JP4821706B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device including a continuously variable transmission.

  In a vehicle in which the driving force of the internal combustion engine is transmitted to the drive wheels via the continuously variable transmission, the internal combustion engine is operated in an efficient engine operating region by continuously changing the speed ratio as the vehicle speed changes. The vehicle can be run while operating the engine. Specifically, an engine capable of calculating a required driving force based on a parameter having a correlation with the magnitude of a driver's acceleration / deceleration request such as an accelerator operation amount and the current vehicle speed and generating the required driving force The minimum value of the rotational speed, in other words, the engine rotational speed that minimizes the fuel consumption rate is set as the target rotational speed. Then, in order to drive the vehicle while maintaining the engine rotation speed at the target rotation speed, the intake air amount of the internal combustion engine is controlled and the gear ratio is continuously changed to coordinate the internal combustion engine and the continuously variable transmission. Control. The required driving force calculated based on the accelerator pedal operation amount and the vehicle speed is a value that is sequentially calculated based on the accelerator pedal operation amount and the vehicle speed at that time. It always changes with changes and changes in vehicle speed. Therefore, when the intake air amount of the internal combustion engine and the gear ratio of the continuously variable transmission are changed directly on the basis of these values, the throttle opening and the gear ratio change frequently as the required driving force changes. There is a possibility that the engine operating state and the vehicle traveling state may become unstable. Therefore, in the case of such coordinated control, by applying a gradual change process to the calculated required driving force, the target driving force that is limited in the change speed of the required driving force as a value that is actually referred to in calculating the target rotational speed. A driving force value is calculated, and a target rotational speed is calculated based on the target driving force.

  In a vehicle equipped with a continuously variable transmission, by executing such cooperative control, it becomes possible to transmit an arbitrary driving force to wheels while operating the internal combustion engine in an efficient engine operation region. Efficient and shock-free smooth vehicle running can be realized.

  Further, in Patent Document 1, in addition to the cooperative mode in which the gear ratio is automatically changed based on the accelerator operation amount and the vehicle speed as described above, the driver can change the speed as in a vehicle equipped with a manual transmission. A vehicle control device having a so-called non-cooperative mode is described. In this non-cooperative mode, by maintaining the speed ratio of the continuously variable transmission at a speed ratio corresponding to the speed stage selected by the driver among a plurality of speed speeds set in advance corresponding to different speed ratios, A sporty running in which the engine rotation speed changes in response to a change in the accelerator operation amount can be performed. In such a non-cooperative mode, the target throttle opening is set to a larger value as the accelerator operation amount is larger in proportion to the accelerator operation amount, as in the case of a vehicle equipped with a manual transmission. Then, the opening of the throttle valve is controlled so that the actual throttle opening matches the target throttle opening.

As described above, in a vehicle in which the vehicle control mode can be changed between the cooperative mode and the non-cooperative mode, the cooperative mode and the non-cooperative mode are switched corresponding to the shift position as a switching unit that switches the vehicle control mode. In addition to the shift lever, some have a steering shift switch provided on the steering wheel. In such a vehicle, even when the shift lever is operated to the shift position corresponding to the cooperative mode, the vehicle control mode is temporarily changed from the cooperative mode to the non-cooperative mode by operating the steering shift switch. There is something that can be changed to. In such a vehicle, the driver can change the vehicle control mode without taking his hand off the steering wheel. For example, a downshift operation can be performed by a steering shift switch, that is, the gear can be changed to a gear stage having a large gear ratio of the continuously variable transmission. However, by increasing the accelerator operation amount, it is possible to temporarily increase the engine rotation speed and realize a sporty vehicle running with an acceleration feeling.
JP-A-8-82354

  However, in a vehicle equipped with such a steering shift switch, the continuously variable transmission is operated based on the operation of the steering shift switch, even when the driver increases the accelerator operation amount in order to accelerate the vehicle. If the gear is still set to a gear with a relatively small gear ratio, the engine speed will not increase rapidly and sufficient driving force will not be obtained. Cannot be realized.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to select a gear position having a low gear ratio in a state where the vehicle control mode is switched to the non-cooperative mode by operating the steering shift switch. Sometimes, even when a sudden acceleration request is made, it is an object of the present invention to provide a vehicle control device that can perform acceleration according to the driver's intention.

In the following, means for achieving the above object and its effects are described.
According to the first aspect of the present invention, the required driving force of the vehicle is calculated based on the vehicle speed and the accelerator operation amount as a vehicle control mode in which the driving force of the internal combustion engine is transmitted to the drive wheels via the continuously variable transmission. And setting a target operation amount of the intake air amount metering mechanism of the internal combustion engine and a target speed ratio of the continuously variable transmission based on a target driving force obtained by gradually changing the value of the required driving force. A coordinating mode for controlling the internal combustion engine and the continuously variable transmission and a gear ratio of the continuously variable transmission maintained at a gear ratio corresponding to the gear selected by the driver among a plurality of preset gears. And a non-cooperative mode in which a target operation amount of the intake air amount metering mechanism corresponding to the accelerator operation amount is set to control the internal combustion engine and the continuously variable transmission separately. Switch vehicle control mode with the non-cooperative mode And a shift lever capable of switching the shift position to a plurality of positions including a shift position in which the vehicle control mode is the cooperative mode and a shift position in the non-cooperative mode, and a steering wheel provided on the steering wheel. A steering shift switch for selecting a gear position of the continuously variable transmission, and when the steering shift switch is operated even when the shift lever is operated to a shift position corresponding to the cooperative mode. In the vehicle control device that switches the vehicle control mode to the non-cooperative mode, when the vehicle control mode is switched to the non-cooperative mode based on the operation of the steering shift switch, the vehicle speed is is less than the predetermined vehicle speed is set to, and that the accelerator operation amount is equal to or more than a predetermined amount If the determination is made, as its gist that to return the invalidated to the vehicle control mode to switch the vehicle control mode based on the operation of the steering shift switches to the cooperative mode.

According to this configuration, when the vehicle speed is less than the predetermined vehicle speed set for each gear position, it is determined that the accelerator operation amount is equal to or greater than the predetermined amount, and it is estimated that the driver's acceleration request is large. In this case, the vehicle control mode is automatically returned from the non-cooperative mode to the cooperative mode. As a result, the gear ratio of the continuously variable transmission can be automatically changed to generate the required driving force commensurate with the amount of accelerator operation, and the vehicle control mode is changed to the non-cooperative mode by operating the steering shift switch. In the state of being switched, even if a sudden acceleration request is made when a gear position having a small gear ratio is selected, acceleration according to the driver's intention can be realized.

  According to a second aspect of the present invention, in the vehicle control device according to the first aspect, when the vehicle control mode is returned from the non-cooperative mode to the cooperative mode, the gradual change processing applied to the required driving force is restored. The gist is to start with time.

  As a switching means for switching the vehicle control mode, as in the first aspect of the present invention, in a vehicle having a steering shift switch in addition to the shift lever, the shift lever is operated to a shift position corresponding to the cooperative mode. If the steering shift switch is operated and the system shifts to the non-cooperative mode, the target driving force is gradually changed to the required driving force while the non-cooperative mode is switched. When the non-cooperative mode is switched to the cooperative mode, the engine output of the internal combustion engine and the gear ratio of the continuously variable transmission are controlled based on the target driving force value obtained by the previous calculation. There is also a thing that can be done.

  Thus, the value of the target driving force calculated by performing the gradual change process on the value of the required driving force changes later than the actual driving force that changes according to the accelerator operation amount in the non-cooperative mode. Therefore, when the accelerator pedal is rapidly depressed in the non-cooperative mode, it is determined that the accelerator operation amount is equal to or greater than the predetermined amount, and the vehicle control mode returns from the non-cooperative mode to the cooperative mode. The intake air amount that rapidly increases with the change in the accelerator operation amount is controlled based on the value of the target driving force that rises late as described above. As a result, immediately after switching, a large divergence occurs between the actual operation amount of the intake air amount metering mechanism and the target operation amount set based on the target driving force, and the intake air amount decreases rapidly. Will come to be. As a result, the engine output suddenly decreases with the switching, and a shock may occur. Further, in particular, according to the invention described in claim 1, when the return to the cooperative mode is automatically performed based on the determination that the accelerator operation amount is greater than or equal to the predetermined amount, Since switching from the non-cooperative mode to the cooperative mode is performed without the operation of the shift lever or the steering shift switch, the vehicle control mode is switched at an unexpected timing of the driver, and the shock associated with the switching occurs. It is easy for the driver to feel uncomfortable.

  Therefore, in the invention described in claim 2 above, when the vehicle control mode is returned from the non-cooperative mode to the cooperative mode, the gradual change process for the requested driving force is started from the time of the return. As a result, since the gradual change process is not executed until the time of switching, the required driving force rises with high responsiveness to changes in the accelerator operation amount, and the gradual change process is performed with respect to the rise of the required driving force value. Will be executed. As a result, it is possible to suppress the occurrence of a shock accompanying the rise delay of the target driving force value as described above.

  A third aspect of the present invention is the vehicle control device according to the first or second aspect, wherein the intake air amount adjustment mechanism includes a throttle valve in an intake passage, and the target operation amount is: The gist is to set the target throttle opening.

  According to a fourth aspect of the present invention, there is provided the vehicle control device according to the first or second aspect, wherein the intake air amount metering mechanism includes a maximum lift amount and a lift of the intake valve of the internal combustion engine. The gist is to provide a lift amount changing mechanism for changing the period.

  Specifically, as the intake air amount metering mechanism, as in the invention according to claim 3, the intake passage is provided with a throttle valve, and the intake air amount is regulated by adjusting the opening thereof. Can be adopted.

  According to a fourth aspect of the present invention, the intake air amount adjustment mechanism includes a lift amount change mechanism that changes the maximum lift amount and the lift period of the intake valve of the internal combustion engine, and changes the target operation amount. Accordingly, it is possible to adopt a configuration in which the intake air amount is adjusted by changing the maximum lift amount and the lift period of the intake valve.

Hereinafter, an embodiment of a vehicle control device according to the present invention will be described with reference to FIGS.
As shown in FIG. 1, the internal combustion engine 10 is connected to an intake passage 13 for introducing air into the combustion chamber. A throttle valve 14 is provided in the intake passage 13 as an intake air amount adjustment mechanism that adjusts the intake air amount GA. The opening degree of the throttle valve 14 is controlled by an electric motor.

  In the internal combustion engine 10, fuel corresponding to the amount of the intake air metered by the throttle valve 14 is injected from the fuel injection valve. The air-fuel mixture is combusted in the combustion chamber, whereby the crankshaft 12 rotates and a driving force is obtained.

  The crankshaft 12 of the internal combustion engine 10 is connected to the input shaft 32 of the continuously variable transmission 30 via the torque converter 20 and the planetary gear mechanism 22. The output shaft 34 of the continuously variable transmission 30 is finally connected to the wheels via a differential gear or the like (not shown). The planetary gear mechanism 22 switches the rotation direction of the input shaft 32 with respect to the rotation direction of the crankshaft 12 between the normal rotation direction and the reverse rotation direction. That is, the planetary gear mechanism 22 switches between forward and backward movement of the vehicle.

  As shown in FIG. 1, a first pulley 30 a that rotates integrally with the input shaft 32 is connected to the input shaft 32 of the continuously variable transmission 30. On the other hand, a second pulley 30 b that rotates integrally with the output shaft 34 is connected to the output shaft 34. A belt 30c is wound around the first pulley 30a and the second pulley 30b. Thereby, the driving force of the internal combustion engine 10 input to the input shaft 32 through the crankshaft 12 is transmitted to the output shaft 34 via the belt 30c and finally transmitted to the wheels.

  Here, the groove width Win of the first pulley 30a and the groove width Wout of the second pulley 30b can be changed by controlling the oil pressure supplied to the pulleys 30a and 30b through the oil pressure control circuit 50. Thereby, in the continuously variable transmission 30, by changing the groove widths Win and Wout of the first pulley 30a and the second pulley 30b, respectively, the winding radius of the belt 30c around the pulleys 30a and 30b is changed, The ratio (Nin / Nout) of the rotational speed Nout of the output shaft 34 to the rotational speed Nin of the input shaft 32, that is, the transmission gear ratio R can be changed continuously and continuously. The speed ratio R is controlled by the electronic control unit 40 that performs overall vehicle control.

  The electronic control unit 40 includes an accelerator position sensor 70 that detects an accelerator operation amount ACCP that is an operation amount of an accelerator pedal 60 that is operated by a driver, and a vehicle speed that detects a vehicle speed SPD. Sensor 71, crank angle sensor 72 for detecting engine rotational speed NE, throttle opening sensor 73 for detecting throttle opening TA which is the opening of throttle valve 14, and rotational speed of input shaft 32 of continuously variable transmission 30. A rotational speed sensor 74 and the like for detecting the input rotational speed Nin are connected.

  The electronic control unit 40 takes in the detection signals of these various sensors, performs various calculations to control the engine operating state of the internal combustion engine 10, and sets the speed ratio R of the continuously variable transmission 30 through drive control of the hydraulic control circuit 50. Control.

  In the vehicle according to the present embodiment, the internal combustion engine 10 and the continuously variable transmission 30 are cooperatively controlled as a vehicle control mode for controlling the engine operating state of the internal combustion engine 10 and the gear ratio R of the continuously variable transmission 30. While maintaining the gear ratio R of the continuously variable transmission 30 to the gear ratio R corresponding to the gear speed selected by the driver among a plurality of preset gear speeds and the cooperative mode in which the gear ratio R is continuously changed. And a non-cooperative mode for controlling the internal combustion engine 10 in response to the accelerator operation amount ACCP. And these cooperation modes and non-cooperation modes can be switched arbitrarily. In the vehicle of the present embodiment, “1st speed”, “2nd speed”, “3rd speed”, “4th speed”, “5th speed”, “6” There are seven speeds, "Speed" and "Seventh", and each of these speeds has a different gear ratio R so that the gear ratio R decreases in order from "1st speed" to "7th speed". Allocated. Detailed modes of vehicle control in the cooperative mode and the non-cooperative mode will be described later with reference to FIGS. 3 and 4.

  As shown in FIG. 1, the vehicle according to the present embodiment shifts a floor shift device 80 provided in a driver's seat as a switching unit that switches a vehicle control mode between a cooperative mode and a non-cooperative mode by a driver's operation. A lever 81 and a steering shift switch 91 provided on the steering wheel 90 are provided.

  As shown in FIG. 1, the steering shift switch 91 includes a shift up paddle 91 a provided on the right side of the steering wheel 90 and a shift down paddle 91 b provided on the left side of the steering wheel 90. When the upshift paddle 91a is operated, the upshift signal SHU is output, and when the downshift paddle 91b is operated, the downshift signal SHD is output.

  On the other hand, as shown in FIG. 2, the floor shift device 80 includes a shift lever 81 and a shift gate 82 that guides the shift lever 81. FIG. 2 is a schematic diagram showing a shift gate pattern of the floor shift device 80.

  As shown in FIG. 2, parking (P), reverse (R), and neutral (N) positions are sequentially arranged on the shift gate 82 as operation positions of the shift lever 81, and further, operation positions for forward travel The two positions of the drive (D) and the manual (M) are arranged side by side in the horizontal direction. Further, before and after the manual position (M) of the shift gate 82, positions of upshift (+) and downshift (−) are arranged. In each of the shift-up (+) and shift-down (−) positions, when the driver releases his / her hand from the shift lever 81, that is, when the operation force applied to the shift lever 81 is released, the shift lever 81 is moved to the spring. The repulsive force automatically moves to the manual position (M).

Further, the floor shift device 80 is provided with various switches as described below in order to detect the operation position of the shift lever 81.
The shift lever position switch SW1 includes a parking position (P), a reverse position (R), a neutral position (N), and a forward driving position (drive position (D) or manual position (M)). It is detected at which position the shift lever 81 is operated, and a shift position signal is output.

  The selection mode detection switch SW2 controls the operation of the shift lever 81 from the drive position (D) to the manual position (M) and the operation of the shift lever 81 from the manual position (M) to the drive position (D). Detect and output a selection mode signal.

  The shift up switch SW3 detects the operation of the shift lever 81 from the manual position (M) to the shift up position (+), and outputs a shift up signal SHU.

  The shift down switch SW4 detects an operation of the shift lever 81 from the manual position (M) to the shift down position (−), and outputs a shift down signal SHD.

  The floor shift device 80 and the steering shift switch 91 are connected to the electronic control device 40, and shift signals output from the steering shift switch 91 and the floor shift device 80 are taken into the electronic control device 40. The electronic control unit 40 switches the vehicle control mode between the cooperative mode and the non-cooperative mode based on the shift signal.

  Hereinafter, the control mode of the internal combustion engine 10 and the continuously variable transmission 30 in the cooperative mode will be described in detail with reference to FIG. FIG. 3 is a block diagram showing an outline of vehicle control in the cooperative mode.

  As shown in FIG. 3, in the cooperative mode, first, the required driving force Fd requested by the driver is calculated based on the accelerator operation amount ACCP and the vehicle speed SPD. Then, a gradual change process is performed to limit the change speed of the required driving force Fd. Specifically, as shown in the following equation (1), a so-called annealing process is performed to calculate the current setting value in consideration of the setting value set in the past, and the target driving force Fp is calculated.

Fp (i) ← {(n−1) Fp (i−1) + Fd (i)} / n (1)
n: integer greater than or equal to 2 Fp (i−1): target driving force set in the previous calculation cycle In other words, “(n−) with respect to the target driving force Fp (i−1) set in the previous calculation cycle. 1) / n ”, the required driving force Fd (i) calculated in the current calculation cycle is weighted by multiplying each by“ 1 / n ”, and the added value is obtained as the current target driving force Fp (i ). Note that, immediately after the vehicle control mode is switched to the cooperative mode and the previous target driving force Fp is not set, the value of the requested driving force Fd (i−1) calculated in the previous calculation cycle. Is substituted for the current target driving force Fp (i).

  The required driving force Fd calculated based on the accelerator operation amount ACCP and the vehicle speed SPD is a value that is sequentially calculated based on the accelerator operation amount ACCP and the vehicle speed SPD at that time, and therefore, the value is equal to the accelerator operation amount ACCP. It always changes with changes and changes in vehicle speed SPD. Therefore, when the engine output of the internal combustion engine 10 and the speed ratio R of the continuously variable transmission 30 are directly changed based on these values, the throttle opening degree TA and the speed ratio are changed in accordance with the change in the required driving force Fd. R is frequently changed, and the engine operating state and the vehicle traveling state may become unstable. For this reason, in the cooperative mode, by performing a gradual change process on the required drive force Fd calculated as described above, the target drive that limits the change speed of the required drive force Fd as a value that is actually referred to in the calculation process. The value of the force Fp is calculated, and calculation processing is executed based on the target driving force Fp.

  The coefficient n sets the degree of smoothing of the target driving force Fp by the smoothing process, and can be changed as appropriate. Specifically, the degree of smoothing increases as the coefficient n increases. That is, the target driving force Fp changes more slowly with respect to the change in the required driving force Fd.

  When the target driving force Fp is calculated in this way, shift control for changing the speed ratio R of the continuously variable transmission 30 and output control for changing the engine output of the internal combustion engine 10 are performed based on the target driving force Fp.

  In the shift control, based on the minimum value of the engine rotational speed NE that can generate the required driving force Fd, in other words, the value of the engine rotational speed NE that minimizes the fuel consumption rate when generating the required driving force Fd. The target input rotational speed Ninp of the first pulley 30a is set. Note that the value of the engine rotational speed NE at which the fuel consumption rate becomes the smallest in generating the required driving force Fd is referred to a calculation map prepared based on the result of an experiment or the like based on the characteristics of the internal combustion engine 10 in advance. Is calculated.

  Next, the control amount of the continuously variable transmission 30 is calculated based on the target input rotational speed Ninp, and the gear ratio R of the continuously variable transmission 30 is changed based on the control amount. Here, the groove widths Win and Wout of the first pulley 30a and the second pulley 30b are adjusted so that the input rotational speed Nin of the input shaft 32 detected by the rotational speed sensor 74 and the target input rotational speed Ninp are matched. To do.

  On the other hand, in the output control, the target driving force Fp calculated by subjecting the required driving force Fd to the gradual change processing as described above and the actual rotational speed of the first pulley 30a, that is, the input rotational speed Nin is used as the target. The output torque Tp is calculated. This target output torque Tp is calculated based on the following equation (2).

Tp = (Fp × K) / Nin (2)
Tp: Target output torque [N · m]
Fp: Target driving force [kW]
Nin: Input rotation speed [rpm]
K: constant = 9549.3
Then, the target throttle opening degree TAp is calculated based on the target output torque Tp, and the opening degree of the throttle valve 14 is set so that the throttle opening degree TA detected by the throttle opening degree sensor 73 coincides with the target throttle opening degree TAp. Adjust. By adjusting the opening of the throttle valve 14 in this way, an amount of air corresponding to the target output torque Tp is introduced into the combustion chamber, and fuel corresponding to the intake air amount GA is injected from the fuel injection valve. The output torque of the internal combustion engine 10 approaches the target output torque Tp.

  As described above, in the cooperative mode, the required driving force Fd is calculated based on the accelerator operation amount ACCP and the vehicle speed SPD, and the target driving force Fp obtained by subjecting the required driving force Fd to a gradual change process is calculated. Then, by continuously changing the speed ratio R so that the internal combustion engine 10 is operated in the most efficient engine operating state for generating the target driving force Fp, the internal combustion engine 10, the continuously variable transmission 30, Are coordinated. By executing such cooperative control, it becomes possible to transmit an arbitrary driving force to the wheels while operating the internal combustion engine 10 in an efficient engine operation region, so that the vehicle travels smoothly and efficiently without shock. Can be realized.

  Next, referring to FIG. 4, as described above, the transmission gear ratio R of the continuously variable transmission 30 is maintained at the transmission gear ratio R corresponding to the transmission gear selected by the driver, and the internal combustion engine is operated based on the accelerator operation amount ACCP. The vehicle control mode in the non-cooperative mode for controlling the engine 10 will be described in detail. FIG. 4 is a block diagram showing an outline of vehicle control in the non-cooperative mode.

  As shown in FIG. 4, in the non-cooperative mode, the shift control is performed based on the shift-up signal SHU and the shift-down signal SHD input from the floor shift device 80 and the steering shift switch 91 to the electronic control device 40. Specifically, when the upshift signal SHU is input from the floor shift device 80 or the steering shift switch 91, the electronic control device 40 raises the gear position by one step. Thus, for example, when the shift stage is set to “3rd speed” and the upshift signal SHU is input, the shift stage is changed to “4th speed”. On the other hand, when the downshift signal SHD is input, the electronic control unit 40 lowers the gear position by one step. Thus, for example, when the shift stage is set to “3rd speed” and the downshift signal SHD is input, the shift stage is changed to “2nd speed”.

  When the gear position is changed in this way, the electronic control unit 40 calculates the control amount of the continuously variable transmission 30 so that the gear ratio R corresponding to the set gear position is obtained, and the stepless speed change based on the control amount. The gear ratio R of the machine 30 is changed.

  On the other hand, the output control is performed based on the accelerator operation amount ACCP as shown in FIG. Specifically, a target throttle opening degree TAp proportional to the accelerator operation amount ACCP detected by the accelerator position sensor 70 is calculated. That is, in the non-cooperative mode, the target throttle opening degree TAp is set to a larger value as the accelerator operation amount ACCP is larger. Then, the opening degree of the throttle valve 14 is adjusted so that the target throttle opening degree TAp matches the throttle opening degree TA detected by the throttle opening degree sensor 73. By adjusting the opening degree of the throttle valve 14 in this way, an amount of air corresponding to the accelerator operation amount ACCP is introduced into the combustion chamber, and fuel corresponding to the intake air amount GA is injected from the fuel injection valve, The output torque of the internal combustion engine 10 is adjusted to an output torque corresponding to the accelerator operation amount ACCP. In the vehicle of the present embodiment, the required driving force Fd is calculated based on the accelerator operation amount ACCP and the vehicle speed SPD as in the cooperative mode even in the non-cooperative mode. However, in the non-cooperative mode, since the control based on the required driving force Fd is not executed, the gradual change process for this value is not executed.

  Thus, in the non-cooperative mode, the speed ratio R of the continuously variable transmission 30 is maintained at the speed ratio R corresponding to the speed selected by the driver, and the target throttle opening corresponding to the accelerator operation amount ACCP is maintained. TAp is set, and the opening degree of the throttle valve 14 is controlled so that the actual throttle opening degree TA coincides with the target throttle opening degree TAp. As a result, it is possible to realize a sporty vehicle traveling in which the output torque changes quickly with respect to the change in the accelerator operation amount ACCP and the engine rotational speed NE changes with the change in the vehicle speed SPD.

  In the vehicle of the present embodiment, the vehicle control mode is basically switched between the cooperative mode and the non-cooperative mode based on the operation position of the shift lever 81. Specifically, when the shift lever 81 is operated to the drive position (D), vehicle control is executed in a cooperative mode in which the gear ratio R of the continuously variable transmission 30 is continuously changed. When the manual position (M) is being operated, the vehicle control is executed in a non-cooperative mode in which the speed ratio R of the continuously variable transmission 30 is maintained at the speed ratio R corresponding to the speed selected by the driver.

  In the vehicle of the present embodiment, even when the shift lever 81 is operated to the drive position (D), the vehicle control mode is changed from the cooperative mode by operating the steering shift switch 91. It is possible to temporarily change to the non-cooperative mode. As a result, the driver can change the vehicle control mode without releasing his hand from the steering wheel 90. For example, the downshift operation by the downshift paddle 91b, that is, the gear position of the continuously variable transmission 30 is changed to the gear ratio R. By increasing the accelerator operation amount ACCP while changing to a large gear position, it is possible to temporarily increase the engine rotational speed NE and realize a sporty vehicle running with an acceleration feeling.

  By the way, when the vehicle control mode is switched to the non-cooperative mode by the operation of the steering shift switch 91 in the state where the shift lever 81 is operated to the drive position (D), the vehicle is intended to be accelerated. Even when the driver increases the accelerator operation amount ACCP, if the speed of the continuously variable transmission 30 remains set at a speed having a relatively small speed ratio R, the engine speed NE is reduced. It does not rise quickly and sufficient driving force cannot be obtained. As a result, the acceleration state as intended by the driver may not be realized.

  Therefore, in the vehicle of the present embodiment, when the vehicle control mode is switched to the non-cooperative mode based on the operation of the steering shift switch 91, it is based on the operation of the steering shift switch 91 under a predetermined condition. The switching of the vehicle control mode is invalidated, and the vehicle control mode is automatically returned to the cooperative mode.

  Hereinafter, with reference to FIG. 5, the process relating to the automatic return will be described in detail. FIG. 5 is a flowchart showing a flow of a series of processes related to the automatic return of the vehicle control mode. This processing is performed when the vehicle control mode is temporarily changed to the non-cooperative mode by operating the steering shift switch 91 in a state where the shift lever 81 is operated to the drive position (D). It is repeatedly executed by the electronic control unit 40.

  When the vehicle control mode is changed to the non-cooperative mode by the operation of the steering shift switch 91 and this process is started, first, in step S100, whether or not the vehicle speed SPD is less than the predetermined vehicle speed SPDn set for each gear position. Determine whether. The predetermined vehicle speed SPDn is, for example, 50 km / h for “6th speed”, 40 km / h for “5th speed”, 30 km / h for “4th speed”, from “7th speed” to “ It is set for each gear position so that the value gradually decreases to “1st speed”. Specifically, when the gear position is set to “5th speed”, it is determined in step S100 whether or not the current vehicle speed SPD is less than 50 km / h.

  If it is determined in step S100 that the vehicle speed SPD is less than the predetermined vehicle speed SPDn (step S100: YES), the process proceeds to step S110, where it is determined whether or not the accelerator operation amount ACCP is equal to or greater than the predetermined amount ACCPst. . The predetermined amount ACCPst can realize the acceleration intended by the driver if the accelerator operation amount ACCP is equal to or larger than the predetermined amount ACCPst and the gear ratio R corresponding to the currently selected gear stage remains unchanged. It is a value that is set based on the result of an experiment or the like that is performed in advance as a threshold value for estimating that it is impossible.

  If it is determined in step S110 that the accelerator operation amount ACCP is equal to or greater than the predetermined amount ACCPst (step S110: YES), that is, if the gear ratio R corresponding to the currently selected gear stage remains unchanged, the driver intends. If it is estimated that acceleration cannot be realized, the process proceeds to step S120.

  In step S120, the vehicle control mode switched to the non-cooperative mode by operating the steering shift switch 91 is returned to the cooperative mode. Thereby, the vehicle control mode is switched from the non-cooperative mode to the cooperative mode. Then, when the vehicle control mode is switched from the non-cooperative mode to the cooperative mode, the gradual change processing for the value of the requested driving force Fd, that is, the above-described smoothing processing is started from that point, and the target calculated through this smoothing processing is started. Shift control and output control are executed based on the value of the driving force Fp. When the vehicle control mode returns to the cooperative mode in this way, this process is terminated.

  On the other hand, if it is determined in step S100 that the vehicle speed SPD is equal to or higher than the predetermined vehicle speed SPDn (step S100: NO), or if it is determined in step S110 that the accelerator operation amount ACCP is less than the predetermined amount ACCPst (step S100). In S110: NO), since the acceleration close to the driver's request can be realized even if the gear ratio R corresponding to the currently selected gear position is maintained, the vehicle control in the non-cooperative mode is performed as it is. This process is continued once.

  Hereinafter, an operation when the vehicle control mode is automatically returned to the cooperative mode will be described with reference to FIG. FIG. 6 is a timing chart showing the relationship between the automatic return of the vehicle control mode according to this embodiment and the changes in the target throttle opening degree TAp and the acceleration G of the vehicle.

  As shown in FIG. 6, before the time t1, the vehicle control mode is switched to the non-cooperative mode by the operation of the steering shift switch 91, and the gear position is set to “6th speed”.

  At time t1, when the driver starts to depress the accelerator pedal 60 in order to accelerate the vehicle rapidly, the value of the accelerator operation amount ACCP starts to increase accordingly. As described above, in the non-cooperative mode, since the target throttle opening degree TAp is set to a larger value in proportion to the value of the accelerator operation amount ACCP, the target throttle opening degree TAp increases accordingly. The actual throttle opening degree TA is increased. At the same time, as indicated by a broken line in FIG. 6, the value of the required driving force Fd calculated by the electronic control unit 40 also increases.

  However, at time t1-2, the vehicle speed SPD is small and the gear stage is set to "6-speed", so the engine speed NE is small. Therefore, even if the throttle opening degree TA is increased, the output is hardly increased and the vehicle speed SPD does not increase easily.

  At time t2, when it is determined that the vehicle speed SPD is less than the predetermined vehicle speed SPDn and the accelerator operation amount ACCP is greater than or equal to the predetermined amount ACCPst, the gear ratio R corresponding to the currently selected shift speed is Then, it is estimated that the acceleration requested by the driver cannot be realized, and the vehicle control mode is switched to the cooperative mode.

  Then, a gradual change process for the value of the required driving force Fd calculated at time t2 is started, and the value of the target driving force Fp is calculated as shown by the solid line in FIG. 6, and the value of the target driving force Fp is calculated. Based on this, output control and shift control are executed.

  Thus, after time t2, the speed ratio R is automatically changed based on the value of the target driving force Fp, and the speed ratio R is increased as shown in FIG. Also, the target throttle opening degree TAp is set based on the value of the target driving force Fp, and the value of the target throttle opening degree TAp immediately after switching is set to TAp2 as shown in FIG.

  As described above, when the vehicle control mode is switched to the cooperative mode at time t2, the transmission gear ratio R is appropriately changed according to the value of the target driving force Fp calculated based on the accelerator operation amount ACCP and the vehicle speed SPD. Therefore, the vehicle speed SPD increases quickly.

  By the way, as a switching means for switching the vehicle control mode, in the vehicle including the steering shift switch 91 in addition to the shift lever 81 as in the present embodiment, the shift lever 81 is operated to the drive position (D). When the steering shift switch 91 is operated in a state where the vehicle is in the non-cooperative mode, the gradual change process is executed on the value of the required driving force Fd while the mode is switched to the non-cooperative mode. The Fp is continuously calculated, and when the non-cooperative mode is switched to the cooperative mode, the output control and the shift control can be controlled based on the value of the target driving force Fp required for the previous calculation. There is also.

  As indicated by a one-dot chain line in FIG. 6, the value of the target driving force Fp calculated by performing the gradual change process on the value of the required driving force Fd in this way depends on the accelerator operation amount ACCP in the non-cooperative mode. It changes later than the changing required driving force Fd (required driving force Fd indicated by a broken line in FIG. 6). Therefore, when the accelerator pedal 60 is rapidly depressed at time t1, and it is determined at time t2 that the accelerator operation amount ACCP is equal to or greater than the predetermined amount ACCPst and the vehicle control mode returns from the non-cooperative mode to the cooperative mode. Is controlled based on the value of the target driving force Fp (Fp3 in FIG. 6) in which the intake air amount GA, which rapidly increases with the change in the accelerator operation amount ACCP in the non-cooperative mode, rises with delay as described above. It becomes like this.

  As a result, immediately after the switching, a large divergence occurs between the actual throttle opening degree TA and the target throttle opening degree TAp3 set based on the target driving force Fp3, and the intake air amount GA is rapidly reduced. Become so. As a result, the engine output suddenly decreases with the switching, and the acceleration G decreases as shown by the one-dot chain line in FIG. 6, which may cause a shock.

  Further, particularly when the accelerator operation amount ACCP is determined to be equal to or greater than the predetermined amount ACCPst, as in the above-described embodiment, the shift lever 81 by the driver is automatically returned to the cooperative mode. Since the switching from the non-cooperative mode to the cooperative mode is performed without the operation of the steering wheel switch 91 or the operation of the steering shift switch 91, the vehicle control mode is switched at an unexpected timing of the driver, and the shock accompanying the switching is driven. It is easy to give a strange feeling

  On the other hand, in the vehicle of the present embodiment, when the vehicle control mode is switched to the cooperative mode at time t2, the required driving force Fd is not changed from the switching time point until the switching time without executing the gradual change process. The gradual change process for the value is started. Therefore, as shown in FIG. 6, the required driving force Fd rises with high responsiveness to the change in the accelerator operation amount ACCP until time t2, and the gradual change processing is executed for the raised required driving force Fd. Will come to be. Therefore, as shown in FIG. 6, the value of the target throttle opening degree TAp2 calculated based on the target driving force Fp2 set at time t2 is closer to the target throttle opening degree TAp1 immediately before switching than the value of TAp3. Value. As a result, a decrease in engine output is suppressed, and the acceleration G changes without dropping as shown by the solid line in FIG.

According to the embodiment described above, the following effects can be obtained.
(1) When it is determined that the accelerator operation amount ACCP is equal to or greater than the predetermined amount ACCPst and it is estimated that the driver's acceleration request is large, the vehicle control mode is automatically returned from the non-cooperative mode to the cooperative mode. . As a result, the gear ratio R of the continuously variable transmission 30 is automatically changed to generate the required driving force Fd commensurate with the accelerator operation amount ACCP, and the vehicle control mode is controlled by operating the steering shift switch 91. Even when a sudden acceleration request is made when a gear position with a small gear ratio R is selected in a state where the gear is switched to the non-cooperative mode, acceleration in accordance with the driver's intention can be realized. become able to.

  (2) In the above embodiment, when the vehicle control mode is returned from the non-cooperative mode to the cooperative mode, the gradual change process for the required driving force Fd is started from the time of the return. As a result, since the gradual change process is not executed until switching, the required driving force Fd rises with high responsiveness to changes in the accelerator operation amount ACCP. Will be executed on the value. As a result, it is possible to suppress the occurrence of a shock accompanying the rise delay of the value of the target driving force Fp calculated by gradually changing the required driving force Fd.

In addition, the said embodiment can also be implemented with the following forms which changed this suitably.
-At least when the vehicle control mode is automatically returned from the non-cooperative mode to the cooperative mode, the gradual change process applied to the required driving force Fd may be started from the time of the return. That is, not only when the vehicle control mode is automatically returned to the cooperative mode based on the accelerator operation amount ACCP being equal to or greater than the predetermined amount ACCPst as described above, but also when the vehicle control mode is switched from the non-cooperative mode to the cooperative mode. The gradual change process applied to the required driving force Fd may be started from the switching time.

  In the above-described embodiment, the configuration including the shift up paddle 91a on the right side of the steering wheel 90 and the shift down paddle 91b on the left side of the steering wheel 90 is shown as the steering shift switch 91, but this configuration is the configuration of the steering shift switch 91. It is an example and can be changed as appropriate. As another configuration of the steering shift switch 91, for example, a configuration in which a shift-up button is provided at a position facing the driver of the steering wheel 90 and a shift-down button is provided on the back side of the steering wheel 90 is adopted. You can also

  In the above embodiment, as the gradual change process, an example is shown in which a so-called annealing process is performed in which the current set value is calculated for the value of the required driving force Fd in consideration of the set value set in the past. However, the specific method of this gradual change process can be changed as appropriate. For example, instead of such an annealing process, a configuration in which the target driving force Fp is calculated by setting an upper limit on the change speed of the required driving force Fd can be adopted.

  In the above embodiment, a throttle valve 14 is provided in the intake passage 13 as an intake air amount adjustment mechanism for adjusting the intake air amount GA of the internal combustion engine 10, and the intake of the intake valve 13 is adjusted by adjusting the opening of the throttle valve 14. A configuration for metering the air amount GA was shown. On the other hand, the intake air amount metering mechanism can be changed as appropriate. For example, a vehicle equipped with an internal combustion engine that is provided with a lift amount changing mechanism that changes at least one of the maximum lift amount and the lift period of the intake valve and that regulates the intake air amount GA through the lift amount changing mechanism instead of the throttle valve 14. The present invention can also be applied to.

1 is a schematic diagram showing a schematic configuration of a vehicle control device according to an embodiment of the present invention, an internal combustion engine that is a control target thereof, and a drive system. The schematic diagram which shows the shift gate pattern of the floor shift apparatus concerning the embodiment. The block diagram which shows the outline | summary of the vehicle control by the cooperation mode concerning the embodiment. The block diagram which shows the outline | summary of the vehicle control by the non-cooperation mode concerning the embodiment. The flowchart which shows the flow of a series of processes concerning the automatic return of the vehicle control mode of the embodiment. The timing chart which shows the change of the change of the vehicle control mode concerning the same embodiment, the target throttle opening degree, and the acceleration of a vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine, 12 ... Crankshaft, 13 ... Intake passage, 14 ... Throttle valve, 20 ... Torque converter, 22 ... Planetary gear mechanism, 30 ... Continuously variable transmission, 40 ... Electronic control unit, 50 ... Hydraulic control circuit, DESCRIPTION OF SYMBOLS 60 ... Accelerator pedal, 70 ... Accelerator position sensor, 71 ... Vehicle speed sensor, 72 ... Crank angle sensor, 73 ... Throttle opening sensor, 74 ... Rotational speed sensor, 80 ... Floor shift device, 81 ... Shift lever, 82 ... Shift gate , 90 ... steering wheel, 91 ... steering shift switch, 91a ... shift up paddle, 91b ... shift down paddle.

Claims (4)

As a vehicle control mode in which the driving force of the internal combustion engine is transmitted to the driving wheels via the continuously variable transmission, the required driving force of the vehicle is calculated based on the vehicle speed and the accelerator operation amount, and the value of the required driving force is obtained. The internal combustion engine and the continuously variable transmission are configured by setting a target operation amount of the intake air amount metering mechanism of the internal combustion engine and a target transmission ratio of the continuously variable transmission based on the target driving force subjected to the gradual change processing. Of the plurality of preset gear speeds to be controlled, the gear ratio of the continuously variable transmission is maintained at the gear ratio corresponding to the gear speed selected by the driver, and the accelerator operation amount is also supported. A non-cooperative mode for setting a target operation amount of the intake air amount metering mechanism and controlling the internal combustion engine and the continuously variable transmission separately;
As a switching means for switching the vehicle control mode between the cooperative mode and the non-cooperative mode, the vehicle control mode is shifted to a plurality of positions including a shift position that uses the cooperative control mode as the cooperative mode and a shift position that uses the non-cooperative mode. A shift lever capable of switching a position, and a steering shift switch provided on a steering wheel for selecting a gear position of the continuously variable transmission, wherein the shift lever is operated to a shift position corresponding to the cooperative mode. In the vehicle control device that switches the vehicle control mode to the non-cooperative mode when the steering shift switch is operated even in the state,
When the vehicle control mode is switched to the non-cooperative mode based on the operation of the steering shift switch, the vehicle speed is less than a predetermined vehicle speed set for each gear position, and the accelerator operation amount is a predetermined amount. When it is determined that the above is true, the switching of the vehicle control mode based on the operation of the steering shift switch is invalidated and the vehicle control mode is returned to the cooperative mode. . The vehicle control device according to claim 1,
When the vehicle control mode is returned from the non-cooperative mode to the cooperative mode, the gradual change process applied to the requested driving force is started from the return time as a starting point. As the intake air amount metering mechanism, a throttle valve is provided in the intake passage,
The vehicle control device according to claim 1, wherein a target throttle opening is set as the target operation amount. The vehicle control device according to claim 1, further comprising a lift amount changing mechanism that changes a maximum lift amount and a lift period of an intake valve of the internal combustion engine as the intake air amount metering mechanism.

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