JP5486458B2 - Vehicle driving force control device - Google Patents

Description

  The present invention relates to a vehicle driving force control device having a manual shift mode in which any one of a plurality of preset gear positions can be manually selected as a control mode of an automatic transmission.

  Conventionally, a powertrain mounted on a vehicle has a plurality of modes with different driving force characteristics that are generated in response to the driver's accelerator operation, and these modes are selectively switched to enable driving with an emphasis on improving fuel efficiency. Many technologies have been proposed to realize driving and sports with an emphasis on sportiness.

  For example, in Patent Document 1, as a driving force characteristic, both a normal mode in which the output torque changes approximately linearly with respect to the accelerator opening, and both easy drive performance and low fuel consumption by saving engine torque are achieved. Set the save mode and power-oriented power mode that realizes output characteristics with excellent response from the low engine speed range to the high engine speed range, and the driver according to the operation input from the shuttle switch provided in the center console Has disclosed a technique that enables selection of an operation mode according to the user's preference.

  By the way, in an automatic transmission that constitutes this type of power train, as a shift mode, in addition to an automatic shift mode that automatically controls a gear ratio according to a preset shift characteristic, any of a plurality of preset shift speeds is selected. A device having a manual transmission mode in which a gear can be shifted to a predetermined fixed gear ratio by manually selecting the above is widely known. In this case, the gear ratio in the manual gear shift mode is basically maintained at the fixed gear ratio of the gear stage selected by the driver. For example, for the purpose of preventing engine overspeed, the input speed of the automatic transmission is Is automatically shifted to the gear ratio on the high-speed stage side when the predetermined automatic upshift rotational speed exceeds a preset value.

Japanese Patent No. 3872507

  However, in a power train equipped with an automatic transmission as described above, the automatic shift performed when the manual shift mode is selected is simply driven based on a certain automatic upshift rotational speed, etc. It may be difficult for the driver to feel the difference in force characteristics.

  The present invention has been made in view of the above circumstances, and provides a driving force control device for a vehicle that allows a driver to feel a difference in driving force characteristics for each driving mode even when a manual shift mode is selected. The purpose is to do.

  The present invention has a plurality of modes as driving force characteristics generated by a power train in response to an accelerator operation, and a speed ratio according to a preset speed characteristic as a control mode of an automatic transmission constituting the power train. A driving force control apparatus for a vehicle, comprising: an automatic shift mode for automatically controlling; and a manual shift mode capable of manually selecting one of a plurality of preset shift speeds, wherein the manual shift mode is selected. Automatic automatic upshift control means for automatically shifting the gear ratio to the high speed side when the input rotational speed of the automatic transmission exceeds a preset automatic upshift rotational speed. Is characterized in that a different rotational speed is set for each mode of the driving force characteristic as the automatic upshift rotational speed.

  According to the vehicle driving force control apparatus of the present invention, even when the manual shift mode is selected, the driver can feel the difference in driving force characteristics for each operation mode.

Schematic configuration diagram of a powertrain mounted on a vehicle Conceptual diagram showing the normal mode map, save mode map, and power mode map of the engine Flowchart showing engine throttle control routine Conceptual diagram showing map for automatic shifting Conceptual diagram showing map for manual shifting Flowchart showing a continuously variable transmission control routine Explanatory drawing which shows an example of transition of the gear ratio by the automatic upshift and the downshift in each manual shift mode in which the normal mode, the save mode, and the power mode are selected as the driving force characteristic modes Explanatory drawing which shows an example of transition of the vehicle speed with respect to accelerator depression operation at the time of the manual shift mode in which each mode of the driving force characteristic is selected Explanatory drawing which shows the modification of the transition of the gear ratio by the downshift at the time of manual transmission mode Conceptual diagram showing a modification of the manual shift map Flowchart showing a modification of the engine throttle control routine It is explanatory drawing which shows an example of transition of the vehicle speed with respect to accelerator depression operation at the time of the manual gear shift mode in which each mode of the driving force characteristic was selected.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The drawings relate to an embodiment of the present invention, FIG. 1 is a schematic configuration diagram of a power train mounted on a vehicle, and FIGS. 2A to 2C are a normal mode map, a save mode map, and a power mode of an engine. FIG. 3 is a flowchart showing an engine throttle control routine, FIG. 4 is a conceptual diagram showing an automatic shift map, FIG. 5 is a conceptual diagram showing a manual shift map, and FIG. 6 is a continuously variable transmission. FIGS. 7A to 7C are flowcharts showing the shift control routine of FIG. 7A. FIGS. 7A to 7C are automatic upshifts and downshifts in each manual shift mode in which the normal mode, the save mode, and the power mode are selected as the driving force characteristic modes. FIG. 8 is an explanatory diagram showing an example of a change in the transmission gear ratio, and FIG. 8 shows the transition in the manual transmission mode when each driving force characteristic mode is selected. FIG. 9 is an explanatory diagram showing an example of a transition of the vehicle speed with respect to the cell depressing operation, FIG. 9 is an explanatory diagram showing a variation of the transition of the gear ratio due to the downshift in the manual shift mode, and FIG. FIG. 11 is a flowchart showing a modification of the engine throttle control routine, and FIG. 12 is an explanatory diagram showing an example of the transition of the vehicle speed with respect to the accelerator depressing operation in the manual shift mode in which each mode of the driving force characteristic is selected. .

  In FIG. 1, reference numeral 1 denotes an engine. The engine 1 is connected to a continuously variable transmission 3, which is an example of an automatic transmission, via a starting clutch 2 such as an electromagnetic clutch or a torque converter. 10 main parts are configured.

  The continuously variable transmission 3 has a forward / reverse switching device 4 connected to the starting clutch 2, and a primary pulley 5 a is pivotally supported on a pulley input shaft 5 b extending from the forward / backward switching device 4. Further, a secondary pulley 5d is pivotally supported on a pulley output shaft 5c arranged in parallel to the pulley input shaft 5b, and a drive belt 5e is wound between the primary pulley 5a and the secondary pulley 5d. Yes. Further, a differential device 6b is connected to the pulley output shaft 5c through a reduction gear group 6a of the final reduction device 6. The differential device 6b has a drive shaft on which a front or rear drive wheel 7a is attached. 7 is continuously provided.

  Further, the primary pulley 5a is provided with a primary hydraulic chamber 5f, and the groove width of the primary pulley 5a is adjusted by the primary hydraulic pressure supplied from the hydraulic control circuit 8 to the primary hydraulic chamber 5f. On the other hand, the secondary pulley 5d is provided with a secondary hydraulic chamber 5g, and a tension required for torque transmission is applied to the drive belt 5e by the secondary hydraulic pressure supplied from the hydraulic control circuit 8 to the secondary hydraulic chamber 5g. The hydraulic control circuit 8 is controlled by a transmission control device (T / M_ECU) 20 which will be described later. Through this hydraulic control, the groove widths of the pulleys 5a and 5d are controlled to be in inverse proportion to each other, so that the continuously variable transmission 3 is desired. The gear ratio is realized.

  The T / M_ECU 20 can communicate with various control devices such as an engine control device (E / G_ECU) 21 and an integrated control device (integrated_ECU) 22 through an in-vehicle communication line 23 such as CAN (Controller Area Network) communication. It is connected. Each of the ECUs 20 to 22 is mainly composed of a microcomputer or the like, and has a non-volatile storage means such as a well-known CPU, ROM, RAM, and EEPROM.

  On the input side of the T / M_ECU 20, for example, a primary rotational speed sensor 38 that detects the rotational speed of the primary pulley 5a (primary rotational speed Np), and a secondary rotational speed that detects the rotational speed of the secondary pulley 5d (secondary rotational speed Ns). A sensor 39 and an inhibitor switch 37 for detecting the range selected by the select operation unit 36 are connected. In addition, actuators such as the hydraulic control circuit 8 are connected to the output side of the T / M_ECU 20.

  In this embodiment, the select operation unit 36 includes, for example, a main gate 36a in which a parking (P) range, a reverse (R) range, a neutral (N) range, and a drive (D) range are set, And a sub-gate 36b in which a manual (M) range is set. Each range on each of the gates 36a and 36b can be selected through the select lever 36c, and the selected range is detected by the inhibitor switch 37. The sub-gate 36b has an upshift (+) position and a downshift (-) position on both sides of the manual range. Further, a manual switch (to be described later) is provided at the upshift position and the downshift position. 40 is attached. When the select lever 36c is operated to the upshift position or the downshift position during the manual range selection, the manual switch 40 outputs an upshift signal or a downshift signal. Note that the manual switch 40 may be constituted by, for example, a paddle switch disposed on the steering wheel.

  On the input side of the E / G_ECU 21, for example, an engine speed sensor 30 that detects the engine speed Ne from the rotation of the crankshaft, an intake air quantity sensor that is disposed immediately downstream of the air cleaner and the like and detects the intake air quantity Q 31, an accelerator opening sensor 32 for detecting the actual accelerator opening θacc from the depression amount of the accelerator pedal, a throttle opening sensor 33 for detecting the opening θth of the electronically controlled throttle valve 16 interposed in the intake passage 15 Is connected. Further, on the output side of the E / G_ECU 21, for example, an injector 17 for injecting a predetermined metered fuel, and an actuator for controlling engine driving such as a throttle actuator 16a provided in the throttle valve 16 are connected. .

  Connected to the input side of the integrated_ECU 22 are a mode selection switch 35 for selectively switching a control mode of driving force characteristics generated by the powertrain 10 in response to an accelerator operation, the above-described manual switch 40, and the like.

  Here, in the present embodiment, as the driving force characteristic mode of the power train 10, for example, three modes M including a normal mode M1, a save mode M2, and a power mode M3 are set, and the integrated_ECU 22 Any mode information selected by the driver through the mode selection switch 35 is output to the T / M_ECU 20 and the E / G_ECU 21 via the in-vehicle communication line 23. The mode selection switch 35 of the present embodiment employs a midpoint automatic return type shuttle switch that is also provided with a push switch. For example, when the driver performs a leftward rotation operation, the normal mode M1 is determined and pressed. The save mode M2 is determined when the operation is performed, and the power mode M3 is determined when the rotation to the right side is performed.

  In the memory of the E / G_ECU 21, for example, three types of mode maps Mpe1, Mpe2, and Mpe3 are set and stored in advance as maps indicating engine output characteristics. As shown in FIGS. 2A to 2C, each mode map stores the engine output command value (target torque) at each grid point with the accelerator opening θacc and the engine speed Ne as grid axes. Consists of a dimensional map.

  Each of these mode maps Mpe1, Mpe2, Mpe3 is basically selected by operating the mode selection switch 35 by the driver. That is, the E / G_ECU 21 selects the normal mode map Mpe1 when the normal mode M1 is selected by the mode selection switch 35, and selects the save mode map Mpe2 when the save mode M2 is selected. When the mode M3 is selected, the power mode map Mpe3 is selected.

  Then, the E / G_ECU 21 sets the fuel injection timing and the fuel injection pulse width (pulse time) for the injector 17 based on the selected mode map Mpe and detection signals from each sensor. Further, the E / G_ECU 21 outputs a throttle opening signal to the throttle actuator 16a to control the opening of the throttle valve 16.

  Here, the normal mode map Mpe1 shown in FIG. 2 (a) is set to a characteristic in which the target torque changes linearly in a region where the accelerator opening θacc is relatively small, and the opening θth of the throttle valve 16 is close to full open. The maximum target torque is set.

  In addition, the save mode map Mpe2 shown in FIG. 2 (b) is lower in the target torque than the normal mode map Mpe1, and even if the accelerator pedal is fully depressed, the throttle valve 16 is not fully opened. As the accelerator pedal is depressed, the change in the opening of the throttle valve 16 becomes smaller than that in the normal mode. Therefore, even when the accelerator pedal is depressed the same as in the normal mode, the throttle opening θe is small, and the increase in output torque is suppressed. As a result, it is possible to enjoy accelerator work such as depressing the accelerator pedal by performing traveling with the output torque suppressed based on the save mode map Mpe2. Furthermore, since the increase in the target torque is suppressed, both easy drive performance and fuel efficiency can be achieved in a balanced manner. For example, even a vehicle equipped with a 3-liter engine is equivalent to a 2-liter engine. The target torque is set with a smooth output characteristic while ensuring a sufficient output, and emphasizing ease of handling particularly in a practical area such as a town.

  In addition, in the power mode map Mpe3 shown in FIG. 2C, the rate of change of the target torque with respect to the change of the accelerator opening θacc is set to be large in almost the entire operation region. Therefore, for example, in a vehicle equipped with a 3 liter engine, a target torque that can maximize the potential of the 3 liter engine is set.

  In the memory of the T / M_ECU 20, for example, automatic shift maps Mpt1 to Mpt3 (FIG. 4) for automatically controlling the gear ratio of the continuously variable transmission 3 with the shift characteristics respectively adapted to the above-described mode maps Mpe1 to Mpe3. And a manual shift map Mptm (see FIG. 5) for controlling the gear ratio of the continuously variable transmission 3 to a fixed gear ratio of a preset gear stage (for example, the first to sixth gears). Are preset and stored. The T / M_ECU 20 continuously controls the continuously variable transmission through control of the hydraulic pressure supplied from the hydraulic control circuit 8 to the hydraulic chambers 5f and 5g based on the selected shift map Mpt and detection signals from the sensors. 3 is controlled.

  Among these maps, the automatic shift maps Mpt1 to Mpt3 are selected by the mode selection switch 35 when the drive range is selected by the selection operation unit 36 and the control mode for the continuously variable transmission 3 is the automatic transmission mode. It is selectively used according to the selected mode M. That is, the T / M_ECU 20 selects the automatic shift map Mpt1 when the normal mode M1 is selected by the mode selection switch 35 and the save mode M2 is selected to correspond to each mode map Mpe of the engine 1. The automatic shift map Mpt2 is selected, and when the power mode M3 is selected, the automatic shift map Mpt3 is selected. Then, for example, the T / M_ECU 20 sets a target primary rotational speed Npt based on the current vehicle speed V and the accelerator opening θacc with reference to the selected automatic shift map Mpt, and the primary rotational speed Np is set to the target primary rotational speed Npt. The gear ratio is controlled so as to converge.

  Here, for example, as shown in FIG. 4, each of the automatic transmission maps Mpt1 to Mpt3 includes a vehicle speed V and a target primary rotation speed between Low, which is the maximum transmission ratio, and overdrive (OB), which is the minimum transmission ratio. A speed change characteristic line showing a relationship with Npt is configured by a map set for each accelerator opening θacc. In this case, basically, the vehicle speed V and the accelerator opening θacc are the same so that each shift characteristic line on each of the automatic shift maps Mpt1 to Mpt3 matches the mode map Mpe1 to Mpe3 of the engine output characteristics described above. When the condition is met, the target primary rotational speed Np is calculated in which the speed change characteristic line in mode M2 is relatively lower than the speed change characteristic line in mode M1, and the speed change characteristic line in mode M3 is the speed change characteristic in mode M2. The target primary rotational speed Np that is relatively higher than the line is set to be calculated.

  Thereby, at the time of control in the automatic shift mode in which the drive range is selected by the select operation unit 36, appropriate shift control according to the output characteristics of the engine 1 is performed, and for each mode selected by the mode selection switch 35, respectively. A driving force having a characteristic characteristic can be generated by the power train 10.

  On the other hand, when the range of the select operation unit 36 is changed from the drive range to the manual range and the control mode of the continuously variable transmission 3 is changed from the automatic transmission mode to the manual transmission mode, the T / M_ECU 20 displays the map for transmission control. As a manual shift map Mptm is selected.

  The T / M_ECU 20 basically sets the speed ratio of the continuously variable transmission 3 higher than the current speed ratio every time an upshift signal from the manual switch 40 is input via the integrated_ECU 22. Upshift to the fixed gear ratio. Alternatively, the T / M_ECU 20 changes the speed ratio of the continuously variable transmission 3 to a fixed speed ratio on the low speed stage side from the current speed ratio every time a downshift signal from the manual switch 40 is input via the integrated_ECU 22. And downshift.

  However, for the purpose of preventing excessive rotation of the engine 1, the T / M_ECU 20 changes the speed when the primary rotational speed Np, which is the input rotational speed of the continuously variable transmission 3, exceeds a preset automatic upshift rotational speed Nu. The ratio is automatically shifted to the fixed gear ratio on the high speed side. For the purpose of ensuring a predetermined acceleration performance and improving drivability, the T / M_ECU 20 reduces the speed ratio when the primary rotation speed Np falls below a preset automatic downshift rotation speed Nd. Automatic shift to the fixed gear ratio on the stage side.

  Here, the automatic upshift rotational speed Nu and the automatic downshift rotational speed Nd are set to different rotational speeds for each mode M of the driving force characteristics.

  Specifically, the automatic upshift rotational speed Nu of the present embodiment is set to a higher rotational speed, for example, as the driving force characteristic mode having higher responsiveness to the accelerator operation, and the rotational speed corresponding to the power mode M3 is set. It is set to be the highest and then lower in the order of normal mode M1 and save mode M2. For example, the maximum engine speed Ne allowed for the engine 1 for the purpose of preventing overspeed and the like is 7000 [rpm], and the engine speed Ne and the primary engine speed Np when the start clutch 2 is engaged are 1: 1. , The automatic upshift rotational speed Nu corresponding to each mode M is 7000 [rpm], and the automatic upshift rotational speed Nu (M = M3) corresponding to the power mode M3 corresponds to the normal mode M1. The automatic upshift speed Nu (M = M1) is set to 6000 [rpm], and the automatic upshift speed Nu (M = M2) corresponding to the save mode M2 is set to 5000 [rpm].

  Further, the automatic downshift speed Nd of the present embodiment is set to be higher, for example, in a driving force characteristic mode with high responsiveness to an accelerator operation, and has the highest speed corresponding to the power mode M3. The normal mode M1 and the save mode M2 are set to decrease in this order. For example, as for the automatic downshift rotational speed Nd corresponding to each mode M, the automatic downshift rotational speed Nd (M = M3) corresponding to the power mode M3 is 3000 [rpm], and the automatic downshift rotational speed corresponding to the normal mode M1. Nd (M = M1) is set to 2000 [rpm], and the automatic downshift speed Nd (M = M2) corresponding to the save mode M2 is set to 1000 [rpm].

  Thus, in this embodiment, the T / M_ECU 20 implements each function as an automatic upshift control unit and an automatic downshift control unit.

  Next, engine throttle control executed by the E / G_ECU 21 will be described according to a flowchart of a throttle control routine shown in FIG. This routine is executed every set time. When the routine starts, the E / G_ECU 21 first reads the currently set mode M in step S101, and then proceeds to step S102.

  When the process proceeds from step S101 to step S102, the E / G_ECU 21 checks whether or not the mode selection switch 35 has been turned ON. If it is determined that the mode selection switch 35 has not been operated, the process proceeds to step S107.

  On the other hand, if it is determined in step 102 that the mode selection switch 35 has been turned ON, the E / G_ECU 21 proceeds to step S103 to determine which mode the driver has selected.

  When it is determined in step S103 that the normal mode M1 has been selected by the driver, the E / G_ECU 21 proceeds to step S104, sets the mode M to the normal mode M1 (M ← M1), and then proceeds to step S107.

  If it is determined in step S103 that the save mode M2 has been selected by the driver, the E / G_ECU 21 proceeds to step S105, sets the mode M to the save mode M2 (M ← M2), and then proceeds to step S107.

  When it is determined in step S103 that the power mode M3 has been selected by the driver, the E / G_ECU 21 proceeds to step S106, sets the mode M to the power mode M3 (M ← M3), and proceeds to step S107.

  When the process proceeds from step S102, step S104, step S105, or step S106 to step S107, the E / G_ECU 21 reads the mode map Mpe corresponding to the currently selected mode M, and opens the current engine speed Ne and the accelerator opening. Based on the degree θacc, the target torque τe is determined by referring to the mode map Mpe with interpolation calculation.

  When the process proceeds from step S107 to step S108, the E / G_ECU 21 obtains the target throttle opening degree θe corresponding to the target torque τe, and in the subsequent step S109, the throttle actuator θth converges to the target throttle opening degree θe. After feedback control of 16a, the routine is exited.

  As a result, when the driver operates the accelerator pedal, the throttle valve 16 opens and closes according to the mode M selected by the driver using the accelerator opening θacc and the engine speed Ne as parameters, and the engine 1 has different output characteristics for each mode M. Is driven.

  Next, the shift control of the continuously variable transmission executed by the T / M_ECU 20 will be described according to the flowchart of the shift control routine shown in FIG. This routine is executed every set time. When the routine starts, the T / M_ECU 20 first determines that the range currently selected by the select operation unit 36 is the travel range (ie, the drive range or the manual range) in step S201. It is checked whether it is in range.

  If it is determined in step S201 that the current range is other than the travel range, the T / M_ECU 20 exits the routine as it is.

  On the other hand, when it is determined in step S201 that the current range is the travel range, the T / M_ECU 20 proceeds to step S202, and determines whether or not the current range is the drive range, that is, the control of the continuously variable transmission 3. It is checked whether or not the automatic transmission mode is selected as the mode.

  If it is determined in step S202 that the current range is the drive range and the automatic transmission mode is selected as the control mode, the T / M_ECU 20 proceeds to step S203 and performs automatic transmission control based on the automatic transmission map. After exiting, exit the routine. That is, in step S203, the T / M_ECU 20 selects the automatic transmission map Mpt corresponding to the mode M currently selected by the mode selection switch 35 from the automatic transmission maps Mpt1 to Mpt3. The T / M_ECU 20 calculates a target primary rotational speed Npt based on the vehicle speed V and the accelerator opening θacc with reference to the selected automatic shift map Mpt, and supplies the target primary rotational speed Npt from the hydraulic control circuit 8 to the hydraulic chambers 5f and 5g. Through the control of each hydraulic pressure, automatic shift control for converging the primary rotational speed Np to the target primary rotational speed Npt is performed.

  On the other hand, if it is determined in step S202 that the current range is the manual range and the manual shift mode is selected as the control mode, the T / M_ECU 20 proceeds to step 204 and selects the mode together with the manual shift map Mptm. The switch 35 reads the automatic upshift rotational speed Nu and the automatic downshift rotational speed Nd corresponding to the currently selected mode M.

  Then, when the process proceeds from step S204 to step S205, the T / M_ECU 20 checks whether an upshift operation by the driver has been performed based on a signal from the manual switch 40, and determines that the upshift operation has been performed. Proceeds to step S206, and if it is determined that the upshift operation has not been performed, the process proceeds to step S207.

  When the process proceeds from step S205 to step S206, the T / M_ECU 20 checks whether or not there is a shift stage on the high speed stage side with respect to the current shift stage on the manual shift map Mptm, and the shift stage exists on the high speed stage side. In this case, the transmission gear ratio of the continuously variable transmission 3 is increased to the fixed transmission gear ratio of the first gear stage higher than the current one through the control of each hydraulic pressure supplied from the hydraulic control circuit 8 to each hydraulic chamber 5f, 5g. After shifting, the process proceeds to step S207.

  On the other hand, when the process proceeds from step S205 or step S206 to step S207, the T / M_ECU 20 checks whether or not a downshift operation by the driver has been performed based on a signal from the manual switch 40.

  If the T / M_ECU 20 determines in step S207 that the downshift operation has been performed, the process proceeds to step S208. If the T / M_ECU 20 determines that the downshift operation has not been performed, the process proceeds to step S209.

  When the process proceeds from step S207 to step S208, the T / M_ECU 20 checks whether or not there is a shift stage on the low speed side of the current shift stage on the manual shift map Mptm, and there is a shift stage on the low speed side. In this case, the gear ratio of the continuously variable transmission 3 is reduced to the fixed gear ratio of the gear stage on the one-speed low-speed stage side from the present through the control of the hydraulic pressure supplied from the hydraulic control circuit 8 to the hydraulic chambers 5f, 5g. After shifting, the process proceeds to step S209.

  When the process proceeds from step S207 or step S208 to step S209, the T / M_ECU 20 checks whether the primary rotational speed Np is equal to or higher than the currently selected automatic upshift rotational speed Nu, and the primary rotational speed Np is automatically upshifted. If it is determined that the rotational speed Nu is greater than or equal to Nu, the process proceeds to Step S210, and if it is determined that the primary rotational speed Np is less than the automatic upshift rotational speed, the process proceeds to Step S211.

  When the process proceeds from step S209 to step S210, the T / M_ECU 20 checks whether or not there is a shift stage on the higher speed side than the current shift stage on the manual shift map Mptm, and the shift stage exists on the higher speed stage side. In this case, the transmission gear ratio of the continuously variable transmission 3 is increased to the fixed transmission gear ratio of the first gear stage higher than the current one through the control of each hydraulic pressure supplied from the hydraulic control circuit 8 to each hydraulic chamber 5f, 5g. After shifting, the process proceeds to step S211.

  In step S211 from step S209 or step S210, the T / M_ECU 20 checks whether or not the primary rotational speed Np is equal to or lower than the currently selected automatic downshift rotational speed Nd, and the primary rotational speed Np is currently selected. If it is determined that the speed is equal to or lower than the automatic downshift speed Nd, the process proceeds to step S212. If it is determined that the speed is higher than the automatic downshift speed Nd, the routine is directly exited.

  When the process proceeds from step S211 to step S212, the T / M_ECU 20 checks whether or not there is a shift stage on the lower speed side than the current shift stage on the manual shift map Mptm, and a shift stage exists on the lower speed stage side. In this case, the gear ratio of the continuously variable transmission 3 is reduced to the fixed gear ratio of the gear stage on the one-speed low-speed stage side from the present through the control of the hydraulic pressure supplied from the hydraulic control circuit 8 to the hydraulic chambers 5f, 5g. After shifting, exit the routine.

  According to such an embodiment, when the manual transmission mode is selected as the control mode of the continuously variable transmission 3 constituting the power train 10 in the power train 10 having a plurality of driving force characteristic modes M. By setting the automatic upshift speed Nu to a different value for each mode M of the driving force characteristics generated by the powertrain 10, each mode basically also in the manual shift mode that respects the driver's intention for shifting. The characteristic of the driving force characteristic in M (the characteristic of the driving force characteristic based on the difference in the output characteristic of the engine 1 in this embodiment) can be clearly differentiated.

  Specifically, for example, the automatic upshift rotational speed Nu is set to be responsive to an accelerator operation within a range equal to or lower than the primary rotational speed Npmax corresponding to the maximum rotational speed Nemax of the engine 1 that is allowed to prevent overspeed. By setting the higher the higher driving force characteristic mode M, the characteristics of each driving force characteristic M can be clearly differentiated while matching the driver's feeling, etc., even when the manual transmission mode is selected. Can do. That is, for example, in the case where three modes M of the normal mode M1, the save mode M2, and the power mode M3 are provided as the driving force characteristic mode M, the automatic upshift rotational speed Nu corresponding to the power mode M3 is the highest. By setting the automatic upshift rotational speed Nu to be higher in the order of the normal mode M1 and then the save mode M2, the output characteristics of the engine 1 differing for each mode M even when the manual shift mode is selected. Thus, it is possible to achieve traveling with a driving force characteristic that matches the feeling of the driver. For example, as shown by thick solid lines in FIGS. 7A to 7C, when the manual shift mode is selected, even when the driver depresses the accelerator pedal from the same running state, the save mode M2 is selected. When the normal mode M1 is selected (see FIG. 7A), automatic upshifts are sequentially performed at a relatively earlier timing than when the normal mode M1 is selected (see FIG. 7B). In c), automatic upshifts are sequentially performed at a later timing than when the normal mode M1 is selected. Thus, for example, as shown in FIG. 8, even when the manual transmission mode is selected, it is possible to realize acceleration performance that is clearly different for each mode M of the driving force characteristics.

  In addition, the characteristic of the driving force characteristic in each mode M is clarified by setting the automatic downshift speed Nd when the manual transmission mode is selected to a different value for each mode M of the driving force characteristic. You can make a difference.

  Specifically, for example, the automatic downshift speed Nd is set to be higher as the mode M is more responsive to the accelerator operation, so that it matches the feeling of the driver even when the manual shift mode is selected. However, the characteristics of each mode M of the driving force characteristic can be clearly differentiated. That is, for example, by setting the automatic downshift rotational speed Nd corresponding to the power mode M3 to be the highest, and then setting the automatic downshift rotational speed Nd to be lower in the order of the normal mode M1 and the save mode M2, for example, FIG. As shown by the thick broken lines in (a) to (c), when the manual shift mode is selected, the save mode M2 can be used even when the driver releases the accelerator pedal or depresses the brake pedal from the same running state. (See FIG. 7B), automatic downshifts are sequentially performed at a later timing than when the normal mode M1 is selected (see FIG. 7A), and when the power mode M3 is selected (see FIG. 7B). In FIG. 7C, automatic downshifts are sequentially performed at a relatively earlier timing than when the normal mode M1 is selected. Thereby, for example, when the save mode M2 is selected, the engine speed Ne at the time of deceleration can be quickly changed to the low speed side. On the other hand, for example, when the power mode M3 is selected, a relatively high engine rotational speed Ne can be maintained even during deceleration, and high acceleration performance can be realized even when the engine is switched from deceleration to acceleration.

  Here, the automatic downshift control at the time of selecting the manual shift mode is not limited to the stepwise control based on each shift stage as described above, and the primary rotation speed Np becomes the automatic downshift rotation speed Nd. The transmission gear ratio may be continuously changed. In this case, for example, the automatic downshift when the power mode M3 is selected, as illustrated by a thick broken line in FIG. 9, the primary rotational speed Np reaches the automatic downshift rotational speed Nd due to deceleration or the like when the manual shift mode is selected. When this is done, the T / M_ECU 20 automatically converges the primary rotational speed Np to the automatic downshift rotational speed Nd through control of the hydraulic pressure supplied from the hydraulic control circuit 8 to the hydraulic chambers 5f and 5g. Realize downshift. When shifting from the deceleration state to the acceleration state due to the driver's accelerator operation or the like during such automatic downshift control, for example, as shown by a thick solid line in FIG. It is desirable to maintain the current speed ratio without being constrained by the speed ratio, and to shift to a fixed speed ratio on the high speed side or the low speed side when a new upshift operation or downshift operation is performed by the driver. . Of course, such control is not limited to automatic downshift control, but can also be applied to automatic upshift control.

  In the above-described embodiment, an example in which all of the automatic upshift rotational speed Nu corresponding to each mode M is set to a value equal to or less than the maximum rotational speed Nemax allowed for the engine 1 has been described. In the operation mode in which it is desired to prohibit the automatic rotation, as shown in FIG. 10, the automatic upshift rotational speed Nu can be set to a rotational speed higher than the maximum rotational speed Nemax.

  Such control can be realized by limiting the output torque of the engine 1 through throttle control according to the flowchart of the engine throttle control routine shown in FIG. Here, the case of the power mode M3 will be described as an example of the operation mode in which the automatic upshift is desired to be prohibited, but the same applies to other operation modes. That is, when the routine is started, the E / G_ECU 21 performs the same processing as in Step 201 to Step S206 shown in FIG. 3 in Step S301 to Step S306.

  When the process proceeds from step S302, step S304, step S305, or step S306 to step S307, the E / G_ECU 21 checks whether or not the currently selected mode M is the power mode M3.

  In step S307, the E / G_ECU 21 proceeds to step S308 if it is determined that the mode M is the power mode M3, and proceeds to step S309 if it is determined that the mode M is other than the power mode M3.

  Proceeding from step S307 to step S308, the E / G_ECU 21 checks whether or not the current engine speed Ne is less than the maximum engine speed Ne. If it is determined that the engine speed Ne is greater than or equal to the maximum engine speed Nemax, the process proceeds to step S310. Then, after calculating the target torque τe for converging the engine speed Ne to the maximum speed Nemax, the process proceeds to step S311. As the target torque τe, for example, a value calculated by referring to a preset map, a value obtained by subtracting the set value Δτe from the previous value of the target torque τe, or the like can be used.

  On the other hand, if it is determined in step S308 that the current engine speed Ne is less than the maximum engine speed Nemax, the E / G_ECU 21 proceeds to step S309.

  When the process proceeds from step S307 or step S308 to step S309, the E / G_ECU 21 reads the mode map Mpe corresponding to the currently selected mode M and based on the current engine speed Ne and the accelerator opening θacc. After determining the target torque τe by referring to the map Mpe with complement calculation, the process proceeds to step S311.

  Then, when proceeding from step S309 or step S310 to step S311, the E / G_ECU 21 performs the same processing as step S108 and step S109 shown in FIG. 3 described above in step S311 and step S312, and then exits the routine. .

  If such control is performed, when the power mode M3 which is the most sporty mode is selected when the manual shift mode is selected, the driver's intention to shift is respected while protecting the engine 1 from overspeed. Substantially automatic upshifts can be prohibited as much as possible (see the thick solid line in FIG. 10). In this case, for example, as shown in FIG. 12, when the driver keeps stepping on the accelerator pedal, the vehicle speed V when the power mode M3 is selected is the highest among the modes M up to a predetermined vehicle speed determined for each shift stage. It rises with acceleration and then becomes constant. Further acceleration is left to the driver's upshift operation.

  In the above-described embodiment, an example of control based on making the output characteristics of the engine 1 different has been described, but the present invention is not limited to this. For example, in the control in which only the shift characteristic of the automatic transmission is changed for each mode while the output characteristic of the engine is single, the automatic upshift rotational speed Nu or the like when the manual shift mode is selected is changed for each mode M. Is also possible.

  Further, the mode of the driving force characteristic is not limited to three types, and the automatic transmission to which the present invention can be applied is not limited to the continuously variable transmission.

DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Starting clutch 3 ... Continuously variable transmission (automatic transmission)
DESCRIPTION OF SYMBOLS 4 ... Forward / reverse switching device 5a ... Primary pulley 5b ... Pulley input shaft 5c ... Pulley output shaft 5d ... Secondary pulley 5e ... Drive belt 5f ... Primary hydraulic chamber 5g ... Secondary hydraulic chamber 6 ... Final reduction gear 6a ... Deceleration gear group 6b ... Differential device 7 ... Drive shaft 7a ... Drive wheel 8 ... Hydraulic control circuit 10 ... Power train 15 ... Intake passage 16 ... Throttle valve 16a ... Throttle actuator 17 ... Injector 20 ... Transmission control device (automatic upshift control means, automatic downshift control) apparatus)
21 ... Engine control device (over-rotation prevention means)
DESCRIPTION OF SYMBOLS 22 ... Integrated control device 23 ... In-vehicle communication line 30 ... Engine speed sensor 31 ... Intake air amount sensor 32 ... Accelerator opening sensor 33 ... Throttle opening sensor 35 ... Mode selection switch 36 ... Select operation part 36a ... Main gate 36b ... Sub-gate 36c ... Select lever 37 ... Inhibitor switch 38 ... Primary speed sensor 39 ... Secondary speed sensor 40 ... Manual switch

Claims (7)

A plurality of modes are provided as driving force characteristics generated by the power train for the accelerator operation, and the transmission ratio is automatically controlled according to the preset transmission characteristics as a control mode of the automatic transmission constituting the power train. A vehicle driving force control device comprising an automatic transmission mode and a manual transmission mode capable of manually selecting one of a plurality of preset gear positions,
Automatic upshift control means for automatically shifting the gear ratio to the high speed side when the input rotational speed of the automatic transmission exceeds a preset automatic upshift rotational speed when the manual transmission mode is selected,
In the automatic upshift control means, a different rotational speed is set for each mode of the driving force characteristic as the automatic upshift rotational speed.   2. The vehicle driving force control device according to claim 1, wherein the automatic upshift rotational speed is set to be higher as the mode of the driving force characteristic is more responsive to the accelerator operation. 3. The engine has an overspeed prevention means for limiting the engine speed to a value equal to or lower than the maximum speed allowed for the engine, and the automatic upshift speed is set to a higher speed than the engine speed restricted by the overspeed prevention means. The vehicle driving force control device according to claim 1 or 2, wherein   The over-rotation prevention means limits the engine speed when the mode of the driving force characteristic having the highest responsiveness to the accelerator operation is selected to be equal to or less than the maximum speed. Vehicle driving force control device.   5. The vehicle driving force control device according to claim 3, wherein the over-rotation preventing unit limits the engine rotational speed to the maximum rotational speed or less by limiting an output torque of the engine. A plurality of modes are provided as driving force characteristics generated by the power train for the accelerator operation, and the transmission ratio is automatically controlled according to the preset transmission characteristics as a control mode of the automatic transmission constituting the power train. A vehicle driving force control device comprising an automatic transmission mode and a manual transmission mode capable of manually selecting one of a plurality of preset gear positions,
Automatic downshift control means for automatically shifting the gear ratio to the low speed side when the input rotational speed of the automatic transmission falls below a preset automatic downshift rotational speed when the manual transmission mode is selected,
In the automatic downshift control means, a different rotational speed is set for each mode of the driving force characteristic as the automatic downshift rotational speed.   7. The vehicle driving force control device according to claim 6, wherein the automatic downshift rotational speed is set to be higher as the mode of the driving force characteristic is more responsive to the accelerator operation.

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