JP2013185558A - Vehicle drive control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle drive control device that can suppress the occurrence of transmission shock in a vehicle including an engine, a supercharger and an automatic transmission.SOLUTION: An electronic control device 52, which is a vehicle drive control device, delays the start of execution of torque reduction restoration control to after a torque reduction restoration condition is established when in a power-on down shift of an automatic transmission 12, a continuous increase in a supercharging pressure Pcmout is estimated when the torque reduction restoration condition is established until a supercharging pressure suppressing control for suppressing the increase in the supercharging pressure Pcmout is executed. Accordingly, in the power-on down shift, the torque reduction restoration control is hardly executed redundantly with the supercharging pressure suppressing control, so the occurrence of transmission shock can be suppressed.

Description

  The present invention relates to a technique for reducing shift shock in a vehicle including an engine with a supercharger and an automatic transmission.

  2. Description of the Related Art Conventionally, a vehicle drive control device used for controlling a vehicle in a vehicle including an engine and an automatic transmission that outputs the power of the engine to drive wheels is well known. For example, this is the shift control device for an automatic transmission disclosed in Patent Document 1. The shift control device executes torque down control for reducing engine torque during downshift of the automatic transmission during vehicle acceleration, that is, during power-on downshift. Then, after the torque-down control is started, a return control for increasing the engine torque is started in order to end the torque-down control in accordance with the rotational speed of a predetermined clutch included in the automatic transmission.

JP-A-5-099323 JP 2006-029488 A JP 2010-255586 A

  By the way, although the supercharger is not provided in the vehicle of patent document 1, the vehicle provided with the supercharger is also generally known. In a vehicle having such a supercharger, if the return control is performed simultaneously with the control for changing the supercharging pressure, a shift shock may be induced, and there is still room for improvement in this respect. . Such a problem is not yet known.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to change the speed in a vehicle including an engine, a supercharger that boosts intake air of the engine, and an automatic transmission. An object of the present invention is to provide a vehicle drive control device that can suppress the occurrence of shock.

  The gist of the first invention for achieving the above object is: (a) an engine, a supercharger that boosts the intake air of the engine, and a supercharging pressure adjustment that adjusts the supercharging pressure of the supercharger In a vehicle provided with a mechanism and an automatic transmission that outputs engine power to driving wheels, the supercharging is performed so as to suppress an increase in the supercharging pressure in a process in which the supercharging pressure of the supercharger increases. Supercharging pressure suppression control for operating the pressure adjustment mechanism is executed, torque down control for reducing engine torque during downshift of the automatic transmission during vehicle acceleration is executed, and a predetermined torque down recovery condition is A vehicle drive control device that executes torque down return control for increasing engine torque and ending the torque down control when it is established after the start of the torque down control, (b) In the downshift, when it is estimated that the increase of the supercharging pressure continues until the supercharging pressure suppression control is executed before or after the establishment of the torque down recovery condition, the torque down recovery condition The execution start of the torque down return control is delayed as compared with the case where the supercharging pressure does not increase until the supercharging pressure suppression control is executed before or after the establishment of the above.

  In this case, in the power-on downshift that is a downshift at the time of acceleration of the vehicle, the torque down return control is difficult to be executed in an overlapping manner with the supercharging pressure suppression control, thereby suppressing the occurrence of a shift shock. Is possible. Note that delaying the start of execution of the torque down return control means, for example, delaying the start of execution of the torque down return control until after the torque down return condition is satisfied.

  Here, the gist of the second invention is the vehicle drive control device of the first invention, wherein when the execution start of the torque down return control is delayed, the downshift is completed, Alternatively, when the increase in the supercharging pressure is stopped by the supercharging pressure suppression control, the torque down return control is started. In this way, the torque-down return control is executed at a timing that hardly affects the occurrence of the shift shock, so that the occurrence of the shift shock can be suppressed with high certainty.

  A gist of a third aspect of the invention is the vehicle drive control device of the first aspect or the second aspect, wherein the automatic transmission is delayed when the start of execution of the torque down return control is delayed. The hydraulic pressure learning control of the engagement device operated by the downshift included in is prohibited. In this way, it is possible to avoid improper correction of the hydraulic pressure control value of the engagement device by the hydraulic pressure learning control, and it is possible to improve the learning accuracy of the hydraulic pressure control value.

  The gist of the fourth invention is the vehicle drive control device according to any one of the first to third inventions, wherein the supercharging pressure is equal to or higher than a predetermined supercharging pressure determination value. Or when the increase rate of the supercharging pressure becomes equal to or higher than a predetermined supercharging pressure increase rate determination value, the increase of the supercharging pressure continues until the supercharging pressure suppression control is executed. It is presumed that In this way, it is possible to simply estimate whether or not the boost pressure continues to increase until the boost pressure suppression control is executed.

  Here, preferably, the vehicle drive control device executes the supercharging pressure suppression control when the supercharging pressure is equal to or greater than a predetermined supercharging pressure suppression threshold. The supercharging pressure determination value is set to a value lower than the supercharging pressure suppression threshold.

  Preferably, the supercharger is an exhaust turbine supercharger driven by exhaust of the engine.

  Preferably, the automatic transmission includes a planetary gear device and a plurality of engagement devices, and a shift of the automatic transmission is performed by a predetermined engagement among the plurality of engagement devices. This is a shift by re-holding the device.

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 flowchart for explaining a main part of a control operation of the electronic control device of FIG. 3, that is, a control operation for delaying the start of execution of torque down return control in a power-on downshift. 5 is a time chart for explaining the flowchart of FIG. 4 by taking as an example a power-on downshift in which the accelerator pedal is largely depressed in the vehicle of FIG. 1 and a downshift of the automatic transmission is executed.

  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. 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 for transmitting a driving force generated by the engine 10 to the automatic transmission 12 via a fluid. It is. 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 supercharger 54 is provided in an intake / exhaust 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. For example, as the waste gate valve opening θwg is larger, the exhaust of the engine 10 is more easily discharged through the exhaust bypass path 66, so that the downstream side of the intake compressor wheel 62 in the intake pipe 60 in the supercharged state of the engine 10. The side pressure PLin, that is, the supercharging pressure Pcmout (= PLin) of the supercharger 54 becomes lower as the waste gate valve opening θwg becomes larger. Further, as is generally known, the supercharging pressure Pcmout of the supercharger 54 decreases as the opening degree θth of the electronic throttle valve 72, that is, the throttle opening degree θth decreases, in the supercharging state of the engine 10. . Accordingly, one or both of the waste gate valve 68 and the electronic throttle valve 72 function as a supercharging pressure adjusting mechanism that adjusts the supercharging pressure Pcmout.

  FIG. 3 is a diagram illustrating signals input to the electronic control device 52 that functions as a vehicle drive control device for controlling the vehicle drive device 7 of the present embodiment, and is provided in the electronic control device 52. It is a functional block diagram for demonstrating the principal part of another control function. The electronic control unit 52 includes a so-called microcomputer, and executes vehicle control related to 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 representing the throttle opening θth of the engine 10 detected by the throttle opening sensor 74 and the intake air detected by the first intake sensor 76 from each sensor and switch as shown in FIG. A signal representing an upstream side pressure PHin of the intake compressor wheel 62 in the pipe 60 (hereinafter referred to as a compressor upstream side intake pressure PHin), a signal in the intake pipe 60 detected by a second intake sensor (supercharging pressure sensor) 78. A signal representing a downstream air pressure PLin of the intake compressor wheel 62 (hereinafter referred to as a compressor downstream intake pressure PLin), a signal representing a vehicle longitudinal acceleration ACL which is an acceleration ACL in the vehicle traveling direction, that is, the vehicle longitudinal direction detected by the acceleration sensor 80. , A signal representing the engine speed Ne detected by the engine speed sensor 84, and the rotation of the output gear 28 A signal from the vehicle speed sensor 86 representing the vehicle speed V corresponding to the degree Nout, a signal from the accelerator opening sensor 90 representing the accelerator opening Acc that is the amount of depression of the accelerator pedal 88 corresponding to the driver's requested output, and the turbine A signal from the turbine rotational speed sensor 92 representing the rotational speed Nt of the impeller 14b (hereinafter referred to as “turbine rotational speed Nt”), that is, the rotational speed Nin (= Nt) of the transmission input shaft 26 is supplied.

  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 performs throttle control in which the throttle opening degree θth is adjusted according to the accelerator opening degree Acc by an electric throttle actuator 94, and basically the accelerator opening degree Acc increases in the throttle control. As the throttle opening θth increases. The throttle actuator 94 opens and closes an electronic throttle valve 72 that is a valve mechanism that adjusts the intake air amount of the engine 10.

  Further, every time the automatic transmission 12 performs a shift, the electronic control unit 52 controls the control instruction value (hydraulic control value) of the clutch C or the brake B that is engaged or disengaged by the shift based on the shift result. Hydraulic pressure learning control for correcting the value to an appropriate value. The control instruction value after correction in the oil pressure learning control is used for the next shift. The hydraulic pressure learning control is a well-known learning control that is performed for shifting the automatic transmission 12. For example, if the automatic transmission 12 is downshifted, the hydraulic pressure learning control determines the magnitude of the control instruction value. The output time, in short, the waveform of the control instruction value is corrected so that the blowing amount of the input rotational speed Nin generated at the end of the inertia phase falls within a predetermined target range.

  As shown in FIG. 3, the electronic control unit 52 includes a shift state determination unit 100 that is a shift state determination unit, a torque down control execution unit 102 that is a torque down control execution unit, and an overpressure that is a boost pressure suppression control unit. Supply pressure suppression control means 104, torque down return condition determination means 106 that is a torque down return condition determination section, boost pressure determination means 108 that is a boost pressure determination section, and flag switching means 110 that is a flag switching section In addition, a torque-down return control unit 112 that is a torque-down return control unit and a hydraulic pressure learning prohibition unit 114 that is a hydraulic pressure learning prohibition unit are functionally provided.

  The shift state determination unit 100 sequentially determines whether or not a power-on downshift, which is a downshift of the automatic transmission 12 during vehicle acceleration, is being performed. For example, the shift determination for downshifting the automatic transmission 12 is made from the shift diagram, and the accelerator opening Acc is a power-on set experimentally in advance so that the driver's intention to accelerate can be determined. If it is greater than or equal to the determination value, the shift state determination means 100 determines that the automatic transmission 12 is in the power-on upshift.

  Torque down control execution means 102 executes torque down control for reducing engine torque Te during the power-on downshift. This torque down control is a well-known engine torque control for the purpose of reducing a shift shock executed during the downshift of the automatic transmission 12. For example, in the torque down control, during the power-on downshift, On the premise of the gear stage of the automatic transmission 12 before the downshift, the engine torque Te is reduced with respect to the torque target value corresponding to the accelerator opening Acc. The torque down control is terminated by torque down return control described later.

  The supercharging pressure suppression control means 104 sequentially detects the supercharging pressure Pcmout (= PLin) of the supercharger 54 by means of the second intake sensor 78, and the supercharging pressure Pcmout is a predetermined supercharging pressure suppression threshold. It is sequentially judged whether or not it is P1cmout or more. The supercharging pressure suppression threshold P1cmout is set so that the supercharging pressure suppression control described later is appropriately executed without excessively increasing the supercharging pressure Pcmout from the viewpoint of maintaining durability of the engine 10 and improving fuel efficiency, and the like. From the viewpoint of improving drivability, etc., the supercharging pressure Pcmout is experimentally set in advance so as to reduce the opportunity for the supercharging pressure suppression control to be suppressed as much as possible. Further, since a change in the supercharging pressure Pcmout is accompanied by a response delay, the supercharging pressure suppression threshold P1cmout is set with a margin in consideration of the response delay of the supercharging pressure Pcmout. The supercharging pressure suppression threshold P1cmout is, for example, a constant value.

  When the supercharging pressure suppression control means 104 determines that the supercharging pressure Pcmout is equal to or higher than the supercharging pressure suppression threshold P1cmout, the supercharging pressure Pcmout becomes equal to or lower than the supercharging pressure suppression threshold P1cmout. The supercharging pressure suppression control for suppressing the increase in supercharging pressure Pcmout is executed. Specifically, the supercharging pressure suppression control is a control that operates the electronic throttle valve 72 so as to suppress the increase of the supercharging pressure Pcmout in the process in which the supercharging pressure Pcmout of the supercharger 54 increases. In other words, as the throttle opening degree θth is reduced, the boost pressure Pcmout is less likely to increase. Therefore, the boost pressure suppression control means 104 does not decrease the accelerator opening degree Acc in the boost pressure suppression control. However, the increase of the supercharging pressure Pcmout is stopped by automatically operating the electronic throttle valve 72 in the closing direction. More specifically, the supercharging pressure suppression control means 104 operates the electronic throttle valve 72 so that, in the supercharging pressure suppression control, the throttle opening θth is smaller than when the supercharging pressure suppression control is not executed. As a result, the increase of the supercharging pressure Pcmout is stopped. The operation amount and the operation speed of the electronic throttle valve 72 in the supercharging pressure suppression control are, for example, quickly so as not to give the passenger a sense of incongruity due to a change in the supercharging pressure Pcmout due to the supercharging pressure suppression control. It is experimentally determined in advance so that the boost pressure Pcmout stops rising. The electronic throttle valve 72 corresponds to the supercharging pressure adjustment mechanism of the present invention. Further, when the supercharging pressure Pcmout of the supercharger 54 becomes equal to or higher than the supercharging pressure suppression threshold P1cmout, the supercharging pressure suppression control means 104 immediately executes the supercharging pressure suppression control to execute the electronic throttle valve 72. The electronic throttle valve 72 may be started after a delay from the time when the supercharging pressure Pcmout becomes equal to or higher than the supercharging pressure suppression threshold P1 cmout.

  The torque down return condition determining means 106 sequentially determines whether or not a preset torque down return condition for ending the torque down control is satisfied after the torque down control is started. The torque down return condition may have various contents. For example, (i) that the torque down control is being executed, and (ii) the degree of shift progress of the downshift of the automatic transmission 12 is experimentally conducted in advance. It is configured to include each condition that the predetermined degree of return determination has been reached. The torque down recovery condition is satisfied when all of the conditions (i) to (ii) are satisfied. The degree of progress of the return determination is experimentally obtained and set in advance so that the driver is not aware of insufficient torque and the shift shock is suppressed. The downshift shift progress may be calculated based on an elapsed time from the start of the downshift shift, or calculated based on the engine rotational speed Ne or the turbine rotational speed Nt during the downshift. May be.

  The supercharging pressure determination means 108 estimates whether or not the boost pressure Pcmout continues to increase until the supercharging pressure suppression control is executed in the power-on downshift. That is, when it is determined by the shift state determination means 100 that the automatic transmission 12 is in the power-on downshift and the supercharging pressure suppression control means 104 has not yet executed the supercharging pressure suppression control, It is estimated whether or not the increase of the supercharging pressure Pcmout continues until the supercharging pressure suppression control is executed. The estimation is performed when the torque down return condition is satisfied, but may be performed before the torque down return condition is satisfied. Further, specifically, whether the boost pressure Pcmout continues to rise until the boost pressure suppression control is executed is, specifically speaking, whether the boost pressure Pcmout exceeds the boost pressure suppression threshold P1 cmout. Whether or not the increase in the supply pressure Pcmout continues.

  Specifically, the supercharging pressure determination means 108 determines whether or not the supercharging pressure Pcmout has become equal to or higher than a predetermined supercharging pressure determination value P2cmout, and the time increase rate ΔPcmout (unit is, for example, kPa) of the supercharging pressure Pcmout. / Sec) is determined when the torque down return condition is satisfied, whether or not the boost pressure increase rate determination value ΔP2 cmout is equal to or greater than a predetermined value. When the torque down recovery condition is satisfied, when the supercharging pressure Pcmout becomes equal to or higher than the supercharging pressure determination value P2cmout, or the time increase rate ΔPcmout of the supercharging pressure Pcmout is equal to or higher than the supercharging pressure increase rate determination value ΔP2cmout. In this case, it is estimated that the boost pressure Pcmout continues to increase until the boost pressure suppression control is executed. Whether or not the torque down return condition is satisfied is based on the determination of the torque down return condition determination means 106. The supercharging pressure determination value P2cmout and the supercharging pressure increase rate determination value ΔP2cmout are predicted with high certainty as to whether or not the increase of the supercharging pressure Pcmout continues until the supercharging pressure suppression control is executed. It is experimentally set in advance so that it can be done. The boost pressure determination value P2cmout is set to a value lower than the boost pressure suppression threshold P1cmout.

  The flag switching means 110 prohibits the start of torque-down return control, which will be described later, when the boost pressure determining means 108 estimates that the boost pressure Pcmout continues to increase until the boost pressure suppression control is executed. The torque down recovery control delay flag FLAG01 indicating whether or not to perform is switched from OFF to ON. Turning on the torque down return control delay flag FLAG01 indicates that the start of the torque down return control is prohibited, and turning off indicates that the start of the torque down return control is not prohibited. If the torque down recovery control delay flag FLAG01 is turned on, the flag switching means 110 determines whether or not the downshift of the automatic transmission 12 is completed and if the supercharging pressure suppression control is executed. It is sequentially determined whether or not the increase in the supercharging pressure Pcmout is stopped by the supercharging pressure suppression control. Based on the determination result, the flag switching means 110 turns on the torque down return control delay flag FLAG01 when the downshift is completed or when the increase of the supercharging pressure Pcmout is stopped by the supercharging pressure suppression control. Switch from to off. Accordingly, the torque down recovery control delay flag FLAG01 indicates that the boost pressure determination means 108 estimates that the torque boost recovery control delay flag FLAG01 will continue to increase until the boost pressure suppression control is executed. It is turned on from the time when the down recovery condition is satisfied until the end of the downshift or when the increase of the supercharging pressure Pcmout is stopped by the supercharging pressure suppression control.

  When the torque down return condition is satisfied after the torque down control is started, that is, when the torque down return condition determining unit 106 determines that the torque down return condition is satisfied, Then, torque-down return control is executed to increase the engine torque Te and end the torque-down control. This torque down return control is an engine torque control executed when the torque down control is ended. For example, the torque down return control compensates for a torque shortage at the end of the downshift and applies a shift shock. The engine torque Te is gradually increased with a predetermined torque gradient set so as not to increase.

  If the torque down return condition is satisfied, the torque down return control means 112 basically starts the torque down return control immediately after the torque down return condition is satisfied, and ends the torque down return control at the end of the downshift. However, the torque down return control means 112 checks the torque down return control delay flag FLAG01 before starting the torque down return control, and if the torque down return control delay flag FLAG01 is on, the torque down return control delay flag FLAG01 is turned on. Waiting for the return control delay flag FLAG01 to be switched from on to off, the torque down return control is started when the torque down return control delay flag FLAG01 is turned off. As described above, when the torque down return control delay flag FLAG01 is on, specifically, the torque down return control means 112 is in excess until the boost pressure suppression control is executed in the power on downshift. When it is estimated that the increase in the supply pressure Pcmout is continued when the torque down return condition is satisfied, the start of execution of the torque down return control is delayed until after the torque down return condition is satisfied. Specifically, the torque down recovery control delay flag FLAG01 is switched from on to off when the downshift is completed or when the increase of the supercharging pressure Pcmout is stopped by the supercharging pressure suppression control. When the start of execution of the torque down return control is delayed, the return control means 112 receives the torque when the downshift ends or when the increase of the boost pressure Pcmout is stopped by the boost pressure suppression control. Start down recovery control. Note that the torque down return control started after the torque down return control delay flag FLAG01 is switched from on to off may end after the end of the downshift.

  The oil pressure learning prohibition unit 114 is configured such that when the torque down return control unit 112 delays the execution start of the torque down return control, that is, the torque down return control delay flag FLAG01 is at least in the downshift in which the torque down return control is performed. When it is temporarily on, the hydraulic pressure learning control of the engaging side engaging device engaged and operating the releasing side releasing device is prohibited. In other words, the hydraulic pressure learning control based on the downshift speed change result for which the torque down return control delay flag FLAG01 is on is prohibited. The hydraulic pressure learning control is prohibited in this way because the execution of the torque down return control is delayed in an exceptional control, and the hydraulic pressure learning control 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. Note that the hydraulic pressure learning control of the disengagement side engagement device may not be prohibited.

  FIG. 4 is a flowchart for explaining the main part of the control operation of the electronic control unit 52, that is, the control operation for delaying the start of execution of the torque-down return control in the power-on downshift. It is repeatedly executed with an extremely short cycle time of about 10 msec. The control operation shown in FIG. 4 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 in the power-on downshift. If the determination of SA1 is affirmative, that is, if the automatic transmission 12 is performing the power-on downshift, the process proceeds to SA2. On the other hand, if the determination of SA1 is negative, SA1 is repeated. Note that SA1 corresponds to the shift state determination means 100.

  In SA2 corresponding to the torque down return condition determination means 106, it is determined whether or not the torque down return condition is satisfied. If the determination of SA2 is affirmative, that is, if the torque down return condition is satisfied, the process proceeds to SA3. On the other hand, if the determination of SA2 is negative, the process proceeds to SA1.

  In SA3 corresponding to the supercharging pressure determination means 108, it is determined whether or not the progress degree of the increase in the supercharging pressure Pcmout is equal to or greater than a predetermined progress degree threshold value. That is, it is determined whether or not the supercharging pressure Pcmout, which is an index value indicating the progress of the increase in the supercharging pressure Pcmout, or the time increase rate ΔPcmout of the supercharging pressure Pcmout is equal to or greater than a predetermined value corresponding to the progress degree threshold. The Specifically, it is determined whether or not the supercharging pressure Pcmout is equal to or higher than the supercharging pressure determination value P2cmout, and the time increase rate ΔPcmout of the supercharging pressure Pcmout is equal to or higher than the supercharging pressure increase rate determination value ΔP2cmout. It is determined whether or not. If any one of the determinations is affirmed, the determination at SA3 is affirmed. When the determination of SA3 is affirmed, that is, when the supercharging pressure Pcmout becomes equal to or higher than the supercharging pressure determination value P2cmout, or the time increase rate ΔPcmout of the supercharging pressure Pcmout becomes equal to or higher than the supercharging pressure increase rate determination value ΔP2cmout. If yes, go to SA4. On the other hand, if the determination of SA3 is negative, the process proceeds to SA1.

  In SA4, the torque down return control delay flag FLAG01 is set to ON. The torque down return control is not started while the torque down return control delay flag FLAG01 is on even if the torque down return condition is satisfied. After SA4, the process proceeds to SA5.

  In SA5, if the supercharging pressure suppression control is executed, it is determined whether or not the increase of the supercharging pressure Pcmout is stopped by the supercharging pressure suppression control, in other words, whether or not the suppression of the supercharging pressure Pcmout is finished. In addition, it is determined whether or not the downshift of the automatic transmission 12 has been completed. If any one of the determinations is affirmed, the determination at SA5 is affirmed. If the determination of SA5 is affirmative, that is, if the downshift is completed or if the increase of the supercharging pressure Pcmout is stopped by the supercharging pressure suppression control, the process proceeds to SA6. On the other hand, if the determination of SA5 is negative, SA5 is repeated.

  In SA6, the torque down recovery control delay flag FLAG01 is set to OFF. In SA6, the torque down return control delay flag FLAG01 is switched from on to off, whereby the torque down return control is started. After SA6, the process proceeds to SA7. SA4 to SA6 correspond to the flag switching means 110.

  In SA7 corresponding to the hydraulic pressure learning prohibiting means 114, the hydraulic pressure learning control of the engaging side engaging device and the releasing side engaging device is prohibited. In other words, the hydraulic pressure learning control based on the downshift speed change result for which the torque down return control delay flag FLAG01 is on is prohibited.

  FIG. 5 is a time chart for explaining the flowchart of FIG. 4 by taking as an example a power-on downshift in which the accelerator pedal 88 is largely depressed and the automatic transmission 12 is downshifted. The downshift of the automatic transmission 12 performed in FIG. 5 is performed by grasping the clutch C or the brake B provided in the automatic transmission 12, for example, shifting from the fourth speed to the third speed of the automatic transmission 12. This is a shift by changing, that is, the clutch-to-clutch shift. In FIG. 5, the engine rotational speed Ne and the turbine rotational speed Nt correspond to each other when the slip of the torque converter 14 is taken into account. Therefore, in order to display the time chart of FIG. 5 briefly, the engine rotational speed Ne and the turbine rotational speed Nt is represented by the same time chart. The time chart of the downshift torque request represents a change in the engine torque Te required for the engine 10, that is, a change in the target engine torque Tet. The electronic control unit 52 controls the throttle opening θth, the ignition timing of the engine 10 and the like so as to make the engine torque Te close to the target engine torque Tet so as to coincide with each other.

  A time point t1 in FIG. 5 indicates a time point when the accelerator pedal 88 is largely depressed. Therefore, in FIG. 5, the accelerator opening Acc increases stepwise at time t1, and the throttle opening θth also increases stepwise. A shift instruction for downshifting the automatic transmission 12 is given at time t1 due to the increase in the accelerator opening Acc. That is, the time t1 is the start of downshift. Further, the vehicle longitudinal acceleration ACL gradually increases from the time point t1 to the time point t2 due to the increase in the throttle opening θth at the time point t1. Further, since the throttle opening degree θth has increased at time t1, the supercharging pressure Pcmout of the supercharger 54 starts to rise with a response delay.

  Further, the torque-down control is started from time t1. Therefore, the target engine torque Tet after the time point t1 shown in the time chart of the torque request at the time of downshift is shown in the time chart when the torque down control is not executed in response to the increase in the accelerator opening Acc at the time point t1. Where the size is set to be larger than the size, the torque reduction control is executed to keep the size smaller than the size corresponding to the accelerator opening Acc.

  Due to the shift instruction at the time t1, the clutch C or the brake B for the downshift of the automatic transmission 12 is started between the time t1 and the time t2 or at the time t1, and the time t2 The inertia phase of the downshift has begun. In FIG. 5, the period from time t2 to time t5 corresponds to the inertia phase, and the end of the inertia phase (time t5) is the end of downshift. In FIG. 5, the time t1 is the start time of the power-on downshift, so the determination of SA1 in FIG. 4 is affirmed at the time t1. As the downshift progresses, the engine rotational speed Ne and the turbine rotational speed Nt gradually increase from time t2 to time t5. In the period from time t2 to time t5, since the automatic transmission 12 is in the inertia phase, the vehicle longitudinal acceleration ACL tends to decrease substantially.

  The time point t3 in FIG. 5 is a time point when the shift progress of the downshift of the automatic transmission 12 reaches the return determination progress level, and the torque down return condition is satisfied at the time point t3. Therefore, the determination of SA2 in FIG. 4 is affirmed at time t3, and the determination of SA3 is performed. In the example of FIG. 5, the boost pressure Pcmout at time t3 is equal to or higher than the boost pressure determination value P2cmout, and the determination of SA3 is affirmed at time t3. Accordingly, the torque down return control delay flag FLAG01 is switched from OFF to ON at time t3. Therefore, since the torque-down return control is not started from the time point t3, the target engine torque Tet does not increase from the time point t3 as shown by the solid line L01, and continues to change from the time point t3 as indicated by the broken line L02. .

  The time point t5 indicates the end point of the downshift, and at the time point t5, the increase in the engine rotational speed Ne and the turbine rotational speed Nt is finished. Since the downshift is completed at time t5, the determination of SA5 in FIG. 4 is affirmed, and the torque down return control delay flag FLAG01 is switched from on to off by SA6 in FIG. Therefore, the torque-down return control is started from time t5, whereby the target engine torque Tet is gradually increased as indicated by a broken line L02 from time t5.

  The time point t4 in FIG. 5 indicates a time point when the boost pressure Pcmout in the increasing process becomes equal to or higher than the boost pressure suppression threshold P1cmout, assuming that the torque down return control is started from the time point t3. Therefore, the supercharging pressure suppression control is started from time t4. Here, after time t3 in the time chart of the throttle opening θth, the solid line L03 indicates the throttle opening θth that changes corresponding to the target engine torque Tet of the solid line L01, that is, the torque down return control starts from the time t3. It shows the throttle opening θth when it is assumed that it has been. A broken line L04 indicates the throttle opening degree θth that changes corresponding to the target engine torque Tet of the broken line L02, that is, the throttle opening degree θth when the start of the torque-down return control is delayed until time t5. As shown by the solid line L03, the throttle opening degree θth is increased from the time point t3 by executing the torque down return control from the time point t3, and the throttle opening degree θth is changed to t4 by executing the supercharging pressure suppression control from the time point t4. If decreased from the time point, the vehicle longitudinal acceleration ACL greatly fluctuates as shown by the solid line L05 at the end of the downshift, specifically immediately after the time point t5, due to the fluctuation of the throttle opening θth at the end of the shift. doing. That is, the shift shock is increasing. On the other hand, when the start of the torque down return control is delayed to the time point t5 according to the switching of the torque down return control delay flag FLAG01, the throttle opening θth is not increased from the time point t3 as indicated by the broken line L04. Even if the supercharging pressure suppression control is executed, it is not greatly reduced, and the fluctuation of the throttle opening θth at the end of the shift is suppressed as compared to the solid line L03. As shown by the broken line L06, the shift shock is suppressed.

  According to the present embodiment, the electronic control unit 52 indicates that, in the power-on downshift, the increase in the supercharging pressure Pcmout continues until the supercharging pressure suppression control is executed. In other words, when the estimated torque reduction return condition is satisfied, the torque reduction return control delay is, as compared with the case where the boost pressure does not increase until the supercharging pressure suppression control is executed before or after the establishment of the torque down return condition. The execution start of the torque down return control is delayed as compared with the normal case where the flag FLAG01 is always off. For example, the execution start of the torque down return control is delayed until after the torque down return condition is satisfied. Therefore, in the power-on downshift, the torque-down return control is difficult to be executed in duplicate with the supercharging pressure suppression control, so that occurrence of a shift shock can be suppressed.

  Further, according to this embodiment, the electronic control unit 52 delays the start of execution of the torque down recovery control, ends the downshift, or increases the supercharging pressure Pcmout. When the supply pressure suppression control stops, the torque down return control is started. Therefore, since the torque down return control is executed at a timing that hardly affects the occurrence of the shift shock, the occurrence of the shift shock can be suppressed with high certainty.

  Further, according to the present embodiment, the hydraulic pressure learning prohibiting means 114 is used when the torque down return control means 112 delays the start of execution of the torque down return control, that is, in the downshift in which the torque down return control is performed. When the torque down return control delay flag FLAG01 is on, the hydraulic pressure learning control of the engagement side engagement device and the release side engagement device that are operated by the downshift is prohibited. Accordingly, inappropriate correction of the hydraulic pressure control values of the engagement side engagement device and the disengagement side engagement device by the hydraulic pressure learning control can be avoided, and the learning accuracy of the hydraulic pressure control value can be improved. .

  Further, according to the present embodiment, the supercharging pressure determination means 108 is used when the supercharging pressure Pcmout becomes equal to or higher than the supercharging pressure determination value P2cmout when the torque-down recovery condition is satisfied, or when the supercharging pressure Pcmout When the time increase rate ΔPcmout becomes equal to or higher than the supercharging pressure increase rate determination value ΔP2 cmout, it is estimated that the increase of the supercharging pressure Pcmout continues until the supercharging pressure suppression control is executed. Therefore, it is possible to simply estimate whether or not the increase of the supercharging pressure Pcmout continues until the supercharging pressure suppression control is executed.

  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 exhaust bypass path 66 and the waste gate valve 68 are provided as shown in FIG. 1, but the vehicle 6 does not include the exhaust bypass path 66 and the waste gate valve 68. It doesn't matter.

  In the above-described embodiment, the flowchart of FIG. 4 includes SA7, but the SA7 may be omitted.

  Further, in the above-described embodiment, in order to estimate whether or not the increase of the supercharging pressure Pcmout continues until the supercharging pressure suppression control is executed, the supercharging pressure Pcmout or the time increase rate of the supercharging pressure Pcmout is estimated. ΔPcmout is used, but one or more index values other than these may be used.

  In the above-described embodiment, the electronic throttle valve 72 is functioned as the supercharging pressure adjusting mechanism that is operated so that the increase of the supercharging pressure Pcmout is stopped by the supercharging pressure suppression control. Since the supercharging pressure Pcmout becomes difficult to increase as the valve opening θwg increases, the waste gate valve 68 is replaced with the electronic throttle valve 72 or together with the electronic throttle valve 72 by the supercharging pressure suppression control. It may be allowed to function as an adjustment mechanism.

  Further, in the above-described embodiment, the torque down return control is started after the downshift of the automatic transmission 12 is completed when the start of execution thereof is delayed, or the boost pressure Pcmout is increased. The process is started after stopping by the supercharging pressure suppression control. However, if the execution start is delayed, it may be started at other timing.

  In the above-described embodiment, the accelerator pedal 88 is depressed in the time chart of FIG. 5 and the power-on downshift of the automatic transmission 12 is started. However, the depression of the accelerator pedal 88 is not triggered. In the power-on downshift, a delay at the start of execution of the torque down return control may be performed. For example, the power-on downshift may occur when the driver performs a shift lever operation, that is, a sequential shift operation, when the accelerator pedal 88 is depressed by a certain amount and the vehicle 6 is accelerating.

  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 vehicle 6 includes the torque converter 14 as shown in FIG. 1, but the torque converter 14 is not essential.

  In the above-described embodiment, the supercharger 54 is an exhaust turbine supercharger. However, the supercharger 54 may be a mechanical supercharger that is rotationally driven by the rotation of the output shaft 13 of the engine 10, that is, a supercharger. . If the supercharger 54 is a supercharger, the exhaust bypass path 66 and the waste gate valve 68 are not provided, but a clutch for selectively connecting the output shaft 13 of the engine 10 and the rotation shaft of the supercharger is provided. It is done.

6: Vehicle 10: Engine 12: Automatic transmission 38: Drive wheel 52: Electronic control device (vehicle drive control device)
54: Supercharger 72: Electronic throttle valve (supercharging pressure adjustment mechanism)

Claims (4)

An engine, a supercharger that boosts the intake air of the engine, a supercharging pressure adjustment mechanism that adjusts the supercharging pressure of the supercharger, and an automatic transmission that outputs the power of the engine to drive wheels In the vehicle, a supercharging pressure suppression control is performed to operate the supercharging pressure adjustment mechanism so as to suppress an increase in the supercharging pressure in the process in which the supercharging pressure of the supercharger increases. Torque down control for reducing engine torque during downshift of the automatic transmission is executed, and when a predetermined torque down return condition is satisfied after the start of the torque down control, the engine torque is increased and the torque is reduced. A vehicle drive control device that executes torque down return control to end down control,
In the downshift at the time of vehicle acceleration, when it is estimated that the boost pressure continues to rise until the boost pressure suppression control is executed when the torque down return condition is satisfied or before the condition is satisfied. Delays the start of execution of the torque-down return control as compared with the case where the boost pressure does not increase until the boost-pressure suppression control is executed before or after the torque-down return condition is satisfied. A vehicle drive control device. When the execution start of the torque down recovery control is delayed, the torque down recovery control is performed when the downshift is completed, or when the increase of the supercharging pressure is stopped by the supercharging pressure suppression control. The vehicle drive control device according to claim 1, wherein the vehicle drive control device is started. 3. The oil pressure learning control of an engagement device operated by the downshift included in the automatic transmission is prohibited when the execution start of the torque down return control is delayed. 4. Vehicle drive control apparatus. When the supercharging pressure becomes equal to or higher than a predetermined supercharging pressure determination value, or when the time increase rate of the supercharging pressure becomes equal to or higher than a predetermined supercharging pressure increase rate determination value, The vehicular drive control device according to any one of claims 1 to 3, wherein the increase in the supercharging pressure is estimated to continue until the pressure suppression control is executed.

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