JP2013189877A - Vehicle drive control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle drive control device that can reduce uncomfortable feeling caused by a change in a driving force in continuous shift-down transmission in vehicle acceleration in a vehicle an engine having a supercharger and an automatic transmission.SOLUTION: When continuous shift-down of an automatic transmission 12 is executed in vehicle acceleration, when a supercharging pressure Pcm is lower than a target supercharging pressure Pcmtgt in the first gear shift start, and the supercharging pressure is higher than the target supercharging pressure Pcmtgt in the second gear shift start, a supercharging pressure reduction gradient change control means 110 makes a reduction gradient ΔPcm of the supercharging pressure Pcm smaller as a reduction ratio ΔPAP of acceleration opening degree PAP from the first gear shift start to the second gear shift start is smaller. Accordingly, in the continuous shift-down transmission in the vehicle acceleration, a temporary decrease in a driving force Fc can be suppressed by a change in the supercharging pressure against a driver's intention of acceleration, so uncomfortable feeling caused by the change in the driving force Fc can be reduced.

Description

  The present invention relates to a technique for maintaining good drivability 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 in a vehicle including an engine having a supercharger and an automatic transmission that outputs the power of the engine to drive wheels is well known. For example, this is the vehicle driving force control apparatus disclosed in Patent Document 1. The driving force control apparatus disclosed in Patent Document 1 determines that the supercharging operation start timing is delayed with respect to the shift end timing in the downshift of the automatic transmission during vehicle acceleration, that is, the power-on downshift. Delays the shift end timing so that the shift end timing substantially coincides with the supercharging operation start timing in terms of time. This improves the acceleration and drivability of the vehicle.

JP 2010-255586 A Japanese Patent Laid-Open No. 7-026995 JP 7-243516 A

  By the way, the automatic transmission includes a first gear change and a second gear shift that are continuously performed, and a continuous gear down shift in which the gear ratio after the second gear shift is larger than the gear ratio before the first gear shift is performed. May be. For example, depending on the accelerator pedal operation by the driver, it may be determined that the second shift is executed after the first shift is determined and before the first shift is completed. In such a case, the continuous downshift is performed. This continuous downshift is different from a so-called jump shift in which a shift is performed between shift stages separated by one or more stages by one downshift in that the shift stage after the first shift is once established. For example, when the power-on downshift is the continuous downshift, the second shift is started at the end of the first shift, so that the boost pressure is increased in accordance with the shift progress of the first shift. If the boost pressure is increased, the boost pressure once increased may decrease during the second shift, and depending on the magnitude of the decrease gradient of the boost pressure at that time, a temporary drop in driving force may occur. It occurs despite the engine speed increase due to the power-on downshift. Then, the driver may feel a sense of incongruity because he / she feels that the driving force is temporarily reduced although he / she recognizes that the acceleration operation is being performed. Such a problem is not yet known.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a continuously downshift at the time of vehicle acceleration in a vehicle including an engine having a supercharger and an automatic transmission. It is an object of the present invention to provide a vehicle drive control device that can reduce a sense of incongruity caused by a change in driving force.

  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. A vehicle drive control device that predetermines a supply pressure and brings the boost pressure close to the target boost pressure, and includes (b) a first shift and a second shift that are continuously performed by the automatic transmission. In a case where a continuously downshift where the gear ratio after the second gear shift is larger than the gear ratio before the first gear shift is performed during vehicle acceleration, the boost pressure is increased with respect to the target boost pressure at the start of the first gear shift. When the second shift is started and the boost pressure is higher than the target boost pressure, the amount of decrease in the accelerator opening from the start of the first shift to the start of the second shift is The smaller the smaller, the lower the gradient of the boost pressure. That.

  In this way, it is possible to prevent the driving force from temporarily decreasing due to the boost pressure change against the driver's intention to accelerate at the time of continuous downshift during vehicle acceleration. It is possible to reduce a sense of incongruity caused by the change of. The amount of decrease in the accelerator opening from the start of the first shift to the start of the second shift is a positive value if the accelerator opening decreases from the start of the first shift to the start of the second shift. On the other hand, if it increases, it becomes a negative value. Therefore, a small decrease in the accelerator opening can be rephrased as a large increase in the accelerator opening.

  Here, the gist of the second invention is the vehicle drive control device of the first invention, wherein the supercharging pressure is the target supercharging pressure at the end of the first shift or at the start of the second shift. As compared with the case where the supercharging pressure is not lower than the target supercharging pressure at the start of the first shift, the lowering gradient of the supercharging pressure is made smaller. According to this configuration, due to the change in the driving force at the time of the continuous downshift according to the level of the boost pressure with respect to the target boost pressure at the end of the first shift or at the start of the second shift. It is possible to bring the boost pressure close to the target boost pressure at an early stage while reducing the sense of discomfort.

  The gist of the third invention is the vehicle drive control device of the first invention or the second invention, wherein when the supercharging pressure is reduced during the second shift, the second The supercharging pressure is lowered so that the supercharging pressure converges to the target supercharging pressure at the end of shifting. In this manner, the supercharging pressure is gradually reduced during the second shift within a range in which the supercharging pressure is sufficiently close to the target supercharging pressure after the continuous downshift is completed. It can be reduced. Therefore, it is possible to obtain good drivability during the continuous stage downshift and after the continuous stage downshift.

  According to a fourth aspect of the present invention, there is provided the vehicle drive control device according to any one of the first to third aspects, wherein the continuous downshift is performed during vehicle acceleration. The accelerator opening at the start of the first shift is larger than a predetermined accelerator opening determination value, and a pressure difference obtained by subtracting the boost pressure from the target boost pressure at the start of the first shift is determined in advance. A pressure difference obtained by subtracting the target boost pressure from a boost pressure at the start of the second shift is greater than a predetermined second boost pressure difference determination value. And, when the amount of decrease in the accelerator opening from the start of the first shift to the start of the second shift is smaller than a predetermined accelerator opening variation determination value, To reduce the decrease in boost pressure And butterflies. In this way, it is possible to easily determine whether or not to decrease the supercharging pressure decrease gradient using each determination value. The accelerator opening variation determination value is, for example, a positive value that is very close to zero. When the accelerator opening variation determination value is set as described above, the accelerator opening is determined as the first shift start. In the case of increasing from the time to the start of the second shift, the amount of decrease in the accelerator opening compared with the accelerator opening variation determination value is a negative value, and the amount of decrease in the accelerator opening is the accelerator It is smaller than the opening degree variation determination value.

  Here, preferably, the supercharger is an exhaust turbine supercharger that is rotationally driven by the exhaust of the engine and boosts the intake air of the engine.

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 the vehicle accelerates when the accelerator pedal is greatly depressed and the vehicle is accelerated, for example. 6 is a time chart in which supercharging pressure lowering gradient changing control is executed during downshifting. It is a figure showing the preset relationship of the supercharging pressure difference at the time of the 2nd shift start, and the fall gradient reduction width | variety used when the electronic controller of FIG. 3 performs supercharging pressure fall gradient change control. FIG. 4 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. 3, that is, a control operation for executing supercharging pressure lowering gradient changing control when executing a continuous downshift at the time of vehicle acceleration.

  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 pedal opening PAP. 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 engages and engages with an engagement-side engagement device that is an engagement device engaged for the shift, and is released for the shift. The release-side engagement device, which is the engagement device to be operated, proceeds by releasing operation. 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 / 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. 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 Pcm (= 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 Pcm. 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 in supercharge based on the vehicle state represented by the accelerator opening PAP, the vehicle speed V, etc. A target supercharging pressure Pcmtgt (which may be referred to as a target intake pressure Pcmtgt), which is a target value of the charging pressure Pcm, is sequentially determined, and the supercharger 54 so as to bring the supercharging pressure Pcm closer to the predetermined target supercharging pressure Pcmtgt. Is activated. Specifically, the supercharging pressure Pcm is brought close to the target supercharging pressure Pcmtgt by controlling the waste gate valve opening θwg or the throttle opening θth. For example, the target boost pressure Pcmtgt is set to be larger as the accelerator opening degree PAP is larger in accordance with the experimentally determined relationship. Further, the supercharging pressure control for bringing the supercharging pressure Pcm close to the target supercharging pressure Pcmtgt is performed by feedforward control and feedback control. The change rate (change gradient) of the supercharging pressure Pcm in this supercharging pressure control is determined according to, for example, a feedback gain used for the feedback control. Therefore, when changing the rate of change of the supercharging pressure Pcm, the electronic control unit 52 changes the setting of the feedback gain, for example.

  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 illustrating a signal input to the electronic control device 52 including a function as a control device of the vehicle drive device 7, and the main part of the control function provided in the electronic control device 52 will be described. It is a functional block diagram for 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 side pressure PLin (= supercharging pressure Pcm), 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 90 representing an accelerator opening PAP that is a depression amount of the accelerator pedal 88 corresponding to the signal and the driver's request 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 in accordance with a throttle opening characteristic that is a relationship between a predetermined throttle opening θth and the accelerator opening PAP, based on the accelerator opening PAP that is sequentially detected. Specifically, the throttle opening degree θth is increased according to the throttle opening characteristic as the accelerator opening degree PAP increases.

  By the way, in the vehicle 6 of the present embodiment, a continuous downshift (which may be referred to as “order downshift”) of the automatic transmission 12 may be performed depending on the driver's accelerator pedal operation. The continuous-stage downshift includes a first shift and a second shift that are continuously performed, and a downshift (downshift) in which the gear ratio γat after the second gearshift is larger than the gear ratio γat before the first gearshift. Shift). In the continuous downshift, the first shift and the second shift are basically downshifts, but the gear ratio γat after the second gearshift is larger than the gear ratio γat before the first gearshift. If so, one of the first shift and the second shift may be an upshift. For example, depending on the accelerator pedal operation by the driver, it may be determined that the second shift is executed after the first shift is determined and before the first shift is completed. In such a case, the continuous downshift is performed. The electronic control unit 52 according to the present embodiment controls the supercharging pressure Pcm so as to suppress a sense of discomfort associated with a change in the supercharging pressure Pcm when the continuous downshift is performed during vehicle acceleration. The main part of the control function will be described with reference to FIG. In the continuous downshift described in this embodiment, the second shift is started at the end of the first shift, and the end of the first shift and the start of the second shift are: There may be a short time difference that can be said that the second shift is executed continuously after the first shift.

  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 first supercharging state determination unit 102 that is a first supercharging state determination unit, and a first accelerator opening degree. First accelerator opening degree judging means 104 as a judging part, second supercharging situation judging means 106 as a second supercharging situation judging part, and second accelerator opening degree judging means 108 as a second accelerator opening degree judging part. And a supercharging pressure decrease gradient change control means 110 that is a supercharging pressure decrease gradient change control unit.

  The shift state determination means 100 determines whether the continuous downshift of the automatic transmission 12 is performed during vehicle acceleration. In the present embodiment, the determination is made before the start of the first shift in the continuous downshift. Here, in the shift control of the automatic transmission 12, the electronic control unit 52 performs a shift determination for performing the shift of the automatic transmission 12 from the shift diagram, and then performs a command for performing a shift according to the shift determination. A shift output for outputting a signal to the hydraulic control circuit 40 or the like is performed. This shift output time is the start of the shift. Therefore, since there is a slight time difference from the time of the shift determination to the time of the shift output (at the start of the shift), the next shift determination is made during the slight time difference depending on the driver's accelerator pedal operation. There is. Therefore, the shift state determination means 100 is a case where the shift determination of the second shift is made between the time of the shift determination of the first shift and the shift output of the first shift. If the gear ratio γat after the second gear shift is larger than the gear ratio γat before the first gear shift (current gear ratio γat), it is determined that the continuous gear down shift is performed. Further, for example, when the accelerator opening PAP is equal to or greater than a power-on determination value that is experimentally set in advance so that the driver's intention to accelerate can be determined, the shift state determination unit 100 is in the time of vehicle acceleration. Judge. As described above, when the shift state determination unit 100 determines that the vehicle is accelerating and determines that the continuous step down shift is performed, the shift state determination unit 100 determines that the continuous step down shift is performed during vehicle acceleration.

  The first supercharging status determination means 102 is provided at the start of the first shift included in the continuous gear downshift when the gearshift status judgment device 100 determines that the continuous gear downshift is performed during vehicle acceleration. The supercharging pressure Pcm is detected by the second intake sensor 78, and the target supercharging pressure Pcmtgt at the start of the first shift is acquired. Then, based on the detected or acquired supercharging pressure Pcm and the target supercharging pressure Pcmtgt, the first supercharging state determination means 102 determines that the supercharging pressure Pcm is greater than the target supercharging pressure Pcmtgt at the start of the first shift. It is judged whether it is low. The first supercharging state determination means 102 may simply compare the supercharging pressure Pcm and the target supercharging pressure Pcmtgt as described above, but in this embodiment, the target supercharging at the start of the first shift is performed. A supercharging pressure difference dP1cm (= Pcmtgt−Pcm) at the start of the first shift, which is a pressure difference obtained by subtracting the supercharging pressure Pcm from the pressure Pcmtgt, is calculated, and the first supercharging pressure difference dP1cm at the start of the first shift is determined in advance. It is determined whether or not it is larger than a supercharging pressure difference determination value dP1x. Note that, because the supercharging pressure Pcm temporarily rises during execution of the continuous downshift during vehicle acceleration, the driving force Fc temporarily drops after the supercharging pressure Pcm rises. Therefore, the first supercharging pressure difference determination value dP1x is determined to be greater than the first supercharging pressure difference determination value dP1x when the first shift start supercharging pressure difference dP1x is larger than the first supercharging pressure difference determination value dP1x. In order to appropriately predict that a temporary increase in the supercharging pressure Pcm that leads to a general drop will occur, it is experimentally obtained and set in advance.

  The first accelerator opening degree determining means 104, when the shift state determining means 100 determines that the continuous gear down shift is performed at the time of vehicle acceleration, is performed at the start of the first gear shift included in the continuous gear down shift. The accelerator opening PAP is detected by an accelerator opening sensor 90. Then, first accelerator opening determination means 104 determines whether or not accelerator opening PAP at the start of the first shift is larger than a predetermined accelerator opening determination value α. The accelerator opening determination value α is determined to be greater than the accelerator opening determination value α, so that the boost pressure Pcm that leads to a temporary drop in the driving force is determined. Has been experimentally obtained and set in advance so that it can be appropriately predicted that the temporary increase of the vehicle will occur during the execution of the continuous downshift at the time of vehicle acceleration.

  The second supercharging status determining means 106, when the shift status determining means 100 determines that the continuous gear down shift is performed at the time of vehicle acceleration, that is, at the start of the second gear shift included in the continuous gear down shift, that is, The boost pressure Pcm at the end of the first shift is detected by the second intake sensor 78, and the target boost pressure Pcmtgt at the start of the second shift (at the end of the first shift) is acquired. Then, based on the detected or acquired supercharging pressure Pcm and the target supercharging pressure Pcmtgt, the second supercharging state determination means 106 determines that the supercharging pressure Pcm is greater than the target supercharging pressure Pcmtgt at the start of the second shift. It is judged whether it is high. The second supercharging state determination means 106 may simply compare the supercharging pressure Pcm and the target supercharging pressure Pcmtgt as described above, but in this embodiment, the supercharging pressure at the start of the second shift. A supercharging pressure difference dP2cm (= Pcm−Pcmtgt) at the start of the second shift, which is a pressure difference obtained by subtracting the target supercharging pressure Pcmtgt from Pcm, is calculated, and the second supercharging pressure difference dP2cm at the start of the second shift is determined in advance. It is determined whether or not it is larger than a supercharging pressure difference determination value dP2x. The second supercharging pressure difference determination value dP2x is determined by determining that the second supercharging pressure difference dP2cm at the start of the second shift is larger than the second supercharging pressure difference determination value dP2x. It is experimentally obtained and set in advance so that a drop is appropriately predicted to occur after the start of the second shift.

  The second accelerator opening degree determining means 108, when the shift state determining means 100 determines that the continuous gear down shift is performed during vehicle acceleration, is performed at the start of the first gear shift included in the continuous gear down shift. The accelerator opening PAP and the accelerator opening PAP at the start of the second shift are detected by the accelerator opening sensor 90, respectively. Then, the second accelerator opening determination means 108 calculates an accelerator opening decrease amount ΔPAP during the first shift which is a decrease amount ΔPAP of the accelerator opening PAP from the start of the first shift to the start of the second shift. . Specifically, the second accelerator opening determination means 108 changes the accelerator opening decrease amount ΔPAP during the first shift from the accelerator opening PAP at the start of the first shift to the accelerator opening PAP at the start of the second shift. Is calculated by subtracting. Further, when the second accelerator opening degree determination means 108 calculates the accelerator opening decrease amount ΔPAP during the first shift, the accelerator opening variation decrease value ΔPAPx during the first shift is determined in advance. Or less. Note that the accelerator opening variation determination value ΔPAPx is determined as the accelerator opening variation decrease amount ΔPAP during the first shift is smaller than the accelerator opening variation determination value ΔPAPx, so that the driver can accelerate the vehicle 6. It is experimentally obtained and set in advance so that it can be appropriately estimated that the accelerator pedal operation is not interrupted and the driver's intention to accelerate continues. Therefore, the accelerator opening variation determination value ΔPAPx is a positive value that is very close to zero, and the second accelerator opening determination means 108, for example, determines that the accelerator opening PAP is the first shift from the time when the first shift starts. When the second shift is maintained or increased, that is, when the accelerator opening decrease amount ΔPAP during the first shift is zero or a negative value, the accelerator opening decrease amount ΔPAP during the first shift is It is determined that it is smaller than the accelerator opening variation determination value ΔPAPx.

  The supercharging pressure lowering gradient changing control means 110 is configured such that the supercharging pressure Pcm is lower than the target supercharging pressure Pcmtgt at the start of the first shift when the continuous downshift of the automatic transmission 12 is performed during vehicle acceleration. In addition, when the boost pressure Pcm is higher than the target boost pressure Pcmtgt at the start of the second shift, the decrease gradient ΔPcm of the boost pressure Pcm decreases as the accelerator opening decrease amount ΔPAP during the first shift decreases. (Unit is kPa / sec, for example). For example, the decrease gradient ΔPcm at the start of the decrease of the supercharging pressure Pcm is reduced. That is, the decrease in the supercharging pressure Pcm is moderated. Specifically, the accelerator opening degree PAP at the start of the first shift is also taken into consideration, and the supercharging pressure lowering gradient changing control means 110 performs the first step when the continuous downshift is performed during vehicle acceleration. The accelerator opening PAP at the start of the shift is larger than the accelerator opening determination value α, the boost pressure difference dP1cm at the start of the first shift is greater than the first boost pressure difference determination value dP1x, and the second shift start is started. This is not the case when the hourly supercharging pressure difference dP2cm is larger than the second supercharging pressure difference determination value dP2x and the accelerator opening decrease amount ΔPAP during the first shift is smaller than the accelerator opening variation determination value ΔPAPx. In this case, for example, compared with the case where the first boost pressure difference dP1cm is not larger than the first boost pressure difference determination value dP1x, the decrease gradient ΔPcm of the boost pressure Pcm after the start of the second shift is set. Boost pressure drop gradient change control to be reduced To run. In other words, the supercharging pressure lowering gradient changing control is performed so that the supercharging pressure Pcm gradually decreases toward the target supercharging pressure Pcmtgt than when the supercharging pressure lowering gradient changing control is not executed. Decreasing slope ΔPcm of pressure Pcm is determined. Here, whether or not the continuous downshift is performed at the time of vehicle acceleration is based on the determination of the shift state determination means 100, and the accelerator opening PAP at the start of the first shift is the accelerator opening determination value. Whether or not it is larger than α is based on the determination of the first accelerator opening determination means 104, and whether or not the first shift start boost pressure difference dP1cm is larger than the first boost pressure difference determination value dP1x. Based on the determination of the first supercharging status determining means 102, whether or not the second shift start supercharging pressure difference dP2cm is larger than the second supercharging pressure difference determination value dP2x is determined based on the second supercharging status determining means 106. Whether the accelerator opening decrease amount ΔPAP during the first shift is smaller than the accelerator opening variation determination value ΔPAPx is based on the determination of the second accelerator opening determination means 108. Further, in the supercharging pressure lowering gradient changing control, the supercharging pressure lowering gradient changing control means 110 operates the supercharging pressure Pcm by operating one or both of the waste gate valve 68 and the electronic throttle valve 72, for example. Adjust the slope of decline ΔPcm. A time chart for explaining the supercharging pressure lowering gradient changing control is shown in FIG.

  FIG. 4 is a time chart in which the supercharging pressure lowering gradient changing control is executed during the continuous downshift at the time of acceleration of the vehicle 6 as an example in which the accelerator pedal 88 is greatly depressed and the vehicle 6 is accelerated. is there. In the continuous stage downshift shown in FIG. 4, both the first shift and the second shift are downshifts. For example, in FIG. 4, the first speed change is a downshift from the sixth speed to the third speed of the automatic transmission 12, and the second speed change is a downshift from the third speed to the second speed. In FIG. 4, the accelerator pedal 88 is depressed before the time point t1, so that the target supercharging pressure Pcmtgt increases stepwise before the time point t1, and the shift determination for performing the first shift is performed. The shift determination for performing the second shift has already been made before the time t1. Accordingly, at or before time t1, the shift state determining means 100 determines that the continuous downshift is performed during vehicle acceleration.

  The time point t1 in FIG. 4 is the time point when the shift output for performing the first shift is made, that is, the start point of the first shift. In short, this is the start time of the continuous gear downshift. At the time t1, the first supercharging state determination means 102 determines that the first shift start supercharging pressure difference dP1cm is larger than the first supercharging pressure difference determination value dP1x. Then, the first accelerator opening determination means 104 determines that the accelerator opening PAP at the start of the first shift (time t1) is larger than the accelerator opening determination value α at time t1.

  The time t2 in FIG. 4 is the end of the inertia phase of the first shift, that is, the end of the first shift, and the time when the shift output for performing the second shift subsequent to the first shift is performed. It is a start time of the second shift. Accordingly, the first speed change is executed from the time point t1 to the time point t2, and the first speed change is a downshift. Therefore, the engine rotational speed Ne increases from the time point t1 to the time point t2 as time elapses. Yes. Further, since the target boost pressure Pcmtgt gradually increases near the time point t1, the boost pressure Pcm gradually increases from the time point t1, and as a result, the boost pressure Pcm becomes a maximum near the time point t2. Therefore, the output torque Tout from the output gear 28, that is, the driving force Fc corresponding to the output torque Tout is also maximized around the time point t2. On the other hand, since the accelerator opening PAP becomes maximum between the time t1 and the time t2, and gradually decreases with a slight decreasing gradient, the target boost pressure Pcmtgt gradually decreases from before the time t2. ing. However, since the supercharging pressure Pcm follows the target supercharging pressure Pcmtgt with a delay, the increasing supercharging pressure Pcm does not immediately turn down even if the target supercharging pressure Pcmtgt starts to decrease. The supercharging pressure Pcm is temporarily higher than the target supercharging pressure Pcmtgt.

  Further, at the time t2, the second supercharging state determination means 106 determines that the second shift start supercharging pressure difference dP2cm is larger than the second supercharging pressure difference determination value dP2x. Then, the second accelerator opening determination means 108 determines that the accelerator opening decrease amount ΔPAP during the first shift is smaller than the accelerator opening variation determination value ΔPAPx at time t2. Therefore, it is determined at time t2 that the supercharging pressure decrease gradient change control means 110 executes the supercharging pressure decrease gradient change control. Since the accelerator opening PAP is larger at the time t2 than at the time t1, the accelerator opening decrease amount ΔPAP during the first shift is a negative value in the example of FIG.

  Since it is determined at time t2 that the supercharging pressure lowering gradient changing control is executed as described above, when the supercharging pressure Pcm decreases toward the target supercharging pressure Pcmtgt after time t2, If the supercharging pressure lowering gradient changing control is not executed, the supercharging pressure Pcm is lowered to converge on the target supercharging pressure Pcmtgt as early as possible as indicated by a solid line L01. By executing the gradient changing control, the supercharging pressure Pcm is gradually lowered as compared with the solid line L01, as indicated by the broken line L02. Specifically, as compared with the solid line L01, the decrease gradient ΔPcm of the supercharging pressure Pcm when the supercharging pressure Pcm starts to decrease toward the target supercharging pressure Pcmtgt is made smaller. As a result, if the supercharging pressure Pcm changes as indicated by the solid line L01, the driving force Fc temporarily drops during the second shift as indicated by the solid line L03. When the supercharging pressure Pcm is changed as indicated by the broken line L02, the driving force Fc is changed as indicated by the broken line L04, and the temporary drop of the driving force Fc is suppressed.

  The time t3 in FIG. 4 is the end point of the inertia phase of the second shift, that is, the end point of the second shift. In short, this is the end of the continuous downshift. Accordingly, the second speed change is executed from the time point t2 to the time point t3, and the second speed change is a downshift. Therefore, the engine speed Ne increases with time from the time point t2 to the time point t3. Yes.

  The supercharging pressure decrease gradient change control means 110 executes the supercharging pressure decrease gradient change control as described with reference to FIG. 4. Preferably, in the supercharging pressure decrease gradient change control, the first supercharging pressure decrease gradient change control is executed. The higher the supercharging pressure Pcm is higher than the target supercharging pressure Pcmtgt at the end of the shift or at the start of the second shift, that is, the greater the supercharging pressure difference dP2cm at the start of the second shift, Compared to the case where the supercharging pressure Pcm is not lower than the target supercharging pressure Pcmtgt, in short, compared to the case where the supercharging pressure decreasing gradient changing control is not executed, the decrease gradient ΔPcm of the supercharging pressure Pcm is more increased. Make it smaller. In this case, when the supercharging pressure reduction gradient change control means 110 executes the supercharging pressure reduction gradient change control, for example, as shown in FIG. 5 based on the supercharging pressure difference dP2cm at the start of the second shift. From the predetermined relationship (map), the decrease gradient reduction width RDCdp for decreasing the decrease gradient ΔPcm of the supercharging pressure Pcm with respect to the non-execution of the supercharging pressure decrease gradient change control is determined. Then, the decrease gradient ΔPcm of the supercharging pressure Pcm in the supercharging pressure decrease gradient change control is determined by subtracting the decrease gradient decrease width RDCdp from the decrease gradient ΔPcm when the supercharging pressure decrease gradient change control is not executed. To do. Note that the relationship of FIG. 5 is a relationship in which the decrease gradient reduction width RDCdp increases as the supercharging pressure difference dP2cm at the start of the second shift increases, for example, to suppress a sense of discomfort caused by a temporary drop in the driving force Fc. The supercharging pressure Pcm is experimentally set in advance so that the supercharging pressure Pcm converges to the target supercharging pressure Pcmtgt as quickly as possible.

  Further, the supercharging pressure lowering gradient changing control means 110 may gradually decrease the supercharging pressure Pcm in the supercharging pressure lowering gradient changing control as compared with the non-execution of the supercharging pressure lowering gradient changing control. For example, the time when the supercharging pressure Pcm converges to the target supercharging pressure Pcmtgt is not particularly limited, but when the supercharging pressure Pcm is reduced during the second shift, as indicated by the broken line L02 in FIG. The supercharging pressure Pcm is preferably lowered so that the supercharging pressure Pcm converges to the target supercharging pressure Pcmtgt at the end of the second shift (time t3 in FIG. 4). For example, the supercharging pressure lowering gradient changing control means 110 can obtain in advance the shift required time required for the second shift at the start of the second shift, so that the boost pressure is determined based on the shift required time. The time point at which Pcm converges to the target boost pressure Pcmtgt can be determined in advance.

  FIG. 6 is a flowchart for explaining a main part of the control operation of the electronic control unit 52, that is, a control operation for executing the supercharging pressure lowering gradient changing control when the continuous downshift at the time of vehicle acceleration is executed. For example, it is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds. The control operation shown in FIG. 6 is executed alone or in parallel with other control operations.

  First, in step (hereinafter, “step” is omitted) SA1, the running state and load state of the vehicle 6 are detected. The travel state and the load state are not strictly distinguished from each other, and the travel state and the load state are, for example, the vehicle speed V, the engine rotational speed Ne, the accelerator opening PAP, the throttle opening θth, and the supercharging pressure Pcm. It is expressed by some or all of parameters such as (= intake pressure). The traveling state and the load state may be collectively referred to as a vehicle state. After SA1, the process proceeds to SA2.

  In SA2 corresponding to the shift condition determining means 100, it is determined whether or not the continuous downshift of the automatic transmission 12 is performed during vehicle acceleration. That is, it is determined whether or not it is determined that the shift output for performing the continuous downshift is made at the time of power-on when the accelerator pedal 88 is depressed, that is, at the time of vehicle acceleration. If the determination at SA2 is affirmative, that is, if the continuous downshift is performed during vehicle acceleration, the process proceeds to SA3. On the other hand, when the determination of SA2 is negative, this flowchart ends.

  In SA3 corresponding to the first supercharging state determining means 102 and the first accelerator opening degree determining means 104, the first shift start obtained by subtracting the supercharging pressure Pcm from the target supercharging pressure Pcmtgt at the start of the first shift. The supercharging pressure difference dP1cm is calculated, and it is determined whether or not the supercharging pressure difference dP1cm at the start of the first shift is larger than the first supercharging pressure difference determination value dP1x. At the same time, it is determined whether or not the accelerator opening PAP at the start of the first shift is larger than the accelerator opening determination value α. Then, when the supercharging pressure difference dP1cm at the start of the first shift is larger than the first supercharging pressure difference determination value dP1x, and the accelerator opening PAP at the start of the first shift is larger than the accelerator opening determination value α. , SA3 is affirmed. When the determination of SA3 is affirmed, the process proceeds to SA4. On the other hand, when the determination of SA3 is negative, this flowchart ends.

  In SA4 corresponding to the second supercharging status judging means 106 and the second accelerator opening judging means 108, the pressure difference is obtained by subtracting the target supercharging pressure Pcmtgt from the supercharging pressure Pcm at the start of the second shift. A boost pressure difference dP2cm at the start of the second shift is calculated, and it is determined whether or not the boost pressure difference dP2cm at the start of the second shift is greater than the second boost pressure difference determination value dP2x. At the same time, an accelerator opening decrease amount ΔPAP during the first shift, which is a decrease amount ΔPAP of the accelerator opening PAP from the start of the first shift to the start of the second shift, is calculated, and the accelerator opening during the first shift is opened. It is determined whether or not the degree of decrease ΔPAP is smaller than the accelerator opening variation determination value ΔPAPx. When the second shift start supercharging pressure difference dP2cm is larger than the second supercharging pressure difference determination value dP2x and the accelerator opening decrease amount ΔPAP during the first shift is smaller than the accelerator opening variation determination value ΔPAPx, The determination of SA4 is affirmed. If the determination at SA4 is affirmative, the process proceeds to SA5. On the other hand, if the determination of SA4 is negative, this flowchart ends.

  In SA5 corresponding to the supercharging pressure reduction gradient change control means 110, the supercharging pressure reduction gradient change control is executed. In the supercharging pressure lowering gradient changing control, the supercharging pressure Pcm is gradually lowered toward the target supercharging pressure Pcmtgt compared to when the supercharging pressure lowering gradient changing control is not executed. For example, when the electronic control unit 52 executes the supercharging pressure lowering gradient changing control, the feedback is used for feedback control for performing the supercharging pressure control that brings the supercharging pressure Pcm closer to the target supercharging pressure Pcmtgt. By changing the gain so that it is smaller than when the supercharging pressure lowering gradient changing control is not executed, the lowering gradient ΔPcm of the supercharging pressure Pcm is made smaller. In this case, the gain reduction range for reducing the feedback gain may be determined according to the supercharging pressure difference dP2cm at the start of the second shift. Further, the decreasing supercharging pressure Pcm may be converged to the target supercharging pressure Pcmtgt in accordance with the end of the second shift.

  As described above, according to the present embodiment, the supercharging pressure lowering gradient changing control means 110 provides the target at the start of the first shift when the continuous downshift of the automatic transmission 12 is performed during vehicle acceleration. When the boost pressure Pcm is lower than the boost pressure Pcmtgt and the boost pressure Pcm is higher than the target boost pressure Pcmtgt at the start of the second shift, the accelerator opening decrease amount ΔPAP during the first shift is increased. Is smaller, the decrease gradient ΔPcm of the supercharging pressure Pcm is made smaller. Accordingly, it is possible to prevent the driving force Fc from being temporarily reduced due to a change in the supercharging pressure against the driver's intention to accelerate at the time of the continuous downshift at the time of vehicle acceleration. It is possible to reduce the uncomfortable feeling caused by the change.

  Further, according to the present embodiment, the supercharging pressure lowering gradient changing control means 110 sets the target supercharging pressure Pcm at the end of the first shift or at the start of the second shift in the supercharging pressure lowering gradient changing control. Compared with the case where the supercharging pressure Pcm is not lower than the target supercharging pressure Pcmtgt at the start of the first shift, the supercharging pressure lowering gradient changing control is not executed as the higher the supercharging pressure Pcmtgt. It is preferable to reduce the decrease gradient ΔPcm of the supercharging pressure Pcm as compared to the time. If so, the driving force Fc at the time of the continuous downshift according to the level of the boost pressure Pcm relative to the target boost pressure Pcmtgt at the end of the first shift or at the start of the second shift. The supercharging pressure Pcm can be brought close to the target supercharging pressure Pcmtgt at an early stage while reducing the uncomfortable feeling caused by the change.

  Further, according to the present embodiment, the supercharging pressure lowering gradient changing control means 110, in the supercharging pressure lowering gradient changing control, when reducing the supercharging pressure Pcm during the second shift, the second It is preferable to reduce the supercharging pressure Pcm so that the supercharging pressure Pcm converges to the target supercharging pressure Pcmtgt at the end of shifting. If so, it is possible to obtain good drivability during and after the continuous downshift.

  Further, according to this embodiment, the supercharging pressure lowering gradient changing control means 110 determines that the accelerator opening PAP at the start of the first shift is the accelerator opening when the continuous downshift is performed during vehicle acceleration. Greater than the degree determination value α, the first shift start boost pressure difference dP1cm is greater than the first boost pressure difference determination value dP1x, and the second shift start boost pressure difference dP2cm is the second boost pressure difference determination. If the accelerator opening decrease amount ΔPAP during the first shift is smaller than the value dP2x and smaller than the accelerator opening variation determination value ΔPAPx, compared with the other cases, the value after the start of the second shift is increased. A decrease gradient ΔPcm of the supercharging pressure Pcm is reduced. Therefore, it is possible to easily determine whether or not to decrease the decrease gradient ΔPcm of the supercharging pressure Pcm using the determination values α, dP1x, dP2x, and ΔPAPx.

  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 continuous downshift is determined before the start of the first shift, but after the start of the first shift and before the end of the first shift. It can be confirmed.

  In the flowchart of FIG. 6 of the above-described embodiment, when all the determinations from SA2 to SA4 are affirmed, the supercharging pressure lowering gradient changing control is executed at SA5. There is no particular limitation on the timing and order in which the determination is made, and each determination may be made before the execution of the supercharging pressure lowering gradient changing control.

  In the flowchart of FIG. 6 of the above-described embodiment, it is determined in SA3 whether or not the accelerator opening PAP at the start of the first shift is larger than the accelerator opening determination value α. It does not matter if no judgment is made.

  In the above-described embodiment, the first boost pressure difference determination value dP1x and the second boost pressure difference determination value dP2x are both set to positive values. One of the determination values dP1x and dP2x or It does not matter if both are set to zero.

  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 time chart of FIG. 4 of the above-described embodiment, the first shift is, for example, a downshift from the sixth speed to the third speed of the automatic transmission 12, and the second shift is, for example, from the third speed. The downshift to the second speed, and all of the downshifts are the clutch-to-clutch shift, but one or both of the first shift and the second shift is a shift that is not the clutch-to-clutch shift. There is no problem.

  In the above-described embodiment, the automatic transmission 12 is a stepped transmission, but may be a continuously variable transmission (CVT) such as a belt type. For example, if the automatic transmission 12 is a continuously variable transmission, the continuous downshift can be executed by shifting the continuously variable transmission stepwise.

6: Vehicle 10: Engine 12: Automatic transmission 38: Drive wheel 52: Electronic control device (vehicle drive control device)
54: Supercharger

Claims (4)

In a vehicle including an engine having a supercharger and an automatic transmission for outputting the power of the engine to drive wheels, a vehicle drive for predetermining a target supercharging pressure and bringing the supercharging pressure closer to the target supercharging pressure A control device,
A continuous downshift in which the gear ratio after the second gear shift is greater than the gear ratio before the first gear shift is performed during vehicle acceleration, including the first gear shift and the second gear shift that are continuously performed by the automatic transmission. In the case where the boost pressure is lower than the target boost pressure at the start of the first shift and the boost pressure is higher than the target boost pressure at the start of the second shift, The vehicle drive control device characterized in that, as the amount of decrease in the accelerator opening from the start of the first shift to the start of the second shift is smaller, the decreasing gradient of the boost pressure is made smaller. As the boost pressure is higher than the target boost pressure at the end of the first shift or at the start of the second shift, the boost pressure is not lower than the target boost pressure at the start of the first shift. The vehicle drive control device according to claim 1, wherein a decrease gradient of the supercharging pressure is made smaller than in the case. When the supercharging pressure is reduced during the second shift, the supercharging pressure is reduced so that the supercharging pressure converges to the target supercharging pressure at the end of the second shift. Item 3. The vehicle drive control device according to Item 1 or 2. When the continuous downshift is performed during vehicle acceleration, the accelerator opening at the start of the first shift is larger than a predetermined accelerator opening determination value, and the target excess at the start of the first shift is increased. A pressure difference obtained by subtracting the supercharging pressure from the supply pressure is larger than a predetermined first supercharging pressure difference determination value, and a pressure difference obtained by subtracting the target supercharging pressure from the supercharging pressure at the start of the second shift is It is larger than a predetermined second boost pressure difference determination value, and a decrease amount of the accelerator opening from the start of the first shift to the start of the second shift is based on a predetermined accelerator opening variation determination value. The vehicle drive control device according to any one of claims 1 to 3, wherein when the pressure is smaller, the gradient of decrease in the supercharging pressure is made smaller than when the pressure is not.

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