JPH0310012B2 - - Google Patents

Description

Detailed Description of the Invention (Industrial Application Field) The present invention controls the intake air amount, fuel supply amount, ignition timing, etc. in an engine equipped with an automatic transmission equipped with a fluid power transmission means. The present invention relates to a control device for an engine with an automatic transmission that changes its operational control mode when the load applied to the engine changes.

(Prior Art) Conventionally, when controlling the operation of an engine with an automatic transmission equipped with an automatic transmission equipped with a fluid torque converter, for example, Japanese Patent Application Laid-Open No. 54-98413
As shown in the publication, when the shift range of the automatic transmission is switched from the non-driving range (N range) to the driving range (D range), for example,
It is known to change the operational control mode in preparation for an increase in the load applied to the engine.

(Problem to be Solved by the Invention) However, when the operational control mode for an engine with an automatic transmission is changed in accordance with changes in the load applied to the engine, the range change detection provided in connection with the gear shift lever When a detection signal obtained from a shift range detecting means such as a switch indicates that a range switching operation for switching the shift range of the automatic transmission has been performed, the operational control mode for the engine is changed at the same time. In this case, there is a possibility that the operation control mode will be changed too early. That is, in the case of an engine equipped with an automatic transmission, the power of the engine is transmitted to the output side of the automatic transmission via a fluid power transmission means, so the shift range of the automatic transmission can be changed, for example, to the output side of the automatic transmission. When the range switching operation of the gear shift lever is performed to switch from the non-driving range to the driving range, the load applied to the engine actually increases somewhat later than the range switching operation. When the operational control mode for the engine is changed, immediately after the range switching operation, the load applied to the engine is assumed to have increased, even though it has not actually increased, and the intake air amount and fuel The operation control mode, such as the supply amount or ignition timing, will be changed, and as a result, there is a possibility that an abnormality will be brought about in the operating state of the engine.

In view of the above, the present invention aims to change the operation control mode of an engine equipped with an automatic transmission having a fluid power transmission means, by changing the operation control mode accompanying the change of the transmission range in the automatic transmission. It is an object of the present invention to provide a control device for an engine with an automatic transmission that can perform switching in accordance with the point in time when the load applied to the engine substantially changes due to switching.

(Means for Solving the Problems) The present invention provides an automatic transmission with a timing when the shift range of the automatic transmission is switched from a non-driving range to a driving range and the load applied to the engine substantially changes. It is an object of the present invention to achieve the above-mentioned object by focusing on changes in the output shaft rotation speed in the fluid power transmission means, and a control device for an engine with an automatic transmission according to the present invention is shown in FIG. As shown in its basic configuration, the automatic transmission includes a rotation speed detection means for detecting the output shaft rotation speed in the fluid power transmission means provided in the automatic transmission, and a rotation speed detection means for detecting the output shaft rotation speed change rate detected by the rotation speed detection means. and an operation control means for changing the operation control mode of the engine to which the automatic transmission is attached under predetermined conditions, the operation control means being detected by the rotation speed detection means. When it is detected that the output shaft rotation speed has fallen below a predetermined set value,
Alternatively, when the rate of change in the output shaft rotational speed detected by the rotational speed change rate detection means falls below a predetermined set value, if the engine operation control mode is set for the non-driving range, the operation The control mode is changed to suit the driving range.

(Function) In the control device for an engine with an automatic transmission according to the present invention configured as described above, the shift range detecting means performs a range switching operation for switching the shift range of the automatic transmission from the non-driving range to the driving range. After the detection, when it is detected that the output shaft rotation speed detected by the rotation speed detection means has become less than a predetermined set value, or when the rotation speed in the fluid power transmission means detected by the rotation speed change rate detection means. When the rate of change in the output shaft rotational speed becomes equal to or less than a predetermined negative set value, the operation control means changes the operation control mode for the engine to the drive range when the operation control mode for the engine is set for the non-travel range. It is assumed that the change will be made to

By doing so, when a range switching operation is performed to change the shift range of the automatic transmission from the non-driving range to the driving range, the operational control mode for the engine is changed from the non-driving range to the driving range. This was done in response to the period when the load on the engine actually increases.
A situation in which an abnormality occurs in the operating state of the engine is prevented.

(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.

FIG. 2 shows a schematic configuration of an example of a control device for an engine with an automatic transmission according to the present invention, together with an engine installed in an automobile to which the control device is applied.

In FIG. 2, the engine body 10 is provided with an intake passage 14 and an exhaust passage 16 that communicate with the combustion chamber 12 via intake valves and exhaust valves, respectively, which are not shown. The downstream portion of the intake passage 14 is
It consists of a surge tank 17 and a branch passage section 19 that branches off from the surge tank 17 and is connected to four combustion chambers 12.The intake passage 14 is equipped with an air cleaner 18, an air flow meter 20, and a throttle in order from the upstream side. Valve 22 and fuel injection valve 24
are provided in a predetermined manner. Furthermore, although not shown in the drawings, the exhaust passage 16 is provided with a catalytic converter, a muffler, etc. for exhaust purification.

In addition, a starting end of a bypass passage 26 that bypasses the throttle valve 22 is open between the air flow meter 20 and the throttle valve 22 in the intake passage 14. The bypass passage 26 opens into the tank 17, and a flow rate regulating valve 27 is provided in the bypass passage 26. The flow rate adjustment valve 27 is opened in accordance with the pulse width of a valve opening drive pulse signal Iq supplied from the engine control unit 100, which will be described in detail later, and the throttle valve 2 is opened through the bypass passage 26.
The amount of intake air guided to the downstream side of the valve 2 is adjusted.

Further, the amount of intake air introduced into the combustion chamber 12 via the intake passage 14 is regulated by a throttle valve 22, and the amount of intake air and the opening degree of the throttle valve 22 (throttle opening degree) are adjusted. ,
Detected by the air flow meter 20 and throttle opening sensor 21, respectively, and output from the air flow meter 20 and throttle opening sensor 21, respectively.
A detection signal Sa corresponding to the intake air amount and a detection signal St corresponding to the throttle opening are supplied to the engine control unit 100.

The engine control unit 100 includes a detection signal.
In addition to Sa and St, a detection signal Sn corresponding to the engine rotation speed obtained from the engine rotation speed sensor 28 provided in connection with the crankshaft 29 of the engine body 10 and the engine necessary for controlling the engine Other detection signal groups Sx representing the operating state of the vehicle are also supplied. The engine control unit 100 calculates the fuel injection amount based on the above-mentioned detection signals Sa, Sn, St and the detection signal group Sx, and forms an injection pulse signal Ip having a pulse width corresponding to the fuel injection amount, It is supplied to the fuel injection valve 24. As a result, the fuel injection valve 24
A predetermined amount of fuel according to the amount of intake air flows into the combustion chamber 1.
The fuel is injected toward the intake port near No. 2.

Furthermore, an automatic transmission 30 is attached to the output side of the engine body 10. This automatic transmission 30
is a normal electronically controlled one, and includes a torque converter 32, a multi-stage gear type transmission mechanism 64 connected to the output shaft of the torque converter 32, and having a transmission with four forward speeds and one reverse speed. It consists of a hydraulic control circuit 36 for changing the gear stage of this multi-stage gear type transmission mechanism 34, and a transmission control unit 200 for controlling this hydraulic control circuit 36. The hydraulic control circuit 36 includes a solenoid valve 38
a, 38b, 38c, and 38d, and these solenoid valves 38a to 38d receive shift control signals Ca, 38d, respectively, supplied from the transmission control unit 200.
The multi-stage gear type transmission mechanism 3 is set to an energized state or a de-energized state by Cb, Cc and Cd.
The gear range of the automatic transmission 30 can be changed by activating or inactivating a plurality of clutches or brakes arranged at the automatic transmission 30.

The automatic transmission 30 is provided with a turbine rotation speed sensor 40 that detects the turbine rotation speed (output shaft rotation speed) of the torque converter 32, and the turbine rotation speed sensor 40 outputs a detection signal according to the turbine rotation speed. Sm is obtained, and the detection signal Sm is supplied to the transmission control unit 200.

Furthermore, the transmission control unit 200 includes a shift range of the automatic transmission 30, that is, a shift range provided in association with a shift lever 46 for switching between a non-driving range such as a parking range and a neutral range, and a driving range. A detection signal Sr corresponding to the gear shift range of the automatic transmission 30 obtained from the detection sensor 47; a detection signal Sv corresponding to the vehicle speed obtained from the vehicle speed sensor 48 provided in relation to the output shaft 33 of the automatic transmission 30; In addition, other detection signal groups Sy necessary for controlling the automatic transmission 30 are supplied.

The transmission control unit 200 receives the above-mentioned detection signal.
Based on Sm, Sr and Sv and the detection signal group Sy, the solenoid valves 38a to 3 of the hydraulic control circuit 36
8d selectively supply the shift control signals Ca, Cb, Cc and Cd in a predetermined manner, and at the same time supply a switching determination signal Jg to the engine control unit 100 at a predetermined timing and stop such supply. be done.

Here, the transmission control unit 200 determines that the vehicle speed V represented by the detection signal Sv is, for example, 2 to 3 km/h.
When the switching judgment signal Jg is in an extremely low state as shown below, the switching judgment signal Jg is sent to the engine control unit 1.
00 after the detection signal Sr obtained from the shift range detection sensor 47 indicates that a range switching operation has been performed to switch the shift range of the automatic transmission 30 from the non-driving range to the driving range. , the earlier of the time when the rate of change ΔN _T of the turbine rotation speed N _T indicated by the detection signal Sm becomes less than the negative set value −α or the time the turbine rotation speed N _T becomes less than the set rotation speed N ₂ In addition, the detection signal Sr obtained from the shift range detection sensor 47 determines the timing at which the supply of the switching determination signal Jg to the engine control unit 100 is stopped when the shift range of the automatic transmission 30 is shifted from the driving range. After the range switching operation to switch to the driving range has been performed, the turbine rotation speed indicated by the detection signal Sm
The setting is made when N _T becomes equal to or higher than the set rotation speed N ₁ .

On the other hand, the engine control unit 10 is supplied with the disconnection determination signal Jg from the transmission control unit 200.
0 is the detection signals Sn and St and the detection signal group Sx
Based on this, a control value D that determines the pulse width of the valve opening driving pulse signal Iq supplied to the flow rate regulating valve 27 is set, and a valve opening driving pulse signal Iq having a pulse width corresponding to the set control value D is set. By supplying it to the flow rate regulating valve 27, the amount of intake air guided to the portion of the intake passage 14 downstream of the throttle valve 22 through the bypass passage 26 is controlled.

In that case, the engine control unit 100 controls the control value D that determines the pulse width of the valve opening drive pulse signal Iq.
Set as follows. That is, the engine is in an idling state, for example, the throttle opening indicated by the detection signal St is the idling opening (substantially zero), the engine rotational speed indicated by the detection signal Sn is below a predetermined rotational speed, and the transmission control unit is 20
When the switching determination signal Jg is not supplied from 0, the control value D is changed to a preset fixed control value d ₁
, the correction value d ₂ that is set according to the engine operating state such as the engine cooling water temperature represented by the detection signal group Sx, and the target idle rotation speed and the detection signal Sn that are set according to the engine operating state. Feedback correction value d ₃ calculated based on the rotation speed difference between the engine rotation speed (actual rotation speed)
Set to the basic control value D _A obtained by adding the

With the configuration as described above, for example, when the vehicle speed V represented by the detection signal Sv is 2 to 3
Km/h or less, as shown in FIG.
At t ₁ and t ₆ , the automatic transmission 30 is operated to change from the non-driving range to the driving range, and at time t ₄ and t ₉ , the automatic transmission 30 is operated to switch from the driving range to the non-driving range. When the range switching operation is performed, the transmission control unit 200 detects the range switching operation using a detection signal obtained from the shift range detection sensor 47.
Detect based on Sr.

When such _a range switching operation is performed, the turbine rotational speed N _T is changed as shown in _FIG .
At times t ₁ and t ₆ , the switching from the non-driving range to the driving range at 0 is performed.
The rotational speed decreases somewhat later than the set rotational speed N ₂ at each of time points t ₂ and t ₈ , and then rapidly decreases to a value lower than the set rotation speed N ₁ . In addition, in response to the shift lever 46 being operated to switch from the driving range to the non-driving range in the automatic transmission 30 at times t ₄ and t ₉ , the shift lever 46 rises slightly later than at times t ₄ and t ₉ , respectively. However, at each of time points t ₅ and t ₁₀ , the set rotation speed N becomes equal to or higher than ₁ , and thereafter the set rotation speed
Rise rapidly to values higher than _N2 . and,
With such a change in the turbine rotation speed N _T , the rate of change ΔN _T in the turbine rotation speed N _T changes as shown in _FIG .
At each of _t7 , the value becomes less than or equal to the negative set value -α.

The transmission control unit 200 detects the change in the turbine rotation speed N _T and the change rate ΔN _T of the turbine rotation speed N _T as described above based on the detection signal Sm, and detects the change as shown in FIG. 3D. , automatic transmission 30
From time t ₃ when the rate of change ΔN _T of the turbine rotational speed N _T becomes less than or equal to the negative set value - α after time t ₁ when a range switching operation to switch the transmission range from the non-driving range to the driving range is detected. At an early point in time _t2 when the turbine rotational speed N _T becomes equal to or less than the set rotational speed _N2 , supply of the switching determination means Jg to the engine control unit 100 is started. Thereafter, the turbine rotation speed after time t ₄ when a range switching operation for switching the shift range of the automatic transmission 30 from the driving range to the non-driving range is detected.
At time t ₅ when N _T becomes equal to or higher than the set rotation speed N ₁ ,
The supply of the switching determination signal Jg to the engine control unit 100 is stopped. Furthermore, automatic transmission 3
The turbine rotation speed N T after the time t ₆ when a range switching operation for switching the 0 transmission range from the non-driving range to the driving range is detected is equal to the set rotation speed _{N 2}
Turbine speed N _T earlier than the time t ₈ when
The time t ₇ when the rate of change ΔN _T becomes less than or equal to the negative set value −α
, after time t ₉ when the supply of the disconnection determination signal Jg to the engine control unit 100 is started and a range switching operation for switching the shift range of the automatic transmission 30 from the driving range to the non-driving range is detected. At time _t10 when the rotational speed N _T becomes equal to or higher than the set rotational speed _N1 , the supply of the switching determination signal Jg to the engine control unit 100 is stopped.

During the period in which the supply of the switching determination signal Jg from the transmission control unit 200 is stopped (before time _t2 , from time _t5 to _t7 , and after time _t10 ), the engine control unit 100 controls the control value D. The basic control value
D _A , and the transmission control unit 200
During the period in which the switching determination signal Jg is supplied from (times _t2 to _t5 , times _t7 to _t10 ), the control value D
is set to the basic control value D _A plus the load correction value D _B. As a result, during the period in which the switching determination signal Jg is being supplied, the width of the valve-opening drive pulse signal Iq supplied to the flow rate regulating valve 27 is increased by the width corresponding to the value _d4 of the load correction value D _B. As a result, the amount of opening operation of the flow rate regulating valve 27 is increased, and the amount of intake air is increased as shown in FIG. 3E.

As a result, the timing at which the load applied to the engine substantially changes coincides with the timing at which the intake air amount is changed, that is, the timing at which the operational control mode for the engine is changed.

Here, if the operational control mode for the engine is changed immediately at times t ₁ , t ₄ , t ₆ and t ₉ when the range switching operation is detected, the amount of intake air will be increased or decreased. This results in a delay in the actual increase or decrease in the load applied to the engine, resulting in an undesirable rise in engine speed immediately after the intake air volume is increased, and also when the intake air volume is reduced. Immediately after the engine stalled,
Although a problem arises in which an abnormality occurs in the operating state of the engine, such a problem can be solved by performing the control as described above.

Transmission control unit 2 that performs control as described above
00 and the engine control unit 100, respectively.
For example, a microcomputer may be used. An example of a program executed by the microcomputer used in each case will be described with reference to the flowcharts of FIGS. 4 and 5.

FIG. 4 shows a program performed by the transmission control unit 200 to supply the switching determination signal Jg to the engine control unit 100 and to control the supply stop. In this program, after starting, in process 101, the detection signal Sm Sv and Sr,
Then, the detection signal group Sy is taken in, and in the subsequent decision 102, it is determined whether the engine has been started or not.
For example, the determination is made by detecting whether or not the ignition key has been turned to the on position, and if it is determined that the engine has not been started, the process proceeds to decision 103. In Decision 103,
It is determined whether the shift range of the automatic transmission 30 indicated by the detection signal Sr is a non-driving range, and if it is determined that the shift range of the automatic transmission 30 is a traveling range, the process proceeds to process 104; The switching judgment signal Jg is supplied to the engine control unit 100 to return to the original state, and if it is determined that the shift range of the automatic transmission 30 is the non-driving range, the process proceeds to process 105 and the switching judgment signal Jg is supplied to the engine control unit 100. The supply to the engine control unit 100 is stopped and the process returns to normal.

On the other hand, if it is determined in decision 102 that the engine has been started, the process proceeds to decision 106, where it is determined whether or not the engine was started last time, and it is determined that the engine was started last time. If so, decisions 107 and 108 are executed sequentially. In decisions 107 and 108, the detection signal Sv
Based on Sv and Sm, it is determined whether the vehicle speed sensor 48 and the turbine rotation speed sensor 40 are out of order, for example, by determining whether or not the detection signals Sv and Sm represent abnormal values. 48 and the turbine rotation speed sensor 40 are determined to be malfunctioning, the decision 10
Proceed to step 3, execute decision 103 and subsequent steps in the same manner as described above, and return to the original state.If it is determined that there is no failure, proceed to decision 109.
Proceed to.

In decision 109, it is determined whether the vehicle speed V indicated by the detection signal Sv is less than or equal to a predetermined value _V1 (2 to 3 km/h), and if it is determined that the vehicle speed V is not less than or equal to the predetermined value _V1 , decision 103
The process proceeds to decision 103 and subsequent steps in the same manner as described above, and then returns to the previous step.If it is determined that the vehicle speed V is less than or equal to the predetermined value _V1 , the process proceeds to decision 110.

On the other hand, if it is determined in decision 106 that the engine was not started last time, the process proceeds to process 111, and after loading the built-in timer with a predetermined time Ts, for example, a time corresponding to 6 seconds, Proceed to decision 110. In decision 110, it is determined whether or not the time loaded in the timer is zero, that is, whether or not a predetermined time Ts has elapsed since the engine was started, and it is determined that the predetermined time Ts has not elapsed. in case of,
Go to decision 103, go to decision 103
Execute the following in the same way as above and return to the original,
If it is determined that the predetermined time Ts has elapsed, the process proceeds to decision 112.

The decision 112 determines whether the shift range of the automatic transmission 30 indicated by the detection signal Sr is in the non-driving range, and if it is determined that it is not in the non-driving range and is in the driving range, move on. Decision 113 determines whether the rate of change ΔN _T of the turbine rotation speed N _T is less than or equal to a negative set value −α based on the turbine rotation speed N _T represented by the detection signal Sm, and determines whether the turbine rotation speed N _T If the rate of change ΔN _T is determined to be greater than the negative set value - α, decision 1
Proceed to step 14. In decision 114, it is determined whether or not the turbine rotational speed N _T is less than or equal to the set rotational speed N ₂ . If it is determined that the turbine rotational speed N _T is less than or equal to the set rotational speed N ₂ , the process proceeds to decision 115 .
In decision 115, it is determined whether or not the turbine rotation speed N _T was less than or equal to the set rotation speed N ₂ in the previous time, and it is determined that the turbine rotation speed N _T was greater than the set rotation speed N ₂ in the previous time. If it is done,
That is, if it is determined that the turbine rotational speed N _T has changed from a state in which it is greater than the set rotational speed N ₂ to a state in which it is less than or equal to the set rotational speed N ₂ , the process proceeds to process 116 and after setting the flag F to 1. Proceed to decision 117.

On the other hand, if the decision 113 determines that the rate of change ΔN _T of the turbine rotational speed N _T is less than or equal to the negative set value -α, the decision 114
and 115, the process 116
Proceed to 11 after setting flag F to 1.
If decision 114 determines that turbine rotational speed N _T is greater than set rotational speed N ₂ , decision 115 determines that turbine rotational speed N _T is higher than set rotational speed N ₂ in the previous case. If it is determined that the following is the case, decision 1 is executed without going through process
Proceed to step 17. And in Decision 117,
It is determined whether the flag F is 1 or not, and if it is determined that the flag F is 1, the process proceeds to process 104, supplies the switching determination signal Jg to the engine control unit 100, returns to the original state, and in response If it is determined that flag F is not 1, process 1
05, the supply of the switching determination signal Jg to the engine control unit 100 is stopped, and then the process returns to the original state.

As described above, after the range switching operation for switching the shift range in the automatic transmission 30 from the non-driving range to the driving range is detected, the turbine rotational speed is
Whether the rate of change ΔN _T of N _T becomes less than the negative set value - α,
Alternatively, when the turbine rotational speed N _T becomes equal to or less than the set rotational speed N ₂ , the switching determination signal Jg is supplied to the engine control unit 100.

On the other hand, if it is determined at decision 112 that the shift range of automatic transmission 30 is in the non-driving range, the process proceeds to decision 118. Then, in decision 118, it is determined whether or not the turbine rotation speed N _T is equal to or higher than the set rotation speed N ₁ .
If it is determined that the turbine rotational speed N _T is equal to or higher than the set rotational speed N ₁ , the process advances to decision 119 where it is determined whether the turbine rotational speed N _T was equal to or higher than the set rotational speed N ₁ in the previous time. to decide. As a result, in the previous case, if it was determined that the turbine rotation speed N _T was less than the set rotation speed N ₁ , that is, the turbine rotation speed N _T was lower than the set rotation speed N ₁ from the set rotation speed N ₁ . If it is determined that the above state has changed, the process proceeds to process 120, where the flag F is set to zero, and the process proceeds to decision 117. Further, if decision 118 determines that the turbine rotation speed N _T is less than the set rotation speed N ₁ , and decision 119 determines that the turbine rotation speed N _T was previously determined to be greater than or equal to the set rotation speed N ₁ . If it is determined that it is hot, process 12
Proceeds to decision 117 without going through 0, executes decision 117 and subsequent steps sequentially in the same manner as described above, and returns. As a result, after a range switching operation for switching the shift range in the automatic transmission 30 from the driving range to the non-driving range is detected, when the turbine rotational speed N _T becomes the set rotational speed N ₁ or more, the switching to the engine control unit 100 is performed. The supply of the determination signal Jg will be stopped.

FIG. 5 shows a program executed by the engine control unit 100 to control the supply of the injection pulse signal Iq to the flow rate regulating valve 27.
Sn, St, and the detection signal group Sx are fetched, and in the subsequent decision 131, the engine is in an idling state, for example, the throttle opening indicated by the detection signal St fetched in the process 130 is at the idling opening, and the process 130 It is determined whether the engine speed indicated by the detection signal Sn taken in is below a predetermined speed. As a result, if it is determined that the engine is in an idling state, the process proceeds to process 133, where a correction value _d2 is set based on the detection signal group Sx captured in process 130, and the process 13
Feedback correction value based on the rotational speed difference between the engine rotational speed represented by the detection signal Sn captured at 0 and the preset target idle rotational speed.
Set _d3 . Then, in the subsequent process 134, the process 1 is set to the preset fixed control value _d1 .
The basic control value D _A is set by adding the correction value d ₂ set in step 33 and the feedback correction value d ₃ , and the process proceeds to decision 135 .

In decision 135, it is determined whether or not the switching determination signal Jg is supplied from the transmission control unit 200. If it is determined that the switching determination signal Jg is not supplied, the process proceeds to process 136, where the load correction value is determined. Set D _B to zero and process 139
Proceed to. On the other hand, if the decision 135 determines that the switching determination signal Jg is supplied, the process proceeds to process 138, sets the load correction value D _B to a predetermined value d ₄ , and processes 139
Proceed to. In process 139, the control value D is set by adding the basic control value D _A set in process 134 and the load correction value D _B set in process 136 or process 138,
Proceed to process 140. In process 140, a valve opening driving pulse signal Iq having a pulse width corresponding to the control value D set in process 139 is formed,
It is supplied to the flow rate regulating valve 27 and returned to its original state. As a result, when the automatic transmission 30 is in the driving range and the load applied to the engine is large, the amount of intake air is increased compared to when the automatic transmission 30 is in the non-driving range and the load applied to the engine is small. It turns out.

In addition, in the decision 131 mentioned above,
If it is determined that the vehicle is not idling,
Proceeding to process 132, the control value D is set as a fixed control value.
d1, proceed to process 140, execute process 140 in the same manner as described above, and return.

In the above example, after a range switching operation for switching the shift range of the automatic transmission 30 from the driving range to the non-driving range is detected, when the turbine rotational speed N _T becomes the set rotational speed N ₁ or more, the switching is performed. Engine control unit 1 of judgment signal Jg
00 is stopped, but in such a case as well, the turbine A judgment is made based on the rate of change ΔN _T of the rotational speed N _T , and when the rate of change ΔN _T of the turbine rotation speed N _T exceeds a positive set value, the supply of the switching judgment signal Jg to the engine control unit 100 is stopped. It may be done as follows.

Further, in the above example, the operational control mode for the engine is changed by changing the intake air amount, but the control device for an engine with an automatic transmission according to the present invention is not limited to this. The operational control mode for the engine may be changed by changing the fuel injection amount or ignition timing.

(Effects of the Invention) As is clear from the above description, the control device for an engine with an automatic transmission according to the present invention can control the operation of an engine equipped with an automatic transmission equipped with a fluid power transmission means. After a range switching operation is performed to change the gear range of the aircraft from the non-driving range to the driving range, the operating control mode for the engine, which includes an increase in the amount of intake air, etc., may be changed from the non-driving range to the driving range. done,
Furthermore, the timing of changing the operational control mode for such an engine is the timing when the output shaft rotation speed in the fluid power transmission means becomes equal to or less than a predetermined set value, on the condition that the operational control mode is for a non-driving range, Alternatively, it is set at a time when the rate of change in the output shaft rotational speed is less than a negative set value, so when the automatic transmission's shift range is switched from the non-driving range to the driving range, the engine operation is changed accordingly. Even when the engine speed is relatively high when the control mode is set for the non-driving range, there is no delay in the shift range switching judgment timing due to the influence of the engine speed, and the load is substantially reduced. The control mode for the engine can be changed appropriately to coincide with the period when the engine speed increases, and as a result, the operational control of the engine can be appropriately performed without causing any abnormality in its operating state.

[Brief explanation of the drawing]

FIG. 1 is a basic configuration diagram showing a control device for an engine with an automatic transmission according to the present invention in accordance with the claims, and FIG. 2 is an example of a control device for an engine with an automatic transmission according to the present invention. FIG. 3 is a time chart for explaining the operation of the example shown in FIG. 2 is a flowchart showing an example of a program executed by each microcomputer when microcomputers are used in the engine control unit and transmission control unit of the present invention. In the figure, 10 is the engine body, 21 is the throttle opening sensor, 26 is the bypass passage, 27 is the flow rate adjustment valve, 30 is the automatic transmission, 40 is the turbine rotation speed sensor, 46 is the shift lever, and 47 is the shift range detection sensor. , 100 is an engine control unit, 20
0 is the transmission control unit.

Claims (1)

[Claims] 1. A rotation speed detection means for detecting the output shaft rotation speed of the fluid power transmission means provided in the automatic transmission; and a rotation speed detection means for detecting the output shaft rotation speed of the fluid power transmission means, which is detected by the rotation speed detection means. a rotational speed change rate detection means for determining the rate of change; and when it is detected that the output shaft rotational speed detected by the rotational speed detection means has become less than a predetermined set value, or the rotational speed change rate detection means When the rate of change in the output shaft rotational speed detected by is below a predetermined negative set value, if the operation control mode for the engine equipped with the automatic transmission is for a non-driving range, A control device for an engine with an automatic transmission, comprising: an operation control means for changing the operation control mode to a driving range.