JP2014169001A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of reducing time required for gear change at reduction shift time.SOLUTION: The vehicle control device closes an electric waist gate valve fully if there is reduction shift request (S10, S12), and then performs blipping control (S14). Then, after performing reduction shift, the vehicle control device connects a clutch (S16). If an accelerator open degree is equal to or more than a predetermined value, the vehicle control device holds an open degree of the electric waist gate valve at full close (S18, S20). If the accelerator open degree is less than the predetermined value, the vehicle control device opens the electric waist gate valve fully (S18, S22).

Description

  The present invention relates to a control device for a vehicle, and more particularly to control of an internal combustion engine during shifting of an automatic transmission.

2. Description of the Related Art Conventionally, a mechanical automatic transmission that does not use a torque converter as in Patent Document 1 for the purpose of improving the fuel efficiency of a vehicle and reducing the burden on a driver has been used as a transmission for a vehicle.
In a mechanical automatic transmission like Patent Document 1, automatic transmission without a torque converter is possible by operating an operation (selection and shift) of a transmission and a clutch connection / disconnection in a manual transmission with an actuator. Yes.

JP 2011-33045 A

In the mechanical automatic transmission disclosed in Patent Document 1, the transmission and the clutch are operated by a control device provided in the vehicle based on the driver's request and the running state of the vehicle, and the gear stage is changed.
The control device for a mechanical automatic transmission used in such a mechanical automatic transmission is a downshift of the mechanical automatic transmission when the vehicle starts to accelerate or decelerate depending on the operation of the driver or the running state of the vehicle. I do. When the mechanical automatic transmission is downshifted, a rotational speed difference occurs between the rotational speed of the output shaft of the internal combustion engine and the rotational speed of the input shaft of the mechanical automatic transmission.

Therefore, in the control device for the internal combustion engine, the rotation speed of the internal combustion engine is temporarily increased so that the rotation speed of the output shaft of the internal combustion engine and the rotation speed of the input shaft of the mechanical automatic transmission are synchronized during the downshift. Blipping control is performed.
Some vehicles equipped with a mechanical automatic transmission use an internal combustion engine equipped with a supercharger such as a turbocharger.

In an internal combustion engine having such a supercharger, if the bypass valve of the bypass passage that bypasses the turbocharger turbine during blipping control is opened, the exhaust gas bypasses the turbocharger turbine during blipping control. Since it flows downstream of the turbine, the turbocharger compressor cannot supercharge the intake air.
Therefore, the increase in the rotational speed of the output shaft of the internal combustion engine during blipping control becomes slow, and it takes time to synchronize with the rotational speed of the input shaft of the mechanical automatic transmission, and it takes time to shift the gear stage during downshifting. Is not preferable.

  The present invention has been made to solve such problems, and an object of the present invention is to provide a vehicle control device capable of reducing the time required for gear shifting during downshifting.

  In order to achieve the above object, in the vehicle control apparatus according to claim 1, an internal combustion engine mounted on the vehicle and having a turbine disposed in an exhaust passage, and power from the internal combustion engine are input, and the internal combustion engine An automatic transmission having a clutch for connecting / disconnecting the power of the engine, a plurality of gears, and a plurality of switching means, and increasing / decreasing the power input from the internal combustion engine and outputting it from an output shaft; First control means for controlling the operation of the automatic transmission based on the traveling state of the vehicle, and second control means for controlling the operation of the internal combustion engine based on the request of the driver and the request of the first control means. The internal combustion engine includes a wastegate valve that is provided in a bypass passage that bypasses the turbine, and that adjusts a flow rate of exhaust gas flowing to the bypass passage. The stage supplies a downshift request signal and a required torque to the second control means before the downshift of the automatic transmission starts, and the second control means receives the downshift request signal from the first control means. The valve closing control for operating the waste gate valve to the closing side is performed, and the blipping control for temporarily increasing the rotational speed of the internal combustion engine is performed after the valve closing control is completed. To do.

  According to a second aspect of the present invention, there is provided the vehicle control device according to the first aspect, further comprising a traveling state detecting unit that detects a traveling state of the vehicle, wherein the second control unit is configured to perform the downshift of the automatic transmission after the completion of the downshift. When the running state detecting means detects the deceleration state of the vehicle, the waste gate valve is operated to open, or when the acceleration state of the vehicle is detected, the opening degree of the waste gate valve is maintained or the waist The gate valve is operated to the closed side.

  According to a third aspect of the present invention, there is provided the vehicle control apparatus according to the second aspect, further comprising a traveling state detection unit that detects a traveling state of the vehicle, wherein the second control unit is configured to perform the downshift of the automatic transmission after the completion of the downshift. When the running state detecting means detects the acceleration state of the vehicle, the opening degree of the waste gate valve is maintained or the waste gate valve is operated to the closed side.

  According to the invention of claim 1, before the blipping control, the waste gate valve is operated to the closed side, the opening amount of the waste gate valve is set to the optimum opening degree, and the introduction amount of the exhaust gas to the supercharging means is increased. By supercharging the intake air by the supercharging means, the amount of air introduced into the combustion chamber of the internal combustion engine can be increased, and the rotational speed of the internal combustion engine can be increased instantaneously during blipping control.

Accordingly, since the time required for synchronizing the rotational speed of the output shaft of the internal combustion engine and the rotational speed of the input shaft of the automatic transmission can be shortened during the downshift, the time required for the shift during the downshift can be shortened. .
According to the invention of claim 2, the waste gate valve is operated to the open side, and the exhaust gas discharged from the internal combustion engine is caused to flow downstream of the supercharging means through the bypass passage, thereby being introduced into the supercharging means. Since the flow rate of exhaust gas to be discharged can be reduced and the pressure of exhaust gas discharged from the internal combustion engine, so-called exhaust pressure, can be reduced, pumping loss can be reduced and fuel consumption can be improved.

In addition, by operating the wastegate valve to the open side, the flow rate of the exhaust gas that is instantaneously introduced into the supercharging means is reduced, and the air that is introduced into the combustion chamber of the internal combustion engine is stopped by stopping the supercharging of the intake air by the supercharging means By reducing the amount, the output torque of the internal combustion engine can be instantaneously reduced.
Accordingly, since the output torque of the internal combustion engine can be instantaneously reduced, the deceleration of the vehicle due to the rotational resistance of the internal combustion engine can be increased, and the feeling of deceleration felt by the driver after the downshift of the automatic transmission can be improved. it can.

  Further, according to the invention of claim 3, the wastegate valve opening degree is maintained or the wastegate valve is operated to the closed side, and the exhaust gas is positively introduced into the supercharging means after the downshift. By supercharging the intake air by means and actively introducing air into the combustion chamber of the internal combustion engine, the rotation speed of the internal combustion engine, that is, the rise of the output torque can be made quicker, and the acceleration performance of the vehicle can be increased. Can be improved.

1 is a schematic configuration diagram of a vehicle to which a vehicle control device according to the present invention is applied. 1 is a schematic configuration diagram of an engine mounted on a vehicle according to the present invention. It is a flowchart of the operation control of the engine and transmission at the time of downshift in the vehicle to which the vehicle control apparatus according to the present invention is applied.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of a vehicle 1 to which a vehicle control device is applied. FIG. 2 is a schematic configuration diagram of a gasoline engine (hereinafter referred to as the engine 10) (internal combustion engine) mounted on the vehicle 1.
As shown in FIG. 1, a vehicle 1 includes an engine 10 as a power source and a transmission (automatic shift) that increases or decreases the output of the engine 10 according to a driver's request or the traveling state of the vehicle 1. Machine) 30, a transmission control unit (first control means) 40, and an engine control unit (second control means, travel state detection means) 50. The vehicle 1 is provided with an accelerator pedal 60 and a shift device 61 operated by the driver.

  As shown in FIG. 2, the engine 10 is provided with a combustion chamber 11. The engine 10 is provided with an intake passage 12 including an intake pipe 12 a for introducing air into the combustion chamber 11, an intake manifold 12 b, and an intake port 12 c so as to communicate with the combustion chamber 11. Further, the engine 10 is provided with an exhaust passage 13 including an exhaust port 13 a for discharging exhaust gas from the combustion chamber 11, an exhaust manifold 13 b, and an exhaust pipe 13 c so as to communicate with the combustion chamber 11. The engine 10 has a spark plug 14 that ignites a mixture of fuel and air introduced into the combustion chamber 11 so as to face the combustion chamber 11, and a fuel injection valve 15 that supplies the fuel into the combustion chamber 11. And are provided.

  A compressor housing 15 a of a turbocharger (supercharger) 16 is provided in communication with the intake passage 12 of the engine 10. An intake air passage 12 between the compressor housing 16a of the turbocharger 16 and the combustion chamber 11 of the engine 10 is provided with an intercooler 17 and an electronically controlled throttle valve 18 from the compressor housing 16a side of the turbocharger 16. An air cleaner 19 is provided in the uppermost stream of the intake passage 12 of the engine 10. Further, the intake passage 12 of the engine 10 is provided with a bypass passage 12d including a bypass valve 20 so as to communicate the upstream side of the compressor housing 16a of the turbocharger 16 and the downstream side of the compressor housing 16a.

  A turbine housing 16 b of a turbocharger 16 is provided in communication with the exhaust passage 13 of the engine 10. The exhaust passage 13 of the engine 10 is provided with a bypass passage (corresponding to the bypass passage of the present invention) 13d so as to communicate the upstream side of the turbine housing 16b of the turbocharger 16 and the downstream side of the turbine housing 16b. Yes. An electric wastegate valve (corresponding to the wastegate valve of the present invention) 21 is provided in the bypass passage 13d. Further, the exhaust passage 13 downstream of the turbine housing 16b of the turbocharger 16 is provided with a three-way catalyst 22 having a function of purifying CO, HC and NOx in the exhaust gas.

The turbocharger 16 rotates the turbine by the exhaust gas introduced from the turbine housing 16b, and compresses the intake air introduced from the air cleaner 18 by a compressor provided coaxially with the turbine.
The intercooler 17 cools the intake air that has been compressed by the compressor of the turbocharger 16 and has reached a high temperature.

The electronic control throttle valve 18 adjusts the amount of intake air introduced into the combustion chamber 11. The electronically controlled throttle valve 18 is provided with a throttle position sensor 18a for detecting the degree of opening of the throttle valve.
The air cleaner 19 removes dust in the intake air drawn from the uppermost stream.
The bypass valve 20 adjusts the amount of intake air that bypasses the intake air compressed by the compressor of the turbocharger 16 to the upstream side of the compressor housing 16a via the bypass passage 12d.

  The electric wastegate valve 21 operates a butterfly valve with the power of a motor or the like to adjust the flow rate of exhaust gas flowing into the bypass passage 13d, that is, to adjust the flow rate of exhaust gas flowing into the turbine housing 16b of the turbocharger 16. The pressure and flow rate of the intake air compressed by the compressor of the turbocharger 16 are adjusted. The electric wastegate valve 21 is provided with a position sensor that detects the degree of opening of the wastegate valve.

  The intake manifold 12b and the exhaust manifold 13b are provided with an exhaust gas recirculation passage 23 for returning a part of the exhaust gas to the intake air so as to communicate with each other, that is, for recirculating the exhaust gas to the intake air. The exhaust gas recirculation passage 23 is connected upstream of the intake manifold 12b via an exhaust gas recirculation valve 24 that adjusts the amount of exhaust gas that returns to the intake air, that is, the flow rate of exhaust gas to be recirculated. The exhaust gas recirculation passage 23 is provided with an exhaust gas recirculation cooler 25 that cools the exhaust gas introduced into the intake manifold 12b.

  The transmission 30 is a mechanical automatic transmission, and operates (selects and shifts) the transmission (selection and shift) in the manual transmission (corresponding to the switching means of the present invention) and engages / disengages the clutch by operating an actuator. This eliminates the need for a converter and enables automatic shifting. In other words, the transmission 30 automatically shifts and accelerates or decelerates the power input from the engine 10 based on the traveling state of the vehicle 1 and the driver's request, and the tire is connected to the tire via the drive system components such as the drive shaft. 62 is output. The speed change operation of the transmission 30 is controlled by a transmission control unit 40 described later. The transmission 30 includes a plurality of input shafts each having a clutch. A gear stage is selected in advance for each input shaft, and the power input to each input shaft is switched by connecting and disconnecting each clutch. Even a double-clutch type mechanical automatic transmission that changes gears instantaneously has a single input shaft with a single clutch, selects the gear after disconnecting the clutch, and then selects the gear after selecting the gear. Any of the single-clutch mechanical automatic transmissions that can be connected to shift gears.

The transmission control unit 40 is a control device for performing transmission control of the transmission 30, and includes an input / output device, a storage device (ROM, RAM, nonvolatile RAM, etc.), a central processing unit (CPU), and the like. Yes.
On the input side of the transmission control unit 40, various sensors such as an engine control unit 50, a shift device 61 for a driver to change gears arbitrarily, and a vehicle speed sensor (not shown) for detecting the vehicle speed of the vehicle 1 are electrically connected. The detection information from these sensors is input to the transmission control unit 40.

  On the other hand, the transmission 30 and the engine control unit 50 are electrically connected to the output side of the transmission control unit 40, and a shift instruction signal for instructing a shift in the transmission 30 and an engine in the engine control unit 50 are provided. A shift request signal such as an upshift request signal or a downshift request signal requesting to reduce or increase the output torque of 10 is output.

  Then, the transmission control unit 40 has the optimum gear stage of the transmission 30 based on the vehicle running state information such as the vehicle speed supplied from the engine control unit 50 and the shift request of the driver supplied from the shift device 61. Shift control of the transmission 30 is performed so as to achieve a gear stage. Further, the transmission control unit 40 predicts a shock that occurs at the time of shifting based on the vehicle running state information such as the vehicle speed supplied from the engine control unit 50 and the shift request of the driver supplied from the shift device 61, The engine control unit calculates the torque to be output by the engine 10 as a required torque in order to suppress the occurrence of a shift shock, and outputs the downshift request and the downshift request torque during a downshift, and the upshift request and the upshift request torque during an upshift. 50.

The engine control unit 50 is a control device for performing overall control of the vehicle 10 including the operation control of the engine 10, and includes an input / output device, a storage device (ROM, RAM, nonvolatile RAM, etc.), and a central processing unit. (CPU) etc. are comprised.
On the input side of the engine control unit 50, an accelerator position sensor (running state detecting means) 60a that detects an accelerator opening that is an operation amount of the accelerator pedal 60, sensors such as a crank angle sensor (not shown), a bypass valve 20, Various devices such as the electric wastegate valve 21 and the exhaust gas recirculation valve 24, various sensors such as a vehicle speed sensor (not shown) for detecting the vehicle speed of the vehicle, and the transmission control unit 40 are electrically connected. Detection information from the class is input to the engine control unit 50.

  On the other hand, on the output side of the engine control unit 50, various devices such as the spark plug 14, the fuel injection valve 15, the electronic control throttle valve 18, the bypass valve 20, the electric wastegate valve 21, the exhaust gas recirculation valve 24, and the transmission control. A unit 40 is electrically connected, and these various devices have an ignition timing, a fuel injection amount, a fuel injection timing, a throttle opening, a bypass valve opening, a wastegate calculated based on detection information from various sensors. The valve opening, the exhaust gas recirculation valve opening, the vehicle running state information, and the like are output.

  The engine control unit 50 controls the output torque of the engine 10 based on the accelerator opening supplied from the accelerator position sensor 60a. Further, the engine control unit 50 is configured to operate the electric waist based on a shift request signal such as an upshift request signal or a downshift request signal supplied from the transmission control unit 40 based on the traveling state of the vehicle 1 and the shift request of the driver. The operation of the gate valve 21 is controlled. Specifically, when a downshift request signal is supplied from the transmission control unit 40 based on the traveling state of the vehicle 1 and the driver's shift request, the electric wastegate valve 21 is moved before the downshift in the transmission 30. The valve closing control for operating the valve 21 fully closed or fully closed is performed. Then, after the valve closing control is completed, the engine control unit 50 performs blipping control for temporarily increasing the rotational speed of the engine 10 in order to match the output of the engine 10 with the required torque supplied from the transmission control unit 40. Further, the engine control unit 50 determines the traveling state such as deceleration or acceleration of the vehicle 1 based on the accelerator opening supplied from the accelerator position sensor 60a after the downshift in the transmission 30 is completed, and the electric wastegate valve. 21 is operated to open or close.

Hereinafter, the operation control of the transmission 30 and the engine 10 performed by the transmission control unit 40 and the engine control unit 50 at the time of downshift in the vehicle 1 to which the vehicle control device according to the present invention configured as described above is applied. explain.
FIG. 3 is a flowchart of operation control of the engine and transmission during downshift in the vehicle 1 to which the vehicle control device according to the present invention is applied.

  As shown in FIG. 3, in step S10, it is determined whether or not there is a downshift request. Specifically, it is determined whether or not a downshift request signal is supplied from the transmission control unit 40 to the engine control unit 50 based on the downshift operation of the transmission 61 by the driver or the traveling state of the vehicle 1. If the determination result is true (Yes) and a downshift request signal is supplied from the transmission control unit 40 to the engine control unit 50 based on the downshift operation of the transmission 61 by the driver or the running state of the vehicle 1, Proceed to step S12. If it is false (No) and no downshift request signal is supplied from the transmission control unit 40 to the engine control unit 50, the process proceeds to step S22. The transmission control unit 40 supplies the downshift request signal to the engine control unit 50 after the clutch of the transmission 30 is disengaged.

  In step S12, the engine control unit 50 fully closes the electric waste gate valve 21 (corresponding to the valve closing control of the present invention). In this step, the engine control unit 50 fully closes the electric waste gate valve 21, but the present invention is not limited to this, and the vehicle 1 traveling state, the engine 10 operating state, the transmission 30 gear stage, and the like. In accordance with the information, the electric waste gate valve 21 may be operated to the closed side so that the optimum opening degree is obtained. That is, the opening degree of the electric wastegate valve 21 is controlled so that the flow rate of the exhaust gas introduced into the turbine housing 16b of the turbocharger 16 increases. Then, the process proceeds to step S14.

In step S14, blipping control is performed. Specifically, in order to reduce a shock at the time of shifting the transmission 30, blipping control is performed to temporarily increase the rotational speed of the output shaft of the engine 10 so as to synchronize with the input shaft of the transmission 30. Then, the process proceeds to step S16.
In step S16, downshift control is performed. Specifically, the transmission control unit 40 controls the operation of the transmission 30 to downshift. Then, the clutch is connected after the downshift. Then, the process proceeds to step S18.

  In step S18, it is determined whether or not the accelerator opening is equal to or greater than a predetermined value. Specifically, it is determined whether or not the accelerator pedal 60 is operated by the driver so that the accelerator opening is equal to or greater than a predetermined value, and the vehicle 1 is in an accelerated state. If the determination result is true (Yes) and the accelerator pedal 60 is operated by the driver so that the accelerator opening is equal to or greater than a predetermined value, and the vehicle 1 is in an accelerated state, the process proceeds to step S20. If it is false (No) and the accelerator pedal 60 is not operated by the driver so that the accelerator opening is equal to or greater than the predetermined value, and the vehicle 1 is in a decelerating state, the process proceeds to step S22. Note that the acceleration state or the deceleration state of the vehicle 1 is determined based on the accelerator opening. For example, the vehicle 1 is detected by a sensor that can determine the traveling state of the vehicle 1 such as a vehicle speed detected by a vehicle speed sensor. The acceleration state or the deceleration state may be determined.

  In step S20, the engine control unit 50 maintains the opening degree of the electric waste gate valve 21. In this step, the engine control unit 50 keeps the opening degree of the electric wastegate valve 21, but the present invention is not limited to this, and the traveling state of the vehicle 1, the operating state of the engine 10, and the transmission The electric waste gate valve 21 may be further operated to the closed side so as to achieve an optimum opening degree according to information such as 30 gear stages. That is, the opening degree of the electric wastegate valve 21 is controlled so as to actively introduce exhaust gas into the turbine housing 16b of the turbocharger 16. Then, this routine is returned.

  In step S22, the engine control unit 50 fully opens the electric waste gate valve 21. In this step, the engine control unit 50 fully opens the electric wastegate valve 21, but is not limited to this, such as the running state of the vehicle 1, the operating state of the engine 10, the gear stage of the transmission 30, etc. Depending on the information, the electric waste gate valve 21 may be operated to the open side so as to achieve an optimum opening. That is, the opening degree of the electric wastegate valve 21 is controlled so that the flow rate of the exhaust gas introduced into the turbine housing 16b of the turbocharger 16 is reduced. Then, this routine is returned.

  As described above, in the vehicle control device according to the present invention, the downshift request signal is transmitted from the transmission control unit 40 to the engine control unit 50 based on the downshift operation of the transmission 61 by the driver or the traveling state of the vehicle 1. When supplied, the engine control unit 50 fully closes the electric wastegate valve 21, that is, the opening degree of the electric wastegate valve 21 is increased so that the flow rate of the exhaust gas introduced into the turbine housing 16b of the turbocharger 16 increases. Control. Thereafter, blipping control is performed to temporarily increase the rotational speed of the output shaft of the engine 10 so as to synchronize with the input shaft of the transmission 30 in order to reduce shock during transmission 30 shift. Then, the transmission control unit 40 controls the operation of the transmission 30, and after downshifting, the clutch is connected. If the accelerator pedal 60 is operated so that the accelerator opening becomes equal to or greater than a predetermined value by the driver and the vehicle 1 is in an acceleration state, the engine control unit 50 fully closes the opening of the electric wastegate valve 21. Holding, that is, the opening degree of the electric wastegate valve 21 is controlled so as to positively introduce exhaust gas into the turbine housing 16b of the turbocharger 16. Further, if the accelerator pedal 60 is not operated so that the accelerator opening is equal to or greater than a predetermined value by the driver and the vehicle 1 is in a deceleration state, the engine control unit 50 fully opens the electric wastegate valve 21, that is, The opening degree of the electric wastegate valve 21 is controlled so that the flow rate of the exhaust gas introduced into the turbine housing 16b of the turbocharger 16 is reduced.

  Therefore, before the blipping control, the electric wastegate valve 21 is fully closed or closed so that the amount of exhaust gas introduced into the turbocharger 16 is increased, and the turbocharger 16 supercharges the intake air. The amount of air introduced into the ten combustion chambers 11 can be increased, and the rotational speed of the engine 10 can be instantaneously increased during blipping control.

Therefore, since the time required for synchronizing the rotational speed of the output shaft of the engine 10 and the rotational speed of the input shaft of the transmission 30 during the downshift can be shortened, the time required for the shift during the downshift can be shortened.
Further, if the vehicle 10 is in a decelerating state after the downshift of the transmission 30 is completed, the electric wastegate valve 21 is fully opened, that is, the flow rate of exhaust gas introduced into the turbine housing 16b of the turbocharger 16 is reduced. In addition, the opening degree of the electric waste gate valve 21 is controlled.

  Therefore, the exhaust gas discharged from the engine 10 is exhausted through the bypass passage 13d by opening the electric wastegate valve 21 so that the flow rate of the exhaust gas introduced into the turbine housing 16b of the turbocharger 16 is reduced. , The flow rate of exhaust gas introduced into the turbocharger 16 can be reduced and the pressure of exhaust gas discharged from the engine 10, so-called exhaust pressure, can be reduced, thereby reducing pumping loss and improving fuel efficiency. Can be made.

Further, by fully opening the electric wastegate valve 21, the flow rate of the exhaust gas introduced into the turbocharger 16 is instantaneously reduced, and the supercharging of the intake air by the turbocharger 16 is stopped and introduced into the combustion chamber 11 of the engine 10. By reducing the amount of air, the output torque of the engine 10 can be instantaneously reduced.
Therefore, since the output torque of the engine 10 can be instantaneously reduced, the deceleration of the vehicle 1 due to the rotational resistance of the engine 10 can be increased, and the feeling of deceleration felt by the driver after the downshift of the transmission 30 can be improved. .

  Further, after the downshift of the transmission 30 is completed, when the vehicle 10 is in an accelerated state, the opening degree of the electric wastegate valve 21 is held fully closed, and the exhaust gas is actively sent to the turbine housing 16b of the turbocharger 16. The turbocharger 16 supercharges the intake air and actively introduces air into the combustion chamber 11 of the engine 10, so that the rotation speed of the engine 10, that is, the rise of the output torque can be quickly made, As a result, the acceleration of the vehicle 1 can be improved.

  Furthermore, what is arrange | positioned on the coaxial of the said turbine is not restricted to a compressor, For example, a generator and a fan may be mounted | worn.

1 vehicle 10 engine (internal combustion engine)
12 Intake passage 13 Exhaust passage 13d Bypass passage 16 Turbocharger (supercharging means)
21 Electric Wastegate Valve (Wastegate Valve)
30 Transmission (automatic transmission)
40 Transmission mission control unit (first control means)
50 Engine control unit (second control means, running state detection means)
60a Acceleration position sensor (running state detection means)

Claims (3)

An internal combustion engine mounted on a vehicle and having a turbine disposed in an exhaust passage, a clutch to which power from the internal combustion engine is input and connected to connect and disconnect the power of the internal combustion engine, a plurality of gears, and a plurality of switching means are provided. And an automatic transmission that accelerates and decelerates the power input from the internal combustion engine and outputs the power from the output shaft, and first control means for controlling the operation of the automatic transmission based on a driver's request and the running state of the vehicle. And a second control means for controlling the operation of the internal combustion engine based on the request of the driver and the request of the first control means,
The internal combustion engine is provided in a bypass passage that bypasses the turbine, and has a wastegate valve that adjusts a flow rate of exhaust gas flowing to the bypass passage,
The first control means supplies a downshift request signal and a required torque to the second control means before the downshift of the automatic transmission is started,
When the downshift request signal is supplied from the first control means, the second control means performs a valve closing control for operating the wastegate valve to the closed side, and after the valve closing control is completed, the second control means performs the valve closing control. (1) A control apparatus for a vehicle, which performs control for adjusting the output of the internal combustion engine to a torque required by a control means. A driving state detecting means for detecting the driving state of the vehicle;
The second control means operates the wastegate valve to the open side when the traveling state detecting means detects a deceleration state of the vehicle after the downshift of the automatic transmission is completed. The vehicle control device according to claim 1.   The second control means maintains the opening degree of the wastegate valve or closes the wastegate valve when the traveling state detection means detects the acceleration state of the vehicle after the downshift of the automatic transmission is completed. The vehicle control device according to claim 2, wherein the vehicle control device is operated sideways.

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