JP2006300141A - Controller of power train - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the deterioration of drivability by increasing a deceleration at a rate according to requests from a driver. <P>SOLUTION: An ECU performs a program having a step for calculating a target deceleration by using a deceleration before changing a shift mode and the increasing rate of deceleration set by the driver when a shift lever is operated (YES in S104) to change the shift mode of an automatic transmission from an auto mode to a manual mode (S106), a step for setting the combination of such a gear stage that the target deceleration can be provided, the engagement state of a lockup clutch, and the state of fuel cut with each other (S108), and a step for controlling the automatic transmission, the lockup clutch, and an engine so that the set combination can be provided (S110). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a power train control device, and more particularly to a power train control device including an automatic transmission that is controlled in accordance with an operation of a passenger.

  2. Description of the Related Art Conventionally, a power train including an automatic transmission that is shifted in either one of an automatic mode in which a shift is automatically performed based on a running state of a vehicle and a manual mode in which a shift is performed based on an operation of an occupant is provided. It is known.

  Japanese Patent Application Laid-Open No. 6-221417 (Patent Document 1) discloses a shift control device for an automatic transmission for a vehicle that quickly performs a downshift. The shift control device described in Patent Document 1 controls an automatic transmission for a vehicle that can be set to a plurality of shift stages including a shift stage that can select a state where the engine brake is effective and a state where the engine brake is not effective. This shift control device is provided adjacent to the first range position for setting a plurality of shift stages including a shift stage in which the engine brake is not effective based on the running state, and the engine brake is effective. A shift device that can manually select a second range position that sets only the gear position in a state, a shift detection unit that detects that the second range position is selected, and a shift device from the first range position. A shift speed detection section for detecting a shift speed immediately before the second range position is selected when the shift detection section detects that the second range position is selected in association with switching to the second range position; When the detection unit detects that the second range position has been selected, the state where the engine brake on the low speed side is effective by a predetermined number of steps from the gear detected by the gear detection unit. Instructing shift to the gear and a shift instruction unit.

According to the shift control device described in this publication, when the first range position is selected by the shift device, the automatic transmission enters the traveling state in any one of a plurality of shift stages including a shift stage in which the engine brake is not effective. Set accordingly. When the shift device is switched from the first range position to the second range position, the shift detection unit detects that the second range position is selected, and detects the shift stage immediately before the second range position is selected. Part detects. Then, the shift instruction unit issues a shift instruction so as to set a shift step that is lower than the shift step detected by the shift step detection unit and that is in a state where the engine brake is effective. Therefore, the downshift can be executed by only one operation that is switching from the first range position to the second range position adjacent thereto.
JP-A-6-221417

  By the way, in an automatic transmission, the gear stage is not always set at a constant gear ratio interval. For example, the amount of change in the gear ratio may be different when downshifting from the fifth gear to the fourth gear and when shifting down from the fourth gear to the third gear. For this reason, the amount of change in deceleration (negative acceleration) may differ only by downshifting by a predetermined number of steps as in the transmission described in Japanese Patent Application Laid-Open No. Hei 6-221417. Even when downshifting from the same gear, the amount of change in deceleration may vary depending on the vehicle speed, the state of the torque converter lockup clutch, the presence or absence of fuel cut, and the like. In either case, there is a problem that the deceleration is different from the deceleration expected by the occupant, and the occupant may feel uncomfortable and drivability may deteriorate.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a power train control device capable of suppressing deterioration in drivability.

  A power train control device according to a first aspect of the present invention controls a power train including an automatic transmission that is controlled in accordance with an operation of an occupant on an operation unit. The control device includes a first detection unit for detecting the state of the power train, a second detection unit for detecting the running state of the vehicle, the state of the power train during operation of the operation unit, and the vehicle Setting means for setting a power train state in which the acceleration of the vehicle changes by a predetermined value based on the driving state, and a control for controlling the power train so as to be in the set state Means.

  According to the first aspect of the present invention, the first detection means sets the power train state as, for example, the state of fuel supply to the power source (whether fuel cut is present), the friction engagement element (lockup) of the joint (torque converter) Clutch) and the gear ratio of the automatic transmission are detected. The second detection means detects the vehicle speed and acceleration as the running state of the vehicle. When the operation unit is operated or the manual mode is selected so that the automatic mode in which the gear is automatically shifted based on the running state of the vehicle is changed to the manual mode in which the gear is shifted according to the operation of the occupant. When the operation unit is operated in the state, it can be said that the occupant is requesting a shift. That is, it can be said that the occupant is requesting a change in acceleration (including deceleration). In such a case, the state of the power train is set such that the acceleration of the vehicle changes by a predetermined value based on the state of the power train and the running state of the vehicle when the operation unit is operated. For example, a combination of the fuel supply state to the power source, the engagement state of the friction engagement element, and the gear ratio of the automatic transmission is set such that the acceleration of the vehicle changes by a predetermined value. The power train is controlled so as to be set. Thereby, the acceleration can be changed by a desired value. Therefore, an acceleration that can be predicted by the occupant can be obtained. As a result, it is possible to provide a power train control device that can prevent the passenger from feeling uncomfortable and suppress deterioration in drivability.

  In the power train control device according to the second invention, in addition to the configuration of the first invention, the automatic transmission automatically shifts based on the traveling state of the vehicle in accordance with the operation of the occupant's operation unit. The shift is performed in either one of an auto mode performed and a manual mode in which a shift is performed based on the operation of the passenger. The setting means includes means for setting a power train state in which the acceleration of the vehicle changes by a predetermined value when the operation unit is operated so as to change from the auto mode to the manual mode.

  According to the second invention, when it can be said that the occupant requests to change the acceleration, such as when the operation unit is operated so as to change from the auto mode to the manual mode, the acceleration of the vehicle is determined in advance. The state of the power train is set so as to change by the specified value. Thereby, the acceleration which a passenger | crew can predict can be obtained in the appropriate time based on a passenger | crew's intention. Therefore, it can suppress that a passenger | crew feels uncomfortable. As a result, deterioration of drivability can be suppressed.

  In the power train control device according to the third aspect of the invention, in addition to the configuration of the first aspect, the automatic transmission is adapted to an auto mode in which a shift is automatically performed based on the traveling state of the vehicle, and to an occupant operation unit. Shifting is performed in one of manual modes in which shifting is performed based on the operation. The setting means includes means for setting a power train state in which the acceleration of the vehicle changes by a predetermined value when the operation unit is operated in a state where the manual mode is selected.

  According to the third invention, when it can be said that the occupant requests to change the acceleration, such as when the operation unit is operated in the state where the manual mode is selected, the acceleration of the vehicle is only a predetermined value. A changing power train state is set. Thereby, the acceleration which a passenger | crew can predict can be obtained in the appropriate time based on a passenger | crew's intention. Therefore, it can suppress that a passenger | crew feels uncomfortable. As a result, deterioration of drivability can be suppressed.

  In the power train control device according to the fourth invention, in addition to the configuration of any one of the first to third inventions, the power train includes a power source, a joint having a friction engagement element, in addition to the automatic transmission. including. The automatic transmission is connected to a power source through a joint. The first detection means includes means for detecting the supply state of fuel to the power source, the engagement state of the friction engagement element, and the gear ratio of the automatic transmission. The second detection means includes means for detecting the vehicle speed and acceleration. The setting means includes means for setting the fuel supply state to the power source, the engagement state of the friction engagement element, and the gear ratio of the automatic transmission.

  According to the fourth aspect of the invention, for example, a combination of the fuel supply state to the power source, the engagement state of the friction engagement element, and the gear ratio of the automatic transmission is set. Thereby, arbitrary acceleration can be obtained.

  In the power train control device according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the predetermined value is a value set in accordance with the operation of the occupant.

  According to the fifth invention, the amount of change in acceleration is set by the passenger. Thereby, the acceleration according to a passenger | crew's request | requirement can be obtained. Therefore, it can suppress that a passenger | crew feels uncomfortable. As a result, deterioration of drivability can be suppressed.

  A power train control device according to a sixth aspect of the present invention controls a power train including an automatic transmission that is controlled in accordance with an operation of an occupant on an operation unit. The control device includes a first detection unit for detecting the state of the power train, a second detection unit for detecting the running state of the vehicle, and the torque of the rotating shaft of the automatic transmission. Control means for controlling the power train so that the second torque obtained by adding a predetermined value to the first torque calculated based on the state of the power train at the time of operation and the running state of the vehicle; including.

  According to the sixth aspect of the present invention, the first detection means sets the state of the power train, for example, the state of fuel supply to the power source (whether fuel cut is present), the friction engagement element (lock-up) of the joint (torque converter) Clutch) and the gear ratio of the automatic transmission are detected. The second detection means detects the vehicle speed and acceleration as the running state of the vehicle. When the operation unit is operated or the manual mode is selected so that the automatic mode in which the gear is automatically shifted based on the running state of the vehicle is changed to the manual mode in which the gear is shifted according to the operation of the occupant. When the operation unit is operated in the state, it can be said that the occupant is requesting a shift. That is, it can be said that the occupant is requesting a change in acceleration (including deceleration). In such a case, the torque of the rotating shaft of the automatic transmission adds a predetermined value to the first torque calculated based on the state of the power train and the traveling state of the vehicle when the operation unit is operated (negative The power train is controlled so that the second torque is obtained (including addition of values). Thereby, an acceleration corresponding to the second torque can be obtained. Therefore, the acceleration can be changed by an amount corresponding to a predetermined value added to the first torque. Therefore, an acceleration that can be predicted by the occupant can be obtained. As a result, it is possible to provide a power train control device that can prevent the passenger from feeling uncomfortable and suppress deterioration in drivability.

  In the power train control device according to the seventh aspect of the invention, in addition to the configuration of the sixth aspect of the invention, the automatic transmission automatically shifts based on the traveling state of the vehicle according to the operation of the occupant's operation unit. The shift is performed in either one of an auto mode performed and a manual mode in which a shift is performed based on an occupant's operation. The control means includes means for controlling the power train so that the torque of the rotary shaft of the automatic transmission becomes the second torque when the operation unit is operated so as to change from the auto mode to the manual mode. Including.

  According to the seventh invention, when it can be said that the occupant requests to change the acceleration, such as when the operation unit is operated so as to change from the auto mode to the manual mode, the rotation shaft of the automatic transmission is The power train is controlled so that the torque becomes the second torque. Thereby, the acceleration corresponding to the second torque can be obtained at an appropriate time based on the occupant's intention. Therefore, an acceleration that can be predicted by the occupant can be obtained at a time according to the occupant's request. As a result, it is possible to suppress the occupant from feeling uncomfortable and to suppress the deterioration of drivability.

  In the power train control apparatus according to the eighth aspect of the invention, in addition to the configuration of the sixth aspect of the invention, the automatic transmission is adapted to an automatic mode in which a gear change is automatically performed based on the running state of the vehicle, and an occupant operation unit. Shifting is performed in one of manual modes in which shifting is performed based on the operation. The control means includes means for controlling the power train so that the torque of the rotating shaft of the automatic transmission becomes the second torque when the operation unit is operated in a state where the manual mode is selected.

  According to the eighth invention, when it can be said that the occupant is requesting a change in acceleration, such as when the operation unit is operated in a state where the manual mode is selected, the torque of the rotary shaft of the automatic transmission is the first. The power train is controlled to have a torque of 2. Thereby, the acceleration corresponding to the second torque can be obtained at an appropriate time based on the occupant's intention. Therefore, an acceleration that can be predicted by the occupant can be obtained at a time according to the occupant's request. As a result, the occupant can be prevented from feeling uncomfortable, and drivability can be prevented from deteriorating.

  In the control apparatus for the power train according to the ninth invention, in addition to the configuration of any of the sixth to eighth inventions, the power train includes a power source, a joint having a friction engagement element, in addition to the automatic transmission. including. The automatic transmission is connected to a power source through a joint. The first detection means includes means for detecting the supply state of fuel to the power source, the engagement state of the friction engagement element, and the gear ratio of the automatic transmission. The second detection means includes means for detecting the vehicle speed and acceleration. The first torque is calculated based on the fuel supply state to the power source, the engagement state of the friction engagement element, the gear ratio of the automatic transmission, the vehicle speed, and the acceleration.

  According to the ninth aspect, the first torque is calculated based on the fuel supply state to the power source, the engagement state of the friction engagement element, the gear ratio of the automatic transmission, the vehicle speed, and the acceleration. As a result, the first torque can be accurately calculated in consideration of the output of the power source, the torque transmission state, and the like.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
With reference to FIG. 1, the power train of the vehicle including the control apparatus according to the first embodiment of the present invention will be described. The control device according to the present embodiment is realized by an ECU (Electronic Control Unit) 1000 shown in FIG. In the present embodiment, the automatic transmission will be described as an automatic transmission having a planetary gear type transmission mechanism provided with a torque converter as a fluid coupling. The present invention is not limited to an automatic transmission having a planetary gear type transmission mechanism, and may be a continuously variable transmission such as a belt type continuously variable transmission.

  As shown in FIG. 1, the power train of this vehicle includes an engine 100, a torque converter 200, an automatic transmission 300, and an ECU 1000.

  The output shaft of engine 100 is connected to the input shaft of torque converter 200. Engine 100 and torque converter 200 are connected by a rotating shaft. Therefore, output shaft speed NE (engine speed NE) of engine 100 detected by engine speed sensor 400 and input shaft speed (pump speed) of torque converter 200 are the same.

  The torque converter 200 includes a lock-up clutch 210 that directly connects the input shaft and the output shaft, a pump impeller 220 on the input shaft side, a turbine impeller 230 on the output shaft side, and a one-way clutch 250. It is comprised from the stator 240 which expresses an amplification function. Torque converter 200 and automatic transmission 300 are connected by a rotating shaft. An output shaft rotational speed NT (turbine rotational speed NT) of torque converter 200 is detected by turbine rotational speed sensor 410. The output shaft rotational speed NOUT of the automatic transmission 300 is detected by the output shaft rotational speed sensor 420.

  FIG. 2 shows an operation table of the automatic transmission 300. According to the operation table shown in FIG. 2, the clutch elements (C1 to C4 in the figure), the brake elements (B1 to B4), and the one-way clutch elements (F0 to F3) that are friction elements are in any gear. Shows what is combined and released. At the first speed used when the vehicle starts, the clutch element (C1) and the one-way clutch elements (F0, F3) are engaged. Among these clutch elements, the clutch element C1 is particularly referred to as an input clutch 310. The input clutch 310 is also referred to as a forward clutch or a forward clutch. As shown in the operation table of FIG. 2, the vehicle moves forward except for the parking (P) position, the reverse traveling (R) position, and the neutral (N) position. Therefore, it is always used in the engaged state when the shift stage is configured.

  In the present embodiment, automatic transmission 300 is a manual in which a shift stage or a shift range is set based on an auto mode in which a shift is automatically performed based on a running state of the vehicle and a driver's operation is performed. Control is performed in one of the modes.

  The ECU 1000 that controls these power trains includes an engine ECU 1010 that controls the engine 100 and an ECT (Electronic Controlled Automatic Transmission) _ECU 1020 that controls the automatic transmission 300.

  Returning to FIG. 1, the engine ECU 1010 receives a signal indicating the position of the shift lever 1012 from the shift position sensor 430 and a signal indicating the depression amount of the accelerator pedal 1014 from the accelerator opening sensor 440.

  In the present embodiment, the driver operates the shift lever 1012 to select the shift mode of the automatic transmission 300. Note that the method for selecting the shift mode is not limited to this. In addition, when the manual mode is selected as the speed change mode, the automatic transmission 300 changes the speed when the shift lever 1012 is operated in the vehicle front-rear direction or the vehicle width direction or a switch provided on the steering wheel or the like is operated. Is done.

  Further, in the present embodiment, when the driver operates the shift lever 1012, the deceleration (negative acceleration) of the vehicle is increased (acceleration when the shift mode is changed from the auto mode to the manual mode). The power train is controlled so that the

  The ECT_ECU 1020 receives a signal representing the turbine rotational speed NT from the turbine rotational speed sensor 410 and a signal representing the output shaft rotational speed NOUT from the output shaft rotational speed sensor 420. The ECT_ECU 1020 also sends a signal representing the engine speed NE detected by the engine speed sensor 400, a signal representing the throttle opening detected by the throttle position sensor, and the shift position sensor 430 from the engine ECU 1010. The signal indicating the position of the shift lever 1012 detected in this way and the signal indicating the depression amount of the accelerator pedal 1014 detected by the accelerator opening sensor 440 are input.

  These rotation speed sensors are provided to face the teeth of the rotation detection gear attached to the input shaft of torque converter 200, the output shaft of torque converter 200, and the output shaft of automatic transmission 300. These rotational speed sensors are sensors that can detect slight rotations of the input shaft of the torque converter 200, the output shaft of the torque converter 200, and the output shaft of the automatic transmission 300. This is a sensor using a magnetoresistive element.

  Further, a signal representing the vehicle speed detected by the vehicle speed sensor 450 is input to the ECT_ECU 1020. In the present embodiment, dial 1016 is provided so that the driver can set the amount of increase in deceleration when the shift mode is changed from the auto mode to the manual mode. Note that the method of setting the deceleration increase amount is not limited to this, and may be set using a display or the like. A signal indicating the increase amount of the deceleration is input to the ECT_ECU 1020.

  With reference to FIG. 3, a control structure of a program executed by ECU 1000 that is the control device according to the present embodiment will be described.

  In step (hereinafter, step is abbreviated as S) 100, ECU 1000 determines the gear position of automatic transmission 300, the engagement state of lockup clutch 210, the state of fuel cut in engine 100 (presence / absence), vehicle speed, deceleration ( Negative acceleration) and the amount of increase in deceleration set by the driver. Since the gear state of the automatic transmission 300, the engagement state of the lock-up clutch, and the fuel cut state in the engine 100 are set by the ECU 1000, these are detected inside the ECU 1000. The vehicle speed is detected based on a signal transmitted from the vehicle speed sensor 450. The acceleration is detected from the rate of change of the vehicle speed. Note that acceleration may be detected based on a signal transmitted from a G sensor or the like. The amount of increase in deceleration set by the driver is detected based on a signal transmitted from dial 1016.

  In S104, ECU 1000 determines whether or not shift lever 1012 has been operated so as to change the shift mode of automatic transmission 300 from the automatic mode to the manual mode based on the signal transmitted from shift position sensor 430. To do. If shift lever 1012 is operated so as to change from the auto mode to the manual mode (YES in S104), the process proceeds to S106. Otherwise (NO in S104), this process ends.

  In S106, ECU 1000 calculates a target deceleration from the deceleration before the change of the shift mode and the amount of increase in deceleration set by the driver.

  In S108, ECU 1000 sets the target deceleration (the deceleration increases) based on the gear stage before the change of the shift mode, the state of lockup clutch 210, the state of fuel cut, the vehicle speed, and the deceleration. As above, the gear stage, the engagement state of the lock-up clutch 210, and the fuel cut state are set. That is, ECU 1000 sets a combination of a gear stage, an engagement state of lockup clutch 210, and a fuel cut state that can achieve a target deceleration. The combination is obtained in advance by experiments and stored as a map.

  In S110, ECU 1000 controls automatic transmission 300, lockup clutch 210, and engine 100 so as to achieve the set combination.

  An operation of ECU 1000 that is the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  While the vehicle is traveling, the gear position of the automatic transmission 300, the engagement state of the lockup clutch, the fuel cut state of the engine 100, the vehicle speed, the acceleration, and the amount of increase in deceleration set by the driver are detected (S100). .

  Here, it is assumed that the vehicle is traveling downhill and the driver operates the shift lever 1012 to change from the auto mode to the manual mode in order to decelerate the vehicle by engine braking (YES in S104). .

  In this case, for example, when downshifting is always performed by only two gears, when downshifting from the fifth gear to the third gear and when downshifting from the fourth gear to the second gear, The amount of change in the transmission ratio can be different. Therefore, the deceleration does not necessarily increase in the same way.

  Therefore, the target acceleration is calculated from the deceleration before the shift mode is changed and the amount of increase in the deceleration set by the driver (S106). Based on the gear stage before the change of the shift mode, the state of the lockup clutch 210, the state of the fuel cut, the vehicle speed, and the deceleration so as to achieve this target acceleration, the gear stage, the engagement state of the lockup clutch 210, A fuel cut state is set (S108). The automatic transmission 300, the lock-up clutch 210, and the engine 100 are controlled so as to achieve the set combination (S110).

  For example, as shown in FIG. 4, it is assumed that the gear stage before the change of the transmission mode is the fifth gear stage, the lockup clutch 210 is engaged, and the fuel cut has been executed.

  In this state, when the deceleration set by the driver (the amount of increase in deceleration) is “large”, the lockup clutch is engaged, and the gear stage is set to 3 while the fuel cut is executed. Downshifted to speed gear. Thereby, the deceleration of the vehicle can be greatly increased using the engine brake.

  When the deceleration set by the driver (deceleration increase amount) is “medium”, the lockup clutch 210 is brought into the slip state while the fuel cut is being executed, and the gear stage is set to the fourth gear. Downshifted to stage. Thereby, the deceleration can be increased to the extent that it does not become excessive.

  When the deceleration set by the driver (the amount of increase in deceleration) is “small”, the lockup clutch 210 is changed to the released state while the fuel cut is being executed, and the gear stage is set to the fourth speed. Downshifted to gear stage. Thereby, the deceleration can be slightly increased.

  The combination of the gear stage, the engagement state of the lock-up clutch 210, and the fuel cut state shown in FIG. 4 is an example, and is not limited to this. Therefore, even when the gear stage before the change of the shift mode, the engagement state of the lockup clutch 210, and the fuel cut state are the same, the combination after the change of the shift mode may be different if the vehicle speed and acceleration are different. .

  Further, when downshifting, the fuel cut may be changed to a state where the fuel cut is not executed. Further, the lockup clutch 210 may be engaged from the slip state or the released state. Further, the engagement state of the lockup clutch 210 and the fuel cut state may be changed without downshifting.

  As described above, according to the ECU that is the control device according to the present embodiment, when the shift lever is operated so that the shift mode is changed from the auto mode to the manual mode, the gear stage and the lockup clutch are engaged. The combination of the state and the fuel cut state is changed. A combination of the gear stage, the engagement state of the lockup clutch, and the fuel cut state is set so that the deceleration increases by the amount of increase of the deceleration set by the driver. The automatic transmission, the lock-up clutch, and the engine are controlled so that the set combination is obtained. Thereby, deceleration can be increased according to a driver | operator's request | requirement. Therefore, the uncomfortable feeling given to the driver can be suppressed. As a result, deterioration of drivability can be suppressed.

  In the present embodiment, when changing from the auto mode to the manual mode, the combination of the gear stage, the lockup clutch engagement state, and the fuel cut state has been changed. However, the manual mode is selected. In this state, the combination may be changed when the shift lever 1012 is operated or when a switch provided on a steering wheel or the like is operated.

  In this embodiment, the combination of the gear stage, the engagement state of the lockup clutch, and the fuel cut state is changed so that the vehicle decelerates, but the combination is changed so that the vehicle accelerates. You may make it do.

  For example, when changing from auto mode to manual mode while the accelerator is on, the combination of gear stage, lockup clutch engagement state, and fuel cut state may be changed so that acceleration increases. Good. In addition, when the rate of increase of the accelerator opening is greater than a predetermined rate of increase (during kickdown), the gear stage, the lockup clutch engagement state, and the fuel cut state should be combined to increase the acceleration. It may be changed. In these cases, the driver may arbitrarily set the amount of increase in acceleration.

<Second Embodiment>
Hereinafter, a second embodiment of the present invention will be described. The control device according to the present embodiment is different from the control device according to the first embodiment described above in that the output shaft torque of the automatic transmission is calculated instead of the target acceleration. Other structures are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  With reference to FIG. 5, a control structure of a program executed by ECU 1000 that is the control device according to the present embodiment will be described. In addition, the same step number is attached | subjected about the process same as the process in the above-mentioned 1st Embodiment. Therefore, detailed description thereof will not be repeated here.

  In S200, ECU 1000 determines output shaft torque T (1) of automatic transmission 300 based on the gear stage before the shift mode change, the engagement state of lockup clutch 210, the fuel cut state, the vehicle speed, and the deceleration. calculate. The output shaft torque T (1) is calculated as a positive value when the vehicle is driven (running with the driving force of the engine 100), and when the vehicle is driven (running without using the driving force of the engine 100). Calculated as a negative value. Further, the output shaft torque of the automatic transmission 300 is calculated from a map created based on experiments and the like in advance.

  In S202, ECU 1000 calculates target output shaft torque T (2) based on output shaft torque T (1). The target output shaft torque T (2) is calculated by adding a predetermined torque T (0) (T (0) <0) to the output shaft torque T (1). That is, the output shaft torque T (2) is calculated by subtracting the absolute value of the torque T (0) from the output shaft torque T (1).

  In S204, ECU 1000 controls automatic transmission 300, lockup clutch 210, and engine 100 so that the output shaft torque of automatic transmission 300 becomes torque T (2). For example, the automatic transmission 300, the lockup clutch 210, and the engine 100 are adjusted so that a value obtained by subtracting the loss in the lockup clutch 210 or the automatic transmission 300 from the output shaft torque of the engine 100 becomes the torque T (2). Be controlled.

  An operation of ECU 1000 that is the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  It is assumed that the driver operates the shift lever 1012 to change from the auto mode to the manual mode in order to decelerate the vehicle by engine braking (YES in S104).

  In this case, the output shaft torque T (1) of the automatic transmission 300 is calculated based on the gear stage before the shift mode change, the engagement state of the lockup clutch 210, the fuel cut state, the vehicle speed, and the deceleration ( S200). At this time, the output shaft torque T (1) is calculated as a negative value.

  The target output shaft torque T (2) is obtained by adding a predetermined torque T (0) (T (0) <0) to the output shaft torque T (1) to the calculated output shaft torque T (1). ) Is calculated (S202). That is, the target value of torque transmitted from the wheels to the automatic transmission 300 is increased.

  The automatic transmission 300, the lockup clutch 210, and the engine 100 are controlled so that the output shaft torque of the automatic transmission 300 becomes the output shaft torque T (2) (S204). For example, the automatic transmission 300, the lockup clutch 210, and the engine 100 are controlled so that the combination of the gear stage, the engagement state of the lockup clutch 210, and the fuel cut state is changed.

  As a result, the output shaft torque of the automatic transmission 300 can be reduced to the torque T (2). That is, the torque transmitted from the wheels to the automatic transmission 300 can be increased by a predetermined value, and the deceleration can be increased by a desired increase amount. Therefore, the amount of increase in deceleration at the time of changing the transmission mode can be made constant, and the uncomfortable feeling given to the driver can be suppressed. As a result, deterioration of drivability can be suppressed.

  As described above, according to the ECU that is the control device according to the present embodiment, when the shift lever is operated so that the shift mode is changed from the auto mode to the manual mode, the output shaft torque target of the automatic transmission is set. The value is reduced to torque T (2). The automatic transmission, the lockup clutch, and the engine are controlled so that the output shaft torque of the automatic transmission becomes the output shaft torque T (2). Thus, the torque transmitted from the wheels to the automatic transmission can be increased by a predetermined value, and the deceleration can be increased by a desired increase amount. Therefore, the amount of increase in deceleration at the time of changing the transmission mode can be made constant, and the uncomfortable feeling given to the driver can be suppressed. As a result, deterioration of drivability can be suppressed.

  In the present embodiment, the output shaft torque of the automatic transmission 300 is changed when the automatic mode is changed to the manual mode. However, the shift lever 1012 is operated in the state where the manual mode is selected. In such a case, the output shaft torque of the automatic transmission 300 may be changed when a switch provided on a steering wheel or the like is operated.

  In the present embodiment, the output shaft torque of the automatic transmission 300 is changed so that the vehicle decelerates. However, the output shaft torque of the automatic transmission 300 is changed so that the vehicle accelerates. Also good.

  For example, the output shaft torque of the automatic transmission 300 may be changed so that the acceleration increases when the mode is changed from the auto mode to the manual mode while the accelerator is on. Furthermore, when the increase rate of the accelerator opening is larger than a predetermined increase rate (during kickdown), the output shaft torque of the automatic transmission 300 may be changed so that the acceleration increases.

  Further, a predetermined torque T (0) (change amount of output shaft torque) may be arbitrarily set by the occupant. Further, the input shaft torque may be calculated instead of the output shaft torque of the automatic transmission 300.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a control block diagram of the automatic transmission according to the first embodiment of the present invention. It is an operation | movement table | surface of the automatic transmission shown in FIG. It is a flowchart which shows the control structure of the program performed by ECU which is a control apparatus which concerns on the 1st Embodiment of this invention. It is a figure which shows the combination of the gear stage, the engagement state of a lockup clutch, and the state of a fuel cut. It is a flowchart which shows the control structure of the program performed by ECU which is a control apparatus which concerns on the 2nd Embodiment of this invention.

Explanation of symbols

  100 engine, 300 automatic transmission, 430 shift position sensor, 440 accelerator opening sensor, 450 vehicle speed sensor, 1000 ECU, 1010 engine ECU, 1012 shift lever, 1014 accelerator pedal, 1016 dial, 1020 ECT_ECU.

Claims (9)

A control device for a power train including an automatic transmission that is controlled in accordance with an operation on an operation part of a passenger,
First detecting means for detecting the state of the power train;
A second detection means for detecting the running state of the vehicle;
Setting means for setting the power train state such that the acceleration of the vehicle changes by a predetermined value based on the state of the power train and the running state of the vehicle at the time of operation of the operation unit;
And a control unit for controlling the power train so as to be in the set state. The automatic transmission is either an auto mode in which a shift is automatically performed based on a traveling state of the vehicle or a manual mode in which a shift is performed based on an occupant's operation in accordance with an operation of the occupant on the operation unit. Shifted in one mode,
The setting means sets a power train state in which the acceleration of the vehicle changes by the predetermined value when the operation unit is operated so as to change from the auto mode to the manual mode. The power train control device according to claim 1, comprising means for The automatic transmission is shifted in either one of an auto mode in which a shift is automatically performed based on a traveling state of the vehicle and a manual mode in which a shift is performed based on an operation of an occupant on the operation unit,
The setting means is means for setting a power train state in which the acceleration of the vehicle changes by the predetermined value when the operation unit is operated in a state where the manual mode is selected. The control apparatus of the power train of Claim 1 containing. In addition to the automatic transmission, the power train includes a power source and a joint having a friction engagement element,
The automatic transmission is connected to the power source via the joint,
The first detecting means includes means for detecting a fuel supply state to the power source, an engagement state of the friction engagement element, and a gear ratio of the automatic transmission,
The second detection means includes means for detecting vehicle speed and acceleration,
The setting means includes means for setting a fuel supply state to the power source, an engagement state of the friction engagement element, and a gear ratio of the automatic transmission. The control apparatus of the power train as described.   The power train control device according to any one of claims 1 to 4, wherein the predetermined value is a value set in accordance with an operation of an occupant. A control device for a power train including an automatic transmission that is controlled in accordance with an operation on an operation part of a passenger,
First detecting means for detecting the state of the power train;
A second detection means for detecting the running state of the vehicle;
A torque obtained by adding a predetermined value to the first torque calculated based on the state of the power train and the traveling state of the vehicle when the operation unit is operated is a torque of the rotating shaft of the automatic transmission. And a control means for controlling the power train so as to obtain a torque of the power train. The automatic transmission is either an auto mode in which a shift is automatically performed based on a traveling state of the vehicle or a manual mode in which a shift is performed based on an occupant's operation according to an operation of the occupant on the operation unit. Shifted in one mode,
The control means is configured so that when the operation unit is operated so as to be changed from the auto mode to the manual mode, the power train is configured such that the torque of the rotating shaft of the automatic transmission becomes the second torque. The power train control device according to claim 6, comprising means for controlling The automatic transmission is shifted in either one of an auto mode in which a shift is automatically performed based on a traveling state of the vehicle and a manual mode in which a shift is performed based on an operation of an occupant on the operation unit,
The control means controls the power train so that the torque of the rotating shaft of the automatic transmission becomes the second torque when the operation unit is operated in a state where the manual mode is selected. The power train control device according to claim 6, comprising: In addition to the automatic transmission, the power train includes a power source and a joint having a friction engagement element,
The automatic transmission is connected to the power source via the joint,
The first detecting means includes means for detecting a fuel supply state to the power source, an engagement state of the friction engagement element, and a gear ratio of the automatic transmission,
The second detection means includes means for detecting vehicle speed and acceleration,
The first torque is calculated based on a fuel supply state to the power source, an engagement state of the friction engagement element, a gear ratio of the automatic transmission, a vehicle speed, and an acceleration. The control apparatus of the power train in any one of.

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