JP5811916B2 - Vehicle drive control device - Google Patents

Description

  The present invention relates to a shift control of an automatic transmission in a vehicle including an engine and an automatic transmission.

  2. Description of the Related Art Conventionally, a vehicle drive control device used in a vehicle including an engine and an automatic transmission that outputs the power of the engine to drive wheels is well known. For example, this is the vehicle control apparatus disclosed in Patent Document 1. When the shift determination for performing the power-on downshift is made, the control device of Patent Document 1 includes the shift based on the shift determination until a predetermined shift delay time elapses after the shift determination. Suspends shifting of the automatic transmission. Then, when the shift delay time has elapsed, the automatic transmission is shifted to a shift stage corresponding to the driving condition at that time.

JP-A-5-231533 JP 2010-203590 A

  The control device of Patent Document 1 suspends execution of downshifting until the shift delay time elapses, but when the driver immediately wants a large driving force, the accelerator pedal is quickly and greatly depressed, If the downshift is suspended at that time, there is a possibility that only a small driving force contrary to the will of the driver can be obtained. In other words, Patent Document 1 still has room for studying the separation between the downshift to be suspended and the downshift to be executed immediately. Such a problem is not yet known.

  The present invention has been made in the background of the above circumstances, and the object of the present invention is to obtain a driving force in accordance with the driver's intention in a vehicle including an engine and an automatic transmission. An object of the present invention is to provide a vehicle drive control device capable of prohibiting an unnecessary downshift while executing a downshift.

The gist of the first invention for achieving the above object is as follows. (A) In a vehicle including an engine including a supercharger and an automatic transmission that outputs power of the engine to driving wheels, the automatic A vehicle drive control apparatus in which a shift of the automatic transmission is executed after a shift determination for shifting the transmission is performed, and (b) a first shift that is a kick-down shift of the automatic transmission is started. When a predetermined shift prohibition condition is satisfied, and there is a shift determination for performing a second shift that is a downshift excluding the kickdown shift, the execution of the second shift based on the shift determination is performed. (C) When the shift determination for performing the second shift is canceled, the execution prohibition of the second shift is terminated , and (d) the shift prohibition condition is that the supercharging pressure by the supercharger is If it is below the predetermined boost pressure judgment value Characterized in that it satisfied.
Further, the gist of the second invention is that in (a) a vehicle including an engine including a supercharger and an automatic transmission that outputs power of the engine to driving wheels, the automatic transmission is shifted. A vehicle drive control device in which a shift of the automatic transmission is executed after a shift determination is made, and (b) a first shift that is a kick-down shift of the automatic transmission is started in advance. If the shift prohibition condition is satisfied, and there is a shift determination for performing the second shift that is a downshift excluding the kickdown shift, the execution of the second shift based on the shift determination is prohibited, c) When the shift determination for performing the second shift is released, the prohibition of execution of the second shift is terminated, and (d) the shift prohibition condition is that the supercharging pressure by the supercharger is predetermined. The pressure change is below the pressure determination value, and the first shift starts. This is established when the elapsed time from the time is within a predetermined shift prohibition time and the deviation width of the engine torque with respect to the target engine torque is equal to or larger than a predetermined torque deviation width determination value. To do.
The gist of the third invention is that, in a vehicle including (a) an engine and an automatic transmission that outputs the power of the engine to drive wheels, a shift determination for shifting the automatic transmission is performed. (B) a predetermined shift prohibiting condition after a first shift, which is a kick-down shift of the automatic transmission, is started. When the shift determination for performing the second shift, which is a downshift excluding the kick-down shift, is made, the execution of the second shift based on the shift determination is prohibited, and (c) the second When the shift determination for performing the shift is canceled, the prohibition of execution of the second shift is terminated, and (d) when the execution of the second shift is prohibited, the shift is shifted to the lower speed side than the second shift. If there is a shift determination for performing the second shift, Characterized in that it ends the execution prohibition.

According to the first aspect of the present invention, the first shift (kick-down shift) of the automatic transmission requires energy for increasing the engine rotation speed, so that the driving force increases slightly behind the acceleration operation by the driver. Sometimes. In such a case, further acceleration operation may be performed by the driver, but if the driving force increases after the first shift without shifting, the driving force according to the driver's intention can be obtained. On the other hand, if the second shift is executed immediately after the first shift, the second shift may not conform to the driver's intention. According to the first invention, it is possible to prohibit the second shift (downshift), that is, an unnecessary downshift, which results in not complying with the intention of the driver. Can be avoided frequently. In addition, the kick down shift subsequent to the first shift is executed immediately if there is a shift determination without being prohibited, so it is possible to execute a down shift so that a driving force in accordance with the driver's intention can be obtained. It is. The kickdown shift of the automatic transmission is a power-on downshift executed when the accelerator opening is increased beyond a predetermined value. For example, the accelerator opening or the accelerator pedal operating speed is large. This is a downshift that is performed when the driver desires a significant increase in driving force. In addition, for example, if an accelerator pedal provided in the vehicle includes a kick-down switch, the kick-down shift is executed when the kick-down switch is turned on by the driver.
Here, since the engine with the supercharger is accompanied by a supercharging delay in the kickdown shift, the increase delay in the driving force is likely to be remarkable as compared with the naturally aspirated engine. According to the first aspect of the present invention, it is possible to appropriately prohibit an unnecessary downshift (second shift) from being performed due to the supercharging delay.

According to the second aspect of the present invention, the first shift (kick-down shift) of the automatic transmission requires energy for increasing the engine rotation speed, so that the driving force increases slightly behind the acceleration operation by the driver. Sometimes. In such a case, further acceleration operation may be performed by the driver, but if the driving force increases after the first shift without shifting, the driving force according to the driver's intention can be obtained. On the other hand, if the second shift is executed immediately after the first shift, the second shift may not conform to the driver's intention. According to the first invention, it is possible to prohibit the second shift (downshift), that is, an unnecessary downshift, which results in not complying with the intention of the driver. Can be avoided frequently. In addition, the kick down shift subsequent to the first shift is executed immediately if there is a shift determination without being prohibited, so it is possible to execute a down shift so that a driving force in accordance with the driver's intention can be obtained. It is. The kickdown shift of the automatic transmission is a power-on downshift executed when the accelerator opening is increased beyond a predetermined value. For example, the accelerator opening or the accelerator pedal operating speed is large. This is a downshift that is performed when the driver desires a significant increase in driving force. In addition, for example, if an accelerator pedal provided in the vehicle includes a kick-down switch, the kick-down shift is executed when the kick-down switch is turned on by the driver.
In addition, the shift prohibiting condition can be appropriately established in accordance with the purpose of prohibiting unnecessary downshifts.

According to the third aspect of the present invention, the first shift (kick-down shift) of the automatic transmission requires energy for increasing the engine rotation speed, so that the driving force increases slightly behind the acceleration operation by the driver. Sometimes. In such a case, further acceleration operation may be performed by the driver, but if the driving force increases after the first shift without shifting, the driving force according to the driver's intention can be obtained. On the other hand, if the second shift is executed immediately after the first shift, the second shift may not conform to the driver's intention. According to the first invention, it is possible to prohibit the second shift (downshift), that is, an unnecessary downshift, which results in not complying with the intention of the driver. Can be avoided frequently. In addition, the kick down shift subsequent to the first shift is executed immediately if there is a shift determination without being prohibited, so it is possible to execute a down shift so that a driving force in accordance with the driver's intention can be obtained. It is. The kickdown shift of the automatic transmission is a power-on downshift executed when the accelerator opening is increased beyond a predetermined value. For example, the accelerator opening or the accelerator pedal operating speed is large. This is a downshift that is performed when the driver desires a significant increase in driving force. In addition, for example, if an accelerator pedal provided in the vehicle includes a kick-down switch, the kick-down shift is executed when the kick-down switch is turned on by the driver.
Further, the prohibition of execution of the second shift is appropriately terminated, and it is avoided that the prohibition of execution of the second shift continues excessively.

Here, preferably, in the vehicle drive control device according to the first aspect or the second aspect, when the execution of the second shift is prohibited, the vehicle is controlled to be lower than the second shift. If there is a shift determination for shifting, the prohibition of execution of the second shift is terminated. In this way, the prohibition of execution of the second shift is appropriately terminated, and it is avoided that prohibition of execution of the second shift continues excessively.
Also, preferably, the supercharger is a turbocharger to boost the intake of the engine is rotated by the exhaust of the engine.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram for explaining a configuration of a vehicle drive device provided in a vehicle to which the present invention is preferably applied. FIG. 2 is an operation table for explaining an operation state of an engagement element when a plurality of shift stages (gear stages) are established in the automatic transmission included in the vehicle drive device of FIG. 1. FIG. 2 is a diagram illustrating signals input to an electronic control device for controlling the vehicle drive device of FIG. 1 and a functional block diagram for explaining a main part of a control function provided in the electronic control device. It is. FIG. 4 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. 3, that is, a control operation for executing second shift execution prohibition control for prohibiting execution of a second shift.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram for explaining the configuration of a vehicle drive device 7 provided in a vehicle 6 to which the present invention is preferably applied. The vehicle 6 includes a vehicle drive device 7 and a pair of drive wheels 38, and the vehicle drive device 7 includes a vehicle power transmission device 8 (hereinafter referred to as “power transmission device 8”) and an engine 10. ing. The power transmission device 8 is interposed between the engine 10 and the drive wheel 38, and is connected to the automatic transmission 12 and the output shaft 13 of the engine 10 between the engine 10 and the automatic transmission 12. And a torque converter 14 interposed therebetween. And the power transmission device 8 is used suitably for FF vehicle mounted in the left-right direction (horizontal placement) of the vehicle 6 (refer FIG. 3).

  The automatic transmission 12 constitutes a part of a power transmission path from the engine 10 to the drive wheels 38 (see FIG. 3), and outputs the power of the engine 10 toward the drive wheels 38. That is, the power of the engine 10 input to the transmission input shaft 26 is output from the output gear 28 to the drive wheels 38. The automatic transmission 12 includes a plurality of planetary gear devices 16, 20, 22 and a plurality of hydraulic friction engagement devices (clutch C, brake B), specifically five hydraulic friction engagement devices (first clutch C1). , Second clutch C2, first brake B1, second brake B2, third brake B3), and one-way clutch F1, and a plurality of speed changes by changing one of the plurality of hydraulic friction engagement devices. It is a stepped transmission in which a stage (gear stage) is alternatively established. For example, the automatic transmission 12 performs a shift according to a preset relationship (shift diagram) based on the vehicle state represented by the vehicle speed V and the accelerator pedal opening PAP. In short, it is a stepped transmission that performs a so-called clutch-to-clutch shift that is often used in general vehicles. That is, the shift (downshift or upshift) of the automatic transmission 12 engages and engages with an engagement-side engagement device that is an engagement device engaged for the shift, and is released for the shift. The release-side engagement device, which is the engagement device to be operated, proceeds by releasing operation. Specifically, the first planetary gear device 16 of the automatic transmission 12 is a single pinion type, and includes a first sun gear S1, a first pinion gear P1, a first carrier CA1, and a first ring gear R1. The second planetary gear unit 20 is a double pinion type, and includes a second sun gear S2, a second pinion gear P2, a third pinion gear P3, a second carrier CA2, and a second ring gear R2. The third planetary gear unit 22 is a single pinion type, and includes a third sun gear S3, a third pinion gear P3, a third carrier CA3, and a third ring gear R3. In the second planetary gear device 20 and the third planetary gear device 22, the second and third ring gears R2 and R3 are formed of a common member, and the third pinion gear P3 of the third planetary gear device 22 is the first. It is a Ravigneaux type planetary gear train that also serves as one pinion gear of the two planetary gear device 20. As can be seen from FIG. 1, the transmission input shaft 26 that is an input rotation member of the automatic transmission 12 is a turbine shaft of the torque converter 14. The output gear 28 that is an output rotating member of the automatic transmission 12 functions as a differential drive gear that meshes with a differential driven gear (large-diameter gear) 34 of the differential gear device 32 (see FIG. 3). The output of the engine 10 is transmitted to a pair of drive wheels (front wheels) 38 via the torque converter 14, the automatic transmission 12, the differential gear device 32, and a pair of axles 36 (see FIG. 3). ). The automatic transmission 12 is substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG.

  FIG. 2 is an operation table for explaining an operation state of the engagement element when a plurality of shift stages (gear stages) is established in the automatic transmission 12. The operation table of FIG. 2 summarizes the relationship between the above-mentioned shift speeds and the operation states of the clutches C1, C2 and the brakes B1 to B3, where “◯” indicates engagement and “◎” indicates only during engine braking. In this case, “Δ” represents engagement only during driving. As shown in FIG. 2, the automatic transmission 12 has a first gear stage “1st” to a sixth gear stage “6th” according to the operating state of each engagement element (clutch C1, C2, brake B1 to B3). Are established, and the reverse shift stage “R” is established. Since the one-way clutch F1 is provided in parallel to the brake B2 that establishes the first shift stage “1st”, it is not always necessary to engage the brake B2 when starting (acceleration). The transmission ratio γat of the automatic transmission 12 is determined based on the input rotational speed Nin, which is the rotational speed Nin of the transmission input shaft 26, and the output rotational speed Nout, which is the rotational speed Nout of the output gear 28. It is calculated from the equation “input rotation speed Nin / output rotation speed Nout”.

  The clutches C1 and C2 and the brakes B1 to B3 (hereinafter simply referred to as clutches C and brakes B unless otherwise distinguished) are hydraulic friction engagement devices that are controlled by hydraulic actuators such as multi-plate clutches and brakes. The engagement / release state is switched by the excitation, de-excitation, and current control of the linear solenoid valve provided in the hydraulic control circuit 40 (see FIG. 1), and the transient hydraulic pressure at the engagement / release is controlled. Is done.

  The torque converter 14 includes a pump impeller 14a connected to the output shaft (crankshaft) 13 of the engine 10, a turbine impeller 14b connected to the transmission input shaft 26 of the automatic transmission 12, and a one-way clutch. And a stator impeller 14c connected to a housing (transmission case) 30 of the automatic transmission 12, and a fluid transmission device that transmits the power generated by the engine 10 to the automatic transmission 12 via a fluid. is there. Further, a lockup clutch 46, which is a direct coupling clutch, is provided between the pump impeller 14a and the turbine impeller 14b so as to be engaged, slipped, or released by hydraulic control or the like. It has become. Strictly speaking, when the lockup clutch 46 is engaged, the pump impeller 14a and the turbine impeller 14b are integrally rotated by being fully engaged.

  The engine 10 is an internal combustion engine such as a diesel engine or a gasoline engine, and includes a supercharger 54. The turbocharger 54 is provided in the intake / exhaust system of the engine 10, and is a known exhaust turbine supercharger, that is, a turbo, which is rotationally driven by part or all of the exhaust of the engine 10 to boost the intake air of the engine 10. It is a charger. Specifically, as shown in FIG. 1, the supercharger 54 is provided in an exhaust pipe 56 of the engine 10 and is driven to rotate by exhaust of the engine 10, and in an intake pipe 60 of the engine 10. An intake compressor wheel 62 that is provided and rotated by the exhaust turbine wheel 58 to compress the intake air of the engine 10, and a rotary shaft 64 that connects the exhaust turbine wheel 58 and the intake compressor wheel 62 are provided. The engine 10 operates in a supercharged state that is supercharged by the supercharger 54 when sufficient exhaust of the engine 10 to drive the supercharger 54 is directed to the exhaust turbine wheel 58. On the other hand, if the exhaust of the engine 10 guided to the exhaust turbine wheel 58 is insufficient for driving the supercharger 54, the supercharger 54 is hardly driven, and the engine 10 is in excess of the supercharged state. The engine operates in a natural intake state (also referred to as an NA state or a non-supercharged state) in a state where supply is suppressed, that is, a state of intake air that is not supercharged equivalent to a naturally aspirated engine without the supercharger 54.

  The engine 10 includes an intercooler 65 that cools the intake air supercharged by the supercharger 54. The intercooler 65 is disposed between the intake compressor wheel 62 and the electronic throttle valve 72 in the intake path constituted by the intake pipe 60 of the engine 10. Therefore, the intake air discharged from the intake compressor wheel 62 flows to the electronic throttle valve 72 via the intercooler 65.

  An exhaust bypass path 66 disposed in parallel with the exhaust path in which the exhaust turbine wheel 58 in the exhaust pipe 56 is provided, and a waste gate valve 68 for opening and closing the exhaust bypass path 66 are provided. The waste gate valve 68 can continuously adjust the opening θwg of the waste gate valve 68 (hereinafter referred to as waste gate valve opening θwg), and the electronic control unit 52 controls the electric actuator 70. Thus, the waste gate valve 68 is continuously opened and closed using the pressure in the intake pipe 60. Further, as the waste gate valve opening θwg is larger, the exhaust of the engine 10 becomes easier to be discharged through the exhaust bypass path 66, so that the engine 10 can be brought into the supercharging state from the exhaust port of the engine 10 to the extent that the exhaust can be made. Is obtained, the supercharging pressure Pcm (= PLin) by the supercharger 54 that is the outlet pressure of the intake compressor wheel 62 in the intake pipe 60, that is, the outlet pressure of the intake compressor wheel 62, is The larger the waste gate valve opening θwg, the lower the value. That is, the waste gate valve 68 adjusts the supercharging pressure Pcm by adjusting the amount of exhaust that drives the supercharger 54, specifically, the amount of exhaust supplied to the exhaust turbine wheel 58 of the supercharger 54. It functions as a supercharging pressure adjusting device to adjust. For example, a supercharging region that is an operating range (range of engine operating points) for setting the engine 10 in the supercharging state, and a low engine torque side with respect to the supercharging region and the engine 10 in the non-supercharging state A supercharging operation map divided into a non-supercharging region which is an operation range to be set is experimentally set in advance. The electronic control unit 52, when shifting the operating point (engine operating point) of the engine 10 represented by the engine speed Ne and the engine torque Te from the non-supercharged region to the supercharged region, The supercharger 54 is supercharged by operating the gate valve 68 in the closing direction. Conversely, when the engine operating point is shifted from the supercharging region to the non-supercharging region, the supercharging by the supercharger 54 is stopped or suppressed by operating the waste gate valve 68 in the opening direction. The supercharging operation map is experimentally set in advance so that, for example, as large a driving force Fc as possible can be obtained in accordance with a driver's request, and fuel consumption deterioration of the vehicle 6 can be suppressed as much as possible. Has been. The driving force Fc is a propulsive force that propels the vehicle 6 in the traveling direction.

  In addition, when the engine 10 is in the supercharged state, the electronic control unit 52 determines whether the engine 10 is supercharged based on the vehicle state represented by the accelerator opening PAP, the vehicle speed V, and the like based on a relationship determined experimentally in advance. A target supercharging pressure Pcmtgt which is a target value of the charging pressure Pcm is sequentially determined, and the supercharger 54 is operated so as to bring the supercharging pressure Pcm closer to the predetermined target supercharging pressure Pcmtgt. Specifically, the supercharging pressure Pcm is brought close to the target supercharging pressure Pcmtgt by controlling the waste gate valve opening θwg or the throttle opening θth. For example, the target boost pressure Pcmtgt is set to be larger as the accelerator opening degree PAP is larger in accordance with the experimentally determined relationship.

  Further, the engine 10 includes an electronic throttle valve 72. The electronic throttle valve 72 is a valve mechanism that adjusts the intake air amount Qin of the engine 10 and is opened and closed by an electric throttle actuator 94. Specifically, the intake air amount Qin of the engine 10 decreases as the throttle opening degree θth that is the opening degree of the electronic throttle valve 72 is smaller, in other words, as the electronic throttle valve 72 is closed (squeezed). Further, the electronic throttle valve 72 is disposed downstream of the supercharger 54 in the intake path constituted by the intake pipe 60 of the engine 10. Specifically, the turbocharger 54 is disposed downstream of the intake compressor wheel 62.

  FIG. 3 is a diagram illustrating a signal input to the electronic control device 52 including a function as a control device of the vehicle drive device 7, that is, a vehicle drive control device, and a control function provided in the electronic control device 52. It is a functional block diagram for demonstrating the principal part of. The electronic control unit 52 includes a so-called microcomputer, and executes vehicle control related to, for example, the engine 10 and the automatic transmission 12 by performing signal processing according to a program stored in advance.

  The electronic control unit 52 includes a signal indicating the opening degree θth of the electronic throttle valve 72 detected by the throttle opening degree sensor 74, that is, the throttle opening degree θth, from each sensor and switch as shown in FIG. A signal indicating the upstream side pressure PHin of the intake compressor wheel 62 in the intake pipe 60 detected by 76, a signal of the intake compressor wheel 62 in the intake pipe 60 detected by a second intake sensor (supercharging pressure sensor) 78. A signal representing the downstream side pressure PLin (= supercharging pressure Pcm), a signal representing the waste gate valve opening degree θwg detected by the waste gate valve opening degree sensor 82, and an engine speed Ne detected by the engine speed sensor 84. A signal indicating the rotation speed Nout of the output gear 28 detected by the output rotation speed sensor 86, A signal from the accelerator opening sensor 90 representing the accelerator opening PAP which is the depression amount of the accelerator pedal 88 corresponding to the output demand, the rotational speed Nt of the turbine impeller 14b (hereinafter referred to as "turbine rotational speed Nt"), that is, the transmission A signal from the turbine rotational speed sensor 92 representing the rotational speed Nin (= Nt) of the input shaft 26, a signal representing the vehicle speed V detected by the vehicle speed sensor 96, and the intake of the engine 10 detected by the intake air amount sensor 98. A signal indicating the air amount Qin (hereinafter referred to as engine intake air amount Qin) is supplied. Since the rotational speed Nout of the output gear 28 corresponds to the vehicle speed V, the output rotational speed sensor 86 and the vehicle speed sensor 96 may be a common sensor. Further, since the compressor upstream side pressure PHin is the same as the atmospheric pressure Pair, the first intake sensor 76 also functions as an atmospheric pressure sensor for detecting the atmospheric pressure Pair.

  In addition, various output signals are supplied from the electronic control device 52 to each device provided in the vehicle 6. For example, the electronic control unit 52 controls the throttle opening θth in accordance with a throttle opening characteristic that is a relationship between a predetermined throttle opening θth and the accelerator opening PAP, based on the accelerator opening PAP that is sequentially detected. Specifically, the throttle opening degree θth is increased according to the throttle opening characteristic as the accelerator opening degree PAP increases.

  Further, in the shift control of the automatic transmission 12, the electronic control unit 52 performs a shift determination for performing the shift of the automatic transmission 12 from the shift diagram, and then a command signal for performing a shift according to the shift determination. Is output to the hydraulic control circuit 40 or the like. To perform this shift output is to start the shift, that is, the shift output is the start of the shift. Therefore, it can be said that the shift of the automatic transmission 12 is executed after the shift determination of the automatic transmission 12 is performed. In addition, the electronic control unit 52 performs a shift of the automatic transmission 12 so that in the shift determination, a shift stage different from the current shift stage (the shift stage before the shift) is set as a target shift stage (target gear stage). It is determined according to the shift map.

  By the way, the kickdown shift of the automatic transmission 12 is accompanied by an increase in the engine rotational speed Ne. In the kickdown shift, a part of the engine output is consumed as energy for increasing the engine rotational speed Ne. May increase with a delay in response to the acceleration operation by the driver. Further, since the engine 10 of the present embodiment includes the supercharger 54, a supercharging delay is likely to occur during kickdown shift, and the supercharging delay promotes a response delay of the driving force Fc. As described above, when the response of the driving force Fc is delayed at the time of kickdown shift, for example, the driver may perform further acceleration operation. In such a case, in order to obtain the driving force Fc according to the driver's intention at an early stage, it is better to wait for the driving force Fc to rise than to perform the downshift by the further acceleration operation. There is. Therefore, the electronic control unit 52 executes control for appropriately prohibiting unnecessary downshift that may occur due to the further acceleration operation. The main part of the control function will be described with reference to FIG.

  As shown in FIG. 3, the electronic control unit 52 includes a first shift start determination unit 100 that is a first shift start determination unit, a shift prohibition condition determination unit 102 that is a shift prohibition condition determination unit, and a second shift determination unit. The second shift determining means 104 as a function and the shift prohibiting means 106 as a shift prohibiting section are functionally provided.

  The first shift start determining means 100 sequentially determines whether or not the first shift that is a kick down shift of the automatic transmission 12 has been started. The kickdown shift of the automatic transmission 12 is a power-on downshift executed when the accelerator opening PAP is increased beyond a predetermined value. For example, the accelerator pedal 88 is depressed stepwise to open the accelerator. This is a downshift that is executed when the driver increases the degree of increase PSP or accelerator opening PAP SPDac (hereinafter referred to as accelerator opening increase speed SPDac) and desires a significant increase in driving force. Accordingly, the kick-down determination opening PAPk is experimentally set in advance so that the kick-down shift can be determined, and the first shift start determination unit 100 determines that the accelerator opening PAP is equal to or greater than the kick-down determination opening PAPk. In this case, the downshift executed is determined to be a kickdown shift. Alternatively, the kickdown determination opening PAPk and the kickdown determination accelerator speed SPDkac are experimentally set in advance so that the kickdown shift can be determined, and the first shift start determination means 100 determines that the accelerator opening PAP has the kickdown. The downshift that is executed when the determination opening PAPk or higher and the accelerator opening increase speed SPDac is higher than or equal to the kickdown determination accelerator speed SPDkac is determined as the kickdown shift. Then, when the kick-down shift determined as described above is started, it is determined that the first shift is started.

  The shift prohibition condition determining unit 102 sequentially determines whether or not a predetermined shift prohibition condition is satisfied when the first shift start determining unit 100 determines that the first shift is started. The shift prohibiting conditions are, for example, (a) that an elapsed time TIME01 from the start of the first shift is within a predetermined shift prohibiting time TIME01x, and (b) a shift determination for performing a kickdown shift is described above. (C) The supercharging pressure Pcm is equal to or lower than a predetermined supercharging pressure determination value Pxcm, or the engine torque Te is a predetermined engine torque determination value. (D) the deviation width DTe of the engine torque Te with respect to the target engine torque Tet (hereinafter referred to as engine torque deviation width DTe (= Tet−Te)) is equal to or greater than a predetermined torque deviation width determination value DTxe. (E) the vehicle speed V is less than a predetermined vehicle speed determination value Vx. The shift prohibiting condition is satisfied when all of the conditions (a) to (e) are satisfied, and any one of the conditions (a) to (e) is satisfied. If one is no longer satisfied, it will fail. For example, the shift prohibition time TIME01x is experimentally set in advance to a time during which the unnecessary downshift shift determination following the first shift can be made. Further, the supercharging pressure determination value Pxcm and the engine torque determination value Txe are experimentally set in advance so that it can be determined that sufficient engine exhaust for supercharging by the supercharger 54 is not obtained. . The torque deviation width determination value DTxe is experimentally set in advance so that it can be determined that the supercharging pressure Pcm is in a supercharging transient state in which the supercharging pressure Pcm increases toward the target supercharging pressure Pcmtgt. The vehicle speed determination value Vx is experimentally set in advance so that it can be determined that the driver is in a traveling state in which it is easy for the driver to recognize the response delay of the driving force Fc. The map is changed based on the target gear stage after the first speed change from the gear stage map). Note that the target engine torque Tet, which is the target value of the engine torque Te, is experimentally determined in advance so that the driving force Fc according to the driver's intention is obtained based on, for example, the accelerator opening PAP and the engine speed Ne. The electronic control device 52 sequentially determines from the set relationship.

  The second shift determining means 104 performs a second shift that is a downshift excluding the kickdown shift of the automatic transmission 12 when the first shift start determining means 100 determines that the first shift is started. It is sequentially determined whether or not there is a determination. If there is a shift determination for the second shift, the shift determination for the second shift is a shift determination performed following the shift determination for the first shift according to the shift diagram.

  If the shift prohibiting unit 106 determines that the second shift is to be performed when the shift prohibition condition is satisfied after the first shift is started, the shift prohibiting unit 106 determines that the second shift based on the shift determination. 2nd shift execution prohibition control which prohibits execution of this is performed. That is, since the determination by the shift prohibition condition determination unit 102 and the determination by the second shift determination unit 104 are both performed when it is determined that the first shift is started, the shift prohibition unit 106 determines that the shift prohibition condition is satisfied. If the shift prohibition condition determination unit 102 determines that the shift is established, and if it is determined that the shift determination for performing the second shift has been performed and the second shift determination unit 104 determines, the second shift execution prohibition control is performed. I do. The second shift execution prohibition control is prohibition of the execution of the second shift, and therefore, the second shift is not performed even though there is a shift determination for performing the second shift. For confirmation, for example, if the shift prohibition condition switches from established to not established while the execution of the second shift execution prohibition control is continuing, the shift prohibition condition determining unit 102 satisfies the shift prohibition condition. Since it is determined that there is no shift, the shift prohibiting means 106 ends the second shift execution prohibiting control.

  Further, when the shift determination for performing the second shift is canceled while the execution of the second shift execution prohibition control is being continued, that is, when the execution of the second shift is prohibited, the shift prohibiting means 106 cancels the first shift. The prohibition of execution of the second shift is finished. In short, the second shift execution prohibition control is terminated. For example, when the accelerator pedal 88 is returned while the second shift execution prohibition control is being executed, or when the vehicle speed V is increased, the target shift stage determined according to the shift diagram is changed after the first shift. In some cases, the shift determination of the second shift once made may be canceled. In other words, the shift determination for the second shift may be canceled.

  Further, when the shift prohibiting unit 106 prohibits execution of the second shift, the shift prohibiting unit 106 determines that a shift determination for performing a kickdown shift different from the shift determination for performing the first shift or the second shift is performed. Also, the second shift execution prohibition control is terminated. The shift prohibiting means 106 determines a kick down shift in the same manner as the first shift start determining means 100. The shift prohibiting means 106 ends the second shift execution prohibition control even when there is a shift determination to perform the kickdown shift, but the shift determination that is a condition for ending the second shift execution prohibition control is It is not necessary to limit the shift determination to the kickdown shift. For example, the shift determination may be a shift determination for downshifting to a lower speed side than the second shift. In other words, there may be a shift determination for performing a downshift in which the gear stage after the shift is at a lower speed side than the second shift.

  FIG. 4 is a flowchart for explaining a main part of the control operation of the electronic control unit 52, that is, a control operation for executing the second shift execution prohibition control for prohibiting the execution of the second shift, for example, several msec. It is repeatedly executed with an extremely short cycle time of about several tens of milliseconds. The control operation shown in FIG. 4 is executed alone or in parallel with other control operations.

  First, in step (hereinafter, “step” is omitted) SA1, it is determined whether or not the first shift, which is a kick-down shift of the automatic transmission 12, is started. In other words, it is determined whether or not there has been a downshift output (downshift shift output) with a kickdown determination that the shift of the automatic transmission 12 is a kickdown shift. If the determination of SA1 is affirmative, that is, if the first shift is started, the process proceeds to SA2. On the other hand, if the determination of SA1 is negative, this flowchart ends. SA1 corresponds to the first shift start determining means 100.

  In SA2 corresponding to the shift prohibition condition determining means 102, it is determined whether or not the shift prohibition condition is satisfied. Since the shift prohibition condition is a precondition for performing the second shift execution prohibition control, that is, a precondition for prohibiting the execution of the second shift, which is a downshift excluding the kickdown shift, the second downshift output prohibition is performed. You may call it a condition. If the determination at SA2 is affirmative, that is, if the shift prohibiting condition is satisfied, the process proceeds to SA3. On the other hand, if the determination at SA2 is negative, the operation proceeds to SA6.

  In SA3 corresponding to the second shift determining means 104, it is determined whether or not there is a shift determination for performing the second shift that is a downshift excluding the kickdown shift of the automatic transmission 12. In other words, it is determined whether or not there is a second downshift determination (shift determination of the second shift) that is not accompanied by the kickdown determination. If the determination of SA3 is affirmative, that is, if there is a shift determination for performing the second shift, the process proceeds to SA4. On the other hand, when the determination of SA3 is negative, the process proceeds to SA2.

  In SA4, the second shift execution prohibition control is performed. Execution of the second shift is prohibited by the second shift execution prohibition control. In other words, the second downshift output that is the shift output of the second shift is canceled. After SA4, the process proceeds to SA5.

  In SA5, it is determined whether or not the second downshift determination, which is a shift determination for performing the second shift, is released, and a kickdown shift different from the shift determination for performing the first shift or the second shift is performed. It is determined whether or not there is a shift determination to be performed. Then, when the shift determination for performing the second shift is cancelled, or when the shift determination for performing the kick-down shift is made, the determination of SA5 is affirmed. If the determination at SA5 is affirmative, the process proceeds to SA6. On the other hand, if the determination at SA5 is negative, the operation goes to SA2.

  In SA6, the second shift execution prohibition control is terminated. That is, the second downshift canceling process for canceling the second downshift output ends. If the second shift execution prohibition control is not executed, the state where the second shift execution prohibition control is not executed continues. SA4 to SA6 correspond to the shift prohibiting means 106.

  As described above, the electronic control unit 52 starts the kickdown shift when the predetermined shift prohibition condition is satisfied after the first shift, which is the kickdown shift of the automatic transmission 12, is started. When there is a shift determination for performing the second shift, which is a downshift except for, the second shift execution prohibition control for prohibiting the execution of the second shift based on the shift determination is performed. Then, when the shift determination for performing the second shift is canceled, the second shift execution prohibition control is terminated. Here, since the first shift (kick-down shift) requires energy for increasing the engine rotational speed Ne, the driving force Fc increases slightly behind the acceleration operation (for example, accelerator pedal depression operation) by the driver. There are things to do. In such a case, further acceleration operation may be performed by the driver, but if the driving force increases after the first shift without shifting, the driving force Fc according to the driver's intention is obtained. On the other hand, if the second shift is executed immediately after the first shift, the second shift may result in a result that does not conform to the driver's intention. Therefore, according to the present embodiment, the electronic control unit 52 can prohibit the second shift (downshift), that is, an unnecessary downshift, that results in not complying with the intention of the driver. It is possible to avoid unnecessary frequent downshifts of the automatic transmission 12. As a result, it is possible to avoid a sense of incongruity caused by the occurrence of the unnecessary downshift, and to improve drivability. In addition, the kick-down shift following the first shift is executed immediately if a shift determination is made without being prohibited. Therefore, the down-shift may be executed so as to obtain a driving force Fc in accordance with the driver's intention. Is possible.

  Further, the engine 10 of this embodiment includes a supercharger 54, and an engine with such a supercharger is accompanied by a supercharging delay in kickdown gear shifting, and therefore, an increase in driving force Fc is different from that of a naturally aspirated engine. It tends to be noticeable in comparison. In this regard, according to the present embodiment, the shift prohibiting condition is satisfied if the supercharging pressure Pcm is equal to or lower than the predetermined supercharging pressure determination value Pxcm and other conditions are also satisfied. Therefore, it is possible to appropriately prohibit the unnecessary downshift (second shift) from being performed due to the supercharging delay.

  Further, according to the present embodiment, the shift prohibiting condition is that the elapsed time TIME01 after the start of the first shift is within the shift prohibiting time TIME01x, and the boost pressure Pcm is the boost pressure determination value Pxcm. The following holds true if the deviation width DTe of the engine torque Te with respect to the target engine torque Tet is equal to or greater than the torque deviation width determination value DTxe if other conditions are also satisfied. Therefore, it is possible to appropriately establish the shift prohibiting condition in accordance with the purpose of prohibiting unnecessary downshifts.

  Further, according to the present embodiment, when the execution of the second shift is prohibited, the electronic control unit 52 ends the prohibition of the second shift if there is a shift determination for performing the kick-down shift. . Therefore, the prohibition of execution of the second shift is appropriately terminated, and it is avoided that prohibition of execution of the second shift continues excessively.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  For example, in the above-described embodiment, the vehicle 6 does not include an electric motor as a driving force source for traveling, but may be a hybrid vehicle including an electric motor for traveling.

  In the above-described embodiment, the engine 10 includes the supercharger 54. However, a naturally aspirated engine that does not include the supercharger 54 may be used.

  In the above-described embodiment, the accelerator pedal 88 does not include a kick-down switch that is turned on when the driver causes the automatic transmission 12 to perform a kick-down shift, but includes the kick-down switch. There is no problem. When the kick down switch is turned on, a shift determination for performing a kick down shift is made, and a kick down shift based on the shift determination is executed.

  Further, in the above-described embodiment, the shift prohibiting condition is configured to include the conditions (a) to (e), but the conditions (a) to (e) are illustrated. Any of the conditions (a) to (e) may not be included in the shift prohibiting condition, may be replaced with another condition, or another condition may be added. .

  In the above-described embodiment, the flowchart of FIG. 4 includes SA5. However, there is no SA5, and there is no problem even if the flowchart proceeds to SA2 after SA4.

  In the above-described embodiment, SA5 in the flowchart of FIG. 4 has two conditions to be determined. However, one of the conditions to be determined may be omitted.

  In the above-described embodiment, the vehicle 6 includes the torque converter 14 as shown in FIG. 1, but the torque converter 14 is not essential.

6: Vehicle 10: Engine 12: Automatic transmission 38: Drive wheel 52: Electronic control device (vehicle drive control device)
54: Supercharger

Claims (5)

In a vehicle including an engine including a supercharger and an automatic transmission that outputs the power of the engine to driving wheels, the shift of the automatic transmission is executed after a shift determination for shifting the automatic transmission is performed. A vehicle drive control device, comprising:
Shift determination for performing a second shift that is a downshift excluding the kickdown shift when a predetermined shift prohibition condition is satisfied after the first shift that is the kickdown shift of the automatic transmission is started. When there is, the execution of the second shift based on the shift determination is prohibited,
If the shift determination for performing the second shift is canceled, the execution prohibition of the second shift is terminated ,
The vehicle drive control device according to claim 1, wherein the shift prohibiting condition is satisfied when a supercharging pressure by the supercharger is equal to or less than a predetermined supercharging pressure determination value . When the execution of the second shift is prohibited, if there is a shift determination for downshifting to a lower speed side than the second shift, the execution prohibition of the second shift is ended.
The vehicle drive control device according to claim 1. In a vehicle including an engine including a supercharger and an automatic transmission that outputs the power of the engine to driving wheels, the shift of the automatic transmission is executed after a shift determination for shifting the automatic transmission is performed. A vehicle drive control device, comprising:
Shift determination for performing a second shift that is a downshift excluding the kickdown shift when a predetermined shift prohibition condition is satisfied after the first shift that is the kickdown shift of the automatic transmission is started. When there is, the execution of the second shift based on the shift determination is prohibited ,
If the shift determination for performing the second shift is canceled, the execution prohibition of the second shift is terminated,
The shift prohibiting condition is that a supercharging pressure by the supercharger is equal to or less than a predetermined supercharging pressure determination value, and an elapsed time from the start of the first shift is within a predetermined shift prohibiting time. And a vehicle drive control device that is established when a deviation width of the engine torque with respect to the target engine torque is equal to or greater than a predetermined torque deviation width determination value . When the execution of the second shift is prohibited, if there is a shift determination for downshifting to a lower speed side than the second shift, the execution prohibition of the second shift is ended.
The vehicle drive control device according to claim 3. In a vehicle including an engine and an automatic transmission that outputs power of the engine to driving wheels, a vehicle drive in which the shift of the automatic transmission is performed after a shift determination for shifting the automatic transmission is performed. A control device,
Shift determination for performing a second shift that is a downshift excluding the kickdown shift when a predetermined shift prohibition condition is satisfied after the first shift that is the kickdown shift of the automatic transmission is started. When there is, the execution of the second shift based on the shift determination is prohibited,
If the shift determination for performing the second shift is canceled, the execution prohibition of the second shift is terminated,
When the execution of the second shift is prohibited, if there is a shift determination for downshifting to a lower speed side than the second shift, the execution prohibition of the second shift is ended.
A vehicle drive control device characterized by the above.

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