JP2013136293A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicle that can appropriately control the vehicle by a simple configuration.SOLUTION: When determining that the start condition of the coast down control is satisfied (YES in step S11), T-ECU calculates, while calculating target rotation angular acceleration ΔNe when changing the speed (step S12), the axis 0 torque that the torque of the output shaft of the engine becomes 0 based on the present engine rotation speed and the load of the auxiliary machine (step S13). Then T-ECU 12 converts the rotation speed demand into the torque demand quantity (step S14) and executes the output control to the engine through E-ECU (step S15).

Description

  The present invention relates to a vehicle control device equipped with a drive source and an automatic transmission.

  Conventionally, in a vehicle equipped with an internal combustion engine as a drive source and an automatic transmission, the driving force output from the internal combustion engine is transmitted to the wheels via the automatic transmission according to the running state of the vehicle. It has become.

  Conventionally, in order to reduce the burden on the automatic transmission, a technique for avoiding an excessive torque input from the internal combustion engine to the automatic transmission has been proposed (see, for example, Patent Document 1).

  The vehicle control device disclosed in Patent Document 1 is driven based on a rotational speed request amount calculation means for calculating a rotational speed request amount required for an internal combustion engine from an automatic transmission, and a torque request amount. Determination means for determining whether or not torque reduction for protection of parts is requested from the automatic transmission to the internal combustion engine, and torque request amount when it is determined that torque reduction is requested An internal combustion engine based on one of the torque request amount and the rotation speed request amount, with the rotation speed converted by the conversion means as the upper limit value of the rotation speed request amount And a control means for controlling.

  With such a configuration, for example, when it is determined that torque reduction is required for protection of the automatic transmission, the rotation speed obtained by converting the torque request amount by the conversion means is set as the upper limit value of the rotation speed request amount. As a result, the demand for protection of the automatic transmission can be reflected on the required rotation speed. For this reason, even when the internal combustion engine is controlled so as to satisfy the required rotational speed, it is possible to avoid an excessive torque being input to the automatic transmission.

JP 2010-210064 A

  However, in the conventional vehicle control device described above, when protection of the automatic transmission is required, the rotation speed converted from the torque request amount at this time is set as the upper limit value of the rotation speed request amount. Since either one of the required number of rotations and the required torque amount is selected based on a predetermined selection condition, there is a problem in that each required amount cannot be satisfied.

  For this reason, in the conventional vehicle control device described above, the rotational speed required amount and the torque required amount are realized as separate required amounts, and if one of the required amounts is satisfied, the other may not be satisfied. There has been a problem that a situation may occur in which the vehicle control is not optimally executed.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a vehicle control device capable of controlling a vehicle with a simple configuration.

  In order to achieve the above object, a vehicle control apparatus according to the present invention includes: (1) a drive source, a transmission that transmits power from the drive source to drive wheels, and that forms a desired gear stage; and the drive And a control means for controlling the power source according to the state of the vehicle, wherein a predetermined moment of inertia of the power transmission system and a shift from one shift stage to the other shift stage are switched. A first torque request amount calculation means for calculating a required first torque request amount based on the target angular acceleration of the drive source, and a non-transmission state in which no power is transmitted from the drive source to the transmission And a second torque amount calculating means for calculating a required second torque amount based on the driving load applied to the output shaft of the drive source, wherein the control means is required to drive the vehicle. On the condition that not The torque amount required by the transmission to the drive source is calculated by adding the torque amount of 1 and the second torque request amount, and the drive source is controlled based on the calculated torque request amount. It is characterized by that.

  With this configuration, the drive source can satisfy each required amount without selecting any one of the required number of rotations and the required amount of torque based on a selection condition determined in advance as in the prior art. Can be controlled. Therefore, the vehicle can be appropriately controlled with a simple configuration.

  ADVANTAGE OF THE INVENTION According to this invention, the control apparatus of the vehicle which can control a vehicle appropriately with a simple structure can be provided.

1 is a schematic configuration diagram schematically showing a vehicle equipped with a vehicle control device according to an embodiment of the present invention. 1 is a skeleton diagram showing a configuration of a vehicle control device according to an embodiment of the present invention. It is an operation | movement table | surface of the automatic transmission which concerns on embodiment of this invention. 1 is a circuit diagram showing a schematic configuration of a hydraulic control circuit according to an embodiment of the present invention. It is a graph which shows the relationship between the engine speed of the engine which concerns on embodiment of this invention, and an engine torque. It is a timing chart for demonstrating the coast down control which concerns on embodiment of this invention. It is a flowchart for demonstrating the coast down control process which concerns on embodiment of this invention. It is a timing chart for demonstrating the deceleration flex lockup control which concerns on embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic configuration diagram schematically showing a vehicle equipped with a control device for an automatic transmission according to an embodiment of the present invention. FIG. 2 is a skeleton diagram showing the configuration of the control device for the automatic transmission according to the embodiment of the present invention.

  In the present embodiment, a case will be described in which the control device for an automatic transmission according to the present invention is applied to an FF (Front engine Front drive) vehicle.

  As shown in FIG. 1, the vehicle 1 includes an engine 2, a torque converter 3, a transmission mechanism 4 having a forward clutch, a hydraulic control circuit 9 for controlling the torque converter 3 and the transmission mechanism 4 with hydraulic pressure, An E-ECU (Electronic Control Unit) 11 for controlling the engine 2 as a source and a T-ECU 12 for controlling the hydraulic control circuit 9 are configured.

  The engine 2 is constituted by an internal combustion engine that burns a mixture of fuel and air injected from an injector (not shown) in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated.

  The torque converter 3 increases the torque from the engine 2 to the speed change mechanism 4 to transmit the power of the engine 2 and, as will be described later, a pump impeller (hereinafter simply referred to as “impeller”) connected to the output shaft of the engine 2. An impeller 43), a turbine runner (hereinafter simply referred to as a turbine 44) connected to the input shaft of the speed change mechanism 4, and a stator 46 that is prevented from rotating in one direction by a one-way clutch 45. The impeller 43 and the turbine 44 transmit power via a fluid.

  Furthermore, the torque converter 3 is a lock-up clutch 47 (in order to increase power transmission efficiency from the engine 2 to the transmission mechanism 4 by mechanically connecting the impeller 43 and the turbine 44 when the vehicle 1 is traveling at high speed. 2).

  The torque converter 3 and the speed change mechanism 4 constitute an automatic transmission 5. The automatic transmission 5 shifts the rotation speed of a crankshaft (not shown) to a desired rotation speed by forming a desired shift speed. The power output from the output gear 70 of the speed change mechanism 4 is transmitted to left and right front wheels (not shown) via a differential gear and a drive shaft (not shown). The transmission mechanism 4 will be described in detail later.

  The hydraulic control circuit 9 has linear solenoid valves SL1 to SL4. The hydraulic control circuit 9 has an oil temperature sensor 33 for measuring the oil temperature of the hydraulic oil.

  The E-ECU 11 has a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and an input / output interface (not shown). The E-ECU 11 controls the number of revolutions of the engine 2 by the CPU based on signals input from an accelerator opening sensor and a throttle sensor, which will be described later, a map stored in the ROM, and the like.

  The T-ECU 12 has a CPU, a RAM, a ROM, and an input / output interface (not shown). The ROM of the T-ECU 12 stores a map in which the vehicle speed and throttle opening are associated with the gear position of the transmission mechanism 4. Therefore, the T-ECU 12 determines the gear position of the transmission mechanism 4 by the CPU based on a signal input from a vehicle speed sensor 25 and a throttle sensor 24 described later and a map stored in the ROM.

  The T-ECU 12 changes the operating state of the linear solenoid valves SL1 to SL4, and engages or releases the friction element of the speed change mechanism 4 with the operating hydraulic pressure using the line pressure as the original pressure. The ratio of the rotational speed between the input shaft and the output shaft of the speed change mechanism 4 is changed by a combination of engagement and release of these friction elements, so that a gear stage is configured.

  The vehicle 1 further includes an engine rotation speed sensor 21 for measuring the rotation speed Ne of the engine 2, an intake air amount sensor 22 for measuring the intake air amount of the engine 2, and the amount of air sucked into the engine 2. An intake air temperature sensor 23 for measuring the temperature, a throttle sensor 24 for detecting the opening of the throttle valve 31, a vehicle speed sensor 25, a cooling water temperature sensor 26 for measuring the cooling water temperature of the engine 2, A brake sensor 27, an operation position sensor 29 for detecting the operation position of the shift lever 28, and a turbine rotation speed sensor 30 for measuring the rotation speed Nt of the turbine 44 of the torque converter 3 are provided.

  The engine speed sensor 21 measures the speed of the engine 2 based on the rotation of the crankshaft.

  The throttle sensor 24 is constituted by, for example, a hall element that can obtain an output voltage corresponding to the throttle opening of the throttle valve 31. The throttle sensor 24 outputs this output voltage to the E-ECU 11 and the T-ECU 12 as a signal representing the throttle opening of the throttle valve 31.

  The vehicle speed sensor 25 outputs a signal representing the output shaft rotational speed of the transmission mechanism 4 to the E-ECU 11 and the T-ECU 12, and the E-ECU 11 and the T-ECU 12 calculate the vehicle speed based on this signal. It is supposed to be.

  The cooling water temperature sensor 26 is composed of, for example, a thermistor whose resistance value changes according to the water temperature, and outputs a signal based on the resistance value that changes according to the cooling water temperature of the engine 2 to the E-ECU 11 and the T-ECU 12. It is like that.

  The brake sensor 27 transmits a signal corresponding to the amount of depression of the driver with respect to the brake pedal 36 provided in the vehicle 1 to the E-ECU 11 and the T-ECU 12. The operation position sensor 29 detects the position of the shift lever 28 and transmits a signal representing the detection result to the T-ECU 12. The T-ECU 12 forms an optimum gear position of the transmission mechanism 4 from a range corresponding to the position of the shift lever 28. Further, the operation position sensor 29 may be configured to detect that the shift lever 28 is located at a manual position where the driver can select an arbitrary gear position according to the operation of the driver.

  The accelerator opening sensor 32 is composed of, for example, an electronic position sensor using a hall element. When the accelerator pedal 34 mounted on the vehicle 1 is operated by the driver, the accelerator position indicated by the accelerator pedal 34 is indicated. A signal indicating the opening is output to the E-ECU 11. Further, the T-ECU 12 receives a signal representing the accelerator opening degree via the E-ECU 11.

  As shown in FIG. 2, the torque converter 3 is rotated in one direction by an impeller 43 connected to the output shaft 41 of the engine 2, a turbine 44 connected to the input shaft 48 of the transmission mechanism 4, and the one-way clutch 45. And a stator 46 that is blocked. The impeller 43 and the turbine 44 transmit power via a fluid.

  The input shaft 48 of the transmission mechanism 4 is connected to the turbine 44 of the torque converter 3. Therefore, the input shaft 48 of the speed change mechanism 4 also functions as an output shaft of the torque converter 3. The transmission mechanism 4 includes a first set 50 of planetary gear mechanisms, a second set 60 of planetary gear mechanisms, an output gear 70, a B1 brake 72, a B2 brake 73 and a B3 brake 74 fixed to a gear case 71, and C1. The clutch 75, the C2 clutch 76, and the one-way clutch F77 are included.

  The first set 50 includes a single pinion type planetary gear mechanism. The first set 50 includes a sun gear 51, a pinion gear 52, a ring gear 53, and a carrier 54.

  The sun gear 51 is connected to the turbine 44 of the torque converter 3 via the input shaft 48. The pinion gear 52 is rotatably supported by the carrier 54. The pinion gear 52 is engaged with the sun gear 51 and the ring gear 53.

  The ring gear 53 can be fixed to the gear case 71 by a B3 brake 74. The carrier 54 can be fixed to the gear case 71 by the B1 brake 72.

  The second set 60 is constituted by a Ravigneaux type planetary gear mechanism. The second set 60 includes a sun gear 61, a short pinion gear 62, carriers 63 and 65, a long pinion gear 64, a sun gear 66, and a ring gear 67.

  The sun gear 61 is connected to the carrier 54. The short pinion gear 62 is rotatably supported by the carrier 63. The short pinion gear 62 is engaged with the sun gear 61 and the long pinion gear 64. The carrier 63 is connected to the output gear 70.

  The long pinion gear 64 is rotatably supported by the carrier 65. The long pinion gear 64 is engaged with the short pinion gear 62, the sun gear 66 and the ring gear 67. The carrier 65 is connected to the output gear 70.

  The sun gear 66 can be connected to the input shaft 48 via the C1 clutch 75. The ring gear 67 can be fixed to the gear case 71 by the B2 brake 73 and can be connected to the input shaft 48 by the C2 clutch 76. The ring gear 67 is connected to the one-way clutch F77, so that the gear position is one and cannot be rotated during driving.

  FIG. 3 is an operation table of the automatic transmission 5 according to the embodiment of the present invention. “◯” represents engagement. “X” represents release. “◎” represents engagement only during engine braking. “Δ” represents engagement only during driving. By operating the brakes and the clutches by exciting and de-energizing linear solenoid valves SL1 to SL4 provided in the hydraulic control circuit 9 (see FIG. 1) and a transmission solenoid (not shown) in the combinations shown in the operation table. A first to sixth forward shift stage and a reverse shift stage are formed.

  For example, at the first speed (1st) shift stage that is formed when the vehicle 1 starts, as shown in the operation table, the C1 clutch 75 is engaged, and the B1 brake 72 is released.

  In the present embodiment, the one-way clutch F77 is configured to prevent the ring gear 67 from rotating during driving when the gear stage is at the first speed. On the other hand, when the engine brake is applied, the one-way clutch F77 does not prevent the ring gear 67 from rotating.

  The shift lever 28 (see FIG. 1) has an L position corresponding to the low range, a 2-3 position corresponding to the second to third ranges, a drive range (hereinafter simply referred to as a D range) from the rear to the front of the vehicle 1. ), N position corresponding to the neutral range, R position corresponding to the reverse range, and P position corresponding to the parking range.

  When the shift lever 28 (see FIG. 1) is located in the D range, the gear stage is configured to form any one of the first to sixth gears. As described above, the T-ECU 12 Of these gears, the gear is selected based on the vehicle speed and the throttle opening.

  The shift lever 28 (see FIG. 1) is further provided with an M position representing a manual position for shifting the shift stage of the automatic transmission 5 (see FIG. 1) in the manual shift mode, and a plus position for instructing an upshift ( (+ Position) and a minus position (-position) for instructing a downshift may be taken. In this case, the M position is positioned beside the D position. When the shift lever 28 is moved laterally from the D position, the shift lever 28 is held at the M position by a spring (not shown).

  FIG. 4 is a circuit diagram showing a schematic configuration of the hydraulic control circuit 9 according to the embodiment of the present invention. The hydraulic fluid pumped from the oil pump 38 is regulated by the relief-type first pressure regulating valve 40 to become the first line pressure PL1. The oil pump 38 is constituted by, for example, a mechanical pump that is rotationally driven by the engine 2.

  The hydraulic oil having the first line pressure PL1 is supplied to the manual valve 39 that is interlocked with the shift lever 28 (see FIG. 1). When the shift lever 28 is located at a position corresponding to the forward range, hydraulic oil having a forward position pressure PD equal to the first line pressure PL1 is supplied from the manual valve 39 to the linear solenoid valves SL1 to SL4. It has become.

  The linear solenoid valves SL1 to SL4 are disposed to correspond to the C1 clutch 75, the C2 clutch 76, the B1 brake 72, and the B3 brake 74, respectively. The T-ECU 12 adjusts the hydraulic pressures PC1, PC2, PB1, and PB3 by controlling these linear solenoid valves SL1 to SL4 with the solenoid current, and the C1 clutch 75, the C2 clutch 76, the B1 brake 72, and the B3 brake 74 are controlled. The engagement and release are switched, and the engagement pressure is adjusted.

  Hereinafter, a characteristic configuration of the T-ECU 12 constituting the control device of the automatic transmission 5 according to the embodiment of the present invention will be described.

  The T-ECU 12 reduces the shift shock by increasing the engine speed when executing coast down control for executing down shift when the accelerator is OFF.

  The T-ECU 12 normally transmits a rotational speed request signal to the E-ECU 11 so as to increase the engine rotational speed. On the other hand, the E-ECU 11 adjusts the torque request and the rotation speed request for the engine 2 in accordance with a preset traveling condition, and controls the engine 2 in accordance with either one of the requests. For this reason, when the rotational speed request is made from the T-ECU 12, the E-ECU 11 does not necessarily execute this rotational speed request, but when the torque request required by other control is executed, the engine In some cases, the increase in the number of revolutions would be a consequence.

  On the other hand, as will be described below, the T-ECU 12 according to the present embodiment converts the required rotational speed into the required torque by the following equation (1).

Te = Ie × ΔNe + Te0 (1)
Here, Te is the required torque [Nm], Ie is the moment of inertia [kg · m ² ] at the input shaft 48 of the speed change mechanism 4, ΔNe is the target rotational angular acceleration [rad / s ² ], and Te0 is the output of the engine 2. The shaft 0 torque [Nm] in the shaft 41 is represented.

  The inertia moment Ie on the input shaft 48 of the speed change mechanism 4 is the sum of the inertia moments of the power transmission system such as the engine 2, the drive plate (not shown) installed on the output shaft 41 of the engine 2, and the torque converter 3. Is calculated. The shaft 0 torque means the output torque of the engine 2 when the torque acting on the output shaft 41 of the engine 2 is 0 [Nm], and is lost due to the friction in the engine 2 and the load of the auxiliary equipment. The value is equal to the torque.

  Here, the friction in the engine 2 is calculated based on the engine speed detected by the engine speed sensor 21 and the cooling water temperature of the engine 2 detected by the cooling water temperature sensor 26. The relationship between the friction inside the engine 2, the engine speed and the cooling water temperature is obtained in advance by experimental measurement, and is stored in the ROM of the T-ECU 12 as a friction calculation map.

  The load on the auxiliary equipment is mainly due to the alternator and the air conditioner. Among these loads, the load by the alternator detects the current value from the alternator and the voltage of the battery, and refers to the duty indication value for the alternator to estimate the load from these values. The relationship between the current value of the alternator, the voltage value of the battery, the duty indication value, and the load is obtained in advance by experimental measurement, and is stored in the ROM of the T-ECU 12 as an alternator load map.

  The load due to the air conditioner is estimated based on the detected values by detecting the refrigerant pressure on the input side and the output side of the compressor of the air conditioner and the control current for the compressor. The relationship between the refrigerant pressure on the input side and the output side of the compressor, the control current, and the load by the air conditioner is obtained in advance by experimental measurement, and is stored in the ROM of the T-ECU 12 as an air conditioner load map.

  Based on the signal input from the accelerator opening sensor 32, the T-ECU 12 determines that the accelerator is OFF, that is, the accelerator pedal 34 is not depressed, and the vehicle speed, the throttle opening, and the speed change stored in the ROM. When it is determined that a downshift request has occurred based on the map showing the diagram, coast down control is performed to convert the required rotational speed based on the above equation (1).

  This coast down control is executed during the shift of the accelerator OFF and when the engine 2 is driven when the turbine rotational speed is equal to or higher than the engine rotational speed, and the increase in the output torque of the engine 2 according to the required torque is increased. It is executed when not used for driving the vehicle 1 but used for increasing the engine speed. FIG. 5 is a graph showing the relationship between the engine speed and the torque generated by the engine, that is, the engine torque when the throttle opening is constant. When the driving state of the vehicle 1 shifts to the accelerator-off state, the engine torque increases as indicated by the broken arrow as the engine speed decreases. Then, it converges to a point where the engine torque and the load of the vehicle 1 are balanced, that is, a point 81 that matches the shaft 0 torque. Here, when the engine torque increases due to the torque request, the increased engine torque is used to increase the engine speed, and shifts to a region 82 above the shaft 0 torque in FIG. That is, if the relationship between the rotational speed of the engine 2 and the torque is within the region 82, the T-ECU 12 converts the required rotational speed into the required torque using the above formula (1) and requests it from the E-ECU 11. It has become.

In this coast down control, the T-ECU 12 calculates a target rotational angular acceleration ΔNe [rad / s ² ]. The target rotational angular acceleration ΔNe is set so as to reduce the shift shock, and is obtained by dividing the difference between the target engine speeds before and after the shift by the target shift time. The optimum value of the relationship between the target engine speed difference before and after the shift and the target shift time is obtained in advance by experimental measurement. Therefore, in the present embodiment, the T-ECU 12 stores, for example, a rotational angular acceleration map in which the vehicle speed and the target rotational angular acceleration are associated with each other in the ROM, and sets the target with reference to the rotational angular acceleration map. The rotational angular acceleration ΔNe is set. When the T-ECU 12 calculates the shaft 0 torque based on the load of the auxiliary machine as described above, the T-ECU 12 calculates the required torque based on the above formula (1).

  The T-ECU 12 constantly calculates the shaft 0 torque during execution of the coast down control, and updates the value of the required torque based on the calculated shaft 0 torque.

  Therefore, the T-ECU 12 according to the present embodiment calculates the required torque for the engine 2 based on the required rotational speed for the engine 2 and transmits the calculated torque to the E-ECU 11, so the E-ECU 11 determines the required torque and the required rotational speed. There is no need for arbitration, and the engine 2 is controlled so that the requested torque received from the T-ECU 12 is output to the engine 2. Thereby, the T-ECU 12 can adjust the engine speed to a desired value during execution of the coast down control, and can follow the turbine speed.

  FIG. 6 is a timing chart of coast down control according to the present embodiment. When the accelerator pedal is released by the driver and the accelerator opening is 0 [%] (see graph e), the T-ECU 12 is based on a map showing a vehicle speed, a throttle opening, and a shift diagram stored in the ROM. If it is determined that the gear position is switched from the current 4th speed to the 3rd speed, the SL2 command pressure is decreased, the C2 clutch 76 is shifted from the engaged state to the released state (see graph c), and the SL4 command pressure is increased. The transition from the released state of the B3 brake 74 to the engaged state is started (see graph b). Then, the T-ECU 12 estimates the timing at which the turbine rotational speed starts increasing from the shift start timing, and requests the E-ECU 11 to increase the engine rotational speed as a torque request amount in accordance with this timing (see graph d). . At this time, the T-ECU 12 requests the torque request amount from the E-ECU 12 according to the target shift time, thereby maintaining the rotation speed difference between the engine rotation speed and the turbine rotation speed within a desired range. Can be suppressed (see graph a).

  Therefore, conventionally, the E-ECU 11 needs to execute control for making the engine speed coincide with the requested rotational speed when the rotational speed request is acquired from the T-ECU 12, but the actual engine rotational speed is set to the requested rotational speed. The amount of increase in the output of the engine 2 required to match the above changes depending on the state of the auxiliary equipment of the vehicle 1 and thus requires complicated control. However, since the E-ECU 11 according to the present embodiment acquires the required torque amount from the T-ECU 12, it is only necessary to control the engine 2 so that the torque amount corresponding to the required torque amount is output, which is simpler than before. The engine 2 can be appropriately controlled by the control.

  Further, in the conventional coast down control, the engine speed increases with respect to the turbine speed, so the engine speed may not always follow the increase in the turbine speed. In the coast down control according to the embodiment, the control accuracy with respect to the engine speed can be improved by controlling the engine speed based on the required torque.

  FIG. 7 is a flowchart for explaining the conversion coast down control process according to the embodiment of the present invention. Note that the following processing is executed at predetermined time intervals by the CPU constituting the T-ECU 12 and implements a program that can be processed by the CPU.

  First, the T-ECU 12 determines whether or not the start condition for the coast down control is satisfied (step S11). Specifically, the T-ECU 12 acquires a signal indicating the vehicle speed as well as a signal indicating that the accelerator pedal 34 is depressed from the accelerator opening sensor 32 and the vehicle speed sensor 25. Further, based on a signal input from the vehicle speed sensor 25 and the throttle sensor 24 and a map representing a shift diagram stored in the ROM, a vehicle in which the shift speed formed in the transmission mechanism 4 is changed from the fourth speed to the third speed. When it is determined that the vehicle is in the running state No. 1 and the accelerator pedal 34 is not depressed by the driver and the vehicle speed is within the predetermined value range, the start condition for the coast down control is satisfied. Judge that

  If the T-ECU 12 determines that the start condition for the coast down control is satisfied (YES in step S11), the process proceeds to step S12. On the other hand, if it is determined that the coast down control start condition is not satisfied (NO in step S11), the process proceeds to END.

  Next, the T-ECU 12 calculates a target rotation angular acceleration ΔNe (step S12). Specifically, the T-ECU 12 starts the hydraulic control for each friction element of the speed change mechanism 4 by coast down control, and the engine speed is set to the target engine after a predetermined speed change time has elapsed from the time when the turbine speed starts to increase. The target rotational angular acceleration ΔNe is calculated from the target shift time and the target engine rotational speed so as to coincide with the rotational speed. Note that the T-ECU 12 updates the target shift time by learning control based on the turbine speed and the engine speed at the time of shifting.

  Next, the T-ECU 12 calculates shaft 0 torque (step S13). In step S13, the T-ECU 12 calculates the shaft 0 torque based on the current engine speed and the load on the auxiliary machine as described above.

  Next, the T-ECU 12 converts the rotational speed request amount calculated in step S13 into a torque request amount (step S14). Specifically, the T-ECU 12 calculates the required torque amount based on the target rotational angular acceleration ΔNe calculated in step S12, the shaft 0 torque calculated in step S13, and the above equation (1). .

  Next, the T-ECU 12 performs output control on the engine 2 via the E-ECU 11 (step S15). In step S15, the T-ECU 12 transmits the torque request amount calculated in step S14 to the E-ECU 11. Since the E-ECU 11 acquires the output increase request for the engine 2 as the torque request amount instead of the rotation speed request amount, the E-ECU 11 sets the torque request amount to the engine 2 without performing arbitration between the torque request amount and the rotation speed request amount. Engine control is executed so that a corresponding torque is output. Further, the E-ECU 11 can control the engine 2 without executing a complicated control process for realizing the required rotational speed.

  As described above, the control device for a vehicle according to the embodiment of the present invention can calculate the required amount of either the rotational speed required amount or the torque required amount based on a selection condition determined in advance as in the prior art. Without selection, the engine 2 can be controlled to satisfy the respective required amounts. Therefore, the vehicle 1 can be appropriately controlled with a simple configuration.

  In the above description, the case where the vehicle 1 includes the E-ECU 11 and the T-ECU 12 and the T-ECU 12 executes the coast down control has been described. However, the present invention is not limited to this, and the vehicle 1 is mounted. Any one of the ECUs may perform the coast-down control, and the same or another ECU may perform the output control of the engine 2 in accordance with the torque request amount calculated by the ECU.

  In the above description, the case where the T-ECU 12 executes the coast down control process for converting the rotation speed request into the torque request at the time of the shift of the accelerator OFF has been described. However, the present invention is not limited to this. As described below, even when the deceleration flex lock-up control is executed, the engine rotational speed is below the turbine rotational speed, so the engine rotational speed is converted into the torque demand. The conversion control process may be executed to increase the torque of the engine 2.

  In this case, since the torque output from the engine 2 is smaller than the shaft 0 torque, the T-ECU 11 keeps the engine speed constant by increasing the torque output from the engine 2 to coincide with the shaft 0 torque. The lockup clutch 47 is prevented from being missed when the flex lockup control is started. Further, the T-ECU 12 acquires the current shift speed, vehicle speed, AT oil temperature, and cooling water temperature, and determines whether these values are included in a range where the deceleration flex lockup can be performed. As an example, the T-ECU 12 is configured to execute a deceleration flex lockup if the current shift speed is 4th to 6th and the coolant temperature is 60 ° C. or higher.

  As shown in FIG. 8, when the accelerator opening becomes 0 (see graph d), the T-ECU 12 decelerates the lockup command pressure from the command pressure required for the lockup clutch 47 to be fully engaged. It shifts to the indicated pressure required to maintain the up state (see graph b). The command pressure for maintaining the deceleration flex lockup state is adjusted by feedback control so that the difference between the engine speed and the turbine speed is constant.

  In FIG. 8, the timer condition is set as the time required to increase the torque until the lockup clutch 47 reliably shifts from the fully engaged state to the deceleration flex lockup state.

  At the start of such deceleration flex lockup control, the T-ECU 12 calculates the shaft 0 torque in the second term on the right side of the equation (1) in the same manner as during gear shifting, and uses that torque as the required torque. To be sent to. As a result, the E-ECU 11 controls the engine 2 so that the engine 2 outputs shaft 0 torque as the required torque.

  As a result, since the engine speed becomes constant, the T-ECU 12 can suppress the occurrence of failure to grasp the lockup clutch 47 at the start of the deceleration flex lockup control, and can start the fuel cut. . And since an engine speed follows a turbine speed, it becomes possible to extend the duration of a fuel cut, and can improve a fuel consumption.

  Unlike the conventional case where the T-ECU 12 requests the E-ECU 11 to increase the engine speed as the required engine speed at the start of the deceleration flex lockup control, the E-ECU 11 includes the T-ECU 12. Therefore, it is not necessary to mediate between the requested rotational speed requested from the above and the requested torque requested by other control. Thereby, it can suppress that the engine speed which actually raises is set by a course.

  As described above, the vehicle control device according to the present invention has an effect that the vehicle can be appropriately controlled with a simple configuration, and controls a vehicle equipped with a drive source and an automatic transmission. Useful for equipment.

1 vehicle 2 engine (drive source)
3 Torque Converter 4 Transmission Mechanism 5 Automatic Transmission 9 Hydraulic Control Circuit 11 E-ECU
12 T-ECU (control device, control means, first torque request amount calculation means, second torque request amount calculation means)
DESCRIPTION OF SYMBOLS 21 Engine speed sensor 22 Intake air amount sensor 24 Throttle sensor 25 Vehicle speed sensor 26 Cooling water temperature sensor 27 Brake sensor 28 Shift lever 29 Operation position sensor 30 Turbine speed sensor 31 Throttle valve 32 Accelerator opening sensor 33 Oil temperature sensor 34 Accelerator pedal 36 Brake pedal 41 Output shaft 43 Impeller 44 Turbine 47 Lock-up clutch 48 Input shaft

Claims (1)

A vehicle including: a drive source; a transmission that transmits power from the drive source to drive wheels; a transmission that forms a desired gear; and a control unit that controls the drive source according to a state of the vehicle. A control device,
A required first torque request amount is calculated based on a predetermined moment of inertia of the power transmission system and a target angular acceleration of the drive source when the shift is switched from one shift stage to the other shift stage. First torque request amount calculating means;
Second torque amount calculation means for calculating a second required torque amount required based on a drive load applied to the output shaft of the drive source in a non-transmission state where power is not transmitted from the drive source to the transmission. Prepared,
Torque requested by the transmission to the drive source by the control means adding the first torque amount and the second torque request amount on condition that the driving force for the vehicle is not required A control apparatus for a vehicle, characterized in that a request amount is calculated and the drive source is controlled based on the calculated torque request amount.

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