JP2013169905A - Vehicle drive controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle drive controller that prevents a shift shock due to a sudden change of a boost pressure in a vehicle having an engine with a supercharger and an automatic transmission.SOLUTION: An electronic controller 52 estimates a boost pressure time rise rate ΔPcmout due to execution of torque-down control during a power-on down shift before start of the torque-down control and more restricts an engine torque drop width DTe by torque-down control as the boost pressure time rise rate ΔPcmout becomes high. As the boost pressure time rise rate ΔPcmout easily becomes high due to execution of the torque-down control, the torque-down control is executed so that an engine ignition timing delay angle amount DLIG is suppressed and the boost pressure Pcmout is not increased rapidly with ease. In comparison with the case when the torque-down control is executed without restricting the engine torque drop width DTe, a shift shock due to a sudden change of the boost pressure Pcmout can be prevented.

Description

  The present invention relates to a technique for improving drivability in a vehicle including an engine with a supercharger.

  2. Description of the Related Art Conventionally, a vehicle drive control device provided in a vehicle including an engine and an automatic transmission is well known. For example, the control apparatus for vehicles of patent document 1 is it. When the engine torque is reduced during the downshift of the automatic transmission, the vehicle control device of Patent Document 1 increases the engagement hydraulic pressure of the engagement device engaged by the downshift. Slow the rise timing.

JP-A-9-142176 JP-A-63-248973

  By the way, an engine having a supercharger is generally known. In a vehicle using an engine having such a supercharger as a driving force source, engine torque down control for temporarily reducing engine torque during downshift of the automatic transmission may be executed, for example, The engine torque can be temporarily reduced by retarding the ignition timing of the engine. Further, when the ignition timing of the engine is retarded, the exhaust energy of the engine increases, so that the supercharging pressure by the supercharger tends to increase. Therefore, if the engine torque down control is performed by retarding the ignition timing during the downshift, the engine speed increases during the downshift in addition to the increase in the exhaust energy. Has risen abruptly, and there has been an unknown problem that the intake shock may fluctuate and the shift shock may increase.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is due to a sudden change in supercharging pressure in a vehicle including an engine having a supercharger and an automatic transmission. An object of the present invention is to provide a vehicle drive control device capable of suppressing a shift shock.

  The gist of the first invention for achieving the above object is that, in a vehicle comprising: (a) an engine having a supercharger; and an automatic transmission that outputs the power of the engine to drive wheels, vehicle acceleration (B) a vehicle drive control device that executes engine torque down control for temporarily reducing engine torque by retarding the ignition timing of the engine during downshifting of the automatic transmission at a time; The time increase rate of the supercharging pressure due to the execution of the engine torque down control is estimated before the start of the engine torque down control. The larger the time increase rate, the lower the engine torque decrease due to the engine torque down control. It is characterized by limiting.

  By doing so, the engine torque down control suppresses the retard amount of the ignition timing and increases the boost pressure more rapidly as the increase rate of the boost pressure tends to become larger as a result of execution of the engine torque down control. Since the engine torque reduction control is executed without limiting the engine torque decrease range, the shift shock due to the sudden fluctuation of the supercharging pressure can be suppressed. Is possible. It should be noted that limiting the reduction range of the engine torque may be performed stepwise or continuously with respect to the estimated time increase rate of the supercharging pressure.

  Here, the subject matter of the second invention is the vehicle drive control device of the first invention, wherein (a) the downshift of the automatic transmission is engaged by a hydraulic control included in the automatic transmission. (B) When the engine torque down control is limited by the engine torque reduction control, the engagement device is engaged when compared with the case where the engine torque reduction control is not performed. It is characterized in that the rising timing of the hydraulic pressure to be made is advanced. In this way, the downshift is advanced by the engaging force of the engaging device that engages rather than the engine torque that is likely to fluctuate due to the boost pressure, so that the downshift can be completed quickly. .

  The gist of the third invention is the vehicle drive control device according to the first invention or the second invention, wherein the intake air amount of the engine and the engine before the engine torque down control is started. The time increase rate is estimated based on a retard amount of the ignition timing retarded by torque down control. In this way, it is possible to easily estimate the time increase rate of the supercharging pressure by executing the engine torque down control.

  The gist of the fourth invention is the vehicle drive control device according to the first invention or the second invention, wherein the boost pressure and its engine torque down control are started before the engine torque down control is started. The time increase rate is estimated based on a retard amount of the ignition timing retarded at. In this way, it is possible to easily estimate the time increase rate of the supercharging pressure by executing the engine torque down control.

  Further, the gist of the fifth invention is the vehicle drive control device according to any one of the first invention to the fourth invention, wherein the reduction range of the engine torque by the engine torque down control is limited. Is characterized in that learning of hydraulic pressure of the engaging device operated by the downshift included in the automatic transmission is prohibited. In this way, it is possible to avoid improperly correcting the hydraulic pressure control value of the engagement device by the hydraulic pressure learning.

  Here, it is preferable that the vehicular drive control device engages with the downshift when the engine torque reduction control by the engine torque down control is limited as compared with the case where the engine torque reduction control is not limited. An engagement-side hydraulic pressure of the engagement-side engagement device that is the engagement device to be released and a release-side hydraulic pressure of the release-side engagement device that is the engagement device released by the downshift are The engine torque reduction control is increased during the engine torque down control according to the reduction width reduction amount that reduces the reduction width of the engine torque due to the restriction. For example, when limiting the reduction range of the engine torque by the engine torque down control, the larger the reduction amount reduction, the more the engagement side hydraulic pressure and the release side hydraulic pressure are compared with the case where the limitation is not limited. Increase during torque down control.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram for explaining a configuration of a vehicle drive device provided in a vehicle to which the present invention is preferably applied. FIG. 2 is an operation table for explaining an operation state of an engagement element when a plurality of shift stages (gear stages) are established in the automatic transmission included in the vehicle drive device of FIG. 1. FIG. 2 is a diagram illustrating signals input to an electronic control device for controlling the vehicle drive device of FIG. 1 and a functional block diagram for explaining a main part of a control function provided in the electronic control device. It is. FIG. 4 is a time chart for explaining a main part of a control function provided in the electronic control device of FIG. 3, in which a reduction in engine torque due to torque down control is limited in a power-on downshift from n-speed to n−1 speed. It is a time chart for demonstrating the control performed. FIG. 4 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. 3, that is, a control operation in which an engine torque reduction range is limited by torque down control.

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

  FIG. 1 is a skeleton diagram for explaining the configuration of a vehicle drive device 7 provided in a vehicle 6 to which the present invention is preferably applied. The vehicle 6 includes a vehicle drive device 7 and a pair of drive wheels 38, and the vehicle drive device 7 includes a vehicle power transmission device 8 (hereinafter referred to as “power transmission device 8”) and an engine 10. ing. The power transmission device 8 is interposed between the engine 10 and the drive wheel 38, and is connected to the automatic transmission 12 and the output shaft 13 of the engine 10 between the engine 10 and the automatic transmission 12. And a torque converter 14 interposed therebetween. And the power transmission device 8 is used suitably for FF vehicle mounted in the left-right direction (horizontal placement) of the vehicle 6 (refer FIG. 3).

  The automatic transmission 12 constitutes a part of a power transmission path from the engine 10 to the drive wheels 38 (see FIG. 3), and outputs the power of the engine 10 toward the drive wheels 38. That is, the power of the engine 10 input to the transmission input shaft 26 is output from the output gear 28 to the drive wheels 38. The automatic transmission 12 includes a plurality of planetary gear devices 16, 20, 22 and a plurality of hydraulic friction engagement devices (clutch C, brake B), specifically five hydraulic friction engagement devices (first clutch C1). , Second clutch C2, first brake B1, second brake B2, third brake B3), and one-way clutch F1, and a plurality of speed changes by changing one of the plurality of hydraulic friction engagement devices. It is a stepped transmission in which a stage (gear stage) is alternatively established. For example, the automatic transmission 12 performs a shift according to a preset relationship (shift diagram) based on the vehicle state represented by the vehicle speed V and the accelerator opening Acc. In short, it is a stepped transmission that performs a so-called clutch-to-clutch shift that is often used in general vehicles. That is, the shift (downshift or upshift) of the automatic transmission 12 is released by the engagement while the engagement-side engagement device that is the engagement device engaged by the shift is engaged. The release-side engagement device, which is an engagement device, is released when the release operation is performed. Specifically, the first planetary gear device 16 of the automatic transmission 12 is a single pinion type, and includes a first sun gear S1, a first pinion gear P1, a first carrier CA1, and a first ring gear R1. The second planetary gear unit 20 is a double pinion type, and includes a second sun gear S2, a second pinion gear P2, a third pinion gear P3, a second carrier CA2, and a second ring gear R2. The third planetary gear unit 22 is a single pinion type, and includes a third sun gear S3, a third pinion gear P3, a third carrier CA3, and a third ring gear R3. In the second planetary gear device 20 and the third planetary gear device 22, the second and third ring gears R2 and R3 are formed of a common member, and the third pinion gear P3 of the third planetary gear device 22 is the first. It is a Ravigneaux type planetary gear train that also serves as one pinion gear of the two planetary gear device 20. As can be seen from FIG. 1, the transmission input shaft 26 that is an input rotation member of the automatic transmission 12 is a turbine shaft of the torque converter 14. The output gear 28 that is an output rotating member of the automatic transmission 12 functions as a differential drive gear that meshes with a differential driven gear (large-diameter gear) 34 of the differential gear device 32 (see FIG. 3). The output of the engine 10 is transmitted to a pair of drive wheels (front wheels) 38 via the torque converter 14, the automatic transmission 12, the differential gear device 32, and a pair of axles 36 (see FIG. 3). ). The automatic transmission 12 is substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG.

  FIG. 2 is an operation table for explaining an operation state of the engagement element when a plurality of shift stages (gear stages) is established in the automatic transmission 12. The operation table of FIG. 2 summarizes the relationship between the above-mentioned shift speeds and the operation states of the clutches C1, C2 and the brakes B1 to B3, where “◯” indicates engagement and “◎” indicates only during engine braking. In this case, “Δ” represents engagement only during driving. As shown in FIG. 2, the automatic transmission 12 has a first gear stage “1st” to a sixth gear stage “6th” according to the operating state of each engagement element (clutch C1, C2, brake B1 to B3). Are established, and the reverse shift stage “R” is established. Since the one-way clutch F1 is provided in parallel to the brake B2 that establishes the first shift stage “1st”, it is not always necessary to engage the brake B2 when starting (acceleration). The transmission ratio γat of the automatic transmission 12 is determined based on the input rotational speed Nin, which is the rotational speed Nin of the transmission input shaft 26, and the output rotational speed Nout, which is the rotational speed Nout of the output gear 28. It is calculated from the equation “input rotation speed Nin / output rotation speed Nout”.

  The clutches C1 and C2 and the brakes B1 to B3 (hereinafter simply referred to as clutches C and brakes B unless otherwise distinguished) are hydraulic friction engagement devices that are controlled by hydraulic actuators such as multi-plate clutches and brakes. The engagement / release state is switched by the excitation, de-excitation, and current control of the linear solenoid valve provided in the hydraulic control circuit 40 (see FIG. 1), and the transient hydraulic pressure at the engagement / release is controlled. Is done.

  The torque converter 14 includes a pump impeller 14a connected to the output shaft (crankshaft) 13 of the engine 10, a turbine impeller 14b connected to the transmission input shaft 26 of the automatic transmission 12, and a one-way clutch. And a stator impeller 14c connected to a housing (transmission case) 30 of the automatic transmission 12, and a fluid transmission device that transmits the power generated by the engine 10 to the automatic transmission 12 via a fluid. is there. Further, a lockup clutch 46, which is a direct coupling clutch, is provided between the pump impeller 14a and the turbine impeller 14b so as to be engaged, slipped, or released by hydraulic control or the like. It has become. Strictly speaking, when the lockup clutch 46 is engaged, the pump impeller 14a and the turbine impeller 14b are integrally rotated by being fully engaged.

  The engine 10 is an internal combustion engine such as a diesel engine or a gasoline engine, and includes a supercharger 54. The supercharger 54 is provided in an intake system of the engine 10, and is a known exhaust turbine supercharger, that is, a turbocharger that is rotationally driven by the exhaust of the engine 10 to boost the intake air of the engine 10. Specifically, as shown in FIG. 1, the supercharger 54 is provided in an exhaust pipe 56 of the engine 10 and is driven to rotate by exhaust of the engine 10, and in an intake pipe 60 of the engine 10. An intake compressor wheel 62 that is provided and rotated by the exhaust turbine wheel 58 to compress the intake air of the engine 10, and a rotary shaft 64 that connects the exhaust turbine wheel 58 and the intake compressor wheel 62 are provided. The engine 10 operates in a supercharged state in which the supercharger 54 is supercharged when sufficient exhaust of the engine 10 to drive the supercharger 54 is directed to the exhaust turbine wheel 58. On the other hand, if the exhaust of the engine 10 guided to the exhaust turbine wheel 58 is insufficient for driving the supercharger 54, the supercharger 54 is hardly driven, and the engine 10 is in excess of the supercharged state. The engine operates in a natural intake state (also referred to as an NA state or a non-supercharged state) in which the supply is suppressed, that is, a state of intake air that is not supercharged equivalent to a naturally aspirated engine without the supercharger 54.

  An exhaust bypass path 66 disposed in parallel with the exhaust path in which the exhaust turbine wheel 58 in the exhaust pipe 56 is provided, and a waste gate valve 68 for opening and closing the exhaust bypass path 66 are provided. The waste gate valve 68 can continuously adjust the opening θwg of the waste gate valve 68 (hereinafter referred to as waste gate valve opening θwg), and the electronic control unit 52 controls the electric actuator 70. Thus, the waste gate valve 68 is continuously opened and closed using the pressure in the intake pipe 60. Further, as the waste gate valve opening θwg is larger, the exhaust of the engine 10 becomes easier to be discharged through the exhaust bypass path 66, so that the engine 10 can be brought into the supercharging state from the exhaust port of the engine 10 to the extent that the exhaust can be made. If the exhaust gas is obtained, the downstream side pressure PLin of the intake compressor wheel 62 in the intake pipe 60, that is, the supercharging pressure Pcmout (= PLin) of the supercharger 54 is larger as the waste gate valve opening θwg is larger. Lower. That is, the waste gate valve 68 functions as a supercharging pressure adjusting device that adjusts the supercharging pressure Pcmout. For example, a supercharging region that is an operating range (range of engine operating points) for setting the engine 10 in the supercharging state, and a low engine torque side with respect to the supercharging region and the engine 10 in the non-supercharging state A supercharging operation map divided into a non-supercharging region which is an operation range to be set is experimentally set in advance. The electronic control unit 52, when shifting the operating point (engine operating point) of the engine 10 represented by the engine speed Ne and the engine torque Te from the non-supercharged region to the supercharged region, The supercharger 54 is supercharged by operating the gate valve 68 in the closing direction. Conversely, when the engine operating point is shifted from the supercharging region to the non-supercharging region, the supercharging by the supercharger 54 is stopped or suppressed by operating the waste gate valve 68 in the opening direction. The supercharging operation map is experimentally set in advance so that, for example, as large a driving force Fc as possible can be obtained in accordance with a driver's request, and fuel consumption deterioration of the vehicle 6 can be suppressed as much as possible. Has been. The driving force Fc is a propulsive force that propels the vehicle 6 in the traveling direction.

  In addition, when the engine 10 is in the supercharged state, the electronic control unit 52 determines whether the engine 10 is supercharged based on the vehicle state represented by the accelerator opening Acc, the vehicle speed V, and the like based on a relationship determined experimentally in advance. A target boost pressure PTcmout (which may be referred to as a target intake pressure PTcmout), which is a target value of the supply pressure Pcmout, is sequentially determined, and the supercharger 54 is brought close to the predetermined target boost pressure PTcmout. Is activated. Specifically, the supercharging pressure Pcmout is brought close to the target supercharging pressure PTcmout by controlling the waste gate valve opening θwg or the throttle opening θth. For example, the target boost pressure PTcmout is set to be larger as the accelerator opening Acc is larger in accordance with the experimentally determined relationship.

  Further, the engine 10 includes an electronic throttle valve 72. The electronic throttle valve 72 is a valve mechanism that is provided downstream of the intake compressor wheel 62 in the intake pipe 60 of the engine 10 and adjusts the intake air amount Qin of the engine 10, and is opened and closed by an electric throttle actuator 94. Be made.

  FIG. 3 is a diagram exemplifying signals input to the electronic control device 52 including a function as a vehicle drive control device that performs drive control of the engine 10 and the like, and also shows control functions provided in the electronic control device 52. It is a functional block diagram for demonstrating the principal part. The electronic control unit 52 includes a so-called microcomputer, and executes vehicle control related to, for example, the engine 10 and the automatic transmission 12 by performing signal processing according to a program stored in advance.

  The electronic control unit 52 includes a signal indicating the opening degree θth of the electronic throttle valve 72 detected by the throttle opening degree sensor 74, that is, the throttle opening degree θth, from each sensor and switch as shown in FIG. A signal indicating the upstream side pressure PHin of the intake compressor wheel 62 in the intake pipe 60 detected by 76, a signal of the intake compressor wheel 62 in the intake pipe 60 detected by a second intake sensor (supercharging pressure sensor) 78. A signal representing the downstream air pressure PLin (= supercharging pressure Pcmout), a signal representing the engine rotational speed Ne detected by the engine rotational speed sensor 84, and a rotational speed Nout of the output gear 28 detected by the output rotational speed sensor 86. An accelerator opening sensor 9 representing an accelerator opening Acc that is an operation amount of the accelerator pedal 88 corresponding to the signal and the driver's requested output. , A signal from the turbine rotational speed sensor 92 representing the rotational speed Nt of the turbine impeller 14b (hereinafter referred to as "turbine rotational speed Nt"), that is, the rotational speed Nin (= Nt) of the transmission input shaft 26, the vehicle speed sensor A signal representing the vehicle speed V detected by 96, a signal representing the intake air amount Qin of the engine 10 (hereinafter referred to as engine intake air amount Qin) detected by the intake air amount sensor 98, and the like are supplied. Since the rotational speed Nout of the output gear 28 corresponds to the vehicle speed V, the output rotational speed sensor 86 and the vehicle speed sensor 96 may be a common sensor. Since the compressor upstream intake pressure PHin is the same as the atmospheric pressure Pair, the first intake sensor 76 also functions as an atmospheric pressure sensor for detecting the atmospheric pressure Pair.

  In addition, various output signals are supplied from the electronic control device 52 to each device provided in the vehicle 6. For example, the electronic control unit 52 controls the throttle opening θth according to a throttle opening characteristic that is a relationship between a predetermined throttle opening θth and the accelerator opening Acc, based on the accelerator opening Acc that is sequentially detected. Specifically, the throttle opening degree θth is increased according to the throttle opening characteristic as the accelerator opening degree Acc is larger.

  Further, every time the automatic transmission 12 is shifted, the electronic control unit 52 learns the hydraulic pressure of the clutch C or the brake B that is engaged or disengaged by the shift based on the shift result. The hydraulic pressure learning is a well-known learning control performed for shifting the automatic transmission 12, and is a control instruction value (also referred to as a hydraulic pressure control value) in the hydraulic control of the clutch C and the brake B when the automatic transmission 12 shifts. ) Is corrected to an appropriate value based on the shift result.

  By the way, in the vehicle 6 of this embodiment, the engine torque Te is temporarily reduced by retarding the ignition timing of the engine 10 during the downshift of the automatic transmission 12 during vehicle acceleration, that is, during the power-on downshift. Engine torque down control may be executed. Since the engine torque down control (hereinafter simply referred to as “torque down control”) is executed by retarding the ignition timing, the exhaust energy of the engine 10 increases due to the retard of the ignition timing, and supercharging. The supercharging pressure Pcmout of the machine 54 is likely to rise suddenly. In this way, if the supercharging pressure Pcmout changes suddenly during the shift of the automatic transmission 12, there is a possibility that the shift shock will be increased. Therefore, the electronic control unit 52 according to the present embodiment executes control for suppressing the sudden change in the supercharging pressure Pcmout resulting from the execution of the torque down control. The main part of the control function will be described with reference to FIG.

  As shown in FIG. 3, the electronic control unit 52 is a shift state determination unit 100 that is a shift state determination unit, a torque down control condition determination unit 102 that is a torque down control condition determination unit, and a torque down control execution unit. Torque down control execution means 104, a supercharging pressure sudden change judging means 106 that is a supercharging pressure sudden change judging section, a torque down limiting means 107 that is a torque down restricting section, and a hydraulic control correcting means 108 that is a hydraulic control correcting section. The hydraulic pressure learning prohibiting unit 110, which is a hydraulic pressure learning prohibiting unit, is functionally provided.

  The shift state determining means 100 sequentially determines whether or not the automatic transmission 12 is shifting, specifically, whether or not it is downshifting.

  The torque down control condition determining means 102 is a preset torque down control which is a condition for starting the torque down control when the shift state determining means 100 determines that the automatic transmission 12 is downshifting. It is sequentially determined whether or not the condition is satisfied. The torque down control condition may have various contents. For example, (i) the automatic transmission 12 is in the power-on downshift, and (ii) the degree of progress of the downshift is experimentally set in advance. It is comprised including each condition that it has reached the determined determination progress degree. The torque down control condition is satisfied when all the conditions (i) to (ii) are satisfied. The degree of progress of the downshift may be calculated based on the elapsed time from the start of the downshift, or may be calculated based on the engine rotational speed Ne during the downshift.

  The torque down control execution means 104 executes the torque down control when the torque down control condition is satisfied. Whether or not the torque-down control condition is satisfied is determined by the torque-down control condition determination unit 102. Specifically, since the engine torque Te decreases as the ignition timing of the engine 10 is retarded, the torque down control execution unit 104 starts the torque down control when the torque down control condition is satisfied. Prior to the torque reduction control, the ignition timing retard amount DLIG (hereinafter referred to as the engine ignition timing retard amount DLIG) to be retarded with respect to before the start of the torque down control is determined. The engine ignition timing retardation amount DLIG is determined based on a relationship (map) set experimentally in advance. The vehicle state at the time of determining the engine ignition timing retardation amount DLIG (before the ignition timing retardation), for example, the accelerator It is determined based on the opening degree Acc, the engine speed Ne, the engine torque Te, the speed ratio γat before the downshift, the speed ratio γat after the downshift, and the like. When the engine ignition timing retardation amount DLIG is determined, the torque down control execution means 104 executes the torque reduction control with the determined engine ignition timing retardation amount DLIG. The torque down control execution means 104 may terminate the started torque down control under any conditions. For example, when a predetermined time has elapsed from the start of the torque down control, or the downshift When the degree of progress reaches a predetermined control end progress degree, the torque-down control is ended. In any case, the torque down control is terminated before the downshift is completed.

  Note that the decrease range DTe of the engine torque Te, that is, the decrease range DTe of the engine torque, which is decreased with respect to the torque decrease control before the start of the torque decrease control, corresponds to the engine ignition timing retardation amount DLIG. The engine torque decrease width DTe may be limited. In other words, the engine ignition timing retardation amount DLIG may be limited. If the restriction is made, the torque-down control is started and executed with the engine ignition timing retardation amount DLIG after the restriction. Therefore, the engine ignition timing retardation amount DLIG is clearly distinguished before and after the restriction. In the description, the engine ignition timing retardation amount DLIG before the restriction is referred to as a basic engine ignition timing retardation amount DLIG1, and the engine ignition timing retardation amount DLIG after the restriction is referred to as a restriction engine ignition timing retardation amount DLIG2. Shall be called.

  The supercharging pressure rapid change determination means 106 acquires the basic engine ignition timing retardation amount DLIG1 from the torque down control execution means 104 when the torque down control condition is satisfied. Whether or not the torque-down control condition is satisfied is determined by the torque-down control condition determination unit 102. Then, the supercharging pressure abrupt change determination means 106 executes the torque-down control based on the basic engine ignition timing retardation amount DLIG1 and the engine intake air amount Qin detected by the intake air amount sensor 98. The magnitude of the time increase rate ΔPcmout (hereinafter referred to as boost pressure time increase rate ΔPcmout) of the supply pressure Pcmout is estimated before the torque down control is started. The estimated boost pressure time increase rate ΔPcmout is called an estimated boost pressure time increase rate ΔPEcmout to distinguish it from the actual value. Specifically, the supercharging pressure rapid change determining means 106 determines the estimated supercharging pressure time increase rate ΔPEcmout by replacing it with the basic engine ignition timing retardation amount DLIG1 and the engine intake air amount Qin. Then, based on the estimated boost pressure time increase rate ΔPEcmout, in short, if the torque down control is executed based on the basic engine ignition timing retard amount DLIG1 and the engine intake air amount Qin, the boost pressure Pcmout changes suddenly. Judge whether to do. Specifically, the supercharging pressure rapid change determination means 106 has a basic engine ignition timing retardation amount DLIG1 that is equal to or greater than a predetermined retardation amount determination value XDLIG1, and an engine intake air amount Qin is a predetermined intake air. When the amount judgment value XQin is equal to or greater than the estimated boost pressure time rise rate ΔPEcmout, the boost pressure time rise rate judgment value assumed to correspond to the retard amount judgment value XDLIG1 and the intake air amount judgment value XQin It is determined that the boost pressure Pcmout is abruptly changed if the torque down control is executed, assuming that it is ΔXPcmout or more. The retard amount determination value XDLIG1 and the intake air amount determination value XQin are experimentally set in advance so that it can be predicted that an increase in the supercharging pressure Pcmout that causes a shift shock that makes the driver feel uncomfortable will occur. ing.

  When the boost pressure sudden change determining means 106 determines that the boost pressure Pcmout changes suddenly, the torque down limiting means 107 switches on the boost pressure sudden change suppression flag FLG1 before starting the torque down control. If the supercharging pressure rapid change suppression flag FLG1 is on, the engine torque decrease width DTe by the torque down control is reduced as will be described later, compared to when it is off. In short, if the estimated boost pressure time increase rate ΔPEcmout is equal to or greater than the boost pressure time increase rate determination value ΔXPcmout, the torque-down limiting means 107 limits the engine torque decrease width DTe by the torque-down control. In other words, the larger the estimated boost pressure time increase rate ΔPEcmout is, the more the engine torque decrease range DTe by the torque down control is limited. The torque down limiting means 107 is, for example, after the torque down control started after the boost pressure rapid change suppression flag FLG1 is turned on or after the downshift of the automatic transmission 12 is ended. The supercharging pressure rapid change suppression flag FLG1 is returned from ON to OFF.

  The torque down control execution means 104 executes the torque down control as described above. The torque down control execution means 104 determines whether the boost pressure sudden change suppression flag FLG1 is turned on or off by the torque down restriction means 107. After confirming before the start of the down control, the torque down control is started. That is, if the supercharging pressure rapid change suppression flag FLG1 is off, the torque down control execution means 104 executes the torque down control with the basic engine ignition timing retardation amount DLIG1. On the other hand, if the supercharging pressure rapid change suppression flag FLG1 is on, the torque reduction control is executed with the limited engine ignition timing retard amount DLIG2 smaller than the basic engine ignition timing retard amount DLIG1. That is, the torque reduction control is executed by retarding the ignition timing of the engine 10 by the limited engine ignition timing retardation amount DLIG2 before the start of the torque reduction control. Thus, the torque down control execution means 104 reduces the engine ignition timing retard amount DLIG in the torque down control when the supercharging pressure rapid change suppression flag FLG1 is on as compared to when it is off. As a result, the engine torque decrease width DTe is reduced. The limit engine ignition timing retard amount DLIG2 is a retard amount smaller than the basic engine ignition timing retard amount DLIG1, and is calculated based on the basic engine ignition timing retard amount DLIG1, for example, It may be calculated by subtracting a predetermined amount (positive value) from the amount DLIG1, or may be calculated by multiplying the basic engine ignition timing retardation amount DLIG1 by a predetermined coefficient larger than zero and smaller than 1. .

  The hydraulic pressure control correction means 108 engages the engagement-side engagement device when the engine torque reduction width DTe by the torque-down control is limited, as compared with the case where the limitation is not performed. Increase the side oil pressure rise timing. Specifically, the case where the engine torque decrease range DTe is limited is a case where the supercharging pressure rapid change suppression flag FLG1 is on, and the case where the engine torque decrease range DTe is not limited is a case where the supercharging pressure rapid change suppression flag FLG1 is not set. This is a case where the suppression flag FLG1 is off. Further, the rise timing of the engagement-side hydraulic pressure means that the engagement-side hydraulic pressure is increased from the low-pressure standby hydraulic pressure applied so as not to generate an engagement force while closing the mechanical clearance of the engagement-side engagement device during the downshift. This is the point when the oil pressure starts to increase. It may be a predetermined time experimentally determined in advance how long the increase timing of the engagement side hydraulic pressure is advanced. Alternatively, the increase timing of the engagement side hydraulic pressure when the supercharging pressure rapid change suppression flag FLG1 is on is based on a relationship (such as a map) set experimentally in advance, and the supercharging pressure rapid change suppression flag FLG1 is on. As a result, the larger the torque reduction width reduction amount corresponding to the torque reduction width reduction amount that reduces the engine torque reduction width DTe in the torque down control, the earlier the engine pressure is reduced compared to when the supercharging pressure rapid change suppression flag FLG1 is off. May be determined as follows.

  Further, the hydraulic control correction means 108 makes the engagement side hydraulic pressure rise timing earlier when the engine torque decrease width DTe by the torque down control is limited than when the limit is not made. At the same time, the torque reduction width is reduced based on a relationship (such as a map) set experimentally in advance between the engagement-side hydraulic pressure in the downshift and the release-side hydraulic pressure for releasing the release-side engagement device. Increase during the torque down control according to the minute. For example, when the supercharging pressure sudden change suppression flag FLG1 is on, the larger the torque reduction width reduction, the greater the engagement pressure and the disengagement side than when the supercharging pressure sudden change suppression flag FLG1 is off. The hydraulic pressure is increased during the torque down control. The relationship set experimentally in advance for determining the rising timing of the engagement side hydraulic pressure and the relationship set in advance experimentally for determining the engagement side hydraulic pressure and the release side hydraulic pressure are, for example, excessive Set so that the time required for shifting when the sudden pressure change suppression flag FLG1 is on approaches the time required for shifting when the supercharging pressure sudden change suppression flag FLG1 is off, in other words, equal. Has been.

  The oil pressure learning prohibiting means 110 is used when the engine torque decrease width DTe by the torque down control is limited, that is, when the supercharging pressure rapid change suppression flag FLG1 is on in the downshift in which the torque down control is performed. Prohibits the hydraulic pressure learning of the engagement-side engagement device and the disengagement-side engagement device based on the downshift speed change result. In this way, the oil pressure learning is prohibited, except that the engine torque decrease width DTe in the torque down control is limited, and the oil pressure learning is performed based on the shift result at that time. This is because the control instruction values of the engagement-side engagement device and the release-side engagement device used from the next shift may be far from the appropriate values.

  FIG. 4 is a time chart for explaining the control in which the engine torque decrease width DTe by the torque-down control is limited in the power-on downshift from the n-th speed to the (n-1) -th speed. In FIG. 4, the time point t1 is a start point of the downshift from the n-th speed to the n-1 speed. At t1, the shift determination is made by increasing the accelerator opening Acc, and a shift instruction from the nth speed to the (n-1) th speed is made. Since the accelerator opening Acc is increased at time t1, the downshift from time t1 is the power-on downshift. As the accelerator opening Acc increases at time t1, the throttle opening θth increases according to the accelerator opening Acc, and the supercharging pressure Pcmout starts to increase from time t1. Further, since the shift instruction is made at the time point t1, the engagement side hydraulic pressure control instruction value and the release side hydraulic pressure control instruction value from the time point t1, as shown in the time chart of the engagement side hydraulic pressure, As the side engagement device starts to engage, the release side engagement device starts to release. Since the automatic transmission 12 is shifting from the time point t1, the shift state determining means 100 determines that the automatic transmission 12 is shifting at the time point t1. If the downshift in FIG. 4 is a downshift from the fourth speed to the third speed of the automatic transmission 12, for example, as can be seen from FIG. 2, the engagement side engaging device is the third brake B3. And the disengagement side engagement device is the second clutch C2. As shown in the time chart of the control instruction value of the engagement side hydraulic pressure, after the first fill that temporarily increases the control instruction value at time t1, the engagement side hydraulic pressure is held at the low pressure standby hydraulic pressure. Yes.

  The time point t2 represents the time point when the torque down control condition is satisfied. Therefore, at time t2, the torque-down control condition determining unit 102 determines that the torque-down control condition is satisfied. Further, the basic engine ignition timing retard amount DLIG1 determined by the torque down control executing means 104 is acquired by the supercharging pressure rapid change determining means 106, and the engine intake air quantity Qin at the time point t2 is detected. The supercharging pressure rapid change determination means 106 determines whether or not the basic engine ignition timing retardation amount DLIG1 is equal to or greater than the retardation amount determination value XDLIG1 at time t2, and the engine intake air amount Qin is the intake air. It is judged whether or not the quantity judgment value is XQin or more. As a result of the determination by the supercharging pressure rapid change determination means 106, the torque reduction limiting means 107 determines that the basic engine ignition timing retard amount DLIG1 is equal to or greater than the retard amount determination value XDLIG1, and the engine intake air amount Qin is the intake air. When it is greater than or equal to the amount determination value XQin, the supercharging pressure rapid change suppression flag FLG1 is switched from OFF to ON at time t2. Otherwise, the supercharging pressure rapid change suppression flag FLG1 is kept off. The time chart after time t2 in FIG. 4 is indicated by a solid line when the supercharging pressure sudden change suppression flag FLG1 is left off, and when the supercharging pressure sudden change suppression flag FLG1 is switched on. It is represented by a broken line. The time point t3 indicates the end point of the torque down control started from the time point t2, and the time point t4 indicates the end point of the downshift started from the time point t1. In addition, when the supercharging pressure rapid change suppression flag FLG1 is switched on at time t2, the downshift is completed at time t4, so the supercharging pressure rapid change suppression flag FLG1 returns to off at time t4. Has been.

  As shown in the timing chart of the ignition timing, when the supercharging pressure rapid change suppression flag FLG1 is kept off at time t2, the torque down control execution means 104 starts from time t2 before time t2. On the other hand, the torque reduction control is started by retarding the ignition timing of the engine 10 by the basic engine ignition timing retard amount DLIG1. Therefore, as shown in the time chart of the required engine torque Te * required for the engine 10, the engine torque reduction width DTe is set to DTe1 corresponding to the basic engine ignition timing retardation amount DLIG1. On the other hand, when the supercharging pressure rapid change suppression flag FLG1 is switched on at time t2, the torque down control execution means 104 sets the ignition timing of the engine 10 from time t2 to time t2 before. The torque-down control is started by retarding the limit engine ignition timing retard amount DLIG2. Accordingly, as shown in the time chart of the required engine torque Te *, the engine torque decrease width DTe is set to DTe2 (<DTe1) corresponding to the limited engine ignition timing retardation amount DLIG2, and the supercharging pressure rapid change suppression flag FLG1 Is smaller than when off.

  Further, as shown in the time chart of the control command value for the engagement side hydraulic pressure and the control command value for the release side hydraulic pressure, the hydraulic pressure control correction means 108 turns on the supercharging pressure rapid change suppression flag FLG1 at time t2. When switched (broken line), the engagement side hydraulic pressure and the disengagement side hydraulic pressure are respectively reduced by the torque reduction width as compared with the case where the supercharging pressure rapid change suppression flag FLG1 remains off (solid line). It is increased during the torque-down control according to the minute (= DTe1-DTe2). Further, if the supercharging pressure rapid change suppression flag FLG1 remains off, the hydraulic pressure control correction means 108 starts the increase of the engagement side hydraulic pressure from the low pressure standby hydraulic pressure during the downshift inertia phase period. Is set to the time t2 ′, and when the supercharging pressure rapid change suppression flag FLG1 is switched on, the rising timing is the time t2 which is a time before the time t2 ′. That is, when the supercharging pressure rapid change suppression flag FLG1 is on, the increase timing of the engagement side hydraulic pressure is advanced as compared with the case where it is off.

  When the engine ignition timing retard amount DLIG is set to the basic engine ignition timing retard amount DLIG1 and the torque down control is executed, the supercharging pressure Pcmout after the time t2 rapidly increases as shown by the solid line, The actual engine torque Te also changes suddenly and the engine rotational speed Ne changes as shown by a solid line. The vehicle longitudinal acceleration, which is the acceleration in the longitudinal direction of the vehicle 6, is shown by a solid line before and after the end of the downshift (around time t4). Will fluctuate like so. On the other hand, when the engine ignition timing retardation amount DLIG is set to the limited engine ignition timing retardation amount DLIG2 and the torque down control is executed, the boost pressure Pcmout after the time point t2 is as indicated by a broken line, As a result, the sudden increase in the actual engine torque Te is suppressed, the engine rotational speed Ne changes as shown by the broken line, and the vehicle longitudinal acceleration before and after the end of the downshift (before and after t4) is increased. It changes like a broken line, and the fluctuation | variation of the vehicle longitudinal acceleration is suppressed rather than the continuous line. As a result, for example, a shift shock at the downshift is suppressed.

  FIG. 5 is a flowchart for explaining a main part of the control operation of the electronic control unit 52, that is, a control operation in which the engine torque reduction width DTe by the torque down control is limited. The control operation shown in FIG. 5 is executed alone or in parallel with other control operations.

  First, in step (hereinafter, “step” is omitted) SA1, it is determined whether or not the automatic transmission 12 is shifting. If the determination of SA1 is affirmative, that is, if the automatic transmission 12 is shifting, the process proceeds to SA2. On the other hand, if the determination of SA1 is negative, the process returns to SA1. Note that SA1 corresponds to the shift state determination means 100.

  In SA2 corresponding to the torque down control condition determining means 102, it is determined whether or not the torque down control condition is satisfied. If the determination of SA2 is affirmative, that is, if the torque down control condition is satisfied, the process proceeds to SA3. On the other hand, if the determination of SA2 is negative, the process returns to SA1.

  In SA3 corresponding to the supercharging pressure rapid change determination means 106, the basic engine ignition timing retardation amount DLIG1 is acquired and the torque reduction control condition is satisfied in order to estimate the sudden change in the supercharging pressure Pcmout. An engine intake air amount Qin is detected. Then, it is determined whether or not the basic engine ignition timing retardation amount DLIG1 is equal to or greater than the retardation amount determination value XDLIG1, and the engine intake air amount Qin is equal to or greater than the intake air amount determination value XQin. At the time of determination of SA3, the torque reduction control has not yet been started. In SA3, the basic engine ignition timing retard amount DLIG1 is equal to or greater than the retard amount determination value XDLIG1, and the engine intake air amount Qin is the intake air. When it is equal to or greater than the amount determination value XQin, it is determined that the supercharging pressure Pcmout changes suddenly if the torque down control is executed. When the determination of SA3 is affirmative, that is, the basic engine ignition timing retard amount DLIG1 is equal to or greater than the retard amount determination value XDLIG1, and the engine intake air amount Qin is equal to or greater than the intake air amount determination value XQin. If so, the process proceeds to SA4. On the other hand, when the determination of SA3 is negative, the process returns to SA1.

  In SA4 corresponding to the torque down limiting means 107, the supercharging pressure rapid change suppression flag FLG1 is switched on before the torque down control is started. When the supercharging pressure rapid change suppression flag FLG1 is switched on in SA4, the torque reduction control is then started with the limited engine ignition timing retard amount DLIG2. After SA4, the process proceeds to SA5.

  In SA5 corresponding to the hydraulic pressure control correction means 108, the hydraulic pressure during shifting of the engagement device of the automatic transmission 12, that is, the engagement-side hydraulic pressure and the release-side hydraulic pressure, the supercharging pressure rapid change suppression flag FLG1 is turned off. It is corrected for the case where it remains. Specifically, as compared with the case where the supercharging pressure rapid change suppression flag FLG1 remains off, the timing of raising the engagement side hydraulic pressure is advanced, and the engagement side hydraulic pressure and the release side hydraulic pressure are reduced. Each is increased in accordance with the torque reduction width reduction in the torque down control. After SA5, the process proceeds to SA6.

  In SA6 corresponding to the shift status determining means 100, it is determined whether or not the shift of the automatic transmission 12 has been completed. If the determination of SA6 is affirmative, that is, if the shift of the automatic transmission 12 is completed, the process proceeds to SA7. On the other hand, if the determination of SA6 is negative, the process returns to SA5.

  In SA7 corresponding to the torque-down limiting means 107, the supercharging pressure rapid change suppression flag FLG1 is switched from on to off. After SA7, the process proceeds to SA8.

  In SA8 corresponding to the oil pressure learning prohibition means 110, the oil pressure learning of the engagement side engagement device and the disengagement side engagement device is prohibited based on the downshift result determined in SA6 as the end of the shift. Is done. In short, the hydraulic pressure learning control of the automatic transmission 12 is prohibited.

  As described above, according to this embodiment, the electronic control unit 52 estimates the boost pressure time increase rate ΔPcmout by executing the torque-down control before the torque-down control is started, and the estimated excess As the estimated boost pressure time increase rate ΔPEcmout, which is the increase rate of pressure increase time ΔPcmout, increases, the engine torque decrease range DTe by the torque down control is limited. Therefore, as the boost pressure time increase rate ΔPcmout is likely to increase as a result of execution of the torque down control, the torque down control is executed such that the engine ignition timing retard amount DLIG is suppressed and the boost pressure Pcmout is less likely to increase rapidly. Therefore, it is possible to suppress a shift shock caused by a sudden change in the supercharging pressure Pcmout, as compared with the case where the torque down control is executed without limiting the engine torque reduction range DTe.

  Further, according to this embodiment, the electronic control unit 52 increases the engagement-side hydraulic pressure when the engine torque reduction width DTe by the torque-down control is limited as compared to the case where the limit is not limited. Speed up the timing. Accordingly, since the downshift is advanced by the engagement force of the engagement side engagement device rather than the engine torque Te that is easily changed by the supercharging pressure Pcmout, the downshift can be completed promptly.

  Further, according to the present embodiment, the electronic control unit 52 determines the engine intake air amount Qin and the engine ignition timing retard amount DLIG that is retarded by the torque down control before the torque down control is started. Estimates the magnitude of the estimated boost pressure time increase rate ΔPEcmout based on the basic engine ignition timing retard amount DLIG1. Therefore, it is possible to easily estimate the magnitude of the estimated boost pressure time increase rate ΔPEcmout by detecting the engine intake air amount Qin.

  Further, according to this embodiment, when the engine torque reduction width DTe by the torque down control is limited, the electronic control unit 52 is based on the downshift speed change result that limits the engine torque reduction width DTe. The hydraulic pressure learning of the engagement side engagement device and the release side engagement device is prohibited. Therefore, it is possible to avoid improperly correcting the control instruction values (hydraulic control values) of the engaging side engaging device and the releasing side engaging device by the oil pressure learning.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  For example, in the above-described embodiment, the vehicle 6 does not include an electric motor as a driving force source for traveling, but may be a hybrid vehicle including an electric motor for traveling.

  In the above-described embodiment, the supercharging pressure Pcmout of the supercharger 54 is controlled by adjusting the waste gate valve opening θwg, but may be controlled by other methods. For example, it may be controlled by adjusting the throttle opening θth.

  In the above-described embodiment, the supercharging pressure rapid change determination means 106 performs the estimated supercharging pressure by executing the torque-down control based on the basic engine ignition timing retard amount DLIG1 and the engine intake air amount Qin. The magnitude of the time increase rate ΔPEcmout is estimated before the start of the torque-down control, but may be estimated based on other parameters, for example, detected by the basic engine ignition timing retard amount DLIG1 and the second intake sensor 78. Based on the boost pressure Pcmout, the magnitude of the estimated boost pressure time increase rate ΔPEcmout by executing the torque down control may be estimated before the start of the torque down control. Specifically, the supercharging pressure rapid change determination means 106 determines whether the basic engine ignition timing retardation amount DLIG1 is equal to or greater than the retardation amount determination value XDLIG1 and the supercharging pressure Pcmout is predetermined. When the value is equal to or greater than XPcmout, it is determined that the estimated boost pressure time increase rate ΔPEcmout is equal to or greater than the boost pressure time increase rate determination value ΔXPcmout, and if the torque down control is executed, the boost pressure Pcmout is determined to change suddenly. It doesn't matter. If so, it is possible to easily estimate the magnitude of the estimated boost pressure time increase rate ΔPEcmout by detecting the boost pressure Pcmout. The supercharging pressure determination value XPcmout is a determination value determined experimentally in the same manner as the intake air amount determination value XQin. The supercharging pressure Pcmout compared to the supercharging pressure determination value XPcmout is the torque If it is detected before the start of the down control, it may be detected at any time. For example, it is a detected value when the torque down control condition is satisfied.

  In the above-described embodiment, the engine intake air amount Qin compared with the intake air amount determination value XQin is a detection value at the time t2 in FIG. 4, that is, a detection value when the torque down control condition is satisfied. If it is detected before the start of the torque down control, it may be detected at any time.

  In the above-described embodiment, the estimated boost pressure time increase rate ΔPEcmout is estimated based on the basic engine ignition timing retard amount DLIG1 and the engine intake air amount Qin or the boost pressure Pcmout. It may be estimated based only on any one of them, or may be estimated based on other index values.

  In the above-described embodiment, the downshift illustrated in the time chart of FIG. 4 is an engagement device in which both the engagement side engagement device and the release side engagement device are hydraulically controlled. It is also conceivable that either one is, for example, a one-way clutch.

  In the above-described embodiment, the flowchart of FIG. 5 includes SA5 and SA8, but a flowchart without one or both of SA5 and SA8 is also conceivable.

  Further, in the above-described embodiment, in SA5 of the flowchart of FIG. 5, the increase timing of the engagement side hydraulic pressure is advanced, and the engagement side hydraulic pressure and the release side hydraulic pressure are respectively increased. Only one of the change of the rising timing and the change of the engagement side hydraulic pressure and the release side hydraulic pressure may be performed.

  Further, in FIG. 1 of the above-described embodiment, the waste gate valve 68 is provided, but the waste gate valve 68 may be omitted.

  In the above-described embodiment, the vehicle 6 includes the torque converter 14 as shown in FIG. 1, but the torque converter 14 is not essential.

6: Vehicle 10: Engine 12: Automatic transmission 38: Drive wheel 52: Electronic control device (vehicle drive control device)
54: Supercharger C1: First clutch (engagement device)
C2: Second clutch (engagement device)
B1: First brake (engagement device)
B2: Second brake (engagement device)
B3: Third brake (engagement device)

Claims (5)

In a vehicle including an engine having a supercharger and an automatic transmission that outputs the power of the engine to driving wheels, the ignition timing of the engine is retarded during downshift of the automatic transmission during vehicle acceleration. A vehicle drive control device that executes engine torque down control for temporarily reducing engine torque by
The time increase rate of the supercharging pressure due to the execution of the engine torque down control is estimated before the start of the engine torque down control. The larger the time increase rate, the lower the engine torque decrease due to the engine torque down control. A vehicle drive control device, characterized in that the vehicle drive control device is limited. The downshift of the automatic transmission proceeds when the hydraulically controlled engagement device included in the automatic transmission is engaged.
In the case of limiting the reduction range of the engine torque by the engine torque down control, the rising timing of the hydraulic pressure for engaging the engagement device is advanced compared to the case of not limiting the engine torque. Item 2. The vehicle drive control device according to Item 1. Before the start of the engine torque reduction control, the time increase rate is estimated based on an intake air amount of the engine and a retard amount of the ignition timing retarded by the engine torque reduction control. The vehicle drive control device according to claim 1 or 2. The time increase rate is estimated based on a boost pressure and a retard amount of the ignition timing retarded by the engine torque down control before the start of the engine torque down control. The vehicle drive control device according to 1 or 2. 5. The hydraulic pressure learning of the engagement device operated by the downshift included in the automatic transmission is prohibited when the reduction range of the engine torque by the engine torque down control is limited. The vehicle drive control device according to any one of the above.

Images