JP2008215198A - Control device and control method for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To securely execute torque down control during upshift in accordance with a driver's intention. <P>SOLUTION: An ECU executes a program including a step (S106) of calculating a required torque down amount; a step (S114, S116) of calculating a torque down additional amount and adding the calculated torque down additional amount to the required torque down amount, when engine speed NE is higher than NE (1) (Yes in S110) and when estimated engine torque is larger than torque TE (1) (Yes in S112); a step (S118) of calculating a value from which the required torque down amount is subtracted as target engine torque; a step (S120) of calculating a fuel injection amount F at least based on target engine torque; and a step (S124) of transmitting, to an injector, a control signal for supplying the fuel injection amount F to an engine, when a torque down control start condition is achieved (Yes in S122). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to control of an internal combustion engine, and more particularly to control for suppressing output torque of an internal combustion engine during upshifting.

  Generally, in a vehicle equipped with an internal combustion engine and an automatic transmission, a shift position (for example, a reverse position, a neutral position, a forward position) is set based on a shift lever operation by a driver, and is set in this way. The automatic shift control is performed in the shift position (usually in the forward position). Normally, in the forward position, shift control is executed based on a shift line (shift map) determined from the vehicle speed and the throttle opening (accelerator opening). When the shift line is crossed, an upshift or a downshift is executed. After the upshift, the gear ratio of the automatic transmission is smaller than before the upshift. Therefore, to complete the upshift, the input shaft speed of the automatic transmission is reduced to the synchronous speed after the upshift. It is necessary to let In order to end the upshift early, control (torque down control) for temporarily reducing the engine torque during the upshift may be executed. A technique relating to this torque down control is disclosed in, for example, Japanese Patent Application Laid-Open No. 2000-213390 (Patent Document 1).

  The control device disclosed in this publication controls an engine that reduces output torque and reduces shift shock when the transmission is shifted. This control device inputs a target torque calculation means for calculating an output torque required for the engine as a target torque based on the depression amount of the accelerator pedal and the engine speed, and a torque control signal for reducing the output torque. And means for controlling the fuel injection based on the target torque to reduce the output torque.

According to the control device disclosed in this publication, the fuel injection is controlled based on the target torque calculated based on the accelerator pedal depression amount and the engine speed. Thereby, at the time of upshift, the output torque of the engine can be reduced by suppressing the fuel injection amount to the engine. Therefore, the upshift can be completed early.
JP 2000-213390 A

  By the way, the output torque required for the engine varies depending on the operating state of auxiliary machinery (for example, an air conditioner) that operates by the output of the engine. Therefore, the required fuel injection amount varies depending on the operating state of the auxiliary machinery. The engine friction torque also varies depending on the operating state of the engine (for example, engine speed and engine oil temperature). Therefore, the required fuel injection amount varies depending on the operating state of the engine.

  However, in the apparatus disclosed in Patent Document 1, when the fuel injection is suppressed based on the target torque, no consideration is given to the operating state of the auxiliary machinery and the friction torque of the engine. Therefore, for example, when the fuel injection amount is increased or decreased according to the operating state of the auxiliary machinery or the friction torque of the engine, even if the fuel injection amount is suppressed according to the target torque during the upshift, Depending on the state and friction torque, the driver may not sufficiently reduce the torque, and the upshift may not be completed early.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control device and a control method capable of reliably executing torque down control during upshifting as intended by the driver. Is to provide.

  A control device according to a first invention controls an internal combustion engine connected to an automatic transmission. The control device includes a detecting means for detecting the rotational speed of the internal combustion engine before the upshift, an estimating means for estimating the output torque of the internal combustion engine before the upshift, the detected rotational speed and the estimated Setting means for setting a reduction amount of the output torque of the internal combustion engine based on at least one of the output torques, and for reducing the output torque of the internal combustion engine at the time of upshift execution based on the set reduction amount Reduction means. The control method according to the eighth invention has the same requirements as the control device according to the first invention.

  According to the first or eighth aspect of the invention, when the vehicle is traveling with a high rotational speed or output torque of the internal combustion engine, the driver requests a sporty travel, and during the upshift, the upshift is performed. It is considered that the driver intends to finish it early. Therefore, the rotational speed of the internal combustion engine before the upshift is detected. The output torque of the internal combustion engine before the upshift is estimated. A reduction amount of the output torque is set based on at least one of the detected rotation speed and the estimated output torque. Thereby, for example, when the rotational speed and output torque of the internal combustion engine are high, it is possible to increase the decrease amount of the output torque assuming that the driver intends to end the upshift early. Therefore, for example, before the upshift, even when the output torque of the internal combustion engine is set high due to the load of the internal combustion engine and the friction torque, the output torque is reliably reduced. As a result, it is possible to provide a control device and a control method capable of reliably executing torque down control at the time of upshifting as intended by the driver.

  In the control device according to the second invention, in addition to the configuration of the first invention, the setting means is set to increase the amount of decrease when the detected rotation speed is higher than a predetermined rotation speed. Means for doing so. The control method according to the ninth aspect has the same requirements as those of the control apparatus according to the second aspect.

  According to the second or ninth invention, when the detected rotational speed is higher than a predetermined rotational speed, the amount of decrease is increased. For this reason, if the speed of the internal combustion engine before the upshift is higher than a predetermined speed, it is assumed that the driver intends to end the upshift early, and the output torque of the internal combustion engine at the time of the upshift is assumed. Can be reliably reduced.

  In the control device according to the third aspect of the invention, in addition to the configuration of the second aspect of the invention, the setting means increases the detected number of revolutions when the detected number of revolutions is higher than a predetermined number of revolutions. Means for setting to increase the amount of decrease; The control method according to the tenth invention has the same requirements as the control device according to the third invention.

  According to the third or tenth invention, it is considered that the driver intends to end the upshift earlier as the rotational speed of the internal combustion engine is higher. Therefore, the amount of decrease is increased as the detected number of rotations is higher in the high rotation region. Therefore, the output torque of the internal combustion engine at the time of upshifting can be more reliably reduced according to the driver's intention.

  In the control device according to the fourth invention, in addition to the configuration of the first invention, the setting means sets so as to increase the amount of decrease when the estimated output torque is larger than a predetermined torque. Means for. The control method according to the eleventh invention has the same requirements as the control device according to the fourth invention.

  According to the fourth or eleventh invention, the amount of decrease is increased when the estimated output torque is larger than the predetermined torque. Therefore, if the output torque of the internal combustion engine before the upshift is larger than a predetermined torque, the driver intends to end the upshift early, and the output torque of the internal combustion engine at the time of the upshift is It can be surely reduced.

  In the control device according to the fifth aspect of the invention, in addition to the configuration of the fourth aspect of the invention, the setting means decreases as the estimated output torque increases when the estimated output torque is greater than a predetermined torque. Means for setting to increase the quantity. The control method according to the twelfth invention has the same requirements as the control device according to the fifth invention.

  According to the fifth or twelfth invention, it is considered that the driver intends to end the upshift earlier as the output torque of the internal combustion engine is higher. Therefore, in the high torque region, the amount of decrease increases as the estimated torque increases. Therefore, the output torque of the internal combustion engine at the time of upshifting can be more reliably reduced according to the driver's intention.

  In the control device according to the sixth invention, in addition to the configuration of any one of the first to fifth inventions, the lowering means suppresses the fuel supply amount to the internal combustion engine based on the set lowering amount. And means for reducing the output torque of the internal combustion engine when the upshift is executed. The control method according to the thirteenth aspect has the same requirements as the control device according to the sixth aspect.

  According to the sixth or thirteenth invention, the torque down control at the time of upshift is performed by suppressing the fuel supply amount to the internal combustion engine based on the set reduction amount. Therefore, for example, when the speed and output torque of the internal combustion engine are high, it is assumed that the driver intends to end the upshift at an early stage. The fuel supply amount can be further suppressed. Thereby, for example, even when the fuel supply amount is increased due to the influence of the load and friction torque of the internal combustion engine before the upshift, the fuel supply to the internal combustion engine can be completely cut. Therefore, the output torque can be greatly reduced during upshifting.

  In the control device according to the seventh invention, in addition to the configuration of the sixth invention, the internal combustion engine is provided with an injector for supplying fuel to the internal combustion engine. The control device supplies the internal combustion engine with means for calculating a target output torque of the internal combustion engine based on the state of the vehicle on which the internal combustion engine is mounted, and an amount of fuel corresponding to the calculated target output torque. And means for controlling the injector. The reduction means includes means for suppressing fuel supply to the internal combustion engine by calculating a target output torque that is reduced by a value corresponding to the set reduction amount. The control method according to the fourteenth invention has the same requirements as those of the control device according to the seventh invention.

  According to the seventh or fourteenth invention, the target output torque of the internal combustion engine is calculated based on the state of the vehicle on which the internal combustion engine is mounted. An amount of fuel corresponding to the calculated target output torque is supplied to the internal combustion engine by the injector. At the time of upshifting, the target output torque is calculated so as to decrease by a value corresponding to the decrease amount set by the setting means. Therefore, for example, even if the fuel supply amount is increased due to the load of the internal combustion engine or the friction torque before the upshift, the reduction amount is increased to further reduce the target output torque, thereby reducing the internal combustion engine. The fuel supply to the engine can be cut completely.

  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.

  A vehicle equipped with a control device according to an embodiment of the present invention will be described with reference to FIG. This vehicle is an FF (Front engine Front drive) vehicle. A vehicle other than FF may be used.

  The vehicle includes an engine 1000, an automatic transmission 2000, a planetary gear unit 3000 constituting a part of the automatic transmission 2000, a hydraulic circuit 4000 constituting a part of the automatic transmission 2000, a differential gear 5000, a drive shaft 6000, Front wheel 7000 and ECU (Electronic Control Unit) 8000 are included.

  Engine 1000 is a diesel engine that burns fuel injected from injector 1010 in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated. The fuel injection amount from injector 1010 is controlled by ECU 8000 based on the state of the vehicle. Engine 1000 is not limited to being a diesel engine.

  An air conditioner (hereinafter also referred to as A / C) 1020 is connected to engine 1000. The rotation of the crankshaft of engine 1000 is transmitted to A / C 1020 via timing belt 1022. When A / C 1020 is turned on by an operation signal from ECU 8000, A / C 1020 operates an air compressor (not shown) by the rotation transmitted by timing belt 1022 to adjust the temperature, humidity, and the like in the vehicle compartment.

  Automatic transmission 2000 is connected to engine 1000 via torque converter 3200. Automatic transmission 2000 changes the rotational speed of the crankshaft to a desired rotational speed by forming a desired gear stage.

  The output gear of automatic transmission 2000 is meshed with differential gear 5000. A drive shaft 6000 is connected to the differential gear 5000 by spline fitting or the like. Power is transmitted to the left and right front wheels 7000 via the drive shaft 6000.

  The ECU 8000 includes a vehicle speed sensor 8002, a position switch 8006 of a shift lever 8004, an accelerator opening sensor 8010 of an accelerator pedal 8008, a stroke sensor 8014 of a brake pedal 8012, a throttle opening sensor 8018 of an electronic throttle valve 8016, An engine speed sensor 8020, an input shaft speed sensor 8022, an output shaft speed sensor 8024, and an air flow meter 8026 are connected via a harness or the like.

  Vehicle speed sensor 8002 detects vehicle speed (vehicle speed) V from the rotational speed of drive shaft 6000 and transmits a signal representing the detection result to ECU 8000.

  The position of shift lever 8004 is detected by position switch 8006, and a signal representing the detection result is transmitted to ECU 8000. Corresponding to the position of the shift lever 8004, the gear stage of the automatic transmission 2000 is automatically formed. Further, a manual shift mode in which the driver can select an arbitrary gear stage may be selected according to the driver's operation.

  The accelerator opening sensor 8010 detects the opening (accelerator opening) ACC of the accelerator pedal 8008 and transmits a signal representing the detection result to the ECU 8000.

  Stroke sensor 8014 detects the stroke amount of brake pedal 8012 and transmits a signal representing the detection result to ECU 8000.

  The throttle opening sensor 8018 detects the opening (throttle opening) of the electronic throttle valve 8016 whose opening is adjusted by the actuator, and transmits a signal representing the detection result to the ECU 8000. Electronic throttle valve 8016 adjusts the amount of air taken into engine 1000.

  Engine speed sensor 8020 detects the rotational speed (engine speed) NE of the output shaft (crankshaft) of engine 1000 and transmits a signal representing the detection result to ECU 8000.

  Input shaft rotational speed sensor 8022 detects input shaft rotational speed (hereinafter also referred to as turbine rotational speed) NT of automatic transmission 2000, and transmits a signal representing the detection result to ECU 8000.

  Output shaft rotational speed sensor 8024 detects output shaft rotational speed NO of automatic transmission 2000 and transmits a signal representing the detection result to ECU 8000.

  Air flow meter 8026 is provided in intake pipe 8028, detects intake air amount KL of engine 1000, and transmits a signal representing the detection result to ECU 8000.

  The ECU 8000 includes a vehicle speed sensor 8002, a position switch 8006, an accelerator opening sensor 8010, a stroke sensor 8014, a throttle opening sensor 8018, an engine speed sensor 8020, an input shaft speed sensor 8022, an output shaft speed sensor 8024, and an air flow meter 8026. The devices are controlled so that the vehicle is in a desired running state based on a signal sent from the above, a map stored in a ROM (Read Only Memory), and a program.

  ECU 8000 selects one of the first to sixth gears when D (drive) range is selected as the shift range of automatic transmission 2000 when shift lever 8004 is positioned at the D (drive) position. The automatic transmission 2000 is controlled so that a stage is formed. The automatic transmission 2000 can transmit the driving force to the front wheels 7000 by forming any one of the first to sixth gears.

  With reference to FIG. 2, planetary gear unit 3000 provided in automatic transmission 2000 will be described.

  Planetary gear unit 3000 is connected to a torque converter 3200 having an input shaft 3100 coupled to a crankshaft. Planetary gear unit 3000 includes a first set 3300 of planetary gear mechanisms, a second set 3400 of planetary gear mechanisms, an output gear 3500, a B1 brake 3610, a B2 brake 3620 and a B3 brake 3630 fixed to gear case 3600, and C1. Clutch 3640 and C2 clutch 3650, and one-way clutch F3660 are included.

  The first set 3300 is a single pinion type planetary gear mechanism. First set 3300 includes sun gear S (UD) 3310, pinion gear 3320, ring gear R (UD) 3330, and carrier C (UD) 3340.

  Sun gear S (UD) 3310 is coupled to output shaft 3210 of torque converter 3200. Pinion gear 3320 is rotatably supported by carrier C (UD) 3340. Pinion gear 3320 is in mesh with sun gear S (UD) 3310 and ring gear R (UD) 3330.

  Ring gear R (UD) 3330 is fixed to gear case 3600 by B3 brake 3630. Carrier C (UD) 3340 is fixed to gear case 3600 by B1 brake 3610.

  The second set 3400 is a Ravigneaux type planetary gear mechanism. The second set 3400 includes a sun gear S (D) 3410, a short pinion gear 3420, a carrier C (1) 3422, a long pinion gear 3430, a carrier C (2) 3432, a sun gear S (S) 3440, and a ring gear R. (1) (R (2)) 3450.

  Sun gear S (D) 3410 is coupled to carrier C (UD) 3340. Short pinion gear 3420 is rotatably supported by carrier C (1) 3422. Short pinion gear 3420 is in mesh with sun gear S (D) 3410 and long pinion gear 3430. Carrier C (1) 3422 is coupled to output gear 3500.

  Long pinion gear 3430 is rotatably supported by carrier C (2) 3432. Long pinion gear 3430 is in mesh with short pinion gear 3420, sun gear S (S) 3440, and ring gear R (1) (R (2)) 3450. Carrier C (2) 3432 is coupled to output gear 3500.

  Sun gear S (S) 3440 is coupled to output shaft 3210 of torque converter 3200 by C1 clutch 3640. Ring gear R (1) (R (2)) 3450 is fixed to gear case 3600 by B2 brake 3620 and connected to output shaft 3210 of torque converter 3200 by C2 clutch 3650. The ring gear R (1) (R (2)) 3450 is connected to the one-way clutch F3660 and cannot rotate when the first gear is driven.

The one-way clutch F3660 is provided in parallel with the B2 brake 3620. That is, the outer race of the one-way clutch F3660 is fixed to the gear case 3600, and the inner race is connected to the ring gear R (1) (R (2)) 3450 via the rotating shaft.

  FIG. 3 shows an operation table showing the relationship between each gear stage and the operation state of each clutch element and each brake element. When the gear stage is determined based on a shift map (not shown) having the vehicle speed V and the throttle opening (accelerator opening ACC) as parameters, the brake elements and the brake elements are formed so as to form the determined gear stage. The state of each clutch element is controlled to be the state shown in this operation table. For example, when the gear stage is the first speed stage, as shown in FIG. 3, C1 clutch 3640 is controlled to be engaged. Thereafter, when the upshift is performed from the first gear to the second gear, the B1 brake 3610 that has been released is controlled so as to be engaged.

  The fuel injection amount F supplied from the injector 1010 to the combustion chamber of the engine 1000 will be described with reference to FIGS.

  The fuel injection amount F is set by the ECU 8000 based on the state of the vehicle. Specifically, ECU 8000 calculates target engine torque based on a map (see FIG. 4) using vehicle speed V and accelerator opening ACC as parameters, and based on a map (see FIG. 5) using target engine torque as parameters. Thus, the fuel injection amount F corresponding to the target engine torque is set.

  Here, when A / C 1020 is in the on state, the air compressor is operated by the rotation of the crankshaft of engine 1000, so the load on engine 1000 is higher than in the off state. Therefore, as shown in FIG. 5, for the same target engine torque, the fuel injection amount F is set to be larger when the A / C 1020 is in the on state than in the off state.

  In the map shown in FIG. 5, when A / C 1020 is in the off state, the fuel injection amount F is set to 0 when the target engine torque is smaller than TE (OFF), and as the target engine torque is larger than TE (OFF). It is set to gradually increase. On the other hand, when A / C 1020 is on, the fuel injection amount F is set to 0 when the target engine torque is smaller than TE (ON) (<TE (OFF)), and the target engine torque is larger than TE (ON). It is set so as to gradually increase.

  Further, as shown in FIG. 6, the friction torque of engine 1000 increases as engine speed NE increases. Therefore, when the same target engine torque is output, the higher the engine speed NE, the more fuel injection amount F is required.

  Therefore, as shown in FIG. 7, the friction coefficient K is set to increase as the engine speed NE increases. The method for setting the friction coefficient K is not limited to this. For example, the friction coefficient K may be set based on other physical quantities that affect the friction torque of the engine 1000 in addition to the engine speed NE, such as the temperature of engine oil in the engine 1000.

  The product of the friction coefficient K and the fuel injection amount F set by the map shown in FIG. 5 is set as the final fuel injection amount F.

  In the vehicle configuration as described above, torque down control during upshift will be described.

  For example, at the first speed, the C1 clutch 3640 is controlled to be in an engaged state, and the B1 brake 3610 is controlled to be in a released state. When the upshift from the first gear to the second gear is started, the control pressure (hereinafter also referred to as engagement pressure) of the B1 brake 3610 increases. As a result, the B1 brake 3610 is engaged, and an upshift from the first gear to the second gear is executed.

  In the upshift, the gear ratio of automatic transmission 2000 is small, and in order to end the upshift, it is necessary to reduce turbine rotational speed NT to the synchronous rotational speed after the upshift.

  In order to end such an upshift early, torque down control is executed. The ECU 8000 reduces the fuel injection amount F supplied from the injector 1010 by lowering and setting the target engine torque during the upshift. Thereby, since engine torque falls temporarily, turbine rotation speed NT can be reduced early.

  However, as described above, the fuel injection amount F that is actually supplied varies depending on the state of the A / C 1020 and the friction torque (engine speed NE) of the engine 1000 even with the same target engine torque. Therefore, even if the target engine torque is reduced during the upshift, the fuel injection amount F may not be sufficiently reduced depending on the state of the A / C 1020 and the engine speed NE. Therefore, there is a case where the torque shift intended by the driver is not sufficiently performed and the upshift cannot be completed early.

  Therefore, in the present invention, by setting the engine torque reduction amount at the time of the upshift based on the state of the vehicle, the fuel injection amount F is sufficiently reduced to end the upshift early as intended by the driver. .

  With reference to FIG. 8, a functional block diagram of the control device according to the present embodiment will be described. As shown in FIG. 8, the control device includes an upshift condition determination unit 8100, a torque down control permission condition determination unit 8200, a target engine torque calculation unit 8300, and an engine torque control unit 8400.

  Upshift condition determination unit 8100 determines whether or not an upshift condition is satisfied based on vehicle speed V from vehicle speed sensor 8002 and accelerator opening ACC from accelerator opening sensor 8010.

  Torque down control permission condition determination unit 8200 determines whether the torque down control permission condition is satisfied based on the determination result of upshift condition determination unit 8100 and the signal from air flow meter 8026.

  The target engine torque calculation unit 8300 includes the determination result of the torque down control permission condition determination unit 8200, the vehicle speed V from the vehicle speed sensor 8002, the accelerator opening ACC from the accelerator opening sensor 8010, the intake air amount KL from the air flow meter 8026, Based on the engine speed NE from the engine speed sensor 8020, the target engine torque is calculated.

  The engine torque control unit 8400 is based on the target engine torque calculated by the target engine torque calculation unit 8300, the input shaft speed NT from the input shaft speed sensor 8022, and the output shaft speed NO from the output shaft speed sensor 8024. Then, the fuel injection amount F is calculated, and a control signal for supplying the calculated fuel injection amount F to the engine 1000 is transmitted to the injector 1010.

  The control device according to the present embodiment having such a functional block is read out from a CPU (Central Processing Unit) and a memory and a memory included in the ECU even in hardware mainly composed of a digital circuit or an analog circuit. It can also be realized by software mainly composed of programs executed by the CPU. In general, it is said that it is advantageous in terms of operation speed when realized by hardware, and advantageous in terms of design change when realized by software. Below, the case where a control apparatus is implement | achieved as software is demonstrated. Note that a recording medium on which such a program is recorded is also an embodiment of the present invention.

  With reference to FIG. 9, a control structure of a program executed by ECU 8000 which is the control apparatus according to the present embodiment will be described. Note that this program is repeatedly executed at a predetermined cycle time.

  In step (hereinafter, step is abbreviated as S) 100, ECU 8000 determines vehicle speed V from vehicle speed sensor 8002, accelerator opening degree ACC from accelerator opening sensor 8010, engine speed NE from engine speed sensor 8020, airflow. Monitoring of the intake air amount KL from the meter 8026, the input shaft speed NT from the input shaft speed sensor 8022, and the output shaft speed NO from the output shaft speed sensor 8024 is started.

  In S102, ECU 8000 determines whether or not the upshift condition is satisfied based on vehicle speed V and accelerator opening ACC. If the upshift condition is satisfied (YES in S102), the process proceeds to S104. Otherwise (NO in S102), this process ends.

  In S104, ECU 8000 determines whether or not the torque down control permission condition is satisfied based on the signal from air flow meter 8026. ECU 8000 determines that the torque-down control permission condition is satisfied, for example, when the signal from air flow meter 8026 shows a normal value. Note that the method for determining whether or not the torque down control permission condition is satisfied is not limited to this. If the torque down control permission condition is satisfied (YES in S104), the process proceeds to S106. Otherwise (NO in S104), this process ends.

  In S106, ECU 8000 estimates the engine torque based on at least one of engine speed NE and intake air amount KL.

  In S108, ECU 8000 calculates a required torque reduction amount based on engine speed NE and the estimated engine torque. For example, ECU 8000 calculates the required torque reduction amount based on a map having engine speed NE and engine torque as parameters as shown in FIG. The map shown in FIG. 10 is stored such that the required torque reduction amount increases as the engine speed NE increases and the engine torque increases.

  In S110, ECU 8000 determines whether engine speed NE is higher than a predetermined engine speed NE (1) or not. If engine speed NE is higher than predetermined speed NE (1) (YES in S110), the process proceeds to S112. Otherwise (NO in S110), the process proceeds to S118.

  In S112, ECU 8000 determines whether or not the estimated engine torque is larger than a predetermined torque TE (1). If the estimated engine torque is greater than predetermined torque TE (1) (YES in S112), the process proceeds to S114. Otherwise (NO in S112), the process proceeds to S118.

  In S114, ECU 8000 calculates a torque-down addition amount. For example, ECU 8000 calculates a torque-down addition amount based on a map having engine speed NE and engine torque as parameters as shown in FIG. The map shown in FIG. 11 is stored such that the torque down addition amount increases as the engine speed NE is higher than NE (1) and the engine torque is higher than TE (1).

  In S116, ECU 8000 corrects the required torque reduction amount. Specifically, ECU 8000 adds the torque-down addition amount calculated in S114 to the required torque-down amount calculated in S108.

  In S118, ECU 8000 calculates a target engine torque after torque-down control. The ECU 8000 obtains a value obtained by subtracting the required torque down amount from the target engine torque calculated using the map shown in FIG. 4 described above using the vehicle speed V and the accelerator opening ACC as parameters, and the target engine torque after torque down control. Calculate as

  In S120, ECU 8000 calculates fuel injection amount F after torque down control. ECU 8000 calculates fuel injection amount F after torque-down control based on the target engine torque calculated in S118, the map shown in FIG. 5 and the friction coefficient K shown in FIG.

  In S122, ECU 8000 determines whether or not the torque down control start condition is satisfied. ECU 8000 determines that the torque-down control start condition is satisfied, for example, when input shaft speed NT is no longer the synchronous speed before the shift (that is, when the inertia phase is started). If the torque down control start condition is satisfied (YES in S122), the process proceeds to S124. Otherwise (NO in S122), the process returns to S122.

  In S124, ECU 8000 transmits a torque down control command to injector 1010. Specifically, ECU 8000 transmits to injector 1010 a control signal for supplying engine 1000 with fuel injection amount F after the torque-down control calculated in S120.

  In S126, ECU 8000 determines whether or not a torque down return condition is satisfied. For example, ECU 8000 determines that the torque-down return condition is satisfied when the difference between input shaft speed NT and the synchronous speed after the shift is smaller than threshold value A. If the torque down return condition is satisfied (YES in S126), the process proceeds to S128. Otherwise (NO in S126), the process returns to S124.

  In S128, ECU 8000 transmits a torque down return control command to injector 1010.

  The operation of the vehicle equipped with engine 1000 controlled by ECU 8000, which is the control device according to the present embodiment, based on the above-described structure and flowchart will be described.

  If the upshift condition is satisfied (YES in S102) and the torque down control permission condition is satisfied (YES in S104), the engine torque is estimated (S106). Based on the estimated engine torque and engine speed NE, a required torque reduction amount is calculated (S108).

  Here, when the target engine torque obtained by subtracting the required torque reduction amount is a value between TE (ON) and TE (OFF) as shown in FIG. 12, there is the following problem. When A / C 1020 is turned off, fuel injection amount F is set to 0 (fuel supply is cut), but when A / C 1020 is turned on, fuel injection amount F is not 0 but F (1 ) Is set. Further, when the friction coefficient K is larger than 1, FK (1) (= F (1) × K) larger than F (1) is calculated as the final fuel injection amount F. That is, even if the target engine torque is reduced by the required torque down amount and the fuel injection amount F is set, the fuel supply is not cut depending on the state of the A / C 1020 and the friction coefficient K, and the upshift cannot be completed early. .

  Here, when the vehicle is traveling in a region where the engine speed NE is high and the output torque of the engine 1000 is large before the upshift, the driver requests a sporty travel, and even during the upshift, It seems that the intention is to end the upshift early.

  Therefore, if engine speed NE is higher than NE (1) (YES in S110) and estimated engine torque is larger than TE (1) (YES in S112), fuel injection amount F is more reliably cut. In order to do this, the torque-down addition amount is added to the required torque-down amount (S114, S116).

  A value obtained by subtracting the required torque down amount added with the torque down addition amount from the target engine torque is calculated as the target engine torque after torque down control (S118). Based on the calculated target engine torque and friction coefficient K, the fuel injection amount F after torque down control is calculated (S120).

  As a result, as shown in FIG. 13 (A), when the inertia phase is started at time T (α) and the input shaft rotational speed NT is no longer the synchronous rotational speed before shifting (YES in S122), fuel injection is performed. The amount F is set to 0 as shown in FIG. Therefore, the fuel injection amount F can be reduced and the fuel supply to the engine 1000 can be completely cut as compared with the case where the torque down addition amount is not added to the required torque reduction amount (the one-dot chain line in FIG. 13B).

  Thereby, the output torque of engine 1000 is further reduced, and as shown in FIG. 13 (A), when input shaft speed NT does not add the torque-down addition amount to the required torque-down amount (FIG. 13 (A)). Compared to the alternate long and short dash line), it decreases early. As a result, when the driver requests sporty driving, the shift end time can be shortened from the time T (γ) to the time T (β), so that a shift according to the driver's intention is possible. It becomes.

  Furthermore, it is considered that the higher the engine speed NE and the higher the engine torque, the stronger the driver is demanding sporty driving. Therefore, as shown in FIG. 11 described above, the torque-down addition amount is calculated so as to increase as the engine speed NE is higher than NE (1) and as the engine torque is higher than TE (1) ( S114). Therefore, the fuel injection amount F can be more reliably reduced according to the driver's intention.

  As described above, according to the control device according to the present embodiment, in a vehicle in which torque down control is performed by reducing the fuel injection amount during upshifting, the driver can perform sporty based on the engine speed and engine torque. When it is determined that a smooth running is requested, the amount of torque reduction to be reduced is calculated to be larger than usual. Therefore, even before the upshift, even if the fuel injection amount has been increased due to the engine load (air conditioner) and friction torque, the fuel injection amount is reliably cut to ensure the output torque. Can be reduced. Therefore, the upshift can be terminated early and the upshift according to the driver's intention can be performed.

  In the present embodiment, the torque down addition amount is added when the engine speed NE is higher than NE (1) and the estimated engine torque is higher than TE (1). The condition for adding the amount is not limited to this. For example, the torque reduction addition amount may be added when the engine speed NE is higher than NE (1) and / or when the estimated engine torque is higher than TE (1).

  Further, in the present embodiment, the case where the torque reduction control is executed by reducing the fuel supply amount has been described, but the control device according to the present invention performs the torque reduction control by a method other than the reduction of the fuel supply amount. It can also be applied to execution.

  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 figure which shows the structure of the vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. It is a skeleton figure which shows the gear train in an automatic transmission. It is a figure which shows the operation | movement table | surface of an automatic transmission. It is a figure which shows the relationship between a vehicle speed and a target engine torque. FIG. 6 is a diagram (part 1) illustrating a relationship between a target engine torque and a fuel injection amount F; It is a figure which shows the relationship between an engine speed and an engine friction torque. It is a figure which shows the relationship between an engine speed and a friction coefficient. It is a functional block diagram of a control device concerning an embodiment of the invention. It is a flowchart which shows the control structure of ECU which is a control apparatus which concerns on embodiment of this invention. It is a figure which shows the relationship between an engine speed, an engine torque, and a request torque reduction amount. It is a figure which shows the relationship between an engine speed, an engine torque, and torque down addition amount. FIG. 5 is a diagram (part 2) illustrating a relationship between a target engine torque and a fuel injection amount F; It is a timing chart which shows the input shaft rotation speed and fuel injection quantity in the vehicle by which the control apparatus which concerns on embodiment of this invention is mounted.

Explanation of symbols

  1000 engine, 1010 injector, 1020 air conditioner, 1022 timing belt, 2000 automatic transmission, 3000 planetary gear unit, 3100 input shaft, 3200 torque converter, 3210 output shaft, 3610 B1 brake, 3620 B2 brake, 3630 B3 brake, 3640 C1 clutch , 3650 C2 clutch, 3660 one-way clutch F, 4000 hydraulic circuit, 8000 ECU, 8002 vehicle speed sensor, 8004 shift lever, 8006 position switch, 8008 accelerator pedal, 8010 accelerator opening sensor, 8012 brake pedal, 8014 stroke sensor, 8016 electronic throttle Valve, 8018 throttle opening sensor, 8020 Engine speed sensor, 8022 Input shaft speed sensor, 8024 Output shaft speed sensor, 8026 Air flow meter, 8028 Intake pipe.

Claims (14)

A control device for an internal combustion engine connected to an automatic transmission,
Detecting means for detecting the rotational speed of the internal combustion engine before upshift;
Estimating means for estimating the output torque of the internal combustion engine before upshift;
Setting means for setting a reduction amount of the output torque of the internal combustion engine based on at least one of the detected rotational speed and the estimated output torque;
And a control unit for reducing the output torque of the internal combustion engine when the upshift is executed based on the set amount of reduction.   2. The control device according to claim 1, wherein the setting unit includes a unit configured to set the decrease amount to be increased when the detected number of rotations is higher than a predetermined number of rotations.   The setting means includes means for setting the decrease amount to be increased as the detected rotational speed is higher when the detected rotational speed is higher than a predetermined rotational speed. 2. The control device according to 2.   The control device according to claim 1, wherein the setting unit includes a unit configured to set the decrease amount to be increased when the estimated output torque is larger than a predetermined torque.   5. The setting means includes means for setting the amount of decrease to increase as the estimated output torque increases when the estimated output torque is greater than a predetermined torque. The control device described in 1.   The reduction means includes means for reducing an output torque of the internal combustion engine during upshift execution by suppressing a fuel supply amount to the internal combustion engine based on the set reduction amount. The control apparatus in any one of 1-5. The internal combustion engine includes an injector for supplying fuel to the internal combustion engine,
The controller is
Means for calculating a target output torque of the internal combustion engine based on a state of a vehicle on which the internal combustion engine is mounted;
Means for controlling the injector to supply an amount of fuel to the internal combustion engine in accordance with the calculated target output torque,
The said reduction | decrease means includes a means for suppressing the fuel supply to the said internal combustion engine by calculating the said target output torque reduced only by the value according to the said fall amount set. Control device. A control method for an internal combustion engine connected to an automatic transmission,
A detection step of detecting the rotational speed of the internal combustion engine before the upshift;
An estimation step for estimating the output torque of the internal combustion engine before the upshift;
A setting step of setting a reduction amount of the output torque of the internal combustion engine based on at least one of the detected rotational speed and the estimated output torque;
And a reduction step of reducing the output torque of the internal combustion engine during upshift execution based on the set reduction amount.   The control method according to claim 8, wherein the setting step includes a step of setting the decrease amount to be increased when the detected rotational speed is higher than a predetermined rotational speed.   The setting step includes a step of setting the decrease amount to be increased as the detected rotational speed is higher when the detected rotational speed is higher than a predetermined rotational speed. The control method described.   The control method according to claim 8, wherein the setting step includes a step of setting the decrease amount to be increased when the estimated output torque is larger than a predetermined torque.   The setting step includes a step of setting the amount of decrease so as to increase as the estimated output torque increases when the estimated output torque is larger than a predetermined torque. Control method.   The step of reducing includes a step of reducing an output torque of the internal combustion engine when executing an upshift by suppressing a fuel supply amount to the internal combustion engine based on the set amount of reduction. The control method according to any one of 12. The internal combustion engine includes an injector for supplying fuel to the internal combustion engine,
The control method is:
Calculating a target output torque of the internal combustion engine based on a state of a vehicle on which the internal combustion engine is mounted;
Controlling the injector to supply an amount of fuel corresponding to the calculated target output torque to the internal combustion engine,
The control method according to claim 13, wherein the reduction step includes a step of suppressing fuel supply to the internal combustion engine by calculating the target output torque that is reduced by a value corresponding to the set reduction amount. .

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