JP2017217963A - Vehicular control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress occurrence of a stage difference in the target gear stage of an automatic transmission when switching from the state of the requirement of an auxiliary control part being reflected to the state of the request of a driver being reflected.SOLUTION: In an electronic control apparatus 80, a second arbitration part 107 selects, as a target gear stage, a first target gear stage Gr1tgt that is calculated from a PA change line on the basis of an accelerator opening degree PAP and a vehicular speed V when a first arbitration part 106 selects speed-change-controlling first target drive force F1tm, and selects, as the target gear stage, a second target gear stage Gr2tgt calculated from an F speed change line on the basis of the target drive force and the vehicular speed V when the first arbitration part 106 selects speed-change-controlling second target drive force F2tm. Further, a target drive force calculation part 102 calculates the speed-change-controlling first target drive force F1tm on the basis of the accelerator opening degree PAP and first target gear stage Gr1tgt.SELECTED DRAWING: Figure 5

Description

  TECHNICAL FIELD The present invention relates to a vehicle control device, and relates to a technique for suppressing the occurrence of a step in a target gear stage of an automatic transmission when switching from a state in which a request of an auxiliary control unit is reflected to a state in which a driver request is reflected. About.

  A target driving force calculation unit for calculating the first target driving force for shift control and the first target driving force for engine control based on the accelerator opening and the vehicle speed, and for control of a driving support system such as cruise control (CRC) An auxiliary control unit that calculates a second target driving force that is a required driving force; a shift control target driving force arbitration unit that selects one of the first target driving force for shifting control and the second target driving force; There is known a vehicle control device including an engine control target driving force arbitration unit that selects one of the first target driving force for engine control and the second target driving force. For example, this is the vehicle control apparatus disclosed in Patent Document 1. The first target driving force for speed change control and the first target driving force for engine control are set separately based on the target driving force converted from a preset map based on the accelerator opening and the vehicle speed. Reflects the request. Either one of the first target driving force for shifting control and the second target driving force selected by the target driving force adjusting unit for shifting control is selected from a shift diagram based on a preset vehicle speed and throttle opening. A target gear stage for controlling the shift is determined based on the throttle opening converted from the driving force. Further, a target engine for engine control based on either one of the first target driving force for engine control and the second target driving force selected by the engine control target driving force arbitration unit Torque is calculated.

JP 2006-281925 A

  By the way, in the vehicle control apparatus that arbitrates the request of the driver and the request from the auxiliary control unit as in Patent Document 1 and performs the shift control and the engine control, the traveling of the vehicle is controlled based on the request of the auxiliary control unit. In this case, it is conceivable to perform the shift control based on the target gear stage calculated from the preset F shift diagram of the target driving force and the vehicle speed. Specifically, the first target driving force for engine control is calculated in advance based on the accelerator opening based on the driver's accelerator pedal operation and the actual gear stage (current gear stage) of the automatic transmission, The first target driving force for engine control, which is one of the first target driving force for engine control based on the actual gear stage by the target driving force arbitration unit and the second target driving force from the auxiliary control unit, is selected, and the driver request is made When the vehicle travel is controlled based on this, the first target gear stage calculated from a PA shift diagram set in advance in the two-dimensional coordinates of the accelerator opening and the vehicle speed is used as the target gear stage of the automatic transmission. One of the first target driving force for engine control and the second target driving force for engine control by the engine control target driving force arbitration unit is selected, based on the request of the auxiliary control unit Control of vehicle travel The second target gear stage calculated based on the second target driving force from the preset F shift diagram in the two-dimensional coordinates of the target driving force and the vehicle speed is set to the target gear stage of the automatic transmission. It is possible to choose as. Thus, when the vehicle travel is controlled based on the driver request, the target gear stage of the automatic transmission is accurately set based on the PA shift line between the accelerator opening and the vehicle speed. Further, when the traveling of the vehicle is controlled based on a request from the auxiliary control unit, the shift control of the automatic transmission is performed by the second target gear stage calculated from the F shift diagram.

  When the driver request as described above is reflected, the target gear stage is set from the PA shift diagram, and when the request from the auxiliary control unit is reflected, the target gear stage is set from the F shift diagram. In the vehicle control device, when the auxiliary control unit functions as a cruise control system that controls the vehicle speed so that the vehicle speed is set in advance by the driver regardless of the accelerator opening, for example, when the accelerator is depressed by the driver Only at the time of a specific operation such as an override, the first target gear stage calculated based on the PA shift chart is selected from the state in which the second target gear stage calculated based on the F shift map is selected. When the switching to the state occurs, the second target gear stage based on the request of the auxiliary control unit and the first target gear stage based on the driver request coincide before and after the switching. Therefore, a step does not occur in the target gear.

  By the way, when the auxiliary control unit functions as a variable speed limiter (ASL) that executes vehicle speed limit control so that the vehicle speed does not exceed the preset vehicle speed set in advance by the driver, for example, When the accelerator opening is set to a high opening, for example, 100%, and the set vehicle speed is increased from the state where the vehicle speed reaches the set vehicle speed, it is assumed that a downshift of the automatic transmission is required. In this case, the second target driving force calculated by the auxiliary control unit is gradually increased in order to reduce the change in the vehicle speed. The first target driving force for engine control selected between the target driving force arbitration unit for engine control and the second target driving force is calculated based on the accelerator opening and the actual gear stage before the shift. The maximum driving force at the actual gear stage is calculated as the upper limit. For this reason, arbitration by the engine control target driving force arbitration unit between the engine control first target driving force and the second target driving force is smaller of the engine control first target driving force and the second target driving force. In the case of a so-called minimum select that selects one of the driving forces, the second target drive is determined from the F shift diagram at the time of switching when the request from the auxiliary control unit is switched to the state in which the driver request is reflected. From a state in which the second target gear stage of the high speed stage calculated based on the force is selected, the lower speed stage than the second target gear stage calculated based on the high accelerator opening degree and the vehicle speed from the PA shift diagram. There is a possibility that the target gear stage of the automatic transmission is switched to the state where the first target gear stage is selected. As a result, a step is generated in the target gear stage of the automatic transmission at the time of switching from the state in which the request of the auxiliary control unit is reflected to the state in which the driver request is reflected, and there is a possibility that a sudden jump shift occurs.

  The present invention has been made against the background of the above circumstances. The purpose of the present invention is to perform automatic shifting at the time of switching from a state in which the request of the auxiliary control unit is reflected to a state in which the driver request is reflected. This is to suppress the occurrence of a step in the target gear of the machine.

  The gist of the present invention is that a target driving force calculation unit that calculates a first target driving force from an accelerator opening, a vehicle speed, and a target gear stage, and a second target driving force based on a preset vehicle speed and an actual vehicle speed. An auxiliary control unit for calculating; a first arbitration unit for selecting a smaller target driving force of the first target driving force and the second target driving force; and a first target gear stage based on an accelerator opening and a vehicle speed. A first target gear stage calculation unit to calculate; a second target gear stage calculation unit to calculate a second target gear stage from the target driving force and vehicle speed selected by the first arbitration unit; and selection by the first arbitration unit A second arbitration unit that selects one of the first target gear stage calculated by the first target gear stage calculation unit and the second target gear stage calculated by the second target gear stage calculation unit according to a result; The second arbitration unit includes the first arbitration When the first target driving force is selected, the first target gear is selected as a target gear, and when the second target driving force is selected by the first arbitration unit, the second target driving force is selected. A target gear stage is selected as a target gear stage, and the target driving force calculation unit calculates the first target driving force based on the first target gear stage calculated by the first target gear stage calculation unit. It is in.

  According to the present invention, when the first target driving force is selected by the first arbitration unit, the second arbitration unit calculates the first target gear stage calculated by the first target gear stage calculation unit. Is selected as the target gear stage, and when the second target driving force is selected by the first arbitration unit, the second target gear stage is selected as the target gear stage, and the target driving force calculation unit The first target driving force is calculated based on the first target gear stage. For this reason, the first target driving force calculated by the target driving force calculation unit is a target driving force based on the first target gear stage that reflects the shift request of the driver. It is larger than the target driving force calculated from the gear stage. The target gear selected by the second arbitration unit according to the selection result by the first arbitration unit between the first target driving force reflecting the driver request and the second target driving force reflecting the request of the auxiliary control unit. The stage is switched. Thereby, for example, when the vehicle speed limit control is executed so that the vehicle speed does not exceed the preset vehicle speed set in advance by the driver by the auxiliary control unit, the accelerator opening is set to a high opening by the accelerator stepping operation by the driver, The first target driving force in which the driver request is reflected from the second target driving force in which the request of the auxiliary control unit is reflected when the vehicle speed is increased beyond the set vehicle speed from the state where the vehicle speed has reached the set vehicle speed. The second target gear stage calculated based on the second target driving force from the F shift map at the time of switching to is the target driving force and the second target driving force calculated from the accelerator opening and the actual gear stage. The first arbitration unit is switched to the target driving force on the smaller side, so that the second gear arbitration unit is at a lower speed than when the target gear is switched by the second arbitration unit. As a result, at the time of switching from the state where the request of the auxiliary control unit is reflected to the state where the driver request is reflected, the occurrence of a step in the target gear stage of the automatic transmission is suppressed, and a sudden jump shift is suppressed. The

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure explaining schematic structure of the vehicle power transmission device to which this invention was applied, and is a block diagram explaining the principal part of the control system provided in the vehicle in order to control the power transmission device etc. . It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. FIG. 2 is an example of a PA shift diagram used for setting a first target gear stage of the automatic transmission of FIG. 1. FIG. 3 is an example of an F shift diagram used for setting a second target gear stage of the automatic transmission of FIG. 1. FIG. 2 is a flowchart for explaining a control operation for setting a target gear stage of an automatic transmission, which is a main part of a control operation of the electronic control device of FIG. 1. The engine control first target driving force F1eng calculated based on the driver request or the engine control second target driving force calculated by the driver operation assistant unit, which is a main part of the control operation of the electronic control device of FIG. It is a flowchart explaining the control action which calculates the target engine torque Ter for engine output control from F2eng. 1 is a main part of the control operation of the electronic control device of FIG. 1, and the accelerator opening degree PAP becomes 100% due to the driver's depression of the accelerator pedal at the time of the vehicle speed limit control reflecting the request of the auxiliary control unit. 2 is a time chart for explaining the relationship among the first target driving force F1tm for shift control, the second target driving force F2tm for shift control, and the target gear stage (required gear stage) of the automatic transmission. 1 is a comparative example of the present invention, and the electronic control device of FIG. 1 will be described with respect to a control function of an electronic control device having different control functions in the target driving force calculation unit, the second arbitration unit, and the third arbitration unit. It is a functional block diagram and is a figure equivalent to FIG. It is a flowchart which shows the principal part of the control action of the electronic control apparatus of FIG. 8 is a main part of the control operation of the electronic control device of FIG. 8, and the accelerator opening degree PAP becomes 100% due to the driver's depression of the accelerator pedal at the time of the vehicle speed limit control reflecting the request of the auxiliary control unit, for example. 8 is a time chart for explaining the relationship between the first target driving force F1eng for engine control, the second target driving force F2eng for engine control, and the target gear stage (required gear stage) of the automatic transmission, and corresponds to FIG. FIG.

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

  FIG. 1 is a diagram illustrating a schematic configuration of a vehicle power transmission device 10 to which the present invention is applied, and also illustrates a main part of a control system provided in the vehicle for controlling the power transmission device 10 and the like. It is a block diagram to do. In the power transmission device 10, a torque converter 14 and an automatic transmission 16 are sequentially disposed on a common axis in a transmission case as a non-rotating member attached to a vehicle body. The automatic transmission 16 is operatively connected via a torque converter 14 to a crankshaft of the engine 12 as a driving force source for traveling. The power generated by the engine 12 is input to the automatic transmission 16 via the torque converter 14, and from the output shaft 18 provided in the automatic transmission 16 to a differential gear device (final reduction gear) 70 and a pair of drive shafts. Are transmitted to the left and right drive wheels 74 sequentially through the axle 72 and the like.

  The automatic transmission 16 includes a plurality of hydraulic friction engagement devices for selectively establishing a plurality of shift stages (gear stages), and any two of these hydraulic friction engagement devices are selectively engaged. Thus, the planetary gear type automatic transmission can be selectively switched to a plurality of shift speeds corresponding to the combination of the engagements. For example, in the automatic transmission 16, any one of six forward speeds, one reverse speed, and neutral is established, and speed conversion is performed according to the gear ratio γ of each gear stage. Each hydraulic friction engagement device of the automatic transmission 16 is controlled by a hydraulic control circuit 22 that uses line hydraulic pressure as a source pressure. The line hydraulic pressure is adjusted using, for example, the hydraulic pressure generated from a mechanical oil pump 20 that is mechanically coupled to the engine 12 and directly driven to rotate by the engine 12. This is the maximum engagement pressure used to engage each hydraulic friction engagement device.

  The electronic control unit 80 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM to perform a signal according to a program stored in advance in the ROM. Execute the process. For example, the electronic control unit 80 performs output control of the engine 12, shift control of the automatic transmission 16, and the like.

  The electronic control unit 80 includes a crank position sensor that detects a crank angle position corresponding to, for example, a crank angle (position) ACR (°) and a rotational speed Ne (rpm) of the engine 12 from sensors or switches provided in the vehicle. 32, a turbine rotation speed sensor 34 for detecting the turbine rotation speed Nt (rpm) of the torque converter 14, that is, an input rotation speed Nin (rpm) of the automatic transmission 16, and an output for detecting the rotation speed Nout of the output shaft 18 corresponding to the vehicle speed. A shaft rotation speed sensor 36, a shift position sensor 42 that detects a lever position (operation position) Psh of the shift lever 40, an accelerator opening sensor 46 that detects an accelerator opening PAP (%) that is an operation amount of the accelerator pedal 44, an intake air The opening angle of the electronic throttle valve 30 provided in the pipe 24, that is, the slot A throttle position sensor 48 that detects the tor valve opening TAP (%), an intake air amount sensor 50 that detects the intake air amount Qair of the engine 12, a wheel speed sensor 56 that detects a wheel speed V corresponding to the vehicle speed, and a brake operation From the brake sensor 128 or the like that detects the amount, the crank angular speed corresponding to the crank angle (position) ACR and the engine rotational speed Ne, the turbine rotational speed Nt (= input rotational speed Nin), and the output shaft rotational speed Nout corresponding to the vehicle speed related value. Signals representing the shift operation position Psh, the accelerator opening PAP, the throttle valve opening TAP, the intake air amount Qair, and the like are supplied. The vehicle speed related value is a related value (equivalent value) corresponding to the vehicle speed V, which is the speed of the vehicle, on a one-to-one basis. The rotational speed Nout, the rotational speed of the axle 72, the rotational speed of the propeller shaft, the rotational speed of the output shaft of the differential gear device 70, and the like are used. Hereinafter, in this embodiment, what is expressed as a vehicle speed also represents a vehicle speed related value unless otherwise specified.

  From the electronic control unit 80, a control signal for controlling the engine output, for example, a drive signal to the throttle actuator 28 for operating the throttle valve opening degree TAP of the electronic throttle valve 30 or the fuel injection amount FEFI injected from the fuel injection valve 52. An injection signal for controlling the ignition, an ignition signal for controlling the ignition timing of the engine 12 by the igniter 54, excitation of the linear solenoid valve for shifting in the hydraulic control circuit 22 for switching the gear position of the automatic transmission 16, Valve command signals for controlling excitation and the like are output.

  The accelerator pedal 44 is largely depressed according to the driver's required output amount. In this embodiment, the accelerator pedal 44 corresponds to an output operation member, and the accelerator opening PAP corresponding to the operation amount corresponds to the required output amount. doing.

  The hydraulic control circuit 22 includes a linear solenoid valve SLT that mainly controls the line hydraulic pressure in addition to the solenoid valve for shift control. For example, the hydraulic oil in the hydraulic control circuit 22 is a component of the automatic transmission 16 or the like. Also used for lubrication. The hydraulic control circuit 22 includes a manual valve connected to the shift lever 40 through a cable, a link, or the like, for example, and the manual valve is mechanically operated as the shift lever 40 is operated. Thus, the hydraulic circuit in the hydraulic control circuit 22 is switched.

  The shift operation device 38 is an example of a shift operation device as a shift range selection operation device including the shift lever 40, and is disposed, for example, in a center console on the side of the driver's seat. The shift lever 40 is moved and operated along a shift operation position Psh provided in the shift operation device 38. As the shift operation position Psh, for example, a parking position “P (parking) corresponding to a P range for locking the output shaft 18 of the automatic transmission 16 and in a neutral state where the power transmission path in the automatic transmission 16 is interrupted. ”, A reverse travel position“ R (reverse) ”corresponding to the R range for reverse travel, and a neutral position“ N ”corresponding to the N range for achieving a neutral state in which the power transmission path in the automatic transmission 16 is cut off. (Neutral) ”, forward travel position“ D (drive) ”(highest speed range position) corresponding to the D range automatically shifted in the range of the first speed to the sixth speed in the automatic speed change mode, the first The fifth engine brake travel position “5” corresponding to the five ranges in which automatic shifting is performed in the range from the speed gear to the fifth gear and the engine brake is applied at each gear, the first gear to the fifth The fourth engine brake travel position “4” corresponding to the four ranges in which the automatic transmission is performed in the range of the speed gears and the engine brake is applied in each gear, the automatic operation is performed in the range of the first to third gears. The third engine brake travel position “3” corresponding to the three ranges where the gear is shifted and the engine brake is applied at each shift speed, the automatic shift is performed within the range of the first speed shift speed to the second speed shift speed, and at each shift speed The second engine brake travel position “2” corresponding to the two ranges where the engine brake is applied, and the first engine brake travel position “L” corresponding to the L range where the engine brake is applied while traveling at the first speed. Is provided.

  FIG. 2 shows setting of a target driving force by the electronic control unit 80, setting of a target engine torque Tetgt for output control of the engine 12, and setting of a target gear stage (target shifting stage) for shifting control of the automatic transmission 16. It is a functional block diagram explaining the principal part of control functions, such as. The electronic control unit 80 includes a power train driver model (P-DRM) 82, a driver operation assistant / representation unit 84 (hereinafter referred to as “driver operation assistance unit 84”), which is a driver support system (DSS), a power train manager ( PTM) 86, brake driver model (B-DRM) 88, vehicle behavior stability control system manager (VDM) 90, automatic transmission control unit (T / M control unit) 92, engine control unit 94, steering control unit 96, A suspension control unit 98 and a brake control unit 100 are provided. The electronic control device 80 corresponds to the vehicle control device of the present invention. Moreover, the driver driving assistance part 84 respond | corresponds to the auxiliary control part of this invention.

  The PTM 86 includes a first target gear stage calculation unit 81, a second arbitration unit 107, a fourth arbitration unit 114, a fifth arbitration unit 116, a sixth arbitration unit 118, a second target gear stage calculation unit 120, and a driving force engine torque conversion. Part 122 is provided.

  The first target gear stage calculation unit 81 sets a first target gear stage Gr1tgt that is a target gear stage to be shifted by the automatic transmission 16 based on the accelerator opening PAP and the vehicle speed V from a preset PA shift diagram. To do. FIG. 3 is an example of a PA shift diagram used for setting the first target gear stage Gr1tgt of the automatic transmission 16. The PA shift map is, for example, an upshift that is a shift line for determining an upshift in two-dimensional coordinates composed of an axis indicating the vehicle speed V and an axis indicating the accelerator opening PAP (throttle valve opening TAP). This relationship has a line (solid line) and a downshift line (broken line) that is a shift line for determining a downshift, and is obtained and stored in advance. The vertical axis in FIG. 3 is the throttle valve opening TAP (θth). However, if there is a proportional relationship between the accelerator opening PAP and the throttle valve opening TAP, the vertical axis in FIG. Can be replaced.

  The P-DRM 82 includes a target driving force calculation unit 102, a target braking force calculation unit 104, a first arbitration unit 106, and a third arbitration unit 108. The target driving force calculation unit 102 calculates the first target driving force F1tm for shift control based on the accelerator opening PAP, the vehicle speed V, and the first target gear stage Gr1tgt from a previously stored relationship. Further, the target driving force calculation unit 102 calculates the first target driving force F1eng for engine control based on the accelerator opening PAP, the vehicle speed V, and the actual gear stage Gr0 (current gear stage) from a previously stored relationship. . Here, the actual gear stage Gr0 (current gear stage) is a gear stage before the speed change in the speed change.

  The target driving force calculation unit 102 calculates the required engine torque Tedim based on the actual accelerator opening PAP and the turbine rotational speed Nt, for example, from a relationship (map) for realizing the driver's required driving force stored in advance. . The turbine rotational speed Nt may be a value detected by the turbine rotational speed sensor 34 or may be calculated from the vehicle speed V and the actual gear stage Gr0. In short, the required engine torque Tedim may be calculated based on the accelerator opening PAP and the turbine rotational speed Nt calculated from the vehicle speed V.

  The target driving force calculation unit 102 calculates an actual speed ratio e (= Nt / Ne) of the torque converter 14 and also calculates an actual torque ratio t (= Tt / N) based on the speed ratio e from a previously stored relationship. Te) is calculated, and is converted into the required turbine torque Ttdim by multiplying the corrected required engine torque Tedim by the torque ratio t. The target driving force calculation unit 102 has a gear ratio γ1 of the first target gear stage Gr1tgt (after shifting) calculated by the first target gear stage calculation unit 81 of the automatic transmission 16 to the required turbine torque Ttdim, a differential gear device. First, the gear shift control first target drive force F1tm, which is the required drive force F of the vehicle, which is the drive force at the contact point of the drive wheels 74, is calculated by multiplying the gear ratio of 70 and the transmission efficiency and taking into account the inertia torque. Further, the target driving force calculation unit 102 multiplies the required turbine torque Ttdim by the speed ratio γ2 of the actual gear stage Gr0 (before shifting) of the automatic transmission 16, the gear ratio of the differential gear unit 70, and the transmission efficiency, and the inertia The engine control first target driving force F1eng is calculated in consideration of the torque. As described above, the target driving force calculation unit 102 calculates the first target driving force F1tm for shift control and the first target driving force F1eng for engine control separately.

  The target driving force calculation unit 102 performs an engine control correction process on the engine control first target driving force F1eng. The above correction processing is, for example, processing that compensates the driving force for the efficiency (loss) of the driving force transmission system, and processing that prevents the driving force from changing suddenly and affecting drivability (driving, maneuverability). , Processing for compensating the response delay of the driving force, processing for vibration control of the driving force transmission system (vibration control for reducing jerk, pitch and chip-in), and the like. Of the above correction processing, the processing for compensating the driving force corresponding to the efficiency (loss) of the driving force transmission system is performed according to the actual gear stage Gr0 of the automatic transmission 16.

  Further, the target driving force calculation unit 102 performs a predetermined shift control correction process on the shift control first target driving force F1tm as necessary. The engine control correction process is not reflected in the shift control first target driving force F1tm. For this reason, there are problems such as shift delays and shift hunting (periodic fluctuations in the gear ratio, turbulent state) caused by, for example, corrections that make the target drive force transient or fluctuate and are reflected in the shift control. It is suppressed from happening.

  The target driving force calculation unit 102 outputs the shift control first target driving force F1tm to the first arbitration unit 106 on the T / M control system transmission route. Further, the target driving force calculation unit 102 outputs the engine control first target driving force F1eng to the third arbitration unit 108 on the ENG control system transmission route.

  The driver driving assistance unit 84, which is a driver support system DSS, includes surrounding obstacle information such as a camera and a radar, road information and surrounding environment information obtained from the navigation system, own vehicle position information obtained from the GPS positioning device of the navigation system, or Based on various external information obtained through communication with the external center facility, inter-vehicle communication, and road-to-vehicle communication, an appropriate request in place of the driver's intention or an appropriate correction request for the driver's intention result is made. For example, the driver operation assistant unit 84 automatically controls the driving force so as to maintain the vehicle speed V at a preset set vehicle speed regardless of the accelerator opening PAP and to maintain the inter-vehicle distance at the set distance. A control system, that is, a so-called auto cruise control system is functionally provided. In this auto-cruise control system, the target vehicle speed V ′ and the vehicle speed V are set so as to be the target vehicle speed V ′ as a preset vehicle speed preset by the driver or the target inter-vehicle distance set by the driver. Based on the above, the required driving force Fdim is calculated.

  Further, the driver driving assistant unit 84 has a function called variable speed limiter (ASL), and is detected by a vehicle speed sensor when, for example, execution of vehicle speed restriction is instructed by a driver by a vehicle speed setting switch. Vehicle speed limit control is executed so that the vehicle speed V does not exceed the set vehicle speed Vset set by the driver using the vehicle speed setting switch. The driver operation assistant unit 84 corrects the required driving force Fdim based on the set vehicle speed Vset and the vehicle speed V so that the vehicle speed V does not exceed the set vehicle speed Vset. The driver operation assistant unit 84 outputs the calculated requested driving force Fdim to the first arbitration unit 106 as the second target driving force F2tm for shift control, and outputs it to the third arbitration unit 108 as the second target driving force F2eng for engine control. To do.

  When the driver operation assistant unit 84 functions as a variable speed limiter, for example, the first arbitration unit 106 uses a so-called minimum of one of the shift control first target driving force F1tm and the shift control second target driving force F2tm. Select by select. The first arbitration unit 106 selects the smaller target driving force of the first target driving force F1tm for shift control and the second target driving force F2tm for shift control as the third target driving force F3tm for shift control, and The third target driving force F3tm for shift control is output to the PTM 86. If the minimum selection reflects the request of the driver operation assistant unit 84 (another system), the second target drive for shift control that is smaller than the first target drive force for shift control F1tm that is the required drive force of the driver. The force F2tm is selected. The first arbitration unit 106 is one of the first target driving force F1tm for shift control and the second target driving force F2tm for shift control when the driver driving assistance unit 84 functions as, for example, an auto cruise control system. Is selected by so-called max select. The first arbitration unit 106 selects a larger target driving force among the first target driving force F1tm for shift control and the second target driving force F2tm for shift control as the third target driving force F3tm for shift control, and The third target driving force F3tm for shift control is output to the PTM 86. When the demand of the driver driving assistant 84 (another system) is reflected by this Max Select, the second target drive for shift control that is larger than the first target drive force for shift control F1tm that is the required drive force of the driver. The force F2tm is selected.

  The third arbitration unit 108 selects one of the engine control first target driving force F1eng and the engine control second target driving force F2eng by a predetermined method (minimum selection or maximum selection). The third arbitration unit 108 is based on the minimum select when the driver driving assistance unit 84 functions as a variable speed limiter, and is selected with the maximum select when the driver driving assistance unit 84 functions as an auto cruise control system. One target driving force is selected as the third target driving force F3eng for engine control from the first target driving force F1eng for engine control and the second target driving force F2eng for engine control, and the selected third target for engine control The driving force F3eng is output to the PTM86.

  The PTM 86 outputs the third target driving force F3tm for shift control input from the first arbitration unit 106 of the P-DRM 82 and the third target driving force F3eng for engine control input from the third arbitration unit 108 of the P-DRM 82 to the VDM 90. To a driving force correction unit 110 described later.

  The VDM 90 is a vehicle behavior stabilization control system (vehicle dynamic management system), a so-called VSC control system that stabilizes the vehicle posture during turning regardless of the accelerator opening PAP, and a traction control that stabilizes the vehicle posture during start-up running. System, ABS control system, etc. are functionally provided.

  The VDM 90 includes a driving force correction unit 110 and a target braking force calculation unit 112. The driving force correction unit 110 corrects each of the shift control third target driving force F3tm and the engine control third target driving force F3eng from the PTM 86 as necessary. The driving force correction unit 110 generates a rear wheel side slip suppression moment or a front wheel side slip suppression moment based on, for example, the degree of a rear wheel side slip tendency or a front wheel side slip tendency or an understeer tendency during turning of the vehicle. In order to ensure stability, for example, the third target driving force F3tm for shift control and the third target driving force F3eng for engine control are respectively corrected to be suppressed, and the corrected fourth target driving force F4tm for shift control is corrected. It outputs to the 4th mediation part 114 which PTM86 mentions later, and outputs the 4th target drive force F4eng for engine control after correction | amendment to the 5th mediation part 116 which PTM86 mentions later.

  The fourth arbitration unit 114 selects one of the shift control third target driving force F3tm input from the first arbitration unit 106 and the shift control fourth target driving force F4tm input from the driving force correction unit 110. The fifth arbitration unit 116 selects one of the engine control third target driving force F3eng input from the third arbitration unit 108 and the engine control fourth target driving force F4eng input from the driving force correction unit 110. In the fourth arbitration unit 114 and the fifth arbitration unit 116, from the viewpoint of giving priority to stabilizing the dynamic behavior of the vehicle, for example, the fourth target drive force F4tm for shift control is changed to the third target drive force F3tm for shift control. The engine control fourth target driving force F4eng is selected with priority over the engine control third target driving force F3eng. The fourth arbitration unit 114 sets one target driving force out of the selected third target driving force F3tm for shift control or the fourth target driving force F4tm for shift control as the fifth target driving force F5tm for shift control. Output to the gear stage calculation unit 120. The fifth arbitration unit 116 drives one of the selected engine control third target driving force F3eng and engine control fourth target driving force F4eng as the engine control fifth target driving force F5eng. Output to the force engine torque converter 122.

  The second target gear speed calculation unit 120 is the third target driving force F3tm for shift control selected by the first arbitration unit 114 from the preset F shift map, and the fourth target drive for shift control in which it is corrected. The second target gear stage Gr2tgt, which is the target gear stage to which the automatic transmission 16 is to be shifted, is selected based on the shift control fifth target driving force F5tm selected by the fourth arbitration unit 114 and the vehicle speed V. Set. FIG. 4 is an example of an F shift diagram used for setting the second target gear stage Gr2tgt of the automatic transmission 16. The F shift diagram shows a driving force axis (vertical axis) having a driving force F generated at each shift stage of the automatic transmission 16 as a variable and a vehicle speed axis having an output shaft rotational speed Nout related to the vehicle speed V of the vehicle as a variable. In the orthogonal two-dimensional coordinates provided with (horizontal axis), an up-shift line and a down-shift line set for each shift stage are included. FIG. 4 illustrates a 5 → 4 down line and a 4 → 5 up line in which hysteresis is provided between them. 5 → 4 (5) indicated by the one-dot chain line is a 5 → 4 down line based on the gear ratio γ5 of the fifth speed gear stage before the downshift, and 5 → 4 (4) indicated by the solid line is The 5 → 4 down line based on the speed ratio γ4 of the fourth speed gear stage after the downshift. Further, 4 → 5 (4) indicated by a one-dot chain line is a 4 → 5 up line based on the speed ratio γ4 of the fourth speed gear stage before the upshift, and 4 → 5 (5) indicated by the solid line. ) Is a 4 → 5 up line based on the gear ratio γ5 of the fifth gear after the upshift. For example, the 5 → 4 down line based on the gear ratio γ5 of the fifth gear before the downshift is a series of shift point driving forces calculated from the gear ratio γ5 of the fifth gear.

  The shift line in the shift diagram of FIG. 4 is obtained by converting the vertical axis of the shift line of FIG. 3 into the driving force of the current gear stage, for example. The engine 12 which is an internal combustion engine increases the throttle valve opening TAP. At the same time, the output torque Te rises relatively abruptly, but since it has an output characteristic that saturates at a certain point, it is indicated by a one-dot chain line that is a series of shift point driving forces converted by the gear ratio of the current gear stage. The 5 → 4 (5) down line and the 4 → 5 (4) up line indicated by the one-dot chain line approach each other and overlap each other between the fifth speed range and the fourth speed range. An overlapping area OV where the areas overlap is formed. For this reason, when the required driving force is in a driving state where the required driving force does not fluctuate so much as in the case of constant speed driving on a flat road or a slope, if the actual driving force is close to the threshold indicated by the shift line, There is a tendency that shift hunting in which the upshift and the downshift are repeated only when the driving force fluctuates slightly. Therefore, when the required driving force is relatively stable with only a minute fluctuation, in the region where the up-shift occurs when it slightly swings, the gear ratio after the shift from the 4 → 5 (4) up-shift line is changed. By switching to the 4 → 5 (5) up line based on γ5 and shifting the 4 → 5 up line downward (low driving force side), the overlap area OV is eliminated and the busy up shift is prevented. . Also, in the region where the downshift occurs when the swing is slightly, the 5 → 4 (5) down shift line is switched to the 5 → 4 (4) down line based on the speed ratio γ4 after the shift, and the 5 → 4 down shift line is moved upward. By shifting to the (high driving force side), the overlap region OV is eliminated and the busy-down shift is prevented.

  The driving force engine torque conversion unit 122 converts the engine control fifth target driving force F5eng selected by the fifth arbitration unit 116 into the target engine torque Tetgt. Specifically, the driving force engine torque converter 122 first converts the engine control fifth target driving force F5eng to the turbine torque Tt from the gear ratio of the actual gear stage Gr0 and the like. The driving force engine torque converter 122 calculates the actual speed ratio e (= Nt / Ne) of the torque converter from the engine speed Ne and the turbine speed Nt, and actually calculates the actual speed ratio e based on the previously stored relationship. The torque ratio t (= Tt / Te) is calculated. The driving force engine torque conversion unit 122 divides the turbine torque Tt converted from the fifth target driving force F5eng for engine control by the torque ratio t, and converts the turbine torque Tt into the target engine torque Tetgt.

  The second arbitration unit 107 is a first target gear stage Gr1tgt set by the first target gear stage calculation unit 81 and a second target gear stage calculation unit 120 set by the first target gear stage calculation unit 81 according to the selection result by the first arbitration unit 106. One of the two target gear stages Gr2tgt is selected. When the first arbitration unit 106 selects the shift control first target driving force F1tm, the second arbitration unit 107 is more preferably the shift control fifth target driving force selected by the fourth arbitration unit 114. When F5tm is the first target driving force F1tm for shift control, the first target gear stage Gr1tgt calculated based on the accelerator opening from the PA shift line is selected by the first target gear stage calculation unit 81, and the first target gear stage Gr1tgt is selected. When the second target driving force F2tm for shift control is selected by the first arbitration unit 106, more preferably, the fifth target driving force F5tm for shift control selected by the fourth arbitration unit 114 is the second target for shift control. In the case of the driving force F2tm, the second target gear calculated based on the second target driving force F2tm for shift control selected by the first arbitration unit 106 from the F shift line by the second target gear stage calculation unit 120. Select stage Gr2tgt. In short, the second arbitration unit 107 selects the first target gear stage Gr1tgt set from the PA shift map when reflecting the driver request in which the driving state of the vehicle is controlled by the requested driving force according to the accelerator depression operation of the driver. When the other system demands that the driving state of the vehicle is controlled by the requested driving force from the driver driving assistant unit 84, which is another system for setting the requested driving force of the vehicle other than the driver request, the shift control is performed from the F shift diagram. The second target gear stage Gr2tgt calculated based on the fifth target driving force F5tm is selected. The second arbitration unit 107 outputs one of the selected first target gear stage Gr1tgt and second target gear stage Gr2tgt to the automatic transmission control unit 92.

  The sixth arbitration unit 118 selects one of the target engine torque Tetgt input from the driving force engine torque conversion unit 122 and the requested engine torque Ter input from the automatic transmission control unit 92. Note that the selection method in the sixth arbitration unit 118 may be any form, for example, the request engine torque Ter from the automatic transmission control unit 92 side may be preferentially selected. The sixth arbitration unit 118 outputs any one of the selected target engine torque Tetgt and requested engine torque Ter to the engine control unit 94.

  The automatic transmission control unit 92 changes the speed of the automatic transmission 16 based on one of the first target gear stage Gr1tgt and the second target gear stage Gr2tgt selected by the second arbitration unit 107. Execute control. The automatic transmission control unit 92 supplies the hydraulic actuators provided in each hydraulic friction engagement device so that the actual gear stage Gr0 of the automatic transmission 16 becomes the target gear stage selected by the second arbitration unit 107. Shift control of the automatic transmission 16 is executed by controlling the hydraulic pressure.

  The engine control unit 94 sets the target engine torque Tetgt selected by the sixth arbitration unit 118 and the requested engine torque Ter as a target value, for example, the throttle valve opening TAP via the throttle actuator 28. To control.

  The B-DRM 88 is a manager that functions as a driver intention extraction unit of the braking system, and includes a target braking force calculation unit 124 and a seventh arbitration unit 126. The B-DRM 88 calculates a target braking force, which is a target value of the wheel braking force, based on a signal representing the foot brake stepping operation from the brake sensor 128 in the target braking force calculation unit 124, and in the seventh arbitration unit 126. Arbitration is performed, and the target braking force is output to the brake control unit 100 that controls the brake actuator via the target braking force calculator 112 of the VDM 90. The seventh arbitration unit 126 receives the target braking force at the time of a braking request from the target braking force calculation unit 104 of the P-DRM 82 and the target braking force from the driver driving assistance unit 84. The target braking force calculated by the target braking force calculation unit 124 of the B-DRM 88 is subjected to arbitration and correction in the seventh arbitration unit 126 and the target braking force calculation unit 112 of the VDM 90.

  Also, the VDM 90 outputs various control signals to a steering control unit 96 that drives and controls actuators of a front steering device and a rear steering device (not shown) and a suspension control unit 98 that drives and controls an actuator of a suspension (not shown). .

  FIG. 5 is a flowchart for explaining a control operation for setting a target gear of the automatic transmission 16, which is a main part of the control operation of the electronic control unit 80. FIG. 6 is a main part of the control operation of the electronic control unit 80, and is a first engine control first target driving force F1eng calculated based on a driver request or a second engine control second calculated by the driver operation assistant unit 84. 7 is a flowchart illustrating a control operation for calculating a target engine torque Ter for output control of the engine 12 from a target driving force F2eng. FIG. 7 is a main part of the control operation of the electronic control unit 80, which reflects the request of the driver driving assistance unit 84 functioning as a variable speed limiter, for example, when the driver depresses the accelerator pedal during the vehicle speed limit control. When the opening degree PAP becomes 100%, the relationship between the first target driving force F1tm for shift control, the second target driving force F2tm for shift control, and the target gear stage (required gear stage) of the automatic transmission 16 will be described. It is a time chart. In FIG. 7, the PA shift line is a 6 → 5 down line, the 5 → 4 down line, the 4 → 3 down line, the accelerator opening PAP at a predetermined vehicle speed is a broken line, and the F shift line is a 6 → 5 down line, 5 The target driving force F at a predetermined vehicle speed of the → 4 down line and the 4 → 3 down line is indicated by broken lines, respectively. 7 is the selection and selection result of one of the first target drive force F1tm for shift control and the second target drive force F2tm for shift control in the first arbitration unit 106, and the shift control is performed. In order to compare the first target driving force F1tm for shifting and the second target driving force F2tm for shifting control, the first target driving force F1tm for shifting control is shown on the F shift line. Further, the required gear stage in FIG. 7 shows the target gear stage selected by the second arbitration unit 107.

  In a step (hereinafter, “step” is omitted) S1 corresponding to the function of the first target gear stage calculation unit 81 in FIG. 5, the driver request is reflected based on the accelerator opening PAP and the vehicle speed V from the PA shift diagram. The first target gear stage Gr1tgt to be calculated is calculated. In FIG. 7, the accelerator opening degree PAP (driver request PA) reflecting the driver's request is 100%. Based on the accelerator opening degree PAP and a predetermined vehicle speed V, the PA shift diagram of FIG. One target gear stage Gr1tgt (PA pulling request gear stage ((1) in FIG. 7), driver request gear stage) is calculated as the third speed gear stage. Further, when the accelerator opening 44 is set to 100% by the driver's operation of the accelerator pedal 44 during the vehicle speed limit control in which the request by the driver driving assistance unit 84 which is a system request other than the driver request is reflected, the vehicle speed is increased. The second target driving force F2tm for shift control calculated by the driver auxiliary operation assisting unit 84 so that the change in the vehicle speed V is reduced as the set vehicle speed is increased from the state where the vehicle has reached the set vehicle speed (other system) Requirement F) is raised moderately. In S2 corresponding to the function of the target driving force calculation unit 102, the first target driving force F1tm (driver request F) for shift control is determined based on the accelerator opening PAP and the first target gear stage Gr1tgt (driver required gear stage). Calculated. In FIG. 7, the first target driving force F1tm for shift control is calculated based on the accelerator opening PAP of 100% and the gear ratio of the third speed gear stage which is the first target gear stage Gr1tgt, and the speed change requested by the driver. This is the original driver request driving force reflecting the request ((2) in FIG. 7). In S3 corresponding to the function of the first arbitration unit 106, when the driver operation assistant unit 84 functions as, for example, a variable speed limiter, the first target driving force F1tm for shift control and the second target driving force for shift control. Arbitration with F2tm ((3) MIN arbitration in FIG. 7) The smaller target driving force of the first target driving force F1tm for shift control and the second target driving force F2tm for shift control is the required driving force after arbitration. Is selected as the third target driving force F3tm for shift control. Further, when the driver operation assistant unit 84 functions as, for example, an auto cruise control system, the shift control first target driving force F1tm and the shift control second target driving force F2tm by Max Select (MAX arbitration). The larger target driving force is selected as the third target driving force F3tm for shift control, which is the required driving force after arbitration. In FIG. 7, since the driver operation assistant unit 84 functions as a variable speed limiter, before the time t1 when the second target drive force F2tm for shift control is smaller than the first target drive force F1tm for shift control, it is used for shift control. The second target drive force F2tm is selected as the third target drive force for shift control F3tm (request F after arbitration) indicated by a dotted line. Further, after the time point t1, the first target driving force for shift control F1tm smaller than the second target driving force for shift control F2tm is selected as the third target drive force for shift control F3tm. Here, at the time t1 in FIG. 7, the first target driving force F1tm for shift control is equal to the second target driving force F2tm for shift control, and the driver request is reflected from the state where the other system request is reflected. It is the time of switching to. In S4 corresponding to the function of the second arbitration unit 107, the shift control third target driving force F3tm (request F after the arbitration) selected by the first arbitration unit 106 is the shift control first target driving force F1tm (driver). It is determined whether or not the request F) is satisfied, and more preferably, whether or not the fifth target driving force F5tm for shift control selected by the fourth arbitration unit 114 is the first target driving force F1tm for shift control. The If the determination in S4 is affirmative and the driver request after the time t1 in FIG. 7 is reflected, in S5 corresponding to the function of the second arbitration unit 107, the accelerator is operated from the PA shift line (FIG. 7B). After the first target gear stage Gr1tgt calculated by the first target gear stage calculation unit 81 based on the opening degree PAP and the vehicle speed V is selected as the target gear stage, S7 is executed. On the other hand, if the determination in S4 is negative and other system requests before time t1 in FIG. 7 are reflected, in S6 corresponding to the function of the second arbitration unit 107, the second target driving force F2tm for shift control is One of the shift control fourth target drive force F4tm corrected for the shift control second target drive force F2tm is selected based on the shift control fifth target drive force F5tm and the vehicle speed V (FIG. 7). From (a)), after the second target gear stage Gr2tgt (F pulling request gear stage) calculated by the second target gear stage calculation unit 120 is selected as the target gear stage, S7 is executed. In the control operation of FIG. 7, the second target driving force F2tm for shift control is equal to the fifth target driving force F5tm for shift control. In S7 corresponding to the function of the automatic transmission control unit 92, the shift of the automatic transmission 16 is changed by the target gear selected by the second arbitration unit 107 of the first target gear Gr1tgt and the second target gear Gr2tgt. Is controlled. After execution of S7, this flowchart is terminated. As shown in FIG. 7, the first target driving force F1tm for shift control is calculated based on the gear ratio of the third speed gear stage that is the first target gear stage Gr1tgt (PA pulling request gear stage). For this reason, the second target gear stage calculated based on the fifth target driving force F5tm for shift control from the F shift line at the time t1 when the state where the other system request is reflected is switched to the state where the driver request is reflected. Gr2tgt (F pulling request gear stage) is the third speed gear stage. As a result, no step is generated in the target gear stage (requested gear stage) when switching from the state in which the other system request is reflected to the state in which the driver request is reflected (time t1).

  In S1 corresponding to the function of the target driving force calculation unit 102 in FIG. 6, the first target driving force for engine control F1eng (driver request F) is determined based on the accelerator opening PAP and the actual gear stage Gr0 (current gear stage). Calculated. In S2 corresponding to the function of the third arbitration unit 108, one of the engine control first target driving force F1eng (driver request F) and the engine control second target driving force F2eng (other system request driving force F) is selected. Is done. Engine control third target driving force F3eng, which is one target engine driving force of the engine control first target driving force F1eng and engine control second target driving force F2eng selected by the third arbitration unit 108; The engine control fourth target driving force F4eng, whose engine control third target driving force F3eng has been corrected by the driving force correction unit 110 of the VDM 90, is selected by the fifth arbitration unit 116. . The engine control fifth target driving force F5eng, which is one of the engine control third target driving force F3eng and the engine control fourth target driving force F4eng selected by the fifth arbitration unit 116, Output to driving force engine torque converter 122. In S3 corresponding to the function of the driving force engine torque conversion unit 122, one target engine of the engine control first target driving force F1eng and the engine control second target driving force F2eng selected by the third arbitration unit 108 A target engine torque Tetgt is calculated based on the engine control fifth target driving force F5eng derived from the driving force. One of the target engine torque Tetgt and the requested engine torque from the automatic transmission control unit 92 is selected by the sixth arbitration unit 118. One of the target engine torque Tetgt and the requested engine torque selected by the sixth arbitration unit 118 is output to the engine control unit 94. In S4 corresponding to the function of the engine control unit 94, output control of the engine 12 is performed based on the target engine torque selected by the sixth arbitration unit 118. After execution of S4, this flowchart is terminated.

  Incidentally, an electronic control device 130 as a comparative example will be described with reference to FIGS. FIG. 8 shows important control functions such as setting of the target engine torque Tetgt for the output control of the engine 12 by the electronic control unit 130 and setting of the target gear stage (target shift stage) for the shift control of the automatic transmission 16. It is a functional block diagram explaining a part, and is a figure equivalent to FIG. In the electronic control device 130, the control functions of the target driving force calculation unit 134 of the P-DRM 132 and the second arbitration unit 136 of the PTM 138 are the same as those of the target driving force calculation unit 102 and the second arbitration unit 107 of the electronic control device 80, respectively. The control function is different. The other control functions of the electronic control device 130 are substantially the same as the control functions of the electronic control device 80. Hereinafter, differences from the control function of the electronic control device 80 of the electronic control device 130 will be described.

  The target driving force calculation unit 134 of the P-DRM 132 is similar to the target driving force calculation unit 102 of the above-described embodiment. The accelerator opening PAP and the actual gear stage Gr0 of the automatic transmission 16 (the gear stage before the shift, the current gear stage) The first target driving force F1eng for engine control is calculated based on the gear position. The target driving force calculation unit 134 is different from the target driving force calculation unit 102 of the above-described embodiment, and includes the first target gear stage Gr1tgt and the second target gear stage GAP selected by the accelerator opening PAP and the second arbitration unit 136 of the automatic transmission 16. Based on one of the target gear stages Gr2tgt, the shift control first target driving force F1tm ′ is calculated.

  The third arbitration unit 108 of the P-DRM 132 selects one target driving force of the engine control first target driving force F1eng and the engine control second target driving force F2eng by minimum selection or maximum selection. When the driver operation assistant unit 84 functions as, for example, a variable speed limiter, the third arbitration unit 108 selects the engine control first target driving force F1eng and the engine control second target driving force F2eng by selection with a minimum selection. The smaller target driving force is output to the PTM 138 via the engine (ENG) control system transmission route as the third target driving force F3eng for engine control. In addition, when the driver driving assistance unit 84 functions as, for example, an auto cruise control system, the third arbitration unit 108 selects the engine control first target driving force F1eng and the engine control second target driving force by selection by Max Select. The larger target driving force of F2eng is output to the PTM 138 through the engine (ENG) control system transmission route as the third target driving force F3eng for engine control.

  When the engine control first target driving force F1eng is selected by the third arbitration unit 108, the second arbitration unit 136 of the PTM 138 is more preferably the engine control fifth target selected by the fifth arbitration unit 116. When the driving force F5eng is the first target driving force F1eng for engine control, the first target gear stage Gr1tgt calculated based on the accelerator opening from the PA shift diagram by the first target gear stage calculation unit 81 is set as the target. When the gear stage is selected and the engine control second target driving force F2eng is selected by the third arbitration unit 108, the engine control fifth target driving force F5eng selected by the fifth arbitration unit 116 is more preferable. Is the engine control second target driving force F2eng, the second target gear stage Gr2tgt calculated from the F shift diagram by the second target gear stage calculation unit 120 is selected as the target gear stage.

  FIG. 9 is a flowchart for explaining a control operation for setting the target gear of the automatic transmission 16, which is a main part of the control operation of the electronic control device 130. FIG. 10 is a main part of the control operation of the electronic control unit 130, and reflects, for example, the driver's driving assistance unit 84 functioning as a variable speed limiter. When the accelerator opening PAP is 100%, the relationship between the first target driving force F1eng for engine control, the second target driving force F2eng for engine control, and the target gear stage (required gear stage) of the automatic transmission 16 is as follows. It is a time chart to explain, and is a figure corresponding to FIG. In FIG. 10, the PA shift line is a broken line with the accelerator opening PAP corresponding to the shift point opening at a predetermined vehicle speed of 6 → 5 down line, 5 → 4 down line, 4 → 3 down line, and F shift line A driving force F corresponding to a shift point driving force at a predetermined vehicle speed of 6 → 5 down line, 5 → 4 down line, and 4 → 3 down line is indicated by a broken line, respectively. Further, the arbitration and the arbitration result in FIG. 10 are one of the selection and selection results of the engine control first target driving force F1eng and the engine control second target driving force F2eng in the third arbitration unit 108. In order to compare the result with the target gear stage selected by the second arbitration unit 136, the first target driving force F1eng for engine control and the second target driving force F2eng for engine control are shown in the F shift line, respectively. . Further, the required gear stage in FIG. 10 is a target gear stage selected by the second arbitration unit 136.

  Whether or not the engine control first target driving force F1eng is selected by the third arbitration unit 108 in step S1 corresponding to the function of the second arbitration unit 136 in FIG. 9 (hereinafter, “step” is omitted). More preferably, it is determined whether or not the engine control fifth target driving force F5eng selected by the fifth arbitration unit 116 is the engine control first target driving force F1eng. Note that the arbitration of the TE calculation flow in S1 corresponds to the arbitration in S2 of the flowchart of FIG. 6 showing the control operation for engine output control of the electronic control unit 80. In the same manner as the control operation shown in the flowchart of FIG. 6 of the electronic control unit 80, the PTM 138 is based on the target driving force (the driving force F after arbitration indicated by the dotted line in FIG. 10) selected by the third arbitration unit 108. The target engine torque Tetgt is set by the driving force engine torque converter 122. If the determination in S1 in FIG. 9 is affirmed and the driver request after the time t1 ′ in FIG. 10 is reflected, in S2 corresponding to the function of the second arbitration unit 136, the PA shift line ((b in FIG. 10 )), The first target gear stage Gr1tgt calculated by the first target gear stage calculation unit 81 based on the accelerator opening PAP and the vehicle speed V is selected as the target gear stage. After execution of S2, S4 is executed. On the other hand, if the determination in S1 is negative and the other system request before time t1 ′ in FIG. 10 is reflected, in S3 corresponding to the function of the second arbitration unit 136, the second target driving force F2tm for shift control. And the fourth target driving force F4tm for shift control in which the second target driving force F2tm for shift control is corrected and the fifth target driving force F5tm for shift control and the vehicle speed V are selected. 10 (a)), the second target gear stage Gr2tgt (F pulling request gear stage) calculated by the second target gear stage calculation unit 120 is selected as the target gear stage. After execution of S3, S4 is executed. In S4 corresponding to the function of the automatic transmission control unit 92, the shift of the automatic transmission 16 is changed by the target gear stage selected by the second arbitration unit 136 of the first target gear stage Gr1tgt and the second target gear stage Gr2tgt. Is controlled. After execution of S4, this flowchart is terminated. In FIG. 10, the driver required driving force F reflecting the original driver request considering the shift is the driving force F based on the speed ratio γ of the third speed gear stage that is the gear stage after the shift, and is indicated by a broken line. . This original driver required driving force F corresponds to the first target driving force F1tm for shift control calculated based on the first target gear stage Gr1tgt of FIG. On the other hand, the first target driving force F1eng for engine control, which is the driving force reflecting the driver request for calculating the target engine torque Tetgt, is calculated based on the gear ratio γ of the sixth gear that is the current gear before shifting. Therefore, the accelerator opening PAP is 100% at the predetermined vehicle speed V and the upper limit driving force F at the sixth gear, which is smaller than the original driver required driving force F. For this reason, when the target driving force for engine control selected by the third arbitration unit 108 is switched from the second target driving force for engine control F2eng to the first target driving force for engine control F1eng, the other system request is reflected. Is the second target gear calculated from the F shift line based on the second target drive force F2tm for shift control (the fifth target drive force F5tm for shift control) from the F shift line. This is a time point when the stage Gr2tgt (F pulling request gear stage) switches from the sixth speed gear stage to the fifth speed gear stage. Thus, at the time of switching from the state in which the other system request is reflected to the state in which the driver request is reflected (time t1 ′), the sixth gear and the third gear are set as the target gear (requested gear). A step with the step is generated.

  As described above, in the electronic control unit 80 of the present embodiment, the second arbitration unit 107, when the first target driving force F1tm for shift control is selected by the first arbitration unit 106, the first target gear stage Gr1tgt. Is selected as the target gear stage, and the second target driving force F2tm for shift control is selected by the first arbitration unit 106, the second target gear stage Gr2tgt is selected as the target gear stage, and the target driving force calculation unit 102 is selected. Calculates the first target driving force F1tm for shift control based on the first target gear stage Gr1tgt calculated by the first target gear stage calculation unit 81. For this reason, the first target driving force F1tm for shift control calculated by the target driving force calculating unit 102 is a target driving force based on the first target gear stage Gr1tgt reflecting the shift request of the driver. The target driving force calculation unit 134 is larger than the first target driving force F1eng for engine control calculated from the accelerator opening PAP and the actual gear stage Gr0 before the gear change. Selection by the first arbitration unit 106 that selects one of the first target driving force F1tm for shift control reflecting the driver request and the second target driving force F2tm for shift control reflecting the request of the driver driving assistance unit 84 As a result, the target gear stage selected by the second arbitration unit 107 is switched. As a result, the accelerator opening PAP is set to 100%, for example, by the depression operation of the accelerator pedal 44 of the driver at the time of the vehicle speed limit control reflecting the request of the driver operation assistant unit 84, and the vehicle speed V is set to the vehicle speed limit control. When the vehicle speed V is increased beyond the set vehicle speed Vset from the state where the set vehicle speed Vset is reached, the driver request is reflected from the second target driving force F2tm for shift control in which the request of the driver driving assistance unit 84 is reflected. At the time of switching to the first target driving force F1tm for shift control, the second calculated from the F shift diagram based on the fifth target driving force F5tm for shift control derived from the second target driving force F2tm for shift control. The target gear stage Gr2tgt includes a first target driving force F1eng for engine control and a second target driving force F2eng for engine control calculated from the accelerator opening PAP and the actual gear stage Gr0. Than in the case of the comparative example in which the target gear position is switched by the second arbitration unit 136 Along with being switched to the first target driving force F1eng engine control smaller side to the third arbitration unit 108 is a low speed stage. As a result, it is possible to suppress the occurrence of a step in the target gear stage of the automatic transmission 16 when switching from the state in which the request of the driver driving assistance unit 84 is reflected to the state in which the driver request is reflected. Can be suppressed.

  As mentioned above, although this invention was demonstrated in detail with reference to the table | surface and drawing, this invention can be implemented in another aspect, and can be variously changed in the range which does not deviate from the main point.

80: Electronic control device (vehicle control device)
81: 1st target gear stage calculation part 84: Driver driving assistance part (auxiliary control part)
102: target driving force calculation unit 106: first arbitration unit 107: second arbitration unit 120: second target gear stage calculation unit F1tm: first target driving force for shift control (first target driving force)
F2tm: second target driving force for shift control (second target driving force)
Gr1tgt: first target gear stage Gr2tgt: second target gear stage V: vehicle speed Vset: set vehicle speed

Claims (1)

A target driving force calculation unit that calculates a first target driving force from an accelerator opening, a vehicle speed, and a target gear; an auxiliary control unit that calculates a second target driving force based on a preset vehicle speed and an actual vehicle speed; A first arbitration unit that selects a smaller target driving force of one target driving force and the second target driving force, and a first target gear stage calculating unit that calculates a first target gear stage from the accelerator opening and the vehicle speed; A second target gear stage calculating unit that calculates a second target gear stage from the target driving force and vehicle speed selected by the first arbitration unit, and the first target gear according to a selection result by the first arbitration unit A second arbitration unit that selects one of the first target gear stage calculated by the stage calculation unit and the second target gear stage calculated by the second target gear stage calculation unit;
When the first target driving force is selected by the first arbitration unit, the second arbitration unit selects the first target gear stage as a target gear stage, and the first arbitration unit selects the second target gear stage. When the driving force is selected, the second target gear stage is selected as the target gear stage,
The control apparatus for a vehicle, wherein the target driving force calculation unit calculates the first target driving force based on the first target gear stage calculated by the first target gear stage calculation unit.

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