JP2017115935A - Vehicular shift control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular shift control device capable of realizing adjustment in speed of a vehicle coinciding with feeling of a driver by executing a speed changing control on the basis of the most-appropriate speed change ratio in response to request for adjustment of a driver and preventing rotation preceding feeling or acceleration inferior feeling.SOLUTION: This invention is operated in such a way that a target output tgtW of an engine 2 is calculated on the basis of only an acceleration operating amount APS at a target output calculating part 16 of CVT transmission control side, an engine rotation speed Ne capable of accomplishing the target output tgtW under an assumption of a present engine torque T and a vehicle speed V is calculated as a target value at a transmission ratio calculating part 17 on the basis of the target torque tgtT of the engine 2 and a vehicle speed V calculated at the engine control side and a transmission stage R capable of attaining the engine rotation speed Ne is calculated to transmission control of CVT3.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a shift control device for a vehicle, and more particularly to a shift control device that calculates an optimal gear ratio corresponding to a driver's acceleration / deceleration request based on an accelerator operation amount.

  As this type of vehicle shift control device, for example, the technique described in Patent Document 1 can be cited. In the control block diagram of FIG. 11, a CVT shift control function and an engine control function are also shown. The engine control function includes a target torque calculation unit 101 that calculates a target torque tgtT, and the CVT shift control function is a shift function. A gear ratio calculation unit 102 that calculates the ratio R is provided.

  The target torque calculation unit 101 receives the engine rotational speed Ne and the accelerator operation amount APS, and calculates a target torque tgtT according to a preset three-dimensional torque map based on these detection information. As shown in the figure, in the torque map, the horizontal axis is the engine rotation speed Ne, the vertical axis is the target torque tgtT, and the characteristic line of each accelerator operation amount APS (0 to 100%) is set. Based on the characteristic line corresponding to the amount APS, the target torque tgtT is obtained from the engine speed Ne. The engine is operated with the throttle opening, the fuel injection amount, the fuel injection timing, the ignition timing, etc. controlled so as to achieve the target torque tgtT.

  The speed change ratio calculation unit 102 receives the accelerator operation amount APS and the vehicle speed V, and calculates the speed change ratio R according to a preset three-dimensional shift map based on the detected information. As shown in the figure, in the shift map, the horizontal axis is the vehicle speed V, the vertical axis is the rotational speed Nin of the input shaft of the CVT, and the characteristic line of each accelerator operation amount APS (0 to 100%) is set. The rotational speed Nin of the input shaft can be obtained from the vehicle speed V based on a characteristic line corresponding to the accelerator operation amount APS. Then, the CVT is shift-controlled so as to achieve a gear ratio R corresponding to the rotational speed Nin.

  As described above, in the conventional shift control device, the engine control and the CVT shift control are individually executed in parallel, and the shift control is performed in consideration of the engine torque T determined by the accelerator operation amount APS. The gear ratio R is determined using a three-dimensional shift map corresponding to the accelerator operation amount APS and the vehicle speed V in order to cope with various driver operations.

JP 2009-250083 A

However, in the prior art described in Patent Document 1, since a three-dimensional map is used for determining the transmission gear ratio R, a large amount of man-hours are required for setting a prior transmission map, and torque on the engine side is also required. There is also a problem that the manufacturing cost increases because it is necessary to match with a map and a large capacity is required for a storage device such as a ROM.
In addition, since not only the accelerator operation amount APS but also the vehicle speed V is reflected when calculating the transmission gear ratio R in order to cope with various driver operations, the same accelerator operation may be performed depending on the engine torque T and the transmission gear ratio. Even if the amount is APS, the engine output may be controlled differently. Therefore, for example, if the control of the gear ratio to the low side in response to the accelerator depression becomes excessive, the driver will get a sense of rotation precedence due to an unexpected increase in engine rotation, and conversely the control of the gear ratio to the low side will be insufficient. Then, it gives a feeling of acceleration failure. Such a difference between the driver's feeling and the acceleration / deceleration of the vehicle becomes a factor of deterioration of the drivability of the vehicle.

  The present invention has been made to solve such a problem, and the object of the present invention is to execute a shift control based on an optimum gear ratio according to the driver's acceleration / deceleration request, thereby rotating the vehicle. It is an object of the present invention to provide a vehicle speed change control device that can prevent a sense of precedence or a feeling of acceleration failure and realize vehicle acceleration / deceleration that matches the driver's feeling.

In order to achieve the above object, a shift control apparatus for a vehicle according to the present invention includes an accelerator operation amount detection means for detecting an accelerator operation amount,
Vehicle speed detection means for detecting the vehicle speed of the vehicle, and a value corresponding to the engine torque required according to the accelerator operation amount detected by the accelerator operation amount detection means, based on a preset characteristic A target output calculation means for calculating a target output of the engine from an accelerator operation amount, a target rotation of the engine for generating the target output based on a torque generated by the engine and a vehicle speed of the vehicle Speed ratio control means for calculating a speed and adjusting a speed ratio of the transmission so that the actual rotational speed of the engine becomes the target rotational speed is provided.

  According to the vehicle shift control apparatus configured as described above, the accelerator operation amount is an index that directly represents the request for acceleration / deceleration of the vehicle by the driver, and the target output calculated corresponding to the accelerator operation amount can be achieved. Thus, since the transmission is controlled to shift, the engine output is always controlled to a target output in accordance with the driver's request for acceleration / deceleration, and acceleration / deceleration of the vehicle that matches the driver's feeling can be realized.

  Further, in order to calculate the target output, it is only necessary to preset the relationship between the accelerator operation amount and the target output, and it is not necessary to match the calculated characteristic with the engine-side control characteristic. Furthermore, the procedure for calculating the gear ratio from the target output is naturally derived from the engine torque, vehicle speed, etc. at that time as a value that can achieve the target output. For this reason, the man-hours for adaptation are greatly simplified, and the capacity of a storage device such as a ROM can be reduced.

As other aspects, a travel resistance estimating means for estimating the travel resistance of the vehicle, and a first calculation characteristic switching means for switching a target output calculation characteristic for the accelerator operation amount by the target output calculation means based on the travel resistance. It is preferable to further comprise.
According to the shift control device for a vehicle configured as described above, it is possible to perform the operation only by switching the characteristic for calculating the target output from the accelerator operation amount according to the running resistance of the vehicle. For example, a higher target output is calculated on an uphill road compared to a flat road, and a higher target output is calculated when there are a large number of passengers and luggage. Can be run.

As another aspect, the driving operation learning means for learning the driving operation of the driver, and the second characteristic for switching the calculation characteristic of the target output with respect to the accelerator operation amount by the target output calculating means based on the learning result by the driving operation learning means. Preferably, the calculation characteristic switching means is further provided.
According to the shift control device for a vehicle configured as described above, it is possible to implement by simply switching the characteristic for calculating the target output from the accelerator operation amount according to the learning result. As a result, it is possible to realize vehicle acceleration / deceleration characteristics that are optimal for the driver, such as gentle acceleration / deceleration and sharp acceleration / deceleration.

As another aspect, throttle correction means for correcting the throttle opening of the engine to the increase side when the target output cannot be achieved due to insufficient torque of the engine despite the gear ratio adjustment by the gear ratio control means. It is preferable to further comprise (Claim 4).
According to the vehicle transmission control apparatus configured as described above, when the target output cannot be achieved even after adjusting the gear ratio, the engine throttle shortage is corrected by correcting the throttle opening of the engine to the increase side. Therefore, acceleration as intended by the driver is possible.

As another aspect, when the target rotational speed of the engine calculated by the gear ratio control means exceeds an upper limit rotational speed set in advance corresponding to the accelerator operation amount, the target rotational speed is set. It is preferable to further include rotation limiting means for limiting to the upper limit rotation speed.
According to the shift control device for a vehicle configured as described above, the target rotational speed of the engine is limited to the upper limit rotational speed, so that a so-called rotational advance feeling in which the engine significantly increases as compared with the acceleration feeling is prevented.

  As another aspect, at the time of sudden acceleration in which the rate of change of the accelerator operation amount toward the increase side is equal to or higher than a predetermined acceleration judgment value, a higher target output with the same accelerator operation amount compared to normal time different from sudden acceleration A third calculation characteristic switching means for switching the calculation characteristic of the target output with respect to the accelerator operation amount so as to calculate the accelerator operation amount, and the rotation limiting means is set to a higher rotation side at the time of sudden acceleration than at the normal time. It is preferable that the target rotation speed is limited based on the upper limit rotation speed.

  According to the shift control device for a vehicle configured in this way, it is easy to set the target output calculation characteristic for the accelerator operation amount during sudden acceleration and the upper limit rotational speed calculation characteristic during normal and sudden acceleration. Can be implemented. Then, a higher target output is calculated at the time of sudden acceleration, and a higher upper limit rotational speed is selected, so that the engine rotational speed is adjusted to a higher rotational speed by shift control without being limited to the upper limit rotational speed. The These factors make it possible to achieve good acceleration that matches the driver's feeling.

  According to the vehicle speed change control device of the present invention, the speed change control is executed based on the optimum speed change ratio according to the driver's acceleration / deceleration request, thereby preventing the driver from feeling that the rotation is ahead or accelerating poorly. The acceleration / deceleration of the vehicle that matches the sense can be realized.

1 is an overall configuration diagram illustrating a transmission control device for a vehicle according to an embodiment. It is a control block diagram which shows the function of engine control and CVT shift control by ECU. It is a time chart which shows the control condition of embodiment when an air-conditioner is switched from OFF to ON during cruise traveling and engine torque falls. It is a time chart which shows the control condition of embodiment at the time of accelerator depression by a driver. It is a figure which shows the output map in the time of the normal time in another example 1, and the time of rapid acceleration. It is a figure which shows the upper limit rotation map in the time of the normal time in another example 1, and the time of rapid acceleration. It is a figure which shows the switching condition of the calculation characteristic of the output map according to the road surface gradient in the another example. It is a time chart which shows the control condition of the other example 2 when a vehicle transfers to a climbing slope from a flat road. FIG. 10 is a diagram illustrating a learning state of output map calculation characteristics according to a driver's operation tendency in another example 3; FIG. 10 is a control block diagram of an ECU in another example 4; It is a control block diagram which shows the function of the engine control and CVT shift control by ECU of a prior art. It is a time chart which shows the control condition of a prior art when an air-conditioner is switched from OFF to ON during cruise driving and an engine torque falls. It is a time chart which shows the control condition of the prior art at the time of accelerator depression by a driver | operator. It is a time chart which shows the control condition of a prior art when a vehicle transfers to a climbing road from a flat road.

Hereinafter, an embodiment in which the present invention is embodied in a transmission control device for an FR vehicle will be described.
FIG. 1 is an overall configuration diagram showing a vehicle shift control apparatus according to the present embodiment.
An engine 2 is mounted on the vehicle 1 as a driving power source, and a belt-type CVT 3 (transmission) is connected to the engine 2. The output side of the CVT 3 is connected to a differential gear 5 via a propeller shaft 4, and the differential gear 5 is connected to drive wheels 7 (rear wheels) via left and right drive shafts 6. Although not shown, the CVT 3 is configured by connecting a primary pulley and a secondary pulley with an endless belt, the primary pulley is connected to the output shaft of the engine 2 via a torque converter and a clutch, and the secondary pulley is connected to the propeller shaft 4. It is connected. The primary pulley and the secondary pulley are driven by a hydraulic unit 8 (gear ratio adjusting means), whereby the speed ratio R of both pulleys is changed.

Torque generated by the engine 2 is transmitted to the drive wheels 7 through the CVT 3, the propeller shaft 4, the differential gear 5, and the drive shaft 6, and the vehicle 1 travels by the driving force generated in the drive wheels 7 and the transmission ratio R of the CVT 3 The driving force of the driving wheel 7 can be arbitrarily adjusted by increasing / decreasing the transmission torque according to the above.
In the passenger compartment, an ECU 10 (electronic) equipped with an input / output device (not shown), a storage device (ROM, RAM, BURAM, etc.) used for storing control programs and control maps, a central processing unit (CPU), a timer counter, etc. Control unit) is installed and performs overall control of the engine 2 and the CVT 3.

The functions are divided into an ECU for engine control and an ECU for CVT control without being controlled by a single ECU 10 in this way. For example, the gear ratio is instructed from the ECU for engine control to the ECU for CVT control. For example, any one ECU may give an instruction to the other ECU.
On the input side of the ECU 10, an accelerator sensor 11 (accelerator operation amount detection means) that detects the accelerator pedal operation amount APS by the driver, an engine rotation speed sensor 12 that detects the rotation speed Ne of the engine 2, and when the vehicle 1 is traveling Various sensors such as a vehicle speed sensor 13 (vehicle speed detecting means) for detecting the vehicle speed V of the vehicle are connected, and their detection information is input.

  Further, although not shown, a fuel injection valve that injects fuel into the engine 2, an igniter that ignites a spark plug, a motor that adjusts the opening of a throttle valve, and the like are connected to the output side of the ECU 10, and the hydraulic pressure of the CVT 3 Unit 8 is connected. Based on a command from the ECU 10, the injection amount and injection timing of the fuel injection valve, the ignition timing of the spark plug, the opening degree of the throttle valve, etc. are controlled, and the engine 2 is operated at a predetermined torque T and rotational speed Ne. Then, the hydraulic unit 8 is driven and the gear ratio R of the CVT 3 is adjusted.

FIG. 2 is a control block diagram showing functions of engine control and CVT shift control by the ECU 10.
The ECU 10 includes a target torque calculation unit 15 for executing engine control, a target output calculation unit 16 (target output calculation unit) and a gear ratio calculation unit 17 (transmission ratio control unit) for executing transmission control of the CVT 3. It has.

  The configuration of the target torque calculation unit 15 for engine control is the same as that of the prior art described with reference to FIG. 11, and the engine 2 is set according to a preset three-dimensional torque map based on the engine rotation speed Ne and the accelerator operation amount APS. The target torque tgtT is calculated. As shown in the figure, in the torque map, the horizontal axis is the engine rotation speed Ne, the vertical axis is the target torque tgtT, and the characteristic line of each accelerator operation amount APS (0 to 100%) is set. Based on the characteristic line corresponding to the amount APS, the target torque tgtT is obtained from the engine speed Ne. Then, the throttle opening, fuel injection amount and injection timing, ignition timing, etc. of the engine 2 are controlled by the ECU 10 so that the target torque tgtT is achieved, and the engine 2 is operated.

  On the other hand, the accelerator operation amount APS is input to the target output calculation unit 16 for shift control of the CVT 3, and the target output tgtW of the engine 2 is calculated according to a preset two-dimensional output map based on the detection information. As shown in the figure, in the output map, the horizontal axis represents the accelerator operation amount APS, the vertical axis represents the target output tgtW, and the target output tgtW is uniquely determined corresponding to the accelerator operation amount APS.

  The accelerator operation amount APS is an index that directly represents a request for acceleration / deceleration of the vehicle 1 by the driver, and the acceleration / deceleration of the vehicle 1 is naturally determined by the driving force of the drive wheels 7 and consequently the output of the engine 2 (= target output tgtW). . Since the output of the engine 2 is represented by the product of the torque T and the rotational speed Ne, the characteristics of the output map are determined in advance based on the torque T and the rotational speed Ne of the engine 2 corresponding to the accelerator operation amount APS. Yes. Specifically, as shown in FIG. 2, first, a torque map for deriving an optimal engine torque T according to the accelerator operation amount APS and an accelerator operation amount APS by a bench test of the engine 2 performed in advance. Accordingly, a rotation map for deriving the optimum engine rotation speed Ne is created, and the characteristics of the output map are determined from these maps. Of course, the torque map and the rotation map are applied only to the setting of the output map in advance, and only the output map is used for the actual control by the ECU 10.

The target output tgtW calculated by the target output calculation unit 16 based on the output map in this way is input to the gear ratio calculation unit 17 together with the target torque tgtT and the vehicle speed V from the target torque calculation unit 15, and the gear ratio calculation unit 17, the gear ratio R of CVT 3 at which the engine 2 can achieve the target output tgtW is calculated based on the current engine torque T and vehicle speed V.
More specifically, for example, when the accelerator operation amount APS is 50%, the target output calculation unit 16 calculates the target output tgtW that the engine 2 should output from the output map according to the accelerator operation amount APS 50%, while calculating the target torque. The unit 15 calculates, from the torque map, a target torque tgtT that should be generated by the engine 2 when the accelerator operation amount APS is 50% at the current engine speed Ne.

  Assuming that the target torque tgtT equivalent to 50% of the accelerator operation amount APS is currently achieved by the engine 2, the gear ratio calculation unit 17 calculates the target rotational speed tgtNe that can achieve the target output tgtW based on this target torque tgtT. Assuming the current vehicle speed V, the gear ratio R that can adjust the actual rotational speed Ne of the engine 2 to the target rotational speed tgtNe is calculated as a target value. That is, the gear ratio R is calculated by dividing the target output tgtW by the target torque tgtT and further by the vehicle speed V. Next, on the premise of the current vehicle speed V, a gear ratio R that can adjust the actual rotational speed Ne of the engine 2 to the target rotational speed tgtNe is calculated as a target value. Then, the hydraulic unit 8 is driven by the ECU 10 so as to achieve the speed ratio R, and the CVT 3 is controlled to be shifted.

  As described above, according to the shift control device for the vehicle 1 of the present embodiment, the target output calculation unit 16 does not depend on the vehicle speed V as in the prior art, but only based on the accelerator operation amount APS. The gear ratio calculation unit 17 calculates a target rotational speed tgtNe that can achieve the target output tgtW on the assumption of the current engine torque T and the vehicle speed V, and shifts the CVT 3 so as to achieve the target rotational speed tgtNe. I have control.

  As described above, the accelerator operation amount APS is an index that directly represents a request for acceleration / deceleration of the vehicle 1 by the driver, and in this embodiment, the target output tgtW of the engine 2 calculated as a value corresponding to the accelerator operation amount APS. Since the shift control of the CVT 3 is executed so that (= torque T × rotational speed Ne) can be achieved, the actual output of the engine 2 is always controlled to the target output tgtW according to the acceleration / deceleration request by the driver. The As a result, it is possible to reliably realize acceleration / deceleration of the vehicle 1 that matches the driver's feeling by preventing a feeling of prior rotation and a feeling of acceleration failure, thereby improving the drivability of the vehicle 1.

  Further, in the prior art shown in FIG. 11, a large adaptation man-hour is required for setting a three-dimensional shift map in accordance with the engine torque T and the vehicle speed V on the CVT shift control side, and a torque map on the engine 2 side. However, in the present embodiment shown in FIG. 2, the output map for calculating the target output tgtW is a two-dimensional map corresponding to the accelerator operation amount APS, and the engine 2 side There is no need to match the torque map. Further, the procedure for calculating the speed ratio R from the target output tgtW in the speed ratio calculating unit 17 is naturally derived from the engine torque T, the vehicle speed V, etc. at that time as a value that can achieve the target output tgtW. In this case, it is only necessary to know the information (torque T) on the engine 2 side, and a process such as map matching in advance is unnecessary. Due to the above factors, according to the present embodiment, it is possible to greatly simplify the adaptation man-hours relating to the prior map setting and the like, and it is possible to reduce the ROM capacity required for storing the output map, thereby reducing the manufacturing cost. it can.

In addition, according to the present embodiment, as a result of controlling the transmission ratio R of the CVT 3 using the target output tgtW as an index, the transmission ratio R is automatically set to the target output tgtW even when the engine torque T fluctuates. It is adjusted so that the vehicle speed can be maintained and the vehicle speed fluctuation can be suppressed.
FIG. 3 is a time chart showing the control state of the present embodiment when the air conditioner is switched from OFF to ON during cruise traveling and the engine torque T decreases as an example when the engine torque T fluctuates. FIG. It is a time chart which shows the control condition of a technique.

  First, when the air conditioner is in the OFF state, the accelerator operation amount APS is constant for cruise traveling, and the throttle opening TPS is also kept constant accordingly, and the throttle opening TPS and the operating state of the engine 2 (rotation speed) The engine 2 generates torque T according to Ne or load. In the prior art, the CVT 3 is controlled to a speed ratio R determined from the accelerator operation amount APS and the vehicle speed V. In this embodiment, the CVT 3 is controlled to a speed ratio R that can achieve the target output tgtW corresponding to the accelerator operation amount APS. Thus, the driving force (= target output tgtW) is transmitted to the driving wheels 7 respectively, and the vehicle 1 is traveling by cruise.

  As shown in FIG. 12, when the air conditioner is turned on in the prior art, the engine torque T is reduced by the amount of the driving load, and the driving force of the driving wheels 7 is also reduced by the amount of the torque reduction, thereby causing a reduction in the vehicle speed. The low speed ratio R is calculated from the shift map in response to the decrease in vehicle speed, and the vehicle speed is recovered. However, since this is a countermeasure after the decrease in the vehicle speed, the driver receives a sense of stall and accelerates the vehicle to recover the vehicle speed. This situation will increase the drivability.

  On the other hand, in the present embodiment, as shown in FIG. 3, the same applies until the engine torque T decreases by the driving load of the air conditioner, but the target output tgtW calculated based on the accelerator operation amount APS changes. The target output tgtW is maintained because the gear ratio R is controlled to the low side so as to compensate for the decrease in the engine torque T. Therefore, a decrease in the driving force of the drive wheels 7 is prevented in advance, and the vehicle speed V is kept constant without decreasing, so that the driver does not feel a stall and is required to increase the accelerator. Nor.

The control state when the engine torque T fluctuates is the case where the engine torque T fluctuates due to the load fluctuation of the alternator as well as the air conditioner, or the engine torque T fluctuates due to a change in temperature or pressure. And so on.
Further, in the above description, it is assumed that the vehicle is traveling by the accelerator operation of the driver, but the same applies to the execution of the auto cruise control based on the target vehicle speed. In auto-cruise control, when the vehicle speed V changes, recovery to the target vehicle speed is achieved by increasing / decreasing the engine torque T and increasing / decreasing the gear ratio. The driver during the auto cruise control who is not operating the accelerator feels the change in the vehicle speed sensitively. According to the present embodiment, it is possible to prevent a change in the vehicle speed without waiting for a countermeasure by the auto cruise control.

On the other hand, according to the present embodiment, the engine torque T is reflected in the speed ratio R calculation process in the speed ratio calculation unit 17 so that the control on both the engine 2 side and the CVT 3 side is executed in cooperation. Therefore, the acceleration feeling when the accelerator is depressed by the driver is also superior to the conventional technology.
FIG. 4 is a time chart showing the control status of the present embodiment when the driver steps on the accelerator, and FIG. 13 is a time chart showing the control status of the prior art.

First, the control state on the flat road is the same as that in the case where the air conditioner is in the OFF state. When the accelerator is depressed by the driver, the accelerator operation amount APS increases stepwise. In the prior art shown in FIG. 13, the engine torque T calculated from the torque map in response to the increase in the accelerator operation amount APS is also increased, and the low-side gear ratio R is calculated from the shift map. Although the driving force of the drive wheels 7 increases due to these two factors, the increase in the former engine torque T is on the engine control side, and the latter low-side transmission ratio R is on the transmission control side of the CVT 3. However, if the gear ratio is excessively controlled to the low side, the driver will get a feeling of rotation due to an unexpected increase in engine speed, and vice versa. In contrast, in the present embodiment shown in FIG. 4, the engine torque T calculated from the torque map in response to the increase in the accelerator operation amount APS is felt if the control to the low side of the gear ratio is insufficient. The increase is the same as in the prior art, but in parallel with this, when the transmission ratio calculation unit 17 calculates the transmission ratio R based on the target output tgtW calculated by the target output calculation unit 16, the torque map is used. The calculation process is executed by reflecting the obtained engine torque T. That is, the CVT 3 side does not calculate the speed ratio R according to the target output tgtW alone, but calculates the speed ratio R of the CVT 3 while expecting an increase in the engine torque T according to the accelerator depression. As a result, the increase in the engine torque T on the engine 2 side and the shift to the low side on the CVT 3 side are executed in cooperation, and the driving force increases smoothly in response to the increase in accelerator depression. Therefore, a good acceleration feeling can be realized.

By the way, as explained based on FIG. 2, the output map of the target output calculation unit 16 was set to uniquely calculate the target output tgtW corresponding to the accelerator operation amount APS, but the calculation characteristics can be switched. Well, there are some needs. For example, it is desirable that a higher target output tgtW (and shift control based thereon) is desirable during sudden acceleration (another example 1), or a change in travel resistance (change in road surface gradient, vehicle weight, etc.) acts on the vehicle 1 as a disturbance. In this case, the target output tgtW according to that (desired example 2) or the target output tgtW according to the driver's unique operation tendency (desired example 3) can be cited. Therefore, these will be sequentially described below as other examples 1 to 3.
[Example 1]
FIG. 5 is a diagram showing an output map during normal and sudden acceleration in another example, and FIG. 6 is a diagram showing an upper limit rotation map during normal and sudden acceleration.

  In this example, two types of normal maps and sudden accelerations are set as output maps, and an upper limit rotation map for limiting the engine rotation speed Ne at the time of shift control corresponding to each map is also provided. Two types, normal time and sudden acceleration, are set. In any map, the calculation characteristics in the partial range are different between the normal time and the sudden acceleration. In the output map, a higher target output tgtW is calculated with the same accelerator operation amount APS during the rapid acceleration than in the normal time. In the upper limit rotation map, a higher upper limit rotation speed upNe is calculated at the time of rapid acceleration than at the normal time.

In this example, only the output map at the time of sudden acceleration and the upper limit rotation map at the time of normal and sudden acceleration are added. Since these maps are two-dimensional maps, they can be implemented very easily. .
The ECU 10 regards it as a sudden acceleration when the rate of change of the accelerator operation amount APS by the driver toward the increase side is equal to or higher than a preset acceleration judgment value, and regards it as a normal time otherwise (not limited to acceleration). Then, an output map and an upper limit rotation map corresponding to it are selected (third calculation characteristic switching means). Then, CVT3 shift control is executed based on the target output tgtW calculated from the output map, and the target output tgtW is adjusted to an achievable engine rotational speed Ne, and the rotational speed Ne exceeds the upper limit rotational speed upNe. In the case (when the driver has increased so as to give the driver a priori of rotation), the upper limit rotational speed upNe is limited (rotation limiting means). In particular, during normal times, the rotational speed Ne is limited by the upper limit rotational speed upNe set on the lower rotational side, so that it is possible to effectively prevent a pre-rotation feeling during acceleration.

  On the other hand, since a higher target output tgtW is calculated at the time of rapid acceleration than at the normal time, the CVT 3 is shift-controlled based on the relatively low gear ratio R in order to achieve the target output tgtW. In parallel with this, in order to calculate a higher upper limit rotation speed upNe at the time of sudden acceleration compared to the normal time, the rotation speed Ne of the engine 2 is further increased by the shift control to the low side without being limited to the upper limit rotation speed upNe. It is adjusted to the high rotation side. Due to these factors, it is possible to realize good acceleration that matches the driver's feeling.

In this example, the calculation characteristics of the output map are switched between normal and sudden acceleration, and the upper limit rotation speed upNe is switched based on the upper limit rotation map accordingly. However, the present invention is not limited to this. For example, it is sufficient to switch the calculation characteristics of the output map between normal time and sudden acceleration, or after applying the calculation characteristics of a single output map, the rotation precedence can be sensed based on a single upper limit rotation speed upNe. You may make it prevent.
[Example 2]
FIG. 7 is a diagram illustrating a switching state of the calculation characteristics of the output map according to the road surface gradient in the second example.

In this example, it is assumed that the running vehicle 1 has shifted to an uphill road and the running resistance has increased. In contrast to the calculation characteristics of a flat road indicated by a solid line in the figure, the uphill road is indicated by a broken line. As described above, a higher target output tgtW is calculated with the same accelerator operation amount APS in the partial area, and the target output tgtW is higher than the flat road as the road surface gradient is larger.
The ECU 10 constantly calculates the road surface gradient during travel of the vehicle 1 (travel resistance estimation means), and when the calculated road surface gradient is on the uphill road side, the larger the road surface gradient, the higher the output map calculation characteristic. Correction to the output side (first calculation characteristic switching means). As described above, in this example, since the characteristic of the two-dimensional output map for calculating the target output tgtW from the accelerator operation amount APS is only corrected according to the road surface gradient, it can be implemented by a very simple process of the ECU 10.

The road surface gradient calculation process is well known and will not be described in detail. For example, it can be obtained based on a comparison between the target output tgtW of the engine 2 and the longitudinal acceleration of the vehicle 1.
FIG. 8 is a time chart showing a control situation of another example 2 when the vehicle 1 shifts from a flat road to an uphill road, and FIG. 14 is a time chart showing the control situation of the prior art.
First, the control state on a flat road is the same as in the case of the air conditioner OFF state described in the embodiment (FIGS. 3 and 11), and the traveling resistance increases when the vehicle 1 moves to the uphill road. In the prior art, since the accelerator operation amount APS does not change, the gear ratio R of the CVT 3 does not change, and the vehicle speed V inevitably decreases by the increase in travel resistance. As with the air conditioner ON, the vehicle speed can be recovered by the shift control to the low side in response to a decrease in the vehicle speed, but the driver feels stalled and is forced to step on the accelerator.

  On the other hand, in the present embodiment, the target output tgtW is increased as the road surface gradient of the uphill road is larger from the output map, in other words, as the running resistance acting on the vehicle 1 is larger, the increase in running resistance. The gear ratio R is controlled to the low side so as to compensate for the minute. Therefore, the driving force of the driving wheel 7 increases and the vehicle speed V is kept constant without decreasing, and the driver can continue traveling by the same accelerator operation as on a flat road, thereby improving the drivability of the vehicle 1. it can.

The control situation when the running resistance fluctuates is the same not only when the road surface gradient increases but also when the vehicle weight changes. For example, if the target output tgtW is increased as the number of passengers and luggage increases, the driver can always drive the vehicle 1 with the same accelerator operation regardless of the vehicle weight.
[Example 3]
FIG. 9 is a diagram showing a learning situation of the calculation characteristics of the output map according to the driver's operation tendency in the third example.

  In this example, the driver's own operation tendency is learned as the acceleration / deceleration of the accelerator operation (driving operation learning means), and the calculation characteristic of the average target output tgtW indicated by the solid line in the figure (the characteristic at the start of learning) On the other hand, as shown by the broken line, in the case of a driver who slowly operates the accelerator, the calculation characteristics gradually change in the direction in which the lower target output tgtW is calculated with the same accelerator operation amount APS in the partial area. On the contrary, in the case of a driver who quickly performs the accelerator operation, the calculation characteristics are gradually changed in a direction in which a higher target output tgtW is calculated with the same accelerator operation amount APS in the partial region (second calculation characteristic switching). means).

  While the vehicle 1 is traveling, the ECU 10 constantly calculates the rate of change of the accelerator operation amount APS by the driver and learns it as an inherent operation tendency, and accordingly calculates the target output tgtW from the average calculation characteristic of the solid line. The calculation characteristics are changed to the lower side or the higher side. As described above, in this example, since the characteristic of the two-dimensional output map for calculating the target output tgtW from the accelerator operation amount APS is only changed according to the learning result, it can be implemented by an extremely simple process of the ECU 10.

  Then, it can be considered that the driver who performs the accelerator operation moderately desires a gentle acceleration / deceleration of the vehicle 1, and the driver who performs the accelerator operation quickly desires the acceleration / deceleration of the vehicle 1 with sharpness. The driver's preference is learned as a unique driving operation, and the calculation characteristic of the target output tgtW is changed according to the learning result, so that the acceleration / deceleration characteristic of the vehicle 1 that is optimal for the driver can be realized. it can.

Note that the driver-specific operation tendency is not limited to the acceleration / deceleration of the accelerator operation, and may be learned using, for example, the braking / steering operation as an index.
By the way, in the above embodiment and the other examples 1 to 3, the target output tgtW calculated from the output map has been described on the assumption that it can be achieved by the shift control of the CVT 3. There may be a situation where the target output tgtW cannot be achieved. Therefore, a countermeasure in such a case will be described as another example 4.
[Example 4]
FIG. 10 is a control block diagram of the ECU 10 in another example 4.

  This is basically the same as that of the embodiment shown in FIG. 2, except that a throttle correction unit 18 is added on the engine control side. As described in the embodiment, the transmission ratio calculation unit 17 on the CVT transmission control side calculates the transmission ratio R at which the engine 2 can achieve the target output tgtW on the assumption of the current engine torque T and the vehicle speed V. In a situation where the target output tgtW cannot be achieved despite the gear ratio R being set so as to increase the engine rotational speed Ne to the upper limit, the driver's intended acceleration cannot be obtained.

  In such a case, the gear ratio calculation unit 17 calculates the gear ratio R corresponding to the upper limit rotational speed upNe as a target value, and then determines the engine torque T deficiency from the deficiency in the target output tgtW. Then, a correction amount ΔTPS to increase the throttle opening TPS that can compensate for the torque shortage is calculated, and the increase correction amount ΔTPS is output to the throttle correction unit 18 (throttle correction means). As a result of the throttle opening TPS being corrected to increase by the throttle correction unit 18 based on the increase correction amount ΔTPS, the engine torque T is increased from the target torque tgtT from the target torque calculation unit 15 and the torque shortage is eliminated. . Therefore, the target output tgtW is achieved, and acceleration as intended by the driver can be realized.

This is the end of the description of the embodiment, but the aspect of the present invention is not limited to this embodiment. For example, in the above-described embodiment and each example, the invention is embodied in the FR vehicle speed change control device. However, the vehicle type is not limited to this, and may be applied to, for example, an FF vehicle or a 4WD vehicle.
Further, in the above-described embodiment and each of the other examples, the shift control device for the belt-type CVT 3 is embodied, but the type of transmission is not limited to this and can be arbitrarily changed. For example, the present invention may be applied to a stepped automatic transmission in which a torque converter and a planetary gear mechanism are combined. In this case, the gear ratio calculation unit 17 performs a gear shift closest to the gear ratio R at which the target output tgtW can be achieved. The speed may be selected as the target shift speed. Although not redundantly described, the same operational effects as those of the above-described embodiment can be realized, and further corresponding operational effects can be obtained by applying different examples.

1 Vehicle 2 Engine 3 CVT (Transmission)
8 Hydraulic unit (speed ratio adjusting means)
11 Accelerator sensor (Accelerator operation amount detection means)
13 Vehicle speed sensor (vehicle speed detection means)
ECU10
(Target output calculation means, gear ratio control means, running resistance estimation means, driving operation learning means,
(Throttle correction means, rotation limiting means, first to third calculation characteristic switching means)
16 Target output calculation unit (target output calculation means)
17 Gear ratio calculation unit (speed ratio control means)

Claims (6)

An accelerator operation amount detecting means for detecting an accelerator operation amount;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
A target output of the engine is calculated from the accelerator operation amount based on a preset characteristic as a value corresponding to the engine torque required according to the accelerator operation amount detected by the accelerator operation amount detection means. Target output calculation means;
Based on the torque generated by the engine and the vehicle speed of the vehicle, the target rotational speed of the engine for generating the target output is calculated, and the actual rotational speed of the engine becomes the target rotational speed. A vehicle gear ratio control means for adjusting the gear ratio of the transmission as described above. Running resistance estimating means for estimating the running resistance of the vehicle;
2. The vehicle according to claim 1, further comprising: a first calculation characteristic switching unit that switches a calculation characteristic of a target output with respect to the accelerator operation amount by the target output calculation unit based on the running resistance. Shift control device. Driving operation learning means for learning the driving operation of the driver;
2. The apparatus according to claim 1, further comprising second calculation characteristic switching means for switching a target output calculation characteristic for the accelerator operation amount by the target output calculation means based on a learning result by the driving operation learning means. Or a vehicle shift control device according to 2; Throttle correction means for correcting the throttle opening of the engine to the increasing side when the target output cannot be achieved due to insufficient engine torque despite the gear ratio adjustment by the gear ratio control means. 4. The transmission control apparatus for a vehicle according to any one of claims 1 to 3. The target rotational speed is limited to the upper limit rotational speed when the target rotational speed of the engine calculated by the transmission ratio control means exceeds an upper limit rotational speed set in advance corresponding to the accelerator operation amount. 5. The vehicle shift control device according to claim 1, further comprising rotation limiting means for performing the above operation. At the time of sudden acceleration when the rate of change of the accelerator operation amount toward the increase side is equal to or higher than a predetermined acceleration determination value, a higher target output is calculated with the same accelerator operation amount than at normal time different from the sudden acceleration. And further comprising third calculation characteristic switching means for switching the calculation characteristic of the target output with respect to the accelerator operation amount,
6. The vehicle according to claim 5, wherein the rotation limiting unit limits the target rotation speed based on the upper limit rotation speed set to a higher rotation side during a rapid acceleration than in the normal time. Shift control device.

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