JP2010151281A - Controller and control method for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrain increase of the number of gear changes based on stepping-back of a position of an accelerator after downshifting at a power-on state. <P>SOLUTION: When a speed change gear corresponding to former speed change determination is smaller that the speed change gear corresponding to speed change output (S102) and the speed change gear corresponding to former speed change determination becomes speed change determination using a speed change diagram (yes at S104) and the speed change gear corresponding to former speed change determination is speed change determination corresponding to downshifting at a power-on state (yes at S106) and the speed change gear determined by using the speed change diagram is smaller than speed change output (yes at S108), an electronic control unit 8,000 executes a program including a step (S110) of reading a speed change diagram at a different way, and a step (S114) of increasing one step from a target speed change gear when determining that upshifting is required (yes at S112). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to control of a vehicle equipped with a drive source and an automatic transmission, and more particularly to control of an automatic transmission that reduces a downshift and the number of shifts not intended by a driver.

  2. Description of the Related Art Conventionally, an automatic transmission that forms a desired gear stage by combining friction engagement elements such as a clutch and a brake is known. In this automatic transmission, shifting is performed according to the accelerator opening (the amount of depression of the accelerator pedal) and the vehicle speed. For example, when the accelerator opening is suddenly increased by the driver's operation while the vehicle is traveling, a downshift (hereinafter referred to as a power-on downshift) may be performed.

  Japanese Patent Laying-Open No. 2007-132400 (Patent Document 1) discloses a shift control device for an automatic transmission that can suppress the occurrence of a shift shock when shifting down in a power-on state during clutch-to-clutch shift. The shift control device of the automatic transmission is an automatic transmission that shifts the rotation transmitted from the power source to the input member. At the time of downshift in the power-on state, the engaged friction engagement device is released. A shift of an automatic transmission in which the rotational speed of the input member is increased by the torque output from the power source and the shift is advanced, and the released friction engagement device is engaged at a predetermined timing to switch the shift stage. The control device includes an auxiliary load reducing means for reducing the auxiliary load of the power source when the shift is not progressing based on the progress of the shift.

According to the shift control device for an automatic transmission disclosed in the above publication, the rotational speed of the input member does not have to be increased by a newly engaged friction engagement device in order to advance the shift. It becomes possible to suppress the occurrence of a shift shock accompanying the increase.
JP 2007-132400 A

  However, when the driver suddenly increases the accelerator opening, the vehicle may be downshifted to a lower gear than expected by the driver. In such a case, the driver performs an operation of returning the accelerator opening degree again with the intention of upshifting in order to return to the gear stage expected by the driver after the downshift. Therefore, there is a problem that the number of shifts increases unnecessarily.

  The shift control device for an automatic transmission disclosed in the above-mentioned publication does not consider such problems and cannot solve them.

  The present invention has been made to solve the above-described problem, and an object of the present invention is to provide a vehicle control device and control method that suppress an increase in the number of shifts caused by stepping back the accelerator opening after a power-on downshift. Is to provide.

  A vehicle control apparatus according to a first aspect of the present invention is a vehicle control apparatus that includes a drive source and an automatic transmission that is connected to the drive source and shifts based on a running state of the vehicle and a shift diagram. The shift diagram shows an upshift line used to determine a shift from the first shift stage to the second shift stage that is continuous on the upshift side, and a shift determination from the second shift stage to the first shift stage. Used downshift lines. The control device includes speed detection means for detecting the speed of the vehicle, request output detection means for detecting the required output of the drive source, and shift determination based on the speed of the vehicle, the required output, and a shift diagram. Shift determining means for performing and determining a shift output used for shift control of the automatic transmission based on whether or not the state of the automatic transmission is in a state of allowing tracking of the result of the shift determination. Determining means. The shift determination means is that the condition that the shift determination corresponding to the power-on downshift is performed and the shift speed corresponding to the shift determination based on the shift diagram and the shift speed corresponding to the shift output do not match. When the replacement condition including the condition is satisfied, the shift determination of the upshift is performed based on the downshift line. A vehicle control method according to a fourth invention has the same configuration as the vehicle control device according to the first invention.

  According to the first aspect of the present invention, when the accelerator pedal is depressed after the shift determination corresponding to the power-on downshift is made, the position specified on the shift map based on the traveling state is determined from the upshift line. Will cross the downshift line first. Therefore, when the rereading condition is satisfied, a shift determination to the upshift side shift stage is performed based on the downshift line, so that the accelerator opening changes more than when the shift determination is performed using the upshift line. On the other hand, it is possible to make an upshift determination at an early stage. Therefore, it is possible to determine the shift output corresponding to the gear stage expected by the driver after the power-on downshift. Therefore, it is avoided that a gear position lower than expected by the driver is determined as the gear shift output. As a result, there is no need to manipulate the amount of depression of the accelerator pedal in order to return to the gear stage expected by the driver, and as a result, the number of shifts can be reduced. Therefore, it is possible to provide a vehicle control device and a control method that suppress an increase in the number of shifts caused by stepping back the accelerator opening after a power-on downshift.

  In the vehicle control apparatus according to the second aspect of the invention, in addition to the configuration of the first aspect of the invention, the shift determination means provides a shift output corresponding to the shift determination based on the shift diagram in addition to the replacement condition. When the condition that the speed is smaller than the corresponding shift speed is established, an upshift determination is made based on the downshift line. A vehicle control method according to a fifth invention has the same configuration as the vehicle control device according to the second invention.

  According to the second invention, when the shift stage corresponding to the shift determination based on the shift diagram is smaller than the shift stage corresponding to the shift output, the shift determination of the upshift is performed based on the downshift line. The shift determination of the upshift after the on-downshift can be accelerated, and the shift output corresponding to the shift stage expected by the driver can be determined. Accordingly, there is no need to manipulate the amount of depression of the accelerator pedal in order to return to the gear stage expected by the driver, and as a result, the number of shifts can be reduced.

  In the vehicle control device according to the third aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the shift determination means is a predetermined amount that takes into account the delay in the tracking of the shift output with respect to the shift determination change. The shift determination of the upshift is performed using the shift line offset from the downshift line to the upshift line side. A vehicle control method according to a sixth invention has the same configuration as the vehicle control device according to the third invention.

  According to the third invention, the shift determination of the upshift is performed using the shift line that is offset from the downshift line to the upshift line by a predetermined amount in consideration of the delay in the tracking of the shift output with respect to the shift determination change. As a result, it is possible to prevent hunting of shift determination due to an accelerator pedal operation before determination of shift output after shift determination.

  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.

  With reference to FIG. 1, the structure of the vehicle 10 carrying the vehicle control apparatus which concerns on embodiment of this invention is demonstrated. The vehicle 10 is a front engine front drive (FF) vehicle. A vehicle other than FF may be used.

  Vehicle 10 includes an engine 1000, an automatic transmission 2000, a differential gear 5000, a drive shaft 6000, wheels 7000, and an ECU (Electronic Control Unit) 8000. The vehicle control apparatus according to the present invention is implemented by ECU 8000. Automatic transmission 2000 includes a torque converter 3200, a planetary gear unit 3000, and a hydraulic circuit 4000. In the present embodiment, automatic transmission 2000 will be described as an automatic transmission having first to sixth gears, but the number of gears is not particularly limited to six.

  Engine 1000 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 2000 is connected to engine 1000 via torque converter 3200. The automatic transmission 2000 changes the rotational speed of the crankshaft to a desired rotational speed by forming a desired shift speed.

  The output gear of automatic transmission 2000 is in mesh with differential gear 5000. A drive shaft 6000 is connected to the differential gear 5000 by spline fitting or the like. Power is transmitted to the left and right wheels 7000 via the drive shaft 6000.

  The ECU 8000 includes a wheel speed sensor 8002, a position switch 8006 of a shift lever 8004, an accelerator opening sensor 8010 of an accelerator pedal 8008, a stop lamp switch 8014 of a brake pedal 8012, and a throttle opening sensor 8018 of an electronic throttle valve 8016. The engine speed sensor 8020, the input shaft speed sensor 8022, the output shaft speed sensor 8024, and the oil temperature sensor 8026 are connected via a harness or the like.

  Wheel speed sensor 8002 detects the rotation speed of drive shaft 6000 and transmits a signal representing the detection result to ECU 8000. ECU 8000 calculates the speed of the vehicle from the received rotational speed of drive shaft 6000. The position of shift lever 8004 is detected by position switch 8006, and a signal indicating the detection result is transmitted to ECU 8000. Corresponding to the position of the shift lever 8004, the gear stage of the automatic transmission 2000 is automatically formed. Further, it may be configured such that a manual shift mode (manual shift mode) in which the driver can select an arbitrary gear position can be selected according to the operation of the driver.

  The accelerator opening sensor 8010 detects the accelerator opening, that is, the depression amount of the accelerator pedal 8008, and transmits a signal indicating the detection result to the ECU 8000. The stop lamp switch 8014 transmits a signal indicating that the brake pedal 8012 is depressed to the ECU 8000 when the depression amount of the brake pedal 8012 is equal to or greater than a predetermined amount. A stroke sensor may be used instead of the stop lamp switch 8014.

  The throttle opening sensor 8018 detects the opening of the electronic throttle valve 8016 whose opening is adjusted by the actuator, and transmits a signal representing the detection result to the ECU 8000. Electronic throttle valve 8016 adjusts the amount of air taken into engine 1000 (output of engine 1000).

  Engine speed sensor 8020 detects the speed of the output shaft (crankshaft) of engine 1000 (hereinafter also referred to as engine speed NE), and transmits a signal representing the detection result to ECU 8000. Input shaft rotational speed sensor 8022 detects input shaft rotational speed (hereinafter also referred to as turbine rotational speed) NT of automatic transmission 2000 and transmits a signal representing the detection result to ECU 8000. Output shaft rotational speed sensor 8024 detects output shaft rotational speed NO of automatic transmission 2000 and transmits a signal representing the detection result to ECU 8000.

  The output shaft of engine 1000 is connected to the input shaft of torque converter 3200, and the output shaft of torque converter 3200 is connected to the input shaft of planetary gear unit 3000, which is a transmission mechanism. The number is the same as the rotational speed of the input shaft of the torque converter 3200. Further, the input shaft rotation speed of automatic transmission 2000 is the same as the rotation speed of the output shaft of torque converter 3200.

  Oil temperature sensor 8026 detects the temperature of hydraulic oil in automatic transmission 2000 and transmits a signal representing the detection result to ECU 8000.

  ECU 8000 includes wheel speed sensor 8002, position switch 8006, accelerator opening sensor 8010, stop lamp switch 8014, throttle opening sensor 8018, engine speed sensor 8020, input shaft speed sensor 8022, output shaft speed sensor 8024, oil Based on a signal sent from the temperature sensor 8026 and the like, a map stored in a ROM (Read Only Memory), and a program, the devices are controlled so that the vehicle is in a desired running state.

  In the present embodiment, ECU 8000 includes first gear to sixth gear when D (drive) range is selected as the shift range of automatic transmission 2000 when shift lever 8004 is located at the D (drive) position. The automatic transmission 2000 is controlled so that any one of the gear positions is formed. By forming any one of the first to sixth gears, the automatic transmission 2000 can transmit driving force from the engine 1000 to the wheels 7000 that are driving wheels.

  When the shift lever 8004 is in the N (neutral) position, when the N (neutral) range is selected as the shift range of the automatic transmission 2000, the automatic transmission 2000 is set in a neutral state (power transmission cut-off state). Is controlled.

  A planetary gear unit 3000 provided in the automatic transmission 2000 will be described with reference to FIG. Planetary gear unit 3000 is connected to a torque converter 3200 having an input shaft 3100 coupled to a crankshaft. Planetary gear unit 3000 includes a first set 3300 of planetary gear mechanisms, a second set 3400 of planetary gear mechanisms, an output gear 3500, a B1 brake 3610, a B2 brake 3620 and a B3 brake 3630 fixed to gear case 3600, and C1. Clutch 3640 and C2 clutch 3650, and one-way clutch F3660 are included.

  The first set 3300 is a single pinion type planetary gear mechanism. First set 3300 includes sun gear S (UD) 3310, pinion gear 3320, ring gear R (UD) 3330, and carrier C (UD) 3340.

  Sun gear S (UD) 3310 is coupled to output shaft 3210 of torque converter 3200. Pinion gear 3320 is rotatably supported by carrier C (UD) 3340. Pinion gear 3320 is in mesh with sun gear S (UD) 3310 and ring gear R (UD) 3330.

  Ring gear R (UD) 3330 is fixed to gear case 3600 by B3 brake 3630. Carrier C (UD) 3340 is fixed to gear case 3600 by B1 brake 3610.

  The second set 3400 is a Ravigneaux type planetary gear mechanism. The second set 3400 includes a sun gear S (D) 3410, a short pinion gear 3420, a carrier C (1) 3422, a long pinion gear 3430, a carrier C (2) 3432, a sun gear S (S) 3440, and a ring gear R. (1) (R (2)) 3450.

  Sun gear S (D) 3410 is coupled to carrier C (UD) 3340. Short pinion gear 3420 is rotatably supported by carrier C (1) 3422. Short pinion gear 3420 is in mesh with sun gear S (D) 3410 and long pinion gear 3430. Carrier C (1) 3422 is coupled to output gear 3500.

  Long pinion gear 3430 is rotatably supported by carrier C (2) 3432. Long pinion gear 3430 is in mesh with short pinion gear 3420, sun gear S (S) 3440, and ring gear R (1) (R (2)) 3450. Carrier C (2) 3432 is coupled to output gear 3500.

  Sun gear S (S) 3440 is coupled to output shaft 3210 of torque converter 3200 by C1 clutch 3640. Ring gear R (1) (R (2)) 3450 is fixed to gear case 3600 by B2 brake 3620 and connected to output shaft 3210 of torque converter 3200 by C2 clutch 3650. The ring gear R (1) (R (2)) 3450 is connected to the one-way clutch F3660, and cannot rotate when driven at the first speed.

  The one-way clutch F3660 is provided in parallel with the B2 brake 3620. That is, the outer race of the one-way clutch F3660 is fixed to the gear case 3600, and the inner race is connected to the ring gear R (1) (R (2)) 3450 via the rotation shaft.

  A lockup clutch 5600 is provided inside the torque converter 3200. The lock-up clutch 5600 is brought into a direct connection state between the input shaft and the output shaft of the torque converter 3200 by being engaged, and is released from the direct connection state. The lock-up clutch 5600 is engaged, released, or semi-engaged by hydraulic pressure supplied from a hydraulic circuit 4000 described later. The hydraulic pressure supplied from the hydraulic circuit 4000 to the lockup clutch 5600 is controlled by the ECU 8000.

  FIG. 3 shows an operation table showing the relationship between the respective shift speeds and the operation states of the clutch elements and the brake elements. By operating each brake element and each clutch element in the combination shown in this operation table, a forward speed of 1st to 6th speed and a reverse speed are formed.

  As shown in FIG. 3, the C1 clutch 3640 is engaged at all the first to fourth gears. That is, it can be said that the C1 clutch 3640 is an input clutch in the first to fourth speeds. C2 clutch 3650 is engaged in the fifth speed and the sixth speed. That is, it can be said that C2 clutch 3650 is an input clutch at the fifth speed and the sixth speed.

  In the present embodiment, the case where the present invention is applied to an automatic transmission having two input clutches will be described, but the number of input clutches is not particularly limited.

  Further, in the present embodiment, when the D position is selected while the vehicle 10 is stopped, the first speed is formed and the C1 clutch 3640 is engaged. Therefore, output torque based on the power of engine 1000 appears on the output shaft of automatic transmission 2000.

  The main part of the hydraulic circuit 4000 will be described with reference to FIG. The hydraulic circuit 4000 is not limited to the one described below.

  As shown in FIG. 4, a hydraulic circuit 4000 includes an oil pump 4004, a primary regulator valve 4006, a manual valve 4100, a solenoid modulator valve 4200, and an SL1 linear solenoid (hereinafter referred to as SL (1)) 4210. SL2 linear solenoid (hereinafter referred to as SL (2)) 4220, SL3 linear solenoid (hereinafter referred to as SL (3)) 4230, and SL4 linear solenoid (hereinafter referred to as SL (4)) 4240. And an SLT linear solenoid (hereinafter referred to as SLT) 4300 and a B2 control valve 4500.

  The hydraulic power source of the automatic transmission 2000 is configured to frictionally engage the oil pan 4008 that stores hydraulic oil (ATF (Automatic Transmission Fluid)) of the automatic transmission 2000 and the hydraulic oil of the oil pan 4008 using the power of the engine 1000. An oil pump 4004 supplied to the element and a distribution path 4014 for distributing the hydraulic oil of the oil pan 4008 to the oil pump 4004 are included.

  Oil pump 4004 is connected to the crankshaft of engine 1000 with torque converter 3200 interposed therebetween. That is, oil pump 4004 is connected to the input shaft of planetary gear unit 3000. When the crankshaft of the engine 1000 is rotated, the oil pump 4004 is driven, the hydraulic oil in the oil pan 4008 is sucked through the distribution path 4014, and is supplied to the hydraulic circuit 4000 to generate hydraulic pressure. . A strainer 4012 is provided at the end of the distribution path 4014 on the oil pan 4008 side.

  The hydraulic pressure generated by the oil pump 4004 is regulated by the primary regulator valve 4006 to generate a line pressure.

  Primary regulator valve 4006 operates using the throttle pressure regulated by SLT 4300 as a pilot pressure. Line pressure is supplied to manual valve 4100 and SL (4) 4240 via line pressure oil passage 4010.

  Manual valve 4100 includes a drain port 4105. From the drain port 4105, the oil pressure in the D range pressure oil passage 4102 and the R range pressure oil passage 4104 is discharged. When the spool of the manual valve 4100 is in a position corresponding to the D range, the line pressure oil passage 4010 and the D range pressure oil passage 4102 are communicated, and the oil pressure is supplied to the D range pressure oil passage 4102. At this time, the R range pressure oil passage 4104 and the drain port 4105 are communicated, and the R range pressure of the R range pressure oil passage 4104 is discharged from the drain port 4105.

  When the spool of the manual valve 4100 is in a position corresponding to the R range, the line pressure oil passage 4010 and the R range pressure oil passage 4104 are communicated, and the oil pressure is supplied to the R range pressure oil passage 4104. At this time, the D-range pressure oil passage 4102 and the drain port 4105 are communicated, and the hydraulic oil in the D-range pressure oil passage 4102 is discharged from the drain port 4105.

  When the spool of the manual valve 4100 is in a position corresponding to the N range, both the D range pressure oil passage 4102 and the R range pressure oil passage 4104 and the drain port 4105 are communicated with each other in the D range pressure oil passage 4102. The working oil and the working oil in the R range pressure oil passage 4104 are discharged from the drain port 4105.

  The oil pressure supplied to the D-range pressure oil passage 4102 passes through the SL (1) 4210, SL (2) 4220, SL (3) 4230, and the oil passage 4106, and finally the B1 brake 3610 and the B2 brake. 3620, C1 clutch 3640 and C2 clutch 3650. The hydraulic pressure supplied to the R range pressure oil passage 4104 is finally supplied to the B2 brake 3620.

  The solenoid modulator valve 4200 adjusts the hydraulic pressure (solenoid modulator pressure) supplied to the SLT 4300 to a constant pressure using the line pressure as the original pressure.

  SL (1) 4210 regulates the hydraulic pressure supplied to the C1 clutch 3640. SL (2) 4220 regulates the hydraulic pressure supplied to C2 clutch 3650. SL (3) 4230 regulates the hydraulic pressure supplied to the B1 brake 3610. SL (4) 4240 regulates the hydraulic pressure supplied to the B3 brake 3630. SL (1) 4210, SL (2) 4220, SL (3) 4230, SL (4) 4240, and SLT 4300 are controlled by a control signal transmitted from ECU 8000.

  The SLT 4300 adjusts the solenoid modulator pressure in accordance with a control signal from the ECU 8000 based on the accelerator opening detected by the accelerator opening sensor 8010, and generates a throttle pressure. The throttle pressure is supplied to the primary regulator valve 4006 via the SLT oil passage 4302. The throttle pressure is used as a pilot pressure for the primary regulator valve 4006.

  The B2 control valve 4500 selectively supplies the hydraulic pressure from one of the D range pressure oil passage 4102 and the R range pressure oil passage 4104 to the B2 brake 3620. A D range pressure oil passage 4102 and an R range pressure oil passage 4104 are connected to the B2 control valve 4500. The B2 control valve 4500 is controlled by the hydraulic pressure supplied from the SL solenoid valve (not shown) and the SLU solenoid valve (not shown) and the biasing force of the spring.

  When the SL solenoid valve is off and the SLU solenoid valve is on, the B2 control valve 4500 is in the state on the left side in FIG. In this case, the B2 brake 3620 is supplied with the hydraulic pressure adjusted from the D range pressure using the hydraulic pressure supplied from the SLU solenoid valve as a pilot pressure.

  When the SL solenoid valve is on and the SLU solenoid valve is off, the B2 control valve 4500 is in the state on the right side in FIG. In this case, the R range pressure is supplied to the B2 brake 3620.

  In the present embodiment, ECU 8000 determines a gear position corresponding to the traveling state of the vehicle based on the vehicle speed, the accelerator opening, and the shift diagram.

  The vehicle speed may be calculated by the ECU 8000 based on the wheel speed of the wheel 7000 detected by the wheel speed sensor 8002, or the output shaft of the automatic transmission 2000 detected by the output shaft rotation speed sensor 8024. It may be calculated by ECU 8000 based on the rotational speed.

  The shift diagram is, for example, a map with the vehicle speed on the horizontal axis and the accelerator opening on the vertical axis. The shift diagram shows an upshift line used for determining a shift from the shift stage (1) to the shift stage (2) continuous on the upshift side, and a shift determination from the shift stage (2) to the shift stage (1). Used downshift lines.

  The upshift line defines the relationship between the speed of the vehicle and the accelerator opening when determining whether to shift the upshift between two consecutive gear positions. For example, in the 6-speed automatic transmission 2000, the shift diagram is increased from 1st to 2nd, 2nd to 3rd, 3rd to 4th, 4th to 5th, and 5th to 6th. Includes shift lines.

  The downshift line defines the relationship between the speed of the vehicle and the accelerator opening when performing a downshift determination between two consecutive shift speeds. For example, in the 6-speed automatic transmission 2000, the shift diagram is shown as 6th to 5th, 5th to 4th, 4th to 3rd, 3rd to 2nd, and 2nd to 1st. Includes shift lines.

  In addition, the upshift line used for determining the upshift between two consecutive shift speeds has a higher vehicle speed than the downshift line used for determining the downshift between the two shift speeds. In this case, the accelerator opening is set to be decreased.

  ECU 8000 travels based on the relationship between a position (hereinafter referred to as a judgment reference position) specified on the shift map based on the vehicle speed and the accelerator opening, and each upshift line and each downshift line. The gear position corresponding to the state is determined. Specifically, ECU 8000 sets the target gear position based on the positional relationship between the determination reference position on the shift map and each upshift line and the positional relationship between the determination reference position on the shift map and each downshift line. Set.

  For example, ECU 8000 corresponds to the driving state when the reference position on the shift map is located between the upshift line from the third speed to the fourth speed and the upshift line from the fourth speed to the fifth speed. It is determined that the selected gear position. When ECU 8000 determines that an upshift is required based on the shift speed corresponding to the running state, ECU 8000 increases the target shift speed, and when it determines that no upshift is required, ECU 8000 maintains the target shift speed.

  Similarly, the ECU 8000 determines that the fourth speed is in the running state when the determination reference position on the shift map is located between the downshift line from the fifth speed to the fourth speed and the downshift line from the fourth speed to the third speed. It is determined that the corresponding gear position. When ECU 8000 determines that a downshift is required based on the shift speed corresponding to the running state, ECU 8000 decreases the target shift speed, and when it determines that no downshift is required, ECU 8000 maintains the target shift speed.

  Further, ECU 8000 mediates between the target shift speed based on the shift map and the shift speed determined based on other shift factors. The ECU 8000 sets the arbitrated shift speed as a shift speed corresponding to the final shift determination. Other shift factors include, for example, shifting by manual operation, prohibiting shifting to a specific shift stage based on a learning result, and the like. Arbitration may be performed using a well-known method. For example, ECU 8000 may perform gear stage arbitration based on the priority of each shift factor. For example. The ECU 8000 may determine the shift stage having the highest priority among the shift factors as the shift stage corresponding to the final shift determination. The ECU 8000 may change the priority in accordance with the traveling state and adjust the gear position. These are merely examples, and are not particularly limited to these arbitration methods.

  ECU 8000 determines the shift output based on the shift stage corresponding to the final shift determination. Specifically, ECU 8000 determines a shift output to be used for shift control of automatic transmission 2000 based on whether or not automatic transmission 2000 is in a state that allows tracking of the result of shift determination. . The shift output indicates a target shift speed that is a shift destination when shift transient control is executed in the automatic transmission 2000.

  ECU 8000 can shift directly from the shift stage corresponding to the current shift output to the shift stage corresponding to the final shift determination (for example, when upshifting or downshifting to an adjacent shift stage, or intermediate shift stage) In the case of upshifting or downshifting to one or more gears separated without forming a gear), the gear corresponding to the final gear shift determination is determined as the gear shift output.

  Further, ECU 8000 cannot perform a direct shift from the shift stage corresponding to the current shift output to the shift stage corresponding to the final shift determination (for example, the final shift stage corresponding to the current shift output and the final shift stage). In the case of forming an intermediate shift stage between the shift stage corresponding to the shift determination and upshifting or downshifting to a shift stage separated by one or more stages, the final shift stage corresponding to the current shift output is determined. An intermediate shift stage between the shift stage corresponding to the shift determination is determined as a shift output, and after the intermediate shift stage is formed, a shift stage corresponding to the final shift determination is determined as a shift output. Note that the ECU 8000 does not match the shift speed corresponding to the current shift output and the shift speed corresponding to the final shift determination when there are other restrictions, such as when the previous shift is incomplete. Even in this case, the current shift output is not changed.

  In automatic transmission 2000, shift transient control is executed based on the determined shift output. That is, the various solenoid valves of the hydraulic circuit 4000 are controlled so as to shift to a shift stage corresponding to the determined shift output. If the combination of the friction elements that are engaged among the C1 clutch 3640, the C2 clutch 3650, the B1 brake 3610, the B2 brake 3620, and the B3 brake 3630 is changed by the shift transient control, the determined shift output corresponds to the determined shift output. A gear stage is formed.

  ECU 8000 may determine that the shift has been completed when the ratio between turbine speed NT and output shaft speed NO (that is, the gear ratio) matches the gear ratio of the gear stage to which the gear is shifted.

  In the vehicle having the above-described configuration, in the present embodiment, ECU 8000 corresponds to the condition that the shift determination corresponding to the power-on downshift is made and the shift determination based on the shift diagram. The present invention is characterized in that an upshift determination is made based on a downshift line when a replacement condition is satisfied, including a condition that a shift stage and a shift stage corresponding to a shift output do not match.

  When the upshift line is, for example, an upshift line used for shifting determination from the shift stage (1) to the shift stage (2) continuous on the upshift side, the downshift line to be replaced is the shift stage ( 2 is a downshift line used for determining the shift from the gear position (1) to the gear position (1).

  Further, ECU 8000 performs the shift determination corresponding to the power-on downshift when the shift determination of the downshift is performed and when the depression amount of accelerator pedal 8008 is equal to or greater than a predetermined amount. It is determined that

  In addition to the replacement condition, ECU 8000 makes an upshift determination based on the downshift line when a condition that the first gear is smaller than the second gear is satisfied.

  Further, ECU 8000 performs upshift determination using a shift line that is offset from the downshift line to the upshift line by a predetermined amount in consideration of a delay in tracking the shift output with respect to a shift determination change.

  FIG. 5 shows a functional block diagram of ECU 8000 which is a vehicle control apparatus according to the present embodiment. As shown in FIG. 5, ECU 8000 includes a shift determination unit 8052, an arbitration unit 8054, a shift output determination unit 8056, a shift transient control unit 8058, and a shift line replacement determination unit 8060.

  Shift determination section 8052 performs shift determination using a shift diagram based on the accelerator opening and the vehicle speed. Specifically, the shift determination unit 8052 uses a shift stage corresponding to the final shift determination in the previous calculation (hereinafter simply referred to as “shift stage corresponding to the previous shift determination”) as a reference for shift determination. It is set as a gear position to be performed (hereinafter referred to as a reference gear position).

  Shift determination section 8052 determines whether or not an upshift from the reference shift stage is required based on the positional relationship between the determination reference position on the shift map and each upshift line. The shift determination unit 8052 increases the target shift stage by one when determining that an upshift is required. Note that the initial value of the target shift speed may be the shift speed corresponding to the previous shift determination.

  When the shift determination unit 8052 determines that an upshift is required, the shift stage obtained by increasing the shift stage corresponding to the previous shift determination by one is set as the reference shift stage, and similarly, the upshift from the reference shift stage is performed. It is determined whether or not it is necessary. As long as the shift determination unit 8052 determines that an upshift is required, the shift determination unit 8052 increases the reference shift step by one step to the maximum shift step (sixth speed), and sets the target shift step every time it determines that an upshift is required. Increase by one step. Note that the shift determination unit 8052 ends the upshift determination when determining that no upshift is required.

  Further, the shift determination unit 8052 determines whether or not a downshift from the reference shift stage is required based on the positional relationship between the determination reference position on the shift map and each downshift line. When determining that the downshift is required, the shift determination unit 8052 decreases the target shift stage by one.

  If it is determined that a downshift is required, the shift determination unit 8052 sets a shift stage obtained by reducing the shift stage corresponding to the previous shift determination by one stage as a reference shift stage, and similarly performs a downshift from the reference shift stage. Judge whether or not it is necessary. As long as it is determined that a downshift is required, the shift determination unit 8052 decreases the reference shift step by one step to the minimum shift step (first speed), and sets the target shift step every time it determines that a downshift is required. Decrease by one step. Note that the shift determination unit 8052 ends the downshift determination when determining that the downshift is not required.

  The shift determination unit 8052 transmits the target shift stage at the time when the above-described upshift determination and downshift determination are completed to the arbitration unit 8054 as a shift stage determined using a shift diagram.

  In the present embodiment, the shift determination unit 8052 determines that the shift line replacement determination unit 8060, which will be described later, will execute the shift line replacement, and if it receives a replacement instruction, it determines each shift of the upshift. Perform based on shift lines. Specifically, the shift determination unit 8052 receives an upshift line corresponding to the downshift line from the downshift line by a predetermined amount in consideration of the delay in tracking the shift output with respect to the shift determination change (that is, the shift shift line). The shift determination of the upshift is performed using the shift line offset to the side of the upshift line where the two shift speeds to be determined coincide. Note that the shift determination of the upshift may be performed using the downshift line.

  For example, when the fourth speed is set as the reference shift stage, the shift determination unit 8052 moves the downshift line from the fifth speed to the fourth speed on the shift diagram in the upshift direction (that is, the vehicle increases). In the direction where the accelerator or the accelerator opening decreases) and between the downshift line from the 6th speed to the 5th speed and the downshift line from the 5th speed to the 4th speed, an upshift is required. to decide.

  Note that the shift determination unit 8052 may perform shift determination of an upshift based on a downshift line, for example, when a replacement determination flag is turned on in a shift line replacement determination unit 8060 described later.

  Arbitration unit 8054 performs arbitration between the shift speed determined using the shift map from shift determination section 8052 and the shift speed corresponding to the shift determination based on other shift factors. Since the arbitration method is as described above, detailed description thereof will not be repeated. The arbitration unit 8054 transmits the arbitrated shift speed to the shift output determination unit 8056 as a shift speed corresponding to the final shift determination. Further, the arbitrating unit 8054 stores a shift stage corresponding to the final shift determination in a storage device such as a memory. The shift speed corresponding to the stored final shift determination is used as necessary for the next and subsequent calculations. Note that the arbitration unit 8054 may turn on the shift determination flag when the arbitrated shift stage is a shift stage determined using a shift diagram from the shift determination unit 8052, for example.

  The shift output determining unit 8056 determines the shift output based on the arbitrated shift stage and other factors, such as waiting for completion of shift or the like. Since the mode of determining the shift output is as described above, detailed description thereof will not be repeated. The shift output determining unit 8056 transmits the determined shift output to the shift transient control unit 8058.

  The shift transient control unit 8058 generates a hydraulic control signal based on the determined shift output, and transmits the generated hydraulic control signal to the hydraulic circuit 4000 of the automatic transmission 2000. In hydraulic circuit 4000, various solenoid valves are operated based on a hydraulic control signal, and shift transient control is executed so that a shift stage corresponding to the determined shift output is obtained.

  The shift line replacement determination unit 8060 determines whether or not to perform shift line replacement. Specifically, a condition that the shift stage corresponding to the previous shift determination is smaller than the current shift output, a condition that the previous shift determination is a shift determination using a shift diagram, and a power-on downshift When both the condition that the corresponding shift determination is made and the condition that the shift stage corresponding to the shift determination using the shift diagram is smaller than the shift stage corresponding to the current shift output are satisfied Then, it is determined that the shift line is to be replaced. When it is determined that the shift line replacement is to be performed, the shift line replacement determination unit 8060 transmits a replacement instruction to the shift determination unit 8052 by turning on the replacement determination flag, and determines that the shift line replacement is not performed. In such a case, the replacement determination flag may be turned off. The shift line replacement determination unit 8060 may determine that the condition that the previous shift determination is a shift determination using a shift diagram is satisfied when the shift determination flag is ON in the arbitration unit 8054.

  In the present embodiment, the shift determination unit 8052, the arbitration unit 8054, the shift output determination unit 8056, the shift transient control unit 8058, and the shift line replacement determination unit 8060 are all stored in the memory of the CPU of the ECU 8000. However, it may be realized by hardware. Such a program is recorded on a storage medium and mounted on the vehicle.

  With reference to FIG. 6, a control structure of a program for determining an upshift, which is executed by ECU 8000 which is the vehicle control apparatus according to the present embodiment, will be described. 6 corresponds to a part of the operation of the shift determination unit 8052 and the operation of the shift line replacement determination unit 8060.

  In step (hereinafter, step is referred to as S) 100, ECU 8000 sets the shift speed corresponding to the previous shift determination as the reference shift speed.

  In S102, ECU 8000 determines whether or not the shift speed corresponding to the previous shift determination is smaller than the shift speed corresponding to the current shift output. If the shift stage corresponding to the previous shift determination is smaller than the shift stage corresponding to the current shift output (YES in S102), the process proceeds to S104. If not (NO in S102), the process proceeds to S120.

  In S104, ECU 8000 determines whether or not the shift stage corresponding to the previous shift determination is a shift determination using a shift diagram. If the shift stage corresponding to the previous shift determination is a shift determination using a shift diagram (YES in S104), the process proceeds to S106. If not (NO in S104), the process proceeds to S120.

  In S106, ECU 8000 determines whether or not a shift determination corresponding to the power-on downshift has been performed. If it is determined that the shift determination corresponding to the power-on downshift has been made (YES in S106), the process proceeds to S108. If not (NO in S106), the process proceeds to S120.

  In S108, ECU 8000 determines whether or not the shift speed determined using the shift map is smaller than the shift speed corresponding to the current shift output. If the shift speed determined using the shift map is smaller than the shift speed corresponding to the shift output (YES in S108), the process proceeds to S110. If not (NO in S108), the process proceeds to S120.

  In S110, ECU 8000 executes shift line replacement. In S112, ECU 8000 determines whether or not an upshift is required from the reference shift stage based on the downshift line. If it is determined that an upshift is required (YES in S112), the process proceeds to S114. Otherwise (NO in S112), this process ends.

  In step S114, the ECU 8000 sets the gear position obtained by increasing the current target gear position by one as the target gear position. In S116, ECU 8000 determines whether or not the reference gear position is the maximum gear position (sixth speed). If the reference shift speed is the maximum (YES at S116), this process ends. If not (NO in S116), the process proceeds to S118. In S118, ECU 8000 sets the shift speed obtained by increasing the reference shift speed by one as the reference shift speed, and returns the process to S102.

  In S120, ECU 8000 determines whether or not an upshift is required from the reference shift stage based on the upshift line. If it is determined that an upshift is required (YES in S120), the process proceeds to S114. Otherwise (NO in S120), this process ends.

  In the flowchart of FIG. 6, the program for determining the downshift does not perform the processes of S102 to S112, moves from S100 to S120, and uses the downshift line instead of the necessity determination of the upshift of S120. In S114, instead of the process of increasing the target shift stage, a process of reducing the target shift stage by one stage is set as the target shift stage, and the process goes to S116. Thus, the determination of the minimum shift speed (first speed) is performed instead of the determination of the maximum shift speed, and the shift speed in which the reference shift speed is decreased by one speed instead of the process of increasing the reference shift speed in S118. Processing for setting the reference gear position is performed. Therefore, detailed description will not be repeated.

  The operation of ECU 8000 serving as the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described with reference to FIGS. In the following description, for convenience of explanation, it is assumed that an upshift is determined using a downshift line. However, as described above, preferably, a shift output corresponding to a change in shift determination is prevented in order to prevent hunting of shift determination. It is desirable to make a shift determination for an upshift using a shift line that is offset from the downshift line to the upshift line by a predetermined amount in consideration of the following delay. Moreover, the horizontal axis of FIG. 7 shows the speed of the vehicle, and the vertical axis shows the accelerator opening. FIG. 7 shows a movement trajectory (operation history of the accelerator pedal of the driver) of the determination reference position on the shift map.

<When the present invention is applied>
For example, it is assumed that the gear position corresponding to the previous shift determination is N + 1 speed. The reference position on the shift diagram is between an upshift line from N speed to N + 1 speed and an upshift line from N + 1 speed to N + 2 speed, and a downshift line from N + 1 speed to N speed When it is between the downshift line from N + 2 speed to N + 1 speed, the shift speed determined using the shift diagram is N + 1 speed. If the current shift output is N + 1 speed (NO in S100), it is determined that neither an upshift nor a downshift is required (NO in S120), so no shift is performed.

  As shown in FIG. 7, when the driver increases the depression amount of the accelerator pedal 8008 due to the vehicle's willingness to accelerate, the judgment reference position on the shift map moves in the direction in which the accelerator opening increases. It becomes. When the judgment reference position on the shift map passes point A, the downshift line from N + 1 speed to N speed crosses in the downshift direction (vehicle speed decreasing direction or accelerator opening increasing direction). It is determined that a shift is required. Therefore, as shown in FIG. 8, at time T (0), the target shift speed is reduced by one stage from the N + 1 speed, which is the shift speed corresponding to the previous shift determination, to N speed.

  Therefore, the shift speed determined using the shift diagram is N speed. After the arbitration with the shift stage corresponding to the shift determination based on other shift factors, the shift stage determined using the shift diagram is determined to be the shift stage corresponding to the final shift determination, In addition, when there is no other factor that limits the determination of the shift output, such as incomplete shift, the N speed at the time T (1) after the delay due to the delay in the control processing such as communication occurs. The shift output to is determined. Therefore, shift transient control is performed so that N speed is formed. In the following description, for convenience of explanation, it is assumed that “the shift speed determined using the shift diagram” is adjusted as “the shift speed corresponding to the final shift determination”.

  Further, when the driver increases the amount of depression of the accelerator pedal 8008, the determination reference position on the shift map moves toward the point B shown in FIG. 7 as the vehicle speed increases due to the increase in driving force. Will be. When the judgment reference position on the shift diagram passes through point B, the downshift line from the Nth speed to the (N-1) th speed is crossed in the downshift direction, so it is judged that a downshift is required. Therefore, as shown in FIG. 8, at time T (2), the target gear position is reduced by one stage from the N speed that is the speed stage corresponding to the previous shift determination to become the N−1 speed. Therefore, the shift speed determined using the shift diagram is the N-1 speed.

  After the shift stage corresponding to the shift determination becomes the N-1 speed, the shift to the N-speed stage is not completed, or the determination of the shift output of the N-1 speed is delayed due to a delay during communication, etc. In this case, the gear position (N-1 speed) corresponding to the shift determination continues to be smaller than the gear position (N speed) corresponding to the gear shift output.

  When the driver continues to increase the depression amount of the accelerator pedal 8008, the determination reference position on the shift diagram moves from the B point toward the C point. When the driver determines that sufficient acceleration has been obtained for the vehicle and stops increasing the amount of depression of the accelerator pedal 8008, the determination reference position on the shift diagram moves from point C toward point D; Become.

  Here, the shift speed (N-1 speed) corresponding to the previous shift determination is smaller than the shift speed (N speed) corresponding to the shift output (YES in S102), and the shift speed corresponding to the previous shift determination. Is a shift stage determined using a shift map (YES in S104), and a shift determination corresponding to a power-on downshift in which the depression amount of the accelerator pedal 8008 is greater than or equal to a predetermined depression amount is performed. (YES in S106), and if the shift speed determined using the shift diagram (N-1 speed) is smaller than the current shift output (N speed) (YES in S108), Reading is performed (S110).

  Therefore, when the reference position on the shift map passes through point D, the downshift line from N speed to N-1 speed is crossed in the upshift direction, so it is determined that an upshift is required (in S112). YES) Therefore, as shown in FIG. 8, at time T (3), the target shift speed is increased by one stage from the N-1 speed, which is the shift speed corresponding to the previous shift determination, to N speed (S114). Therefore, the shift speed determined using the shift diagram is N speed.

  If it is determined that an upshift is required, the reference shift speed is determined to be 6th, which is the maximum shift speed (NO in S116), as long as it is determined that an upshift is required (YES in S112). The number of gears is increased by one from the gear corresponding to the gear shift determination (S118). If it is determined that the reference gear position is the sixth gear position (YES in S116), or if it is determined that no upshift is required (NO in S112), the upshift determination ends.

  If the shift stage corresponding to the previous shift stage matches the shift stage corresponding to the current shift output (NO in S102), the shift line is not reread, and the driver depresses the accelerator pedal 8008. Even if the determination reference position on the shift diagram passes the point E, the shift speed determined using the shift diagram remains at the Nth speed.

  When the driver continues to decrease the depression amount of the accelerator pedal 8008 and the judgment reference position on the shift diagram passes the point F, the upshift line from the (N−1) speed to the N speed is in the upshift direction. Although it crosses, it is determined that no upshift is required because the gear position corresponding to the shift determination is N-speed (NO in S120). Therefore, as shown in FIG. 8, at time T (5), the shift speed determined using the shift diagram remains at N speed.

  When the driver further reduces the depression amount of the accelerator pedal 8008 and the judgment reference position on the shift diagram passes the point G, the upshift line from the N speed to the N + 1 speed is crossed in the upshift direction. Therefore, it is determined that an upshift is required (YES in S120). Therefore, as shown in FIG. 8, at time T (6), the target shift speed is increased by one stage from the N speed, which is the shift speed corresponding to the previous shift determination, to become N + 1 speed (S114). Therefore, the shift speed determined using the shift map is the N + 1 speed.

<When the present invention is not applied>
Until the judgment reference position on the shift diagram moves to the point D, the same operation as that to which the present invention is applied is performed, and therefore detailed description thereof will not be repeated.

  Since the driver continues to decrease the amount of depression of the accelerator pedal 8008 and the judgment reference position on the shift diagram passes through the point D and moves to the point E, the shift line is not reread, so the shift is not performed. The shift speed determined using the diagram remains at the N-1 speed.

  Therefore, as shown in FIG. 8, at time T (4) between time T (3) and time T (5), the shift transient control to N speed is completed, and the shift output is N−1. When the speed is determined, shift transient control to N-1 speed is executed.

  When the driver further reduces the depression amount of the accelerator pedal 8008 and the judgment reference position on the shift diagram passes the F point, the upshift line from the N-1 speed to the N speed is in the upshift direction. Therefore, it is determined that an upshift is required. Therefore, as shown in FIG. 8, at time T (5), the target shift speed increases from the N−1 speed, which is the shift speed corresponding to the previous shift determination, to the Nth speed. Therefore, the shift speed determined using the shift diagram is N speed.

  When the driver further reduces the depression amount of the accelerator pedal 8008 and the judgment reference position on the shift diagram passes the point G, the upshift line from the N speed to the N + 1 speed is crossed in the upshift direction. Therefore, it is determined that an upshift is required. Therefore, as shown in FIG. 8, at time T (6), the target shift speed is increased by one step from the N speed that is the shift speed corresponding to the previous shift determination to become N + 1 speed. Therefore, the shift speed determined using the shift map is the N + 1 speed. Therefore, after the formation of the (N-1) th speed is completed, if the shift to the (N + 1) th speed can be performed directly, the (N + 1) th speed is determined as the shift output, and if the shift cannot be performed directly, the Nth speed is determined as the shift output. Thereafter, shift transient control to N speed is executed, and after N speed is formed, N + 1 speed is determined as a shift output, and shift transient control to N + 1 speed is executed.

  As described above, according to the vehicle control apparatus of the present embodiment, when the accelerator pedal is stepped back after the shift determination corresponding to the power-on downshift is performed, the determination criterion on the shift map The position will cross the downshift line before the upshift line. Therefore, when the rereading condition is satisfied, a shift determination to the upshift side shift stage is performed based on the downshift line, so that the accelerator opening changes more than when the shift determination is performed using the upshift line. On the other hand, it is possible to make an upshift determination at an early stage. Therefore, it is possible to determine the shift output corresponding to the shift stage expected by the driver after the power-on downshift. Therefore, it is avoided that a gear position lower than expected by the driver is determined as the gear shift output. As a result, there is no need to manipulate the amount of depression of the accelerator pedal in order to return to the gear stage expected by the driver, and as a result, the number of shifts can be reduced. Therefore, it is possible to provide a vehicle control device and a control method that suppress an increase in the number of shifts caused by stepping back the accelerator opening after a power-on downshift.

  Further, the shift determination of the upshift is performed by using the shift line that is offset from the downshift line to the upshift line by a predetermined amount in consideration of the delay in the tracking of the shift output with respect to the shift determination change. It is possible to prevent hunting of shift determination by operating the accelerator pedal before determining the rear shift output.

  The present invention is not limited to the automatic transmission 2000 having the above-described configuration, but is applied to other types of stepped automatic transmissions or continuously variable transmissions that change the gear ratio stepwise. May be.

  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 schematic block diagram which shows the power train controlled by ECU which is the control apparatus of the vehicle which concerns on this Embodiment. It is a skeleton figure which shows the gear train of an automatic transmission. It is a figure which shows the action | operation table | surface of an automatic transmission. It is a figure which shows a part of hydraulic circuit of an automatic transmission. It is a functional block diagram of ECU which is a control device of vehicles concerning this embodiment. It is a flowchart which shows the control structure of the program which determines the upshift performed by ECU which is a control apparatus of the vehicle which concerns on this Embodiment. It is a figure which shows the movement locus | trajectory of the judgment reference position on a shift map. It is a timing chart which shows operation | movement of ECU which is a control apparatus of the vehicle which concerns on this Embodiment.

Explanation of symbols

  10 vehicle, 1000 engine, 2000 automatic transmission, 3000 planetary gear unit, 3200 torque converter, 4000 hydraulic circuit, 6000 drive shaft, 7000 wheels, 8002 wheel speed sensor, 8004 shift lever, 8006 position switch, 8008 accelerator pedal, 8010 accelerator open Degree sensor, 8012 brake pedal, 8014 stop lamp switch, 8016 electronic throttle valve, 8018 throttle opening sensor, 8020 engine speed sensor, 8022 input shaft speed sensor, 8024 output shaft speed sensor, 8026 oil temperature sensor, 8052 speed change Determination unit, 8054 arbitration unit, 8056 shift output determination unit, 8058 shift transient control unit, 8060 shift line replacement determination unit.

Claims (6)

A vehicle control device that includes a drive source and an automatic transmission that is coupled to the drive source and that shifts based on a running state of the vehicle and a shift diagram, wherein the shift diagram includes a first shift stage. An upshift line used for determining a shift from the second shift stage to the first shift stage and a downshift line used for determining a shift from the second shift stage to the first shift stage.
Speed detecting means for detecting the speed of the vehicle;
Request output detection means for detecting the request output of the drive source;
Shift determination means for determining shift based on the speed of the vehicle, the required output, and the shift diagram;
Determining means for determining a shift output to be used for shift control of the automatic transmission based on whether or not the state of the automatic transmission is a state in which tracking of the result of the shift determination is allowed. ,
The shift determination means includes a condition that a shift determination corresponding to a power-on downshift is performed, a shift stage corresponding to the shift determination based on the shift diagram, and a shift stage corresponding to the shift output. A control apparatus for a vehicle, which performs a shift determination for an upshift based on the downshift line when a replacement condition including a condition that they do not match is satisfied.   In addition to the rereading condition, the shift determining means is configured to reduce the downshift line when a condition that a shift stage corresponding to the shift determination based on the shift diagram is smaller than a shift stage corresponding to the shift output is satisfied. The vehicle control device according to claim 1, wherein the shift determination of the upshift is performed based on the control.   The shift determination means uses the shift line offset from the downshift line to the upshift line by a predetermined amount in consideration of a delay in tracking the shift output with respect to the shift determination change. The vehicle control device according to claim 1, wherein the determination is performed. A vehicle control method including a drive source and an automatic transmission that is coupled to the drive source and shifts based on a running state of the vehicle and a shift diagram, wherein the shift diagram is a first shift stage. An upshift line used for determining a shift from the second shift stage to the first shift stage and a downshift line used for determining a shift from the second shift stage to the first shift stage.
Detecting the speed of the vehicle;
Detecting a required output of the drive source;
Performing a shift determination based on the speed of the vehicle, the required output, and the shift diagram;
Determining a shift output to be used for shift control of the automatic transmission based on whether or not the state of the automatic transmission is a state in which tracking of the result of the shift determination is allowed.
The step of determining the shift is a condition that a shift determination corresponding to a power-on downshift is performed, a shift stage corresponding to the shift determination based on the shift diagram, and a shift stage corresponding to the shift output. A vehicle control method that performs upshift determination based on the downshift line when a condition that does not match is established.   The step of determining the shift is performed when the condition that the shift stage corresponding to the shift determination based on the shift diagram is smaller than the shift stage corresponding to the shift output is satisfied in addition to the replacement condition. The vehicle control method according to claim 4, wherein shift determination of the upshift is performed based on a shift line.   The step of performing the shift determination includes the upshift using a shift line that is offset from the downshift line to the upshift line by a predetermined amount in consideration of a delay in tracking the shift output with respect to a change in the shift determination. The vehicle control method according to claim 4, wherein the shift determination is performed.

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