JP5001933B2 - Vehicle control apparatus and vehicle control method - Google Patents

Description

  The present invention relates to a vehicle control device and a vehicle control method capable of running using gasoline, ethanol, and a mixed fuel thereof.

  2. Description of the Related Art A flexible fuel vehicle (FFV) that can travel using gasoline, ethanol, and a mixed fuel thereof is known. In such a flexible fuel vehicle, it is important to control so that a desired torque can be output regardless of the fuel type.

  Therefore, for example, when the fuel is ethanol-containing fuel (E85 or the like), control is performed so that the fuel injection amount of the engine is increased as compared with the case of gasoline (E0). This is because an ethanol-containing fuel having a smaller calorific value per volume than gasoline outputs torque equivalent to gasoline.

Further, in an automatic transmission used in such a flexible fuel vehicle, a power transmission element of the automatic transmission (a primary pulley or a secondary pulley for a belt-type continuously variable transmission, a clutch for a stepped transmission) according to the fuel type. Etc.) is known (see Patent Document 1). This is to prevent slippage of the belt of the belt type continuously variable transmission or the clutch of the stepped transmission.
Japanese Patent Laid-Open No. 06-050419

  However, the technique disclosed in Patent Document 1 adjusts the control hydraulic pressure in accordance with the detected fuel type after determining the fuel type, and the control hydraulic pressure is adjusted during the determination of the fuel type. It wasn't. For this reason, there has been a problem in that slipping of the belt or clutch occurs during the determination of the fuel type, and the durability of these belts is lowered or the driver feels uncomfortable.

  For example, when the engine runs out of fuel containing ethanol and runs out of gas, and then gasoline is refueled, a certain amount of time is required to complete the fuel type determination. When traveling is started during that time, the engine control device injects fuel into the engine with a fuel injection amount obtained by increasing the fuel injection amount correction value for the ethanol-containing fuel to the fuel injection amount obtained by referring to the fuel injection amount map. However, since the fuel to be injected is gasoline, the actual output torque value is larger than the torque command value for the engine recognized by the engine control device. Then, the transmission control device that determines the control oil pressure based on the torque command value recognized by the engine control device controls the transmission with a control oil pressure that is lower than the actual output torque value. As a result, the belt of the belt type continuously variable transmission or the clutch of the stepped transmission may be slipped.

  The present invention has been made in view of such technical problems, and an object of the present invention is to provide a vehicle control device and a vehicle control method that prevent the occurrence of slippage of a belt or clutch during determination of the fuel type. .

  The present invention relates to a vehicle control device comprising: an engine that can be used by switching or mixing different fuels; and an automatic transmission that shifts and outputs power from the engine by controlling a power transmission element. The torque command value of the engine is calculated according to the type or mixed state of the fuel, the engine control means for controlling the engine based on the torque command value, and the engine control means Transmission control means for calculating a control hydraulic pressure of the power transmission element based on a torque command value, and fuel supply determination means for determining fuel supply of the fuel, wherein the transmission control means is When fuel supply is determined, the control hydraulic pressure is increased above the hydraulic pressure determined based on the torque information when the fuel supply is not determined. It is characterized in.

  According to the present invention, when the fuel supply is determined, the control hydraulic pressure is increased. Therefore, the traveling is started before the determination of the fuel type is completed, and the torque command value recognized by the engine control device is determined. However, even when the actual output torque value is excessive, the control hydraulic pressure is increased as compared with the normal time, and the occurrence of slippage of the belt or clutch can be prevented.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

(System configuration example)
FIG. 1 is a diagram illustrating a schematic configuration example of a control system 1 according to an embodiment of the present invention. A control system 1 shown in FIG. 1 includes an engine 2, an automatic transmission 3, an engine control unit (engine control means) 4, an automatic transmission control unit (transmission control means) 5, a fuel tank 6, and the like. Installed in the vehicle. The engine control unit 4 and the automatic transmission control unit 5 correspond to the vehicle control device in the claims.

  The engine 2 is a driving force source that drives a vehicle wheel (not shown) via an automatic transmission 3 connected to the engine 2. The engine 2 is an internal combustion engine that can be used by switching or mixing fuels such as gasoline and ethanol. The operation of the engine 2 is controlled by the engine control unit 4.

  The automatic transmission 3 is a transmission that is connected to the engine 2 and automatically shifts and outputs the power of the engine 2. The automatic transmission 3 includes a power transmission element 31. The power transmission element 31 is a primary pulley, a secondary pulley or the like if the automatic transmission 3 is a belt-type continuously variable transmission, or a clutch or the like if it is a stepped transmission. The power transmission element 31 is a component that is controlled in operation by hydraulic pressure and transmits the power of the engine 2. The operation of the power transmission element 31 is controlled by the automatic transmission control unit 5.

  The engine control unit 4 is a microcontroller such as an ECU (Engine Control Unit) that controls the operation of the engine 2.

  The automatic transmission control unit 5 is a microcontroller such as an ATCU (Automatic Transmission Control Unit) that controls the operation of the automatic transmission 3 by controlling the power transmission element 31 of the automatic transmission 3. The automatic transmission control unit 5 communicates data bidirectionally with the engine control unit 4.

  The fuel tank 6 is connected to the engine 2 through a pipe 7 and stores gasoline, ethanol or a mixed fuel thereof as fuel. The fuel stored in the fuel tank 6 is supplied to the engine 2 through a pipe 7 and is injected into an intake passage or a cylinder of the engine 2 by an injector (not shown) in the engine 2.

(Detailed system configuration example)
FIG. 2 is a diagram illustrating a detailed configuration example of the control system 1. In addition, below, the same code | symbol is attached | subjected to the part same as FIG. 1, and the overlapping description is abbreviate | omitted suitably.

  The engine control unit 4 will be described. The engine control unit 4 includes a fuel type determination unit 41, an engine torque calculation unit 42, a throttle control unit 43, a fuel injection amount control unit 44, a fuel supply determination unit 45, and the like.

  The fuel type determination unit 41 determines the fuel type based on the alcohol concentration value detected by the alcohol concentration sensor 8. The alcohol concentration sensor 8 is a sensor that is interposed in a pipe 7 between the engine 2 and the fuel tank 6 and detects the alcohol concentration of the fuel flowing through the pipe 7. That is, the fuel type determination unit 41 determines whether the fuel stored in the fuel tank 6 is gasoline, ethanol, or a mixed fuel thereof.

  The engine torque calculation unit 42 includes information on the fuel type determined by the fuel type determination unit 41, a detection signal (APo) of the accelerator operation amount sensor 9, a detection signal (TVO) of the throttle opening sensor 22, and an air The detection signal (Qa) of the flow sensor 23 and the detection signal (Ne) of the crank angle sensor 24 are input, and a torque command value (target value) (hereinafter, “ "Torque command value") is calculated. Specifically, the torque command value is calculated according to the fuel type or the mixed state with reference to a map in which the correlation between these signals and the torque command value is set in advance for each fuel type.

  The throttle control unit 43 controls the opening / closing of the throttle valve 21 of the engine 2 so as to realize the torque command value calculated by the engine torque calculation unit 42.

  The fuel injection amount control unit 44 controls the fuel injection amount of the injector 25 of the engine 2 so as to realize the torque command value calculated by the engine torque calculation unit 42. The fuel injection amount control unit 44 determines the fuel injection amount using a common fuel injection amount map regardless of the type of fuel. Specifically, when the fuel type is gasoline, the fuel injection amount obtained by referring to this fuel injection amount map is determined. In addition, when the fuel type is ethanol-containing fuel, the fuel injection amount obtained by referring to the fuel injection amount map is set in advance according to the concentration of the ethanol-containing fuel. The fuel injection amount determined by referring to the amount correction amount map is determined as an increased fuel injection amount.

  The fuel supply determination unit 45 determines the fuel supply to the fuel tank 6 based on the detection signal of the fuel level sensor 61 disposed inside the fuel tank 6.

  The fuel supply determination unit 45 also holds the determination content of fuel supply to the fuel tank 6 as a fuel supply flag (data that can take 0 or 1). When it is determined that refueling has been performed, 1 is stored in the refueling flag, and when it is determined that refueling has not been performed, 0 is stored in the refueling flag.

  Next, the automatic transmission control unit 5 will be described. The automatic transmission control unit 5 includes a hydraulic pressure correction determination unit 51, a control hydraulic pressure calculation unit 52, a hydraulic pressure control unit 53, and the like.

  The oil pressure correction determination unit 51 corrects the control oil pressure calculated by the control oil pressure calculation unit 52 described later based on information received from the fuel type determination unit 41, the fuel injection amount control unit 44, the fuel supply determination unit 45, and the like. Determine whether.

  The control oil pressure calculation unit 52 calculates the oil pressure value of the control oil pressure applied to the power transmission element 31 based on the torque command value calculated by the engine torque calculation unit 42. Specifically, the actual (actual) gear ratio, power, and power of the automatic transmission 3 using various sensors (not shown) arranged to detect the rotation of the input shaft and output shaft of the automatic transmission 3. The actual oil pressure and the actual oil temperature applied to the transmission element 31 are detected. Further, the vehicle speed, the shift range, and the accelerator operation amount are detected using various sensors (not shown) mounted on the vehicle. Subsequently, based on the detected information and the torque command value received from the engine torque calculator 42, the target gear ratio and the target hydraulic pressure, that is, the hydraulic value of the control hydraulic pressure applied to the power transmission element 31 is calculated. For example, in the case of a stepped transmission, the control hydraulic pressure is a line pressure or a clutch pressure that is a source pressure. In the case of a belt-type continuously variable transmission, in addition to the above-described line pressure, a primary pressure is used. Pulley pressure or secondary pulley pressure.

  In addition, when the hydraulic pressure correction determination unit 51 determines that the control hydraulic pressure needs to be corrected, the control hydraulic pressure calculation unit 52 adds a correction value to the calculated hydraulic pressure value of the control hydraulic pressure and raises it later. This is sent to the hydraulic control unit 53. On the other hand, when it is determined that correction of the control hydraulic pressure is unnecessary, the calculated hydraulic pressure value of the control hydraulic pressure is sent to the hydraulic pressure control unit 53 as it is.

  The hydraulic control unit 53 controls the actual hydraulic pressure so that the hydraulic value of the control hydraulic pressure applied to the power transmission element 31 becomes the value calculated by the control hydraulic pressure calculation unit 52 or the value increased by correction.

  Next, the engine 2 will be described. The engine 2 includes a throttle valve 21 that controls the amount of intake air taken into the engine 2, a throttle opening sensor 22 that is disposed near the throttle valve 21 and detects the opening (engine load) of the throttle valve, and the engine 2. An air flow sensor 23 for detecting the intake air amount to the engine, a crank angle sensor 24 for detecting the crank angle (engine rotational speed), an injector 25 for injecting fuel into the intake passage of the engine 2, and the like.

  Next, the automatic transmission 3 will be described. As described above, the automatic transmission 3 includes the power transmission element 31 that is a component that is controlled by hydraulic pressure and transmits the power of the engine 2.

  As mentioned above, although each component which comprises the control system 1 has been demonstrated, the control system 1 which concerns on this embodiment has the following characteristics. That is, when the fuel supply determination unit 45 determines whether or not fuel has been supplied to the fuel tank 6, the hydraulic pressure correction determination unit 51 is calculated by the control oil pressure calculation unit 52 according to the determination details of the fuel supply. It is determined whether to correct the control oil pressure. As a result, the control oil pressure calculation unit 52 is characterized by switching whether or not to correct the control oil pressure according to the determination content by the oil pressure correction determination unit 51. Therefore, this feature will be described below using a flowchart and the like.

(Control logic of engine control unit 4)
FIG. 3 is an example of a flowchart showing the control logic of the engine control unit 4. The engine control unit 4 executes the control logic shown in FIG. 3 when the vehicle travels.

  First, in step S1, it is determined whether fuel has been supplied to the fuel tank 6 (S1). Here, the fuel supply determination unit 45 determines whether or not fuel has been supplied to the fuel tank 6.

  Step S1 will be specifically described. When the ignition is on, the fuel supply determination unit 45 first detects the current fuel level value using the fuel level sensor 61. Subsequently, the fuel supply determination unit 45 compares the current fuel level value with the previously detected fuel level value (value at the time of ignition off), and determines whether or not the difference between the fuel level value and the fuel level value at the time of ignition is greater than a predetermined value in the increasing direction. It is determined whether there has been refueling.

  If YES in step S1 (S1, YES), the process proceeds to step S2. If NO in step S1 (S1, NO), the process proceeds to step S5.

  When the process proceeds to step S2, 1 is stored in the refueling flag (S2). Here, the fuel supply determination unit 45 stores 1 in the fuel supply flag. Then, it progresses to step S3.

  When the process proceeds to step S3, the fuel injection amount is corrected and controlled (S3). Here, in addition to controlling the fuel injection amount of the injector 25 of the engine 2 so as to realize the torque command value calculated by the engine torque calculation unit 42, the fuel injection amount control unit 44 sets the fuel injection amount. Correct as follows.

  That is, the alcohol concentration is detected by the alcohol concentration sensor 8 every time the process according to step S3 is performed. Subsequently, it is roughly determined whether or not the detected alcohol concentration is higher than the alcohol concentration at the previous detection. This determination process does not strictly determine the type of fuel, but corrects the fuel injection amount to increase or decrease a predetermined correction amount depending on whether or not the alcohol concentration has increased.

  For example, when the alcohol concentration is increased by changing the fuel from ethanol-containing fuel to gasoline, the fuel injection amount is corrected so as to decrease a predetermined correction amount. The reason for this correction is that the fuel injection amount before correction is increased by increasing the fuel injection amount correction value for ethanol-containing fuel to the fuel injection amount obtained by referring to the fuel injection amount map. This is because when gasoline is injected with the fuel injection amount, a difference between the torque command value and the actual output torque value of the engine 2 occurs. In other words, in order to prevent such a deviation, the fuel injection amount is corrected so as to reduce the predetermined correction amount. In addition, it becomes possible to reduce fuel injection amount in steps by repeating the process which concerns on this step S3. Note that stepwise with a predetermined correction amount is that when the correction is made with a large correction amount at once, the discrepancy between the torque command value and the actual output torque value becomes large when the fuel type is erroneously determined. It is for preventing.

  When it progresses to step S4, it is determined whether determination of the fuel classification was completed (S4). Here, the fuel type determination unit 41 determines whether the determination of the fuel type is completed based on the alcohol concentration value detected by the alcohol concentration sensor 8. In addition, the supplement of the process which concerns on this step S4 is mentioned later.

  If YES in step S4 (S4, YES), the process proceeds to step S5. If NO in step S4 (S4, NO), the process returns to step S3.

  When the process proceeds to step S5, 0 is stored in the refueling flag (S5). Here, the refueling determination unit 45 stores 0 in the refueling flag and ends the process.

  With the control logic shown above, the engine control unit 4 sets the fuel supply flag after the fuel supply to the fuel tank 6 is determined (S1, YES) until the fuel type determination is completed (S4, YES). 1 is stored (S2). The automatic transmission control unit 5 controls the hydraulic pressure value of the control hydraulic pressure to the power transmission element 31 of the automatic transmission 3 using this fueling flag. The control of the automatic transmission control unit 5 will be described later with reference to FIG.

  In the description of step S4, the fuel type determination unit 41 determines whether the determination of the fuel type is completed based on the alcohol concentration value detected by the alcohol concentration sensor 8. In this case, Not exclusively. For example, the determination may be made based on whether or not a preset time has elapsed. The preset time is a time set based on a time (for example, 2 minutes) from when the engine 2 is started until the fuel type is determined by the fuel type determination unit 41 (for example, 2 minutes). 3 minutes after adding 1 minute). The reason for starting the engine 2 at the start of time measurement is to prevent the set time from passing before the engine 2 is started. The buffer amount is added because the time required for the fuel type determination unit 41 to determine the fuel type is not constant depending on the driving conditions of the vehicle, and is set to a time with a margin in advance.

Further, for example, the determination may be made based on whether or not the integrated value (fuel consumption) of the fuel injection amount injected into the engine 2 is equal to or greater than a predetermined fuel injection amount. The predetermined fuel injection amount is the sum of the fuel injection amounts required for the fuel type determination unit 41 to determine the fuel type. Specifically, the fuel injection amount control unit 44 calculates an integrated value of the fuel injection amount injected so far, compares the integrated value with a predetermined fuel injection amount set in advance, and the integrated value is a predetermined fuel. Judgment is made based on whether or not the injection amount is larger.
Further, for example, the determination may be made based on whether or not the fuel injection amount control unit 44 has finished the feedback control related to the fuel injection amount.

(Control logic of automatic transmission control unit 5)
FIG. 4 is a flowchart showing the control logic of the automatic transmission control unit 5. The automatic transmission control unit 5 executes the control logic shown in FIG. 4 when the vehicle travels.

  First, in step S11, it is determined whether 1 is stored in the refueling flag (S11). In step S <b> 11, the hydraulic pressure correction determination unit 51 determines whether or not the fuel supply flag stored in the fuel supply determination unit 45 is “1”.

  If YES in step S11 (S11, YES), the process proceeds to step S12. If NO in step S11 (S11, NO), the process proceeds to step S13.

  When it progresses to step S12, it is determined whether 0 is stored in the fueling flag (S12). In step S <b> 12, the hydraulic pressure correction determination unit 51 determines whether or not the fuel supply flag stored in the fuel supply determination unit 45 is zero.

  When YES is determined in the step S12 (S12, YES), the process proceeds to a step S13. If NO in step S12 (S12, NO), the process proceeds to step S14.

  When the process proceeds to step S13, normal hydraulic pressure control is performed (S13). Here, first, the control oil pressure calculation unit 52 calculates the oil pressure value of the control oil pressure applied to the power transmission element 31 based on the torque command value received from the engine torque calculation unit 42. Subsequently, the hydraulic pressure control unit 53 controls the hydraulic pressure, the line pressure, the clutch pressure, the primary pulley pressure, or the secondary pulley pressure applied to the power transmission element 31 so that the calculated hydraulic pressure value is obtained.

  When the process proceeds to step S14, hydraulic control during fuel type determination is performed (S14). Here, first, the control oil pressure calculation unit 52 calculates the oil pressure value of the control oil pressure in the same manner as in step S13. Subsequently, the control oil pressure calculation unit 52 corrects the control oil pressure so as to be increased by a predetermined amount from the oil pressure value calculated in Step 13. The predetermined amount is a case where gasoline is injected with a fuel injection amount obtained by increasing the fuel injection amount correction value for ethanol-containing fuel (maximum value) to the fuel injection amount obtained by referring to the fuel injection amount map. The amount is such that the clutch and belt do not slip. Subsequently, the hydraulic pressure control unit 53 controls the hydraulic pressure applied to the power transmission element 31 so that the hydraulic pressure value is increased by a predetermined amount by the control hydraulic pressure calculation unit 52.

  When the fuel injection amount of the engine 2 is increased or decreased by the process related to step S3 in FIG. 3 during the process related to step S14, the hydraulic pressure value of the control hydraulic pressure may be controlled according to the increase or decrease. Good. In particular, when the fuel injection amount decreases stepwise, the hydraulic pressure is decreased stepwise from the increased control hydraulic pressure according to the decrease.

  The automatic transmission control unit 5 controls the control hydraulic pressure to the power transmission element 31 of the automatic transmission 3 using the refueling flag by the control logic shown above.

(Time chart for control of control system 1)
FIG. 5 is an example of a time chart relating to the control of the control system 1. FIG. 5A shows the output value of the fuel level sensor 61. FIG. 5B shows an oil supply flag. FIG. 5C shows the fuel consumption. FIG. 5D shows the fuel injection amount correction value. FIG. 5E shows the output value of the fuel type determination unit 41. FIG. 5 (f) shows the raised control oil pressure (dashed line). FIG. 5G shows the hydraulic pressure value (solid line) necessary to prevent the belt or clutch from slipping. FIG. 5H shows the control oil pressure when fuel is not supplied, and is the control oil pressure (two-dot chain line) corresponding to the engine torque command value from the engine control unit 4.

  In this time chart, various signals when the fuel stored in the fuel tank 6 in the control system 1 shown in FIG. 2 is changed from ethanol-containing fuel to gasoline will be described. In the following, in order to make the correspondence with the flowcharts of FIGS. 3 and 4 easy to understand, S is added to the step number of the flowchart.

  At time t0, an ignition switch (not shown) is switched off and fuel is supplied.

  At time t1, an ignition switch (not shown) is turned on, and the level sensor 61 starts detecting the fuel level in the fuel tank 6 (START in FIG. 3). Since the current fuel level value detected by the fuel level sensor 61 deviates from the previous fuel level value by a predetermined value or more in the increasing direction, the fuel supply determination unit 45 determines that the fuel has been supplied (S1, YES) ). At this time, the refueling flag becomes 1 (S2).

  At time t2, the engine 2 is started. Then, the automatic transmission control unit 5 increases the control hydraulic pressure (FIG. 5 (f) with respect to the power output element 31 by a correction amount with respect to the same output torque value than when the fuel is not supplied. ) (1) (S2 → S11 and S12 → S14 in FIG. 4). As shown in FIG. 5, the control hydraulic pressure increased by the correction amount ((f) shown in FIG. 5 (f) dashed line) is higher than the control hydraulic pressure (solid line shown in FIG. 5 (g)) necessary to prevent slippage of the belt or clutch. Will be raised.

  At time t2 to t5, the fuel injection amount correction value of the engine 2 is decreasing (FIG. 5 (d), S3 in FIG. 3). The hydraulic pressure is decreased step by step (S14 in FIG. 4).

  At time t5, the fuel consumption amount that has started integration from time t2 has reached a predetermined set fuel consumption amount, that is, the determination of the fuel type has been completed, so the fueling flag is set to 0 (YES in S4 of FIG. 3). → S5). When the refueling flag becomes 0, the automatic transmission control unit 5 shifts to the normal oil pressure control corresponding to the determined fuel type, that is, gasoline, and performs control with the control oil pressure without adding the correction amount (S12 in FIG. 4). YES → S13).

(Summary)
According to the engine control unit 4 and the automatic transmission control unit 5 according to the present embodiment, when the fuel supply determination unit 45 determines the fuel supply (that is, the hydraulic pressure correction determination unit 51 determines that the control hydraulic pressure is corrected). Then, the control oil pressure calculation unit 52 increases the control oil pressure by the correction amount. For this reason, even when the actual output torque value is larger than the torque command value recognized by the engine control unit 4 during the fuel refueling and determination of the fuel type, the control oil pressure is maintained at the engine control unit. 4 is increased compared to the control oil pressure corresponding to the torque command value recognized by the belt 4, and the occurrence of slippage of the belt or clutch can be prevented. (Effect of invention of Claim 1 or 5).

  In addition, according to the engine control unit 4 and the automatic transmission control unit 5 according to the present embodiment, when a predetermined condition is satisfied, the control hydraulic pressure increase (step S4 in FIG. 3) is terminated and the normal hydraulic control (FIG. 3, the control hydraulic pressure corresponding to the torque command value recognized by the engine control unit 4, so that deterioration of fuel consumption caused by continuing to increase the control hydraulic pressure can be suppressed. Effect of the invention described in 1).

  Further, according to the engine control unit 4 and the automatic transmission control unit 5 according to the present embodiment, the predetermined condition is that the fuel type is determined by the fuel type determination unit 41, so the fuel type is determined. After that, it is possible to prevent slippage of the belt and the clutch while suppressing deterioration of fuel consumption by setting the control hydraulic pressure according to the quickly determined fuel type (effect of the invention according to claim 3).

  Further, according to the engine control unit 4 and the automatic transmission control unit 5 according to the present embodiment, the fuel injection amount of the engine 2 after the fuel supply determination unit 45 determines the fuel supply until the predetermined condition is satisfied. When the fuel pressure decreases, the hydraulic pressure is decreased from the increased control hydraulic pressure in accordance with the decrease, so that the absolute value of the control hydraulic pressure becomes lower and the deterioration of fuel consumption can be effectively suppressed (claim 4). The invention's effect).

  As mentioned above, although embodiment of this invention was described, the said embodiment showed one of the application examples of this invention, and in the meaning which limits the technical scope of this invention to the specific structure of the said embodiment. Absent.

  For example, in the above description, the refueling determination unit 45 illustrated in FIG. 2 determines whether or not fuel has been refueled based on the difference between the previous time and the current time using the fuel level sensor 61, but this is not a limitation. . For example, it may be determined whether or not fuel has been supplied based on an open / closed state of a fuel cap attached to the fuel tank 6.

  Further, the control hydraulic pressure of the power transmission element may be the hydraulic pressure supplied to the torque converter or the clutch pressure of the lockup clutch.

It is a figure which shows the example of schematic structure of the control system which concerns on one Embodiment of this invention. It is a figure which shows the detailed structural example of a control system. It is an example of the flowchart which shows the control logic of an engine control part. It is an example of the flowchart which shows the control logic of an automatic transmission control part. It is an example of the time chart which concerns on control of a control system.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Control system 2 Engine 3 Automatic transmission 4 Engine control part (engine control means)
5 Automatic transmission control unit (transmission control means)
6 Fuel tank 8 Alcohol concentration sensor 31 Power transmission element 41 Fuel type determination unit 42 Engine torque calculation unit 44 Fuel injection amount control unit 45 Fuel supply determination unit (fuel supply determination means)
51 Oil Pressure Correction Determination Unit 52 Control Oil Pressure Calculation Unit 53 Oil Pressure Control Unit 61 Fuel Level Sensor

Claims (5)

A vehicle control apparatus comprising: an engine that can be used by switching or mixing different types of fuel; and an automatic transmission that shifts and outputs power from the engine by controlling a power transmission element,
Engine control means for calculating the torque command value of the engine according to the type or mixed state of the fuel, and controlling the engine based on the torque command value;
Transmission control means for calculating a control hydraulic pressure of the power transmission element based on a torque command value calculated by the engine control means;
Refueling determination means for determining refueling of the fuel;
With
The transmission control means raises the control oil pressure higher than the oil pressure determined based on the torque information when the fuel supply is not determined when the fuel supply determining means determines the fuel supply. A control apparatus for a vehicle.   The vehicle control device according to claim 1, wherein the transmission control unit ends the increase of the control hydraulic pressure when a predetermined condition is satisfied. A fuel type determining means for determining the type of the fuel;
The vehicle control apparatus according to claim 2, wherein the predetermined condition is completion of determination of the fuel type by the fuel type determination means. The engine control means controls the fuel injection amount of the engine based on the torque command value,
When the fuel injection amount of the engine decreases between the time when the fuel supply is determined by the fuel supply determination means and the time when the predetermined condition is satisfied, the transmission control means 4. The vehicle control device according to claim 2, wherein the hydraulic pressure is reduced from the control hydraulic pressure. A vehicle control method comprising: an engine that can be used by switching or mixing different types of fuel; and an automatic transmission that shifts and outputs power from the engine by controlling a power transmission element,
An engine control step of calculating a torque command value of the engine according to the type or mixed state of the fuel, and controlling the engine based on the torque command value;
A transmission control step of calculating a control hydraulic pressure of the power transmission element based on a torque command value calculated by the engine control step;
Refueling determination step of determining refueling of the fuel;
With
In the transmission control process, when the fuel supply is determined in the fuel supply determination process, the control hydraulic pressure is increased from the hydraulic pressure determined based on the torque information when the fuel supply is not determined. A method for controlling a vehicle, characterized by comprising:

Images