JP4831358B2 - Vehicle control device - Google Patents

Description

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

  In a vehicle equipped with a continuously variable transmission as a transmission for transmitting the driving force of the internal combustion engine to the wheels, by changing the gear ratio continuously as the vehicle speed changes, it is possible to achieve an efficient engine operation range. The vehicle can be run while operating the internal combustion engine.

  Specifically, an engine capable of calculating a required output based on a parameter having a correlation with the magnitude of the acceleration / deceleration request of the driver, such as an accelerator pedal operation amount, and the current vehicle speed, and generating the required output The minimum value of the rotational speed, in other words, the engine rotational speed at which the fuel consumption rate is minimized is set as the required rotational speed. Then, in order to drive the vehicle while maintaining the engine rotational speed at the required rotational speed, the intake air amount of the internal combustion engine is controlled, the speed ratio is continuously changed, and the internal combustion engine and the continuously variable transmission are coordinated. Control.

  By executing such cooperative control, it becomes possible to transmit an arbitrary driving force to the wheels while operating the internal combustion engine in an efficient engine operation region, so that smooth and efficient vehicle running without shocks can be achieved. 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.
JP-A-8-82354

  By the way, in such a non-cooperative mode, the throttle valve opening is controlled so that the actual throttle opening matches the target throttle opening corresponding to the accelerator operation amount, as in the case of a vehicle equipped with a manual transmission. To do. On the other hand, in the cooperative mode, as described above, the target throttle opening is set based on the required output calculated from the vehicle speed and the accelerator operation amount, and the throttle valve opening matches the target throttle opening. To control.

  As described above, since the calculation method of the target throttle opening is different between the non-cooperative mode and the cooperative mode, when the non-cooperative mode and the cooperative mode are switched, The target throttle opening set in the mode may deviate. In such a case, when switching between the non-cooperative mode and the cooperative mode, the opening degree of the throttle valve is suddenly changed, and a shock may occur due to a sudden change in the engine output.

These inconveniences are not limited to adjusting the intake air amount with the throttle valve, but other intake air amount adjustments , such as adjusting the intake air amount by changing the lift amount of the intake valve. Even if a mechanism is employed, it can occur as well.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to suppress a shock caused by a sudden change in engine output when switching between the cooperative mode and the non-cooperative mode. It is in providing the control apparatus of a vehicle.

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 output of the internal combustion engine is calculated based on the vehicle speed and the accelerator operation amount in the 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 a cooperative mode for controlling the internal combustion engine and the continuously variable transmission 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 required output And the intake air amount corresponding to the accelerator operation amount, while maintaining the speed ratio of the continuously variable transmission at the speed ratio corresponding to the speed selected by the driver among the plurality of speeds preset. A control device for a vehicle that sets a target operation amount of a metering mechanism and switches between a non-cooperative mode that controls the internal combustion engine and the continuously variable transmission separately , and the vehicle control mode is the cooperative mode and the non-cooperative mode. Switch between collaborative modes When, in the control apparatus for a vehicle for performing a gradual change process gradually changed to the setting value after switching from the setting value before switching the target operation amount of the intake air amount metering mechanism, the gradual change process, vehicle control When the mode is switched from the non-cooperative mode to the cooperative mode, the target operation amount of the intake air amount metering mechanism set immediately before switching and the target operation amount of the intake air amount metering mechanism set immediately after switching On the other hand, when the vehicle control mode is switched from the cooperative mode to the non-cooperative mode, the intake air amount metering set immediately before switching is executed on the condition that the deviation from the vehicle is greater than or equal to the first predetermined amount. The difference between the target operation amount of the mechanism and the target operation amount of the intake air amount metering mechanism set immediately after switching is equal to or greater than a second predetermined amount that is larger than the first predetermined amount. As its gist to be run bets on condition.

According to the above configuration, the operation amount of the intake air amount metering mechanism of the internal combustion engine is changed based on the target operation amount obtained by the gradual change processing, and the value of the target operation amount before and after the switching of the vehicle control mode. Even when there is a deviation, the actual operation amount of the intake air amount adjustment mechanism gradually changes. As a result, the amount of intake air is gradually changed, and a shock caused by a sudden change in engine output can be suppressed.
Further, when the vehicle control mode is the non-cooperative mode, a sporty vehicle traveling is required in which the engine output changes with high responsiveness in accordance with the accelerator operation, whereas when the vehicle control mode is the cooperative mode, the engine output is suddenly increased. Smooth running of the vehicle is required without changing. On the other hand, in the first aspect of the present invention, the gradual change process is executed on condition that the deviation of the target operation amount of the intake air amount metering mechanism before and after the switching of the vehicle control mode is a predetermined amount or more. When the vehicle control mode is switched from the non-cooperative mode to the cooperative mode, non-cooperative from the cooperative mode is more than the first predetermined amount that is a threshold for determining whether or not to perform the gradual change process. When the mode is switched, the second predetermined amount, which is a threshold value for determining whether or not to execute the gradual change process, is set to a large value. As a result, when the vehicle control mode is switched from the cooperative mode to the non-cooperative mode and a sporty vehicle travel is required, the vehicle control mode is switched from the non-cooperative mode to the cooperative mode and the engine output changes rapidly. The chance that the gradual change process is executed is reduced as compared with the case where smooth vehicle travel without being required is performed. As described above, according to the configuration of the first aspect, it is possible to change the execution degree of the gradual change process accompanying the switching of the vehicle control mode in a manner in accordance with the driver's intention, and preferably the vehicle control mode. Shock associated with switching can be suppressed.

  According to a second aspect of the present invention, in the vehicle control device according to the first aspect, the gradual change processing includes a target operation amount of the intake air amount metering mechanism set immediately before the vehicle control mode is switched. The gist of the present invention is that it is executed on condition that the deviation from the target operation amount of the intake air amount metering mechanism set immediately after the switching is a predetermined amount or more.

  When the deviation of the target operation amount of the intake air amount metering mechanism before and after the switching of the vehicle control mode is small, the shock that occurs with the switching is small. In this regard, according to the above configuration, when the difference between the target operation amount of the intake air amount metering mechanism before and after the switching when the switching between the cooperative mode and the non-cooperative mode is performed is less than a predetermined amount, The gradual change process for the target manipulated variable value is not executed. Therefore, when it is estimated that the generated shock is sufficiently small based on the difference in the target operation amount before and after the switching of the vehicle control mode being less than the predetermined amount, the gradual change process is not executed immediately. Based on the target operation amount of the intake air amount adjustment mechanism, the intake air amount can be adjusted and the engine output can be changed.

  According to a third aspect of the present invention, in the vehicle control device according to the first or second aspect, the gradual change processing is performed after the vehicle control mode is switched, and the intake air amount adjustment set after the switching is performed. The gist is that the operation is performed until the difference between the target operation amount of the amount mechanism and the actual operation amount of the intake air amount adjustment mechanism becomes less than a predetermined amount.

  According to the above configuration, the difference between the actual operation amount of the intake air amount metering mechanism changed based on the target operation amount subjected to the gradual change processing and the target operation amount not subjected to the gradual change processing is reduced. Therefore, it can be estimated that the shock is less likely to occur, and the execution of the gradual change process is finished in a manner that matches the possibility of the shock, and the driver's accelerator operation amount is promptly determined. The output control can be executed.

According to a fourth aspect of the present invention, in the vehicle control device according to any one of the first to third aspects, the switching means for switching a vehicle control mode between the cooperative mode and the non-cooperative mode, A shift lever that can be switched to a plurality of shift positions including a shift position that corresponds to the cooperative mode and a shift position that corresponds to the non-cooperative mode, and a steering wheel that is provided on a steering wheel and that selects the gear position of the continuously variable transmission Even if the shift lever is operated to a shift position corresponding to the cooperative mode, the vehicle control mode is switched to the non-cooperative mode when the steering shift switch is operated. When the vehicle shifts to a steady running state after the shift operation of the steering shift switch, the vehicle control mode is set to The gist is to return to the cooperative mode.

According to a fifth aspect of the present invention, in the vehicle control device according to the fourth aspect , when a state where the accelerator operation amount is less than the predetermined amount continues for a predetermined period after the shift operation of the steering shift switch is performed. The gist of the invention is to return the vehicle control mode to the cooperative mode when the vehicle has shifted to the steady running state.

  For a vehicle equipped with a continuously variable transmission and capable of changing the vehicle control mode between the cooperative mode and the non-cooperative mode, a shift lever that switches between the cooperative mode and the non-cooperative mode is used as a switching means for switching the vehicle control mode. In addition, some include 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 changed from the cooperative mode to the non-cooperative mode by operating the steering shift switch. be able to. Therefore, the driver can change the vehicle control mode and select an arbitrary shift speed without taking his hands off the steering wheel. Further, in a vehicle equipped with such a steering shift switch, when the shift lever is operated to the shift position corresponding to the cooperation mode and the steering shift switch is operated to shift to the non-cooperation mode, There is also an apparatus that automatically returns from the non-cooperative mode to the cooperative mode when the vehicle enters the steady running state. This is because when a transition to a steady running state is made and it is estimated that a state in which sporty vehicle running is required has been completed, a cooperative mode in which the internal combustion engine can be operated in an efficient engine operating range is automatically set. By returning, the fuel consumption and exhaust properties are improved.

When such an automatic return is performed, the driver is not expected because the switching from the non-cooperative mode to the cooperative mode is automatically performed without the operation of the shift lever or the steering shift switch by the driver. Switching of the vehicle control mode is executed at the timing, and the shock accompanying the switching tends to give the driver a sense of discomfort. Therefore, as described in the fourth aspect of the invention, in such a vehicle control device, the invention described in the first to third aspects is applied to suppress the occurrence of a shock associated with the switching of the vehicle control mode. It is desirable to do.

Note that the vehicle has shifted to the steady running state because, for example, the state in which the accelerator operation amount is less than the predetermined amount continues for a predetermined period after the shift operation of the steering shift switch is performed, as in the invention according to claim 5 . It can be determined based on that.

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 burned in the combustion chamber, whereby the crankshaft 12 rotates and an output 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 device 40 detects, for example, 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 SPD as various sensors that detect the traveling state of the vehicle. Vehicle speed sensor 71 for detecting engine speed, crank angle sensor 72 for detecting engine rotational speed NE, throttle opening degree sensor 73 for detecting throttle opening degree TA which is the opening degree of throttle valve 14, rotational speed of input shaft 32 of continuously variable transmission 30 A rotational speed sensor 74 for detecting the input rotational speed Nin is connected.

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

  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. The non-cooperative mode for controlling the internal combustion engine 10 in response to the accelerator operation amount ACCP can be switched. 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.

  In the vehicle according to the present embodiment, “1st speed”, “2nd speed”, “3rd speed”, “4th speed”, “5th speed”, “6th speed” are selectable shift speeds in the non-cooperative mode. , “7-speed” are set, and each of these shift speeds is assigned a different speed ratio R so that the speed ratio R decreases in order from “1st speed” to “7th speed”. ing.

  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.

  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. When the downshift paddle 91b is operated, the downshift signal SHD is output.

  The steering shift switch 91 and the floor shift device 80 are connected to the electronic control device 40, and the shift signal output from the steering shift switch 91 and the floor shift device 80 is taken into the electronic control device 40.

  Hereinafter, the floor shift device 80 will be described in detail with reference to FIG. 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. In the shift gate 82, parking (P), reverse (R), and neutral (N) positions are sequentially arranged as operation positions of the shift lever 81, and further, drive (D) and manual ( Two positions 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 to the electronic control unit 40.

  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). It detects and outputs a selection mode signal to the electronic control unit 40.

  The shift-up switch SW3 detects an operation of the shift lever 81 from the manual position (M) to the shift-up position (+), and outputs a shift-up signal SHU to the electronic control unit 40.

  The downshift switch SW4 detects the operation of the shift lever 81 from the manual position (M) to the downshift position (−), and outputs a downshift signal SHD to the electronic control unit 40.

  The electronic control device 40 basically switches the vehicle control 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 according to the present embodiment, the switching from the cooperative mode to the non-cooperative mode is performed in addition to the operation of the shift lever 81 from the drive position (D) to the manual position (M) described above. This can be done by operating the shift switch 91. Specifically, even when the operation position of the shift lever 81 in the floor shift device 80 is in the drive position (D), the steering shift switch 91, that is, the shift up paddle 91a or the shift down paddle 91b is operated. In this case, the vehicle control mode is switched from the cooperative mode to the non-cooperative mode. As a result, the driver can change the vehicle control mode to the non-cooperative mode and can travel by selecting an arbitrary shift stage without releasing his hand from the steering wheel 90 during traveling of the vehicle.

  Also, when the shift lever 81 is operated to the drive position (D) and the steering shift switch 91 is operated to shift to the non-cooperative mode, the most recent shift operation is performed. The vehicle control mode is automatically returned from the non-cooperative mode to the cooperative mode when transitioning to the steady running state. Specifically, after the shift operation by the steering shift switch 91, that is, the shift-up paddle 91a or the shift-down paddle 91b is operated, the state where the accelerator operation amount ACCP is less than the predetermined amount F continues for a predetermined period T or more. Based on this, it is determined that the vehicle has shifted to steady running. And when it determines with having shifted to regular driving | running | working, vehicle control mode transfers to non-cooperative mode from cooperative mode. This is because the internal combustion engine 10 is operated in an efficient engine operation region when it is estimated that a state in which sporty vehicle travel is required has ended based on the transition to the steady travel state. It is intended to improve fuel efficiency and exhaust properties by automatically returning to a possible cooperative mode.

  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 output Pd requested by the driver is calculated based on the accelerator operation amount ACCP and the vehicle speed SPD. Then, transmission control for changing the transmission gear 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 required output Pd.

  In the shift control, the engine speed NE that can generate the required output Pd, in other words, based on the value of the engine speed NE that minimizes the fuel consumption rate when generating the required output Pd. A target input rotational speed Ninp of one pulley 30a is set. It should be noted that the value of the engine rotational speed NE at which the fuel consumption rate becomes the smallest in generating the required output Pd is referred to a calculation map created based on the result of an experiment or the like based on the characteristics of the internal combustion engine 10 in advance. 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 output torque Tp is calculated based on the required output Pd calculated based on the accelerator operation amount ACCP and the vehicle speed SPD as described above and the actual rotational speed of the first pulley 30a, that is, the input rotational speed Nin. Is calculated. This target output torque Tp is calculated based on the following equation (1).

Tp = (Pd × K) / Nin (1)
Tp: Target output torque [N · m]
Pd: Request output Pd [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 throttle valve 14 is opened so that the target throttle opening degree TAp and the throttle opening degree TA detected by the throttle opening degree sensor 73 coincide with each other. Adjust the degree. 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 is adjusted to the target output torque Tp.

  As described above, in the cooperative mode, the required output Pd is calculated based on the accelerator operation amount ACCP and the vehicle speed SPD, and the internal combustion engine 10 is operated in the most efficient engine operating state for generating the required output Pd. By continuously changing the gear ratio R, the internal combustion engine 10 and the continuously variable transmission 30 are cooperatively controlled. 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 a shift-up signal SHU and a 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, the electronic control unit 40 increases 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”. Further, 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 as to obtain a gear ratio corresponding to the set gear position, and the continuously variable transmission based on the control amount. The gear ratio R of 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 and the throttle opening degree TA detected by the throttle opening degree sensor 73 coincide with each other. 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.

  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.

  By the way, in this non-cooperative mode, the opening degree of the throttle valve 14 is controlled so that the throttle opening degree TA coincides with the target throttle opening degree TAp corresponding to the accelerator operation amount ACCP. On the other hand, in the cooperative mode, as described above, the target throttle opening degree TAp is set based on the required output Pd calculated from the vehicle speed SPD and the accelerator operation amount ACCP, and the throttle opening degree is set to the target throttle opening degree TAp. The opening degree of the throttle valve 14 is controlled so that the degree TA coincides.

  Thus, since the calculation method of the target throttle opening degree TAp differs between the non-cooperative mode and the cooperative mode, when the non-cooperative mode and the cooperative mode are switched, the target throttle opening degree TAp set in the non-cooperative mode is set. And the target throttle opening degree TAp set in the cooperative mode may deviate. In such a case, when the non-cooperative mode and the cooperative mode are switched, the opening degree of the throttle valve 14 is suddenly changed, and the output torque of the internal combustion engine 10 may be suddenly changed to cause a shock. .

  Therefore, in the vehicle according to the present embodiment, when the vehicle control mode is switched, the gradual change process for gradually changing the target throttle opening degree TAp from the setting value before switching to the setting value after switching. To do.

  Hereinafter, the control related to the gradual change process will be described with reference to FIG. FIG. 5 is a flowchart showing a flow of a series of processes accompanying the execution of the gradual change process. This process is executed by the electronic control device 40 every time the vehicle control mode is switched between the cooperative mode and the non-cooperative mode.

  When this process is started, first, in step S100, it is determined whether or not the accelerator operation amount ACCP at the time of switching is greater than or equal to a predetermined amount A. When the accelerator operation amount ACCP at the time of switching the vehicle control mode is very small, the target throttle opening degree TAp is also very small, so that the difference between the target throttle opening degree TAp before and after the switching is also very small. For this reason, when the accelerator operation amount ACCP at the time of switching the vehicle control mode is very small, it is estimated that the fluctuation of the engine output accompanying the switching is small and the shock hardly occurs. Therefore, in step S100, when the accelerator operation amount ACCP at the time of switching is determined to be greater than or equal to the predetermined amount A, a shock is generated when the target throttle opening degree TAp changes as the vehicle control mode is switched. Estimate whether there is a risk of occurrence. The value of the predetermined amount A is based on the fact that the accelerator operation amount ACCP is less than the predetermined amount A, and that the accelerator operation amount ACCP is sufficiently small so that almost no shock is generated when the vehicle control mode is switched. Is set based on the result of an experiment or the like conducted in advance.

  If it is determined in step S100 that the accelerator operation amount ACCP at the time of switching is greater than or equal to the predetermined amount A (step S100: YES), the process proceeds to step S110, where there is a deviation in the target throttle opening degree TAp before and after the switching. It is determined whether or not it is a fixed amount or more. Specifically, a difference ΔTAp between the target throttle opening degree TAp immediately before switching and the target throttle opening degree TAp immediately after switching is calculated, and this difference ΔTAp is compared with a predetermined amount B. The predetermined amount B is determined based on the fact that the difference ΔTAp is greater than or equal to the predetermined amount B, so that the difference in the target throttle opening degree TAp before and after the switching is large and there is a possibility that a shock due to the switching may occur. The possible value is set based on the result of an experiment or the like performed in advance.

  If it is determined in step S110 that the difference ΔTAp between the target throttle opening TAp before and after switching is equal to or greater than the predetermined amount B (step S110: YES), that is, the difference in the target throttle opening TAp is large, so that If it is estimated that there is a risk of occurrence, the process proceeds to step S120. Then, a gradual change process is performed on the target throttle opening degree TAp. Specifically, as shown in the following formula (2), a so-called annealing process is performed in which a current set value is calculated in consideration of a set value set in the past.

NTAp (i) ← {(n−1) NTAp (i−1) + TAp (i)} / n (2)
n: Integer greater than or equal to 2 NTAp (i-1): Smoothed target throttle opening set in the previous calculation cycle In other words, the smoothed target throttle opening NTAp (i-1) set in the previous calculation cycle On the other hand, “(n−1) / n” is multiplied by “1 / n” with respect to the target throttle opening degree TAp (i) calculated in the current calculation cycle, and the added value is calculated as the current value. The smoothing target throttle opening NTAp (i) is calculated.

  If the previous smoothing target throttle opening NTAp has not been set immediately after the vehicle control mode is switched, the value of the target throttle opening TAp calculated in the previous calculation cycle is changed to the previous value. Further, the current smoothing target throttle opening NTAp (i) is calculated as the target throttle opening NTAp (i-1). The coefficient n sets the smoothing degree of the target throttle opening degree TAp by the smoothing process, and can be changed as appropriate. Specifically, the degree of smoothing increases as the coefficient n increases. That is, with the switching of the vehicle control mode, the smoothed target throttle opening NTAp comes closer to the target throttle opening TAp calculated in the vehicle control mode after switching.

  In step S120, the smoothed target throttle opening NTAp is thus calculated, the opening of the throttle valve 14 is controlled so that the throttle opening TA matches the smoothed target throttle opening NTAp, and the process proceeds to step S130.

  On the other hand, when it is determined in step S100 that the accelerator operation amount ACCP at the time of switching is less than the predetermined amount A (step S100: NO), or in step S110, there is a difference ΔTAp between the target throttle opening TAp before and after the switching. When it is determined that the amount is less than the fixed amount B (step S110: NO), that is, when it is estimated that the shock accompanying the switching of the vehicle control mode hardly occurs, the gradual change process is not executed and the process proceeds to step S150. move on. Then, the opening degree of the throttle valve 14 is controlled so as to coincide with the target throttle opening degree TAp calculated in the vehicle control mode after switching, and this process is ended.

  In step S130, it is determined whether or not the difference between the actual throttle opening degree TA changed based on the calculated smoothing target throttle opening degree NTAp and the target throttle opening degree TAp is less than a predetermined amount. Specifically, a difference ΔTA between the throttle opening degree TA detected by the throttle opening degree sensor 73 and the target throttle opening degree TAp not subjected to the annealing process is calculated, and this value is compared with a predetermined amount C. The predetermined amount C has a small difference between the actual throttle opening TA and the target throttle opening TAp based on the difference ΔTA being less than the predetermined amount C. Even when the opening degree of the throttle valve 14 is controlled based on the opening degree TAp, it is set based on the result of an experiment or the like performed in advance as a value for determining that a shock hardly occurs.

  If it is determined in step S130 that the difference ΔTA between the throttle opening TA and the target throttle opening TAp is less than the predetermined amount C (step S130: YES), that is, the actual throttle opening TA and the target throttle. If it is determined that the deviation from the opening degree TAp is small, the process proceeds to step S140. In step S140, it is determined whether or not the target throttle opening degree TAp is less than a predetermined amount D. In an engine operation region where the throttle opening degree TA is very large, the degree of change in engine output with respect to the amount of change in the throttle opening degree TA becomes large. Therefore, when the target throttle opening degree TAp is very large, the gradual change process is terminated and the target throttle opening degree TAp is terminated even if the difference between the actual throttle opening degree TA and the target throttle opening degree TAp is small. When the opening degree of the throttle valve 14 is controlled based on the above, there is a risk that a shock will occur. If it is determined in step S140 that the target throttle opening degree TAp is less than the predetermined amount D (step S140: YES), that is, if it is determined that there is no possibility of such a shock, the process proceeds to step S150. Then, the execution of the smoothing process for the value of the target throttle opening degree TAp is terminated, and the opening degree of the throttle valve 14 is controlled based on the target throttle opening degree TAp. That is, the opening degree of the throttle valve 14 is controlled so that the throttle opening degree TA coincides with the target throttle opening degree TAp calculated in the vehicle control mode after switching, and this process is terminated.

  On the other hand, when it is determined in step S130 that the difference ΔTA between the throttle opening degree TA and the target throttle opening degree TAp is equal to or greater than the predetermined amount C (step S130: NO), the target throttle opening degree is determined in step S140. When it is determined that TAp is equal to or greater than the predetermined amount D (step S140: NO), the process returns to step S120, and the execution of the annealing process is continued.

  As described above, in the vehicle of the present embodiment, when the vehicle control mode is switched, if the difference between the target throttle opening TAp set before and after the switching is large, the actual throttle opening TA and after the switching are performed. A smoothing process is performed to the value of the target throttle opening degree TAp as a gradual change process until the deviation from the set target throttle opening degree TAp becomes sufficiently small. The throttle opening degree TA is controlled based on the smoothed target throttle opening degree NTAp.

  Hereinafter, an operation when such a gradual change process is executed will be described with reference to FIG. 6 shows a case where the vehicle control mode is changed to the non-cooperative mode by operating the steering shift switch 91 in a state where the shift lever 81 of the floor shift device 80 is operated to the “D” range. FIG. 6 is a timing chart showing how the value of the target throttle opening degree TAp changes when the vehicle automatically returns to the cooperative mode based on the steady running state.

  As shown in FIG. 6, when the upshift paddle 91a is operated at time t1, the gear position is changed from “4th speed” to “5th speed”. Further, when the upshift paddle 91a is operated again at the time t2, the gear position is changed from “5th speed” to “6th speed”.

  Then, after the gear position is changed to “6-speed” at time t2, when the accelerator operation amount ACCP is less than the predetermined amount F for a predetermined period T or longer as shown in FIG. 6, vehicle control is performed at time t3. The mode automatically returns from the non-cooperative mode to the cooperative mode.

  At this time, the accelerator operation amount ACCP is equal to or greater than the predetermined amount A, and the difference ΔTAp between the target throttle opening degree TAp1 set in the non-cooperative mode immediately before switching and the target throttle opening degree TAp2 set in the cooperative mode immediately after switching. Is determined to be greater than or equal to the predetermined amount B, it is determined that the difference in the target throttle opening degree TAp before and after the switching is large, and the smoothing process is performed on the value of the target throttle opening degree TAp.

  Thereby, after the time t3, the opening degree of the throttle valve 14 is controlled based on the smoothed target throttle opening degree NTAp calculated through the annealing process. Therefore, the actual throttle opening degree TA is changed along with the change in the smoothed target throttle opening degree NTAp, as shown by a one-dot chain line in FIG.

  When it is determined at time t4 that the target throttle opening degree TAp is less than the predetermined amount D and the difference ΔTA between the actual throttle opening degree TA and the target throttle opening degree TAp is less than the predetermined amount C, It is determined that the difference between the throttle opening TA and the target throttle opening TAp has become sufficiently small, and the execution of the annealing process is terminated.

After time t4, the opening degree of the throttle valve 14 is controlled based on the target throttle opening degree TAp set in the cooperative mode.
According to the embodiment described above, the following effects can be obtained.

  (1) The opening degree of the throttle valve 14 of the internal combustion engine 10 is changed based on the smoothed target throttle opening degree NTAp obtained by the gradual change processing, and the target throttle opening degree TAp before and after switching of the vehicle control mode is changed. Even if the values are different, the actual throttle opening degree TA gradually changes. As a result, the intake air amount GA is gradually changed, and a shock caused by a sudden change in engine output can be suppressed.

  (2) When the deviation of the target throttle opening degree TAp before and after the switching of the vehicle control mode is small, the shock that occurs with the switching is small. In this regard, in the above embodiment, when the difference between the target throttle opening degree TAp before and after the switching between the cooperative mode and the non-cooperative mode is less than a predetermined amount, The gradual change process for the value is not executed. Therefore, if it is estimated that the generated shock is sufficiently small based on the difference in the target throttle opening degree TAp before and after the switching of the vehicle control mode being less than the predetermined amount, the gradual change process is not executed. The engine output can be changed quickly by adjusting the intake air amount GA based on the target throttle opening degree TAp.

  (3) The gradual change process is terminated based on the fact that the difference between the actual throttle opening degree TA and the target throttle opening degree TAp changed based on the smoothed target throttle opening degree TAp is reduced. Therefore, it can be estimated that the shock is less likely to occur based on the fact that the difference between the actual throttle opening degree TA and the target throttle opening degree TAp is small. As a result, the execution of the gradual change process is terminated in a manner that matches the possibility of a shock, and the output control according to the accelerator operation amount ACCP of the driver can be quickly executed.

  (4) In the state where the shift lever 81 is operated to the shift position corresponding to the cooperative mode, that is, the drive position (D), when the steering shift switch 91 is operated to shift to the non-cooperative mode, When the vehicle shifts to a steady running state, the vehicle automatically returns from the non-cooperative mode to the cooperative mode.

  When such an automatic return is performed, the switching from the non-cooperative mode to the cooperative mode is automatically executed without the driver's operation of the shift lever 81 or the steering shift switch 91. Switching of the vehicle control mode is executed at an unexpected timing, and the shock accompanying the switching tends to give the driver a sense of incongruity. In the above embodiment, since the control described with reference to FIG. 5 is executed when the vehicle control mode is switched, the occurrence of shock is suppressed even when the vehicle control mode automatically returns. Therefore, it is possible to suitably suppress the driver from feeling uncomfortable.

In addition, the said embodiment can also be implemented with the following forms which changed this suitably.
As described with reference to FIG. 5, in the above-described embodiment, when the vehicle control mode is switched, first, in step S <b> 100, it is determined that the accelerator operation amount ACCP is determined to be greater than or equal to the predetermined amount A. FIG. 8 shows a configuration in which the process proceeds to step S120 to determine whether or not the deviation of the target throttle opening degree TAp before and after the switching is a predetermined amount or more. On the other hand, this step S100 can be omitted.

  In the above embodiment, based on the fact that the difference ΔTAp between the target throttle opening degree TAp set immediately before the vehicle control mode is switched and the target throttle opening degree TAp set immediately after the switching is a predetermined amount B or more, A configuration is shown in which it is determined that the deviation of the target throttle opening degree TAp before and after the switching is a predetermined amount or more. On the other hand, as a method of comparing the magnitude of the deviation of the target throttle opening degree TAp, the ratio of the target throttle opening degree TAp before and after switching is calculated, and this ratio and its reference value “1.0” are calculated. A configuration in which it is determined that the deviation is equal to or greater than a predetermined amount when the deviation from the threshold is equal to or greater than a predetermined amount may be employed.

  In addition, when step S120 is omitted and the vehicle control mode is switched regardless of the magnitude of the deviation of the target throttle opening TAp before and after the switching of the vehicle control mode, the target throttle opening TAp must be set. A configuration in which a gradual change process is performed on the value can also be adopted.

  As described with reference to FIG. 5, in the above-described embodiment, the difference between the actual throttle opening degree TA and the target throttle opening degree TAp changed based on the smoothed target throttle opening degree NTAp is a predetermined amount in step S130. If it is determined that the target throttle opening degree TAp is less than the predetermined amount D, the process proceeds to step S140. On the other hand, this step S140 can be omitted. Specifically, when the difference between the actual throttle opening degree TA and the target throttle opening degree TAp changed based on the smoothed target throttle opening degree NTAp is less than a predetermined amount in step S130, and the gradual change process is terminated. However, when it is determined that almost no shock is generated, the process may proceed to step S150 to end the gradual change process.

  In the above embodiment, based on the fact that the difference ΔTA between the actual throttle opening TA changed based on the smoothing target throttle opening TAp and the target throttle opening TAp is less than the predetermined amount C, the smoothing target A configuration is shown in which it is determined that the difference between the actual throttle opening degree TA changed based on the throttle opening degree TAp and the target throttle opening degree TAp is less than a predetermined amount. On the other hand, as a method for comparing the magnitude of the deviation, other than that, the ratio of the actual throttle opening degree TA and the target throttle opening degree TAp changed based on the smoothed target throttle opening degree TAp is calculated. It is also possible to adopt a configuration in which it is determined that the deviation is less than the predetermined amount when the deviation from the ratio and its reference value “1.0” is less than the predetermined amount.

  Further, it is possible to adopt a configuration in which the gradual change process is terminated when the actual throttle opening degree TA changed based on the smoothing target throttle opening degree TAp and the target throttle opening degree TAp coincide with each other.

  In the above embodiment, when the shift lever 81 is operated to the shift position corresponding to the cooperative mode, that is, the drive position (D), the steering shift switch 91 is operated to shift to the non-cooperative mode. In this case, the vehicle automatically returns from the non-cooperative mode to the cooperative mode when the vehicle shifts to the steady running state. The conditions for performing such automatic return can be changed as appropriate. For example, the case where the vehicle stops can be included in addition to the case where the vehicle shifts to steady running.

  -Moreover, this invention can also be applied with respect to the vehicle which does not perform such an automatic return. In a vehicle that does not perform such automatic return, when the shift lever 81 is operated to the drive position (D) and the steering shift switch 91 is operated to shift to the non-cooperative mode. It is conceivable to employ a configuration in which the steering shift switch 91 is continuously operated for a predetermined period, that is, the so-called long press returns to the cooperative mode from the non-cooperative mode.

  In addition, in the above embodiment, in addition to the vehicle control mode switching operation by the shift lever 81, even if the shift lever 81 is being operated to the shift position (drive position (D)) corresponding to the cooperative mode. When the steering shift switch 91 is operated, the vehicle control mode is switched from the cooperative mode to the non-cooperative mode. On the other hand, the structure which does not switch the vehicle control mode by such a steering shift switch 91 can also be employ | adopted.

  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. In addition, as the 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.

  -Moreover, although the structure provided with the shift lever 81 and the steering shift switch 91 was shown as a switching means which switches vehicle control mode, the structure of a switching means can be changed suitably. For example, a configuration in which the steering shift switch 91 is not provided and only the shift lever 81 is provided, or a configuration in which a cooperative mode switch for switching the vehicle control mode and a non-cooperative mode switch are provided in the vicinity of the shift lever 81 may be employed. .

  In the above embodiment, both when switching the vehicle control mode between the cooperative mode and the non-cooperative mode, that is, when switching the vehicle control mode from the cooperative mode to the non-cooperative mode, and when switching from the non-cooperative mode to the cooperative mode. The example which performs control concerning the gradual change process demonstrated with reference to FIG. 5 was shown. On the other hand, when the vehicle control mode is switched from the cooperative mode to the non-cooperative mode, and only when switching from the non-cooperative mode to the cooperative mode, the configuration for executing the control related to the gradual change process is executed. It can also be adopted.

  For example, it is also possible to employ a configuration in which the control related to the gradual change process described above is executed only when the vehicle control mode is switched from the non-cooperative mode to the cooperative mode. When the vehicle control mode is the non-cooperative mode, a sporty vehicle travel is required in which the engine output changes with high responsiveness in accordance with the accelerator operation amount ACCP. Smooth running of the vehicle is required without changing. Here, when the configuration in which the gradual change process is executed only when switching from the non-cooperative mode to the cooperative mode as described above is adopted, the vehicle control mode is switched from the cooperative mode to the non-cooperative mode, and the sporty When smooth vehicle travel is required, the throttle opening degree TA can be quickly changed according to the target throttle opening degree TAp corresponding to the accelerator operation amount ACCP without executing the gradual change process. On the other hand, when the vehicle control mode is switched from the non-cooperative mode to the cooperative mode, and smooth vehicle travel without a sudden change in engine output is required, a gradual change process is performed to the value of the target throttle opening degree TAp. By executing this, it is possible to suppress rapid fluctuations in the engine output. That is, it is possible to suppress a shock associated with switching of the vehicle control mode in a manner in accordance with the driver's intention.

  Further, when the vehicle control mode is switched from the non-cooperative mode to the cooperative mode, the difference between the target throttle opening degree TAp set immediately before the switching and the target throttle opening degree TAp set immediately after the switching is the first predetermined amount. When the vehicle control mode is switched from the cooperative mode to the non-cooperative mode while the gradual change processing is executed on the condition as described above, the target throttle opening TAp set immediately before the switching and the target throttle set immediately after the switching are performed. It is also possible to adopt a configuration in which the gradual change process is executed on condition that the deviation from the opening degree TAp is equal to or greater than a second predetermined amount that is larger than the first predetermined amount.

  As described above, in adopting the configuration in which the gradual change process is executed on condition that the deviation of the target throttle opening degree TAp before and after the switching of the vehicle control mode is a predetermined amount or more, the vehicle control mode is changed from the non-cooperative mode. Whether or not to execute the gradual change process when switching from the cooperative mode to the non-cooperative mode than the first predetermined amount that is a threshold for determining whether or not to execute the gradual change process when switching to the cooperative mode. When the vehicle control mode is switched from the cooperative mode to the non-cooperative mode by adopting a configuration in which the second predetermined amount that is the threshold value for determining the value is set to a large value, sporty vehicle travel is required. More slowly than when the vehicle control mode is switched from the non-cooperative mode to the cooperative mode, and smooth vehicle travel without a sudden change in engine output is required. There chance to be executed is decreased. Therefore, even when such a configuration is adopted, it is possible to change the execution degree of the gradual change processing accompanying the switching of the vehicle control mode in a manner in accordance with the driver's intention, and preferably the vehicle control mode Shocks associated with switching can be suppressed.

  -In addition, in the said embodiment, the example which performs what is called an annealing process which calculates the present setting value in consideration of the setting value set in the past for the value of the target throttle opening degree TAp as a gradual change process is shown. However, the specific method of this gradual change process can be changed as appropriate. For example, instead of such an annealing process, by setting an upper limit on the change speed of the target throttle opening degree TAp, the target throttle opening degree TAp is gradually changed from the setting value before switching the vehicle control mode to the setting value after switching. Such a configuration can also 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 lift amount changing mechanism for changing at least one of the maximum lift amount and the valve opening period of the intake valve and a valve timing changing mechanism for changing the opening / closing timing of the intake valve are provided, and the lift amount changing mechanism is replaced with the throttle valve 14. The present invention can also be applied to a vehicle equipped with an internal combustion engine that regulates the intake air amount GA through the valve timing changing mechanism or both of them.

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 a series of flows of control concerning the gradual change process of the target throttle opening of the embodiment. The timing chart which shows the change of the target throttle opening to which switching of the vehicle control mode and gradual change process concerning the embodiment are performed.

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 (5)

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,
The required output of the internal combustion engine is calculated based on the vehicle speed and the accelerator operation amount, and the target operation amount of the intake air amount metering mechanism of the internal combustion engine and the target speed ratio of the continuously variable transmission are set based on the required output A cooperative mode for controlling the internal combustion engine and the continuously variable transmission;
Of the plurality of preset gears, the gear ratio of the continuously variable transmission is maintained at the gear ratio corresponding to the gear selected by the driver, and the intake air amount adjustment corresponding to the accelerator operation amount A vehicle control device that switches between a non-cooperative mode that sets a target operation amount of a mechanism and controls the internal combustion engine and the continuously variable transmission separately.
When the vehicle control mode is switched between the cooperative mode and the non-cooperative mode, the target operation amount of the intake air amount metering mechanism is gradually changed from the setting value before switching to the setting value after switching. In a vehicle control device that executes a change process,
The gradual change treatment
When the vehicle control mode is switched from the non-cooperative mode to the cooperative mode, the target operation amount of the intake air amount metering mechanism set immediately before switching and the target of the intake air amount metering mechanism set immediately after switching On the condition that the deviation from the manipulated variable is equal to or greater than the first predetermined amount,
When the vehicle control mode is switched from the cooperative mode to the non-cooperative mode, the target operation amount of the intake air amount metering mechanism set immediately before switching and the target of the intake air amount metering mechanism set immediately after switching are set. The vehicle control device is executed on condition that the deviation from the operation amount is equal to or greater than a second predetermined amount larger than the first predetermined amount. The vehicle control device according to claim 1,
In the gradual change processing, there is a difference between the target operation amount of the intake air amount metering mechanism set immediately before the vehicle control mode is switched and the target operation amount of the intake air amount metering mechanism set immediately after the switching. The vehicle control device is executed on condition that the amount is equal to or greater than a predetermined amount. In the vehicle control device according to claim 1 or 2,
In the gradual change processing, after the vehicle control mode is switched, the difference between the target operation amount of the intake air amount metering mechanism set after the switch and the actual operation amount of the intake air amount metering mechanism is a predetermined amount. The vehicle control device is executed until it becomes less than. In the control apparatus of the vehicle as described in any one of Claims 1-3 ,
Switching means for switching the vehicle control mode between the cooperative mode and the non-cooperative mode can be switched to a plurality of shift positions including a shift position corresponding to the cooperative mode and a shift position corresponding to the non-cooperative mode. A shift lever, and a steering shift switch provided on a steering wheel for selecting a shift stage of the continuously variable transmission,
Even when the shift lever is operated to the shift position corresponding to the cooperative mode, when the steering shift switch is operated, the vehicle control mode is switched to the non-cooperative mode, and the steering shift switch A vehicle control device that returns the vehicle control mode to the cooperative mode when the vehicle shifts to a steady running state after a shift operation. The vehicle control device according to claim 4 ,
When a state where the accelerator operation amount is less than a predetermined amount continues after a shift operation of the steering shift switch is continued for a predetermined period, the vehicle control mode is returned to the cooperative mode on the assumption that the vehicle has shifted to a steady running state. A vehicle control device.

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