JP4035977B2 - Integrated controller for engine and automatic transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an integrated engine / automatic transmission control apparatus for a vehicle with an automatic transmission.
[0002]
[Prior art]
Conventionally, in a vehicle having a torque converter (fluid transmission) type automatic transmission, a shock generated when the shift position is switched from a non-traveling range (for example, N range) to a traveling range (for example, D range or R range). A technique for reducing the above has been proposed.
[0003]
For example, in Japanese Patent No. 2600609, the engine rotation is controlled to a predetermined value corresponding to the engine stall rotation speed from the point of time of N → D or N → R selection until the forward or reverse clutch is engaged. Thus, there is disclosed a technology that suppresses shock, reduces discomfort to the driver and passengers, and avoids adverse effects on components such as a propeller shaft, a differential, and a drive shaft.
[0004]
In this technology, a driving range (for example, D range or R range) is selected from an engine idle state in which a non-traveling range such as the N range of the automatic transmission is selected, and the driving clutch in the automatic transmission is engaged. This has been proposed in consideration of the case where the vehicle is started (hereinafter referred to as racing selection), and reduces the starting shock at the time of racing selection.
[0005]
[Problems to be solved by the invention]
However, in the above-described conventional technology, since the engine output reduction control is performed until the clutch engagement is completed, there is a problem that the output reduction time becomes long and acceleration failure occurs.
In addition, it is conceivable that the engine output reduction control is performed for a predetermined time after selecting the D range or the R range, but in such a technique, N → D, N → R shift depending on the engine speed and the A / T oil temperature. Since the time until the start of clutch engagement differs greatly, there is a problem that it is difficult to set the “predetermined time”. Further, in this case, in order to reliably prevent a shock, a longer time must be set as the predetermined time, and there is a problem that an acceleration failure occurs.
[0006]
The present invention has been devised in view of such a problem, and reduces the shock that occurs when the shift position is switched from the non-traveling range to the traveling range without reducing the response to the acceleration operation (acceleration responsiveness). An object of the present invention is to provide an integrated engine / automatic transmission control device.
[0007]
[Means for Solving the Problems]
For this reason, in the engine / automatic transmission integrated control device according to the first aspect of the present invention, the shift position of the automatic transmission to which the driving force of the engine is input via the fluid transmission device is changed from the non-traveling range to the traveling range. An engine / automatic transmission integrated control device capable of engaging a frictional engagement element for traveling provided in the automatic transmission and executing torque suppression control for the ecidine when switched. As the shift position shifts from By setting an upper limit, the above engine torque Engagement between engine torque suppression means for performing suppression control and the above frictional engagement element for travel start An engagement state detection means for detecting the engagement, and a stop processing means for executing the engine torque suppression control stop processing when the engagement state detection means detects the start of engagement of the friction engagement element for travel. It is characterized by having it.
[0008]
As a result, the engine torque suppression stop process is performed when the start of engagement of the frictional engagement element for travel is detected, so that the N → D shift is performed without reducing the responsiveness (acceleration responsiveness) to the acceleration operation. It is possible to reduce a shock generated at the time of a shift change from a non-traveling range to a traveling range, represented by a change, and noise generated by the shock. This also makes it possible to suppress damage due to excessive input to the components of the drive system and wear due to slipping of the clutch.
[0009]
Further, it is preferable to execute a tailing process for gradually increasing the suppressed engine torque as the torque suppression control stop process. In this case, it is possible to avoid a sudden collision due to a sudden increase in the engine torque. Can do.
Further, the engine torque suppression means performs the engine torque suppression control by limiting a control value of a control parameter related to the engine torque to a predetermined value (claim 2).
[0010]
As a result, the engine torque can be reliably suppressed by limiting the control parameter (for example, the target Pe (target net average effective pressure) value) related to the engine torque to a predetermined value.
Further, an input shaft rotational speed detecting means for detecting an input shaft rotational speed of the automatic transmission is provided, and the travel friction engagement element of the traveling is determined based on a decreasing tendency of the input shaft rotational speed after the switching of the shift position. It is characterized by detecting the start of engagement.
[0011]
This makes it possible to reliably determine that the running frictional engagement element has started to be engaged based on the input shaft rotation speed without providing a special device, thereby simplifying and reducing the cost of the device. Can contribute.
Preferably, the engagement state determination means is configured to determine the start of engagement of the traveling friction engagement element when a deviation between the engine rotation speed and the input shaft rotation speed is equal to or greater than a predetermined value. Further, it may be configured such that the start of engagement is determined when a predetermined time has elapsed after the deviation becomes equal to or greater than a predetermined value. Further, the engagement start may be determined when the input shaft rotational speed is decreased by a predetermined value or more, or when a predetermined time elapses after the input shaft rotation speed is decreased by a predetermined value or more.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIGS. 1 to 3 show an integrated control apparatus for an engine and an automatic transmission as an embodiment of the present invention. FIG. 1 is a block diagram focusing on the functions of the essential parts, and the flow of control signals is shown. FIG. 2 is a time chart for explaining the operation, and FIG. 3 is a flowchart for explaining the operation.
[0013]
In FIG. 1, 2 is an engine, 3 is a torque converter (fluid transmission), 4 is an automatic transmission, 5 is an automatic transmission control unit (A / T-ECU), and 6 is an engine control unit (E / G-ECU). ).
The automatic transmission 4 is connected to the engine 2 via the torque converter 3, and the rotational driving force from the engine 2 is transmitted to the automatic transmission 4 via the torque converter 3. The automatic transmission 4 is provided with a speed change mechanism having a travel friction engagement element (not shown).
[0014]
On the other hand, the vehicle interior is equipped with an input / output device (not shown), a storage device (ROM, RAM, BURAM, etc.) for storing control programs and control maps, a central processing unit (CPU), a timer counter, etc. A transmission control unit 5 is installed. In the automatic transmission control unit 5, various control signals are set based on information from various sensors, which will be described later, and comprehensive control of the automatic transmission 4 is performed.
[0015]
On the input side of the automatic transmission control unit 5, an engine speed sensor (engine speed detecting means) 10 that detects a speed Ne of the engine 2 and a speed of a turbine runner (not shown) of the torque converter 3 (that is, automatic) Turbine rotational speed sensor (input shaft rotational speed detecting means) 9 for detecting the input shaft rotational speed (Nt) of the transmission 4 and output shaft rotational speed for detecting the output shaft rotational speed No (that is, the vehicle speed Vs) of the automatic transmission 4. Various sensors such as a shift position sensor 7 and an accelerator opening sensor 8 for detecting a shift position (for example, P range, R range, N range, D range, etc.) selected by the sensor (vehicle speed sensor) 12 and the driver. And switches are connected.
[0016]
In addition, a so-called drive-by-wire system that controls the throttle opening based on the accelerator depression amount detected by the accelerator opening sensor 8 is applied to this vehicle. A motor (not shown) is connected as a throttle actuator for controlling the opening / closing amount.
[0017]
The automatic transmission controller 5 uses the accelerator opening θAcc detected by the accelerator opening sensor 8 and the output shaft rotational speed No (vehicle speed Vs) detected by the output shaft rotational speed sensor 12 as a vehicle speed sensor. A target shift stage is set from a shift map (not shown), and the engagement state of engagement elements (such as a clutch and a brake) of the transmission mechanism is switched to execute the shift control in order to achieve this target shift stage.
[0018]
The engine control unit (E / G-ECU) 6 is for controlling the operating state of the engine 2 based on information from various sensors.
Similar to the automatic transmission control unit 5, the engine control unit 6 includes an input / output device (not shown), storage means (ROM, RAM, etc.) 16 for storing a control map, a control program, and the like, a central processing unit. (CPU; not shown), and the automatic transmission control unit 5 and the engine control unit 6 communicate information with each other.
[0019]
With such a configuration, integrated control of the engine 2 and the automatic transmission 4 is executed.
Incidentally, as shown in FIG. 1, an engagement state detection means 11 and a shift position determination means 13 are provided in the automatic transmission control section 5 described above, and these are constituted by software or the like.
[0020]
The engagement state detection means 11 detects the engagement state of the friction engagement element that is engaged when the shift position is switched based on the decreasing tendency of the turbine rotation speed Nt detected by the turbine rotation speed sensor 9. In other words, when the shift position is switched from a non-traveling range such as N range or P range to a traveling range such as D range or R range, a frictional engagement element for traveling (forward clutch for D range, reverse clutch for R range, etc.) And the turbine rotational speed Nt decreases with the engagement of the frictional engagement elements. When the deviation between the engine rotational speed Ne and the turbine rotational speed Nt is equal to or greater than the predetermined value a and a predetermined time α has elapsed from that point, it is determined that the engagement of the forward clutch (or the reverse clutch) has started.
[0021]
Further, the shift position determination means 13 determines that the position of the shift lever is changed from the non-travel range (N range or P range) to the travel range (D range) based on the information SP from the shift position sensor 7 provided in the shift lever (not shown). Alternatively, it is determined whether or not the operation has been performed in the R range.
On the other hand, the engine control unit 6 is provided with torque suppression means 14, stop processing means 15, and storage means 16, which are also configured by software or the like.
[0022]
The torque suppression means 14 sets an upper limit value of the output torque from the engine 2 based on various information from the automatic transmission control unit 5, and a throttle valve provided in the engine 2 so as not to exceed the upper limit value. 17 is controlled. As described above, the drive-by-wire system is applied in the present embodiment, and the throttle valve 17 is constituted by an electronically controlled throttle valve.
[0023]
In this embodiment, when a shift operation is performed from the neutral range (N range) or the parking range (P range) to the forward travel range (D range) or the reverse travel range (R range), the shift operation is started from this shift operation. The engine torque is suppressed by the torque suppression means 14 until the engagement of a frictional engagement element (for example, a forward clutch or a reverse clutch) that achieves a gear position corresponding to the speed is started.
[0024]
As described above, when the engine torque is controlled, it is conceivable to directly limit the opening (throttle opening) θth of the throttle valve 17, but the in-cylinder pressure (average effective pressure) required when the throttle opening θth is set. Since it is known that Pe is well proportional to the engine torque, rather than directly limiting the throttle opening θth, this in-cylinder pressure Pe is a target in-cylinder pressure Pe (target) corresponding to the engine load or engine torque. By controlling the throttle opening θth so that it becomes Pe), the engine torque can be controlled more optimally. When the engine torque is limited (suppressed), an upper limit value (target Pe hold value) for the target Pe may be set, and the throttle opening θth may be controlled so as not to exceed the target Pe hold value.
[0025]
The storage means 16 is constituted by a storage device such as a ROM, and stores information such as a target Pe map value determined by the accelerator opening θAcc and the engine rotational speed Ne, the above-described target Pe hold value, and tailing gain (described later). Has been.
Here, the control of the engine torque by the torque suppressing means 14 will be described with reference to the time charts of FIGS.
[0026]
2A shows the engine speed Ne and the turbine speed Nt, FIG. 2B shows the duty ratio of the solenoid valve of the forward clutch (not shown), and FIG. 2C shows the accelerator position sensor (APS; accelerator opening). FIG. 2 (d) shows a target in-cylinder pressure Pe in the engine 2, and FIG. 2 (e) shows a Pe hold request signal.
[0027]
First, when a shift change from the N range to the D range is performed at the time indicated by A, the solenoid duty ratio D is increased from 0% to 100% as shown in FIG. Since the forward clutch has a clearance (backlash) between a clutch plate (not shown) and a clutch disk (not shown), it is necessary to close the backlash before the coupling is performed. In order to achieve speed change, it is necessary to perform this loosening operation quickly. Therefore, when the shift operation from N to D is performed (point A), the duty ratio is set to 100% and the maximum hydraulic pressure is supplied to the forward clutch.
[0028]
The forward clutch rattling by setting the solenoid duty factor D to 100% is performed only for a predetermined rattling time tF, and after the rattling time tF from point A has elapsed (point B), the duty factor D is reduced to a predetermined duty factor (initial duty factor) DA, and the forward clutch is gradually engaged. In this case, the duty ratio D of the solenoid is increased from the initial duty ratio DA with a predetermined gradient, but this is set as a backup control that prevents the hydraulic pressure from being insufficient for some reason to prevent the shift from proceeding. Is.
[0029]
Further, as shown in FIG. 2A, when the shift position is in the N range, the forward clutch is released and the automatic transmission is in the neutral state, so the turbine of the torque converter 3 is freely rotating. The turbine rotation speed Nt is equal to the engine rotation speed Ne. Then, when the forward clutch is engaged by switching the shift position to the D range, the turbine that has been freely rotating until then is restrained by the forward clutch, and the turbine rotational speed Nt eventually decreases. At the beginning (start of clutch engagement) and then reach the synchronous rotational speed Ntj, the engagement of the clutch is completed.
[0030]
Here, as shown in FIG. 2 (e), when an N → D shift operation is performed at point A and this is detected by the shift position determining means 13, a Pe hold request is raised, and the automatic operation shown in FIG. A Pe hold request signal is transmitted from the transmission control unit 5 to the engine control unit 6.
The Pe hold request signal is a signal for limiting the output torque of the engine 2. When the engine control unit 6 receives the Pe hold request signal, torque suppression control of the engine 2 by the torque suppression means 14 is executed. It has become so.
[0031]
That is, when the engine control unit 6 receives the Pe hold request signal, the upper limit value of the target Pe of the engine 2 is limited to the target Pe hold value stored in advance in the storage unit 16. As a result, even if the driver depresses the accelerator, the target Pe is limited to a predetermined upper limit value (target Pe hold value), so that the output torque of the engine is suppressed.
[0032]
Specifically, when the engine control unit 6 receives the Pe hold request signal, the torque suppression unit 14 sets the upper limit value of the target Pe to the target Pe hold value, and obtains the target Pe using the following equation.
Target Pe = min {target Pe map value, target Pe hold value}
Here, the target Pe map value is Pe set based on the map stored in the storage means 16 of the engine control unit 6 and is controlled so that the engine torque becomes this target Pe map value during normal operation. Is done. Further, the target Pe hold value is an upper limit value for suppressing the engine torque, and is set for each gear position.
[0033]
Then, the torque suppression means 14 compares the target Pe map value and the target Pe hold value, and outputs the smaller one of them as the target Pe. Therefore, when the target Pe map value exceeds the target Pe hold value, the target Pe hold value is output as the target Pe, and thereby the engine torque is suppressed to the target Pe hold value. Become.
[0034]
FIG. 2 (c) shows a case where the accelerator is depressed (accelerator ON) after a predetermined time has elapsed since the N → D shift operation (A). In this case, as the accelerator is turned on, the target Pe map value also increases as shown by the alternate long and short dash line in FIG. 2 (d). However, when the accelerator is turned on, a Pe hold request rises as shown in FIG. 2 (e). Therefore, as shown by the solid line in FIG. 2D, the target Pe is limited to the target Pe hold value set lower than the target Pe map value. 2 (d) indicates the target Pe (Pe map value) when the torque suppression control by the torque suppression means 14 is not executed, and is originally set according to the increase in the accelerator opening θAcc. It shows that the target Pe is limited by the torque suppression control of the torque control means 14 and the output torque of the engine 2 is suppressed.
[0035]
When the target Pe rises to the target Pe hold value as the accelerator is depressed, the engine torque increases as the target Pe increases, and the engine speed Ne increases as shown in FIG. The increase in the engine rotational speed Ne is smaller than when engine torque suppression control is not performed, that is, when the target Pe is set to the target Pe map value. As the engine rotational speed Ne increases, the turbine rotational speed Nt also increases.
[0036]
Thereafter, as shown in FIG. 2A, as the forward clutch engagement control proceeds, when the forward clutch actually starts to be engaged, the turbine rotational speed Nt decreases, and the engine rotational speed Ne and the turbine rotational speed Nt When the predetermined time α elapses from the time (C) when the deviation (ΔN) of the automatic transmission becomes equal to or greater than the predetermined value a, the engagement state detection means 11 of the automatic transmission control unit 5 determines that the forward clutch has started engagement. To do. When the engagement state detection means 11 detects the start of engagement of the forward clutch, the automatic transmission control unit 5 cancels the Pe hold request as shown in FIG. When the Pe hold request signal is not transmitted from the automatic transmission control unit 5 side due to the cancellation of the Pe hold request, the engine control unit 6 executes the above-described torque suppression control stop processing by the stop processing means 15.
[0037]
In this cancellation process, the target Pe that has been limited until then is gradually returned toward the original Pe when the torque suppression control is not executed, that is, the target Pe map value. In the following, the control for gradually increasing the engine torque at a constant gradient is referred to as tailing processing.
Then, during this tailing process, the target Pe is set by the stop processing means 15 as follows.
Target Pe = min {target Pe map value, target Pe tailing value}
Target Pe tailing value = Target Pe (n-1) + tailing gain
By executing such processing, the target Pe is set to gradually increase toward the target Pe map value, and the engine torque gradually increases. The tailing gain is a predetermined value that is set for each gear position and stored in the storage means 16.
[0038]
Further, as described above, the stop processing of the torque suppression control by the stop processing means 15 is not the moment (C) when the deviation ΔN between the engine rotational speed Ne and the turbine rotational speed Nt exceeds the predetermined value a, but the predetermined time α The reason why it is executed after the elapse is to reliably determine the start of engagement of the forward clutch.
In the above-described embodiment, the case where the accelerator is depressed before the time point (C) when the forward clutch starts to be engaged has been described. However, the forward clutch is engaged according to the N → D shift operation. When the accelerator is not depressed until the start, the target Pe map value is smaller than the target Pe hold value or the target Pe tailing value. Therefore, the torque suppression unit 14 and the stop processing unit 15 set the target Pe to the target Pe value. The Pe map value is set, and the engine torque suppression control as described above is not performed.
[0039]
Next, the engine / automatic transmission integrated control apparatus according to the embodiment of the present invention is configured as described above, and therefore, the output of the engine 2 is controlled based on, for example, a flowchart shown in FIG. .
First, in step A1, whether or not a shift switching operation from the N range or P range (non-traveling range) to the D range or R range (traveling range) has been performed in the shift position determination means 13 of the automatic transmission control unit 5. When it is determined that there is no switching operation, the determination is repeated (see No route), and when it is determined that there is a shift switching operation, the process proceeds to step A2.
[0040]
When the process proceeds to Step A2, the automatic transmission control unit 5 transmits a Pe hold request signal, which is a command signal for executing torque suppression control, to the engine control unit 6, and the process proceeds to Step A3.
Here, the control shifts from the automatic transmission control unit 5 to the engine control unit 6, and when the engine control unit 6 receives the Pe hold request signal in Step A3, the upper limit Pe (target Pe hold value) for the target Pe is set. The value stored in the storage means 16 is set according to the gear position to be changed with the switching to the travel range.
[0041]
In step A4, the target Pe of the engine 2 is set so as not to exceed the target Pe hold value, and engine torque suppression control is performed.
The steps so far are the steps showing the torque control by the torque suppressing means 14.
Steps A5 to A7 in FIG. 3 are steps related to the tailing process (stop process).
[0042]
If torque suppression control is performed in step A4 described above, then in step A5, the engagement state detection means 11 causes the deviation (ΔN) between the engine rotational speed Ne and the turbine rotational speed Nt to be equal to or greater than a predetermined value a. It is determined whether or not a predetermined time α has elapsed from the point in time, that is, whether or not the engagement of the traveling friction engagement element (forward clutch) has been started. If this condition is not met, the process returns to step A4, and the engine torque suppression control is repeated until the condition is met (see No route). When this condition is met and the engagement state detection means 11 detects the start of engagement, Proceed to step A6.
[0043]
In step A6, the automatic transmission control unit 5 cancels transmission of the Pe hold request signal, which is a command signal for executing torque suppression control, to the engine control unit 6, and proceeds to step A7.
That is, when the process proceeds from step A5 to step A6, it is determined that the start of engagement of the frictional engagement element for travel (for example, a forward clutch) is determined. At this time, a Pe hold request for torque suppression is transmitted. Is released.
[0044]
Here, the control shifts from the automatic transmission control unit 5 to the engine control unit 6, and the engine control unit 6 does not receive the Pe hold request signal from the automatic transmission control unit 5, so that the tailing process is performed in step A7. (Cancel processing) is executed, and the limited target Pe is gradually returned toward the target Pe map value.
As described above, when the shift position is switched from the non-traveling range to the traveling range, the engine torque suppression control is performed until the engagement of the engaged frictional engagement element is started. Without reducing responsiveness (acceleration responsiveness), it is possible to reduce the engine blow-up and shift shocks at the time of a shift change from non-travel range to travel range represented by N → D shift change. It is possible to reduce noise generated by a shift shock.
[0045]
Further, this makes it possible to suppress damage due to excessive input to the components of the drive system and wear due to slipping of the clutch.
Further, by controlling the control parameter (Pe value) relating to the engine torque, the engine torque can be reliably suppressed.
Further, since it is possible to reliably determine that the clutch (travel frictional engagement element) has started engagement based on the amount of change in the turbine rotation speed without providing a special device, the device can be simplified. In addition, it can contribute to cost reduction.
[0046]
Further, since the tailing process for gradually increasing the engine output is executed as the torque suppression control cancellation process, it is possible to avoid a sudden collision due to a sudden increase in the engine torque.
In addition, this invention is not limited to the embodiment mentioned above and its modification, In the range which does not deviate from the meaning of this invention, it can change and implement variously.
[0047]
For example, in the above description, when a predetermined time α elapses after the deviation ΔN between the engine rotational speed Ne and the turbine rotational speed Nt becomes equal to or greater than a predetermined value a, the engagement state detecting means 11 causes the traveling friction engagement element (forward clutch). It is determined that the engagement of the forward clutch is started, but it is determined that the engagement of the forward clutch is started when the deviation ΔN between the engine speed Ne and the turbine speed Nt becomes equal to or greater than a predetermined value a. You may do it. In this case, the predetermined value a is a value a that allows for a predetermined time α. ₁ (≧ a), that is, a value for reliably determining the start of engagement may be set.
[0048]
Furthermore, the start of engagement of the forward clutch may be determined using only the turbine rotational speed Nt as a parameter. In this case, the start of engagement of the forward clutch may be determined when the change amount ΔNt of the turbine rotational speed Nt becomes equal to or greater than a predetermined value.
[0049]
【The invention's effect】
As described above in detail, according to the engine / automatic transmission integrated control device of the present invention, the engine torque suppression stop process is performed when the start of engagement of the frictional engagement element for travel is detected. Without reducing the responsiveness (acceleration responsiveness) to the acceleration operation, the engine speed increases and shift shocks that occur during the shift operation from the non-travel range to the travel range, represented by the N → D shift operation. In addition to reduction, it is possible to reduce noise generated by this shift shock. This also makes it possible to suppress damage caused by excessive input to the parts of the drive system and wear due to slipping of the clutch (claim 1).
[0050]
Further, when the tailing process for gradually increasing the engine output is performed as the torque suppression control stop process, it is possible to avoid a sudden feeling due to a sudden increase in the engine torque.
Further, by limiting the control value of the control parameter relating to the engine torque, the engine torque can be surely suppressed (claim 2).
[0051]
Moreover, since it can be determined reliably that the running frictional engagement element has started engagement based on the turbine rotation speed without providing a special device, it contributes to simplification and cost reduction of the device. (Claim 3).
[Brief description of the drawings]
FIG. 1 is a block diagram of an engine output control device for a vehicle with an automatic transmission as an embodiment of the present invention, showing the flow of control signals.
FIG. 2 is a time chart concerning the operation of the engine output control device for a vehicle with an automatic transmission as one embodiment of the present invention.
FIG. 3 is an operation flow of an engine output control device for a vehicle with an automatic transmission as an embodiment of the present invention.
[Explanation of symbols]
2 Engine
3 Torque converter (fluid transmission)
4 Automatic transmission
5 Automatic transmission controller (A / T-ECU)
6 Engine control unit (E / G-ECU)
7 Shift position sensor
8 Accelerator position sensor
9 Turbine rotation speed sensor (input shaft rotation speed detection means)
10 Engine rotation speed sensor (Engine rotation speed detection means)
11 Engagement state detection means
12 Output shaft rotation speed sensor (vehicle speed sensor)
13 Shift position judging means
14 Torque suppression means (engine torque suppression means)
15 Stop processing means
16 Memory means

Claims (3)

When the shift position of the automatic transmission to which the driving force of the engine is inputted via the fluid transmission device is switched from the non-traveling range to the traveling range, the frictional engagement element for traveling provided in the automatic transmission is engaged. An engine / automatic transmission integrated control device capable of executing torque suppression control of the engine,
With the switching of the shift position from the non-traveling range to the traveling range, engine torque suppression means for performing suppression control of the engine torque by setting an upper limit of the engine torque;
Engagement state detection means for detecting the engagement start of the traveling friction engagement element;
An engine that includes stop processing means for executing stop processing of the engine torque suppression control when the engagement state detection means detects the start of engagement of the traveling friction engagement element; Integrated control unit for automatic transmission. 2. The engine / automatic transmission integration according to claim 1, wherein the engine torque suppression means performs the engine torque suppression control by limiting a control value of a control parameter relating to the engine torque to a predetermined value. Control device. An input shaft rotational speed detecting means for detecting an input shaft rotational speed of the automatic transmission is provided, and the engagement of the traveling friction engagement element is performed based on a decreasing tendency of the input shaft rotational speed after the switching of the shift position. 3. The engine / automatic transmission integrated control device according to claim 1, wherein the start is detected.

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