JP2010163894A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To further improve responsiveness or adjustment amount to attain, when output torque adjustment of an engine is requested based on a request from a drive system, the output torque adjustment of the engine. <P>SOLUTION: When a drive system ECU 50 requests output torque adjustment of the engine 2, based on necessary responsiveness level, necessary duration and necessary adjustment amount for this output torque adjustment, the output torque of the engine 2 is adjusted to attain them. In this output torque adjustment, output torque adjustment by a first torque adjustment means such as adjustment of ignition timing and output torque adjustment by a second torque adjustment means such as opening adjustment of a throttle valve 17 or cut of fuel supply to a fuel injection valve 45 are used in combination. Further, as the combined use of the first and second torque adjustment means, the output torque adjustments by the first and second torque adjustment means are simultaneously performed in at least a part of the overall execution period of the output torque adjustment. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle control device.

  A vehicle such as an automobile travels by transmitting output torque of an engine to wheels via a drive system including an automatic transmission or the like. The automatic transmission includes a torque converter and a transmission gear mechanism for transmitting torque between the engine and wheels, and selects a plurality of engagement elements such as a clutch and a brake as a power transmission path of the transmission gear mechanism. Are engaged and switched to establish a plurality of gear stages having different gear ratios.

  The engagement elements such as the clutch and the brake in the automatic transmission are operated based on the hydraulic pressure of the hydraulic oil supplied through the hydraulic control circuit. Through the operation control of various solenoid valves provided in the hydraulic control circuit. By adjusting the oil pressure, the state is switched between the engaged state and the released state. The gears of the automatic transmission are switched as follows by the operation of the engagement elements. That is, based on the gear change instruction, the hydraulic pressure acting on a predetermined engagement element is reduced to release the engagement element, while the hydraulic pressure acting on the other engagement elements is changed to the command pressure that is the command value. Based on this, the gear is switched based on the switching instruction.

  By the way, in the said vehicle, the output torque adjustment of an engine may be requested | required based on the request | requirement from a drive system. For example, when switching the gear stage of an automatic transmission, a temporary torque reduction is required for adjusting the output torque of the engine in order to suppress shocks at that time. Further, in the automatic transmission, when the engagement of the engagement element is abnormal and the gear stage using the engagement of the engagement element is established, the engine output torque is adjusted. Long-term torque reduction is required during the period in which the gear stage is established. Such torque down is required when a large output torque of the engine is input to the transmission gear mechanism of the automatic transmission under the situation where the engagement of the engagement element is abnormal as described above. This is related to the fact that it is impossible to engage the engagement element in which the engagement is abnormal. In other words, even under the condition where the engagement element is engaged abnormally, the engagement element is engaged to realize torque transmission between the engine and the wheel via the automatic transmission. In order to make this possible, the torque reduction is required.

  As described above, when engine output torque adjustment is requested based on a request from the drive system, it has been proposed to realize this by adjusting ignition timing and throttle valve opening (see Patent Document 1). ). Here, when adjusting the output torque by adjusting the ignition timing, the adjustment can be executed with good responsiveness. When adjusting the output torque by adjusting the opening of the throttle valve, the ignition timing can be performed. Compared with the adjustment of the output torque through the adjustment, the adjustment can be carried out significantly over a long period of time. And in patent document 1, when the request | requirement of the said output torque adjustment is made, the classification of the request | requirement of the output torque adjustment requires quick and temporary adjustment, or requests | requires long-term adjustment. In accordance with the determination, the method for adjusting the output torque to satisfy the output torque adjustment request is switched.

  Specifically, when the output torque adjustment of the engine is requested, whether the type of output torque adjustment request requires quick and temporary adjustment, or whether long-term adjustment is required. Is judged. Here, if the output torque adjustment request is made at the time of gear change (during gear shift), the type of the output torque adjustment request requires quick and temporary output torque adjustment. The engine ignition timing is retarded to satisfy the output torque adjustment request (sudden torque reduction request). Thus, when the type of output torque adjustment request is a sudden torque down request, the ignition timing retard is performed to satisfy the request in terms of adjustment (reduction) of the engine output torque by the ignition timing retard. This is because, although it is difficult to perform it for a long time, it can be performed with good responsiveness if it is a short period.

  On the other hand, if the output torque adjustment request is made based on the fact that the gear stage is established by the engagement of an engagement element having an engagement abnormality in the automatic transmission, the output torque adjustment It is determined that the type of request is a request for adjusting output torque over a long period of time. Then, in order to satisfy the output torque adjustment request (slow torque down request), the operation of the engine toward the closing side of the throttle valve is performed. As described above, when the type of output torque adjustment request is a moderate torque down request, the operation to the throttle valve closing side to satisfy the request is performed by adjusting the engine output torque by the throttle valve closing operation. Regarding (reduction), it is difficult to perform it with good responsiveness, but it is possible to perform it over a long period of time.

  In Patent Document 1, after a request for sudden torque reduction is made and the output torque of the engine is reduced by retarding the ignition timing, a request for slow torque reduction is made when the request for sudden torque reduction continues. It is also disclosed that the output torque of the engine is reduced by closing the throttle valve. In this way, the method of reducing the output torque of the engine is to use both the ignition timing retardation and the throttle valve closing operation, more specifically, from the ignition timing retardation to the throttle valve closing operation. There are the following reasons. That is, because the exhaust temperature of the engine rises as the ignition timing is retarded, if the ignition timing is retarded excessively for reducing the output torque of the engine, the catalyst provided in the exhaust system In order to avoid such problems, the method of reducing the output torque as described above is employed.

JP 2004-92501 A (paragraphs [0021], [0042], [0043], [0050] to [0054], [0055])

  As described above, the engine output torque is adjusted by adjusting the ignition timing according to the type of engine output torque adjustment request (sudden torque down request, slow torque down request, etc.) based on the request from the drive system, By selecting the adjustment of the engine output torque by the opening / closing operation of the throttle valve, the output torque adjustment can be appropriately performed. However, when the output torque adjustment is requested, there is room for further improvement in terms of responsiveness and adjustment amount in realizing the output torque adjustment.

  The present invention has been made in view of such circumstances, and its purpose is to realize the output torque adjustment when the engine output torque adjustment request is made based on the request from the drive system. It is an object of the present invention to provide a vehicle control device that can further improve responsiveness and adjustment amount.

In the following, means for achieving the above object and its effects are described.
In order to achieve the above object, a control device for a vehicle that travels by transmitting output torque of an engine to wheels via a drive system, comprising a plurality of torque adjusting means capable of adjusting the output torque of the engine. In a vehicle control device, when an engine output torque adjustment request is made based on a request from the drive system, these are based on the required responsiveness, required duration for adjusting the output torque, and the required adjustment amount. So that the output torque is adjusted by the combined use of the plurality of torque adjusting means, and the output torque by the plurality of torque adjusting means is at least part of the entire execution period of the output torque adjustment. The control means which adjusts these simultaneously was provided.

  According to the above configuration, when the output torque is adjusted by using a plurality of torque adjusting means in combination based on the output torque adjustment request, the plurality of torques in at least a part of the entire execution period of the output torque adjustment. The adjustment of the output torque by the adjusting means is performed at the same time. Here, among the plurality of torque adjusting means, there are those that can adjust the output torque of the engine with high responsiveness, and those that can adjust the output torque of the engine over a long period of time. Therefore, by simultaneously adjusting the output torque by the plurality of torque adjusting means during the above period, it is possible to improve the output torque adjustment responsiveness or increase the adjustment amount during the output torque adjustment execution period. become. Therefore, when the output torque adjustment is requested from the drive system, further improvement can be achieved in terms of responsiveness and adjustment amount for realizing the output torque adjustment.

  According to a second aspect of the present invention, in the first aspect of the invention, the drive system includes an automatic transmission that transmits torque between the engine and the wheels. To establish a plurality of gear stages having different gear ratios by selectively engaging a plurality of engagement elements, and the output torque adjustment request is a request to the torque down side based on the automatic transmission. The gist of what was done.

  As an engine output torque adjustment request, a request to the torque down side based on an automatic transmission may be made. For example, when a shift of an automatic transmission such as a power-on upshift is performed, that is, when the gear stage is switched from the low side to the high side of the automatic transmission in the engine power-on state, the engagement element at the time of the shift is changed. In order to reduce the amount of heat generated by the engagement and shorten the shift time, etc., a request for adjusting the output torque of the engine on the torque down side is made. Such output torque adjustment requires only a temporary adjustment but requires quick adjustment. Therefore, it is usually performed by a torque adjustment means (hereinafter referred to as a first torque adjustment means) that can adjust the output torque of the engine with high responsiveness. Through adjustment of the output torque, output torque adjustment for satisfying the output torque adjustment request is performed. However, when the output torque adjustment request is made and the necessary adjustment amount for performing the output torque adjustment is large, the above-mentioned adjustment amount can be obtained only by adjusting the output torque by the first torque adjusting means. There is a possibility that it cannot be satisfied.

  According to the above configuration, when the output torque adjustment request is made, if the necessary adjustment amount and the necessary duration for adjusting the output torque are large, the output is performed as follows to realize it. Torque adjustment can be performed. That is, the output torque adjustment by the first torque adjusting means and the engine output torque adjustment can be performed over a long period of time in at least a part of the entire execution period of the output torque adjustment. Output torque adjustment by a simple torque adjusting means (hereinafter referred to as second torque adjusting means) is performed simultaneously. Here, the second torque adjusting means can greatly adjust the output torque as compared with the first torque adjusting means. For this reason, during the period, the output torque adjustment response during the output torque adjustment execution period is performed by simultaneously adjusting the output torque by the first torque adjustment means and the adjustment of the output torque by the second torque adjustment means. Therefore, it is possible to increase the adjustment amount while ensuring the performance. Accordingly, when the output torque adjustment is requested, when the necessary adjustment amount for performing the output torque adjustment is large, there is no problem that the necessary adjustment amount cannot be satisfied.

  According to a third aspect of the present invention, in the second aspect of the present invention, the output torque of the engine is controlled through adjustment of an intake air amount by a throttle valve, and one of the plurality of torque adjusting means. Is a throttle valve that opens and closes to adjust the intake air amount of the engine, and the control means temporarily reduces the engine output torque by an amount corresponding to the torque adjustment amount as an output torque adjustment based on the output torque adjustment request. The throttle valve is operated to the closed side so that the engagement of the automatic transmission is possible when the engagement of the engagement element necessary for establishing the gear stage is realized. The hydraulic pressure acting on the combined element is adjusted based on the command pressure, and the command pressure is a front pressure relative to the engine output torque obtained from the intake air amount. Were summarized in that set on the basis of the reference torque is a value obtained by adding the torque adjustment amount.

  When the engagement of the engagement element necessary for establishment of the predetermined gear stage is realized, the hydraulic pressure acting on the engagement element is adjusted based on the command pressure. At this time, as the output torque of the engine increases, the hydraulic pressure required to engage the engagement element increases. Therefore, in order to set the hydraulic pressure to a value that can achieve engagement of the engagement element, For example, the pressure may be set based on the output torque of the engine obtained from the intake air amount.

  However, there is a request for engine output torque adjustment to the torque-down side, such as during automatic gear shifting such as power-on upshift, and the engine output torque is temporarily adjusted by the amount of torque adjustment to achieve the output torque adjustment. In some cases, the operation toward the closing side of the throttle valve is performed in order to reduce the speed. In this case, it is inevitable that the engine output torque obtained from the intake air amount will be temporarily reduced by the torque adjustment amount, and the indicated pressure set based on the output torque will be too small. There is a possibility that the engagement of the engagement element for establishing the gear stage cannot be performed properly.

  According to the above configuration, a value obtained by adding the torque adjustment amount to the engine output torque obtained from the intake air amount is used as the reference torque that is referred to when setting the command pressure. This reference torque is obtained when the throttle valve closing operation is performed as described above based on a request for adjusting the output torque of the engine to the torque down side, such as during a shift of an automatic transmission such as a power-on upshift. However, it is not temporarily reduced by the amount of torque adjustment. Therefore, it is avoided that the command pressure set based on the reference torque becomes a value that is too small. As a result, it is avoided that the engagement of the engagement element for establishing the gear stage after the switching cannot be properly performed. Will come to be.

  According to a fourth aspect of the present invention, in the first aspect of the present invention, the drive system includes an automatic transmission that transmits torque between the engine and the wheels. A plurality of gear stages having different gear ratios are established by selectively engaging a plurality of engagement elements with the output torque adjustment request, wherein the engagement of the engagement elements is abnormal The gist is that when the gear stage using the engagement of the engagement element is established, it is performed as a request to the torque down side.

  In the automatic transmission, when the gear stage is established by the engagement of the engagement element in which the engagement abnormality has occurred, if the large output torque of the engine is input to the automatic transmission, the engagement is abnormal. It becomes impossible to engage the existing engaging element. In such a case, torque transmission via the automatic transmission between the engine and the wheels can be performed by engaging the engagement element even under a situation where the engagement element is abnormal. In order to be possible, a request for adjusting the output torque of the engine on the torque down side is made. Since such output torque adjustment may require a large adjustment over a long period of time, normally, a torque adjustment means (hereinafter, referred to as “engine output torque adjustment means”) capable of adjusting the output torque of the engine significantly and over a long period of time. The output torque adjustment for satisfying the output torque adjustment request is performed through the adjustment of the output torque by the second torque adjusting means. However, in the adjustment of the output torque by the second torque adjusting means, it is difficult to perform the adjustment with good responsiveness.

  According to the above configuration, when the output torque adjustment is requested, the torque adjustment means (hereinafter referred to as the first torque) that can adjust the output torque of the engine with high responsiveness at the beginning of the execution period of the output torque adjustment based on the request. It is possible to simultaneously adjust the output torque by the adjusting means) and the output torque by the second torque adjusting means. Here, the first torque adjusting means can adjust the output torque with higher responsiveness than the second torque adjusting means. For this reason, at the initial stage of the execution period, the output torque adjustment by the first torque adjustment unit and the output torque adjustment by the second torque adjustment unit are performed at the same time, thereby responding to the output torque adjustment during the execution period. It becomes possible to perform well.

  The invention according to claim 5 is the invention according to claim 1, wherein the drive system includes an automatic transmission that transmits torque between the engine and the wheels. The gear change mode is between an automatic mode that automatically changes the gear according to the running state of the vehicle and a manual mode that changes the gear through a manual shift operation by the driver of the vehicle. The plurality of torque adjusting means are compared with the first torque adjusting means capable of adjusting the output torque of the engine with high responsiveness and the adjustment of the output torque by the first torque adjusting means. And a second torque adjusting means capable of adjusting the output torque of the engine over a long period of time. The output torque adjustment request includes the automatic transmission It was summarized in that which is performed as a request for torque increase side based on.

  As an engine output torque adjustment request, a request to the torque-up side based on an automatic transmission may be made. For example, when the gear stage is switched to the low side in the manual mode, a request for adjusting the output torque of the engine on the torque-up side is made in the latter part of the shift period in which the switching is performed in order to quickly complete the switching. The

  Here, the manual mode of the automatic transmission is often selected under a situation where it is required to switch the gear stage with high responsiveness to a driver's shift operation, such as during sports driving. Accordingly, when an instruction to switch the gear stage to the low gear stage is issued during the manual mode, the gear stage is switched to the low side as described below in order to meet the above-described requirements. That is, when the shift operation of the automatic transmission is instructed through the driver's shift operation, the engaged engagement element is quickly released to the neutral state, and then the engine speed is increased. However, even if the engagement element for establishing the gear stage after switching is rapidly engaged, the value is raised to a value at which excessive engine braking does not occur. Then, the low-side gear stage is formed by rapidly engaging the engagement element in such a state that the engine rotation speed is increased.

  When the gear stage is switched to the low side in the manual mode, the gear stage can be quickly switched by promptly increasing the engine speed from the neutral state. For this reason, when the gear stage is switched to the low side in the manual mode, in the latter part of the shift period in which the switching is performed, on the torque-up side for quick completion of the switching (rapid increase in engine speed). The engine output torque adjustment is requested.

  According to the above configuration, when the output torque adjustment request is made, the required responsiveness for performing the output torque adjustment becomes large, and the output torque adjustment based on the request is performed as follows so as to be realized. It is possible to perform the output torque adjustment by the first torque adjusting means and the output torque adjustment by the second torque adjusting means. An example of the first torque adjusting means is an ignition device that operates to adjust the ignition timing of the engine, and an example of the second torque adjusting means is to adjust the intake air amount of the engine. A throttle valve that opens and closes as much as possible can be raised.

  In the latter part of the shift period in which the gear stage is switched, for example, the throttle valve is operated to the opening side in advance at a timing earlier than the timing at which the engine rotation speed is increased from the neutral state. Thus, the increase in engine output torque is suppressed by retarding the ignition timing. In this way, the period in which the throttle valve is operated to the open side and the ignition timing is retarded is the period in which the output torque adjustment is performed simultaneously. When the timing for increasing the engine speed from the neutral state is reached, the engine output torque can be quickly adjusted to the torque-up side by stopping the retard of the ignition timing and setting it to the normal ignition timing. The output torque adjustment is performed with good responsiveness. Therefore, it is possible to quickly increase the engine speed from the neutral state, and to quickly switch to the low gear in the manual mode.

  According to a sixth aspect of the present invention, in the fifth aspect of the present invention, the output torque of the engine is controlled through adjustment of an intake air amount by a throttle valve, and the control means responds to the output torque adjustment request. As the output torque adjustment by the second torque adjusting means based on the above, the throttle valve is operated to the open side so as to temporarily change the output torque of the engine by the amount of torque adjustment. When the engagement of the engagement element necessary for establishment of the step is realized, the hydraulic pressure acting on the engagement element is adjusted based on the command pressure so that the engagement is possible, and the command pressure is The gist is that it is set based on a reference torque that is a value obtained by subtracting the torque adjustment amount from the engine output torque obtained from the intake air amount.

  When the engagement of the engagement element necessary for establishment of the predetermined gear stage is realized, the hydraulic pressure acting on the engagement element is adjusted based on the command pressure. At this time, as the output torque of the engine increases, the hydraulic pressure required to engage the engaging element increases. It is conceivable to set the pressure based on the engine output torque obtained from the intake air amount.

  However, the engine output torque adjustment to the torque-up side is requested at the later stage of the shift period when the automatic transmission is switched to the low gear position (shift) in the manual mode. In order to realize this, the operation to the opening side of the throttle valve is performed in order to temporarily increase the output torque of the engine by the amount of torque adjustment. In this case, it is inevitable that the engine output torque obtained from the intake air amount also temporarily increases by the torque adjustment amount, and the indicated pressure set based on the output torque becomes a value that is too large. There is a possibility that the hydraulic pressure applied to the engagement element for establishing the gear stage will become unnecessarily large.

  According to the above configuration, a value obtained by subtracting the torque adjustment amount from the engine output torque obtained from the intake air amount is used as the reference torque to be referred to when setting the command pressure. This reference torque is based on a request for adjusting the output torque of the engine to the torque-up side, for example, in the latter half of the shift period when the low-side gear stage shift (shift) is performed in the manual mode. When the operation to the opening side of the throttle valve is performed, it is not temporarily increased by the torque adjustment amount. Therefore, it is avoided that the command pressure set based on the reference torque becomes a value that is too large. As a result, it is avoided that the hydraulic pressure acting on the engagement element for establishing the gear stage after the switching is unnecessarily large. Become so.

  According to a seventh aspect of the present invention, in the first aspect of the invention, the control means includes a drive system control device that controls the drive system and an engine control device that controls the engine, and the drive system. The control device makes an engine output torque adjustment request to the engine control device based on the request from the drive system, and the engine control device receives the output torque adjustment request from the drive system control device, The gist is that the output torque is adjusted by the plurality of torque adjusting means so as to be realized based on the required responsiveness, the required duration, and the required adjustment amount for adjusting the output torque.

  According to the above configuration, the drive system control device only issues an output torque adjustment request to the engine control device, and the required responsiveness, required duration, and required adjustment for adjusting the output torque according to the request. Based on the quantity, actual output torque adjustment using a plurality of torque adjusting means for realizing them is performed on the engine control device side. Assuming that the drive system controller instructs the engine output torque adjustment method by a plurality of torque adjusting means, a drive system controller must be prepared for each vehicle type according to the vehicle specifications, for example. However, there is a problem that the versatility of the drive system control device is reduced. However, it is possible to avoid the occurrence of problems such as a decrease in versatility of the drive system control device.

  According to the eighth aspect of the present invention, an engine whose output torque is controlled through adjustment of the intake air amount by the throttle valve, and a gear connected to the engine and selectively engaging a plurality of engagement elements by hydraulic pressure. A vehicle control device including an automatic transmission that establishes a plurality of gear stages having different ratios, and a hydraulic pressure that acts on the engagement elements to realize engagement of the engagement elements necessary for establishment of the gear stages. When adjusting based on the command pressure, in a vehicle control device that sets the command pressure based on the engine output torque obtained from the intake air amount, the engine output torque is changed by the torque adjustment amount when the gear is switched. A transient torque control means for temporarily moving the throttle valve to the closing side or the opening side to temporarily change the output is used for setting the indicated pressure. As the torque, to the output torque determined from the intake air amount, referring torque is a value obtained by removing the change in the torque adjustment amount is summarized in that used.

  In the automatic transmission, when the engagement of the engagement element necessary for establishing a predetermined gear stage is realized, the hydraulic pressure acting on the engagement element is adjusted to a value that can realize the engagement. Specifically, the command pressure is obtained as a value used for adjusting the hydraulic pressure acting on the engagement element, and the hydraulic pressure acting on the engagement element is adjusted based on the command pressure. Here, as the engine output torque increases, the hydraulic pressure required to engage the engagement element increases. Therefore, the indicated pressure is output based on the engine output torque obtained from the intake air amount. The torque is set so as to increase as the torque increases.

  When the gear stage of the automatic transmission is changed (shift), the throttle valve may be temporarily operated to the closed side or the open side in order to temporarily change the engine output torque by the amount of torque adjustment. is there. The operation of such a throttle valve is, for example, a reduction in the amount of heat generated by the engagement element and the shift time during a shift such as a power-on upshift (when the gear is switched from the low side to the high side when the engine power is on). This is done with the intention of shortening.

  However, when the gear stage of the automatic transmission is switched (shifted), the throttle valve is temporarily operated to the closed side or the open side in order to temporarily change the engine output torque by the amount of torque adjustment. In such a case, the following problems may occur. That is, when the throttle valve is temporarily moved to the close side or the open side as described above, the engine output torque obtained from the intake air amount also temporarily decreases or increases by the torque adjustment amount. It is inevitable. Therefore, if the command pressure is set using the output torque obtained based on the intake air amount as it is, the command pressure becomes too small or too large. If the hydraulic pressure acting on the engagement element for establishing the gear after switching is adjusted based on the command pressure that is too small, the engagement of the engagement element may not be properly performed. Further, if the hydraulic pressure acting on the engagement element for establishing the gear stage after the switching is adjusted based on the command pressure that is too large, the hydraulic pressure acting on the engagement element may become uselessly large.

  The invention described in claim 8 has been made in view of such circumstances, and its object is to establish a gear stage after the switching when the gear stage of the automatic transmission is switched (shifted). An object of the present invention is to provide a control device for a vehicle that can prevent the engagement of the engagement element by hydraulic pressure from being appropriately performed.

  According to the eighth aspect of the present invention, the output torque that is referred to when setting the instruction stage is a value obtained by removing a change corresponding to the torque adjustment amount from the engine output torque obtained from the intake air amount. A reference torque is used. This reference torque is used to temporarily change the engine output torque as described above in order to temporarily change the output torque of the engine by the torque adjustment amount when the gear stage of the automatic transmission is changed (shift). When the operation toward the closing side or the opening side is performed, the torque adjustment amount is not temporarily changed. Therefore, it is avoided that the command pressure set based on the reference torque becomes too small or too large. As a result, the engagement of the engagement element by the hydraulic pressure for establishing the gear stage after the switching is achieved. Thus, it is possible to prevent the hydraulic pressure from being properly performed and the hydraulic pressure from being increased unnecessarily.

BRIEF DESCRIPTION OF THE DRAWINGS Schematic which shows the engine and automatic transmission of a motor vehicle to which the control apparatus of 1st Embodiment is applied, and those surrounding structures. FIG. 3 is a schematic diagram for explaining the configuration of an automatic transmission. The operation | movement table | surface which shows the relationship between the combination of the action | operation of each engagement element of an automatic transmission, and the gear stage formed by it. The flowchart which shows the request | requirement procedure of output torque adjustment. The flowchart which shows the execution procedure of output torque adjustment. (A) to (f) respectively indicate the instruction stage when the gear stage is switched from the third speed to the second speed in the automatic mode in the automatic transmission, the hydraulic pressure acting on the first brake B1, the engine speed, The flowchart which shows the change of output torque, ignition timing, and throttle opening. (A)-(f), respectively, the presence or absence of an abnormality in engagement with the third brake B3 and the presence or absence of an engagement instruction for the third brake B3 under the situation where the automatic transmission is going to establish the third speed. The flowchart which shows the change of the hydraulic pressure which acts on 3rd brake B3, the output torque of the engine 2, throttle opening, and ignition timing. (A) to (g) act on the instruction stage, the hydraulic pressure acting on the third brake B3, and the first brake B1, respectively, when the gear stage is switched from the third speed to the second speed in the manual mode in the automatic transmission. 7 is a flowchart showing changes in hydraulic pressure, engine rotation speed, engine 2 output torque, ignition timing, and throttle opening. The flowchart which shows the setting procedure of the instruction | indication stage in 2nd Embodiment. (A) to (f) respectively indicate the instruction stage when the gear stage is switched from the third speed to the second speed in the automatic mode in the automatic transmission, the hydraulic pressure acting on the first brake B1, the engine speed, The flowchart which shows the change of output torque, ignition timing, and throttle opening.

[First Embodiment]
Hereinafter, a first embodiment in which the present invention is embodied in an automobile control device will be described with reference to FIGS.

  As shown in FIG. 1, the vehicle 1 travels when the output torque of the engine 2 is transmitted to the wheels 4 via a drive system including an automatic transmission 3 and the like. In the engine 2, the intake air amount is adjusted by adjusting the opening of the throttle valve 17 provided in the intake passage 7, and an amount of fuel corresponding to the intake air amount is injected from the fuel injection valve 45. The air-fuel mixture is made to rotate by being burned through ignition by the spark plug 46. The ignition timing of the spark plug 46 is adjusted by an igniter 47. The automatic transmission 3 includes a torque converter 5 and a transmission gear mechanism 6, and selectively switches the power transmission path of the transmission gear mechanism 6 by selectively engaging each engagement element such as a clutch and a brake. A plurality of gear stages having different gear ratios are established.

  FIG. 2 is a skeleton diagram illustrating the configuration of the automatic transmission 3. The automatic transmission 3 is substantially symmetrical with respect to the center line. In FIG. 2, the lower half of the center line is omitted.

  As shown in the figure, the automatic transmission 3 includes a torque converter 5 that transmits power between the engine 2 side and the transmission gear mechanism 6 side via oil, and a crankshaft 11 of the engine 2. And a lockup clutch 28 that can directly connect the turbine shaft 20 that is the input shaft of the transmission gear mechanism 6 is provided. The torque converter 5 includes a pump impeller 18 connected to the crankshaft 11 of the engine 2, a turbine impeller 22 connected to a turbine shaft 20 that is an input shaft of the transmission gear mechanism 6, and a one-way clutch 24. And a stator impeller 26 that is prevented from rotating in the direction. Between the pump impeller 18 and the turbine impeller 22, there is oil for transmitting power between the engine 2 side and the transmission gear mechanism 6 side. In addition, hydraulic oil is pumped to the pump impeller 18 at a predetermined original pressure in conjunction with the operation of the engine 2, and each lubrication of the hydraulic control circuit 54, the lockup clutch 28, and the automatic transmission 3 described later is performed. An oil pump (not shown) for supplying hydraulic oil to the parts is connected.

  The transmission gear mechanism 6 includes a first transmission unit 34 mainly composed of a single pinion type first planetary gear unit 32, a single pinion type second planetary gear unit 36, and a double pinion type third planetary gear unit 38. And a second transmission unit 40 that is configured mainly on the same axis. The transmission gear mechanism 6 selectively selects any two of the engagement elements such as the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3. By engaging, a predetermined gear stage is established. The first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3 are all multi-plate hydraulic friction engagement devices that are frictionally engaged by a hydraulic cylinder. . In this speed change gear mechanism 6, the speed is changed at a predetermined speed ratio corresponding to the gear stage in which the rotation input from the turbine shaft 20 is established, and the output gear 42, the operating gear device (not shown), and the output shaft 12 ( It is transmitted to the wheel 4 of the automobile 1 via FIG.

  The first planetary gear device 32 constituting the first transmission unit 34 includes three rotating elements, a sun gear S1, a carrier CA1, and a ring gear R1. The sun gear S1 is connected to the turbine shaft 20, and when the sun gear S1 rotates integrally with the turbine shaft 20 and the ring gear R1 is fixed to the housing 44 through the third brake B3 so as not to rotate, the carrier CA1 is turbine-driven. The shaft 20 rotates at a reduced speed.

  Further, the second planetary gear device 36 and the third planetary gear device 38 constituting the second transmission unit 40 are partially connected to each other to thereby constitute four rotating elements RM1, RM2, RM3, and RM4. Has been. Specifically, the first rotating element RM1 is constituted by the sun gear S3 of the third planetary gear unit 38, and the ring gear R2 of the second planetary gear unit 36 and the ring gear R3 of the third planetary gear unit 38 are connected to each other. Thus, the second rotation element RM2 is configured. Further, the carrier CA2 of the second planetary gear device 36 and the carrier CA3 of the third planetary gear device 38 are connected to each other to form a third rotating element RM3, and the fourth gear by the sun gear S2 of the second planetary gear device 36. A rotating element RM4 is configured. That is, in the second planetary gear device 36 and the third planetary gear device 38, the carriers CA2 and CA3 are integrally configured, the ring gears R2 and R3 are configured by a common member, and the second planetary gear device 38 is configured. The pinion gear of the gear device 36 is a Ravigneaux planetary gear train that also serves as the second pinion gear of the third planetary gear device 38.

  The first rotating element RM1 is connected to the housing 44 by a first brake B1, and the second rotating element RM2 is connected to the housing 44 by a second brake B2 to prevent relative rotation. The fourth rotating element RM4 is connected to the turbine shaft 20 by the first clutch C1, and the second rotating element RM2 is connected to the turbine shaft 20 by the second clutch C2 and is rotated integrally therewith. The first rotating element RM1 is integrally connected to the carrier CA1 of the first planetary gear unit 32, and the third rotating element RM3 is integrally connected to the output gear 42, and each of them is rotated integrally. Output. In addition, between the second rotating element RM2 and the housing 44, in parallel with the second brake B2, the second rotating element RM2 is allowed to rotate forward, that is, in the same direction as the turbine shaft 20, while preventing reverse rotation. A one-way clutch F is provided.

  The operation table of FIG. 3 shows the gear stages (reverse, first speed) that are established with the operation states of the engagement elements such as the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3. ○ represents the engagement, and “◎” represents the engagement during engine braking or the like. Note that the reverse gear ratio, which is the reverse gear stage, and the first to sixth gear ratios, which are the forward gear stages, are the first planetary gear unit 32, the second planetary gear unit 36, and the third planetary gear unit 36. It is determined as appropriate according to the gear ratio of the planetary gear unit 38.

Hereinafter, the operating states of the respective engagement elements when the gear stages are established and the movement of the transmission gear mechanism 6 associated therewith are listed for each gear stage such as reverse and first to sixth speeds.
When establishing reverse, which is the reverse gear stage, both the second brake B2 and the third brake B3 are engaged. As a result, the rotation of the second rotating element RM2 relative to the housing 44 is prevented, and the first rotating element RM1 is decelerated and rotated by the first transmission unit 34, which is a reverse gear stage for reversing the automobile 1. Is established, and the third rotation element RM3 is reversely rotated at a rotation speed corresponding to “reverse”.

  The first clutch C1 and the second brake B2 are both engaged when establishing the first speed, which is the lowest gear among the forward gears. However, when accelerating, it is not always necessary to engage the second brake B2 as described above. This is because the second brake B2 and the one-way clutch F are provided in parallel as described above, and the one-way clutch F performs the same function as the engagement of the second brake B2 during acceleration. When the first clutch C1 and the second brake B2 or the one-way clutch F that replaces the first clutch C1 are engaged, the fourth rotating element RM4 is rotated integrally with the turbine shaft 20, and the housing of the second rotating element RM2 is used. Rotation with respect to 44 is prevented, and “first speed”, which is a forward gear stage for moving the automobile 1 forward, is established. As a result, the third rotation element RM3 connected to the output gear 42 is rotated at a rotation speed corresponding to the “first speed”.

  When establishing the second speed, which is a gear stage having a higher gear ratio than the first speed, both the first clutch C1 and the first brake B1 are engaged. As a result, the fourth rotating element RM4 is rotated integrally with the turbine shaft 20, and the rotation of the first rotating element RM1 with respect to the housing 44 is prevented, and "second speed" that is the forward gear stage is established. As a result, the third rotation element RM3 is rotated at a rotation speed corresponding to “second speed”.

  When the third speed, which is a gear stage having a higher gear ratio than the second speed, is established, the first clutch C1 and the third brake B3 are both engaged, and the fourth rotating element RM4 is connected to the turbine shaft 20. The first rotation element RM1 is rotated at a reduced speed by the first transmission unit 34 while being rotated integrally. As a result, the “third speed” that is the forward gear stage is established, and the third rotation element RM3 is rotated at a rotational speed corresponding to the “third speed”.

  When establishing the fourth speed, which is a gear stage having a higher gear ratio than the third speed, the first clutch C1 and the second clutch C2 are both engaged, and the second transmission 40 is connected to the turbine shaft 20. It can be rotated together. As a result, the forward gear stage “4th speed” is established, and the third rotation element RM3 is rotated at a rotational speed corresponding to “4th speed”.

  When the fifth speed, which is the gear ratio with a higher gear ratio than the fourth speed, is established, the second clutch C2 and the third brake B3 are engaged together, and the second rotating element RM2 is connected to the turbine shaft 20. The first rotation element RM1 is rotated at a reduced speed by the first transmission unit 34 while being rotated integrally. As a result, “5th speed” that is the forward gear stage is established, and the third rotating element RM3 is rotated at a rotational speed corresponding to “5th speed”.

  When the sixth speed, which is a gear stage with a higher gear ratio than the fifth speed, is established, the second clutch C2 and the first brake B1 are engaged together, and the second rotating element RM2 is connected to the turbine shaft 20. The first rotation element RM1 is prevented from rotating with respect to the housing 44 while being rotated integrally. As a result, “6th speed” that is the forward gear stage is established, and the third rotation element RM3 is rotated at a rotational speed corresponding to “6th speed”.

Next, the electrical configuration of the control device for the automobile 1 in the present embodiment will be described with reference to FIG.
The control device includes an engine control computer (hereinafter referred to as an engine ECU) 8 that controls the operation of the engine 2 and a drive system control computer (hereinafter referred to as a drive system ECU) that performs drive control of a drive system such as the automatic transmission 3. 50. The engine ECU 8 and the drive system ECU 50 are connected to be communicable with each other.

  The engine ECU 8 detects an accelerator position sensor 16 that detects a depression amount (accelerator depression amount) of an accelerator pedal 15 that is depressed by a driver, and an amount of air that passes through the intake passage 7 (intake air amount). Various sensors such as an air flow meter 21 are connected. The engine ECU 8 is connected with drive circuits for various devices such as a drive circuit for the throttle valve 17, a drive circuit for the fuel injection valve 45, and a drive circuit for the igniter 47.

  The engine ECU 8 detects the operating state of the engine 2 and the like ascertained based on the detection signals input from the sensors, and outputs command signals for the drive circuits of the various devices. Thus, throttle opening control, fuel injection amount control, ignition timing control, and the like of the engine 2 are performed through the engine ECU 8. Adjustment of the output torque according to the request from the driver in the engine 2 is performed based on the operation of the accelerator pedal 15 of the driver. Specifically, when the driver operates the accelerator pedal 15, the opening degree of the throttle valve 17 is adjusted through the throttle opening degree control based on the accelerator depression amount at that time, and the intake air amount of the engine 2 is determined by the driver's request ( The value corresponds to the accelerator depression amount. Then, an amount of fuel corresponding to the intake air amount of the engine 2 is injected from the fuel injection valve 45 through the fuel injection amount control, and the mixture of the fuel and air is ignited by the spark plug 46 based on the ignition timing control. The output torque of the engine 2 is adjusted to a value corresponding to the driver's request.

  Various sensors including the following sensors are connected to the drive system ECU 50. An input rotation speed sensor 9 that detects the rotation speed of the turbine shaft 20 that is an input shaft of the transmission gear mechanism 6. An output rotation speed sensor 10 that detects the rotation speed of the output shaft 12 of the transmission gear mechanism 6. A shift position sensor 14 that outputs a signal corresponding to the position of the shift lever 13 operated by the driver of the automobile. A wheel speed sensor 19 that detects the rotational speed of the wheel 4. The drive system ECU 50 is connected to drive circuits of various devices such as drive circuits of first to fifth solenoid valves 55 to 59 provided in a hydraulic control circuit 54 for switching the gear stage of the automatic transmission 3. Yes.

  The hydraulic control circuit 54 is for supplying hydraulic oil to engaging elements such as the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3. Further, the first to fifth solenoid valves 55 to 59 provided in the hydraulic control circuit 54 are respectively corresponding engagement elements, that is, the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and This is for adjusting the hydraulic pressure acting on the third brake B3 and individually operating the engaging elements.

  And drive system ECU50 detects the drive state etc. of the drive system grasped | ascertained based on the detection signal input from each said sensor, The drive circuit of said various apparatuses, such as the drive circuit of the 1st-5th solenoid valves 55-59 The command signal is output. In this way, gear stage switching control (shift control) and the like of the automatic transmission 3 are performed through the drive system ECU 50.

  Regarding the shift control of the automatic transmission 3, an instruction stage that is a gear stage suitable for the driving state of the automobile 1 is set based on the accelerator depression amount, the vehicle speed, the position of the shift lever 13, and the like. This is realized by individually operating the first to fifth solenoid valves 55 to 59 so that the respective engaging elements are brought into an engaged state or a released state so that the step becomes the indicated step. The vehicle speed used in the shift control can be obtained based on the detection signal from the output rotation speed sensor 10 or the detection signal from the input rotation speed sensor 9 and the current gear stage. By performing the shift control as described above, a gear stage suitable for the driving state of the automobile 1 is formed in the automatic transmission 3. Regarding the gear stage formed in this way, under the condition that the accelerator operation amount is constant during the forward traveling of the automobile 1, the gear ratio becomes higher as the vehicle speed increases, that is, the sixth gear from the first speed side. It moves to the side.

  When switching the gear stage of the automatic transmission 3 to the set instruction stage, the hydraulic pressure acting on a predetermined engagement element is reduced and the engagement element is released according to the set instruction stage. Then, the hydraulic pressure acting on the other engagement elements is increased based on the command pressure to engage the engagement elements, whereby the gear stage is switched (shifted) to the command stage. For example, when the gear stage is set to the third speed and the instruction stage is set to the second speed and the gear stage is changed from the third speed to the second speed, as shown in the table of FIG. While lowering the hydraulic pressure acting on the brake B3 to release the brake B3, the hydraulic pressure acting on the first brake B1 is raised based on the command pressure to engage the brake B1.

  The indicated pressure used when adjusting the hydraulic pressure acting on the engagement element is a value that can enable the engagement of the engagement element, and the output torque of the engine 2 that is obtained from the intake air amount of the engine 2 It is set based on. The command pressure set in this way becomes higher as the output torque increases. This is because as the output torque of the engine 2 increases, the hydraulic pressure required to engage the engagement element increases. Further, when changing the gear stage of the automatic transmission 3 to the low gear stage, in order to change the gear stage without a sense of incongruity, the hydraulic pressure acting on the engagement element to be engaged is directed to the indicated pressure. It is preferable that the engagement elements to be engaged are gradually engaged by gradually increasing toward the indicated pressure instead of rapidly increasing. In this way, when the gear stage is changed to the low side, if the engagement elements to be engaged are gradually engaged, the change will be delayed, but the change will cause a sudden occurrence of engine braking. There is no longer a connection that makes the driver feel uncomfortable.

  In addition, in the automobile, as a change mode for changing the gear stage of the automatic transmission 3, an automatic mode for automatically changing the gear stage according to the driving state of the automobile, and a change of the gear stage by the driver manually. Some manual modes are provided, and the driver can arbitrarily switch between these modes. Such change mode switching is performed through a mode switching operation of the shift lever 13 by the driver. In the automatic mode, an instruction stage that is a gear stage suitable for the driving state of the vehicle is set based on the accelerator depression amount, the vehicle speed, the position of the shift lever 13, and the like, and the gear stage of the automatic transmission 3 is set to the above-described instruction stage. Each of the engaging elements is actuated so that On the other hand, in the manual mode, the instruction stage is set based on the up or down operation of the shift lever 13 by the driver, and the engagement elements are operated so that the gear stage of the automatic transmission 3 becomes the instruction stage. Such a manual mode is often selected in situations where it is required to change the gear stage with high responsiveness to a driver's shift operation, such as during sports driving.

  Incidentally, in an automobile, there is a case where output torque adjustment of the engine 2 is required based on a request from a drive system. Thus, when the output torque adjustment of the engine 2 is requested based on the request from the drive system, it can be realized by adjusting the output torque by a plurality of torque adjusting means. Specific examples of the adjustment of the output torque by such torque adjusting means include adjustment of ignition timing, adjustment of the opening of the throttle valve 17, cut of fuel supply to the fuel injection valve 45, adjustment of the fuel injection amount in the fuel injection valve 45, And a change in the valve characteristics of the intake valve of the engine 2.

  When adjusting the output torque by adjusting the ignition timing, the adjustment can be executed with good responsiveness. Therefore, adjusting the output torque by adjusting the ignition timing means that the output torque is adjusted by the first torque adjusting means that can adjust the output torque of the engine 2 with high responsiveness. When adjusting the output torque by adjusting the opening degree of the throttle valve 17, cutting the fuel supply to the fuel injection valve 45, adjusting the fuel injection amount of the engine 2 and changing the valve characteristics of the intake valve, Compared with the adjustment of the output torque through the adjustment of the timing, the adjustment can be carried out significantly over a long period of time. Therefore, adjusting the output torque by adjusting the opening degree of the throttle valve 17, cutting the fuel supply to the fuel injection valve 45, adjusting the fuel injection amount of the engine 2, and changing the valve characteristic of the intake valve This means that the output adjustment is performed by the second torque adjusting means capable of performing the output torque of a large amount over a long period of time.

  Next, a procedure for making an output torque adjustment request of the engine 2 based on a request from the drive system and adjusting the output torque of the engine 2 in response to the request will be described with reference to FIGS. 4 and 5.

  FIG. 4 is a flowchart showing an output torque adjustment request routine for making a request for output torque adjustment of the engine 2 based on a request from the drive system. This output torque adjustment request routine is periodically executed through the drive system ECU 50, for example, with a time interruption every predetermined time.

In this routine, it is first determined whether or not it is necessary to adjust the output torque of the engine 2 based on a request from the drive system (S101).
Examples of situations where such output torque adjustment is necessary include various situations including the situations shown in [1] to [3] below. [1] During a shift such as a power-on upshift in the automatic mode, that is, when the gear stage is switched from the low side to the high side of the automatic transmission 3 in the power-on state of the engine 2. [2] When the gear stage using the engagement of the engagement element in which the engagement abnormality occurs is established. [3] Late stage of the shift period in which the gear stage is switched to the low side of the automatic transmission 3 in the manual mode.

  If it is determined in step S101 that the output torque adjustment of the engine 2 is necessary based on the request from the drive system, the required responsiveness level, the required duration, and the necessary adjustment amount in the output torque adjustment are the same as the output torque. A determination is made according to the situation requiring adjustment (S102).

  Here, the required level in the output torque adjustment is a parameter determined as, for example, “1, 2, 3,...” According to the situation where the output torque adjustment is necessary. It means that responsiveness is required. The required duration time for the output torque adjustment represents the length of time for which the adjustment should be performed, and is variably set according to the situation where the output torque adjustment is required. Further, the necessary adjustment amount in the output torque adjustment is a parameter in which the sign of the numerical value and the magnitude are variably set according to the situation where the output torque adjustment is necessary. The larger the numerical value, the larger the output torque. It means that adjustment is needed. Further, regarding the above necessary adjustment amount, a positive value means that output torque adjustment (torque up) in the increasing direction is required, and a negative value means output torque adjustment in the decreasing direction. This means that (torque down) is required.

Thereafter, a request for adjusting the output torque of the engine 2 is requested to the engine ECU 8 including the necessary responsiveness level, the necessary duration time, and the necessary adjustment amount described above (S103).
FIG. 5 is a flowchart showing an output torque adjustment execution routine for executing output torque adjustment of the engine 2 based on a request from the drive system. The output torque adjustment execution routine is periodically executed through the engine ECU 8 by, for example, a time interruption every predetermined time.

  In this routine, it is first determined whether or not there is a request for adjusting the output torque of the engine 2 from the drive system ECU 50 (S201). If the determination is affirmative, the output torque of the engine 2 is adjusted based on the required responsiveness level, the required duration, and the required adjustment amount when the output torque is adjusted (S202). ). Specifically, the output torque adjustment of the engine 2 adjusts the output torque by using the plurality of torque adjusting means in combination, and the plurality of torques in at least a part of the entire execution period of the output torque adjustment. This is realized by simultaneously adjusting the output torque by the adjusting means. For example, as the output torque adjustment of the engine 2, the output torque adjustment by the first torque adjustment means such as the adjustment of the ignition timing, and the second torque such as the throttle valve 17 opening adjustment and the fuel supply cut to the fuel injection valve 45 are cut. The output torque adjustment by the adjusting means is used together. Further, in the combined use of the output torque adjustment by the first torque adjusting means and the output torque adjustment by the second torque adjusting means, in at least a part of the entire execution period of the output torque adjustment of the engine 2, The output torque adjustment by the first torque adjustment means and the output torque adjustment by the second torque adjustment means are performed simultaneously.

  In the output torque adjustment by the first torque adjustment means such as the adjustment of the ignition timing, it is possible to perform the adjustment with good responsiveness. In the output torque adjustment by the torque adjusting means, it is possible to perform the same adjustment over a long period of time. Therefore, the output torque adjustment by the first and second torque adjusting means is simultaneously performed in at least a part of the entire execution period of the output torque adjustment by the combined use of the first and second torque adjusting means. Thus, it is possible to improve the responsiveness of the output torque adjustment or increase the adjustment amount during the execution period of the output torque adjustment. Therefore, when a request for adjusting the output torque of the engine 2 from the drive system is made, further improvement can be achieved in terms of responsiveness and adjustment amount for realizing the output torque adjustment.

Next, the execution mode of the output torque adjustment of the engine 2 based on the request from the drive system will be described in detail with reference to FIGS. 6 to 8 for each situation shown in the above [1] to [3].
FIG. 6 shows the case of switching the gear stage of the automatic transmission 3 from the first speed to the second speed in the situation [1], that is, the execution mode of the output torque adjustment of the engine 2 at the time of shifting such as the power-on upshift. It is a flowchart for demonstrating to an example. (A) to (f) in FIG. 6 respectively indicate the instruction stage at the time of switching the gear stage, the hydraulic pressure acting on the first brake B1, the engine rotation speed, the output torque of the engine 2, the ignition timing, and the throttle opening degree. It shows a change.

  In this case, the gear stage is changed from the first speed to the second speed as shown in FIG. 6A (timing T0). Along with this, the hydraulic pressure acting on the first brake B1, which is an engagement element to be engaged to establish the second speed, is increased as shown in FIG. 6 (b). Then, when the engagement of the first brake B1 is completed, the second speed is established as the gear stage of the automatic transmission 3 (T2).

  At the time of shifting such as a power-on upshift, torque reduction is performed from the drive system ECU 50 to the engine ECU 8 in order to reduce the amount of heat generated due to the engagement of the engaging element (first brake B1) at that time and to shorten the shifting time. A request for adjusting the output torque of the engine 2 on the side is made. Such a request for output torque adjustment is made from the drive system ECU 50 to the engine ECU 8 including the required responsiveness level, the required duration, and the required adjustment amount in the output torque adjustment in the situation [1]. Become. Although the output torque adjustment requires only a temporary adjustment, a rapid adjustment is required. Therefore, the output torque adjustment is generally performed through the output torque adjustment by the first torque adjustment means such as the ignition timing adjustment (retarding angle). Output torque adjustment is performed to meet the requirements. However, when the output torque adjustment request is made and the necessary adjustment amount for performing the output torque adjustment is large, the above-mentioned adjustment amount can be obtained only by adjusting the output torque by the first torque adjusting means. There is a possibility that it cannot be satisfied.

  When the engine ECU 8 receives the output torque adjustment request from the drive system ECU 50 (T0), if the necessary adjustment amount and the necessary duration for performing the output torque adjustment are large, the engine ECU 8 The output torque is adjusted simultaneously by the first and second torque adjusting means during at least a part (T1 to T2) of the entire execution period (T0 to T2). Here, as the output torque adjustment by the second torque adjusting means, for example, adjustment of the output torque by adjusting the throttle opening is used.

  Specifically, when an output torque adjustment request is received from the drive system ECU 50 (T0), these are realized based on the required responsiveness level, the required duration, and the required adjustment amount for the adjustment. The ignition timing is retarded as shown in FIG. 6 (e), and the throttle valve 17 is operated to the closed side to reduce the throttle opening as shown in FIG. 6 (f). Each start timing for retarding the ignition timing and decreasing the throttle opening is a timing at which the required responsiveness level can be realized. Each execution time for retarding the ignition timing and decreasing the throttle opening is a value that can achieve the required duration. Further, the retard amount at the retard of the ignition timing and the decrease amount due to the decrease in the throttle opening are values that can realize the necessary adjustment amount, respectively.

  As can be seen from FIGS. 6 (e) and (f), in this example, the retarding of the ignition timing and the decrease in the throttle opening cause the same output torque adjustment to satisfy the output torque adjustment request from the drive system ECU 50. Of the entire execution period (T0 to T2), it is performed simultaneously during the partial period (T1 to T2). Here, in the output torque adjustment by reducing the throttle opening, the output torque can be greatly adjusted compared to the output torque adjustment by retarding the ignition timing. Therefore, during the period, the ignition timing is retarded and the throttle opening is decreased at the same time, so that during the execution period of the output torque adjustment to satisfy the output torque adjustment request from the drive system ECU 50, It is possible to increase the adjustment amount while ensuring the response of output torque adjustment. Therefore, when the output torque adjustment request from the drive system ECU 50 is received, if the necessary adjustment amount for performing the output torque adjustment is large, there is a problem that the necessary adjustment amount cannot be satisfied. There is no.

  As described above, during the shift period (T0 to T2) in which the shift of the automatic transmission 3 such as the power-on upshift is performed, the output torque of the engine 2 is adjusted to the torque-down side as shown in FIG. As a result, the amount of heat generated due to the engagement of the engagement element (first brake B1) can be reduced and the shift time can be shortened. Note that in the process of performing the power-on upshift, the engine speed changes as shown in FIG.

  FIG. 7 shows the execution state of the output torque adjustment of the engine 2 in the situation [2] above, that is, when the gear stage is established using the engagement of the engagement element in which the engagement abnormality occurs. It is a flowchart for demonstrating as an example the case where engagement abnormality has arisen in 3rd brake B3. In the figure, (a) to (f) respectively indicate the presence / absence of engagement abnormality in the third brake B3, the presence / absence of the engagement instruction of the third brake B3, the hydraulic pressure acting on the third brake B3, and the engine 2. Changes in the output torque, throttle opening, and ignition timing are shown.

  Because the fifth solenoid valve 59 for adjusting the hydraulic pressure acting on the third brake B3 fails and the hydraulic pressure cannot be raised properly, the third brake as shown in FIG. An engagement abnormality may occur at B3. Assume that the engagement instruction of the third brake B3 for switching the gear to the third speed is made as shown in FIG. 7B when the engagement abnormality occurs in the third brake B3. (Timing T3), based on the output torque of the engine 2 obtained from the intake air amount at that time, the command pressure of the hydraulic pressure of the third brake B3 is set. The command pressure at this time is set to a value indicated by a two-dot chain line in FIG. 7C, for example, as a value for realizing the engagement of the third brake B3.

  However, if the cause of the engagement abnormality of the third brake B3 is that the hydraulic pressure acting on the third brake B3 cannot be raised properly due to the failure of the fifth solenoid valve 59, the instruction set as described above Even if the hydraulic pressure is increased toward the pressure, the hydraulic pressure cannot reach the command pressure as shown by the solid line in FIG. In this way, the hydraulic pressure acting on the third brake B3 cannot be properly increased to the command pressure, causing an abnormal engagement of the third brake B3. Further, under such circumstances, if the output torque of the engine 2 input to the transmission gear mechanism 6 of the automatic transmission 3 is too large, the engagement of the third brake B3 in which the above-described engagement is abnormal is also caused. Cause it cannot be done. Note that the occurrence of the engagement abnormality of the third brake B3 means that the gear stage (third speed) is not properly established in the automatic transmission 3 and the automatic transmission 3 between the engine 2 and the wheels 4 is not properly established. This means that the torque transmission via can not be performed properly.

  As described above, when an abnormality occurs in the engagement of the third brake B3 and the gear stage (third speed) using the engagement is to be established (T3 in this example), the abnormality Even in such a case, the drive system ECU 50 requests the engine ECU 8 to adjust the output torque of the engine 2 on the torque down side so that the third brake B3 can be engaged. Such a request for output torque adjustment is made from the drive system ECU 50 to the engine ECU 8 including the required responsiveness level, required duration time, and required adjustment amount in the output torque adjustment in the situation [2]. Become. Regarding the output torque adjustment, since there is a possibility that a large adjustment is required over a long period of time during which the third speed is established, a second adjustment such as adjustment (decrease) of the throttle opening is generally required. Output torque adjustment for satisfying the output torque adjustment request is performed through adjustment of the output torque by the torque adjusting means. However, in the adjustment of the output torque by the second torque adjusting means, it is difficult to perform the adjustment with good responsiveness.

  When the engine ECU 8 receives the output torque adjustment request from the drive train ECU 50 (T3), the engine ECU 8 performs the first and second periods in at least a part of the entire output torque adjustment execution period (T3). The output torque is adjusted simultaneously by the torque adjusting means. Note that the output torque adjustment by the second torque adjusting means here is the adjustment of the output torque by adjusting the throttle opening as described above, and the adjustment of the output torque by the first torque adjusting means is by adjusting the ignition timing. Adjustment of output torque.

  Specifically, when an output torque adjustment request is received from the drive system ECU 50 (T3), these are realized based on the required responsiveness level, required duration, and required adjustment amount for the adjustment. Thus, the throttle valve 17 is operated to the closed side to reduce the throttle opening as shown in FIG. Regarding the reduction of the throttle opening, the start timing is a timing (T3 in this example) that can achieve the required responsiveness level, the execution time is a value that can realize the required duration, and the reduction amount is the above The necessary adjustment amount is a value that can be realized. Further, when an output torque adjustment request is received from the drive system ECU 50 (T3), the ignition timing is set as shown in FIG. 7 (f) in order to set the response of the output torque adjustment to the required response level. Retard. The ignition timing retardation start timing is a timing at which the output torque adjustment response can be set to the required response level, for example, immediately after receiving a request for output torque adjustment from the drive system ECU 50 (T3). Immediately after).

  As can be seen from FIGS. 7 (e) and 7 (f), in this example, the reduction of the throttle opening and the retard of the ignition timing are the same in the output torque adjustment for satisfying the output torque adjustment request from the drive system ECU 50. Of the execution period (T3), the simultaneous execution is performed in a period from the start time (T3) of the execution period to the time (T4) when the decrease in the throttle opening is completed. Here, the output torque adjustment by retarding the ignition timing can adjust the output torque with higher responsiveness than the output torque adjustment by reducing the throttle opening. Therefore, in the initial period (T3 to T4) of the execution period, the output torque from the drive system ECU 50 is adjusted by simultaneously adjusting the output torque by reducing the throttle opening and adjusting the output torque by retarding the ignition timing. During the output torque adjustment execution period (T3) for satisfying the adjustment request, the output torque adjustment can be performed with high responsiveness.

  As described above, the output torque of the engine 2 is adjusted to the torque-down side as shown in FIG. 7D during the period (T3) in which the third speed is established in the automatic transmission 3, and the engagement abnormality occurs. Thus, the third brake B3 can be engaged, and the adjustment of the output torque to the torque-down side is performed with good responsiveness.

  FIG. 8 shows the state of the above [3], that is, the execution mode of the output torque adjustment of the engine 2 in the later stage of the shift period in which the gear stage is switched to the low side of the automatic transmission 3 in the manual mode. 7 is a flowchart for explaining an example of switching the gear stage of the machine 3 from the third speed to the second speed. (A) to (g) in the figure respectively indicate the instruction stage at the time of switching the gear stage, the hydraulic pressure acting on the third brake B3, the hydraulic pressure acting on the first brake B1, the engine speed, and the output torque of the engine 2 , Ignition timing, and changes in throttle opening.

  As described above, the manual mode is often selected under a situation where it is required to change the gear stage with high responsiveness to a driver's shift operation, such as during sports driving. Therefore, when a change to the lower gear (second gear in this example) is instructed through the down operation of the shift lever 13 during the manual mode, the change of the gear is performed in response to the above request. To be done.

  That is, when the instruction stage is changed from the third speed to the second speed as shown in FIG. 8A based on the operation of the shift lever 13 by the driver (timing T5), the hydraulic pressure acting on the third brake B3. Is rapidly lowered as shown in FIG. As a result, the third brake B3 is quickly released to the neutral state, and then the engine rotation speed is a value that does not cause excessive engine braking even when the engagement element to be engaged is rapidly engaged, In other words, the value is raised to a value that does not cause a sense of incongruity (value NE1 in FIG. 8D) (T8). Then, with the engine speed increased in this way, the hydraulic pressure acting on the first brake B1 is quickly increased as shown in FIG. 8C, and the brake B1 is quickly engaged. Second speed is established (T9). By changing the gear stage as described above, it is possible to suppress a delay in response to the change of the gear stage from the third speed to the second speed with respect to the down operation of the shift lever 13 by the driver. In other words, the time from when the down operation is performed until the change of the gear stage to the second speed is completed is shortened.

  On the other hand, when the gear stage is switched to the second speed side in the manual mode, the gear stage can be quickly switched by rapidly increasing the engine speed from the neutral state. For this reason, when the gear stage is switched to the low side in the manual mode, in the latter part of the shift period (T5 to T9) in which the switching is performed, the drive system ECU 50 to the engine ECU 8 On the other hand, a request for adjusting the output torque of the engine 2 on the torque-up side is made. Such a request for output torque adjustment is made from the drive system ECU 50 to the engine ECU 8 including the required responsiveness level, the required duration, and the required adjustment amount in the output torque adjustment in the situation of [3] above. Become. Since the output torque adjustment requires adjustment to the torque-up side, the output for satisfying the above-mentioned output torque adjustment request through the adjustment of the output torque by the second torque adjustment means such as the adjustment (increase) of the throttle opening. Torque adjustment is performed. However, it is difficult to perform the adjustment with high responsiveness only by adjusting the output torque by the second torque adjusting means.

  When the engine ECU 8 receives the output torque adjustment request from the drive train ECU 50 (T6), the engine ECU 8 is in at least a part of the entire output torque adjustment execution period (T6 to T8) (T6 to T7). The output torque is adjusted simultaneously by the first and second torque adjusting means. Note that the output torque adjustment by the second torque adjusting means here is the adjustment of the output torque by adjusting the throttle opening as described above, and the adjustment of the output torque by the first torque adjusting means is by adjusting the ignition timing. Adjustment of output torque.

  Specifically, when an output torque adjustment request is received from the drive system ECU 50 (T6), these are realized based on the required responsiveness level, required duration, and required adjustment amount for the adjustment. As described above, the output torque adjustment based on the above request is performed through the adjustment of the throttle opening and the adjustment of the ignition timing as follows. That is, the latter period of the gear shift period (T5 to T9) in which the gear stage is switched to the second speed is earlier than the timing (T7) at which the engine speed is increased from the neutral state (this example) Then, at T6), the throttle valve 17 is opened in advance to increase the throttle opening as shown in FIG. 8 (g). Further, in order to suppress the increase in the output torque of the engine 2 due to the increase in the throttle opening, the ignition timing is retarded simultaneously with the increase in the throttle opening as shown in FIG. Thus, the period (T6 to T7) in which the throttle opening is increased and the ignition timing is retarded is a period in which the output torque adjustment is performed simultaneously.

  Then, when the timing (T7) for increasing the engine speed from the neutral state is reached, as shown in FIG. 8 (f), the retardation of the ignition timing is stopped and the normal ignition timing is set. As shown in FIG. 8 (e), the output torque of the engine 2 is quickly adjusted to the torque-up side, and the output torque adjustment is performed with good responsiveness. Therefore, the engine speed can be increased rapidly from the neutral state as shown in FIG. Regarding the start timing, duration, and increase amount of the throttle opening increase (T6 to T8), and the start timing, duration, and delay amount of the ignition timing delay (T6 to T7), The required responsiveness level, the required duration, and the timing and value at which the required adjustment can be realized.

  As described above, the output torque of the engine 2 is adjusted to the torque-up side with good responsiveness in the latter period of the shift period (T5 to T9) in which the automatic transmission 3 switches from the third speed to the second speed. Since the engine speed is rapidly increased, it is possible to quickly switch the gear stage from the third speed to the second speed in the manual mode.

According to the embodiment described in detail above, the following effects can be obtained.
(1) When there is a request for adjusting the output torque of the engine 2 from the drive system ECU 50, these are realized based on the required responsiveness level, the required duration, and the required adjustment amount when performing the output torque adjustment. As described above, the output torque of the engine 2 is adjusted by using a plurality of torque adjusting means in combination. In the adjustment of the output torque of the engine 2 by the combined use of the plurality of torque adjusting means, for example, the output torque adjustment by the first torque adjusting means such as the adjustment of the ignition timing, the throttle valve 17 opening adjustment and the fuel injection valve 45 are adjusted. The output torque adjustment by the second torque adjusting means such as cut of fuel supply is used in combination. Further, as the combined use of the first and second torque adjusting means, the output torque adjustment by the first and second torque adjusting means is performed simultaneously in at least a part of the entire execution period of the output torque adjustment. Is called.

  In the output torque adjustment by the first torque adjustment means such as the adjustment of the ignition timing, it is possible to perform the adjustment with good responsiveness. In the output torque adjustment by the torque adjusting means, it is possible to perform the same adjustment over a long period of time. For this reason, the output torque adjustment by the first and second torque adjusting means is simultaneously performed during at least a part of the entire execution period of the output torque adjustment by the combined use of the first and second torque adjusting means. This makes it possible to improve the response of the output torque adjustment and increase the adjustment amount during the execution period of the output torque adjustment. Therefore, when a request for adjusting the output torque of the engine 2 from the drive system is made, further improvement can be achieved in terms of responsiveness and adjustment amount for realizing the output torque adjustment.

  (2) During a shift of the automatic transmission 3 such as a power-on upshift, a torque is applied from the drive system ECU 50 to the engine ECU 8 in order to reduce the amount of heat generated due to the engagement of the engagement elements and the shift time. A request for adjusting the output torque of the engine 2 on the down side is made. When the engine ECU 8 receives a request for adjusting the output torque from the drive system ECU 50, the engine ECU 8 determines the ignition timing so as to be realized based on the required responsiveness level, the required duration, and the required adjustment amount for the adjustment. Is retarded and the throttle opening is reduced. Such retarding of the ignition timing and reduction of the throttle opening are simultaneously performed over the entire execution period of the output torque adjustment for satisfying the output torque adjustment request from the drive system ECU 50. Here, in the output torque adjustment by reducing the throttle opening, the output torque can be greatly adjusted compared to the output torque adjustment by retarding the ignition timing. Therefore, during the period, the ignition timing is retarded and the throttle opening is decreased at the same time, so that during the execution period of the output torque adjustment to satisfy the output torque adjustment request from the drive system ECU 50, It is possible to increase the adjustment amount while ensuring the response of output torque adjustment. Therefore, when the output torque adjustment request from the drive system ECU 50 is received, if the necessary adjustment amount for performing the output torque adjustment is large, there is a problem that the necessary adjustment amount cannot be satisfied. There is no.

  (3) When an attempt is made to establish a gear stage (3rd speed, etc.) using the engagement in a situation where there is an abnormality in the engagement of a predetermined engagement element (the third brake B3, etc.) In order to enable the engagement element to be engaged even at the time of the abnormality, the drive system ECU 50 requests the engine ECU 8 to adjust the output torque of the engine 2 on the torque down side. When the engine ECU 8 receives a request for adjusting the output torque from the drive train ECU 50, the engine ECU 8 adjusts the throttle so that these are realized based on the required responsiveness level, required duration, and required adjustment amount for the adjustment. Decrease the opening and retard the ignition timing. The decrease in the throttle opening and the retard of the ignition timing are caused by the decrease in the throttle opening from the start of the execution period in the execution period of the output torque adjustment for satisfying the output torque adjustment request from the drive system ECU 50. Are performed simultaneously in the period up to the point of completion. Here, the output torque adjustment by retarding the ignition timing can adjust the output torque with higher responsiveness than the output torque adjustment by reducing the throttle opening. For this reason, at the beginning of the execution period, the output torque adjustment by reducing the throttle opening and the output torque adjustment by retarding the ignition timing are performed simultaneously, thereby satisfying the output torque adjustment request from the drive system ECU 50. Therefore, the output torque adjustment can be performed with good responsiveness during the execution period of the output torque adjustment.

  (4) When switching the gear stage to the low side (second speed, etc.) in the manual mode, in the latter part of the shift period during which the switching is performed, the engine speed is quickly increased to complete the switching quickly. Therefore, the drive system ECU 50 requests the engine ECU 8 to adjust the output torque of the engine 2 on the torque-up side. When the engine ECU 8 receives a request for adjusting the output torque from the drive system ECU 50, the engine ECU 8 is configured so that these are realized based on the required responsiveness level, the required duration, and the required adjustment amount for performing the adjustment. Output torque adjustment based on demand is performed through adjustment of throttle opening and ignition timing as follows. In other words, the throttle valve 17 is opened in advance at a later stage of the shift period in which the gear stage is switched to the low side, and earlier than the timing at which the engine speed increases, so that the throttle opening is increased. In addition to increasing the ignition timing, the ignition timing is retarded in order to suppress the increase in the output torque of the engine 2. Thus, the period in which the throttle opening is increased and the ignition timing is retarded is the period in which the output torque adjustment is performed simultaneously. When the timing for increasing the engine rotation speed is reached, the output torque of the engine 2 can be quickly adjusted to the torque-up side by stopping the retard of the ignition timing and setting the normal ignition timing. Output torque adjustment is performed with good responsiveness. Therefore, it is possible to quickly increase the engine rotation speed, and to quickly switch to the low gear in the manual mode.

  (5) The vehicle control apparatus includes a drive system ECU 50 and an engine ECU 8. Then, the drive system ECU 50 makes a request for output torque adjustment to the engine ECU 8 based on a request from the drive system. Further, the engine ECU 8 receives a request for output torque adjustment from the drive system ECU 50, and realizes them based on the required responsiveness, required duration, and required adjustment amount for adjusting the output torque. The output torque is adjusted by a plurality of torque adjusting means (first torque adjusting means, second torque adjusting means, etc.). As described above, the drive system ECU 50 only requests the engine ECU 8 to adjust the output torque, and based on the required responsiveness, the required duration, and the required adjustment amount for adjusting the output torque according to the request. Actual output torque adjustment using a plurality of torque adjusting means for realizing them is performed by the engine ECU 8. If the driving system ECU 50 is instructed to adjust the output torque of the engine 2 by a plurality of torque adjusting means, the driving system ECU 50 must be prepared for each vehicle type, for example, according to the specifications of the vehicle. This causes a problem that the versatility of the drive system ECU 50 is reduced. However, it is possible to avoid such a problem that the versatility of the drive system ECU 50 is reduced.

[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to FIGS.
In this embodiment, when the throttle valve 17 is temporarily operated to the closed side or the open side for adjusting the output torque of the engine 2 when the gear stage of the automatic transmission 3 is changed (shifted), It is possible to prevent the engagement of the engagement element for establishing the gear stage after switching from being properly performed by hydraulic pressure. Note that the temporary closing operation of the throttle valve 17 is performed, for example, to reduce a shock during gear shifting, as shown in the first embodiment. The operation of the throttle valve 17 to the temporary opening side is, for example, when the automatic transmission 3 having the manual mode is switched to the low gear in the same mode as shown in the first embodiment. Done.

  When the gear stage of the automatic transmission 3 is switched (shifted), the throttle valve 17 corresponds to the torque adjustment amount X in order to temporarily change the engine output torque, for example, by the torque adjustment amount X. When it is temporarily moved to the closing side or the opening side, the following problems may occur. That is, when the throttle valve 17 is temporarily moved to the close side or the open side as described above, the engine output torque obtained from the intake air amount also temporarily decreases or increases by the torque adjustment amount X. Is inevitable. Therefore, if the output torque is used as it is for setting the command pressure in the hydraulic pressure of the engagement element necessary for establishing the gear stage after switching, the command pressure becomes too small or too large. If the hydraulic pressure acting on the engagement element for establishing the gear after switching is adjusted based on the command pressure that is too small, the engagement of the engagement element may not be properly performed. Further, if the hydraulic pressure acting on the engagement element for establishing the gear stage after the switching is adjusted based on the command pressure that is too large, the hydraulic pressure acting on the engagement element may become uselessly large.

  In order to deal with such a problem, in this embodiment, as an output torque that is referred to when setting the indicated pressure, a change corresponding to the torque adjustment amount X with respect to the engine output torque obtained from the intake air amount is set. The reference torque, which is the removed value, is used. FIG. 9 is a flowchart showing an instruction pressure setting routine for calculating the reference torque as described above and setting an instruction pressure based on the reference torque. This command pressure setting routine is executed through the drive system ECU 50 by, for example, a time interruption every predetermined time.

  In this routine, first, the output torque of the engine 2 is calculated from the intake air amount (S301). The output torque calculated in this way increases as the intake air amount increases. Thereafter, a value obtained by removing the torque adjustment amount X from the output torque calculated as described above is calculated as a reference torque (S302). More specifically, when the torque adjustment amount X is a value for torque reduction, a value obtained by adding the torque adjustment amount X to the output torque is set as a reference torque, and the torque adjustment amount X is used for torque increase. If the value is a value, a value obtained by subtracting the torque adjustment amount from the output torque is set as the reference torque.

  Therefore, when the gear stage of the automatic transmission 3 is switched (shifted), the throttle valve 17 is temporarily turned on as described above in order to temporarily change the output torque of the engine 2 by the torque adjustment amount X. When the operation toward the closing side or the opening side is performed, the reference torque is not temporarily changed by the torque adjustment amount X. Based on the reference torque calculated as described above, the command pressure is set to a higher value as the reference torque increases (S303). Accordingly, when the throttle valve 17 is temporarily closed or opened, the indicated pressure set based on the reference torque becomes too small or too large, and the switching after the switching is performed. Therefore, it is possible to prevent the engagement element for establishing the gear stage from being engaged properly by the hydraulic pressure and the hydraulic pressure from becoming unnecessarily large.

Next, the setting mode of the indicated pressure under the situation shown in [1] will be described in detail with reference to FIG.
FIG. 10 is a diagram for explaining an example of setting the command pressure at the time of shifting of the automatic transmission 3 such as a power-on upshift in the case where the gear stage of the automatic transmission 3 is switched from the first speed to the second speed. It is a flowchart. (A) to (f) in FIG. 4 respectively indicate the instruction stage at the time of switching the gear stage, the hydraulic pressure acting on the first brake B1, the engine rotation speed, the output torque of the engine 2, the ignition timing, and the throttle opening degree. It shows a change.

  When the gear stage of the automatic transmission 3 is switched from the first speed to the second speed due to the power-on upshift, the amount of heat generated due to the engagement of the engagement element (first brake B1) at that time is reduced and the shift time is shortened. Therefore, the drive system ECU 50 requests the engine ECU 8 to adjust the output torque of the engine 2 on the torque down side. Such a request for output torque adjustment is made from the drive system ECU 50 to the engine ECU 8 including the required responsiveness level, the required duration, and the required adjustment amount in the output torque adjustment in the situation [1]. Become.

  When the engine ECU 8 receives a request for output torque adjustment from the drive system ECU 50 (T0), the engine ECU 8 is realized based on the required responsiveness level, required duration, and required adjustment amount for the adjustment. The ignition timing is retarded as shown in FIG. 10 (c), and the throttle opening is reduced as shown in FIG. 10 (f). The amount of decrease in the throttle opening at this time, that is, the amount of movement of the throttle valve 17 toward the closing side, is a value corresponding to the torque adjustment amount X determined to satisfy the necessary adjustment amount.

  In this case, it is inevitable that the output torque of the engine obtained from the intake air amount is temporarily reduced by the torque adjustment amount X as shown by the solid line in FIG. For this reason, if the output torque is used as it is for setting the command pressure of the hydraulic pressure acting on the first brake B1, the command pressure becomes a value that is too small as shown by a two-dot chain line L2, for example, in FIG. There is a possibility that the engagement by the hydraulic pressure of the first brake B1 for establishing the gear stage (second speed) after the switching cannot be properly performed.

  However, in this embodiment, a value obtained by adding the torque adjustment amount X to the engine output torque obtained from the intake air amount is used as the reference torque that is referred to when setting the command pressure. The reference torque is requested to adjust the output torque of the engine 2 to the torque-down side during the shift of the automatic transmission 3 such as a power-on upshift, and based on this, the throttle is opened by an amount corresponding to the torque adjustment amount X as described above. When the degree is decreased, the torque adjustment amount X is not temporarily reduced.

  Therefore, the reference torque does not temporarily decrease like the output torque obtained from the intake air amount (solid line in FIG. 10D), but changes as indicated by the broken line in FIG. The indicated pressure set based on the reference torque is prevented from being an excessively small value as indicated by a two-dot chain line L1 in FIG. 10B. For this reason, it is avoided that the indicated pressure becomes a value that is too small, and the engagement by the hydraulic pressure of the first brake B1 for establishing the gear stage (second speed) after the switching cannot be properly performed.

According to this embodiment described above in detail, the following effects can be obtained in addition to the effects (1) to (5) of the first embodiment.
(6) When the gear stage of the automatic transmission 3 is switched, the instruction pressure of the hydraulic pressure of the engagement element for establishing the gear stage after the change is a reference torque calculated based on the output torque of the engine 2. Use to set. When the gear stage of the automatic transmission 3 is switched (shifted), the throttle valve 17 is set to the torque adjustment amount X so as to temporarily change the output torque of the engine 2 by the torque adjustment amount X. Only the corresponding amount is temporarily moved to the closing side or the opening side. As the reference torque for setting the instruction stage, a value obtained by removing the influence of the torque adjustment amount X from the output torque obtained from the intake air amount of the engine 2 is used. This reference torque is used to temporarily close the throttle valve 17 so as to temporarily change the output torque of the engine 2 by the torque adjustment amount X when the gear stage of the automatic transmission 3 is changed (shifted). When the operation toward the opening side or the opening side is performed, the torque adjustment amount X is not temporarily changed. Therefore, the command pressure set based on the reference torque becomes a value that is too small or too large due to the temporary closing or opening operation corresponding to the torque adjustment amount X of the throttle valve 17. Is avoided. As a result, the command pressure becomes too small or too large, and the engagement of the engagement element for establishing the gear stage after the switching cannot be properly performed. Is prevented from becoming unnecessarily large.

  (7) When a request for adjusting the output torque of the engine 2 to the torque-down side is made during a shift of the automatic transmission 3 such as a power-on upshift, and based on this, the throttle opening is temporarily reduced by the amount of torque adjustment X The reference torque is not temporarily reduced by the torque adjustment amount X. For this reason, it is avoided that the indicated pressure set based on the reference torque becomes too small, and as a result, the engagement of the engagement element for establishing the gear stage after the switching cannot be properly performed. It is avoided.

[Other Embodiments]
In addition, each said embodiment can also be changed as follows, for example.
As a request for adjusting the output torque of the engine 2 from the drive system, for example, there is also a request for adjusting the output torque of the engine 2 that is performed in response to detection of a slip of a wheel of an automobile. The present invention may be applied when satisfying such a demand for output torque adjustment.

  Even when the output torque of the engine 2 is adjusted by the second torque adjusting means, the fuel supply to the fuel injection valve 45 is cut, the fuel injection amount of the engine 2 is adjusted, and the valve characteristics of the intake valve are changed. Good. For example, in the output torque adjustment in the above condition [1], as the output torque adjustment of the engine 2 by the second torque adjusting means, the fuel supply is cut, the fuel injection amount is adjusted, and the valve characteristics of the intake valve are changed. Etc. can also be executed.

  In the second embodiment, the drive system ECU 50 requests that the throttle valve 17 be temporarily closed or opened by an amount corresponding to the torque adjustment amount X when the automatic transmission 3 shifts, and the engine ECU 8 The throttle valve 17 may be operated in response to the request.

  In the second embodiment, the state of [3] above, that is, the instruction pressure of the hydraulic pressure acting on the engagement element during the shift period in which the gear stage is switched to the low side of the automatic transmission 3 in the manual mode. The present invention may be applied to the setting.

  In this case, assuming that the operation to the opening side of the throttle valve 17 is performed so as to adjust the output torque to the torque-up side of the engine 2 during the speed change period by the torque adjustment amount X, when setting the indicated pressure, As the reference torque to be referred to, a value obtained by subtracting the torque adjustment amount X from the output torque of the engine 2 obtained from the intake air amount is used. This reference torque is requested to adjust the output torque of the engine to the torque-up side in the latter half of the shift period when the low-side gear shift (shift) of the automatic transmission 3 in the manual mode is performed. When the throttle opening is increased by an amount corresponding to the adjustment amount X, the torque adjustment amount X is not temporarily increased.

  Accordingly, the indicated pressure set based on the reference torque is set to an appropriate value, and the indicated pressure becomes too large, and the hydraulic pressure of the engagement element for establishing the gear stage after the switching becomes uselessly large. Things will be avoided.

  DESCRIPTION OF SYMBOLS 1 ... Automobile, 2 ... Engine, 3 ... Automatic transmission, 4 ... Wheel, 5 ... Torque converter, 6 ... Transmission gear mechanism, 7 ... Intake passage, 8 ... Engine ECU (control means, engine control apparatus, transient torque control means) ), 9 ... Input rotational speed sensor, 10 ... Output rotational speed sensor, 11 ... Crankshaft, 12 ... Output shaft, 13 ... Shift lever, 14 ... Shift position sensor, 15 ... Accelerator pedal, 16 ... Accelerator position sensor, 17 ... Throttle valve (second torque adjusting means) 18 ... pump impeller 19 ... wheel speed sensor 20 ... turbine shaft 21 ... air flow meter 22 ... turbine impeller 24 ... one-way clutch 26 ... stator impeller , 28 ... lock-up clutch, 32 ... first planetary gear unit, 34 ... first transmission unit, 36 ... second planetary gear unit, 38 ... first Planetary gear device, 40 ... second transmission unit, 42 ... output gear, 44 ... housing, 45 ... fuel injection valve, 46 ... ignition plug (ignition device), 47 ... igniter (first torque adjusting means, ignition device), DESCRIPTION OF SYMBOLS 50 ... Drive system ECU (a control means, drive system control apparatus), 54 ... Hydraulic control circuit, 55-59 ... 1st-5th solenoid valve, F ... One-way clutch, C1 ... 1st clutch, C2 ... 2nd clutch , B1 to B3, first to third brakes, S1 to S3, sun gear, CA1 to CA3, carrier, R1 to R3, ring gear, RM1 to RM4, first to fourth rotating elements.

Claims (8)

In a control apparatus for a vehicle that travels by transmitting output torque of an engine to wheels via a drive system, the control apparatus for a vehicle includes a plurality of torque adjusting means that can adjust the output torque of the engine.
When an engine output torque adjustment request is made based on a request from the drive system, these are realized based on the required responsiveness, required duration, and required adjustment amount for adjusting the output torque. The control of adjusting the output torque by the combined use of the plurality of torque adjusting means and simultaneously adjusting the output torque by the plurality of torque adjusting means during at least a part of the entire execution period of the output torque adjustment A vehicle control device comprising: means. The drive system includes an automatic transmission that transmits torque between the engine and the wheels,
The automatic transmission establishes a plurality of gear stages having different gear ratios by selectively engaging a plurality of engagement elements by hydraulic pressure,
The vehicle control device according to claim 1, wherein the output torque adjustment request is made as a request to a torque down side based on the automatic transmission. In the engine, the output torque is controlled through adjustment of the intake air amount by a throttle valve,
One of the plurality of torque adjusting means is a throttle valve that opens and closes to adjust the intake air amount of the engine,
The control means, as an output torque adjustment based on the output torque adjustment request, operates the throttle valve to the closed side so as to temporarily reduce the engine output torque by a torque adjustment amount,
With respect to the automatic transmission, when the engagement of the engagement element necessary for establishing the gear stage is realized, the hydraulic pressure acting on the engagement element is adjusted based on the command pressure so that the engagement is possible. And
The vehicle control device according to claim 2, wherein the command pressure is set based on a reference torque that is a value obtained by adding the torque adjustment amount to an engine output torque obtained from the intake air amount. The drive system includes an automatic transmission that transmits torque between the engine and the wheels,
The automatic transmission establishes a plurality of gear stages having different gear ratios by selectively engaging a plurality of engagement elements by hydraulic pressure,
The output torque adjustment request is made when the engagement of the engagement element is abnormal and when the gear stage using the engagement of the engagement element is established, The vehicle control device according to claim 1, which is performed as a request. The drive system includes an automatic transmission that transmits torque between the engine and the wheels,
As for the automatic transmission, the gear change mode includes an automatic mode in which the gear is automatically changed according to the running state of the vehicle, and a gear change through a manual shift operation by the driver of the vehicle. Which can be switched between manual mode and
The plurality of torque adjusting means includes a first torque adjusting means capable of adjusting the output torque of the engine with high responsiveness, and an output torque of the same engine as compared with the adjustment of the output torque by the first torque adjusting means. A second torque adjusting means capable of performing the adjustment significantly and over a long period of time,
The vehicle control device according to claim 1, wherein the output torque adjustment request is made as a request to a torque-up side based on the automatic transmission. In the engine, the output torque is controlled through adjustment of the intake air amount by a throttle valve,
The control means operates the throttle valve to open to temporarily change the output torque of the engine by the amount of torque adjustment as the output torque adjustment by the second torque adjustment means based on the output torque adjustment request. And
With respect to the automatic transmission, when the engagement of the engagement element necessary for establishing the gear stage is realized, the hydraulic pressure acting on the engagement element is adjusted based on the command pressure so that the engagement is possible. And
The vehicle control device according to claim 5, wherein the command pressure is set based on a reference torque that is a value obtained by subtracting the torque adjustment amount from an engine output torque obtained from the intake air amount. The control means includes a drive system control device that controls the drive system, and an engine control device that controls the engine,
The drive system control device makes an engine output torque adjustment request to the engine control device based on a request from the drive system,
The engine control device receives the output torque adjustment request from the drive system control device and realizes them based on the required responsiveness, required duration, and required adjustment amount for adjusting the output torque. The vehicle control device according to claim 1, wherein the output torque is adjusted by the plurality of torque adjusting means. An engine whose output torque is controlled by adjusting the amount of intake air by a throttle valve, and a plurality of gear stages having different gear ratios are connected to the engine and selectively engaged with a plurality of engagement elements by hydraulic pressure. A vehicle control device including an automatic transmission to be established, and when adjusting the hydraulic pressure acting on the engagement element to achieve engagement of the engagement element necessary for establishment of the gear stage based on the command pressure, In the vehicle control device that sets the command pressure based on the output torque of the engine obtained from the intake air amount,
A transient torque control means for temporarily operating the throttle valve to the closed side or the open side in order to temporarily change the output torque of the engine by the amount of torque adjustment when the gear stage is switched;
A reference torque that is a value obtained by removing a change corresponding to the torque adjustment amount with respect to the output torque obtained from the intake air amount is used as the output torque that is referred to when setting the command pressure. Vehicle control device.

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