JP2009275558A - Control device of vehicle and control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To produce a feeling of gear change in correspondence with an accelerating intention of a driver on a vehicle furnished with a driving source and an automatic transmission. <P>SOLUTION: An ECU judges that the driver has the obvious accelerating intention (YES at S102) when the driver selects a sport mode thinking much of acceleration at an automatic gear change mode or when the driver carries out upshift operation at a manual gear change mode when an upshift condition is established (YES at S100) and carries out engine torque up control (S114) when accelerator opening ACC exceeds a threshold value (YES at S110) and a torque up permitting condition is established (YES at S112). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to control of a vehicle including a drive source and an automatic transmission, and more particularly to control of a drive source when upshifting an automatic transmission.

  Conventionally, in a vehicle equipped with an engine and an automatic transmission, in order to prevent a shift shock and shorten a shift time, a control (torque down control) that reduces the output torque of the engine during an upshift in the automatic transmission. ) Is known. A technique for optimally performing such torque down control is disclosed in, for example, Japanese Patent Laid-Open No. 6-293230 (Patent Document 1).

  A control device disclosed in Japanese Patent Laid-Open No. 6-293230 includes a travel state detection unit that detects a travel state of a vehicle, a shift control unit that shifts an automatic transmission in response to an input from the travel state detection unit, An automatic transmission including a torque-down control unit that performs torque-down of the engine by operating the engine operation unit at a predetermined shift is controlled. This control device detects a running resistance acting on the vehicle, and changes the amount of torque reduction during shifting as the detected running resistance increases.

According to the control device disclosed in Japanese Patent Laid-Open No. 6-293230, when the running resistance increases due to a change in running conditions due to differences in road surface gradient, tire rolling resistance, air resistance, loaded load, etc. The torque down amount is changed small. Therefore, it is possible to suppress a decrease in acceleration force due to an excessive torque down amount with respect to the torque down amount.
JP-A-6-293230 JP-A-8-218909 Japanese Unexamined Patent Publication No. 7-42579 JP 2003-184594 A

  By the way, the acceleration during the upshift is reduced by the torque down control described above. Therefore, if torque reduction control is executed even when the driver places importance on acceleration rather than prevention of shift shock and shortening of the shift time, it is possible to produce a shift feeling according to the driver's intention to accelerate. Can not.

  JP-A-6-293230, JP-A-8-218909, JP-A-7-42579, and JP-A-2003-184594 do not mention any technique for solving such a problem. .

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control device and a control method that can produce a shift feeling according to the driver's intention to accelerate. .

  A control device according to a first invention controls a vehicle including a drive source and an automatic transmission connected to the drive source. This control device determines that the acceleration intention is present by the acceleration intention determination means for determining whether or not the driver has an acceleration intention based on information different from the accelerator opening, and the acceleration intention determination means. Torque up control means for executing torque up control for increasing the output torque of the drive source when upshifting is being executed in the automatic transmission, compared to a case where it is not determined that there is an acceleration intention. Including.

  In the control device according to the second invention, in addition to the configuration of the first invention, in the automatic transmission, any of the automatic upshift condition based on the state of the vehicle and the manual upshift condition based on the manual operation of the driver is selected. Upshift is executed when any of these conditions is satisfied. The control device further includes condition determining means for determining whether any one of the automatic upshift condition and the manual upshift condition is satisfied. The acceleration intention determination means determines that the acceleration intention exists when the condition determination means determines that the manual upshift condition is satisfied.

  In the control device according to the third invention, in addition to the configuration of the first invention, the vehicle has a normal mode and a sports mode in which acceleration is more important than the normal mode as a running mode. The control device further includes selection determination means for determining whether or not the driver has selected the sport mode as the travel mode. The acceleration intention determination means determines that the acceleration intention exists when the selection determination means determines that the driver has selected the sports mode.

  In the control device according to the fourth aspect of the invention, in addition to the configuration of the third aspect, in the automatic transmission, any of the automatic upshift condition based on the state of the vehicle and the manual upshift condition based on the manual operation of the driver is selected. Upshift is executed when any of these conditions is satisfied. The control device further includes condition determining means for determining whether any one of the automatic upshift condition and the manual upshift condition is satisfied. The acceleration intention determination means accelerates when the condition determination means determines that the automatic upshift condition is satisfied and when the selection determination means determines that the driver has selected driving in the sport mode. Judge that there is a will.

  In the control device according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the control device further includes an opening degree detecting means for detecting the accelerator opening degree. The torque-up control means executes torque-up control when the acceleration intention determination means determines that there is an intention to accelerate and when the accelerator opening detected by the opening detection means is larger than a threshold value. .

  In addition to the configuration of the first invention, the control device according to the sixth aspect of the present invention is the control of the output torque of the drive source by the torque up control means when a predetermined time has elapsed since the completion of the upshift in the automatic transmission. It further includes stop means for stopping the increase.

  In the control device according to the seventh aspect of the invention, in addition to the configuration of the sixth aspect of the invention, the stopping means reduces the output torque of the drive source at a slower rate of change than when the output torque is increased by the torque-up control means. .

  The control methods according to the eighth to fourteenth inventions have the same requirements as the control devices according to the first to seventh inventions, respectively.

  According to the present invention, it is determined whether or not the driver has an intention to accelerate based on information different from the accelerator opening, and when it is determined that the driver has an intention to accelerate, the drive source at the time of upshift is determined. When the output torque is increased and it is not determined that the intention to accelerate exists, the output torque of the drive source during the upshift is not increased. Therefore, it is possible to produce a feeling of shifting according to the driver's intention to accelerate during upshifting.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A vehicle 10 equipped with a control device according to an embodiment of the present invention will be described with reference to FIG. The vehicle 10 is a front engine front drive (FF) vehicle. A vehicle other than FF may be used.

  Vehicle 10 includes an engine 100, a torque converter 210, an automatic transmission 200, drive wheels 12, a differential gear 14, a drive shaft 16, and an ECU (Electronic Control Unit) 400.

  Engine 100 is an internal combustion engine that burns a mixture of fuel and air injected from an injector (not shown) in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated.

  Automatic transmission 200 includes a planetary gear unit 300 and a hydraulic circuit 220. Automatic transmission 200 is connected to engine 100 via torque converter 210. Hydraulic circuit 220 controls the operating states of the clutch elements and brake elements inside planetary gear unit 300 in accordance with a shift command from ECU 400. Thereby, automatic transmission 200 forms a desired gear stage, and changes the rotational speed of the crankshaft to a desired rotational speed.

  The output gear of the automatic transmission 200 meshes with the differential gear 14. A drive shaft 16 is connected to the differential gear 14 by spline fitting or the like. Power is transmitted to the left and right drive wheels 12 via the drive shaft 16.

  The ECU 400 includes a vehicle speed sensor 50, a position switch 54 of a shift lever 52 movably provided along a shift passage formed in the shift gate 80, an accelerator opening sensor 58 of an accelerator pedal 56, and brake pedal 60. The stroke sensor 62, the throttle opening sensor 64 of the electronic throttle valve 114, the engine speed sensor 66, the input shaft speed sensor 70, and the output shaft speed sensor 72 are connected via a harness or the like. Yes.

  The vehicle speed sensor 50 detects the vehicle speed V of the vehicle 10 from the rotational speed of the drive shaft 16. The position switch 54 detects the position (shift position) SP of the shift lever 52. The accelerator opening sensor 58 detects the opening (accelerator opening) ACC of the accelerator pedal 56. The stroke sensor 62 detects a stroke amount (brake stroke amount) BS of the brake pedal 60. The throttle opening sensor 64 detects the opening (throttle opening) of the electronic throttle valve 114. The engine speed sensor 66 detects the rotational speed (engine speed) NE of the crankshaft of the engine 100. The input shaft speed sensor 70 detects the input shaft speed NIN of the automatic transmission 200. The output shaft speed sensor 72 detects the output shaft speed NOUT of the automatic transmission 200. These sensors transmit a signal representing the detection result to ECU 400.

  Further, the sports mode selection switch 90 is connected to the ECU 400. The sports mode selection switch 90 is a switch for the driver to select traveling in a sports mode that emphasizes acceleration. When ECU 400 detects that the sport mode selection switch 90 has been turned on by the driver, ECU 400 changes the shift map used for shift determination in the automatic shift mode, which will be described later, from the normal mode shift map to the sport mode shift map. . In the sport mode shift map, the upshift line is set at a higher speed than the normal mode shift map. As a result, the traveling range at the low gear is expanded, so that the driver can enjoy a great feeling of acceleration.

  ECU 400 includes vehicle speed sensor 50, position switch 54, accelerator position sensor 58, stroke sensor 62, throttle position sensor 64, engine speed sensor 66, input shaft speed sensor 70, output shaft speed sensor 72, and sport mode selection. Based on a signal sent from the switch 90 or the like, a map and a program stored in a ROM (Read Only Memory), the devices are controlled so that the vehicle 10 is in a desired running state.

  In the present embodiment, ECU 400 selects the 1st to 6th gears when D (drive) range is selected as the shift range of automatic transmission 200 when shift lever 52 is positioned at the D (drive) position. The automatic transmission 200 is controlled so that one of the gear positions is formed. The automatic transmission 200 can transmit the driving force to the drive wheels 12 by forming any one of the first to sixth gears. Note that the gear stage formed by the automatic transmission 200 is not limited to the first to sixth gears.

  The shift gate 80 will be described with reference to FIG. As shown in FIG. 2, a shift passage 82 is formed in the shift gate 80.

  The shift lever 52 is provided so as to be movable along the shift passage 82. A plurality of shift positions corresponding to each shift position in the automatic transmission 200 are set in the shift passage 82.

  The plurality of shift positions include, for example, a forward position (hereinafter referred to as D position), a neutral position (hereinafter referred to as N position), a parking position (hereinafter referred to as P position), and a reverse position ( Hereinafter, it is described as R position).

  The shift gate 80 is formed so that the shift lever 52 can move from the position corresponding to the P position to the R position, the N position, and the D position on the lower side in FIG.

  A sub gate 84 is connected to the shift passage 82. The shift passage 82 is connected to the central portion of the sub-gate 84 in the vertical direction of the drawing in FIG. A shift position (hereinafter referred to as “M position”) corresponding to a manual shift mode in which the driver can select an arbitrary gear according to the operation of the shift lever 52 by the driver is set at the center of the sub-gate 84. When the shift lever 52 is moved from the D position to the right in FIG. 2, the M position is reached.

  In the sub-gate 84, when the shift lever 52 is moved from the M position in the upward direction on the paper surface of FIG. 2, the (+) position is reached, and when the shift lever 52 is moved downward on the paper surface in FIG.

  The shape of the shift gate 80 is not particularly limited to this. Further, the shift gate 80 may be provided at the driver's seat so that the upward direction in the drawing of FIG. 2 is the front direction of the vehicle, or the upward direction of the drawing in FIG. Thus, it may be provided in the driver's seat. Further, a dedicated paddle switch for the driver to perform the (+) operation and the (−) operation may be provided at a position different from the shift gate 80.

  The driver operates the shift lever 52 along the shift passage 82 formed in the shift gate 80 to move the shift lever 52 to a desired position (shift position). The driver can select the power transmission state of the automatic transmission 200 by changing the position of the shift lever 52.

  When the driver moves the shift lever 52 to the D position, a signal indicating that the D position has been selected is transmitted from the position switch 54 to the ECU 400. When ECU 400 receives a signal indicating that the D position has been selected from position switch 54, ECU 400 controls automatic transmission 200 to travel forward in the automatic transmission mode.

  When the automatic transmission mode is selected, ECU 400 performs automatic transmission of automatic transmission 200 based on the above-described transmission map (normal mode transmission map or sports mode transmission map). In these shift maps, an upshift line and a downshift line are set using the vehicle speed V and the accelerator opening ACC as parameters.

  When the driver moves the shift lever 52 to the M position, a signal indicating that the M position has been selected is transmitted from the position switch 54 to the ECU 400. When ECU 400 receives a signal indicating that the M position has been selected from position switch 54, ECU 400 controls automatic transmission 200 to travel forward in the manual shift mode.

  When the driver 400 receives from the position switch 54 a signal indicating that the driver has moved the shift lever 52 from the M position to the (+) position (hereinafter also referred to as (+) operation), the ECU 400 starts from the gear stage currently being output. In addition, a manual upshift command signal for upshifting to the first gear stage is generated and output to the hydraulic circuit 220. That is, in the manual shift mode, the upshift is manually performed by the driver's (+) operation.

  When the driver 400 receives from the position switch 54 a signal indicating that the driver has moved the shift lever 52 from the M position to the (−) position (hereinafter also referred to as (−) operation), the ECU 400 starts from the gear stage currently being output. Also, a manual downshift signal for downshifting to the first gear position is generated and output to the hydraulic circuit 220. That is, in the manual shift mode, the downshift is manually performed by the driver's (−) operation.

  In the present embodiment, when the upshift is executed, ECU 400 controls the throttle opening to prevent the shift shock and shorten the shift time, and the engine torque is set to a value corresponding to the accelerator opening ACC. Also, torque down control is executed to temporarily reduce the torque. It should be noted that torque reduction control may be executed by controlling the fuel injection amount of engine 100 instead of or in addition to the throttle opening.

  Such torque down control prevents shift shock and shortens the shift time, while reducing the acceleration during upshift. Therefore, when the driver places importance on acceleration, it is not always in accordance with the driver's request to reduce the engine torque by the torque down control.

  Therefore, in the control device according to the present embodiment, when there is a clear intention of acceleration by the driver at the time of upshift, torque up control for increasing the engine torque is performed.

  FIG. 3 shows a functional block diagram of ECU 400 constituting the control device according to the present embodiment. ECU 400 includes an input interface (hereinafter referred to as input I / F) 410, an arithmetic processing unit 420, a storage unit 430, and an output interface (hereinafter referred to as output I / F) 440.

  The input I / F 410 includes a shift position SP from the position switch 54, an accelerator opening ACC from the accelerator opening sensor 58, an input shaft rotation speed NIN from the input shaft rotation speed sensor 70, and an output from the output shaft rotation speed sensor 72. The shaft speed NOUT and the vehicle speed V from the vehicle speed sensor 50 are received and transmitted to the arithmetic processing unit 420.

  Various information, programs, threshold values, the shift map described above, and the like are stored in the storage unit 430, and data is read from or stored in the arithmetic processing unit 420 as necessary.

  Arithmetic processing unit 420 includes an upshift determination unit 421, an acceleration intention determination unit 422, an accelerator opening determination unit 423, a torque up condition determination unit 424, and a torque up control unit 425.

  The upshift determination unit 421 determines whether or not an upshift is executed when an upshift condition is satisfied. The upshift condition is a condition that the intersection of the accelerator opening ACC and the vehicle speed V on the shift map exceeds the upshift line in the automatic shift mode (hereinafter also referred to as “automatic upshift condition”), and the manual shift mode. In FIG. 4A, the driver performs any (+) operation (hereinafter also referred to as “manual upshift condition”). The upshift is executed when either the automatic upshift condition or the manual upshift condition is satisfied.

  The acceleration intention determination unit 422 determines whether or not there is a clear acceleration intention by the driver based on information other than the accelerator opening ACC. When the upshift is executed when the automatic upshift condition is satisfied, the acceleration intention determination unit 422 determines that there is an obvious acceleration intention by the driver when the sports mode selection switch 90 is turned on. The acceleration intention determination unit 422 determines that there is an unambiguous acceleration intention by the driver unconditionally when an upshift is executed when the manual upshift condition is satisfied. In other words, the acceleration intention determination unit 422 estimates the driver's intention to place greater importance on acceleration feeling during upshifting than prevention of shift shock and shortening of the shift time based on information other than the accelerator opening ACC. It is.

  The accelerator opening degree determination unit 423 determines whether or not the accelerator opening degree ACC is larger than a threshold value. This threshold value is set to a value high enough to confirm the driver's intention to accelerate during the upshift. That is, the accelerator opening degree determination unit 423 estimates the driver's intention to place greater importance on acceleration feeling during upshifting than prevention of shift shock and shortening of the shift time based on the accelerator opening ACC. .

  Torque up condition determining unit 424 determines whether or not a predetermined torque up permission condition is satisfied. The torque-up condition determining unit 424 determines that the torque-up permission condition is not satisfied, for example, at a low accelerator opening that feels popping out due to torque-up or when the accelerator is fully open at which torque cannot be increased any more. Further, the torque-up condition determination unit 424 also causes a slip when the distance between the vehicle and the front vehicle is short and the possibility of a collision with the vehicle increases due to the torque increase or when the vehicle runs on a low friction road. Even when the possibility increases, it is determined that the torque-up permission condition is not satisfied. The torque-up permission condition is not limited to the above.

  The torque-up control unit 425 performs engine torque-up control for temporarily increasing the engine torque when the torque-up permission condition is satisfied. The torque-up control unit 425 outputs an engine torque control signal for increasing the target engine torque from the output I / F 440 to the electronic throttle valve 114.

  In the present embodiment, the upshift determination unit 421, the acceleration intention determination unit 422, the accelerator opening determination unit 423, the torque up condition determination unit 424, and the torque up control unit 425 are all arithmetic processing. Although the description will be made assuming that the CPU that is the unit 420 functions as software that is realized by executing the program stored in the storage unit 430, it may be realized by hardware. Such a program is recorded on a storage medium and mounted on the vehicle.

  With reference to FIG. 4, a control structure of a program executed by ECU 400 which is the control apparatus according to the present embodiment will be described. Note that this program is repeatedly executed at a predetermined cycle time.

  In step (hereinafter step is abbreviated as S) 100, ECU 400 determines whether or not an upshift condition is satisfied. Note that the upshift condition is one of the automatic upshift condition and the manual upshift condition described above. If the upshift condition is satisfied (YES in S100), the process proceeds to S102. Otherwise (NO in S100), this process ends.

  In S102, ECU 400 determines whether or not there is a clear intention to accelerate by the driver. As described above, ECU 400 determines that the driver has a clear intention to accelerate when the automatic upshift condition is satisfied and sports mode selection switch 90 is turned on. ECU 400 determines that there is a clear acceleration intention by the driver unconditionally when the manual upshift condition is satisfied. If there is a clear intention to accelerate by the driver (YES in S102), the process proceeds to S106. Otherwise (NO in S102), the process proceeds to S104.

  In S104, ECU 400 executes engine torque down control for reducing engine torque by a predetermined amount from a value corresponding to accelerator opening ACC.

  In S106, ECU 400 determines whether or not the upshift has been completed. When the upshift is completed (YES in S106), the process proceeds to S108. Otherwise (NO in S106), the process returns to S104. In S108, ECU 400 stops the engine torque down control.

  In S110, ECU 400 determines whether or not accelerator opening ACC exceeds a threshold value. As described above, this threshold value is set to a value that is high enough to confirm the driver's intention to accelerate during the upshift. If accelerator opening ACC exceeds the threshold value (YES in S110), the process proceeds to S112. Otherwise (NO in S110), the process proceeds to S104.

  In S112, ECU 400 determines whether or not a torque-up permission condition is satisfied. If the torque-up permission condition is satisfied (YES in S112), the process proceeds to S114. Otherwise (NO in S112), the process proceeds to S104.

  In S114, ECU 400 performs an engine torque up control for increasing the engine torque by a predetermined amount from the value set in the engine torque down control (the process of S104).

  In S116, ECU 400 determines whether or not a predetermined time has elapsed since the end of the upshift. If the predetermined time has elapsed since the end of the upshift (YES in S116), the process proceeds to S118. Otherwise (NO in S116), the process returns to S114.

  In S118, ECU 400 stops engine torque increase control. At this time, the ECU 400 reduces the engine torque to a value corresponding to the accelerator opening ACC at a slower rate of change (amount of change per unit time) than when the engine torque is increased by the engine torque increase control (the processing of S114). .

  In S120, ECU 400 performs normal control of engine torque. ECU 400 sets the engine torque to a value corresponding to accelerator opening ACC.

  Engine torque controlled by ECU 400, which is the control device according to the present embodiment, based on the above-described structure and flowchart will be described with reference to FIG.

  As shown in FIG. 5, at time t1, when the manual upshift condition is satisfied by the driver's (+) operation in the manual shift mode (YES in S100), the driver accelerates during the upshift. It is estimated that the feeling is important, and it is determined that the driver has a clear intention to accelerate (YES in S100, YES in S102).

  Further, when accelerator opening ACC exceeds the threshold value (YES in S110), it becomes clearer that the driver attaches importance to the acceleration feeling at the time of the upshift, and therefore the torque-up permission condition is On condition that it is established (YES in S112), the engine torque is increased at time t2 as compared to the time of engine torque down control (see the alternate long and short dash line) (S110).

  As a result, as shown in FIG. 5, the clutch torque and the output shaft torque during the upshift can be increased as compared with the engine torque down control. Therefore, it is possible to produce a shift feeling according to the driver's intention to accelerate.

  Further, the input shaft rotational speed NIN decreases to the synchronous rotational speed after the upshift (the product of the output shaft rotational speed NOUT and the speed ratio after the upshift), and after the time t3 when the upshift is completed, the predetermined speed is also reached. The engine torque continues to increase until time t4 when the time elapses (NO in S112, S114). Therefore, compared with the case where the increase of the engine torque is stopped simultaneously with the end of the upshift, it is possible to continuously produce a shift feeling according to the driver's acceleration intention without giving the driver a sense of incongruity.

  The engine torque up is stopped at time t4 when a predetermined time has elapsed from time t3 when the upshift is completed (S118). At this time, the engine torque is reduced to a value corresponding to the accelerator opening ACC at a slower rate of change (amount of change per unit time) than when the engine torque is increased. As a result, it is possible to suppress a sudden decrease in the driving force that is not requested by the driver, and therefore it is possible to shift to the normal engine torque control (S120) without giving the driver a sense of incongruity.

  As described above, according to the control device of the present embodiment, according to the present invention, it is determined whether or not there is a clear acceleration intention by the driver based on information other than the accelerator opening ACC, and driving When it is determined that there is an obvious intention to accelerate, engine torque up control is performed at the time of upshift, and when it is not determined that there is an obvious intention to accelerate, engine torque up control is not performed at the time of upshift. Therefore, it is possible to produce a feeling of shifting according to the driver's intention to accelerate during upshifting.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. It is a figure which shows the shape of the shift gate in embodiment of this invention. It is a functional block diagram of a control device concerning an embodiment of the invention. It is a flowchart which shows the control structure of ECU which comprises the control apparatus which concerns on embodiment of this invention. It is a timing chart of the engine torque controlled by the control device concerning an embodiment of the invention.

Explanation of symbols

  10 vehicles, 12 drive wheels, 14 differential gears, 16 drive shafts, 50 vehicle speed sensors, 52 shift levers, 54 position switches, 56 accelerator pedals, 58 accelerator opening sensors, 60 brake pedals, 62 stroke sensors, 64 throttle opening sensors , 66 Engine speed sensor, 70 Input shaft speed sensor, 72 Output shaft speed sensor, 80 Shift gate, 82 Shift passage, 84 Sub gate, 90 Sport mode selection switch, 100 Engine, 114 Electronic throttle valve, 200 Automatic transmission, 210 torque converter, 220 hydraulic circuit, 300 planetary gear unit, 400 ECU, 410 input I / F, 420 arithmetic processing unit, 421 upshift determination unit, 422 Acceleration intention determination unit, 423 Accelerator opening determination unit, 424 Torque-up condition determination unit, 425 Torque-up control unit, 430 Storage unit, 440 Output I / F.

Claims (14)

A vehicle control device comprising a drive source and an automatic transmission connected to the drive source,
Acceleration intention determination means for determining whether or not the driver has an acceleration intention based on information different from the accelerator opening;
When the acceleration intention determination means determines that the acceleration intention exists, the output torque of the drive source when the upshift is executed in the automatic transmission, compared to when the acceleration intention does not exist And a torque-up control means for executing torque-up control for increasing the vehicle. In the automatic transmission, an upshift is executed when any one of an automatic upshift condition based on the state of the vehicle and a manual upshift condition based on a manual operation of the driver is satisfied,
The control device further includes condition determining means for determining whether any of the automatic upshift condition and the manual upshift condition is satisfied,
The vehicle control device according to claim 1, wherein the acceleration intention determination unit determines that the acceleration intention exists when the condition determination unit determines that the manual upshift condition is satisfied. The vehicle has a normal mode as a running mode and a sports mode in which acceleration is more important than the normal mode,
The control device further includes selection determination means for determining whether or not the driver has selected the sports mode as a running mode,
2. The vehicle control device according to claim 1, wherein the acceleration intention determination unit determines that the acceleration intention exists when the selection determination unit determines that the driver has selected the sport mode. . In the automatic transmission, an upshift is executed when any one of an automatic upshift condition based on the state of the vehicle and a manual upshift condition based on a manual operation of the driver is satisfied,
The control device further includes condition determining means for determining whether any of the automatic upshift condition and the manual upshift condition is satisfied,
The acceleration intention determination unit determines that the condition determination unit determines that the automatic upshift condition is satisfied, and the selection determination unit determines that the driver has selected driving in the sport mode. The vehicle control device according to claim 3, wherein when it is determined, the acceleration intention is determined to exist. The control device further includes an opening degree detecting means for detecting the accelerator opening degree,
The torque-up control means is when the acceleration intention determination means determines that the acceleration intention exists and when the accelerator opening detected by the opening detection means is larger than a threshold value, The vehicle control device according to claim 1, wherein torque up control is executed.   The control device further includes stop means for stopping an increase in output torque of the drive source by the torque up control means when a predetermined time has elapsed after completion of the upshift in the automatic transmission. The vehicle control device according to claim 1.   The vehicle control device according to claim 6, wherein the stopping unit decreases the output torque of the drive source at a slower rate of change than when the output torque is increased by the torque-up control unit. A control method performed by a control device that controls a vehicle including a drive source and an automatic transmission connected to the drive source,
An acceleration intention determination step for determining whether or not the driver has an acceleration intention based on information different from the accelerator opening;
When it is determined in the acceleration intention determination step that the acceleration intention exists, the output torque of the drive source when the upshift is executed in the automatic transmission, compared to the case where the acceleration intention is not determined to exist. And a torque-up control step for executing torque-up control to increase the vehicle. In the automatic transmission, an upshift is executed when any one of an automatic upshift condition based on the state of the vehicle and a manual upshift condition based on a manual operation of the driver is satisfied,
The control method further includes a condition determination step for determining whether any of the automatic upshift condition and the manual upshift condition is satisfied,
The vehicle control method according to claim 8, wherein the acceleration intention determination step determines that the acceleration intention exists when it is determined in the condition determination step that the manual upshift condition is satisfied. The vehicle has a normal mode as a running mode and a sports mode in which acceleration is more important than the normal mode,
The control method further includes a selection determination step of determining whether or not the driver has selected the sports mode as a driving mode,
The vehicle control method according to claim 8, wherein the acceleration intention determination step determines that the acceleration intention exists when it is determined in the selection determination step that the driver has selected the sports mode. . In the automatic transmission, an upshift is executed when any one of an automatic upshift condition based on the state of the vehicle and a manual upshift condition based on a manual operation of the driver is satisfied,
The control method further includes a condition determination step for determining whether any of the automatic upshift condition and the manual upshift condition is satisfied,
In the acceleration intention determination step, it is determined in the condition determination step that the automatic upshift condition is satisfied, and in the selection determination step, it is determined that the driver has selected driving in the sports mode. The vehicle control method according to claim 10, wherein when it is determined, the acceleration intention is determined to exist. The control method further includes an opening degree detecting step for detecting the accelerator opening degree,
The torque increasing step is performed when the acceleration intention determination step determines that the acceleration intention exists and when the accelerator opening detected in the opening detection step is larger than a threshold value. The vehicle control method according to claim 8, wherein up control is executed.   The control method further includes a stop step of stopping an increase in output torque of the drive source by the torque up control step when a predetermined time has elapsed after completion of the upshift in the automatic transmission. The vehicle control method according to claim 8.   14. The vehicle control method according to claim 13, wherein the stopping step decreases the output torque of the drive source at a slower rate of change than when the output torque is increased by the torque-up control step.

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