JP2009162147A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device capable of improving fuel economy and emission by making reduction of an intake amount as a main body and simultaneously performing torque down-control also ensuring torque responsiveness capable of reducing shift shock. <P>SOLUTION: In the vehicle provided with an internal combustion engine 30 and an automatic transmission 32, engine ECU 34A performs torque down-control for temporarily reducing output torque of the internal combustion engine 30 at shift of the automatic transmission 32, and is provided with a requirement timing expectation means for expecting the timing when torque down requirement performed accompanying with shift action of the automatic transmission 32 is started from a shift schedule; and a specified torque down control means for starting control for reducing the intake amount prior to the timing by a response delay period based on the timing expected by the requirement timing expectation means. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device, and more particularly to a vehicle equipped with an internal combustion engine and an automatic transmission, and a vehicle control device for performing torque-down control for temporarily reducing the output torque of the internal combustion engine when shifting the automatic transmission. About.

  Conventionally, in order to reduce shift shock of an automatic transmission that leads to deterioration of drivability in a vehicle, torque down control for temporarily reducing the output torque of an internal combustion engine during a shift is known. With regard to this torque down control, for example, Patent Document 1 proposes a technique that is considered to be related to the present invention. In addition, for example, Patent Document 2 or 3 proposes a technique considered to be related to the present invention.

Japanese Patent Laid-Open No. 9-310627 JP 10-89114 A JP 2002-47989 A

  Specifically, the torque-down control is performed by reducing the intake air amount, retarding the ignition timing, or reducing the fuel injection amount. In this regard, the torque reduction device for an automatic transmission proposed in the above-mentioned Patent Document 1 forces the torque of the internal combustion engine by at least one of ignition timing control and fuel injection amount control during a response delay period of intake air amount control. It is characterized by lowering.

  However, the response delay period is usually one or more cycles in the combustion cycle, and the retard of the ignition timing performed during this period causes adverse effects such as deterioration of fuel consumption and catalyst temperature increase. FIG. 8 is a diagram schematically showing the relationship between the torque reduction request, the ignition timing, and the injection timing. FIG. 8 shows the timing of ignition and injection performed in each cylinder of the internal combustion engine having six cylinders # 1 to # 6. The illustrated combustion cycle corresponds to the # 1 cylinder. . As shown in FIG. 8, when the torque reduction request is started in the latter half of the exhaust stroke of the # 1 cylinder, the # 5 cylinder can reflect the retard of the ignition timing earliest. Therefore, this period is a response delay period related to the ignition timing control. In this internal combustion engine, the length of the response delay period related to the ignition timing control is about 10 ms at an engine speed of 2,000 rpm.

  On the other hand, it is the # 2 cylinder that can reflect the reduction in the fuel injection amount earliest after the torque reduction request is started. However, since the effect of reducing the fuel injection amount is actually exhibited only when ignition is performed, the earliest effect of reducing the fuel injection amount is the subsequent ignition timing. For this reason, the reduction in the fuel injection amount is actually reflected when the ignition is performed for the first time after the injection timing is started after the torque reduction request is started, and this period is a response related to the fuel injection amount control. It becomes a delay period. In this internal combustion engine, the length of the response delay period related to the fuel injection amount control is approximately 40 ms at an engine speed of 2,000 rpm. When the length of the response delay period is expressed by the number of ignitions including the ignition when the reduction of the fuel injection amount is reflected, the four ignitions of the # 5, # 6, # 1, and # 2 cylinders are obtained. The four ignitions have a length within one cycle because the internal combustion engine has six cylinders.

  On the other hand, for example, when the intake air amount is controlled by an electronically controlled throttle or the like, it is known that the period required for the actual reduction of the intake air amount sucked into the cylinder can be estimated by the engine operating state (for example, the rotational speed, the load). However, as in the case of the fuel injection amount, the effect of reducing the intake air amount is actually reflected only when ignition is first performed after the intake air amount sucked into the cylinder is reduced. Become. Therefore, the response delay period related to the intake air amount control is a period from when the torque reduction request is started until the intake air amount sucked into the cylinder is reduced until the first ignition is performed. The length of the response delay period related to the control is approximately 75 ms at an engine speed of 2,000 rpm. In addition, the length of this period is one cycle or more with 8 ignitions in terms of the number of ignitions.

  For this reason, even within the response delay period related to the intake air amount control, when the output torque is forcibly reduced by retarding the ignition timing, ignition is normally performed in the retarded state for one cycle or more. In this case, a fuel loss is surely generated even for several injections. In addition, the torque down control is not limited to such torque down control but is mainly performed by retarding the ignition timing from the viewpoint of torque responsiveness. From the viewpoint of fuel consumption and emission, further improvement is desired for torque down control because it causes adverse effects such as an increase.

  Accordingly, the present invention has been made in view of the above-described problems. Torque down control that can improve fuel efficiency and emission by mainly reducing the intake air amount and at the same time secure torque response that can reduce shift shock. It is possible to perform a vehicle control apparatus for performing the torque reduction control, and further, a torque reduction control that can more suitably reduce the shift shock or suppress the occurrence of the shock when the output torque is restored after the automatic transmission is engaged. An object of the present invention is to provide a vehicle control device.

  In order to solve the above-described problems, the present invention is a vehicle including an internal combustion engine and an automatic transmission, and a vehicle for performing torque-down control for temporarily reducing the output torque of the internal combustion engine when shifting the automatic transmission. Based on the timing predicted by the request timing prediction means, the request timing prediction means for predicting from the shift schedule the timing at which the torque reduction request that is performed in accordance with the shift operation of the automatic transmission is started, And a specific torque down control means for starting control for reducing the intake air amount prior to the timing.

  As described above, when the ignition timing is retarded, the fuel consumption and the emission are deteriorated. However, according to the present invention, the fuel consumption and the emission can be improved by performing the torque down control by reducing the intake amount. In addition, according to the present invention, the timing for actually reducing the intake air amount sucked into the cylinder is automatically set by starting the control for reducing the intake air amount before the timing at which the torque reduction request is started. It can be adapted to the timing at which the transmission is shifted. For this reason, according to the present invention, it is possible to ensure torque responsiveness capable of reducing the shift shock even if the torque reduction control is performed by reducing the intake air amount. According to the present invention, by performing the torque down control by reducing the intake air amount, it is possible to prevent fluctuation (leaning) of the air-fuel ratio that occurs when the fuel injection amount is reduced, particularly when the fuel is cut.

  According to the present invention, the specific torque down control means further performs control to retard the ignition timing when the torque down amount due to the reduction in the intake air amount is less than a required value, and the torque reduction due to the reduction in the air intake amount. The configuration may be such that control is performed to decrease the retard amount of the ignition timing in accordance with the increase in the amount.

  According to the present invention, when the shift shock is reduced, the ignition timing is retarded within the minimum necessary range only when the amount of torque reduction due to the reduction of the intake amount is insufficient, and the intake amount is reduced. By reducing the retard amount of the ignition timing in accordance with the increase in the torque down amount due to, the shift shock can be reduced more reliably, and in this way by performing torque down control mainly focusing on the reduction of the intake amount Deterioration of fuel consumption and emissions can be suppressed to the minimum necessary. Further, according to the present invention, preparation and simplification of the next operation can be achieved by performing torque down control mainly for reducing the intake air amount.

  The torque reduction amount due to the reduction of the intake air amount is specifically the torque reduction amount when the timing predicted by the request timing prediction means is reached, or when the timing reaches a timing that precedes the timing by a predetermined period. preferable. In addition to reducing the intake air amount, the present invention is characterized in that the ignition timing is retarded as necessary from the viewpoint of torque reduction. In this respect, the intake air amount control is performed from the viewpoint of the response delay period. At the same time, it is considered to be different from the technique proposed in Patent Document 1 that performs ignition timing control.

  The present invention further includes request release timing prediction means for predicting the timing at which the torque down request is released, and the specific torque down control means further determines the timing based on the timing predicted by the request release timing prediction means. Alternatively, the control for increasing the intake air amount may be started earlier. According to the present invention, it is possible to generate a smooth output torque after the automatic transmission is engaged, thereby further suppressing the occurrence of a shock when the output torque is restored.

  Further, the present invention may be configured such that the specific torque down control means starts the intake air amount control ahead of the response delay period related to the intake air amount control. Specifically, the specific torque down control means preferably starts control for reducing or increasing the intake air amount, for example, as in the present invention.

  Further, the present invention may be configured such that the specific torque down control means controls the intake air amount with the electronic control throttle as a control target. Specifically, the specific torque down control means preferably performs control for reducing or increasing the intake air amount, for example, as in the present invention, using the electronic control throttle as a control target.

  Further, the present invention may be configured such that the specific torque down control means controls the intake air amount with a variable valve mechanism as a control target. Further, the specific torque down control means preferably performs control for reducing or increasing the intake air amount with the variable valve mechanism as a control target as in the present invention, for example.

  According to the present invention, a vehicle control apparatus for performing torque down control that can improve fuel consumption and emission by mainly reducing the intake air amount, and at the same time, can secure torque response that can reduce shift shock, and further, Can provide a vehicle control device that can perform torque-down control that can reduce the shift shock more preferably, or can suppress the occurrence of a shock when the output torque is restored after the automatic transmission is engaged.

  Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram schematically showing a vehicle control device implemented by an engine ECU (Electronic Control Unit) 34A, together with the internal combustion engine 30, the automatic transmission 32, and other components related to the engine ECU 34A. . Each component shown in FIG. 1 is mounted on a vehicle (not shown). The rotational force generated in the internal combustion engine 30 is transmitted to the drive shaft 33 via the torque converter 31 and the automatic transmission 32. Air is sucked into the internal combustion engine 30 via an air cleaner 301, an intake pipe 302 and an intake manifold 303. The amount of intake air taken into the internal combustion engine 30 is controlled by changing the opening of the throttle valve 304 and is detected by the air flow meter 305. The throttle valve 304 constitutes an electronically controlled throttle 310 together with an actuator 306 and the like that drive the throttle valve 304. A spark plug 307 installed at the top of each cylinder of the internal combustion engine 30 is supplied with an ignition signal boosted by an ignition coil 308 via a distributor 309, and ignites the air-fuel mixture in each cylinder.

  Both the engine ECU 34A and the transmission ECU 35 are a microcomputer system that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input port, an output port, and the like (not shown). Coupled by a communication line 36 to exchange information with each other. Note that the engine ECU 34 and the transmission ECU 35 may be configured as a single ECU, for example.

  The engine ECU 34A is electrically controlled by an ignition coil 308 and an electronic control throttle 310 (more specifically, an actuator 306), and the transmission ECU 35 is electrically controlled by an automatic transmission 32 (more specifically, a solenoid valve 321). It is connected. The ignition timing of the internal combustion engine 30 and the opening degree of the throttle valve 304 are controlled by the engine ECU 34A, and the shift operation of the automatic transmission 32 is controlled by the transmission ECU 35, respectively. Specifically, the engine ECU 34A controls the ignition timing by outputting an ignition command signal to the ignition coil 308 at a predetermined timing, and outputs the throttle valve opening signal to the actuator 306 to control the throttle. The opening degree of the valve 304 is controlled. The transmission ECU 35 controls the shift operation of the automatic transmission 32 by outputting a shift command signal to the solenoid valve 321 of the automatic transmission 32. The shift state of the automatic transmission 32 is fed back to the transmission ECU 35.

  Various sensors and switches are electrically connected to the engine ECU 34A and the transmission ECU 35. For example, an accelerator sensor 342 for detecting the depression amount Ac of the accelerator pedal 341 and a vehicle speed sensor 344 for detecting the vehicle speed V are connected to the engine ECU 34A and the transmission ECU 35, respectively. These sensors may be connected to, for example, one ECU (for example, engine ECU 34A) and may be connected to the other ECU (for example, transmission ECU 35) via the one ECU. For example, an air flow meter 305 for detecting the intake air amount and a crank angle sensor 343 for detecting the rotational speed NE of the internal combustion engine 30 are connected to the engine ECU 34A. For example, a range SW (not shown) for detecting the shift position of the shift control lever 351 is connected to the transmission ECU 35. Various other sensors and switches may be electrically connected to the engine ECU 34A and the transmission ECU 35.

  The ROM is configured to store various programs executed by the CPU, map data, and the like. In this embodiment, the ROM of the engine ECU 34A is a program for controlling the internal combustion engine 30 as well as a request timing prediction program shown below. A program for specific torque down control is also stored. Note that these programs may be configured integrally. The request timing prediction program is created so as to predict from the shift schedule the timing at which a torque down request that is performed in accordance with the shift operation of the automatic transmission 32 is started. In the present embodiment, specifically, the shift schedule is set for each of upshifting and downshifting according to the vehicle speed V and the depression amount Ac of the accelerator pedal 341 as shown in FIG.

  The specific torque-down control program is created based on the timing predicted based on the request timing prediction program so as to start control for reducing the intake air amount prior to the timing. In this regard, the specific torque-down control program is specifically created to perform control for reducing the intake air amount with the electronic control throttle 310 (more specifically, the actuator 306) as a control target. Further, the control is made so as to start the control for reducing the intake amount ahead of the response delay period related to the intake amount control. Further, the specific torque-down control program further performs control for retarding the ignition timing when the torque-down amount KL due to the reduction of the intake air amount is less than the required value α, and the torque-down amount KL due to the reduction of the intake air amount The control is made so as to reduce the retard amount of the ignition timing in accordance with the increase of the ignition timing. This torque-down amount KL is the torque-down amount when reaching the timing predicted based on the request timing prediction program.

  In this embodiment, the CPU of the engine ECU 34A executes the process based on the program for predicting the required timing, and the request timing predicting means executes the process, and the CPU of the engine ECU 34A executes the process based on the program for the specific torque down control. Control means are realized respectively.

  Next, processing performed by the engine ECU 34A will be described in detail with reference to the flowchart shown in FIG. The CPU that executes the processing shown in this flowchart is the CPU of the engine ECU 34A. The CPU executes a process of determining whether or not there is a torque down request prediction (step S11). Here, in the present embodiment, the torque reduction request is predicted according to the engine operating state (here, the rotational speed NE, the load) on the boundary line when shifting up in the shift schedule shown in FIG. A predicted line moved forward by an amount corresponding to the estimated response delay period (for example, 8 ignitions) of the intake air amount control is set, and the detected vehicle speed V and accelerator pedal depression amount Ac cross the predicted line set. If it crosses, it is determined that there is a prediction of a torque down request. The load of the internal combustion engine 30 can be detected based on the output of the accelerator sensor 342, for example. Further, the predicted torque-down request is cleared when a process shown in step S17 described later is executed, and as a result, it is determined in step S11 that there is no prediction of the torque-down request.

  If an affirmative determination is made in step S11, the CPU executes a process of calculating the required torque (step S12). Specifically, the required torque is calculated based on the engine operating state and the shift stage of the automatic transmission 32 where the gear shift is performed, and the calculated required torque becomes the required value α. Subsequently, the CPU executes a process (throttle closing instruction) for controlling the electronic control throttle 310 so as to close the throttle valve 306 at an opening degree corresponding to the required torque (step S13). The processes shown in steps S12 and S13 are skipped in the second and subsequent routines after an affirmative determination is made in step S11.

  FIG. 4 is a diagram schematically showing the timing for controlling the electronic control throttle 310 together with the state of torque reduction request prediction. FIG. 4 shows a state in which it is predicted that a torque reduction request will be started in the second intake stroke of the # 1 cylinder within the range shown in the drawing. On the other hand, the torque-down throttle closing flag indicating the timing at which the electronically controlled throttle 310 is controlled has a predicted torque-down for the response delay period of the intake air amount control estimated according to the engine operating state at this time. This flag is turned on at a timing preceding the request, and this flag is turned on when a torque down request is predicted. Since the throttle closing instruction shown in step S12 is specifically performed at such timing, it is possible to start control for reducing the intake air amount ahead of the response delay period related to the intake air amount control.

  Subsequently, the CPU executes a process of determining whether or not the predicted torque reduction request start timing (prediction start timing) has been reached (step S14). If it is negative determination, it returns and returns to step S11. On the other hand, if the determination is affirmative, the CPU calculates a torque down amount KL due to a reduction in the intake air amount, and executes a process of determining whether the calculated torque down amount KL is smaller than the required value α (step S15). . If the determination is affirmative, the CPU executes a process (ignition retarding instruction) for performing control for retarding the ignition timing (step S16). In this step, the retard amount of the ignition timing is specifically determined so that the sum of the torque down amount KL due to the reduction of the intake air amount and the torque down amount due to the retard of the ignition timing becomes the required value α. For this reason, when the torque reduction amount KL due to the reduction of the intake amount continues to be smaller than the required value α after the next routine, in step S15, the retard amount of the ignition timing is decreased by an amount corresponding to the increased intake amount. Will be.

  As a result, the ignition timing can be retarded within the necessary minimum range only when the torque-down amount KL due to the reduction of the intake amount is insufficient, and the torque-down amount KL due to the reduction of the intake amount can be reduced. Since the retard amount of the ignition timing can be reduced in accordance with the increase, the shift shock can be more reliably reduced and the deterioration of fuel consumption and emission can be suppressed to the minimum necessary. In addition, by performing torque down control mainly for reducing the intake air amount as described above, preparation and simplification of the next operation can be achieved.

  On the other hand, when the torque-down amount KL resulting from the reduction of the intake air amount becomes equal to or greater than the required value α in the subsequent routine, the CPU executes a process for canceling the retard of the ignition timing (ignition retard cancellation instruction). (Step S17). At this time, since the predicted torque-down request is cleared at the same time, in the next routine, a negative determination is made in step S11. As a result, the CPU executes a process for performing a throttle return control for returning to the normal throttle control at a timing when the actual torque reduction request is canceled (step S18). Thus, the engine ECU 34A can improve the fuel consumption and emission by mainly reducing the intake air amount, and at the same time, can perform the torque down control that can secure the torque response that can reduce the shift shock.

  The engine ECU 34B according to the present embodiment stores the following specific torque down control program in the ROM instead of the specific torque down control program described in the first embodiment, and the request release timing prediction shown below. Except that the program is further stored in the ROM, it is substantially the same as the engine ECU 34A. The engine ECU 34B is also electrically connected to the transmission ECU 35, various sensors / switches, and a control object, like the engine ECU 34A. The request release timing prediction program is created so as to predict the timing at which the torque down request is released. Specifically, the request release timing prediction program predicts the timing at which the torque down request is released based on the engine operating state, the gear position of the automatic transmission 32 in which the speed change operation is performed, and the torque down amount. Has been created.

  The specific torque down control program is based on the timing predicted based on the request release timing prediction program with respect to the specific torque down control program described in the first embodiment, and the intake air amount precedes the timing. It is created to start the control to increase. In addition, when the control for increasing the intake air amount is started, the specific torque down control program starts the control for increasing the intake air amount in advance by a response delay period related to the intake air amount control. In order to further increase the intake air amount, control is performed to increase the intake air amount while adding a restriction corresponding to the predicted torque gradient. The specific torque-down control program is created so that the control target is the electronic control throttle 310 and the control for increasing the intake air amount is performed.

  In the present embodiment, the CPU of the engine ECU 34B executes processing based on the request cancellation timing prediction program, and the CPU of the engine ECU 34B executes processing based on the specific torque down control program. Thus, the specific torque down control means is realized. In the present embodiment, the vehicle ECU is realized by the engine ECU 34B.

  Next, processing performed by the engine ECU 34B will be described in detail with reference to the flowchart shown in FIG. The process shown in this flowchart is the same as the flowchart shown in FIG. 3 except that steps S21, S22, and S23 are added as shown in the figure, and therefore, in this embodiment, steps S21, S22, and S23 are particularly described in detail. . The CPU that executes the processing shown in this flowchart is the CPU of the engine ECU 34B. When a negative determination is made in step S11, the CPU executes a process of determining whether or not there is a torque-down release prediction (step S21). If the determination is negative, the CPU executes a process for performing a throttle return control for returning to the normal throttle control at a timing when the actual torque reduction request is canceled (step S18).

  On the other hand, if the determination in step S21 is affirmative, the CPU is ahead of the predicted torque reduction request release timing by a timing (intake amount control) that precedes the response delay period related to the intake amount control estimated according to the engine operating state. A process for determining whether or not (timing) has been reached is executed (step S22). If it is negative determination, it returns and returns to step S11. On the other hand, if the determination is affirmative, the CPU executes a process (predicted torque gradient target opening instruction) for controlling the electronic control throttle 310 to change the throttle opening to the predicted torque gradient target opening (step S23). ).

  FIG. 6 is a graph showing changes in the rotational speed NE, the throttle opening, and the output torque when a torque down request is made. FIG. 6 shows an example of the change when the electronic control throttle 310 is controlled at the actual torque reduction request start timing and release timing. When a torque down request is made, the throttle opening is reduced by torque down control, so both the rotational speed NE and the output torque are reduced. On the other hand, for example, when the throttle opening is returned to the original opening by throttle return control at the release timing of the torque reduction request (in the case of a in the figure), the gradient of the output torque becomes too large and occurs after the automatic transmission 32 is engaged. There is a risk that a possible shock may not be tolerated.

  On the other hand, in the present embodiment, when the control for increasing the intake air amount is performed, the electronic control throttle 310 is controlled so as to change the throttle opening to the target opening for the predicted torque gradient (in the case of b in the figure). A smooth output torque can be generated after the automatic transmission is engaged, and this can further suppress the occurrence of a shock when the output torque is restored. As described above, the engine ECU 34B mainly improves the fuel consumption and emission by mainly reducing the intake air amount. At the same time, the engine ECU 34B can perform the torque down control that can secure the torque responsiveness that can reduce the shift shock, and can return the output torque. It is also possible to perform torque-down control that can suppress the occurrence of a shock sometimes.

  The embodiment described above is a preferred embodiment of the present invention. However, the present invention is not limited to this, and various modifications can be made without departing from the scope of the present invention. For example, the vehicle control device may be realized by a transmission ECU that stores a request timing prediction program in a ROM and an engine ECU that stores a specific torque down control program in a ROM.

  Further, the specific torque down control means may control the intake air amount by using a variable valve mechanism as shown in FIG. This variable valve mechanism is a known mechanism that includes a control shaft 61, a connection arm 62, a sliding contact arm 70, and a swing cam 80, and the control shaft 61 is positioned at the position of the connection arm 62. By controlling the above, the valve lift amount and the operating angle (valve opening period) of the intake valve become variable. It is also possible to temporarily reduce the output torque of the internal combustion engine by reducing the intake charging efficiency by controlling such a variable valve mechanism.

  Moreover, although it is considered that an electronically controlled throttle or a variable valve mechanism is particularly suitable as a controlled object, the controlled object is not limited to this, for example, a so-called ISC (Idle Speed Control) valve or in-cylinder Other suitable configurations capable of controlling the intake air amount such as an airflow control valve for generating a swirling airflow may be used.

  The specific torque down control means may perform control for further improving the control responsiveness of the controlled object when controlling the intake air amount. Specifically, the control for increasing the control response of the controlled object can be controlled to increase the motor speed of the electronic control throttle more than usual, or to reduce the intake volume sucked into the internal combustion engine. It is conceivable to control the variable valve mechanism or to combine them. If the responsiveness of the controlled object is increased in this way, the intake responsiveness during torque down control can be further promoted.

FIG. 2 is a diagram schematically showing a vehicle control device realized by an engine ECU 34A together with components related to the internal combustion engine 30, the automatic transmission 32, and the engine ECU 34A. It is a figure which shows an example of a shift schedule typically. It is a figure which shows the process performed by engine ECU34A with a flowchart. It is a figure which shows typically the timing which controls the electronic control throttle 310 with the state of a torque reduction request | requirement prediction. It is a figure which shows the process performed by engine ECU34B with a flowchart. It is a figure which shows the mode of the rotation speed NE, throttle opening, and an output torque when a torque down request | requirement is made with a graph. It is a figure which shows typically an example of a structure of a variable valve mechanism. It is a figure which shows typically the relationship between a torque down request | requirement, ignition timing, and injection timing.

Explanation of symbols

30 Internal combustion engine 304 Throttle valve 305 Air flow meter 306 Actuator 307 Ignition plug 308 Ignition coil 309 Distributor 310 Electronically controlled throttle 31 Torque converter 32 Automatic transmission 321 Solenoid valve 33 Drive shaft 34 Engine ECU
341 Accelerator pedal 342 Accelerator sensor 343 Crank angle sensor 344 Vehicle speed sensor 35 Transmission ECU
351 Shift control lever

Claims (6)

A vehicle control apparatus for performing a torque down control for temporarily reducing an output torque of the internal combustion engine during a shift of the automatic transmission in a vehicle including an internal combustion engine and an automatic transmission,
Request timing prediction means for predicting from a shift schedule the timing at which a torque down request to be performed in accordance with the shift operation of the automatic transmission is started;
A vehicle control apparatus comprising: a specific torque down control unit that starts control for reducing the intake air amount prior to the timing based on the timing predicted by the request timing prediction unit. The vehicle control device according to claim 1,
The specific torque down control means further performs control to retard the ignition timing when the torque down amount due to the reduction of the intake air amount is less than the required value, and increases the torque down amount due to the reduction of the air intake amount. In addition, a control apparatus for a vehicle, which performs control to reduce the retard amount of the ignition timing. The vehicle control device according to claim 1 or 2,
Furthermore, it comprises request release timing prediction means for predicting the timing at which the torque reduction request is released,
The vehicle control apparatus characterized in that the specific torque down control means further starts control for increasing the intake air amount prior to the timing based on the timing predicted by the request release timing prediction means. A vehicle control device according to any one of claims 1 to 3,
The vehicle control apparatus, wherein the specific torque down control means starts control of the intake air amount in advance by a response delay period related to the intake air amount control. A vehicle control device according to any one of claims 1 to 4,
The vehicle control apparatus characterized in that the specific torque down control means controls the intake air amount with an electronically controlled throttle as a control target. A vehicle control device according to any one of claims 1 to 4,
The vehicle control apparatus, wherein the specific torque down control means controls an intake air amount with a variable valve mechanism as a control target.

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