in step 29 is "yes", then it is determined whether or not there is a downshift determination to the second speed during the counting (step 31). If there is no downshift determination, this routine is exited after ending the engine control (step 10), and if there is a downshift determination, the time for prohibiting the second speed has already passed. At that time, the shift to the second speed is instructed (step 32). Then, after ending the engine control (step 10), the routine exits.

That is, when the vehicle is running at the fifth speed, the second speed is set.
If it is determined that the power-on downshift to the fourth speed and the downshift to the fourth speed and the time to prohibit the downshift to the second speed elapse after the downshift to the fourth speed, it is determined that the second speed should be set. The second speed is set according to the passage of the prohibition time, and the prohibition time is set according to the running state, so that excessive acceleration or delay in gear shifting does not occur.
A downshift to the second speed can be performed. Also the second
Since the transit time of the intermediate speed stage until reaching the high speed is the time set according to the running state, so-called two-stage shock can be prevented, and the engine can be blown up smoothly. it can.

Therefore, according to the above-described control, when the engine torque down amount is small, the control time is short, or the control delay of the current throttle opening is small, the above-mentioned timers TD52 and TD53 become long, As a result, as shown in FIG. 16, the increase in the engine speed tends to temporarily stall, but the change gradient of the output torque is relaxed and the shift shock becomes favorable. On the contrary, when the engine torque reduction amount is large, the control time thereof is long, or the control delay of the current throttle opening is large, the above-mentioned timers TD52 and TD53 become short, and as a result, as shown in FIG. As indicated by the broken line or the one-dot chain line, the stagnation of the increase in the engine speed is resolved, and the so-called rattling sensation of delaying the shift is prevented.

Next, another control example of the control device according to the present invention will be described with reference to FIGS. 17 and 18.
In FIG. 17, first, it is determined whether or not the D range is selected (step 40), the vehicle speed V is equal to or higher than a predetermined minimum vehicle speed Vmin (step 41), and the fifth speed is set (step 42). ), Whether or not it is in a power-on state (step 43), and whether or not the determination of downshift from the fifth speed to the second speed is established (step 44).
Are respectively determined. These steps 40 to 44 are the same as steps 1 to 5 in FIG. 6 described above. Therefore, in this case also,
The downshift from the second speed to the second speed is determined based on the basic throttle opening TTA described above. These step 4
If the affirmative determination is made in all of 0 to step 44, the third speed is output in order to avoid a rapid torque change (step 45).

Then, it is determined whether or not the elapsed time T from the establishment of the determination of the downshift from the fifth speed to the second speed is equal to or longer than the predetermined reference time TA (step 46). This reference time is the time until the end of the torque phase at the longest. Instead of counting this time, the determination may be made based on a change in the engine speed or a change in the speed of a predetermined rotating element in the automatic transmission. This reference time TA
After elapse of time, that is, when the affirmative determination is made in step 46, the engine control is started (step 47).

An example of this engine control is shown as a time chart in FIG. 19, and the reference time TA is from the time t1 when the determination of the downshift from the fifth speed to the second speed is established.
At the time point t2 after the passage of, the engine torque down control is started as shown in FIG. 19 (B). Alternatively, at the same time as or instead of this, as shown by the broken line in FIG. 19C, delay control of the current throttle opening is executed. In other words, the engine output reduction control is not performed at the beginning of the shift.

Then, it is determined whether or not the determination of the downshift to the second speed is continuously established, such as the accelerator pedal 50 is still depressed (step 48). If an affirmative decision is made in this step 48, the second speed shift output is carried out (step 49). Specifically, the on / off pattern of the shift solenoid valve is set to the second speed pattern.

Then, it is judged whether the shift is completed (step 50). This is to judge that the engine speed has approached the synchronous speed of the second speed, and for example, the speed obtained by subtracting a predetermined speed from the value obtained by multiplying the output speed by the gear ratio of the second speed. It can be judged by the fact that the input rotation speed has increased to the number. When a positive determination is made in step 50, the engine control, which has been performed in parallel with the intermediate stage control, specifically torque down control, response delay control of the current throttle opening degree, etc. are terminated (step 5).
1).

After that, control at the end of the engine torque is performed (step 52). This is indicated by the symbol T in FIG.
Torque down control indicated by R and C, which is applied to reduce the engine torque by applying from the end of shifting to after the end of shifting to prevent torsion occurring in the power transmission system and reduce vibration and shock due to torsion torque. belongs to.

On the other hand, when the determination of the shift to the second speed is canceled due to the release of the accelerator pedal 50 or the like, a negative determination is made in step 48. In this case, the engine control is performed in the same manner as in step 51 described above. Is completed (step 53) and the process proceeds to step 52.

If a negative determination is made in any of steps 40 to 44 described above, the routine is exited without any particular control.

Therefore, if the control shown in FIGS. 17 and 18 is performed, as shown in FIG. 19A, when the downshift of the interlaced shift is performed, the engine torque is reduced at the beginning of the shift. Since the speed is not reduced, the speed change progresses quickly. After that, the control for suppressing the engine torque, such as engine torque reduction and delay control of the current throttle opening degree, is executed, so that the change in the output torque at the end of the shift becomes smooth and the shift shock is prevented.

In the above embodiment, the power-on downshift from the fifth speed to the second speed has been described as an example.
The present invention is not limited to the above-described embodiment, and the present invention can be applied to shift control in the case of shifting to a shift stage separated by two or more stages. Further, in the present invention, the gear shift via the intermediate gear may be executed only when the vehicle is in a predetermined traveling state. Furthermore, the control start preconditions and control start conditions are not limited to the conditions shown in the above-described embodiment. Further, in the above-described embodiment, the example in which the engine having the electronic throttle valve is targeted is shown, but the present invention can be implemented in the engine configured to electrically control the sub-throttle valve.

[0062]

As described above, according to the first aspect of the invention, when the so-called jump shift having two or more steps is executed, the transit time of the intermediate step is changed according to the amount and time of engine torque reduction. Further, in the invention described in claim 2, since the transit time of the intermediate shift speed is changed according to the delay amount and the delay time of the engine output, the change of the engine speed accompanying the transit of the intermediate speed Is not excessive, and as a result, it is possible to improve the shift shock and at the same time eliminate the feeling of shifting delay.

Further, in the invention described in claim 3, the start timing of the engine torque down control is delayed at the time of the interlaced shift through the intermediate stage, and in the invention described in claim 4, the engine output of the shift is changed. Since it was decided to delay the change timing, at the beginning of the shift, the engine output was not reduced, so the shift proceeded quickly, and at the end of the shift, the engine output was reduced due to the reduction of the engine output or the delay in the change. Therefore, the output torque changes smoothly and the shift shock can be improved.

[Brief description of drawings]

FIG. 1 is a block diagram schematically showing an embodiment of the present invention.

FIG. 2 is a diagram showing an engagement operation table of a friction engagement device for setting each of the shift speeds.

FIG. 3 is a control system diagram for the engine and the automatic transmission.

FIG. 4 is a diagram showing a relationship of determinants of an actual throttle opening.

FIG. 5 is a diagram showing an array at each range position in the shift device.

FIG. 6 is a partial view of a flowchart showing an example of a control routine at the time of an interlaced shift from the fifth speed to the second speed.

FIG. 7 is a diagram showing another part of the flowchart.

FIG. 8 is a diagram showing still another portion of the flowchart.

FIG. 9 is a diagram showing still another part of the flowchart.

FIG. 10 is a diagram showing an example of a map for determining set times of timers TD52 and TD53.

FIG. 11 is a diagram schematically showing an example of control of an engine torque down amount during gear shifting to an intermediate stage.

FIG. 12 is a diagram schematically showing an example of control of an engine torque down time during shifting to an intermediate stage.

FIG. 13 is a diagram schematically showing a control example of a delay amount of the current throttle opening degree with respect to a basic throttle opening degree during an interlaced shift.

FIG. 14 is a diagram schematically showing a control example of the delay timing of the current throttle opening with respect to the basic throttle opening during interlaced shifting.

FIG. 15 is a time chart for each time point when a shift judgment is established for each intermediate shift speed in the jump shift from the fifth speed to the second speed.

FIG. 16 is a diagram schematically showing a change in engine speed when the intermediate stage transit time is changed according to the control mode of the engine during the interlaced shift from the fifth speed to the second speed.

FIG. 17 is a diagram showing a part of a flowchart which is another example of control by the control device of the present invention.

FIG. 18 is a diagram showing another part of the flowchart.

FIG. 19 is a time chart showing changes in engine speed, engine torque reduction amount, and throttle opening when the control shown in FIGS. 17 and 18 is performed.

[Explanation of symbols]

 Reference Signs List 10 engine 14 automatic transmission 20 input shaft 30 auxiliary transmission unit 32 main transmission unit 42 output shaft 50 accelerator pedal 56 electronic throttle valve 76 electronic control unit for engine 78 electronic control unit for shifting 84 hydraulic control unit

Claims (4)

[Claims] Claim: What is claimed is: 1. An automatic transmission, wherein a shift from a current shift stage to a target shift stage on a low speed side that is two or more stages apart is executed by temporarily passing through an intermediate shift stage between these shift stages, and In a control device for an engine and an automatic transmission that executes a torque reduction control of an engine during execution of a shift in a transmission, depending on one of a torque reduction amount and a torque reduction time by the engine torque reduction control, A control device for an engine and an automatic transmission, comprising means for changing a transit time of the intermediate shift speed. 2. An automatic transmission, wherein a shift from a current shift stage to a target shift stage on a low speed side that is two or more stages apart is executed by temporarily passing through a shift stage intermediate between these shift stages and an engine. In an engine and an automatic transmission control device capable of executing control of delaying the output change of the engine, the intermediate shift speed of the intermediate shift speed is set in accordance with one of a delay amount and a delay time by the delay control of the output change of the engine. An engine and automatic transmission control device comprising means for changing the transit time. 3. The automatic transmission is configured to perform a gear shift from a current gear to a target gear on a low speed side, which is separated by two or more gears, by temporarily passing through an intermediate gear between these gears and automatically. A control device for an engine and an automatic transmission, which executes torque reduction control of an engine during execution of a gear shift in a transmission, sets an engine output reduction control start timing when shifting from the current gear to the intermediate gear. An engine and automatic transmission control device comprising means for delaying. 4. An automatic transmission, wherein a shift from a current shift stage to a target shift stage on a low speed side, which is two or more stages apart, is executed by temporarily passing through a shift stage intermediate between these shift stages, and an engine. In a control device for an engine and an automatic transmission capable of executing control for delaying the output change of, the means for delaying the start timing of the delay control of the output change of the engine at the time of shifting from the current shift stage to the intermediate shift stage An engine and automatic transmission control device characterized by being provided.