JP2011225050A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress or prevent excessive warming of a catalyst 15, while ensuring gear shift responsiveness compatible with the case of being low, when temperature of the catalyst 15 is high, when performing blipping shift down control of the high response, concerning a vehicle control device which performs blipping shift down control of high response to perform switching to the requested gear change speed from the present gear change speed, while performing blipping to temporarily raise the engine speed, when shift-down of an automatic transmission 2 with a torque converter 20 is requested by manual operation.SOLUTION: When performing blipping shift down control, an oil pressure instruction to an engagement side engagement element in order to effectuate the requesting gear change speed among a number of engagement elements C1-C4, B1, B2 included in the automatic transmission 2 is set largely, while setting an opening instruction of a throttle valve 6 smaller, if the temperature of catalyst 15 prepared in exhaust system of engine 1 is higher.

Description

  The present invention relates to a vehicle control apparatus such as an automobile, and more particularly to improvement of a highly responsive blipping shift down control.

  In the automatic transmission mode of an automatic transmission mounted on a vehicle, when the vehicle is decelerated with the accelerator off, coast down control is performed for downshifting according to a predetermined transmission condition using the vehicle speed as a parameter, thereby shifting gears due to increased engine brakes. It is designed to suppress or prevent shock.

  By the way, when the driver shifts down by manual operation in the manual shift mode of the automatic transmission, a shift with a high response is required, and therefore it is important to shorten the shift time.

  When shifting down in the manual shift mode, blipping is performed (for example, see Patent Document 1). The blipping is a method in which the input rotational speed of the automatic transmission is directed to the synchronous rotational speed of the target shift stage by temporarily injecting fuel from the injector in synchronization with the shift-down operation and racing the engine for a short time. Say to raise temporarily.

  When this blipping is performed, the engagement operation of the engagement elements such as clutches and brakes provided in the automatic transmission is performed smoothly and quickly, so that the shift time can be shortened and the response of the shift can be improved. Become.

JP 2008-144738 Japanese Patent Application Laid-Open No. 08-165941

  By the way, in the manual shift mode, when downshifting is continuously performed within a relatively short time, a temporary fuel injection is performed by an injector for blipping each time the downshift is performed. .

  In such a situation, immediately after completion of blipping, even if fuel (port-attached fuel) adhering to the inner wall of the intake pipe of the fuel injected for blipping evaporates and is supplied into the combustion chamber, Since the air-fuel ratio of the engine is so lean that combustion cannot be performed, this fuel becomes unburned gas and is discharged into the exhaust system. As a result, when the unburned gas reaches the exhaust purification catalyst, a phenomenon (afterburning) of burning the unburned gas occurs inside and around the catalyst. It will be easy to rise.

  This catalyst temperature, for example, gradually decreases due to the flow of air to the exhaust system as a result of fuel cut. However, as described above, in the situation where the downshift is continuously performed in a relatively short time, the catalyst temperature Since the blipping is performed again in a state where the temperature is not sufficiently lowered, the catalyst temperature is increased by the afterburning.

  In other words, if the blipping is repeated a plurality of times, the temperature of the catalyst tends to rise excessively, so that the surface area of the noble metal decreases due to sintering (grain growth) of the noble metal inside the catalyst, and there is an opportunity for the exhaust gas to come into contact. There is a risk that the purification performance of the catalyst will be significantly reduced, such as a decrease. In severe cases, the temperature of the catalyst may exceed its heat resistance.

  On the other hand, in the manual shift mode, if the catalyst temperature is equal to or higher than a predetermined threshold, shift down using blipping is prohibited and coast down control is performed in the automatic shift mode. Then, it becomes possible to prevent the excessive temperature rise of the catalyst as described above. However, in this case, the responsiveness of the shift is lowered in spite of the manual shift mode, so that the driver feels uncomfortable.

  In view of such circumstances, the present invention is based on the current gear position while performing blipping that temporarily increases the engine speed when downshifting of an automatic transmission with a torque converter is requested by manual operation. In the vehicle control device that executes the high-response blipping shift-down control for switching to the required shift speed, when the high-response blipping shift-down control is executed, the temperature of the catalyst is high, and the case is low. An object of the present invention is to suppress or prevent an excessive temperature rise of the catalyst while ensuring a speed change response without any problems.

  In the present invention, when downshifting of an automatic transmission with a torque converter is requested by a manual operation, while performing blipping that temporarily increases the rotational speed of the internal combustion engine, the present gear stage is changed to the requested gear stage. A vehicle control device that performs a highly responsive blipping shift down control that performs switching, and when performing the blipping shift down control, the higher the temperature of the catalyst provided in the exhaust system of the internal combustion engine, The throttle valve opening instruction provided in the intake system is set to a small value, and the hydraulic pressure instruction to the engagement side engagement element for establishing the required shift stage among the many engagement elements provided in the automatic transmission is set to a large value. It is characterized by that.

  There is a proportional relationship between the opening degree of the throttle valve during the blipping shift down control and the fuel injection amount by the fuel injection valve for injecting fuel to the internal combustion engine.

  In this configuration, for example, when the driver requests downshifting by manual operation, the higher the catalyst temperature, the lower the fuel injection amount to the internal combustion engine for blipping compared to when the catalyst temperature is low, and the required shift Engagement-side engagement elements involved in the formation of the step are engaged as quickly as possible.

  Thus, if the amount of fuel injection to the internal combustion engine for blipping is reduced, it is possible to reduce the unburned gas discharged from the internal combustion engine to the exhaust system. It becomes possible to suppress or prevent the temperature rise. As a result, even if the driver frequently performs downshifting, it is possible to suppress or prevent excessive temperature rise of the catalyst, and it is possible to stably maintain the purification performance by the catalyst over a long period of time. .

  However, if the amount of fuel injection for blipping is reduced as described above, the degree of increase in the rotational speed of the internal combustion engine will be insufficient, so that the required shift speed can be set to compensate for this shortage. We try to establish it as soon as possible. Accordingly, the input rotation speed of the automatic transmission and the rotation speed of the internal combustion engine are rapidly increased by the inertia of the drive wheels, and therefore the internal combustion engine is reduced in accordance with the reduction of the fuel injection amount for the blipping. It becomes possible to make up for the shortage of rotation speed.

  For this reason, it is possible to suppress or prevent the time required for establishing the required shift speed from being prolonged as compared with the case where the temperature of the catalyst is low. In other words, the shift time when the temperature of the catalyst is high can be shortened to an extent comparable to that when the temperature of the catalyst is low.

  Preferably, the control unit determines a catalyst temperature for recognizing the temperature of the catalyst, and a catalyst temperature determination for determining whether or not the catalyst temperature recognized by the catalyst temperature recognition unit is equal to or higher than a predetermined threshold. And the normal blipping shift down control when it is determined by the catalyst temperature determination means to be less than the threshold value, while compared with the normal blipping shift down control when it is determined to be greater than the threshold value. Countermeasure means for performing special blipping shift down control for setting a small throttle valve opening instruction and setting a large hydraulic pressure instruction for the engagement-side engagement element.

  In the present invention, when performing a highly responsive blipping shift down control, even if the catalyst temperature is high, the time required for shifting is reduced when the catalyst temperature is low while suppressing or preventing the catalyst from further rising in temperature. It can be shortened to an extent comparable to that. As a result, even if the driver frequently requests downshifting, the requested downshifting can be performed relatively quickly while avoiding deterioration of the catalyst due to excessive temperature rise.

It is a figure showing a schematic structure of one embodiment of a vehicle control device concerning the present invention. FIG. 2 is a skeleton diagram illustrating an example of a transmission mechanism unit in the automatic transmission of FIG. 1. It is a block diagram which shows an example of the hydraulic control apparatus of FIG. FIG. 3 is a diagram showing an engaged state of each clutch and each brake at each shift stage of the automatic transmission of FIG. 2. It is a schematic block diagram which shows an example of the control block containing the engine control apparatus and transmission control apparatus of FIG. It is a figure which shows an example of the shift gate of the shift apparatus of FIG. It is a figure which shows an example of the shift map used for shift control. It is a figure which shows an example of the map for torque increase calculation. It is a flowchart figure which shows an example of blipping shift down control. It is a figure which shows the timing chart regarding the normal blipping shift down control in step S3 of FIG. 9, and the special blipping shift down control in step S4.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, the best mode for carrying out the invention will be described in detail with reference to the drawings.

  1 to 10 show an embodiment of the present invention. In this embodiment, the case where the present invention is applied to an FR (front engine / rear drive) type vehicle is taken as an example. Prior to the description of the features of the present invention, the schematic configuration of the vehicle control device of the present invention will be described.

  In FIG. 1, 1 is an engine (internal combustion engine), 2 is an automatic transmission, 3 is an engine control device, and 4 is a transmission control device.

-Engine 1-
The engine 1 generates rotational power by burning an air-fuel mixture in which air sucked from the outside and fuel injected from an injector (fuel injection valve) 5 are mixed at an appropriate ratio by ignition of a spark plug 12. . An electronically controlled throttle valve 6 is installed in the intake passage of the engine 1, and the amount of intake air into the combustion chamber of the engine 1 is adjusted by the throttle valve 6.

  The throttle valve 6 is driven by an actuator 7 such as a throttle motor, and its opening degree is adjusted by driving the actuator 7 based on the depression amount of the accelerator pedal 11 and control conditions. When the driver does not depress the accelerator pedal 11, that is, when the accelerator is off, the throttle opening of the throttle valve 6 is set to a throttle opening necessary for avoiding engine stall without fully closing. The injector 5 and the actuator 7 are controlled by the engine control device 3.

  A catalyst 15 is installed in the exhaust passage of the engine 1. The catalyst 15 is, for example, a three-way catalyst. The temperature of the catalyst 15 is directly detected by the catalyst temperature sensor 105.

-Automatic transmission 2-
The automatic transmission 2 changes the rotational power input from the engine 1 to the input shaft 9 and outputs it to the drive wheels via the output shaft 10. The automatic transmission 2 mainly includes a torque converter (fluid coupling) 20 and a transmission mechanism unit 30. The hydraulic control device 40 is included.

  As shown in FIG. 2, the torque converter 20 is rotationally connected to the engine 1 and includes a pump impeller 21, a turbine runner 22, a stator 23, a one-way clutch 24, a stator shaft 25, a lock-up clutch 26, and the like. Has been.

  The lock-up clutch 26 is in an engaged state in which the pump impeller 21 (input side) and the turbine runner 22 (output side) are directly connected, in a released state in which the pump impeller 21 and the turbine runner 22 are disconnected, and in an engaged state and a released state. A half-engaged state (slip state) intermediate to the state is realized. The engagement force of the lockup clutch 26 is controlled by controlling the hydraulic pressure applied to the pump impeller 21 and the turbine runner 22 by the lockup control valve 27.

  The speed change mechanism 30 changes the rotational power input to the input shaft 9 from the torque converter 20 and outputs it to the output shaft 10. As shown in FIG. 2, the speed change mechanism portion 30 includes a front planetary 31, a rear planetary 32, an intermediate The drum 33 includes a drum 33, first to fourth clutches C1 to C4, first and second brakes B1 and B2, and the like.

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

  The first ring gear R1 is supported by the intermediate drum 33 via the third clutch C3 so as to be integrally rotatable or relatively rotatable. The first carrier CA1 is supported by the intermediate drum 33 via the fourth clutch C4 so as to be integrally rotatable or relatively rotatable. The intermediate drum 33 is supported by the case 2a of the automatic transmission 2 in a non-rotatable state or a relatively rotatable state via the first brake B1.

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

  The third sun gear S3 is connected to the first ring gear R1 of the front planetary 31 via the first clutch C1 so as to be integrally rotatable or relatively rotatable. One end side of the second carrier CA2 is connected to the input shaft 9 via the second clutch C2, and the other end side of the second carrier CA2 is connected to the case 2a of the automatic transmission 2 via the second brake B2. Are supported in a non-rotatable or relatively rotatable state. A one-way clutch F1 is provided between the other end side of the second carrier CA2 and the case 2a of the automatic transmission 2.

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

  The 1st clutch C1 makes the 3rd sun gear S3 of the rear planetary 32 with the 1st ring gear R1 of the front planetary 31 the engagement state which can rotate integrally, or the releasing state which can be relatively rotated. The second clutch C <b> 2 sets the second carrier CA <b> 2 of the rear planetary 32 with respect to the input shaft 9 to an engaged state in which the second carrier CA <b> 2 can rotate integrally or a released state in which relative rotation is possible.

  The third clutch C3 is configured to bring the first ring gear R1 of the front planetary 31 into an engaged state in which the first ring gear R1 can rotate integrally with the intermediate drum 33 or a released state in which relative rotation is possible. The fourth clutch C <b> 4 sets the first carrier CA <b> 1 of the front planetary 31 to an engaged state where the first carrier CA <b> 1 can rotate integrally with the intermediate drum 33 or a released state which allows relative rotation.

  The first brake B1 sets the intermediate drum 33 in an engaged state in which the intermediate drum 33 cannot rotate with respect to the case 2a of the automatic transmission 2 or in a released state in which relative rotation is possible. The second brake B2 is for bringing the second carrier CA2 of the rear planetary 32 into an engaged state where the second carrier CA2 is not rotatable with respect to the case 2a of the automatic transmission 2 or a released state where the relative rotation is possible. The one-way clutch F1 allows rotation of the rear planetary 32 in only one direction of the second carrier CA2.

  The hydraulic control device 40 selectively engages and releases the first to fourth clutches C1 to C4 and the first and second brakes B1 and B2 of the transmission mechanism unit 30 to appropriately change the speed (eight forward speed, As shown in FIG. 3, the pressure control valve 41, manual valve 42, a plurality of linear solenoid valves SLC1, SLC2, SLC3, SLC4, SLB1, B2 control valve 44, fail-safe valve are mainly used. The cut-off valves 45, 46, and 47, the switching valves 48 and 49, and the like are included.

  The pressure control valve 41 controls the hydraulic pressure from the oil pump 60 to a predetermined line pressure and supplies it to the port PL of the manual valve 42.

  The manual valve 42 is appropriately connected from the port D to the linear solenoid valve according to the reverse (R) position (or range), neutral (N) position, and drive (D) position required by the driver operating the shift lever 51. The hydraulic pressure is supplied to SLC1, SLC2, SLC3, SLC4, SLB1 and from the port R to the B2 control valve 44, respectively.

  The plurality of linear solenoid valves SLC1, SLC2, SLC3, SLC4, and SLB1 individually drive the first to fourth clutches C1 to C4 and the first brake B1 in the transmission mechanism unit 30, and the basic configuration thereof is a known configuration Therefore, detailed illustration and explanation are omitted here.

  In the linear solenoid valves SLC1, SLC2, SLC3, SLC4, and SLB1, the reference numerals added after the reference sign SL represent the first to fourth clutches C1 to C4 and the first brake B1.

  The solenoids (reference numerals omitted) of the linear solenoid valves SLC1, SLC2, SLC3, SLC4, and SLB1 are operated in response to a control signal (control current) supplied from the transmission control device 4, and a valve body (not shown) is operated. Move to a position that balances with the spring force of the compression spring, open or close the required ports, or increase or decrease the opening.

  The B2 control valve 44 drives the second brake B2.

  The first cut-off valve 45 is interposed between the first clutch C1 and the linear solenoid valve SLC1, and when the hydraulic pressure is supplied to the two input ports, the first cut-off valve 45 passes through the output port from the linear solenoid valve SLC1. Thus, the hydraulic pressure supplied to the first clutch C1 is shut off, and the fail-safe valve is discharged from the drain port into the case 2a of the automatic transmission 2.

  The second cutoff valve 46 is interposed between the fourth clutch C4 and the linear solenoid valve SLC4, and when the hydraulic pressure is supplied from the linear solenoid valve SLC3 to a single input port, the linear solenoid valve SLC4. Is configured as a fail-safe valve that cuts off the hydraulic pressure supplied to the fourth clutch C4 from the output port and discharges it from the drain port into the case 2a of the automatic transmission 2.

  The third cutoff valve 47 is interposed between the first brake B1 and the linear solenoid valve SLB1, and when hydraulic pressure is supplied from the linear solenoid valve SLC3 or SLC4 to one of the two input ports. Further, the hydraulic pressure supplied from the linear solenoid valve SLB1 to the first brake B1 via the output port is shut off and discharged from the drain port into the case 2a of the automatic transmission 2.

  When the hydraulic pressure is supplied to any one of the input ports, the first and second switching valves 48 and 49 output the supplied hydraulic pressure from the output port.

  Here, the conditions for establishing each gear position in the above-described transmission mechanism 30 will be described with reference to FIG.

  FIG. 4 is an engagement table showing engagement states or disengagement states of the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F for each gear position of the transmission mechanism 30. is there. In this engagement table, ◯ indicates “engaged”, x indicates “released”, ◎ indicates “engaged during engine braking”, and Δ indicates “engaged only during driving”.

  Note that the clutch C1 is called a forward clutch (input clutch) and, as shown in the engagement table of FIG. 4, the vehicle other than the parking range (P), reverse range (R), and neutral range (N) It is used in the engaged state when establishing a shift stage for moving forward.

-Engine control device 3, transmission control device 4-
The engine control device 3 drives the engine 1 by controlling the air-fuel mixture supplied to the engine 1 and the combustion timing in accordance with the traveling state.

  The transmission control device 4 controls the hydraulic control device 40 to establish an appropriate shift stage, that is, a power transmission path in the transmission mechanism unit 30.

  The engine control device 3 and the transmission control device 4 are connected by a bidirectional bus so that information necessary for engine control and transmission control can be transmitted and received.

  The engine control device 3 and the transmission control device 4 are both known ECUs (Electronic Control Units), and detailed illustrations and symbols are omitted, but include a CPU, a ROM, a RAM, a backup RAM, and the like.

  The ROM stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU executes arithmetic processing based on various control programs and maps stored in the ROM. The RAM is a memory for temporarily storing calculation results in the CPU, data input from each sensor, and the like. The backup RAM is a non-volatile memory for storing data to be saved when the engine 1 is stopped. is there.

  As shown in FIG. 5, the input interface (not shown) of the engine control device (ENG_ECU) 3 includes, for example, an engine speed sensor 101 for detecting the speed of the crankshaft of the engine 1 and the opening degree of the throttle valve 6. A throttle opening sensor 102 for detecting the intake air amount, an air flow meter 103 for detecting the intake air amount, a vehicle speed sensor 104 for detecting the vehicle traveling speed, and a catalyst temperature sensor for directly detecting the temperature of the catalyst 15 105 or the like is connected. Further, an actuator (throttle motor) 7 of the throttle valve 6, an injector 5, an igniter 13 of a spark plug 12, and the like are connected to an output interface (not shown) of the engine control device 3.

  The engine control device 3 recognizes the operating state of the engine 1 based on signals input from the various sensors, controls the opening of the throttle valve 6, controls the fuel injection amount and fuel injection timing of the injector 5, and The ignition timing control of the spark plug 12 is executed.

  In addition, the engine control device 3 optimizes the intake air amount (in accordance with the operating state of the engine 1 such as the engine speed Ne detected by the engine speed sensor 101 and the accelerator pedal depression amount (accelerator opening) of the driver). The throttle opening of the throttle valve 6 is controlled so as to obtain a target intake air amount. More specifically, the actual throttle opening of the throttle valve 6 is detected using the throttle opening sensor 102, and the actual throttle opening coincides with the throttle opening (target throttle opening) at which the target intake air amount can be obtained. Thus, the actuator 7 of the throttle valve 6 is feedback-controlled.

  The ROM of the engine control device 3 stores a torque estimation map for estimating the output torque (engine torque Te) of the engine 1. Using this torque estimation map, parameters such as the engine speed Ne detected by the engine speed sensor 101, the throttle opening detected by the throttle opening sensor 102, and the intake air amount detected by the air flow meter 103 are collated. Thus, the current engine torque Te can be estimated.

  An input interface (not shown) of the transmission control device (ECT_ECU) 4 has an input shaft rotational speed sensor 110 for detecting the rotational speed (input rotational speed or turbine rotational speed) Nt of the input shaft 9 of the automatic transmission 2; An output shaft speed sensor 111 for detecting the rotation speed (output speed) of the output shaft 10, an accelerator opening sensor 112 for detecting the opening degree of the accelerator pedal 11 operated by the driver, and in the shift gate 52 A shift position sensor 113 for detecting the position of the shift lever 51 is connected. Note that the vehicle speed can be calculated based on the output of the output shaft rotational speed sensor 111. Further, at least the hydraulic control device 40 of the automatic transmission 2 is connected to the output interface (not shown) of the transmission control device 4.

  The transmission control device 4 controls the various solenoid valves equipped in the hydraulic control device 40 based on a solenoid control signal (hydraulic instruction) based on signals input from the various sensors. The clutches C1 to C4, the brakes B1 to B4, and the like of the automatic transmission 2 are engaged or released to establish a target shift speed (eight forward speed, reverse speed, etc.).

-Shift device 50 and paddle switches 56, 57-
A shift device 50 is disposed in the vicinity of the driver's seat of the vehicle. As shown in FIG. 6, the shift device 50 is configured such that a driver manually operates a shift lever (also referred to as a select lever) 51, whereby the parking gate (P) position, reverse (R) position, neutral position of the shift gate 52. This is for shifting to a desired position among the (N) position, the drive (D) position, and the sequential (S) position.

  In a state where the shift lever 51 is positioned at the D position of the shift gate 52, the automatic transmission 2 is set to the “automatic shift mode”, and a gear position is selected according to a shift map, which will be described later, and an automatic shift operation is performed. On the other hand, when the shift lever 51 is positioned at the S position of the shift gate 52, the automatic transmission 2 is set to the “sequential shiftmatic mode (manual shift mode)”.

  In the shift gate 52, a “+” position and a “−” position are provided before and after the S position. The “+” position is a position where the shift lever 51 is manually operated during an upshift, and the “−” position is a position where the shift lever 51 is manually operated during a downshift.

  When the shift lever 51 is operated at the “+” position or the “−” position with the S position as a neutral position when the shift lever 51 is positioned at the S position of the shift gate 52, the automatic transmission 2 The gear stage is increased or decreased. Specifically, the gear position is increased by one step for each operation to the “+” position (for example, 1st → 2nd →... → 8th). On the other hand, the gear stage is lowered by one stage (for example, 8th → 7th →... → 1st) for each operation to the “−” position.

  The shift position sensor 113 detects where the shift lever 51 is positioned in the P position, R position, N position, and D position in the shift gate 52. When the shift lever 51 is positioned at the S position of the shift gate 52, the sequential shiftmatic switch 114 is turned "ON", and the transmission control device 4 recognizes that the sequential shiftmatic mode is requested based on this ON output. .

  When the shift lever 51 is displaced to the “+” position, the shift-up switch 115 is turned “ON”, and the transmission control device 4 recognizes that a shift-up request has been made based on this ON output. On the other hand, when the shift lever 51 is displaced to the “−” position, the shift down switch 116 is turned “ON”, and based on this ON output, the transmission control device 4 recognizes that a shift down request has been made.

  In this embodiment, as shown in FIG. 1, an upshift paddle switch 56 and a downshift paddle switch 57 are provided on the steering wheel 55 installed in the driver's seat of the vehicle.

  These paddle switches 56 and 57 are formed in a lever shape. The upshift paddle switch 56 is given a “+” symbol, and the downshift paddle switch 57 is given a “−” symbol. ing. The upshift paddle switch 56 outputs an upshift request signal, and the downshift paddle switch 57 outputs a downshift request signal.

  When the “sequential shiftmatic mode” is selected by operating the shift lever 51 to the S position of the shift gate 52, the upshift paddle switch 56 is operated (pulling forward). Each time the operation is performed, the gear position is increased by one step (for example, 1st → 2nd →... → 8th), and when the downshift paddle switch 57 is operated (operation to pull forward), the operation is performed once. Next, the gear position is decreased by one gear (for example, 8th → 7th →... → 1st).

  In this embodiment, so-called “drive range paddle active control” is possible. That is, even when the shift lever 51 is operated to the “D position” and the automatic transmission 2 is in the “automatic transmission mode”, a shift request can be made by manual operation of the paddle switches 56 and 57. ing.

  In this way, when the “automatic shift mode” is selected, basically, a shift stage is selected according to a shift map described later and an automatic shift operation is performed. In this mode, the upshift paddle switch 56 is operated. When operated, the gear position is increased, and when the downshift paddle switch 57 is operated, the gear position is decreased. After that, when the state where the paddle switches 56 and 57 are not operated continues for a predetermined time or when the depressing amount of the accelerator pedal 11 is increased and the return condition to the “automatic shift mode” is satisfied, the shift map is followed. The automatic shift operation is restored.

-Shift map-
The shift control of the automatic transmission 2 when the “automatic shift mode” is selected is performed according to a shift map (shift condition) as shown in FIG. 7, for example.

The shift map, the vehicle speed V and the accelerator opening theta _TH as parameters, according to their speed V and the accelerator opening theta _TH, a map in which a plurality of areas are set for obtaining a proper shift speed, It is stored in the ROM of the transmission control device 4. Each region of the shift map is partitioned by the plurality of shift lines (shift stage switching lines).

  In the shift map shown in FIG. 7, the upshift line (shift line) is indicated by a solid line, and the downshift line (shift line) is indicated by a broken line. Also, each switching direction of upshifting and downshifting is shown using numerals and arrows in the figure.

-Shift control operation of automatic transmission 2-
First, the “automatic shift mode” will be described. In this automatic transmission mode, it is important to satisfy the driver by suppressing the occurrence of a transmission shock as much as possible even if the transmission time is somewhat longer.

  In this automatic shift mode, control is performed for automatically selecting an appropriate shift stage according to the vehicle running state according to the shift map described above and shifting the gear. For example, at the time of deceleration with the accelerator off, coasting down control for downshifting according to the shift map is performed to suppress or prevent shift shock due to an increase in engine brake.

Therefore, the transmission control device 4 calculates the vehicle speed V from the output signal of the output shaft rotational speed sensor 111, calculates the accelerator opening θ _TH from the output signal of the accelerator opening sensor 112, and determines the vehicle speed V and the accelerator opening. Based on _θTH , the target shift speed is calculated with reference to the shift map shown in FIG.

  Further, a current gear stage is determined by obtaining a ratio of the rotational speeds obtained from the output signals of the input shaft rotational speed sensor 110 and the output shaft rotational speed sensor 111 (output rotational speed No / input rotational speed Nt), and the current gear shift. It is determined whether or not a shift is necessary by comparing the gear and the target gear.

  If the result of the determination indicates that there is no need for a shift (when the current shift stage and the target shift stage are the same and the shift stage is appropriately set), a solenoid control signal for maintaining the current shift stage ( Hydraulic instruction) is output to the hydraulic control device 40 of the automatic transmission 2.

  On the other hand, when the current shift speed and the target shift speed are different, shift control is performed. For example, when the driving state of the vehicle changes from a state where the shift stage of the automatic transmission 2 is in the “fourth speed” state, for example, the point A changes to the point B shown in FIG. Since the change occurs across the shift line [4 → 5], the target shift speed calculated from the shift map is “5th speed”, and the solenoid control signal (hydraulic instruction) for setting the 5th speed is set to the hydraulic pressure of the automatic transmission 2. It outputs to the control apparatus 40, and the gear shift from 4th speed to 5th speed (4-> 5-up shift) is performed.

  Further, for example, when the traveling state of the vehicle is changed from the state where the shift stage of the automatic transmission 2 is in the state of “sixth speed”, for example, the point C is changed to the point D shown in FIG. Since the change occurs across the shift down shift line [6 → 5], the target shift speed calculated from the shift map is “5th speed”, and a solenoid control signal (hydraulic instruction) for setting the 5th speed is sent to the automatic transmission 2. Is output to the hydraulic control device 40, and a shift from 6th speed to 5th speed (6 → 5 downshift) is performed. The shift operation from the sixth speed to the fifth speed is a so-called clutch-to-clutch shift that shifts the clutch C3 from the disengaged state to the engaged state and simultaneously shifts the brake B2 from the engaged state to the disengaged state. It has become.

  On the other hand, even in such an “automatic shift mode”, when the driver operates the paddle switches 56 and 57, a shift operation (manual shift operation) is performed according to the operation. That is, when the upshift paddle switch 56 is operated in this “automatic shift mode”, a solenoid control signal (hydraulic instruction) for upshift is output to the hydraulic control device 40 of the automatic transmission 2 and the gear position is changed. Is up. On the other hand, when the downshift paddle switch 57 is operated, a solenoid control signal (hydraulic pressure instruction) for downshift is output to the hydraulic control device 40 of the automatic transmission 2 and the gear position is lowered.

  Next, the “sequential shiftmatic mode” will be described.

  As described above, in this sequential shiftmatic mode, shifting is performed when the driver receives an up / down operation of the shift lever 51 or an operation of the paddle switches 56 and 57.

  That is, every time the shift lever 51 is operated once to the “+” position with the “S position” of the shift gate 52 as the neutral position, the gear position is increased by one step, while once to the “−” position. Each time it is operated, the gear position is lowered by one. When the upshift paddle switch 56 is operated, the gear position is increased by one for each operation, while when the downshift paddle switch 57 is operated, the gear position is increased for each operation. Down one step at a time.

  Compared to the automatic shift mode, the sequential shiftmatic mode places importance on satisfying the driver by shortening the shift time and improving the response even if a slight shift shock occurs.

  Therefore, in the case of downshifting in the sequential shiftmatic mode, the engine torque is increased and blipping is performed to temporarily increase the input rotational speed (turbine rotational speed) Nt of the automatic transmission 2 and The hydraulic pressure supply time for the mating engagement element is set shorter than the coast down control in the automatic transmission mode.

  For the blipping, the engine control device 3 obtains the torque increase amount with reference to the map of FIG. 8 based on the vehicle speed V obtained from the output signal of the vehicle speed sensor 104, and the torque increase amount is determined as the automatic transmission mode. The throttle opening of the throttle valve 6 and the fuel injection amount of the injector 5 are controlled by adding to the engine torque (target torque) at the time of coast down control.

  The map shown in FIG. 8 is a map of values obtained by adapting the torque increase amount (blipping amount) by experiment / calculation using the vehicle speed V as a parameter, and is stored in the ROM of the engine control device 3. In the map shown in FIG. 8, the torque increase amount is set to a smaller value as the vehicle speed V increases.

-Shift down control in sequential shiftmatic mode-
With reference to FIG. 9, a process when a downshift is requested in the sequential shiftmatic mode will be described.

  The flowchart of FIG. 9 mainly shows processing by the transmission control device 4. The control routine shown in the flowchart of FIG. 9 is performed in a state where the engine speed Ne detected based on the output from the engine speed sensor 101 is equal to or higher than a threshold value for avoiding engine stall (for example, 1000 rpm) while the vehicle is running. An entry is made when a downshift is requested by a manual operation of the shift lever 51 or a downshift paddle switch 57 by the driver.

  First, in step S1, it is determined whether or not the automatic transmission 2 is in the “sequential shiftmatic mode”.

  Here, when the output signal from the sequential shiftmatic switch 114 is “ON”, the transmission control device 4 makes an affirmative determination in step S <b> 1 and proceeds to step S <b> 2, but the transmission from the sequential shiftmatic switch 114. If the output signal is “OFF”, a negative determination is made in step S1, and the process exits this flowchart.

  In step S2, it is determined whether or not the temperature of the catalyst 15 is equal to or higher than a predetermined threshold value. Here, the threshold value can be set to a lower limit value (for example, 950 ° C.) in a temperature range in which catalyst deterioration due to sintering of the noble metal in the catalyst 15 proceeds, but this threshold value is arbitrary. .

  Here, the transmission control device 4 recognizes the temperature of the catalyst 15 based on the output signal from the catalyst temperature sensor 105, and if this recognition result is less than the threshold value, the process proceeds to step S3 and the normal block is detected. While the ripping shift down control is executed, if the recognition result is equal to or greater than the threshold value, the process proceeds to step S4 and the special blipping shift down control is executed.

  With reference to FIG. 10, the normal blipping shift down control in step S3 and the special blipping shift down control in step S4 will be described.

  Both the normal blipping shift down control and the special blipping shift down control are performed by the transmission control device 4 and the engine control device 3 in cooperation.

  In short, both the normal blipping downshift control and the special blipping downshift control are such that the engine control device 3 controls the opening of the throttle valve 6 to temporarily increase the engine speed, and the transmission control device 4 After releasing the engagement elements (the first to fourth clutches C1 to C4, the first brake B1, etc., referred to as disengagement side engagement elements) for establishing the current gear position in the hydraulic control device 40. Control is performed so as to engage engagement elements (engagement-side engagement elements, first to fourth clutches C1 to C4, first brake B1, etc.) necessary to establish the above.

  Specifically, first, the normal blipping downshift control in step S3 of FIG. 9 is a control performed by a downshift request by a driver's manual operation. Therefore, compared with the coastdown control in the automatic shift mode, the shift shock is reduced. Even if this increases somewhat, the emphasis is on reducing the shift time as much as possible.

  First, in order to perform blipping, the engine control device 3 outputs an opening degree instruction signal to the actuator 7 of the throttle valve 6. A fuel injection amount instruction signal set corresponding to the throttle opening is input to the injector 5. As a result, the throttle opening of the throttle valve 6 is increased, and fuel is sequentially injected from the injector 5 to the cylinders that are in the intake stroke, and the spark plug 12 ignites the mixture. As a result, the engine speed Ne increases as the corresponding cylinder burns in the combustion chamber, and the input speed Nt of the automatic transmission 2 increases rapidly. The throttle valve 6 opening command value, the fuel injection amount from the injector 5 and the spark plug 12 are controlled by the synchronous speed of the required gear stage, the input speed Nt of the automatic transmission 2 and the engine speed. It is set so as to secure the engine torque Te necessary to quickly reach the number Ne.

  Next, the transmission control device 4 outputs a control signal (hydraulic command) to an appropriate solenoid valve or the like provided in the hydraulic control device 40. At this time, the transmission control device 4 obtains the ratio of the rotational speeds obtained from the output signals of the input shaft rotational speed sensor 110 and the output shaft rotational speed sensor 111 (output rotational speed No / input rotational speed Nt) to obtain the current gear position. And a solenoid control signal for recognizing the requested shift speed to be shifted down based on the recognized current shift speed and the output signal of the shift down switch 116 and switching from the current shift speed to the requested shift speed. The hydraulic pressure instruction) is output to the hydraulic pressure control device 40. The shift stage is switched by a clutch-to-clutch shift that changes the engagement side engagement element from the release state to the engagement state while changing the release side engagement element from the engagement state to the release state.

  Specifically, although the hydraulic pressure instruction for the disengagement-side engagement element is not shown, the drain port is opened and then reduced to zero, but the hydraulic pressure instruction for the engagement-side engagement element is a predetermined pattern. Can be changed.

  As this hydraulic pressure instruction, for example, as shown in FIG. 10C, the hydraulic oil is rapidly filled with a predetermined first fill pressure Pf, and then held at a predetermined constant pressure standby pressure (initial hydraulic pressure) Pt. At this time, as shown in FIG. 10A, the initial rotational pressure increases the input rotational speed Nt (≈engine rotational speed Ne) of the automatic transmission 2 to advance the downshift, and the input rotational speed Nt becomes the target rotational speed. When the input speed Nt reaches the synchronous rotational speed of the target gear stage, the pressure increases up to the maximum pressure (line pressure) when the input rotational speed Nt reaches the synchronous rotational speed of the target gear stage. The hydraulic pressure control is finished at a stretch.

  In the hydraulic pressure instruction for the engagement side engagement element in the normal blipping shift down control, the constant pressure standby pressure (initial hydraulic pressure) Pt and the sweep hydraulic pressure are set larger than in the coast down control in the automatic transmission mode. .

  As described above, the engine speed Ne and the input speed Nt of the automatic transmission 2 are rapidly increased by blipping so that the input speed Nt can be quickly synchronized with the synchronous speed of the requested gear. Therefore, it is possible to quickly engage the engagement side engagement element for establishing the required shift speed. As a result, the shift time can be shortened compared with the automatic shift mode, and the response of the shift can be improved.

  Next, the special blipping downshift control in step S4 of FIG. 9 is a control that is triggered by a downshift request by the driver's manual operation, as described above, but when the temperature of the catalyst 15 is high, the catalyst 15 Since the control is performed for the purpose of protecting the vehicle, the shift time is shortened to an extent comparable to that of the normal blipping shift down control while suppressing or preventing the catalyst 15 from excessively rising in temperature. I am aiming.

  Therefore, in the special blipping shift down control, the fuel injection amount for blipping to the engine 1 is reduced and the required shift speed is established as quickly as possible as compared with the normal blipping shift down control.

  Specifically, as shown by a two-dot chain line in FIG. 10 (c), the opening of the throttle valve 6 is set smaller than that in the normal blipping shift down control, and a two-dot chain line in FIG. 10 (d). As shown, the constant pressure standby pressure (initial hydraulic pressure) Pt and the sweep hydraulic pressure at the hydraulic pressure command value for the engagement side engagement element for establishing the target shift speed are set larger than in the case of the normal blipping shift down control.

  Thus, if the amount of fuel injection for blipping to the engine 1 is reduced, it becomes possible to reduce the unburned gas discharged from the engine 1 to the exhaust passage. It becomes possible to suppress or prevent the temperature rise. As a result, even if the driver frequently performs downshifting in the sequential shiftmatic mode, it is possible to suppress or prevent excessive temperature rise of the catalyst 15 and to stabilize the purification performance of the catalyst 15 over a long period of time. Can be maintained.

  However, when the amount of fuel injection for blipping is reduced as described above, the degree of increase in the rotational speed Ne of the engine 1 will be insufficient, so that the required shift speed is set to compensate for this shortage. We try to establish it as soon as possible. As a result, the input rotational speed Nt and the engine rotational speed Ne of the automatic transmission 2 are rapidly increased by the inertia of the drive wheels, so that the engine 1 associated with the reduction of the fuel injection amount for the blipping. It becomes possible to compensate for the lack of increase in the rotation speed.

  For this reason, in special blipping downshift control, it is possible to suppress or prevent the time required to establish the required shift speed from being longer than that in the normal blipping downshift control. . In other words, the shift time in the special blipping shift-down control can be shortened to an extent comparable to that in the normal blipping shift-down control.

  In normal blipping downshift control and special blipping downshift control, the instruction value of the throttle opening for the blipping and the hydraulic pressure instruction value are values according to the vehicle speed V, the engine speed Ne, and the like. In order to do this, the throttle opening map and hydraulic map for normal blipping shift down control and the throttle opening map and hydraulic map for special blipping shift down control stored in advance in the ROM of the engine control device 3 are used. It comes to decide by. The throttle opening map and the hydraulic pressure map are empirically created in advance by experiments and calculations.

  As described above, in the embodiment to which the present invention is applied, when the driver is requested to shift down in the sequential shiftmatic mode while the vehicle is traveling, when the temperature of the catalyst 15 is relatively low, By performing normal blipping shift-down control (coordinate control of throttle opening control and hydraulic control on the engagement element of the automatic transmission 2), it becomes possible to perform gear shifting as quickly as possible. On the other hand, when the temperature of the catalyst 15 is high, special blipping shift down control (coordinate control of throttle opening control and hydraulic control with respect to the engagement element of the automatic transmission 2) is performed, so that the catalyst 15 Further, it is possible to shorten the time required for the shift to an extent comparable to that in the normal blipping shift down control while suppressing or preventing the temperature rise.

  In short, when the driver requests a downshift in the sequential shiftmatic mode, even if the temperature of the catalyst 15 is high, an excessive temperature rise of the catalyst 15 can be avoided and a highly responsive shift can be achieved. . Therefore, since the driver frequently requires downshifting in the sequential shiftmatic mode, even if the temperature of the catalyst 15 easily rises excessively, thermal deterioration of the catalyst 15 can be avoided. It becomes possible to maintain the purification performance stably over a long period of time.

-Other embodiments-
(1) In the above embodiment, an example in which the present invention is applied to an FR (front engine / rear drive) type vehicle is described, but the present invention is not limited to this. For example, the present invention can be applied to a FF (front engine / front drive) type vehicle or a four-wheel drive type vehicle.

  (2) In the above embodiment, an example in which the present invention is applied to an automobile equipped with the gasoline engine 1 is given. However, the present invention is not limited to this example. For example, the present invention is also applied to an automobile equipped with a diesel engine. The invention can be applied. Further, the number of cylinders and the engine type (V type, horizontally opposed type, etc.) are not particularly limited.

  (3) In the above embodiment, the type including the two planetaries 31 and 32 is exemplified as the transmission mechanism 30 of the automatic transmission 2, but the form of the transmission mechanism 30 is not particularly limited. The present invention can be applied to various types of automatic transmissions.

  (4) In the above embodiment, an example is given in which the temperature of the catalyst 15 is directly detected by the catalyst temperature sensor 105, but the present invention is not limited to this. For example, the temperature of the catalyst 15 is estimated by the engine control device 3 based on the operating state (engine load or the like) of the engine 1 or is not shown, but is respectively upstream and downstream of the catalyst 15 in the exhaust passage. An exhaust gas temperature sensor is provided, and the temperature of the catalyst 15 can be estimated based on the exhaust gas temperature detected by these exhaust gas temperature sensors. Thus, the process which estimates the temperature of the catalyst 15 by the engine control apparatus 3 is also contained in the catalyst temperature recognition means as described in a claim.

DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 3 Engine control device 4 Transmission control device 5 Injector 6 Throttle valve 9 Automatic transmission input shaft 10 Automatic transmission output shaft 15 Catalyst 20 Torque converter 40 Hydraulic control device 57 Downshift paddle switch 105 Catalyst Temperature sensor 114 Sequential shiftmatic switch 116 Shift down switch

Claims (2)

When downshifting of an automatic transmission with a torque converter is required by manual operation, high-speed switching from the current gear to the required gear is performed while performing blipping that temporarily increases the rotational speed of the internal combustion engine. A vehicle control device that performs response blipping downshift control,
When performing the blipping downshift control, the higher the temperature of the catalyst provided in the exhaust system of the internal combustion engine, the smaller the opening instruction of the throttle valve provided in the intake system of the internal combustion engine, and the automatic transmission. A vehicle control device characterized in that a hydraulic pressure instruction for an engagement-side engagement element for establishing a required shift speed is set large among a plurality of engagement elements included in the vehicle. The vehicle control device according to claim 1,
The control unit is a catalyst temperature recognizing unit for recognizing the temperature of the catalyst, a catalyst temperature determining unit that determines whether or not the catalyst temperature recognized by the catalyst temperature recognizing unit is a predetermined threshold value or more, When the catalyst temperature determining means determines that it is less than the threshold value, normal blipping shift down control is performed. On the other hand, when it is determined that the catalyst temperature determination means is greater than the threshold value, the throttle valve is compared with the normal blipping shift down control. And a coping means for performing a special blipping shift down control for setting a hydraulic pressure instruction for the engagement side engaging element to a large value.

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