JP2009052730A - Vehicular control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable speed change control according to a driver's demand drive force in a vehicular control device for performing torque down control and torque hold control when a power-on upshift occurs. <P>SOLUTION: The vehicular control device equipped with an engine 1 and an automatic transmission 2 coupled with the engine 1 comprises a torque down control means for performing a torque down control to reduce output torque of the engine 1 when power-on upshift of the automatic transmission 2 occurs, an input torque hold means for holding input torque of the automatic transmission 2 when the torque down control starts, a demand drive force variation calculating means for calculating a driver's demand drive force variation, and a changing means for changing the held input torque based on the demand drive force variation during the execution of torque down control. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle control device in which an internal combustion engine (hereinafter also referred to as an engine) and an automatic transmission connected to the engine are mounted.

  An engine mounted on a vehicle is provided with an actuator (throttle motor) for driving an electronic throttle valve provided in an intake passage so that the throttle opening can be controlled independently of the driver's accelerator pedal operation. The system is known. In the electronic throttle system, the throttle opening is controlled so that the optimum intake air amount (target intake air amount) is obtained according to the engine operating conditions such as the engine speed and the accelerator pedal depression amount (accelerator opening) of the driver. Is done. In such an electronic throttle system, an actual throttle opening of the electronic throttle valve is detected using a throttle opening sensor or the like, and the actual throttle opening is determined as a throttle opening (target throttle opening for obtaining the target intake air amount). ) Feedback control of the actuator of the electronic throttle valve so as to match.

  On the other hand, in a vehicle equipped with an engine, the gear ratio between the engine and the drive wheel is automatically set as a transmission that properly transmits the torque and rotation speed generated by the engine to the drive wheel according to the running state of the vehicle. Automatic transmissions that are optimally set are known. As an automatic transmission mounted on a vehicle, for example, a planetary gear type transmission that sets a gear stage (hereinafter also referred to as a gear stage) using a clutch and a brake and a planetary gear device, or a gear ratio is stepless. There is a belt type continuously variable transmission (CVT) that adjusts to a constant value.

  In a vehicle equipped with a planetary gear type automatic transmission, a shift map having a shift line (gear stage switching line) for obtaining an optimum gear stage according to the vehicle speed and throttle opening (or accelerator opening). Is stored in the ECU and the like, and a target gear stage is calculated by referring to the shift map based on the vehicle speed and the throttle opening, and based on the target gear stage, a clutch, brake or one-way clutch that is a friction engagement element is calculated. Etc., the gear stage is automatically set by engaging or releasing in a predetermined state.

  In a vehicle equipped with such an automatic transmission, the engine output torque is controlled by controlling the throttle opening in order to shorten the shift time during the upshift operation in the power-on state (driving state). Torque down control is performed to temporarily reduce the. Specifically, at the time of power-on upshift, the engine output torque is reduced by controlling so-called electric throttle closing that closes the electronic throttle valve, thereby reducing the engine speed and shortening the shift time.

However, in the case of a configuration in which the clutch pressure (torque capacity) of the frictional engagement element of the automatic transmission is controlled by turbine torque (≈engine output torque), the clutch pressure also decreases with the control of the electric throttle closing. On the contrary, there is a problem that a long time is required for the shifting operation. Conventionally, in order to avoid such a problem, control is performed to hold the turbine torque, that is, the input torque to the rear part of the transmission of the automatic transmission during a power-on upshift (see, for example, Patent Document 1). .
JP 2006-329217 A

  However, when the torque hold control as described above is performed during the power ON upshift, there are the following problems.

  That is, even if the driver performs an accelerator operation such as depressing or returning the accelerator pedal within the power ON area (area determined to be power ON), the automatic transmission to the automatic transmission held by the torque hold control is performed. The input torque (turbine torque) does not change in response to a change in the driver's required driving force (accelerator opening). For this reason, at the end of the torque-down control (when returning from the electric throttle closing control), the throttle opening is controlled to an opening corresponding to the driver's required driving force, and the turbine torque (≈ engine output torque ) May change rapidly from the held input torque (temporary turbine torque). That is, when the temporary turbine torque is held at a constant value (indicated by a thick broken line in FIG. 10), the difference between the actual turbine torque and the temporary turbine torque may increase. Depending on the driver's required driving force, there is a possibility that the clutch engagement of the frictional engagement element of the automatic transmission may be insufficient and the shift operation may not be performed, or the clutch pressure may be too high and a shift shock may occur. It is difficult to perform the shift control.

  Patent Document 1 discloses that torque hold control is performed at the start of the inertia phase. However, if the time until the start of the inertia phase after the start of the torque down control (the control of the electric throttle closing) is long, the level of torque down increases. For this reason, at the end of the torque-down control, the difference between the actual turbine torque and the temporary turbine torque becomes large, and the clutch pressure of the friction engagement element of the automatic transmission may be insufficient.

  The above-mentioned problems are peculiar to a vehicle control device that performs torque down control and torque hold control at the time of power-on upshift, and when torque down control and torque hold control are not performed, Since the opening degree of the electronic throttle changes according to the driver's required driving force and the turbine torque also changes, such a problem does not occur.

  The present invention has been made paying attention to such a point, and in a vehicle control device that performs torque down control and torque hold control at the time of power-on upshift, the speed change according to the driver's required driving force. The purpose is to enable control.

  In the present invention, means for solving the above-described problems are configured as follows. That is, the present invention is a control apparatus for a vehicle, and in a vehicle equipped with an internal combustion engine and an automatic transmission connected to the internal combustion engine, the internal combustion engine is controlled during a power ON upshift of the automatic transmission. Torque down control means for performing torque down control for reducing engine torque, and input torque hold means for holding input torque of the automatic transmission at the start of the torque down control, and the automatic transmission according to the held input torque. It is configured to perform shift control. Then, a required driving force change amount calculating means for calculating a change amount of the driver's required driving force, and a changing means for changing the held input torque based on the required driving force change amount during execution of the torque down control. It is characterized by having.

  According to the above configuration, since the input torque (referred to as temporary turbine torque) of the automatic transmission held by following the change of the driver's required driving force is changed, the shift control according to the driver's required driving force is performed. Thus, the influence of the torque down control can be prevented from being exerted on the shift control.

  Specifically, even when the actual turbine torque (≈engine torque) suddenly changes due to the throttle opening being controlled to the opening corresponding to the driver's required driving force at the end of torque down control, the actual turbine The deviation between the torque and the temporary turbine torque can be kept small. As a result, it is possible to avoid a situation in which the clutch pressure of the frictional engagement element of the automatic transmission is insufficient and a shift operation cannot be performed, or a clutch shock is generated due to the clutch pressure being too large. Further, during the torque down control, the clutch pressure of the friction engagement element of the automatic transmission is controlled by the temporary turbine torque to perform the shift control. It can be avoided that the operation cannot be performed or that the clutch pressure is too large and a shift shock is generated.

  Preferably, in the present invention, the required driving force change amount is calculated according to a driver's accelerator pedal operation.

  Preferably, in the present invention, the torque down control is performed by controlling a throttle opening of the internal combustion engine. That is, the engine torque is reduced by the control for closing the electronic throttle valve of the internal combustion engine (referred to as control for closing the electric throttle).

  According to this configuration, it is possible to perform shift control according to the driver's required driving force, and it is possible to prevent the shift control from being affected by the electric throttle closing control. Specifically, even if the actual turbine torque (≈engine torque) changes suddenly when returning from the electric throttle closing control, the temporary turbine torque follows the change in the required driving force during the execution of the electric throttle closing control. Therefore, the deviation between the actual turbine torque and the temporary turbine torque can be suppressed to a small value when returning from the control of the electric slot closing. As a result, it is possible to avoid situations where the clutch pressure of the frictional engagement element of the automatic transmission is insufficient and the gear shifting operation cannot be performed, or the clutch pressure is too large and a gear shift shock occurs.

  According to the present invention, since the input torque of the automatic transmission held by following the change of the driver's required driving force is changed, the shift control according to the driver's required driving force is possible, The influence of torque down control can be prevented from being exerted on the shift control.

  The best mode for carrying out the present invention will be described with reference to the accompanying drawings.

  First, the configuration of the power train of the vehicle, the basic operation of the automatic transmission, and the like will be described. FIG. 1 is a schematic configuration diagram illustrating a power train of a vehicle in the embodiment. FIG. 2 is a skeleton diagram showing an example of the automatic transmission 2 of FIG. FIG. 3 is a perspective view schematically showing the speed change mechanism 30 of FIGS. 1 and 2.

  A vehicle power train illustrated in FIG. 1 includes an engine 1, an automatic transmission 2, an engine control device (engine ECU) 3, a transmission control device (transmission ECU) 5, and the like.

-Engine-
The engine 1 generates rotational power by burning an air-fuel mixture in which air sucked from the outside and fuel injected from the fuel injection valve 11 are mixed at an appropriate ratio. The fuel injection valve 11 is controlled by the engine control device 3. A crankshaft 8 that is an output shaft of the engine 1 is connected to an input shaft of the torque converter 20. The rotation speed (engine rotation speed) of the crankshaft 8 is detected by an engine rotation speed sensor 91.

  The amount of air taken into the engine 1 is adjusted by an electronically controlled electronic throttle valve 12. The electronic throttle valve 12 can electronically control the throttle opening independently of the driver's accelerator pedal operation, and the opening (throttle opening) is detected by a throttle opening sensor 96. .

  The throttle opening of the electronic throttle valve 12 is driven and controlled by the engine control device 3. Specifically, the optimum intake air amount (target intake air amount) according to the operating state of the engine 1, such as the engine speed detected by the engine speed sensor 91, the accelerator pedal depression amount (accelerator opening) of the driver, and the like. Thus, the throttle opening degree of the electronic throttle valve 12 is controlled. More specifically, the actual throttle opening of the electronic throttle valve 12 is detected using the throttle opening sensor 96, and the actual throttle opening becomes the throttle opening (target throttle opening) at which the target intake air amount is obtained. The throttle motor 13 of the electronic throttle valve 12 is feedback controlled so as to match.

-Automatic transmission-
The automatic transmission 2 mainly includes a torque converter 20, a transmission mechanism 30, a hydraulic control device 40, and an oil pump 60. In this embodiment, it is possible to shift eight forward speeds and one reverse speed. It has become.

  The torque converter 20 is rotationally connected to the engine 1, and includes an input-side pump impeller 21, an output-side turbine runner 22, a stator 23 having a torque amplification function, a one-way clutch 24, a stator shaft 25, and a lock-up clutch 26. In this configuration, power is transmitted between the pump impeller 21 and the turbine runner 22 via a fluid.

  The one-way clutch 24 is supported by allowing the stator 23 to rotate only in one direction on the case 2 a of the automatic transmission 2. The stator shaft 25 fixes the inner race of the one-way clutch 24 to the case 2a of the automatic transmission 2.

  The lock-up clutch 26 enables the pump impeller 21 of the torque converter 20 and the turbine runner 22 to be directly connected. If necessary, the lock-up clutch 26 directly engages the pump impeller 21 and the turbine runner 22, and the pump impeller. 21 is switched to a disengaged state in which the turbine runner 22 and the turbine runner 22 are separated, and a half-engaged state intermediate between the engaged state and the disengaged state.

  The speed change mechanism 30 changes the rotational power input to the input shaft 9 from the torque converter 20 and outputs it to the output shaft 10, and as shown in FIGS. 2 and 3, the front planetary 31 and the rear It is configured to include a planetary 32, an intermediate drum 33, first to fourth clutches C1 to C4, first and second brakes B1 and B2, and a one-way clutch F1.

  The front planetary 31 is a gear type planetary mechanism called a double pinion type, and includes a first sun gear S1, a first ring gear R1, a plurality of inner pinion gears P1, and a plurality of outer pinion gears P2. The first carrier CA1 is included.

  The first sun gear S1 is fixed to the case 2a of the automatic transmission 2 and cannot be rotated, and the first ring gear R1 can be rotated integrally with the intermediate drum 33 via the third clutch C3 or can be relatively rotated. The first sun gear S1 is concentrically inserted on the inner diameter side of the first ring gear R1.

  The plurality of inner pinion gears P1 and the plurality of outer pinion gears P2 are interposed at a plurality of locations around the annular space facing the first sun gear S1 and the first ring gear R1, and the plurality of inner pinion gears. P1 is meshed with the first sun gear S1, and the plurality of outer pinion gears P2 are meshed with the inner pinion gear P1 and the first ring gear R1.

  The first carrier CA1 rotatably supports both pinion gears P1 and P2, and the central shaft portion of the first carrier CA1 is integrally connected to the input shaft 9, and both the pinion gears are connected to the first carrier CA1. The respective support shafts that support P1 and P2 are supported by the intermediate drum 33 through the fourth clutch C4 so as to be integrally rotatable or relatively rotatable.

  The intermediate drum 33 is rotatably disposed on the outer diameter side of the first ring gear R1, and is in a state in which the intermediate drum 33 cannot rotate or is relatively rotatable with respect to the case 2a of the automatic transmission 2 via the first brake B1. It is supported.

  The rear planetary 32 is a gear-type planetary mechanism called a ravinio type, and includes a large-diameter second sun gear S2, a small-diameter third sun gear S3, a second ring gear R2, a plurality of short pinion gears P3, A plurality of long pinion gears P4 and a second carrier CA2 are included.

  The second sun gear S2 is connected to the intermediate drum 33, and the third sun gear S3 is connected to the first ring gear R1 of the front planetary 31 via the first clutch C1 so as to be integrally rotatable or relatively rotatable. The gear R <b> 2 is integrally connected to the output shaft 10.

  The plurality of short pinion gears P3 are meshed with the third sun gear S3, and the plurality of long pinion gears P4 are meshed with the second sun gear S2 and the second ring gear R2 and are connected via the short pinion gear P3. 3 meshed with sun gear S3.

  The second carrier CA2 rotatably supports both pinion gears P3 and P4, and the central shaft portion of the second carrier CA2 is connected to the input shaft 9 via the second clutch C2, and the second carrier CA2 , The support shafts that support the pinion gears P3 and P4 are supported by the case 2a of the automatic transmission 2 via the second brake B2 and the one-way clutch F1.

  The first to fourth clutches C1 to C4 and the first and second brakes B1 and B2 are wet multi-plate friction engagement devices that use the viscosity of oil.

  The first clutch C1 is configured to bring the third sun gear S3 of the rear planetary 32 into an engaged state in which the third sun gear S3 can rotate integrally with the first ring gear R1 of the front planetary 31 or a released state in which relative rotation is possible.

  The second clutch C <b> 2 sets the second carrier CA <b> 2 of the rear planetary 32 in an engaged state in which the second carrier CA <b> 2 can rotate integrally with the input shaft 9 or a released state in which relative rotation is possible.

  The third clutch C <b> 3 sets the first ring gear R <b> 1 of the front planetary 31 to an engaged state in which the first ring gear R <b> 1 can rotate integrally with the intermediate drum 33 or a released state in which relative rotation is possible.

  The fourth clutch C <b> 4 sets the first carrier CA <b> 1 of the front planetary 31 to an engaged state where the first carrier CA <b> 1 can rotate integrally with the intermediate drum 33 or a released state which allows relative rotation.

  The first brake B1 integrates the intermediate drum 33 with the case 2a of the automatic transmission 2 so as to be in a non-rotatable engaged state or a relatively rotatable disengaged state.

  The second brake B2 integrates the second carrier CA2 of the rear planetary 32 with respect to the case 2a of the automatic transmission 2 so as to be in a non-rotatable engaged state or a relatively rotatable disengaged state.

  Further, the one-way clutch F1 allows rotation of the rear planetary 32 in only one direction of the second carrier CA2.

  In the speed change mechanism 30, the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F1 that are friction engagement elements are engaged or released in a predetermined state. Is used to set the gear stage (shift stage). Engagement / release of the first to fourth clutches C1 to C4 and the first and second brakes B1 and B2 is controlled by a hydraulic control circuit 40.

  The hydraulic control device 40 controls the speed change operation of the speed change mechanism 30 and includes a linear solenoid valve, an ON-OFF solenoid valve, an accumulator, and the like. The first to fourth clutches C1 to C4, the first and second brakes B1 and B1 of the speed change mechanism 30 are switched by controlling the excitation / non-excitation of the linear solenoid valve and the ON-OFF solenoid valve to switch the hydraulic circuit. The engagement / release of B2 is controlled. Excitation / non-excitation of the linear solenoid valve and the ON-OFF solenoid valve of the hydraulic control circuit 40 is controlled by a solenoid control signal (instructed hydraulic signal) from the transmission control device 5.

-Engine control device and transmission control device-
The engine control device 3 and the transmission control device 5 are generally known ECUs (Electronic Control Units), and both have substantially the same hardware configuration. Here, a specific configuration of the transmission control device 5 is shown in FIG.

  The transmission control device 5 establishes an appropriate shift stage, that is, a power transmission path in the transmission mechanism unit 30 by controlling the hydraulic control device 40. That is, as shown in FIG. 4, the transmission control device 5 includes a CPU (Central Processing Unit) 51, a ROM (Read Only Memory) 52, a RAM (Random Access Memory) 53, a backup RAM 54, an input interface 55, The output interface 56 is connected to each other by a bidirectional bus 57.

  The CPU 51 executes arithmetic processing based on various control programs and control maps stored in the ROM 52. The ROM 52 stores various control programs for controlling the speed change operation of the speed change mechanism 30. The RAM 53 is a memory that temporarily stores calculation results in the CPU 51, data input from each sensor, and the like. The backup RAM 54 is a non-volatile memory that stores various data to be saved.

  Connected to the input interface 55 are an engine speed sensor 91, an input shaft speed sensor 92, an output shaft speed sensor 93, a shift position sensor 94, an accelerator opening sensor 95, a throttle opening sensor 96, a vehicle speed sensor 97, and the like. The signals from these sensors are input to the transmission control device 5. The output interface 56 is connected to the above-described linear solenoid valve, ON-OFF solenoid valve, accumulator, and the like, which are components of the hydraulic control device 40.

  The input shaft rotational speed sensor 92 detects the rotational speed of the input shaft 9. The output shaft rotational speed sensor 93 detects the rotational speed of the output shaft 10. The shift position sensor 94 detects an operation position of a shift lever provided near the driver's seat of the vehicle. The accelerator opening sensor 95 detects the amount of depression of the accelerator pedal (accelerator opening) by the driver, in other words, the driver's required driving force. The vehicle speed sensor 97 detects the traveling speed of the vehicle. The transmission control device 5 is connected to the engine control device 3 so as to be able to transmit and receive, and acquires various information related to engine control from the engine control device 3 as necessary.

  Here, the conditions for establishing the respective shift speeds (first to eighth speeds, reverse speed) in the automatic transmission 2 will be described with reference to FIGS. 5 and 6.

  FIG. 5 is an engagement table (operations) showing the relationship between the engagement state or disengagement state and each gear position in the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F1. Table). In FIG. 5, “◯” indicates “engaged state”, “×” indicates “released state”, “状態” indicates “engaged state during engine braking”, and Δ indicates “engaged state only during driving”.

  FIG. 6 shows the shift speeds (first speed to eighth speed, reverse) established by engagement of the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F1. It is a velocity diagram which shows the relationship between the stage) and the rotation speed ratio of each component in the two planetaries 31 and 32 before and after that. In FIG. 6, each vertical axis direction is the speed ratio of each component in the two planetaries 31 and 32, and the interval between the vertical axes is set according to the gear ratio of each element. In addition, C1 to C4, B1, B2, and F1 are written at points where the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F1 are engaged. Further, the input 1 to the input 4 shown in FIG. 6 indicate the input position of the rotational power from the input shaft 9, and the output shown in FIG. 6 is the rotation to be output to the output shaft 10. The output position of power is shown.

-Shift control-
Next, a shift map used for shift control of the automatic transmission 2 will be described with reference to FIG.

  The shift map shown in FIG. 7 is a map in which a plurality of areas for determining an appropriate gear stage are set according to the vehicle speed and the accelerator opening, with the vehicle speed and the accelerator opening as parameters. The shift map is stored in the ROM 52 of the transmission control device 5. Each region of the shift map is partitioned by a plurality of shift lines (gear stage switching lines). In FIG. 7, the upshift line (shift line) is indicated by a solid line, and the downshift line (shift line) is indicated by a broken line. In addition, each switching direction of upshifting and downshifting is indicated using numerals and arrows in the figure.

  Next, the basic operation of the shift control will be described.

  The transmission control device 5 calculates the vehicle speed from the output signal of the vehicle speed sensor 97, calculates the accelerator opening from the output signal of the accelerator opening sensor 95, and based on the vehicle speed and the accelerator opening, the shift map of FIG. The target gear stage is calculated with reference to the above, and the target gear stage is compared with the current gear stage to determine whether or not a speed change operation is necessary. If the result of the determination indicates that no speed change operation is required (when the target gear stage and the current gear stage are the same and the gear stage is set appropriately), a solenoid control signal for maintaining the current gear stage ( Command hydraulic signal) is output to the hydraulic control device 40 of the automatic transmission 2.

  On the other hand, when the target gear stage is different from the current gear stage, a speed change operation is performed. For example, when the driving state of the vehicle changes from a state where the gear stage of the automatic transmission 2 is in the “second gear” state, for example, changes from point PA to point PB in FIG. The target gear stage calculated from the shift map is “3rd speed” and the solenoid control signal (indicating hydraulic pressure signal) for setting the 3rd gear stage is automatically transmitted. Output to the second hydraulic control device 40 to perform a shift (2 → 3 upshift) from the second gear to the third gear.

-Characteristic part of embodiment-
The characteristic part of this embodiment is that, in the automatic transmission 2, during the power-on upshift, during execution of the torque down control, the input torque of the automatic transmission held at the start of the torque down control is The change is in accordance with the amount of change in the required driving force (accelerator opening). That is, a torque down control means for reducing the output torque of the engine 1 at the time of a power ON upshift, an input torque holding means for holding the input torque to the automatic transmission 2 at the start of the torque down control, A required driving force change amount calculating means for calculating a change amount of the required driving force and a changing means for changing the input torque held during execution of the torque down control based on the required driving force change amount are provided. .

  Specifically, the input torque to the automatic transmission 2 is temporarily held at the start of the torque down control for reducing the output torque of the engine 1 during the power ON upshift, and the shift control is performed according to the held input torque. In the automatic transmission 2 configured as described above, the held input torque is changed based on the change amount of the driver's required driving force during execution of the torque-down control. The details of this control will be described below with reference to the flowchart of FIG. 8 and the time chart of FIG.

  The transmission control routine shown in FIG. 8 is executed in the transmission control device 5. This routine is executed every predetermined time (for example, every several milliseconds) after the engine 1 is started.

  First, in step ST1, it is determined whether or not there is a power ON upshift shift output (shift instruction) based on the above-described various sensors and input information from the engine control device 3 to the transmission control device 5. Here, it is determined whether the vehicle state is power ON, in other words, whether the power is ON or OFF (power / ON determination) and whether there is a shift output of upshift. Is determined.

  The power ON / OFF determination is performed with reference to a power ON / OFF determination map as shown in FIG. 9, for example. This power ON / OFF determination map is stored in the ROM 52 of the transmission control device 5. The power ON / OFF determination map in FIG. 9 uses the vehicle speed and throttle opening as parameters to determine the power ON area and the power OFF area in advance through experiments and calculations, etc., and classifies the power ON and power OFF based on the results. This is a map in which determination lines (boundary lines) are set. Specifically, the power ON / OFF determination map includes a power ON region G1 on the side where the throttle opening is large across the determination line L1 that tends to increase monotonically from the lower left to the upper right on the map, and the throttle It is divided into a power OFF region G2 on the side with a smaller opening.

  The power ON / OFF determination is based on the vehicle speed and throttle opening calculated based on the output signal of the vehicle speed sensor 97 (or the output signal of the output shaft rotational speed sensor 93) and the output signal of the throttle opening sensor 96 shown in FIG. This is performed by determining which region belongs to the power ON / OFF determination map. If the vehicle state belongs to the power ON region G1, it is determined that the vehicle state is power ON, and if it belongs to the power OFF region G2, the vehicle state is determined to be power OFF. In place of the power ON / OFF determination map of FIG. 9, a power ON / OFF determination map based on other parameters relating to the running state of the vehicle may be used. For example, a power ON / OFF determination map using vehicle speed and engine load as parameters may be used.

  Whether or not there is an upshift shift output can be determined, for example, based on the current running state of the vehicle and whether or not there is a shift request based on the shift map of FIG. More specifically, when the traveling state of the vehicle changes across the upshift line on the shift map in FIG. 8, it is determined that there is an upshift request.

  If the determination result in step ST1 is affirmative, the process proceeds to step ST2. In FIG. 10, a power ON upshift shift output (here, 1 → 2 upshift) is generated at time t1. On the other hand, if the determination result is negative, the determination in step ST1 is repeated until there is a power ON upshift shift output (until a positive determination is obtained).

  Next, in step ST2, it is determined whether or not the electric throttle closing control is started. The electric throttle closing control is performed when there is a shift request for the power ON upshift, and is performed by the engine control device 3. The electric throttle closing control is performed during the power ON upshift operation because torque down control is performed to lower the engine 1 rotational speed by temporarily reducing the output torque of the engine 1.

  The determination in step ST2 is based on input information from the engine control device 3 to the transmission control device 5 to determine whether or not there is a request for closing the electronic throttle 12 in response to the shift request for the power ON upshift. Is possible. This determination may be performed based on the output signal of the throttle opening sensor 96. If the determination result in step ST2 is affirmative, the process proceeds to step ST3. In FIG. 10, the electric throttle closing control (torque down control) is started at time t2. On the other hand, if the determination result is negative, the process waits until the control of the electric throttle closing is started.

  Next, in step ST3, at the timing (time t2) when the electric throttle closing control is started, torque hold control for temporarily holding the input torque of the automatic transmission 2, that is, the turbine torque is performed. Here, the held input torque (turbine torque) is referred to as temporary turbine torque tthd. The torque hold control is performed, for example, by controlling a torque amplification amount (amplification factor) by the torque converter 20. In step ST3, specifically, a process of setting the turbine torque at the timing when the electric throttle closing control is started as a reference value of the temporary turbine torque tthd is performed. The input torque held at this time, that is, the set reference value of the provisional turbine torque tthd is temporarily stored in the RAM 53.

  At this timing, the reference value of the temporary turbine torque tthd is substantially the same as the engine output torque. However, as the electric throttle closing control (torque down control) proceeds, the actual turbine torque (actual turbine torque) decreases as the engine output torque decreases, as shown by the thin solid line in FIG. On the other hand, the temporary turbine torque tthd changes as shown by a thick solid line in FIG. 10 by the following control. During execution of the torque down control, the clutch pressure of the friction engagement element of the automatic transmission 2 is controlled by such temporary turbine torque tthd so that the shift control is performed.

  Next, in step ST4, it is determined whether or not the driver has performed an accelerator operation such as depressing or returning the accelerator pedal. In other words, it is determined whether or not the driver's required driving force has changed. This determination can be made based on the output signal of the accelerator opening sensor 95.

  Here, in a vehicle that performs vehicle integrated control (for example, VSC (Vehicle Stability Control)), the throttle control for controlling the throttle opening is performed by the throttle request by the vehicle integrated control without the driver performing the accelerator operation. May be. In this case, since the throttle request by the vehicle integrated control does not appear as the accelerator operation, in step ST4, it is determined whether or not there is a throttle request by the vehicle integrated control, instead of the above determination.

  If the determination result in step ST4 is affirmative, the process proceeds to step ST5. On the other hand, if the determination result is negative, the process proceeds to step ST7. In step ST7, it is determined whether or not the electric throttle closing control is ended. If the determination result is affirmative, the shift control routine is temporarily ended. On the other hand, if the determination result is negative, the process returns to step ST4. In FIG. 10, at the time t3, the control of closing the electric slot is finished.

  Therefore, during execution of torque down control (until the determination in step ST7 becomes affirmative), if no change in the required driving force is detected, the temporary turbine torque tthd remains set at the reference value. is there. However, if a change in the required driving force is detected at least once during execution of the torque-down control, the provisional turbine torque tthd is changed from the reference value by the following steps ST5 and ST6.

  In step ST5, a process of calculating a change amount (change amount per unit time) driveexpdtt of the required driving force is performed. This process can be performed by calculating the change amount of the accelerator opening calculated based on the output signal of the accelerator opening sensor 95. The change amount driveexpdtt of the required driving force becomes a positive value when the driver depresses the accelerator pedal, and conversely becomes a negative value when the driver depresses the accelerator pedal.

  Here, when it is determined in step ST4 whether or not there is a throttle request by the vehicle integrated control, in this step ST5, the change in the required driving force is calculated by calculating the amount of change in the throttle opening required by the vehicle integrated control. The amount is calculated.

  Next, in step ST6, a process for changing the temporary turbine torque tthd based on the change amount driveexpdtt of the required driving force is performed. The process of step ST6 is performed whenever the driver's required driving force changes during the period from time t2 to time t3 in FIG. 10 during execution of the electric throttle closing control (torque down control). Specifically, whenever a change in the required driving force is detected in step ST4, a change amount driveexpdtt of the required driving force is calculated in step ST5, and stored in the RAM 53 based on the change amount driveexpdtt in step ST6. The value of the temporary turbine torque tthd is updated [tthd (i) = tthd (i−1) + driveexpdtt]. In other words, in the current ((i)) step ST6, the temporary turbine torque tthd (i-1) updated in the previous ((i-1)) step ST6 is calculated in step ST5. The change amount driveexpdtt of the requested driving force is added, and as a result, the current temporary turbine torque tthd (i) is obtained. Then, the torque amplification amount (amplification factor) by the torque converter 20 is controlled so that the updated temporary turbine torque tthd is obtained. In the initial process of step ST6, the temporary turbine torque set as the reference value is updated.

  As a result, during the execution of the electric throttle closing control, the temporary turbine torque tthd changes following the change in the driver's required driving force. In FIG. 10, a change in the temporary turbine torque tthd when the required driving force increases (when the driver depresses the accelerator pedal) is indicated by a thin broken line. A curve (thick solid line) indicating the provisional turbine torque tthd is obtained by shifting a curve indicating a change in the required driving force.

  In this embodiment, the temporary turbine torque tthd (input torque of the automatic transmission 2) is changed in accordance with the change in the driver's required driving force, so that the shift control according to the driver's required driving force is possible. At the same time, it is possible to prevent the influence of the torque-down control (the control of the electric throttle closing) from being exerted on the shift control.

  Specifically, at the end of the torque-down control (when returning from the electric throttle closing control), the throttle opening is controlled to an opening according to the driver's required driving force, so that the actual turbine torque (≈ Even if the engine output torque) changes abruptly, the difference between the actual turbine torque and the temporary turbine torque tthd can be kept small. That is, as shown in FIG. 10, the divergence between the actual turbine torque and the temporary turbine torque tthd can be suppressed smaller than when the temporary turbine torque is held at a constant value (indicated by a thick broken line in FIG. 10). As a result, it is possible to avoid a situation in which the clutch pressure of the friction engagement element of the automatic transmission 2 is insufficient and a shift operation cannot be performed, or a clutch shock is generated due to the clutch pressure being too large. For example, as shown in FIG. 10, the actual turbine torque rapidly increases upon return from the electric throttle closing control, but the temporary turbine torque tthd follows the increase in the required driving force during execution of the torque-down control. Therefore, the difference between the actual turbine torque and the temporary turbine torque tthd can be suppressed to a small value when returning from the electric throttle closing control. Thereby, the situation where the clutch pressure of a friction engagement element is insufficient can be avoided.

  Further, during the torque reduction control, the clutch pressure of the friction engagement element of the automatic transmission 2 is controlled by the temporary turbine torque tthd to perform the shift control, so the clutch pressure of the friction engagement element of the automatic transmission 2 is insufficient. Thus, it is possible to avoid a shift operation from being performed or a clutch shock from being excessively high and causing a shift shock. For example, as shown in FIG. 10, when the required driving force increases, the provisional turbine torque tthd also increases following, so that a situation where the clutch pressure of the friction engagement element is insufficient can be avoided and the shift time can be shortened. be able to.

-Other embodiments-
Although the embodiment of the present invention has been described above, the embodiment shown here is an example and can be variously modified.

  (1) In the above-described embodiment, an example in which the present invention is applied to the shift control of an automatic transmission with eight forward shifts is shown. However, the present invention is not limited to this, and automatic shifts of other arbitrary shift stages are possible. It can also be applied to gear shift control of a machine.

  (2) In the above embodiment, the example in which the shift control is executed by obtaining an appropriate shift speed based on the vehicle speed and the accelerator opening is shown, but the present invention is not limited to this, and the vehicle speed and the throttle opening are not limited. The shift control may be executed by obtaining an appropriate shift stage based on the shift speed. Further, the shift control may be executed by obtaining an appropriate shift stage based on other parameters relating to the running state of the vehicle.

  (3) The engine mounted on the vehicle to which the present invention is applied may be a gasoline engine or a diesel engine.

1 is a schematic configuration diagram illustrating a power train of a vehicle according to an embodiment. It is a skeleton figure which shows an example of an automatic transmission. It is a perspective view which shows typically the transmission mechanism part of an automatic transmission. It is a block diagram which shows the structure of a transmission control apparatus. It is a figure which shows the engagement state for every gear stage of each clutch and each brake in the transmission mechanism part of an automatic transmission. It is a speed diagram which shows the rotation speed ratio of each component in each planetary of the transmission mechanism part of an automatic transmission for every gear stage. It is a figure which shows the shift map used for the shift control of an automatic transmission. It is a flowchart which shows an example of the shift control of an automatic transmission. It is a figure which shows the map used for power ON / OFF determination. FIG. 9 is a time chart related to the operation description of FIG. 8. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 3 Engine control apparatus 5 Transmission control apparatus 30 Transmission mechanism part 40 Hydraulic control circuit

Claims (3)

In a vehicle equipped with an internal combustion engine and an automatic transmission connected to the internal combustion engine, torque down control means for performing torque down control for reducing the engine torque of the internal combustion engine during a power ON upshift of the automatic transmission And an input torque holding means for holding the input torque of the automatic transmission at the start of the torque down control, and a vehicle control device configured to perform the shift control of the automatic transmission according to the held input torque. There,
A required driving force change amount calculating means for calculating a change amount of the driver's required driving force;
A vehicle control apparatus comprising: a changing unit that changes the held input torque based on the required driving force change amount during execution of the torque down control. The vehicle control device according to claim 1,
The requested driving force change amount is calculated in accordance with a driver's accelerator pedal operation. The vehicle control device according to claim 1 or 2,
The torque control is performed by controlling a throttle opening of an internal combustion engine.

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