JP2008281089A - Speed-change controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To satisfy both of fuel consumption and drivability in controlling the speed change of a CVT etc. <P>SOLUTION: An ECU 100 executes the speed change processing. In the processing, required acceleration "at" is achieved, and is compared with a preset threshold value "atth". When the required acceleration "at" is larger than the threshold value "atth", it is intended to suppress the deterioration of the drivability due to the inertia torque accompanying the speed change operation. For this purpose, a target input shaft rotational speed "Vina" is set on a low rotational speed side lower than the rotational speed of an engine corresponding to the optimum fuel consumption operating point to be set as the target input shaft rotational speed "Vina" when the required acceleration "at" is not larger than the threshold value "atth". When an input shaft rotational speed "Vin" has reached to the target input shaft rotational speed "Vina" in the speed change processing, the target input shaft rotational speed "Vina" is reset to the value in an ordinary time, and the speed changing operation is continued. In this case, a speed changing speed "Vcvt" is set to "Vcvt2" lower than a reference speed change speed "Vcvt1". <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a technical field of a shift control device for a vehicle including a transmission such as a CVT (Continuously Variable Transmission).

  As this main device, a device for setting a shift line in a practical range has been proposed (for example, see Patent Document 1). According to the vehicle driving force control device disclosed in Patent Document 1 (hereinafter referred to as “conventional technology”), the speed ratio is set in accordance with the speed change line set on the low speed side of the optimum fuel consumption line in the practical range. By controlling, it is said that it is possible to suppress the fuel consumption for the inertia torque, improve the overall efficiency, and improve the fuel consumption.

JP 2001-328464 A

  The optimum fuel consumption line is set in order to obtain the optimum fuel consumption. If the shift line is always set at a lower rotational speed side than the optimum fuel consumption line in the practical range, the fuel consumption may be deteriorated. On the other hand, from the viewpoint of preventing deterioration of drivability due to inertia torque, gear shifts that target the optimal fuel consumption line are not always effective. Therefore, from a practical point of view, gear shift control considers both fuel consumption and drivability. Need to be determined. That is, the conventional technique has a technical problem that it is difficult to achieve both fuel efficiency and drivability because unnecessary fuel consumption may be deteriorated.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle transmission control device that can achieve both fuel efficiency and drivability.

  In order to solve the above-described problem, a vehicle transmission control apparatus according to the present invention includes an internal combustion engine, an input shaft and an axle that are rotatably connected to the engine output shaft of the internal combustion engine as the engine output shaft rotates. An output shaft connected rotatably with the rotation of the axle, and the ratio of the input shaft rotation speed, which is the rotation speed of the input shaft, and the output shaft rotation speed, which is the rotation speed of the output shaft, is continuously A shift control apparatus for a vehicle including a transmission capable of changing speed by changing, a required output specifying means for specifying a required output of the vehicle, and an input shaft rotation speed based on a predetermined shift condition. Reference value setting means for setting a reference value, required acceleration specifying means for specifying the required acceleration of the vehicle, and satisfying the specified required output according to the specified required acceleration and the set reference value The input shaft is Target value setting means for setting the rolling target value of speed, the input shaft rotational speed, characterized by comprising a shift control means for controlling the transmission so that the set target value.

  The “internal combustion engine” in the present invention has, for example, a plurality of cylinders, and in each of the combustion chambers, an explosion force generated when an air-fuel mixture containing various fuels such as gasoline or alcohol burns, for example, pistons This is a concept that encompasses an engine that can be extracted as power through a connecting rod, a crankshaft, and the like as appropriate, and refers to, for example, a 2-cycle or 4-cycle reciprocating engine.

  In the internal combustion engine, for example, the output shaft of the transmission according to the present invention, which can take various known modes such as a pulley type CVT and a toroidal type CVT, is used as the engine output shaft such as a crankshaft. Directly or indirectly, with the fluid transmission means such as a torque converter intervening, or directly or indirectly depending on the engagement state of various engagement means such as a lock-up clutch. Thus, the engine output shaft is rotatably connected with the rotation of the engine output shaft. Accordingly, the rotational speed of the engine output shaft of the internal combustion engine (that is, the engine rotational speed) can have a one-to-one relationship with the rotational speed of the input shaft of the transmission (that is, the input shaft rotational speed). In particular, when the engine output shaft of the internal combustion engine and the input shaft of the transmission are directly connected via frictional engagement means such as a lock-up clutch, the input shaft rotational speed and the engine rotational speed coincide with each other. To do.

  On the other hand, the output shaft of this transmission is, for example, via a propeller shaft (for example, in the case of adopting the FR type drive form or in the case of four-wheel drive) or not (for example, in the case of taking the FF type drive form) In addition, for example, a final reduction gear such as a differential is appropriately connected to an axle (for example, a drive shaft or an axle shaft) that rotates integrally with a drive wheel, and is configured to be rotatable along with the rotation of the axle. . The transmission according to the present invention is a physical, mechanical machine capable of continuously changing the ratio between the input shaft rotation speed described above and the output shaft rotation speed as the rotation speed of the output shaft, that is, the gear ratio. It is a concept that encompasses a transmission having a mechanical, mechanical, or electrical configuration.

  According to the first vehicle shift control device of the present invention, during operation, for example, various processing units such as an ECU (Electronic Control Unit), various controllers, various computer systems such as a microcomputer device, etc. The required output specifying means that can be used specifies a required output defined as an output required in accordance with the driving operation in the course of the driving operation by the driver.

  Here, “specific” according to the present invention refers to, for example, detecting directly or indirectly as a physical numerical value or an electrical signal corresponding to the physical numerical value via some detection means, or appropriate storage means. Select or estimate the corresponding numerical value from a map or the like stored in, etc., according to a preset algorithm or calculation formula from the detected physical numerical value or electrical signal or the selected or estimated numerical value It is a broad concept encompassing deriving as a result of logical operation or numerical operation, or simply acquiring a value detected, selected, estimated or derived as an electric signal or the like. Within the scope of the concept, the required output specifying means is, for example, an operation amount of an accelerator pedal (hereinafter referred to as “accelerator opening” as appropriate) and a vehicle speed (hereinafter referred to as “vehicle speed” as appropriate) that are directly operated by the driver. The required output may be specified by multiplying the required driving force determined based on the driving wheel radius and the vehicle speed.

  On the other hand, according to the shift control device for a vehicle according to the present invention, during operation, for example, the vehicle speed is controlled by the reference value setting means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device. The reference value of the input shaft rotational speed described above is set based on predetermined shift conditions such as the accelerator opening. At this time, as a preferred embodiment, the fuel consumption rate of the internal combustion engine, in other words, so that the internal combustion engine can be operated most efficiently, for example, experimentally, empirically, theoretically or based on simulations in advance. The input shaft rotational speed corresponding to the engine rotational speed that is adapted to be minimized or reduced to an extent equivalent thereto may be set as the reference value.

  At this time, if the input shaft and the engine output shaft are directly connected regardless of physical, mechanical, or electrical forms, the reference value may be the engine rotational speed. This reference value is an index value that provides a reference for the input shaft rotation speed, and is adopted as a target value to be described later, for example, in a normal shift period of the internal combustion engine.

  For example, the predetermined shift condition and the reference value are stored in association with each other as an appropriate map for shift control in an appropriate storage means having a volatile or non-volatile storage area such as a ROM. Also good. In this case, the reference value setting means selectively acquires one value determined according to various index values constituting the speed change condition, such as the current vehicle speed and the accelerator opening, from the relevant map, and sets it as a reference value. May be.

  As described above, since the required output can be specified based on the vehicle speed, the accelerator opening, etc. at that time, the “predetermined speed change condition” relating to the setting of the reference value means that the required output is at least It may be included. That is, the requested output and the reference value may be associated with each other.

  On the other hand, the vehicle shift control device according to the present invention is provided with target value setting means that can take the form of various processing units such as ECUs, various controllers or various computer systems such as a microcomputer device, and the like. The value can be set. Here, in view of the fact that the above-described reference value can be determined, for example, so that the operation efficiency of the internal combustion engine can be optimized (for example, fuel consumption can be suppressed as much as possible), the target of this input shaft rotation speed In a preferred form, the value may be the reference value described above under appropriate conditions given at least based on some guidelines.

  After the target value is set, the input shaft rotation speed becomes the set target value by the shift control means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device. In addition, for example, the transmission is controlled in the form of a gear ratio control or the like, and a gear shift is performed. Since the output of the internal combustion engine can be suitably defined by the engine rotational speed and the output torque, for example, as described above, the required output and the engine rotational speed (that is, have an unambiguous relationship with the input shaft rotational speed) If it is determined, the value of the output torque to be output from the internal combustion engine can be determined uniquely. Therefore, when the speed change is performed, of course, the output of the internal combustion engine is satisfied so that the required output is satisfied, for example, through control of the throttle valve opening (hereinafter referred to as “throttle opening” or the like as appropriate). Torque is controlled. For example, through such a control process, an operating point defined as a combination of engine speed and output torque in an internal combustion engine becomes a target value on an iso-output line obtained by connecting operating points corresponding to a required output. It is controlled so as to be a corresponding operating point.

  In particular, the engine rotational speed is increased by the output torque of the internal combustion engine during acceleration of the vehicle or the like, which can be accompanied by an increase in the engine rotational speed, that is, an increase in the input shaft rotational speed of the transmission with an increase in the required output. In this case, part of the output torque is lost as an inertia torque, and the output torque that can be used as the driving force of the vehicle is relatively reduced. For this reason, the acceleration performance of the vehicle becomes dull (remarkably, the start of acceleration is delayed), and drivability may be deteriorated. In particular, such a tendency is conspicuous at the time of transient operation that can be accompanied by a relatively sudden change in acceleration (that is, a change in the required driving force and a change in the required output).

  Thus, the vehicle speed change control device according to the present invention is provided with required acceleration specifying means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device, for example, a target driving force, As a result of numerical calculation based on running resistance, road surface gradient, vehicle weight, etc., or by obtaining a corresponding value selectively from a matching map associated with these index values, etc., the required acceleration of the vehicle (I.e., preferably the acceleration required by the driver) is specified.

  The above-described target value setting means rotates the input shaft according to the specified required acceleration, for example, in a binary, stepwise, or continuous range that satisfies the required output and is equal to or less than the reference value. Set the speed target value.

  Here, the inertia torque has a bad influence on drivability as the amount of change in the engine speed increases. Therefore, when the target value is less than the reference value, the inertia torque is considerably reduced compared to the case where the target value is the reference value, and drivability can be improved. That is, when the target value is set in a range equal to or less than the reference value in accordance with the specified required acceleration, at least the drivability is not deteriorated, and in some cases, the drivability is remarkably improved and the speed change is performed. It becomes possible to execute.

  At this time, the setting mode of the target value according to the requested acceleration, for example, the reflecting mode of the requested acceleration and the relative relationship between the set target value and the reference value, for example, are experimentally empirically in advance. In addition, various algorithms, calculation formulas, logical formulas, correspondences, etc. that are determined theoretically or based on simulation etc. so as not to reveal the deterioration of fuel consumption and drivability practically. Therefore, it is suitably determined by a numerical operation, a logical operation or a selection acquisition operation.

  Thus, according to the shift control device for a vehicle according to the present invention, in the range below the reference value, that is, the range on the low rotation side, according to the required acceleration of the vehicle associated with the deterioration of drivability due to inertia torque. Appropriately determined. Therefore, both drivability and fuel efficiency can be achieved.

  In the first aspect of the transmission control apparatus for a vehicle according to the present invention, the reference value setting means defines the engine rotational speed of the internal combustion engine as a combination of the engine rotational speed and the output torque of the internal combustion engine. The reference value is set so as to be a value corresponding to an optimum fuel consumption operating point determined so that a fuel consumption rate of the internal combustion engine becomes small for each output of the internal combustion engine among operating points.

  According to this aspect, the reference value of the input shaft rotational speed that can suitably define the operating point of the internal combustion engine during normal times is set to a value corresponding to the optimum fuel consumption operating point. Here, the “optimum fuel consumption operating point” means that the fuel consumption rate is preferably theoretically, substantially or realistic so that the fuel consumption rate of the operating point of the internal combustion engine is at least relatively small. In order to minimize the efficiency (in other words, the efficiency is theoretically, substantially, or practically the maximum), it may be at every output of the internal combustion engine (of course, at appropriate intervals, and between them, (It may be interpolated to the operating point).

  Note that the “fuel consumption rate” in the present invention is qualitatively defined as, for example, the amount of fuel consumed per unit output (eg, expressed as g (gram) / kwh (kilowatt hour), etc.) This is a concept that includes an index value indicating that the smaller the fuel consumption, the smaller the fuel consumption, and the larger the fuel consumption, for example, the number of mileage per unit fuel consumption (for example, km ( (Expressed as km) / L (liter) etc.), generally referred to as “fuel consumption”, an index indicating that the larger the fuel consumption, the smaller the fuel consumption, and the smaller the fuel consumption. The purpose is different from the value. In the specification of the present application, the term “fuel consumption rate” and the term “fuel consumption” are used in combination. However, in view of the fact that these have the above-described concept, by making the fuel consumption rate small, it is unambiguous. Aside from whether or not there is, at least in total and qualitatively or theoretically, the fuel efficiency is improved (in this case, “improvement” means that the fuel consumption is relatively small) It means that

  Here, the “value corresponding to the optimal fuel consumption operating point” is the input shaft rotational speed for maintaining the engine rotational speed of the internal combustion engine at the engine rotational speed corresponding to the optimal fuel consumption operating point. If the input shaft rotation speed and the engine rotation speed are equal to each other, or if the input shaft rotation speed and the engine rotation speed are equivalent to each other so that they can be regarded as being in practice, the engine rotation speed itself corresponding to the optimum fuel consumption operating point is used. It may be.

  According to this aspect, the internal combustion engine connects the optimum fuel consumption operating point in a realistic or virtual coordinate system in which the engine rotational speed and the output torque are arranged on two axes orthogonal to each other, for example, in a normal state. Since control is performed so as to operate on the optimal fuel consumption line, the fuel consumption can be optimized as much as possible. On the other hand, when it can be determined that the deterioration of drivability becomes obvious based on the required acceleration, the operating point of the internal combustion engine is set to a lower rotation (ie, higher torque) side and input By relatively reducing the fluctuation amount of the shaft rotation speed, inertia torque can be suppressed and deterioration of drivability can be suppressed. That is, both fuel economy and drivability are preferably achieved.

  In a second aspect of the transmission control apparatus for a vehicle according to the present invention, the internal combustion engine out of operating points where the engine rotational speed of the internal combustion engine is defined as a combination of the engine rotational speed and the output torque of the internal combustion engine. A lower limit value setting means for setting a lower limit value of the target value so as to be a value corresponding to a maximum torque operating point determined so that the output torque is maximized for each output of the output; The setting means sets the target value in a range not less than the lower limit value and not more than the reference value.

  According to this aspect, for example, the lower limit value of the range in which the target value of the input shaft rotation speed can be taken by the lower limit value setting means that can take the form of various processing units such as an ECU, various controllers, various computer systems such as a microcomputer device, or the like. Is set. This lower limit value is theoretically, substantially, or realistic for each output of the internal combustion engine (of course, may be at appropriate intervals, and may be interpolated between them). Is set to a value corresponding to the maximum torque operating point determined to be maximum. Therefore, the target value of the input shaft rotational speed is preferably set within a range equal to or less than a reference value set as a value corresponding to the above-described optimum fuel efficiency operation point and equal to or greater than this lower limit value. More specifically, it is set to a value corresponding to an operation point belonging to the isooutput line corresponding to the required output in the coordinate system described above and belonging to the range.

  Here, as a typical example, the “maximum torque” is regarded as the maximum torque that can be physically output by the internal combustion engine, that is, WOT (Wide Open Throttle) torque, or practically or substantially WOT torque. In addition to such a torque that can be physically defined, while including a torque close to the WOT torque, the internal combustion engine has, for example, economic performance represented by fuel consumption or environmental performance represented by emission amount. The torque may be determined comprehensively in consideration of other required performance.

  For example, as a more specific example, the degree of deterioration of fuel consumption (similarly the degree of emission amount) is defined as exceeding a preset standard with respect to the operating point used for the operation control of the internal combustion engine in normal times. The output torque that defines the lower limit of the region to be used may be adopted as the maximum torque. Such areas where fuel consumption and emissions are remarkably deteriorated are, for example, experimentally, empirically, theoretically, or based on simulation, etc. It may be set so as to ensure reliability to such an extent that no occurrence occurs. As one of the more practical forms, such an operation region (or operation point) that causes deterioration of fuel consumption or emission is preliminarily associated with the engine rotational speed, output torque, etc., or further, the accelerator is opened. The degree and the vehicle speed may be stored as parameters in appropriate storage means and referred to each time.

  According to this aspect, the range in which the target value determined in accordance with the required acceleration can be maximized theoretically, substantially, or realistically, so that the target value is set to the lower limit value and the shift is performed. This makes it possible to minimize the fluctuation amount of the input shaft rotational speed theoretically, practically or practically, or to set the target value as a reference value to improve fuel efficiency. It is possible to improve as much as possible, which is extremely useful in practice.

  In this aspect, the maximum torque operating point may be an operating point corresponding to the WOT torque of the internal combustion engine.

  If the maximum torque operating point is an operating point corresponding to the WOT torque (hereinafter referred to as “WOT torque operating point” as appropriate), the range that can be taken by the target value of the input shaft rotational speed can be theoretically maximized. It is useful in practice.

  In a third aspect of the transmission control apparatus for a vehicle according to the present invention, the target value setting means sets the target value to be less than the reference value, respectively, when the specified required acceleration is greater than or less than a predetermined threshold. To the provisional value and the reference value.

  According to this aspect, the target value of the input shaft rotational speed is set in a binary manner to the provisional value or the reference value according to the required acceleration. The provisional value is a fixed or variable value that is set with no particular restriction as long as it is less than the reference value and satisfies the required output, but as a preferred form, it corresponds to the maximum torque operating point as described above. Set to a value. That is, as a preferred embodiment, the target value is set to either a value corresponding to the optimum fuel consumption operating point as the reference value or a value corresponding to the WOT torque operating point as the provisional value. More specifically, the target value is set to either the engine speed corresponding to the optimum fuel efficiency operating point or the engine speed corresponding to the WOT torque operating point.

  Here, qualitatively speaking in view of the relative relationship between the optimum fuel consumption line and the iso-output line, the engine rotational speed corresponding to the target value improves the fuel consumption as it approaches the optimum fuel consumption operating point, and the maximum torque operation. As the point gets closer, deterioration of drivability can be suppressed. Therefore, as one of the practically useful control modes, when the target value is determined in a binary manner as described above, both drivability and fuel efficiency can be achieved efficiently and simply.

  In this aspect, the shift control means is configured such that when the input shaft rotation speed reaches the provisional value in the process of performing the shift, the input shaft rotation speed is set to the provisional value. The transmission may be further controlled so as to reach the reference value from the provisional value at a shift speed that is less than the shift speed corresponding to the period until reaching.

  In this case, the actual shift control performed by the shift control means is classified into a first process from the input shaft rotational speed at the shift start time to the provisional value and a second process from the provisional value to the reference value. Is done. Here, since at least the required output needs to be satisfied quickly at the time of shifting, the shifting speed according to the first process is maintained at a preset reference speed, for example. On the other hand, in the second process, since the required output itself has already been satisfied, a relatively high degree of freedom is given regarding the shift speed.

  On the other hand, as far as fuel efficiency is concerned, if the reference value is associated with the optimal fuel consumption operating point, the reference value is the smallest, so the final target value of the input shaft rotation speed is used as the reference value. There are not a few benefits in practice. Therefore, in this case, the shift speed in the second process is controlled to be slower than at least the shift speed related to the first process. As a result, the rate of change of the input shaft rotation speed is reduced, and the fuel economy itself can be gradually improved while the increase in inertia torque is suppressed. That is, in this case, an extremely high profit can be provided in practice, such as improving fuel efficiency as much as possible while suppressing deterioration of drivability as much as possible.

  The “shift speed” is defined as the rate of change of the input shaft rotation speed. At this time, the control mode related to the reduction of the transmission speed is not limited as long as the transmission speed can be reduced. For example, when the transmission is a pulley type CVT, the target transmission ratio (the driving wheel speed) The speed change speed is reduced by decreasing the increase speed or decrease speed of the hydraulic pressure applied to the movable piece of the pulley in order to realize the output rotation speed corresponding to the rotation speed and the target value of the input shaft rotation speed). May be reduced. In addition, the value of the shift speed when the shift speed is reduced in this way is at least practically manifested by a decrease in drivability due to inertia torque, based on, for example, experimentally, empirically, theoretically, or simulation. It may be determined so that the fuel consumption can be improved as quickly as possible without making the fuel consumption.

  In one aspect of the third aspect of the transmission of the vehicle according to the present invention, threshold setting means for setting the threshold based on at least one of the speed of the vehicle and the engine rotation speed of the internal combustion engine at the start of shifting. In addition.

  The acceleration of the vehicle correlates with the vehicle speed, and the change amount of the engine rotation speed during acceleration correlates with the engine rotation speed. According to this aspect, for example, based on the vehicle speed or the engine rotational speed at the start of the shift, or both, by the threshold setting means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device, etc. Thus, since the above-described threshold value of the required acceleration is set, it is possible to achieve both fuel efficiency and drivability more precisely.

  In this aspect, the threshold value setting means sets the threshold value so as to decrease when the vehicle speed is high, or to decrease when the engine speed is low.

  In general, the degree of increase in acceleration decreases as the vehicle speed increases. Therefore, when the vehicle speed at the start of shifting is higher, for example, the deterioration of drivability is likely to become apparent in practice by setting the threshold value of the required acceleration to a smaller value, for example, in a binary, stepwise or continuous manner. Thus, it is possible to reliably suppress deterioration of drivability. Further, the lower the engine speed at the start of shifting, the greater the amount of change in engine speed during acceleration. Since the amount of change in engine speed may have a unique relationship with the magnitude of inertia torque, the lower the engine speed before the start of shifting, for example, the threshold value decreases in a binary, stepwise or continuous manner. By setting, it becomes possible to relatively suppress deterioration of drivability.

  In another aspect of the third aspect of the transmission of the vehicle according to the present invention, the provisional value that sets the provisional value based on at least one of the speed of the vehicle and the engine speed of the internal combustion engine at the start of the shift. Setting means is further provided.

  The acceleration of the vehicle correlates with the vehicle speed, and the change amount of the engine rotation speed during acceleration correlates with the engine rotation speed. According to this aspect, for example, the provisional value setting means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device, etc., can adjust the vehicle speed at the start of shifting, or the engine rotational speed, or both. Based on this, a provisional value of the input shaft rotation speed is set. That is, in this case, although the reference value or the provisional value is taken as the target value, the aspect in which the target value can be taken can be changed stepwise or continuously in view of the fact that the provisional value becomes variable. Therefore, it becomes possible to achieve both fuel efficiency and drivability more precisely.

  In this aspect, the provisional value setting means sets the provisional value so as to decrease when the vehicle speed is high, or to decrease when the engine speed is low.

  In general, the degree of increase in acceleration decreases as the vehicle speed increases. Accordingly, as the vehicle speed at the start of shifting is higher, the provisional value is shifted to the low speed side, for example, in a binary, stepwise, or continuous manner, so that the deterioration in drivability is likely to be actualized. It becomes possible to reliably suppress the deterioration of drivability in the situation. Further, the lower the engine speed at the start of shifting, the greater the amount of change in engine speed during acceleration. Since the amount of change in the engine speed may have a unique relationship with the magnitude of the inertia torque, the lower the engine speed before the start of shifting, the lower the provisional value, for example, binary, stepwise or continuously. By shifting to the low rotation side, it becomes possible to relatively suppress deterioration in drivability.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

Various preferred embodiments of the present invention will be described below with reference to the drawings.
<First Embodiment>
<Configuration of Embodiment>
First, the configuration of the vehicle 10 according to the first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic configuration diagram conceptually and schematically showing a main part configuration of the vehicle 10 corresponding to the transmission control apparatus for a vehicle according to the present invention.

  In FIG. 1, a vehicle 10 includes an ECU 100, an engine 200, a torque converter 300, and a CVT 400.

  The ECU 100 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and controls the entire operation of the vehicle 10. It is an example of “apparatus”. The ECU 100 is configured to execute a shift control process to be described later according to a control program stored in the ROM.

  The engine 200 is a gasoline engine configured to function as a power source for the vehicle 10. Here, the detailed configuration of the engine 200 will be described with reference to FIG. FIG. 2 is a schematic diagram of the engine 200. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.

  In FIG. 2, an engine 200 burns an air-fuel mixture through an ignition operation by an ignition device 202 in which a part of a spark plug (not shown) is exposed in a combustion chamber in a cylinder 201, and an explosive force due to such combustion. The reciprocating motion of the piston 203 that occurs in response to the above is converted into the rotational motion of the crankshaft 205 (that is, an example of the “engine output shaft” according to the present invention) via the connecting rod 204. Yes.

  In the vicinity of the crankshaft 205, a crank position sensor 206 for detecting the rotational position (ie, crank angle) of the crankshaft 205 is installed. The crank position sensor 206 is electrically connected to the ECU 100 (not shown). In the ECU 100, the control unit 110 described above determines the engine 200 based on the crank angle signal output from the crank position sensor 206. The engine speed NE is calculated.

  The engine 200 is an in-line four-cylinder engine in which four cylinders 201 are arranged in series in a direction perpendicular to the paper surface. However, since the configurations of the individual cylinders 201 are equal to each other, in FIG. Only the cylinder 201 will be described. Further, the internal combustion engine according to the present invention is not limited to the engine 200 shown in FIG. 3, and may be, for example, a 6-cylinder, 8-cylinder, or 12-cylinder engine, or a V-type, a horizontally opposed type, or the like. It is possible to adopt various modes.

  In the engine 200, the air sucked from the outside passes through the intake pipe 207 and is mixed with the fuel injected from the injector 212 in the intake port 210 to become the above-mentioned air-fuel mixture. The fuel is stored in a fuel tank (not shown), and is pumped and supplied to the injector 212 via a delivery pipe (not shown) by the action of a feed pump (not shown). The form of the injection means for injecting the fuel does not have to adopt a so-called intake port injector configuration as shown in the figure. For example, the pressure of fuel pumped by a feed pump or other low-pressure pump is further increased by a high-pressure pump. It may have a form such as a so-called direct injection injector configured to be able to directly inject fuel into the high-temperature and high-pressure cylinder 201.

  The communication state between the inside of the cylinder 201 and the intake pipe 207 is controlled by opening and closing the intake valve 211. The air-fuel mixture combusted inside the cylinder 201 becomes exhaust and is led to the exhaust pipe 215 via the exhaust port 214 when the exhaust valve 213 that opens and closes in conjunction with opening and closing of the intake valve 211 is opened.

  On the other hand, on the upstream side of the intake port 210 in the intake pipe 207, a throttle valve 208 for adjusting the intake air amount related to the intake air guided through a cleaner (not shown) is disposed. The throttle valve 208 is configured such that its drive state is controlled by a throttle valve motor 209 electrically connected to the ECU 100. The ECU 100 basically controls the throttle valve motor 209 so as to obtain a throttle opening corresponding to the accelerator opening, but without the driver's intention through the operation control of the throttle valve motor 209. It is also possible to adjust the throttle opening. That is, the throttle valve 209 is configured as a kind of electronically controlled throttle valve.

  A three-way catalyst 216 is installed in the exhaust pipe 215. The three-way catalyst 216 is a catalyst capable of purifying CO (carbon monoxide), HC (hydrocarbon), and NOx (nitrogen oxide) discharged from the engine 200, respectively. The exhaust pipe 215 is provided with an air-fuel ratio sensor 217 configured to be able to detect the exhaust air-fuel ratio of the engine 200. Further, a water temperature sensor 218 for detecting the cooling water temperature related to the cooling water (LLC) circulated and supplied to cool the engine 200 is disposed in the water jacket installed in the cylinder block that houses the cylinder 201. ing. The water temperature sensor 218 is electrically connected to the ECU 100, and the detected cooling water temperature is grasped by the ECU 100 at a constant or indefinite detection cycle.

  Returning to FIG. 1, the CVT 300 includes two pulleys, and the gear ratio can be continuously changed by changing the groove width of the V groove for winding the endless belt in each pulley. 1 is an electronically controlled automatic transmission that is an example of a “transmission” according to the present invention that is configured to be possible. The configuration of the CVT 300 will be described in detail later with reference to FIG.

  The vehicle 10 further includes a speed reduction mechanism 11, a left axle SFL, a right axle SFR, a left front wheel FL, a right front wheel FR, a vehicle speed sensor 12, an accelerator opening sensor 13, and an accelerator pedal 14.

  The speed reduction mechanism 11 is connected to an output rotation shaft 340, which will be described later, of the CVT 300, and is a gear mechanism including a differential that absorbs a rotational difference between the left front wheel FL and the right front wheel FR that are driving wheels and steering wheels, and the output rotation of the CVT 300. The rotational speed of the shaft 340 (that is, an example of the “output shaft rotational speed” according to the present invention) can be decelerated in accordance with a specific final reduction ratio.

  The left axle SFL and the left axle SFR are rotary shafts connected to the left front wheel FL and the right front wheel FR, respectively, and are configured to be connected to the speed reduction mechanism 11. Therefore, in the vehicle 10, the power generated from the engine 200 is transmitted to the left and right front wheels as drive wheels via the crankshaft 205, the CVT 300, the speed reduction mechanism 11, and the left and right axles.

  The vehicle speed sensor 12 is a sensor configured to be able to detect the vehicle speed V of the vehicle 10. The vehicle speed sensor 12 is electrically connected to the ECU 100, and the detected vehicle speed V is grasped by the ECU 100 constantly or at a constant or indefinite period.

  The accelerator opening sensor 13 is a sensor configured to be able to detect an accelerator opening Acc that represents the amount of depression of the accelerator pedal 14 that is depressed by the driver. The accelerator opening sensor 13 is electrically connected to the ECU 100, and the detected accelerator opening Acc is grasped by the ECU 100 constantly or at a constant or indefinite period.

  Here, a detailed configuration of the CVT 300 will be described with reference to FIG. FIG. 3 is a schematic configuration diagram conceptually and schematically showing the configuration of the CVT 300. In the figure, the same reference numerals are given to the same portions as those in FIGS. 1 and 2, and the description thereof is omitted as appropriate.

  3, the CVT 300 includes a power transmission unit 310, an input rotation shaft 320, a transmission unit 330, an output rotation shaft 340, and a hydraulic pressure control unit 350.

  The power transmission unit 310 is connected to the above-described crankshaft 205 of the engine 200, and is a unit for transmitting the rotational power generated by the engine 200 to the input rotation shaft 320. The torque converter 311, the lockup clutch 312, the shaft 313, A forward / reverse switching device 314 is included.

  The torque converter 311 has a pump impeller 311a connected to the crankshaft 205 and a turbine runner 311b connected to the shaft 313, and fluid (for example, ATF) moves between the pump impeller 311a and the turbine runner 311b. It is configured to be able to perform power transmission by energy. The torque converter 311 is configured to amplify the transmitted torque when the lock-up clutch 312 is released.

  The lock-up clutch 312 is a friction engagement means configured to enable power transmission by a friction force between the crankshaft 205 and the shaft 313. When the lockup clutch 312 is in the engaged state, the engine rotational speed NE of the engine 200 coincides with the input shaft rotational speed Vin, which is the rotational speed of the input rotational shaft 320.

  The forward / reverse switching device 314 is configured such that the input rotation shaft 320 is connected to the output side and the shaft 313 is connected to the input side, and the rotation direction of the input rotation shaft 320 relative to the shaft 313 can be switched between forward and reverse. Planetary gear unit. The forward / reverse switching device 314 includes a planetary gear mechanism having three rotating elements that can be differentially rotated, a brake that stops rotation of the rotating elements of the planetary gear mechanism, and a clutch that selectively connects the rotating elements. Thus, the rotation direction of the input rotation shaft 320 with respect to the rotation direction of the shaft 313 is switched according to the state of engagement and release of the brake and clutch.

  An input rotation shaft (also referred to as a primary shaft) 320 is a rotation shaft as an example of the “input shaft” according to the present invention. The input rotation shaft 320 has a shaft body that can rotate as the shaft 313 rotates, and the input shaft rotation speed Vin, which is the rotation speed, has at least a unique relationship with the engine rotation speed NE of the engine 200. It has become.

  The transmission unit 330 includes a drive pulley (also referred to as a primary pulley) 331, an endless belt 332, a driven pulley (also referred to as a secondary pulley) 333, a hydraulic actuator 334, and rotation sensors 335 and 336. It is a unit that physically and mechanically defines the gear ratio. The driving pulley 331 and the driven pulley 333 are arranged with their central axes parallel to each other and at a predetermined interval.

  The drive pulley 331 rotates integrally with the input rotary shaft 320 and is fixed in the axial direction, and the movable pulley piece is configured to rotate integrally with the input rotary shaft 320 and operate in the axial direction. 331b. A hydraulic actuator 334 for operating the movable pulley piece 331b in the axial direction is provided on the back side of the movable pulley piece 331b. The hydraulic actuator 334 further includes a hydraulic chamber (not shown) that applies axial thrust to the movable pulley piece 331b. On the other hand, the opposed surfaces of the fixed pulley piece 331a and the movable pulley piece 331b form a tapered surface having a constant taper angle, and the tapered surface makes a V-shaped groove (hereinafter referred to as “V groove” as appropriate). ") Is formed. The drive pulley 331 is configured to be able to change the groove width related to the V-groove.

  On the other hand, the driven pulley 333 rotates integrally with the output rotation shaft 340 and is fixed in the axial direction, and a movable pulley piece that rotates integrally with the output rotation shaft 340 and operates in the axial direction. 333b. A hydraulic actuator (not shown) for operating the movable pulley piece 333b in the axial direction is provided on the back side of the movable pulley piece 333b. The hydraulic actuator further includes a hydraulic chamber that applies axial thrust to the movable pulley piece 333b. On the other hand, the opposing surfaces of the fixed pulley piece 333a and the movable pulley piece 333b form a tapered surface with a constant taper angle, and a V-groove is formed by the tapered surface in the same manner as the drive pulley 331. .

  The endless belt 332 is a metal and endless belt configured to be able to transmit power between the driving pulley 331 and the driven pulley 333. The endless belt 332 has a configuration in which a large number of metal pieces sandwiched in the V-grooves of the pulleys described above are arranged in an annular shape, and these metal pieces are bound by an annular metal band called a hoop. Have.

  In such a configuration, the total length of the endless belt 332 is limited by the hoop. Therefore, when the endless belt 332 is sandwiched between the pulleys, the taper surface (inclined surface) of the V-groove acts to push the endless belt 332 radially outward, and as a result, tension is applied to the endless belt 332. In addition, contact pressure between the endless belt 332 and each pulley is generated, and torque is transmitted between the endless belt 332 and each pulley by a frictional force determined by the contact pressure and the friction coefficient. The clamping pressure defined as the pressure for clamping the endless belt 332 is controlled according to the hydraulic pressure in the hydraulic chamber of a hydraulic actuator (not shown) on the driven pulley 333 side, for example.

  On the other hand, when the pressure sandwiching the endless belt 332 in any one pulley is relatively increased or decreased, the endless belt 332 is radially outward in the one pulley against the tension of the endless belt 332. Or the other pulley, the endless belt 332 enters the inside in the radial direction, or is pushed out in the radial direction. As a result, a change in the winding radius of the endless belt 332 occurs, and the shift is executed. At this time, for example, by controlling the flow rate of the hydraulic oil supplied to the hydraulic chamber of the hydraulic actuator 334 on the drive pulley 331 side, the speed ratio related to the speed change is controlled. As described above, the shift in the CVT 300 is executed by changing the above-described groove width in the drive pulley 331 and changing the winding radius of each endless belt 332 around each pulley.

  The rotation sensor 335 is a sensor configured to be able to detect the rotation speed of the input rotation shaft 320, that is, the input shaft rotation speed Vin. The rotation sensor 335 is electrically connected to the ECU 100, and the detected input shaft rotation speed Vin is grasped by the ECU 100 constantly or at a constant or indefinite period.

  The rotation sensor 336 is a sensor configured to be able to detect the rotation speed of the output rotation shaft 340, that is, the output rotation speed Vout. The rotation sensor 336 is electrically connected to the ECU 100, and the detected output rotation speed Vout is grasped by the ECU 100 constantly or at a constant or indefinite period.

  The hydraulic control unit 350 is a control unit for controlling the hydraulic pressure of the hydraulic oil supplied to the hydraulic chamber of the hydraulic actuator 334 on the drive pulley 331 side, and is an upshift arranged in parallel to the hydraulic chamber. A control valve 351 and a downshift control valve 353 are provided.

  The upshift control valve 351 is a valve that controls the supply of hydraulic oil to the hydraulic chamber of the hydraulic actuator 334 on the drive pulley 331 side, and is operated by a signal output from the first solenoid 352 that is electrically connected. It is configured. Specifically, the upshift control valve 351 is configured to supply hydraulic oil to the hydraulic chamber of the hydraulic actuator 334 according to the drive duty ratio in the first solenoid 352.

  The downshift control valve 353 is a valve for discharging hydraulic oil from the hydraulic chamber of the hydraulic actuator 334, and is configured to operate according to a signal output from the second solenoid 354. Specifically, the downshift control valve 353 is configured to discharge hydraulic oil from the hydraulic chamber of the hydraulic actuator 334 in accordance with the drive duty ratio in the second solenoid 354.

  The power transmission unit 310 and the hydraulic control unit 350 are electrically connected to the ECU 100, respectively, and their operating states, for example, the engagement state of the lockup clutch 312, the switching state of the forward / reverse switching device 314, and the first solenoid. The drive duty ratio and the like in each of 352 and second solenoid 354 are controlled by ECU 100. For example, the ECU 100 determines whether or not a shift is necessary based on input signals such as the accelerator opening Acc, the vehicle speed V, and the engine speed NE, and based on the necessity of the shift, the first solenoid 352 and the second solenoid. A driving duty ratio for controlling the energization state of 354 is calculated, and a control signal corresponding to the driving duty ratio is output. The ECU 100 is also configured to control the above-described clamping pressure generated when the driven pulley 333 clamps the endless belt 332 and to control the transmission torque capacity in the CVT 300.

  Under such a configuration, the CVT 300 causes the ECU 100 to set the target gear ratio or the target input shaft rotational speed Vina (the “target value” according to the present invention) based on the traveling state of the vehicle such as the accelerator opening Acc and the vehicle speed V. This is an example, and is uniquely set as a target value of the engine speed NE of the engine 200), and the speed ratio (that is, the ratio between the output speed Vout and the input shaft speed Vin) or the input shaft speed Vin. Is controlled to match the target value. At this time, the first solenoid 352 or the second solenoid 354 outputs a signal corresponding to the drive duty ratio input from the ECU 100, so that hydraulic oil is supplied from the upshift control valve 351 to the hydraulic actuator 334 on the drive pulley 331 side. The upshift is performed when supplied. Upshift refers to controlling the CVT300 gear ratio to the decreasing side. On the other hand, hydraulic oil is discharged from the hydraulic actuator 334 via the downshift control valve 353, and the downshift is executed. Downshift refers to controlling the gear ratio of CVT 300 to the increasing side. Note that the gear ratio of the CVT 300 can be controlled to be substantially constant by controlling the upshift control valve 351 and the downshift control valve 353.

  The hydraulic control unit 350 is also provided with a solenoid valve for controlling the engagement state (that is, the engagement and disengagement state) of the lockup clutch 312, but the illustration is omitted.

<Operation of Embodiment>
<Basic shift control of CVT300>
The CVT 300 is controlled, for example, by the control of the hydraulic control unit 350 and the operation of the hydraulic actuator 334 (supply and discharge of hydraulic oil) so that the input shaft rotational speed Vin converges to the target input shaft rotational speed Vina by the ECU 100. Controlled. This target input shaft rotational speed Vina is basically determined based on the shift map MPVIN stored in advance in the ROM. Here, the details of the shift map MPVIN will be described with reference to FIG. FIG. 4 is a schematic configuration diagram conceptually showing the shift map MPVIN.

  In FIG. 4, the shift map MPVIN is represented as a two-dimensional coordinate plane in which the vertical axis and the horizontal axis are arranged with the reference input shaft rotational speed Vinb and the vehicle speed, respectively, and the accelerator opening Acc is used as a parameter on the plane. A configuration in which a plurality of reference input shaft rotational speeds Vinb are represented is adopted. Here, the reference input shaft rotational speed Vinb represents a reference value of the input shaft rotational speed Vin that is set as the target input shaft rotational speed Vina in the normal state. That is, the reference input shaft rotational speed Vinb is an example of the “reference value” according to the present invention.

  In the shift map MPMV, the reference input shaft rotational speed Vinb increases as the vehicle speed increases and the accelerator opening Acc increases. In addition, the reference input shaft rotational speed Vinb has an upper limit value and a lower limit value that are determined according to the vehicle speed V, and are defined by the illustrated upper limit guard line UPL and lower limit guard line LWL, respectively. Normally, the ECU 100 selectively acquires the reference input shaft rotational speed Vinb corresponding to the vehicle speed V and the accelerator opening Acc detected by the vehicle speed sensor 12 and the accelerator opening sensor 13 from the shift map MPVIN, respectively, and the target input shaft Set as rotation speed Vina.

  On the other hand, the engagement state of the lockup clutch 312 is performed based on the clutch control map MPCL stored in the ROM of the ECU 100. Here, the details of the clutch control map MPCL will be described with reference to FIG. FIG. 5 is a schematic configuration diagram conceptually showing the clutch control map MPCL.

  As shown in FIG. 5, the engagement state of the lockup clutch 312 is determined using the accelerator opening Acc and the vehicle speed V as parameters. More specifically, the ECU 100 controls the hydraulic pressure control unit 350 so that the lock-up clutch 312 is released when the position on the map defined by the vehicle speed V and the accelerator opening Acc at that time belongs to the illustrated release region. In addition, the hydraulic control unit 350 is controlled so that the lockup clutch 312 is engaged when it belongs to the illustrated engagement region.

  The target input shaft rotational speed Vina of the CVT 300 is basically determined as the reference input shaft rotational speed Vinb based on the shift map MPVIN as described above. At this time, the reference input shaft rotational speed defined in the shift map MPVIN is determined. Speed Vinb is set so that the fuel consumption rate of engine 200 is minimized. Here, if the operating point MV is defined as a combination of the engine rotational speed NE and the output torque Tr of the engine 200, the reference input shaft rotational speed Vinb is determined by the engine 200 for each output P of the engine 200. It is set to operate at the optimum fuel consumption operating point at which the rate is minimum.

  Here, the optimum fuel consumption operating point will be described with reference to FIG. FIG. 6 is a schematic diagram of an operating point map MPMV that defines the optimum fuel efficiency operating point.

  In FIG. 6, the operating point map MPMV is represented as a two-dimensional coordinate plane formed by arranging the output torque Tr and the engine rotational speed NE on the vertical axis and the horizontal axis, respectively. In the operating point map MPMV, the optimum fuel efficiency operating point is an operating point that is experimentally determined in advance for each output P of the engine 200. FIG. 6 shows the operating point MV1 (corresponding to the output P = PWR1 and the engine speed). NE1 and output torque Tr1), operating point MV2 (corresponding to output P = PWR2 (PWR2> PWR1), engine speed NE2 (NE2> NE1) and output torque Tr2 (Tr2> Tr1)), operating point MV3 (corresponding to output P = PWR3 (PWR3> PWR2), taking engine speed NE3 (NE3> NE2) and output torque Tr3 (Tr3> Tr2)) and operating point MV4 (output P = PWR4 (PWR4> PWR3)) Four optimum fuel efficiency operating points of engine speed NE4 (NE4> NE3) and output torque Tr4 (Tr4> Tr3)) It is represented schematically.

  Actually, the optimum fuel consumption operating point is more precisely defined in accordance with the output P of the engine 200. By connecting all the optimum fuel consumption operating points, an operation line that minimizes the fuel consumption rate, that is, The illustrated optimum fuel consumption line MVsfc can be defined. The ECU 100 normally controls the engine 200 and the CVT 300 so that the engine 200 operates at any operating point on the optimum fuel consumption line MVsfc in accordance with a required output Pt described later. That is, when the required output Pt is determined, the ECU 100 normally controls the engine rotational speed NE through the control of the input shaft rotational speed Vin (the value of the reference input shaft rotational speed Vinb that is the control target is the optimum fuel efficiency operation). The throttle opening degree related to the throttle valve 208 is controlled so that an output torque corresponding to the optimum fuel consumption operating point is obtained as a value corresponding to the engine rotational speed NE. As a result, the fuel consumption rate of engine 200 is maintained as optimal as possible. Note that the ECU 100 may map data corresponding to the operating point map MPMV (for example, engine speed and output torque data related to the optimum fuel efficiency operating point) in advance in the ROM (the operating point map MPMV itself may be used). Remember)

  The ECU 100 can also use the operating point map MPMV for setting the reference input shaft rotational speed Vinb of the CVT 300. That is, the engine rotational speed NE is uniquely related to the input shaft rotational speed Vin. If the optimum fuel consumption operating point corresponding to the required output Pt is determined by the operating point map MPMV, the engine rotational speed NE is inevitably determined. The target value of the output torque Tr can be determined. Accordingly, the reference input shaft rotational speed Vinb can be set based on the target value of the engine rotational speed NE.

  In the present embodiment, for the purpose of preventing the explanation from becoming complicated, it is assumed that the reference input shaft rotational speed Vinb set based on the shift map MPVIN coincides with the engine rotational speed NE corresponding to the optimum fuel consumption operating point. (The lock-up clutch 312 is also fastened). However, the setting mode of the reference input shaft rotational speed Vinb is not limited to that described here, and appropriate correction may be made in consideration of, for example, transmission loss of the torque converter 311 and response delay of hydraulic oil. .

<Details of shift control processing>
By operating the engine 200 at the operating point on the optimal fuel consumption line MVsfc, the engine 200 can basically operate most efficiently. However, when shifting the CVT 300 to change the operating point of the engine 200, for example, During acceleration accompanied by an increase in the engine speed NE, a part of the output torque is lost as an inertia torque (that is, a part of the output torque is used for an increase in the engine speed), and drivability is reduced by reducing the torque feeling It may get worse. In view of such problems, when the target input shaft rotational speed Vina, which is the target value of the input shaft rotational speed Vin at the time of shifting, is always set to the reference input shaft rotational speed Vinb corresponding to the optimum fuel consumption operating point, Deterioration of drivability may become obvious. Therefore, in the vehicle 10, the target input shaft rotation speed Vina can be set to an appropriate value by the ECU 100 executing the shift control process. Here, the details of the shift control process will be described with reference to FIG. FIG. 7 is a flowchart of the shift control process.

  In FIG. 7, the ECU 100 calculates a required driving force Ft (step S101). The required driving force Ft is a driving force required for the left front wheel FL and the right front wheel FR that are driving wheels. A driving force map associated with the vehicle speed V and the accelerator opening Acc is stored in the ROM of the ECU 100 in advance, and the ECU 100 is detected by the vehicle speed V and the accelerator opening sensor 13 detected by the vehicle speed sensor 12. The required driving force Ft is acquired by selectively acquiring a value corresponding to the accelerator opening Acc from the driving force map. In addition, the acquisition aspect of the request | requirement driving force Ft is not limited to this, You may take various aspects.

  Subsequently, the ECU 100 calculates a running resistance Fr of the vehicle 10 (step S102). The running resistance Fr is a function of the vehicle weight, the vehicle speed, the air resistance, the rolling resistance, and the road surface gradient, and is an index value that is uniquely determined when the vehicle speed and the road surface gradient are determined. In the ROM of the ECU 100, a running resistance map using the vehicle speed and the road surface gradient as parameters is stored in advance. The ECU 100 is detected by a vehicle speed V detected by the vehicle speed sensor 12, and a longitudinal acceleration sensor (not shown), for example. The travel resistance Fr is acquired by selectively acquiring a value corresponding to the longitudinal acceleration of the vehicle 10 from the travel resistance map. In addition, the acquisition aspect of running resistance Fr is not limited to this, You may take various aspects.

  Next, the ECU 100 calculates a required acceleration at of the vehicle 10 (step S103). The required acceleration at can be suitably calculated by dividing the difference between the required driving force Ft and the running resistance Fr by the vehicle weight (that is, by the equation of motion). When the required acceleration at is calculated, the ECU 100 acquires a threshold atth of the required acceleration at (step S104). The threshold value atth of the required acceleration is stored in advance in the ROM.

  Subsequently, the ECU 100 calculates a required output Pt (step S105). At this time, the ECU 100 performs a calculation process of “Ft × r × V” based on the previously obtained required driving force Ft, the vehicle speed V, and the radius r of the driving wheel, and an appropriate unit is added to the result of the calculation process. The required output Pt is finally calculated by performing conversion.

  After calculating the required output Pt, the ECU 100 determines the first step target input shaft rotational speed Nint1 (step S106), and further determines the second step target input shaft rotational speed Nint2 (step S107). Here, the first step target input shaft rotational speed Nint1 and the second step target input shaft rotational speed Nint2 will be described with reference to FIG. FIG. 8 is another schematic diagram of the operating point map MPMV. In the figure, the same reference numerals are given to the same parts as those in FIG. 6, and the description thereof will be omitted as appropriate.

  The configuration of the operating point map MPMV in FIG. 8 is basically the same as the operating point map MPMV shown in FIG. 6, and a WOT torque operating line MVwot is added in addition to the optimum fuel consumption line MVsfc. Here, the WOT torque operation line MVwot is the torque when the throttle valve 208 is controlled to the fully open (WOT) state for each engine speed NE of the engine 200 (or for each output P of the engine 200), that is, This is an operating line obtained by connecting operating points corresponding to the WOT torque Trw (that is, an example of the “maximum torque operating point” according to the present invention, which is a WOT torque operating point), and the engine 200 for each engine speed NE. This is an operation line representing the physical maximum output (that is, the WOT output). For example, at the indicated engine speed NE1, the operating point on the optimal fuel consumption line MVsfc (that is, the optimal fuel consumption operating point) is the operating point MV1, and the operating point on the WOT torque operating line MVwot corresponds to the output torque Trw1. The operating point is MVW1.

  On the other hand, in the operating point map MPMV, it is possible to define an iso-output line EP obtained by connecting operating points where the outputs P of the engine 200 are equal to each other. In FIG. 8, two types of equal output lines EP1 and EP4 respectively corresponding to the outputs PWR1 and PWR4 are schematically shown. The ECU 100 maps data related to the WOT torque operating point (for example, engine speed and output torque (that is, WOT torque) data), that is, data corresponding to the operating point map MPMV shown in FIG. And stored as, and it is possible to specify the WOT torque according to the engine speed NE.

  Here, in the present embodiment, the first step target input shaft rotational speed Nint1 is the input shaft rotational speed corresponding to the WOT torque operating point which is the intersection of the equal output line EP corresponding to the required output Pt and the WOT torque operating line MVwot. It is an example of the “provisional value” according to the present invention set as the speed Vin. If the lockup clutch 312 is locked up as described above, the first step target input shaft rotation speed Nint1 matches the engine rotation speed NE corresponding to the WOT torque operating point.

  On the other hand, the second step target input shaft rotational speed Nint2 is the input shaft rotational speed Vin corresponding to the optimum fuel consumption operating point corresponding to the required output Pt, that is, coincides with the reference input shaft rotational speed Vinb. If the lockup clutch 312 is locked up, the second step target input shaft rotational speed Nint2 is the engine rotational speed corresponding to the optimum fuel efficiency operating point, similarly to the first step target input shaft rotational speed Nint1. It corresponds to the speed NE.

  More specifically, if the current operating point of the engine 200 is the illustrated operating point MV1 (output PWR1) and the required output Pt is PWR4, the first step target input shaft rotational speed Nint1 is The engine speed NE3 corresponding to the WOT torque operating point MVW2, and the second step target input shaft rotational speed Nint2 is the engine speed corresponding to the reference input shaft rotational speed Vinb (that is, the engine rotational speed corresponding to the optimum fuel efficiency operating point MV4). The speed is NE4. In the following description, it is assumed that the current operating point and the requested output Pt have such a relationship.

  Returning to FIG. 7, when the first and second step target input shaft rotation speeds are determined, the ECU 100 determines whether or not the required acceleration at is larger than the threshold value atth (step S108). When the requested acceleration at is equal to or less than the threshold atth (step S108: NO), the ECU 100 changes the input shaft rotational speed Vin from the current input shaft rotational speed Vin to the second step target input shaft rotational speed Nint2 (by the shift control of the CVT 300). That is, the speed is changed at the reference speed Vcvt1 up to the target input shaft speed Vina) (step S112). On the other hand, when the required acceleration at is larger than the threshold atth (step S108: YES), the ECU 100 further determines whether or not the engine rotational speed NE is less than the first step target input shaft rotational speed Nint1 (step S109). .

  When the engine speed NE is lower than the first step target input shaft rotational speed Nint1 in the process according to step S110 (step S109: YES), the ECU 100 inputs the input shaft rotational speed Vin at the current time by the shift control of the CVT 300. The shaft speed is changed from the shaft rotational speed Vin to the first step target input shaft rotational speed Nint1 (that is, the target input shaft rotational speed Vina) at the transmission speed Vcvt1 (step S110), and the process returns to step S109. That is, the shift control at the shift speed Vcvt1 with the input shaft rotation speed Nint1 as the target input shaft rotation speed Vina is continued.

  On the other hand, when the engine rotational speed NE is equal to or higher than the first step target input shaft rotational speed Nint1 in the processing according to step S109 (step S109: NO), the ECU 100 sets the input shaft rotational speed Vin to the first speed by the shift control of the CVT 300. Shifting is performed at a shift speed Vcvt2 (Vcvt2 <Vcvt1) up to the 2-step target input shaft rotation speed Nint2 (that is, corresponding to the reset target input shaft rotation speed Vina) (step S111). When the process according to step S111 or step S112 is executed, the ECU 100 returns the process to step S101 and repeats a series of processes. The shift control process proceeds as described above.

  Here, the shift speed of the CVT 300 is the time change rate of the input shaft rotation speed Vin, and the reference shift speed Vcvt1 is experimentally, empirically, theoretically, or based on simulations in advance. The operating point of the engine 200 is determined so that the optimum fuel consumption line MVsfc can be traced to such an extent that practically no deterioration in fuel consumption is manifested. On the other hand, as long as the shift speed Vcvt2 is at least low relative to the reference shift speed Vcvt1, the degree of freedom in setting is relatively high. For example, various changes such as addition, subtraction, multiplication and division with respect to the reference shift speed Vcvt1. It may be calculated by performing a numerical calculation process, or may be stored in advance in an appropriate map together with the shift speed Vcvt1.

  Further, the transmission speed of the CVT 300 can be controlled by controlling the drive duty ratios of the first and second solenoids in the hydraulic control unit 350. That is, qualitatively, if the drive duty ratio is set to be large, the input shaft rotational speed Vin converges in a relatively short time with respect to the target input shaft rotational speed Vina, the speed change speed becomes faster, and the drive duty ratio is increased. Is set small, the input shaft rotational speed Vin converges over a relatively long time with respect to the target input shaft rotational speed Vina, and the speed change speed becomes slower. Therefore, the ECU 100 can delay the shift speed with respect to the reference shift speed by setting a small drive duty ratio with respect to the drive duty ratio corresponding to the reference shift speed.

  Here, with reference to FIG. 9, the execution process of such a shift control process will be described visually. FIG. 9 is a timing chart showing time characteristics of the accelerator opening degree Acc, the required acceleration at, and the input shaft rotational speed Vin in the execution process of the shift control process.

  In FIG. 9, time is taken in common on the horizontal axis, and in the series of the vertical axis, the accelerator opening Acc, the required acceleration at, and the input shaft rotational speed Vin of the CVT 300 are shown in order from the top.

  In FIG. 9, in the process of executing the shift control process described above, when the driver depresses the accelerator pedal 14 at time T1, the accelerator opening Acc starts to change from the illustrated Acc1, and the illustrated Acc2 (Acc2> Acc1) Suppose that it has changed. Further, it is assumed that the required acceleration at starts to change at time T1 and changes from at1 in the drawing to at2 (at2> at1 in the drawing) in accordance with the driver's accelerator operation. At this time, the required acceleration at2 is assumed to be a value larger than the threshold atth.

  In such a situation, the target input shaft rotational speed Vina changes with the characteristic shown as PRF_Vina (see the alternate long and short dash line) in the figure. That is, at time T1, the target input shaft rotational speed Vina is set to the engine rotational speed NE3 corresponding to the first step target input shaft rotational speed Nint1. On the other hand, the input shaft rotational speed Vin (see the solid line) starts changing with a waveform equivalent to the target input shaft rotational speed Vina after a slight time delay from the setting of the target input shaft rotational speed Vina.

  When the actual input shaft rotational speed Vin reaches the engine rotational speed NE3, which is the first step target input shaft rotational speed Nint1, near the time T2, the ECU 100 executes the process related to step S111 described above to perform the next target input. As the shaft rotation speed Vina, NE4 that is the second step target input shaft rotation speed Nint2 (that is, the reference input shaft rotation speed Vinb) is set. The input shaft rotational speed Vin continues to increase with the setting of the second step target input shaft rotational speed Nint2, and finally converges to the second step target input shaft rotational speed Nint2 at time T3. As shown in the figure, the shift speed during the shift period from time T2 to time T3 (ie, Vcvt2) is moderate relative to the shift speed during the shift period from time T1 to time T2 (ie, Vcvt1).

  Here, as a comparative example to be used for comparison with the present embodiment, the time characteristic of the input shaft rotational speed Vin when the reference input shaft rotational speed Vinb is set as the target input shaft rotational speed Vina is shown as illustrated PRF_comp (broken line) reference). As indicated by PRF_comp, in the comparative example, the shift speed is fixed to the reference shift speed Vcvt1, and the target input shaft rotation speed Vina is already set to the reference input shaft rotation speed Vinb at time T1.

  Here, returning to FIG. 8, the shift control processing according to the present embodiment will be supplementarily described. In FIG. 8, when the shift control equivalent to the comparative example in FIG. 9 is performed, the operating point of the engine 200 is (1) on the WOT torque operating line MVwo while maintaining the engine rotational speed NE1 from the operating point MV1. Move to the WOT torque operating point MVW1. Subsequently, (2) while moving on the WOT torque operation line MVwo, it moves to the illustrated WOT torque operation point MVW2 corresponding to the intersection with the equal output line EP4 (that is, the equal output line corresponding to the required output Pt in this case). . Next, (3) it moves on the equal output line EP4 to the illustrated operation point MV4 corresponding to the intersection with the optimum fuel consumption line MVsfc. These processes are executed while maintaining the reference shift speed Vcvt1. In the comparative example, the change amount of the input shaft rotational speed Vin is “NE4-NE1”.

  On the other hand, when the shift control according to the present embodiment is applied, the above (1) and (2) are the same as the comparative example, but when the process (2) is completed, the input shaft rotational speed Vin is This means that the first step target input shaft rotational speed Nint1 has been reached, and the shift control is once ended. At this time, since the required output Pt has already been realized, at least the power performance of the vehicle 10 is ensured. Here, the change amount of the input shaft rotational speed Vin at this time is “NE3-NE1”, which is smaller than the change amount according to the comparative example described above by an amount corresponding to “NE4-NE3”.

  In the CVT 300, the inertia torque that accompanies a shift increases as the amount of change in the input shaft rotational speed Vin increases. The greater the inertia torque, the greater the torque loss and the lower the acceleration response, resulting in worse drivability. Therefore, when the shift control process according to the present embodiment is performed, the acceleration response is improved by the smaller inertia torque compared to the shift control according to the comparative example, and deterioration of drivability is suppressed.

  Further, according to the shift control process according to the present embodiment, after the input shaft rotational speed Vin reaches the first step target input shaft rotational speed Nint1, the second step target input shaft rotational speed Nint2 is newly set. . By this second step target input shaft rotational speed Nint2, the input shaft rotational speed Vin finally shifts to the engine rotational speed NE4 corresponding to the operating point on the optimum fuel consumption line MVsfc as in the comparative example. The shift speed Vcvt2 is set lower than Vcvt1. Since the inertia torque depends on the speed change speed, the torque loss due to the inertia torque is suppressed compared to the comparative example by setting the speed change speed relatively low. On the other hand, since the operating point MV4 is an optimal fuel consumption operating point, the fuel consumption rate of the engine 200 is superior to the WOT torque operating point MVW2. Therefore, both the drivability and the fuel efficiency are realized by performing the shift control according to the present embodiment.

  Note that whether or not the shift control according to the present embodiment is executable is selected based on a relative comparison between the required acceleration at and the threshold atth. Therefore, the threshold value atth according to the present embodiment is caused by deterioration in drivability when a shift is performed at a stroke up to the engine speed (ie, NE4 in this case) corresponding to the optimum fuel consumption operating point at the reference shift speed Vcvt1. It is set as a value of required acceleration or the like that increases the amount of change in the input shaft rotational speed Vin to such an extent that the disadvantage is estimated to exceed the benefit of quickly minimizing the fuel consumption rate. For this reason, in the range of the required acceleration where it is determined that the deterioration in drivability does not become apparent in practice, the current input shaft rotational speed Vin (here, NE1) is changed from the current input shaft rotational speed Vin (here NE1) to the required output Pt. Normal shifting is performed up to the corresponding input shaft rotational speed Vin.

Second Embodiment
The form of the shift control process is not limited to that of the first embodiment described above, and other forms are also conceivable. Here, with reference to FIG. 10, the shift control processing according to the second embodiment of the present invention will be described. FIG. 10 is a flowchart of the shift control process according to the second embodiment of the present invention. In the figure, the same reference numerals are assigned to the same parts as those in FIG. 7, and the description thereof is omitted as appropriate.

  In FIG. 10, the shift control process according to the second embodiment has a configuration in which steps S109 and S111 are deleted, compared to the shift control process according to the first embodiment. That is, the second step target input shaft rotational speed Nint2 after reaching the first step target input shaft rotational speed Nint1 and the speed change at the speed Vcvt2 associated therewith are not performed.

  More specifically, in the process according to step S108, if the requested acceleration at is equal to or less than the threshold atth (step S108: NO), the target input shaft rotational speed Vina is set to the second step target input shaft rotational speed Nint2, and the speed change is performed. Shifting according to the speed Vcvt1 is performed (step S112). On the other hand, if the required acceleration at is larger than the threshold value atth (step S108: YES), the target input shaft rotational speed Vina is set to the first step target input shaft rotational speed Nint1, and the shift according to the shift speed Vcvt1 is executed. (Step S110).

  Here, with reference to FIG. 11, the execution process of the shift control processing according to the second embodiment will be described visually. FIG. 11 is a timing chart showing time characteristics of the accelerator opening Acc, the required acceleration at, and the input shaft rotational speed Vin in the execution process of the shift control process according to the second embodiment. In the figure, the same reference numerals are given to the same portions as those in FIG. 9, and the description thereof will be omitted as appropriate.

  In FIG. 11, the target input shaft rotational speed Vina (see PRF_Vina in the drawing) differs from that in the first embodiment, and the engine rotational speed corresponding to the WOT torque operating point MVW2 corresponding to the required output Pt (here, PWR4) at time T1. Since it has been set to NE3, the input shaft rotation speed Vin (see PRF_Vin in the drawing) also reaches NE3 at time T2 and then remains unchanged from NE3.

  The effect of the second embodiment will be supplemented by returning to FIG. 8 again. According to the second embodiment, when the input shaft rotational speed Vin changes from NE1 to NE3 (in other words, the operating point is the operating point). At the time of change from MV1 to the WOT torque operating point MVW2, the shift is completed. For this reason, the change width of the input shaft rotational speed Vin (that is, “NE3-NE1” in this case) is minimized (that is, minimized as long as the required output Pt is satisfied), and drivability due to inertia torque is reduced. Deterioration is remarkably suppressed.

  In this case, as compared with the first embodiment, the input shaft rotational speed Vin does not change up to the engine rotational speed NE4 corresponding to the optimum fuel efficiency operating point. Deterioration is more irreversible than deterioration of fuel consumption, and it is likely to be a problem whether it occurs or not. Fuel consumption can be smoothed over the entire operation period of vehicle 10, and fuel consumption has deteriorated instantaneously. Compensating in other operation periods is easier than at least drivability. In addition, since the shift control according to the second embodiment does not significantly deteriorate the fuel consumption, the drivability is significantly reduced as compared with the case where the operating point of the engine 200 is always set on the optimum fuel consumption line MVsfc. In view of the points that can be achieved, by preferentially suppressing the deterioration of drivability in this way, both fuel efficiency and drivability are preferably realized.

<Third Embodiment>
In each of the above-described embodiments, the required acceleration at is used for comparison with the single threshold atth, and it is configured to select whether or not to perform shift control that can suppress deterioration of drivability. The threshold value of at may be variable. A fourth embodiment of the present invention based on such a purpose will be described.

  The acceleration characteristics of the vehicle 10 have different change characteristics depending on the vehicle speed. That is, the increase in acceleration is likely to be slow on the high vehicle speed side compared to the low vehicle speed side. That is, the sensitivity of the acceleration at with respect to the required output Pt tends to decrease on the high vehicle speed side. For this reason, when a single threshold value is applied to the acceleration at, the execution opportunity of the shift control according to the present invention described above may be relatively reduced on the high vehicle speed side. In order to prevent such a situation, in the present embodiment, the threshold value of the acceleration at is set as a function according to the vehicle speed at the time of start of shifting, and more specifically, stepwise so as to become smaller on the high vehicle speed side. Or continuously.

  Further, the amount of change in the engine rotational speed NE during acceleration of the vehicle 10 increases as the engine rotational speed NE at the start of acceleration decreases. That is, the sensitivity of the engine speed NE with respect to acceleration increases as the engine speed decreases. Therefore, when a single threshold is applied to the acceleration at, there is a high possibility that a large inertia torque that cannot be ignored in practice is generated in the low rotation region. In order to prevent such a situation, in the present embodiment, the threshold value of the acceleration at is set as a function according to the engine rotational speed NE at the time of start of shifting, and more specifically, it becomes smaller on the low speed side. Are set stepwise or continuously.

  As described above, according to the third embodiment, the threshold value atth of the required acceleration at is set as a variable value according to the vehicle speed and the engine rotation speed at the time of start of shifting. Therefore, a shift control for reducing the inertia torque by suppressing the change in the engine rotational speed NE when shifting is performed (that is, a shift control corresponding to the second embodiment described above), and the inertia torque of such an inertia torque is reduced. In addition to the reduction, the shift control for improving the fuel consumption by shifting the operating point to the optimum fuel consumption line while reducing the shift speed (that is, the shift control corresponding to the first embodiment described above) is more effective. This makes it possible to achieve both drivability and fuel efficiency with high practical benefits.

<Fourth embodiment>
In each of the embodiments described above, the engine speed corresponding to the WOT torque operating point, which is an example of the “maximum torque operating point” according to the present invention, as an example of the “provisional value” according to the present invention and an example of the “lower limit value”. Although the speed NE is mentioned, the range that can be taken by the target input shaft rotational speed Vina defined by the lower limit value and the reference value (that is, in the above-described embodiments, the engine rotational speed NE3 or higher NE4 shown in FIG. 8). The provisional value selected from the following ranges may be variable. A fourth embodiment of the present invention based on such a purpose will be described with reference to FIG.

  In FIG. 8, as an example of the “provisional value” according to the present invention, an engine speed NE3 corresponding to the WOT torque operating point MVW2 is set. The engine rotational speed NE3 is a minimum value that can be taken by the target input shaft rotational speed Vina (that is, the required output is not satisfied below this value), so that the amount of change in the engine rotational speed NE associated with the shift can be minimized. . However, as described in the third embodiment, the degree of easiness to be manifested in the deterioration of drivability varies depending on the vehicle speed and the engine rotation speed at the start of the shift.

  Therefore, in the present embodiment, the provisional value is made variable based on the vehicle speed and the engine rotation speed. More specifically, the first step target input shaft rotational speed Nint1 as a provisional value according to the present invention, which is set when the required acceleration at is larger than the threshold atth, decreases as the vehicle speed at the start of the shift increases. It is set so as to approach the rotation side, that is, the engine rotation speed NE3. Similarly, Nint1 is set so that the lower the engine speed NE at the start of shifting, the lower the engine speed NE, that is, the closer to the engine speed NE3.

  In this way, the first step target input rotational speed Nint1 (that is, the period during which a shift is made at the shift speed Vcvt1 at the time of a shift) is defined in a low vehicle speed region or a high rotation region where deterioration of drivability is relatively difficult to manifest. The engine rotation speed) can be shifted to a higher rotation side. As the first step target input shaft rotational speed Nint1 is shifted to the higher rotational side, that is, the engine rotational speed corresponding to the operating point on the optimum fuel consumption line MVsfc as a reference value (that is, NE4 in this case) is approached. The fuel efficiency of the engine 200 is improved. Thus, in the fourth embodiment, normal shift control is performed as much as possible as long as the deterioration of drivability is not practically manifested. Therefore, both fuel efficiency and drivability can be achieved extremely effectively.

  In the various embodiments described above, the WOT torque operating point is shown as an example of the “maximum torque operating point” according to the present invention, but the maximum torque according to the present invention is limited to this type of theoretical maximum torque. It is not intended to include a practical maximum torque that is defined based on substantially or various constraints. That is, for example, operating points that have been previously found to be extremely deteriorated in fuel consumption, emissions, etc., or that can be judged in real time, are excluded from the target operating points of the maximum torque operating point. Also good.

  The present invention is not limited to the above-described embodiment, and can be changed as appropriate without departing from the spirit or concept of the invention that can be read from the claims and the entire specification. The apparatus is also included in the technical scope of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic configuration diagram conceptually and schematically showing a main configuration of a vehicle corresponding to a vehicle shift control device according to the present invention according to a first embodiment of the present invention. It is a schematic diagram of the engine in the vehicle of FIG. FIG. 2 is a schematic configuration diagram conceptually and schematically showing a configuration of a CVT provided in the vehicle of FIG. 1. FIG. 4 is a schematic configuration diagram of a shift map used for setting an input shaft rotation speed of the CVT in FIG. 3. FIG. 4 is a schematic configuration diagram of a clutch control map used for determining an engagement state of a lockup clutch in the CVT of FIG. 3. It is a schematic diagram of the operating point map which prescribes | regulates an optimal fuel consumption operating point. It is a flowchart of the shift control process performed by ECU. It is another schematic diagram of an operating point map. 8 is a timing chart showing time characteristics of an accelerator opening, a required acceleration, and an input shaft rotation speed in the execution process of the shift control process of FIG. 7. It is a flowchart of the shift control process which concerns on 2nd Embodiment of this invention. 11 is a timing chart showing time characteristics of an accelerator opening, a required acceleration, and an input shaft rotation speed in the execution process of the shift control process of FIG. 10.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 100 ... ECU, 200 ... Engine, 208 ... Throttle valve, 300 ... CVT, 310 ... Power transmission part, 320 ... Input rotary shaft, 330 ... Transmission part, 340 ... Output rotary shaft, 350 ... Hydraulic control part.

Claims (10)

An internal combustion engine, an input shaft rotatably connected to the engine output shaft of the internal combustion engine with the rotation of the engine output shaft, and an output shaft rotatably connected to the axle with the rotation of the axle , A transmission control device for a vehicle, comprising: a transmission capable of shifting by continuously changing a ratio of an input shaft rotational speed, which is the rotational speed of the input shaft, and an output shaft rotational speed, which is the rotational speed of the output shaft. Because
Request output specifying means for specifying the required output of the vehicle;
A reference value setting means for setting a reference value of the input shaft rotational speed based on a predetermined shift condition;
Requested acceleration identifying means for identifying the requested acceleration of the vehicle;
Target value setting means for setting a target value of the input shaft rotation speed that satisfies the specified request output and is equal to or less than the set reference value according to the specified request acceleration;
A shift control device for a vehicle, comprising: shift control means for controlling the transmission so that the input shaft rotation speed becomes the set target value. The reference value setting means includes a fuel for the internal combustion engine for each output of the internal combustion engine among operating points where the engine rotational speed of the internal combustion engine is defined as a combination of the engine rotational speed and the output torque of the internal combustion engine. The vehicle shift control device according to claim 1, wherein the reference value is set so as to become a value corresponding to an optimum fuel consumption operating point determined so that a consumption rate is reduced. The engine rotational speed of the internal combustion engine is determined such that the output torque is maximized for each output of the internal combustion engine among operating points defined as a combination of the engine rotational speed and the output torque of the internal combustion engine. Further comprising a lower limit setting means for setting a lower limit of the target value so as to be a value corresponding to the maximum torque operating point.
The shift control device for a vehicle according to claim 1 or 2, wherein the target value setting means sets the target value in a range not less than the lower limit value and not more than the reference value. The shift control apparatus for a vehicle according to claim 3, wherein the maximum torque operating point is an operating point corresponding to the WOT torque of the internal combustion engine. The target value setting means sets the target value to a provisional value and a reference value less than the reference value, respectively, when the specified required acceleration is greater than or less than a predetermined threshold. Item 5. The vehicle shift control device according to any one of Items 1 to 4. The shift control means is a period until the input shaft rotation speed reaches the provisional value when the input shaft rotation speed reaches the provisional value in the process of performing the shift. The vehicle transmission control device according to claim 5, wherein the transmission is further controlled so as to reach the reference value from the provisional value at a transmission speed that is less than a transmission speed corresponding to. 7. The vehicle according to claim 5, further comprising threshold setting means for setting the threshold based on at least one of a speed of the vehicle and an engine rotation speed of the internal combustion engine at a shift start time. Shift control device. 8. The vehicle according to claim 7, wherein the threshold value setting unit sets the threshold value so that the threshold value decreases when the vehicle speed is high, or decreases when the engine speed is low. Shift control device. The provisional value setting means for setting the provisional value based on at least one of the speed of the vehicle and the engine rotational speed of the internal combustion engine at the time of start of shifting is further provided. The transmission control device for a vehicle according to one item. The temporary value setting means sets the temporary value so as to decrease when the speed of the vehicle is high, or to decrease when the engine speed is low. A transmission control device for a vehicle.

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