JP2017129049A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the estimation accuracy of input torque input to an automatic transmission from an engine when fuel supply to the engine and supply stop are switched during traveling of a vehicle.SOLUTION: A vehicle control device performs control for stopping fuel supply after performing ignition retardation control of an engine according to an acceleration operation during traveling of a vehicle. The vehicle control device calculates a first estimated torque on the basis of a suction air volume of the engine at an accelerator-on time, calculates a second estimated torque on the basis of the suction air volume and an ignition retardation amount at an accelerator-off time. When accelerator-on and accelerator-off are switched (step S2:Yes/step S6:Yes), it performs processing for gradually changing an estimated input torque to a post-switching estimated value from a pre-switching estimated value (step S3/step S7).SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle control device.

  Patent Document 1 discloses a vehicle control device that performs control for retarding the ignition timing of the engine before the fuel cut is started when the fuel supply is stopped (fuel cut) when the electronic throttle of the engine is closed. Yes. Patent Document 2 discloses a vehicle control device that estimates an input torque input from an engine to a transmission and controls the transmission using an estimated value of the input torque. The vehicle control device described in Patent Document 2 is configured to estimate an input torque using a preset map during fuel cut.

JP 2001-271690 A JP 2001-330126 A

  However, in the configuration described in Patent Document 2, when the ignition delay is performed before the start of the fuel cut as described in Patent Document 1, the engine torque decreases due to the ignition delay, and the input torque from the engine to the transmission is reduced. Is not taken into account. Therefore, when transitioning to the fuel cut state during traveling, an input torque that is larger than the actual value becomes an estimated value, and if the estimated value is used to control the hydraulic pressure of the transmission, a speed increase or a shock will occur. End up.

  The present invention has been made in view of the above circumstances, and considers a decrease in engine torque due to an ignition delay when transitioning to a fuel cut state in which fuel supply to the engine is stopped during vehicle travel. An object of the present invention is to provide a vehicle control device that can estimate an input torque to an automatic transmission.

  The present invention implements control to stop fuel supply after retarding the ignition timing of the engine when the accelerator is turned on while the vehicle is running, and the input input from the engine to the automatic transmission In a vehicle control device that performs hydraulic control of the automatic transmission based on an estimated value of torque, a first estimated torque is calculated based on an intake air amount of the engine as means for estimating the input torque when the accelerator is on Vehicle estimation, and second estimation means for calculating a second estimated torque based on the intake air amount and the ignition delay amount as means for estimating the input torque when the accelerator is off. When the accelerator on and the accelerator off are switched during, the estimated value of the input torque used for the hydraulic control is switched from the estimated value before switching. Which comprises carrying out a process of gradually changing to estimate.

  In the present invention, when transitioning to the fuel cut state while the vehicle is running, the input torque from the engine to the automatic transmission is estimated in consideration of the decrease in engine torque due to the ignition delay, so the input torque estimation accuracy is improved. To do. In addition, since the estimated value of the input torque is gradually changed at the time of the transition, it is possible to suppress an increase in the number of revolutions and a shock when the accelerator is switched on and the accelerator is switched off.

FIG. 1 is a schematic configuration diagram illustrating an example of a vehicle equipped with a vehicle control device. FIG. 2 is a schematic configuration diagram schematically showing the engine and its related parts. FIG. 3 is a flowchart showing a main loop of a calculation flow of the estimated input torque. FIG. 4 is a flowchart showing an example of the sub-loop A. FIG. 5 is a flowchart showing an example of the sub-loop B. FIG. 6 is a diagram for explaining a difference in torque change depending on the presence or absence of the ignition retard. FIG. 7 is a diagram for explaining that the input torque is gradually changed at the time of transition.

  Hereinafter, a vehicle control device according to an embodiment of the present invention will be described in detail with reference to the drawings.

[1. vehicle]
FIG. 1 is a schematic configuration diagram illustrating an example of a vehicle equipped with a vehicle control device. The vehicle Ve includes an engine 1 constituted by an internal combustion engine with a supercharger as a driving power source. The power output from the engine 1 is input to the automatic transmission 3 via the torque converter 2. The power shifted by the automatic transmission 3 is output from the automatic transmission 3 to the propeller shaft 4 and transmitted to the left and right drive shafts 6 via the propeller shaft 4 and the differential gear 5, thereby driving the left and right drives. The wheel 7 is driven.

  FIG. 2 is a schematic configuration diagram schematically showing the engine 1 and its related portions. The engine 1 is configured by fastening a cylinder head on a cylinder block, and is formed by arranging a plurality of cylinders 21. A piston 22 is fitted to each cylinder 21 so as to be movable up and down. Each piston 22 is connected to a crankshaft (not shown) via a connecting rod 23.

  An intake manifold 25 is connected to the combustion chamber of the cylinder 21 via an intake port provided with an intake valve 24. An intake pipe 27 is connected to the intake manifold 25 via a surge tank 26. The intake pipe 27 is connected to an air intake port that takes in air A. An air cleaner 28 is attached to the air intake. In the intake pipe 27, an electronic throttle 29 having a throttle valve 29 a is provided on the downstream side of the air cleaner 28.

  An exhaust manifold 31 is connected to the combustion chamber of the cylinder 21 via an exhaust port provided with an exhaust valve 30. An exhaust pipe 32 for exhausting the exhaust gas E is connected to the exhaust manifold 31. A start catalyst 33, a NOx occlusion reduction catalyst 34, and a NOx selective reduction catalyst 35 are attached to the exhaust pipe 32.

  A turbocharger 36 is provided in the intake pipe 27 and the exhaust pipe 32. The turbocharger 36 has a configuration in which a compressor 36a provided in the intake pipe 27 and a turbine 36b provided in the exhaust pipe 32 are integrally connected by a turbine shaft 36c. A water-cooled intercooler 37 that cools the intake air that has been supercharged by the compressor 36a and has risen in temperature is provided in the intake pipe 27 on the downstream side of the compressor 36a in the turbocharger 36.

  The intake pipe 27 includes a pipe line 27a that bypasses the compressor 36a. The pipe 27a is provided with a blow-off valve 38 for releasing excess pressure between the turbocharger 36 and the throttle valve 29a. The exhaust pipe 32 includes a pipe line 32a that bypasses the turbine 36b, and a waste gate valve 39 for adjusting the amount of exhaust gas E flowing into the turbine 36b is provided in the pipe line 32a.

  An EGR conduit 40 is provided between the intake pipe 27 and the exhaust pipe 32. The EGR pipe 40 is for allowing a part of the exhaust gas E discharged from the engine 11 to flow from the exhaust pipe 32 to the intake pipe 27 to be taken into the engine 1 as EGR gas. The EGR pipe line 40 is provided with an EGR cooler 41 and an EGR valve 42.

  Inside the engine 1, an injector 43 for injecting fuel into the intake port is provided, and an ignition plug 44 for igniting the air-fuel mixture in the combustion chamber is provided.

  Further, an airflow sensor 45, an intake air temperature sensor 46, a supercharging pressure sensor 47, an air-fuel ratio sensor 48, and a crank angle sensor 49 are provided as sensors for detecting the state of the engine 1. The air flow sensor 45 is provided on the downstream side of the air cleaner 28 and detects the inflow amount of air A (hereinafter referred to as “intake air amount”). The intake air temperature sensor 46 is provided on the upstream side of the intercooler 37 in the intake pipe 27, and detects the temperature of the intake air supercharged by the compressor 36 a of the turbocharger 36. The supercharging pressure sensor 47 is provided in the surge tank 26 and detects the supercharging pressure of the supercharged intake air. The air-fuel ratio sensor 48 is provided upstream of the turbine 36b in the exhaust pipe 32, and detects the oxygen concentration in the exhaust gas. The crank angle sensor 49 detects the rotation angle (crank angle) of the crankshaft of the engine 1.

  Returning to FIG. 1, the torque converter 2 is configured by a fluid transmission device filled with liquid, and a lock-up clutch (not shown) is provided therein. Specifically, the torque converter 2 includes a pump impeller (input element) connected to the crankshaft of the engine 1, a turbine runner (output element) connected to the input shaft of the automatic transmission 3, and a stator. Provided (none shown). The lock-up clutch is engaged and released by the hydraulic pressure inside the torque converter 2. In an engaged state of the lockup clutch, the pump impeller and the turbine runner are engaged so as to rotate integrally, and the engine 1 and the automatic transmission 3 are directly connected. On the other hand, when the lock-up clutch is released, the engagement elements are not in contact with each other, so that the pump impeller and the turbine runner can rotate relative to each other, and the engine torque is transmitted from the pump impeller to the turbine runner via the fluid. An effect of amplifying torque transmitted from the engine 1 to the automatic transmission 3 is produced. Further, by controlling the hydraulic pressure in the torque converter 2, the lock-up clutch can be controlled to a half-engaged state (flex state). The half-engaged state is a state between the engaged state and the released state. In the half-engaged state of the lockup clutch, the engagement elements (lockup piston, front cover) are slid, that is, the pump impeller and the turbine runner rotate relative to each other while the engagement elements are in contact with each other. It becomes. When the operation state of the vehicle Ve is included in a predetermined lockup region, the lockup clutch can be controlled to be engaged. Further, when the operation state of the vehicle Ve is included in the predetermined flex region, the lockup clutch is configured to be controlled to a half-engaged state (flex state).

[2. Control device]
The vehicle Ve is equipped with a vehicle control device 100 for controlling the drive system. The vehicle control apparatus 100 includes an engine ECU 101, an automatic transmission ECU 102, and a hydraulic pressure control unit 103. Each of the ECUs 101 and 102 is an electronic control device mainly composed of a known microcomputer including a CPU, a RAM, a ROM, and the like. The engine ECU 101 and the automatic transmission ECU 102 are configured to communicate with each other and transmit and receive various command signals and sensor signals.

  The engine ECU 101 detects the state of the engine 1 based on signals input from various sensors, executes various calculations using the input signals, and controls the engine 1. As shown in FIG. 1, signals are input from the vehicle speed sensor 111 and the accelerator opening sensor 112 to the engine ECU 101. The vehicle speed sensor 111 is a sensor that detects the vehicle speed, and outputs a vehicle speed signal to the engine ECU 101. The accelerator opening sensor 112 is a sensor that detects an accelerator opening according to the amount of depression of an accelerator pedal (not shown) by the driver, and outputs an accelerator opening signal to the engine ECU 101. The engine ECU 101 receives signals from an air flow sensor 45, an intake air temperature sensor 46, a supercharging pressure sensor 47, an air-fuel ratio sensor 48, and a crank angle sensor 49. For example, a signal (intake air amount signal) output from the air flow sensor 45 is input to the engine ECU 101. A signal (crank angle signal) output from the crank angle sensor 49 is input to the engine ECU 101. The engine ECU 101 calculates the rotation speed of the engine 1 (engine rotation speed) based on the crank angle signal.

  Specifically, the engine ECU 101 controls the fuel injection amount and fuel injection timing by the injector 43, the ignition timing by the spark plug 44, and the like based on the input signal. Various calculation results in the engine ECU 101 are output to the engine 1 as command signals. That is, the engine 1 is electronically controlled by the engine ECU 101.

  Further, engine ECU 101 controls engine 1 based on the vehicle speed signal from vehicle speed sensor 111 and the accelerator opening signal from accelerator opening sensor 112 so as to realize the driving force required by the driver. In this case, the engine ECU 101 controls the intake air amount by controlling the opening degree (throttle opening degree) of the electronic throttle 29 according to the required torque of the engine 1, and also controls the fuel injection amount and the ignition timing. At that time, the engine ECU 101 detects the position (piston position) of each piston 22 based on the crank angle signal input from the crank angle sensor 49 and controls the fuel injection timing and the ignition timing. For example, the engine ECU 101 is configured to be able to control the amount of retardation when executing control to retard the ignition timing.

  Furthermore, the engine ECU 101 executes control (fuel cut control) for stopping fuel supply to the engine 1 when the vehicle Ve satisfies a predetermined condition (execution condition) while the vehicle Ve is traveling. If the predetermined condition (return condition) is satisfied during execution of the fuel cut control, the engine ECU 101 executes control (return control) for restarting fuel supply to the engine 1.

  The automatic transmission ECU 102 controls the automatic transmission 3 by controlling the hydraulic control unit 103. That is, the automatic transmission 3 is electronically controlled by the automatic transmission ECU 102. The automatic transmission ECU 102 performs various calculations using a command signal input from the engine ECU 101, a vehicle speed signal, and an accelerator opening signal, and outputs the calculation result to the hydraulic control unit 103 as a command signal (hydraulic command value). To do.

  The hydraulic control unit 103 includes a hydraulic control circuit (not shown) including an electromagnetic valve and the like, and controls the shift operation of the automatic transmission 3 and the torque converter 2 based on a command signal from the automatic transmission ECU 102. . The automatic transmission ECU 102 controls the oil pressure control unit 103 to control the oil pressure inside the torque converter 2 to control the state of the lockup clutch.

  The automatic transmission ECU 102 estimates torque (input torque) actually input from the engine 1 to the automatic transmission 3 (torque converter 2), and based on the estimated input torque (estimated torque), torque The converter 2 and the automatic transmission 3 are controlled. In short, the vehicle control device 100 estimates the torque (engine torque) output from the engine 1 and performs hydraulic control of the automatic transmission 3 (torque converter 2) using the estimated engine torque (estimated engine torque). carry out.

  For example, when the vehicle Ve is traveling, the vehicle control apparatus 100 determines that the execution condition is satisfied when the driver detects that the accelerator opening is fully closed (accelerator OFF) due to the accelerator pedal being depressed. Execute fuel cut control. At the time of transition from the fuel supply state to the fuel cut state, the vehicle control device 100 executes control (ignition delay control) for retarding the ignition timing of the engine 1 and then stops the fuel supply (starts fuel cut). ) Since the engine torque decreases by starting the ignition delay control, the vehicle control device 100 calculates an estimated input torque that takes into account the decrease in torque due to the ignition delay. Then, hydraulic control of the automatic transmission 3 (torque converter 2) is performed using the estimated input torque.

[3. Estimated input torque calculation method (main loop)]
FIG. 3 is a flowchart showing a main loop of a calculation flow of the estimated input torque. The vehicle control device 100 is configured to repeat the control routine shown in FIG. 3 at predetermined time intervals while the vehicle Ve is traveling.

  The vehicle transmission device 100 determines whether or not the accelerator is OFF while the vehicle is traveling (step S1). In step S1, when the accelerator fully closed information is detected, specifically, when the driver detects an accelerator opening signal indicating that the accelerator opening is 0 by stopping the depression of the accelerator pedal, Is positively determined when a throttle opening signal indicating that the intake air amount is 0, that is, an idle switch ON signal indicating that the idle switch is ON, is detected.

  As a result of the determination process in step S1, if the accelerator is OFF during vehicle travel (step S1: Yes), it is determined whether the previous value is not the accelerator OFF (step S2). For example, if the previous value is the accelerator ON and the current value is the accelerator OFF, an affirmative determination is made in step S2.

  As a result of the determination process in step S2, if the previous value is the accelerator ON (step S2: Yes), the accelerator is switched from the accelerator ON to the accelerator OFF while the vehicle is running, and the first estimate is the estimated value when the accelerator is ON. A value obtained by performing a gradual change process from the torque Tqfwd to the second estimated torque Tqreal, which is an estimated value when the accelerator is OFF, is substituted for the input torque Tqintc (step S3). The first estimated torque Tqfwd is an estimated torque value calculated based on the intake air amount. In the process of step S3, a sub-loop A (first subroutine) shown in FIG. 4 is executed. After executing the process of step S3, the control routine ends.

  As a result of the determination process in step S2, if the previous value is the accelerator OFF (step S2: No), the transition coefficient Ktran is set to 0 (step S4), and the second estimated torque Tqreal, which is an estimated value when the accelerator is OFF, is set. Then, it is substituted for the input torque Tqintc (step S5). The processes of steps S4 and S5 are executed when the accelerator is OFF while the vehicle is running. The second estimated torque Tqreal is an estimated value that takes into account a decrease in engine torque (decrease in input torque) due to ignition retardation based on a first estimated torque Tqfwd described later. For example, the second estimated torque Tqreal is calculated based on the intake air amount and the ignition retardation amount. The input torque Tqintc is an estimated value used when the vehicle control device 100 executes hydraulic control of the automatic transmission 3 (torque converter 2). After executing the process of step S5, the control routine ends.

  On the other hand, if the result of determination in step S1 is that the accelerator is not OFF during vehicle travel (step S1: No), it is determined whether or not the previous value is accelerator ON (step S6). For example, if the previous value is the accelerator ON and the current value is the accelerator OFF, an affirmative determination is made in step S6.

  As a result of the determination in step S6, if the previous value is not the accelerator ON (step S6: Yes), the accelerator is switched from the accelerator ON to the accelerator OFF while the vehicle is running, and the second estimated torque that is an estimated value when the accelerator is OFF. What has undergone a gradual transition process from Tqreal to the first estimated torque Tqfwd, which is an estimated value when the accelerator is ON, is substituted for the input torque Tqintc (step S7). In the process of step S7, the sub-loop B (second subroutine) shown in FIG. 5 is executed. After executing the process of step S7, the control routine ends.

  As a result of the determination in step S6, when the previous value is the accelerator ON (step S6: No), the transition coefficient Ktran is set to 0 (step S8), and the first estimated torque Tqfwd that is the estimated value when the accelerator is ON is set. Substitute for the input torque Tqintc (step S9). Then, this control routine ends.

[4. Sub-loop A (first subroutine)]
FIG. 4 is a flowchart showing the processing flow of the sub-loop A. The vehicle control device 100 calculates the first intermediate variable Tqtemp1 using the second estimated torque Tqreal and the transition coefficient Ktran (step S11). In step S11, an equation of “first intermediate variable Tqtemp1 = second estimated torque Tqreal × transition coefficient Ktran” is calculated. Further, vehicle control apparatus 100 calculates second intermediate variable Tqtemp2 using first estimated torque Tqfwd and transition coefficient Ktran (step S12). In step S12, an equation of “second intermediate variable Tqtemp2 = first estimated torque Tqfwd × (1−transition coefficient Ktran)” is calculated. Then, vehicle control device 100 calculates input torque Tqintc using first intermediate variable Tqtemp1 calculated in step S11 and second intermediate variable Tqtemp2 calculated in step S12 (step S13). In step S13, an equation of “input torque Tqintc = first intermediate variable Tqtemp1 + second intermediate variable Tqtemp2” is calculated. Each intermediate variable Tqtemp1, Tqtemp2 is an intermediate variable for ratio calculation.

  For example, when the transition coefficient Ktran = 0.6, a process of generating a torque obtained by adding 60% of the first estimated torque Tqfwd and 40% of the second estimated torque Tqreal by the calculation process in steps S11 to S13. To do. In this case, “first intermediate variable Tqtemp1 = second estimated torque Tqreal × 0.6” is calculated in step S11, and “second intermediate variable Tqtemp2 = first estimated torque Tqfwd × (1-0.6)” is calculated in step S12. Is calculated. In step S13, the input torque Tqintc is calculated by adding the first intermediate variable Tqtemp1 and the second intermediate variable Tqtemp2.

  Further, the vehicle control device 100 increases the transition coefficient Ktran in accordance with a predetermined sweep rate (step S14). Then, the vehicle control device 100 determines whether or not the transition coefficient Ktran is 1 or more (step S15). If the result of determination in step S15 is that the transition coefficient Ktran is 1 or more (step S15: Yes), the process returns to the main loop shown in FIG. 3 (step S16), and this sub-loop A ends. On the other hand, if the result of determination in step S15 is that the transition coefficient Ktran is not 1 or more (step S15: No), the vehicle control device 100 increases the transition coefficient Ktran at a constant rate (step S17). After executing the process of step S17, the sub-loop A ends.

  The vehicle control device 100 executes sub-loop A shown in FIG. 4 to start fuel cut when switching from accelerator ON to accelerator OFF while the vehicle is running, that is, when the fuel cut control execution condition is satisfied. While the ignition timing is retarded, the input torque that is an estimated value is changed from the first estimated torque Tqfwd before switching (when the accelerator is ON) to the second estimated torque Tqreal after switching (when the accelerator is OFF). Tqintc can be gradually changed. As a result, when the vehicle transitions to the fuel cut state while the vehicle is running, the hydraulic control of the automatic transmission 3 (torque converter 2) is performed using the input torque Tqintc that gradually changes as described above, thereby controlling the hydraulic control. It is possible to suppress excess and deficiency of necessary hydraulic pressure and oil amount, and to suppress hydraulic pressure delay. Therefore, it is possible to suppress the rotation speed of the turbine runner of the torque converter 2 from being blown up and to suppress a shock.

[5. Sub-loop B (second subroutine)]
FIG. 5 is a flowchart showing a processing flow of the sub-loop B. The vehicle control device 100 calculates the first intermediate variable Tqtemp1 using the first estimated torque Tqfwd and the transition coefficient Ktran (step S21). In step S21, an equation of “first intermediate variable Tqtemp1 = first estimated torque Tqfwd × transition coefficient Ktran” is calculated. Further, the vehicle control device 100 calculates the second intermediate variable Tqtemp2 using the second estimated torque Tqreal and the transition coefficient Ktran (step S22). In step S22, an expression “second intermediate variable Tqtemp2 = second estimated torque Tqreal × (1−transition coefficient Ktran)” is calculated. Then, vehicle control apparatus 100 calculates input torque Tqintc using first intermediate variable Tqtemp1 calculated in step S21 and second intermediate variable Tqtemp2 calculated in step S22 (step S23). In step S23, an expression “input torque Tqintc = first intermediate variable Tqtemp1 + second intermediate variable Tqtemp2” is calculated.

  Further, the vehicle control device 100 increases the transition coefficient Ktran in accordance with a predetermined sweep rate (step S24). Then, the vehicle control device 100 determines whether or not the transition coefficient Ktran is 1 or more (step S25). If the result of determination in step S25 is that the transition coefficient Ktran is 1 or more (step S25: Yes), the process returns to the main loop shown in FIG. 3 (step S26), and this sub-loop B ends. On the other hand, as a result of the determination in step S25, if the transition coefficient Ktran is not 1 or more (step S25: No), the vehicle control device 100 increases the transition coefficient Ktran at a constant rate (step S27). After executing the process of step S27, the sub-loop B ends.

  When the vehicle control device 100 executes the sub-loop B shown in FIG. 5 to switch from the accelerator OFF to the accelerator ON while the vehicle is traveling, that is, when the return condition is satisfied during the fuel cut control, the vehicle control device 100 ( It is possible to gradually change the input torque Tqintc, which is an estimated value, from the second estimated torque Tqreal when the accelerator is OFF) to the first estimated torque Tqfwd after the switching (when the accelerator is ON).

[6. Ignition delay angle]
FIG. 6 is a diagram for explaining a change in engine torque depending on the presence or absence of ignition retard. Fuel cut is started (time t ₂ ) after a predetermined time has elapsed after the vehicle Ve is traveling and the accelerator is turned off (time t ₁ ). When the vehicle control device 100 starts fuel cut control during traveling with a predetermined execution condition established, the vehicle control device 100 first executes a series of controls for starting fuel cut after starting ignition retard control. That is, at the time of transition to the fuel cut state during traveling of the vehicle, the control sequence can be handled continuously from ignition retard control to fuel cut control. As shown in FIG. 6, when the engine torque transition from the accelerator OFF to the start of fuel cut is compared with the presence or absence of the ignition delay, the ignition delay is not performed when the ignition delay is performed. It can be seen that the torque decreases more quickly. The vehicle control apparatus 100 of the present embodiment is configured to execute the processes shown in FIGS. 3 to 5 described above in consideration of the torque change due to the presence or absence of ignition retard control as shown in FIG.

[7. Gradual transition process]
FIG. 7 is a diagram for explaining the process of shifting the estimated torque gradually. The upper part of FIG. 7 shows the transition of the input torque Tqintc when the gradual change transition process is executed, and the lower part of FIG. 7 shows the accelerator ON / OFF. As shown in FIG. 7, when the vehicle Ve is traveling while the accelerator is on (time t ₁ ), the input torque Tqintc is changed from the first estimated torque Tqfwd before switching to the second estimated torque Tqreal after switching. A gradually changing process (gradual change transition process) is started. The first estimated torque Tqfwd is larger than the second estimated torque Tqreal. Therefore, when the gradually changing process of the input torque Tqintc is executed as shown in FIG. 7, the input torque Tqintc gradually decreases from the first estimated torque Tqfwd toward the second estimated torque Tqreal.

  As described above, according to the present embodiment, when the fuel is supplied during the vehicle travel, the fuel stop is performed after the ignition timing is retarded and the ignition stop is performed. The input torque from the engine to the automatic transmission is estimated in consideration of the torque drop due to the retardation. Further, control for gradually changing the estimated input torque is executed. As a result, it is possible to suppress a shock caused by a rise in the turbine speed or a delay in hydraulic pressure.

  For example, if the estimated input torque based on the intake air amount when the fuel cut is not performed as in the conventional case is used as the estimated value when the fuel cut is performed as it is, the hydraulic control of the transmission is affected and the rotation There is a risk that a shock may occur due to a large number of blows or a delay in hydraulic pressure. According to the above-described embodiment, even when the deceleration flex control is performed from a relatively large accelerator opening, in order to start the gradually changing process of the estimated value of the engine torque based on the change of the accelerator opening. Therefore, it is possible to ensure the amount of hydraulic control required at the start of the fuel cut control or when returning from the fuel cut control to the fuel injection state without excessive or insufficient delay.

DESCRIPTION OF SYMBOLS 1 Engine 2 Torque converter 3 Automatic transmission 100 Vehicle control device Ve Vehicle

Claims (1)

When the accelerator is turned on from the accelerator on while the vehicle is running, control is performed to stop the fuel supply after retarding the ignition timing of the engine, and the estimated value of the input torque input from the engine to the automatic transmission In the vehicle control device for performing hydraulic control of the automatic transmission based on
As a means for estimating the input torque when the accelerator is on, a first estimation means for calculating a first estimated torque based on an intake air amount of the engine;
A means for estimating the input torque when the accelerator is off, a second estimating means for calculating a second estimated torque based on the intake air amount and the ignition delay amount;
When the accelerator is turned on and the accelerator is turned off while the vehicle is running, the estimated value of the input torque used for the hydraulic pressure control is gradually changed from the estimated value before switching to the estimated value after switching. The vehicle control apparatus characterized by the above-mentioned.

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