JP5776614B2 - Vehicle drive control device - Google Patents

Description

  The present invention relates to a technique for improving drivability in a vehicle including an engine having a variable valve timing mechanism and an automatic transmission.

  2. Description of the Related Art Conventionally, a vehicle drive control device used in a vehicle including an engine having a variable valve timing mechanism and an automatic transmission is well known. For example, this is the valve timing control device of Patent Document 1. In the valve timing control device of Patent Document 1, the opening / closing timing of the intake valve of the engine is changed to the most advanced angle value when the automatic transmission is upshifted. This prevents a reduction in driving force after the automatic transmission is upshifted.

JP-A-7-139380 JP-A-5-044508 Japanese Patent Laid-Open No. 10-103095 JP 2007-198157 A JP 2008-155101 A

  The valve timing control device of Patent Document 1 advances the opening / closing timing of the intake valve at the time of upshifting of the automatic transmission. If the opening / closing timing of the intake valve is always advanced, for example, at the time of upshifting. In this case, the opening / closing timing of the intake valve is advanced even when unnecessary, which may lead to deterioration in fuel consumption. However, Patent Document 1 does not disclose what criterion is used to determine whether or not to advance the opening / closing timing. Such a problem is not yet known.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to ensure good fuel efficiency in a vehicle including an engine having a variable valve timing mechanism and an automatic transmission. An object of the present invention is to provide a vehicular drive control device that can suppress a temporary shortage of driving force due to a response delay of the variable valve timing mechanism.

The gist of the first invention for achieving the above object is that: (a) an engine having a variable valve timing mechanism for advancing or retarding the closing timing of the intake valve; In a vehicle equipped with an automatic transmission that outputs to the engine, a charging efficiency lowering control for changing the closing timing of the intake valve so that the charging efficiency of the engine becomes lower than a predetermined reference engine operating state of the engine And (b) when the charging efficiency reduction control is executed during upshifting of the automatic transmission, the vehicle driving control device is reduced during the charging efficiency reduction control . executing the upshift valve timing control for changing the closing timing of the intake valve as the charging efficiency of the engine is increased with respect to charging efficiency ( ) A change amount of the valve closing timing in the upshift valve timing control is determined based on an engine rotation speed and a decrease width of the engine rotation speed before and after the upshift, and (d) a decrease width of the engine rotation speed. The larger the is, the larger the amount of change in the valve closing timing is .

When the charging efficiency reduction control is executed, good fuel efficiency can be obtained by reducing the charging efficiency of the engine. On the other hand, if the engine speed decreases rapidly, the valve timing can be changed to decrease the engine speed. The mechanism is unable to follow and temporarily becomes deficient in driving force. On the other hand, according to the first aspect of the present invention, it is excessively caused by the execution of the valve timing control at the time of the upshift that the driving force is temporarily insufficient due to a rapid engine rotation speed decrease due to the upshift of the automatic transmission. Avoided without shortage. Therefore, good fuel efficiency can be ensured by the charging efficiency reduction control, and temporary lack of driving force due to response delay of the valve timing variable mechanism can be suppressed by executing the valve timing control at the time of upshift. . The fuel consumption is, for example, a travel distance per unit fuel consumption, and the improvement in fuel consumption is an increase in the travel distance per unit fuel consumption, or the fuel consumption rate of the entire vehicle. (= Fuel consumption / drive wheel output) is reduced. Conversely, a reduction in fuel consumption means that the travel distance per unit fuel consumption is shortened, or the fuel consumption rate of the entire vehicle is increased. Further, the amount of change in the valve closing timing in the valve timing control during the upshift is determined based on the engine rotation speed and the decrease in the engine rotation speed before and after the upshift, and the decrease in the engine rotation speed is large. Accordingly, the amount of change in the valve closing timing is increased. Accordingly, in the upshift valve timing control, the amount of change in the valve closing timing can be set to a size that is not excessive or insufficient from the viewpoint of achieving both improvement in fuel efficiency and avoidance of insufficient driving force.

Here, the gist of the second invention is the vehicle drive control device according to the first invention, wherein (a) the charging efficiency reduction control is configured to close the intake valve with respect to the reference engine operating state. (B) The upshift valve timing control is characterized in that the closing timing of the intake valve is advanced during the charging efficiency reduction control. In this way, when the engine has a variable valve timing mechanism configured to reduce the charging efficiency of the engine as the intake valve closing timing is retarded, good fuel efficiency can be ensured, Temporary driving force shortage due to response delay of the valve timing variable mechanism can be suppressed.

  The gist of the third invention is the vehicle drive control device according to the first invention or the second invention, wherein the upshift valve timing control is terminated at or after the upshift is completed. It is characterized by doing. By doing so, it is possible to sufficiently obtain the fuel efficiency improvement effect by the charging efficiency lowering control within a range where temporary shortage of driving force due to the response delay of the variable valve timing mechanism can be appropriately suppressed. .

  A fourth aspect of the present invention is the vehicle drive control device according to any one of the first to third aspects, wherein the upshift valve timing control is performed when the automatic transmission is downshifted. Is not executed. In this way, since the engine rotational speed gradually increases during the downshift, there is no possibility of insufficient driving force due to a response delay of the valve timing variable mechanism, and execution of the valve timing control during the upshift. Since the opportunity does not increase excessively, it becomes easy to obtain good fuel efficiency by the filling efficiency reduction control.

The gist of the fifth invention is the vehicle drive control device according to any one of the first invention to the fourth invention, wherein the valve timing control at the time of upshift is the execution of the filling efficiency reduction control. Is interrupted, and the engine is returned to the reference engine operating state. In this way, the closing timing of the intake valve in the upshift valve timing control can be easily determined based on the predetermined operating state, so that the control load can be reduced.

The gist of the sixth invention is the vehicle drive control device according to any one of the first invention to the fifth invention, wherein (a) the engine includes a supercharger; b) The valve closing timing of the intake valve is largely changed in a direction in which the charging efficiency of the engine is higher as the traveling state is larger in the degree of response delay of the supercharging pressure. In this way, the response delay of the supercharging pressure is suppressed by changing the valve closing timing of the intake valve, and a desired driving force can be easily obtained.

  Here, preferably, the vehicular drive control device sets the amount of change in the valve closing timing in the valve timing control during upshifting to an engine rotational speed after the upshift and an engine rotational speed before and after the upshift. Determine based on the amount of decline.

  Preferably, the supercharger is an exhaust turbine supercharger that is rotationally driven by exhaust of the engine and boosts intake air of the engine.

  Preferably, the upshift in which the valve timing control during the upshift is executed is an upshift during vehicle acceleration, that is, a power-on upshift.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram for explaining a configuration of a vehicle drive device provided in a vehicle to which the present invention is preferably applied. FIG. 2 is an operation table for explaining an operation state of an engagement element when a plurality of shift stages (gear stages) are established in the automatic transmission included in the vehicle drive device of FIG. 1. It is a schematic block diagram for demonstrating the structure of the engine contained in the vehicle drive device of FIG. FIG. 2 is a diagram illustrating a signal input to an electronic control device for controlling the vehicle drive device of FIG. 1, and a function for explaining a main part of a control function provided in the electronic control device of the first embodiment. It is a block diagram. A predetermined relationship (map) between the advance amount of the intake valve closing timing and the decrease rate of the engine rotation speed before and after the upshift, which is used in the upshift valve timing control executed by the electronic control device of FIG. FIG. FIG. 5 is a diagram showing a preset relationship (map) between an advance amount of intake valve closing timing and an engine rotational speed Ne, which is used in upshift valve timing control executed by the electronic control device of FIG. 4. FIG. 5 is a flowchart of the first embodiment for explaining the main part of the control operation of the electronic control device of FIG. 4, that is, the control operation for executing the valve timing control at the time of upshift when the automatic transmission is upshifted. It is the flowchart which showed the modification of the flowchart of FIG. FIG. 2 is a diagram illustrating signals input to an electronic control device for controlling the vehicle drive device of FIG. 1, and a function for explaining a main part of a control function provided in the electronic control device of the second embodiment. It is a block diagram. FIG. 10 is a flowchart of a second embodiment for explaining a main part of the control operation of the electronic control device of FIG.

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

  FIG. 1 is a skeleton diagram for explaining the configuration of a vehicle drive device 7 provided in a vehicle 6 to which the present invention is preferably applied. The vehicle 6 includes a vehicle drive device 7 and a pair of drive wheels 38, and the vehicle drive device 7 includes a vehicle power transmission device 8 (hereinafter referred to as “power transmission device 8”) and an engine 10. ing. The power transmission device 8 is interposed between the engine 10 and the drive wheel 38, and is connected to the automatic transmission 12 and the output shaft 13 of the engine 10 between the engine 10 and the automatic transmission 12. And a torque converter 14 interposed therebetween. And the power transmission device 8 is used suitably for the FF vehicle mounted in the left-right direction (horizontal placement) of the vehicle 6 (refer FIG. 4).

  The automatic transmission 12 constitutes a part of a power transmission path from the engine 10 to the drive wheels 38 (see FIG. 4), and outputs the power of the engine 10 toward the drive wheels 38. That is, the power of the engine 10 input to the transmission input shaft 26 is output from the output gear 28 to the drive wheels 38. The automatic transmission 12 includes a plurality of planetary gear units 18, 20, 22 and a plurality of hydraulic friction engagement devices (clutch C, brake B), specifically five hydraulic friction engagement devices (first clutch C1). , Second clutch C2, first brake B1, second brake B2, third brake B3), and one-way clutch F1, and a plurality of speed changes by changing one of the plurality of hydraulic friction engagement devices. It is a stepped transmission in which a stage (gear stage) is alternatively established. For example, the automatic transmission 12 performs a shift according to a preset relationship (shift diagram) based on a vehicle state represented by a vehicle speed V and an accelerator pedal opening PAP (unit:%, for example). In short, it is a stepped transmission that performs a so-called clutch-to-clutch shift that is often used in general vehicles. That is, the shift (downshift or upshift) of the automatic transmission 12 engages and engages with an engagement-side engagement device that is an engagement device engaged for the shift, and is released for the shift. The release-side engagement device, which is the engagement device to be operated, proceeds by releasing operation. Specifically, the first planetary gear unit 18 of the automatic transmission 12 is a single pinion type, and includes a first sun gear S1, a first pinion gear P1, a first carrier CA1, and a first ring gear R1. The second planetary gear unit 20 is a double pinion type, and includes a second sun gear S2, a second pinion gear P2, a third pinion gear P3, a second carrier CA2, and a second ring gear R2. The third planetary gear unit 22 is a single pinion type, and includes a third sun gear S3, a third pinion gear P3, a third carrier CA3, and a third ring gear R3. In the second planetary gear device 20 and the third planetary gear device 22, the second and third ring gears R2 and R3 are formed of a common member, and the third pinion gear P3 of the third planetary gear device 22 is the first. It is a Ravigneaux type planetary gear train that also serves as one pinion gear of the two planetary gear device 20. As can be seen from FIG. 1, the transmission input shaft 26 that is an input rotation member of the automatic transmission 12 is a turbine shaft of the torque converter 14. Further, the output gear 28 that is an output rotating member of the automatic transmission 12 functions as a differential drive gear that meshes with a differential driven gear (large-diameter gear) 34 of the differential gear device 32 (see FIG. 4). The output of the engine 10 is transmitted to a pair of drive wheels (front wheels) 38 via the torque converter 14, the automatic transmission 12, the differential gear device 32, and a pair of axles 36 (see FIG. 4). ). The automatic transmission 12 is substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG.

  FIG. 2 is an operation table for explaining an operation state of the engagement element when a plurality of shift stages (gear stages) is established in the automatic transmission 12. The operation table of FIG. 2 summarizes the relationship between the above-mentioned shift speeds and the operation states of the clutches C1, C2 and the brakes B1 to B3, where “◯” indicates engagement and “◎” indicates only during engine braking. In this case, “Δ” represents engagement only during driving. As shown in FIG. 2, the automatic transmission 12 has a first gear stage “1st” to a sixth gear stage “6th” according to the operating state of each engagement element (clutch C1, C2, brake B1 to B3). Are established, and the reverse shift stage “R” is established. Since the one-way clutch F1 is provided in parallel to the brake B2 that establishes the first shift stage “1st”, it is not always necessary to engage the brake B2 when starting (acceleration). The transmission ratio γat of the automatic transmission 12 is determined based on the input rotational speed Nin, which is the rotational speed Nin of the transmission input shaft 26, and the output rotational speed Nout, which is the rotational speed Nout of the output gear 28. It is calculated from the equation “input rotation speed Nin / output rotation speed Nout”.

  The clutches C1 and C2 and the brakes B1 to B3 (hereinafter simply referred to as clutches C and brakes B unless otherwise distinguished) are hydraulic friction engagement devices that are controlled by hydraulic actuators such as multi-plate clutches and brakes. The engagement / release state is switched by the excitation, de-excitation, and current control of the linear solenoid valve provided in the hydraulic control circuit 40 (see FIG. 1), and the transient hydraulic pressure at the engagement / release is controlled. Is done.

  The torque converter 14 includes a pump impeller 14a connected to the output shaft (crankshaft) 13 of the engine 10, a turbine impeller 14b connected to the transmission input shaft 26 of the automatic transmission 12, and a one-way clutch. And a stator impeller 14c connected to a housing (transmission case) 30 of the automatic transmission 12, and a fluid transmission device that transmits the power generated by the engine 10 to the automatic transmission 12 via a fluid. is there. In addition, a lockup clutch 16 that is a direct coupling clutch is provided between the pump impeller 14a and the turbine impeller 14b so as to be engaged, slipped, or released by hydraulic control or the like. It has become. Strictly speaking, when the lockup clutch 16 is engaged, the pump impeller 14a and the turbine impeller 14b are integrally rotated by being fully engaged.

  FIG. 3 is a schematic configuration diagram for explaining the configuration of the engine 10. Although the engine 10 may be an internal combustion engine such as a diesel engine, the engine 10 of the present embodiment is a generally known port injection type automobile gasoline engine. The engine 10 is a four-cycle engine that completes one cycle composed of an intake process, a compression process, an expansion process, and an exhaust process while the output shaft (crankshaft) 13 of the engine 10 rotates twice. The engine 10 includes an intake valve 42 that opens or closes an intake port of the combustion chamber 41, an intake valve drive device 44 that opens and closes by reciprocating the intake valve 42 in conjunction with the rotation of the output shaft 13, a combustion An exhaust valve 45 that opens or closes the exhaust port of the chamber 41, an exhaust valve driving device 46 that opens and closes by reciprocating the exhaust valve 45 in conjunction with the rotation of the output shaft 13, and an opening that opens the intake valve 42 And a valve timing variable mechanism 48 for advancing or retarding the valve timing and the closing timing for closing the intake valve 42 by hydraulic control. For example, each of the intake valve drive device 44 and the exhaust valve drive device 46 is mainly composed of a cam mechanism that interlocks with the rotation of the output shaft 13. The variable valve timing mechanism 48 changes the valve opening timing and the valve closing timing of the intake valve 42 by shifting the phase of the cam mechanism included in the intake valve drive device 44 with respect to the output shaft 13. It is a variable mechanism. Therefore, the valve timing variable mechanism 48 cannot expand or contract the valve opening period from the valve opening timing to the valve closing timing of the intake valve 42. For example, if the valve closing timing of the intake valve 42 is retarded, the amount of delay is reduced. The valve opening timing is also retarded by the same amount.

  Further, as shown in FIG. 1, the engine 10 includes a supercharger 54. The turbocharger 54 is provided in the intake / exhaust system of the engine 10, and is a known exhaust turbine supercharger, that is, a turbo, which is rotationally driven by part or all of the exhaust of the engine 10 to boost the intake air of the engine 10. It is a charger. Specifically, as shown in FIG. 1, the supercharger 54 is provided in an exhaust pipe 56 of the engine 10 and is driven to rotate by exhaust of the engine 10, and in an intake pipe 60 of the engine 10. An intake compressor wheel 62 that is provided and rotated by the exhaust turbine wheel 58 to compress the intake air of the engine 10, and a rotary shaft 64 that connects the exhaust turbine wheel 58 and the intake compressor wheel 62 are provided. The engine 10 operates in a supercharged state that is supercharged by the supercharger 54 when sufficient exhaust of the engine 10 to drive the supercharger 54 is directed to the exhaust turbine wheel 58. On the other hand, if the exhaust of the engine 10 guided to the exhaust turbine wheel 58 is insufficient for driving the supercharger 54, the supercharger 54 is hardly driven, and the engine 10 is in excess of the supercharged state. The engine operates in a natural intake state (also referred to as an NA state or a non-supercharged state) in a state where supply is suppressed, that is, a state of intake air that is not supercharged equivalent to a naturally aspirated engine without the supercharger 54.

  An exhaust bypass path 66 disposed in parallel with the exhaust path in which the exhaust turbine wheel 58 in the exhaust pipe 56 is provided, and a waste gate valve 68 for opening and closing the exhaust bypass path 66 are provided. The waste gate valve 68 can continuously adjust the opening θwg of the waste gate valve 68 (hereinafter referred to as waste gate valve opening θwg), and the electronic control unit 52 controls the electric actuator 70. Thus, the waste gate valve 68 is continuously opened and closed using the pressure in the intake pipe 60. Further, as the waste gate valve opening θwg is larger, the exhaust of the engine 10 becomes easier to be discharged through the exhaust bypass path 66, so that the engine 10 can be brought into the supercharging state from the exhaust port of the engine 10 to the extent that the exhaust can be made. Is obtained, the supercharging pressure Pcm (= PLin) by the supercharger 54 that is the outlet pressure of the intake compressor wheel 62 in the intake pipe 60, that is, the outlet pressure of the intake compressor wheel 62, is The larger the waste gate valve opening θwg, the lower the value. That is, the waste gate valve 68 adjusts the supercharging pressure Pcm by adjusting the amount of exhaust that drives the supercharger 54, specifically, the amount of exhaust supplied to the exhaust turbine wheel 58 of the supercharger 54. It functions as a supercharging pressure adjusting device to adjust.

  Further, the engine 10 includes an electronic throttle valve 72. The electronic throttle valve 72 is a valve mechanism that adjusts the intake air amount Qin (unit: g / sec) of the engine 10 and is opened and closed by an electric throttle actuator 94. Specifically, the intake air amount Qin of the engine 10 decreases as the throttle opening degree θth that is the opening degree of the electronic throttle valve 72 is smaller, in other words, as the electronic throttle valve 72 is closed (squeezed). Further, the electronic throttle valve 72 is disposed downstream of the supercharger 54 in the intake path constituted by the intake pipe 60 of the engine 10. Specifically, the turbocharger 54 is disposed downstream of the intake compressor wheel 62.

  FIG. 4 is a diagram illustrating a signal input to the electronic control device 52 including a function as a control device of the vehicle drive device 7, that is, a vehicle drive control device, and a control function provided in the electronic control device 52. It is a functional block diagram for demonstrating the principal part of. The electronic control unit 52 includes a so-called microcomputer, and executes vehicle control related to, for example, the engine 10 and the automatic transmission 12 by performing signal processing according to a program stored in advance.

  The electronic control unit 52 includes a signal indicating the opening degree θth of the electronic throttle valve 72 detected by the throttle opening degree sensor 74, that is, a throttle opening degree θth, from each sensor and switch as shown in FIG. A signal indicating the upstream side pressure PHin of the intake compressor wheel 62 in the intake pipe 60 detected by 76, a signal of the intake compressor wheel 62 in the intake pipe 60 detected by a second intake sensor (supercharging pressure sensor) 78. A signal representing the downstream side pressure PLin (= supercharging pressure Pcm), a signal representing the waste gate valve opening degree θwg detected by the waste gate valve opening degree sensor 82, and an engine speed Ne detected by the engine speed sensor 84. A signal indicating the rotation speed Nout of the output gear 28 detected by the output rotation speed sensor 86, A signal from an accelerator pedal opening sensor 90 representing an accelerator pedal opening PAP (also referred to as an accelerator opening) which is a depression amount of an accelerator pedal 88 corresponding to a desired output, a rotational speed Nt (hereinafter referred to as “turbine” A signal from the turbine rotational speed sensor 92 representing the rotational speed Nin (= Nt) of the transmission input shaft 26, a signal representing the vehicle speed V detected by the vehicle speed sensor 96, and the acceleration sensor 97. And a signal representing the longitudinal acceleration ACcr (hereinafter referred to as vehicle acceleration ACcr) of the vehicle 6 and the intake air amount Qin (hereinafter referred to as engine intake air amount Qin) of the engine 10 detected by the intake air amount sensor 98. Representing signals and the like are supplied respectively. Since the compressor upstream side pressure PHin is the same as the pressure Pair around the vehicle 6, the first intake sensor 76 also functions as a pressure sensor for detecting the pressure Pair.

  In addition, various output signals are supplied from the electronic control device 52 to each device provided in the vehicle 6. For example, the electronic control unit 52 increases the throttle opening degree θth as the accelerator pedal opening degree PAP increases from a relationship experimentally set in advance so as to obtain an engine output in accordance with the driver's intention.

  By the way, the electronic control unit 52 changes the amount of retardation from the bottom dead center of the intake valve 42 based on the operating state of the engine 10 (hereinafter referred to as intake valve closing timing). When the retard amount is changed in this way, as the retard amount from the bottom dead center increases, a part of the air-fuel mixture once sucked into the cylinder of the engine 10 from the bottom dead center increases. Since it is returned to the intake pipe 60 until the intake valve closing timing, the charging efficiency of the engine 10 decreases. As a result, fuel efficiency can be improved due to a decrease in the charging efficiency. However, since the engine intake air amount Qin decreases as the engine rotational speed Ne decreases, if the engine rotational speed Ne decreases while the charging efficiency of the engine 10 is low, the variable valve timing mechanism 48 is used to increase the charging efficiency. It is necessary to operate so as to advance the intake valve closing timing. For example, if the engine rotational speed Ne decreases rapidly, such as a change in the engine rotational speed Ne in the inertia phase of the upshift of the automatic transmission 12, if no countermeasure is taken against it, the engine rotational speed Ne There is a possibility that the variable valve timing mechanism 48 cannot follow the rapid drop, and the charging efficiency of the engine 10 is lowered more than necessary, and the driving force is temporarily insufficient. Therefore, in this embodiment, control is performed to suppress driving force shortage due to response delay of the variable valve timing mechanism 48. The main part of the control function will be described with reference to FIG.

  As shown in FIG. 4, the electronic control unit 52 includes a charging efficiency decrease control unit 110 that is a charging efficiency decrease control unit, and an upshift valve timing control start determination unit 112 that is an upshift valve timing control start determination unit. The upshift valve timing control means 114, which is an upshift valve timing control unit, is functionally provided.

  The charging efficiency reduction control means 110 operates the valve timing variable mechanism 48 to change the intake valve closing timing so that the charging efficiency of the engine 10 is lowered with respect to a predetermined operation state of the engine 10. Execute. For example, the charging efficiency reduction control means 110 sequentially detects the engine rotation speed Ne and the engine intake air amount Qin by the engine rotation speed sensor 84 and the intake air amount sensor 98, and the engine rotation speed Ne and the engine intake air amount Qin. The charging efficiency reduction control is executed according to the charging efficiency reduction control execution condition set experimentally in advance so as to achieve both fuel efficiency and acceleration performance based on the operating state of the engine 10 represented by The predetermined operation state is a reference engine operation state in which the engine 10 is operated with the intake valve closing timing being a reference intake valve closing timing predetermined experimentally as a reference in the operation of the engine 10. This filling efficiency reduction control is one of the known engine controls. When the filling efficiency of the engine 10 is lowered from the predetermined operating state by executing the filling efficiency reduction control, the expansion ratio of the engine 10 is increased. As a result, the fuel efficiency is improved. That is, the engine 10 is operated like an Atkinson cycle engine having an expansion ratio larger than the compression ratio.

  In the engine 10 of the present embodiment, the charging efficiency of the engine 10 becomes lower as the intake valve closing timing is retarded with respect to the predetermined operating state (reference engine operating state). Specifically, this is intake valve slow closing control for retarding the intake valve closing timing with respect to the predetermined operating state. In the charging efficiency reduction control, the charging efficiency reduction control means 110 performs an experiment in advance on the retard amount of the intake valve closing timing with respect to the reference intake valve closing timing based on, for example, the engine rotational speed Ne and the engine intake air amount Qin. It decides sequentially from the relation which is set automatically.

  Whether up-shift valve timing control start determining means 112 (hereinafter abbreviated as up-shift control start determining means 112) satisfies an up-shift control start condition for starting execution of up-shift valve timing control, which will be described later. Sequentially determine whether or not. Specifically, the control start conditions at the time of upshift are (i) that the charging efficiency lowering control is being executed, and (ii) the upshift of the automatic transmission 12 has been started and is predetermined from the start of the upshift. It consists of two conditions that the time TIME01 has passed. The upshift control start condition is satisfied when all the conditions (i) and (ii) are satisfied. Here, when the automatic transmission 12 is shifted, the shift determination for performing the shift of the automatic transmission 12 is performed from the shift diagram, and then a command signal for performing the shift according to the shift determination is hydraulically transmitted. When the shift output to be output to the control circuit 40 or the like is performed, the start of the upshift in the condition (ii) may be a shift determination for performing the upshift. At the time of shifting output for shifting. Further, the predetermined time TIME01 from the start of the upshift may be zero, but in this embodiment, the operation of the variable valve timing mechanism 48 corresponds to the decrease in the engine rotational speed Ne in the inertia phase of the upshift. The condition (ii) is experimentally set in advance so that the condition (ii) is satisfied before the start of the inertia phase and as close as possible to the start of the inertia phase. Preferably, the upshift of the automatic transmission 12 under the condition (ii) is an upshift during vehicle acceleration, that is, a power-on upshift.

  The up-shift valve timing control means 114 (hereinafter abbreviated as up-shift control means 114), when the filling efficiency reduction control is executed during the upshift of the automatic transmission 12, the filling efficiency reduction control. And the up-shift valve timing control is executed to change the intake valve closing timing so that the charging efficiency of the engine 10 becomes higher during the charging efficiency lowering control. More specifically, when the charging efficiency lowering control is executed during the upshift of the automatic transmission 12, it is determined by the upshift control start determining means 112 that the upshift control start condition is satisfied. Is the case. That is, when the upshift control start condition is satisfied, the upshift control means 114 performs the upshift valve timing control after the predetermined time TIME01 has elapsed from the start of the upshift of the automatic transmission 12. Start.

  Specifically, as can be understood from the relationship between the intake valve closing timing and the charging efficiency of the engine 10 described above, the up-shift valve timing control is performed by operating a valve timing variable mechanism 48 to thereby increase the charging efficiency. This is control for advancing the intake valve closing timing with respect to the decrease control, that is, intake valve timing advance control. Further, the upshift control means 114 determines the advance amount FDiv of the intake valve closing timing during the upshift valve timing control in advance during the upshift valve timing control as shown in FIGS. It is determined from the experimentally set relationship (map) based on the current engine speed Ne and the decrease DNe of the engine speed Ne before and after the upshift. For example, since the gear stage before and after the upshift and the engine rotational speed Ne before the upshift are known at the start of the upshift, the decrease width DNe of the engine rotational speed Ne is the gear stage before and after the upshift and the gear stage thereof. It is calculated based on the engine rotational speed Ne before the upshift. Further, as shown in FIG. 5, the upshift control means 114 increases the advance amount FDiv of the intake valve closing timing as the decrease width DNe of the engine rotation speed Ne increases. At the same time, as shown in FIG. 6, the advance amount FDiv of the intake valve closing timing is made larger in the medium speed range of the engine speed Ne than in the low speed range and the high speed range. The upshift control means 114 determines the advance amount FDiv of the intake valve closing timing from the maps as shown in FIGS. 5 and 6 in the upshift valve timing control. Without determining the angular amount FDiv, the filling efficiency reduction control may be interrupted and the engine 10 may be returned to the predetermined operating state (reference engine operating state). Further, if the driving force is insufficient due to the upshift, the driving force is insufficient because the engine rotational speed Ne is decreased due to the upshifting, so as to increase the certainty to avoid the driving force shortage. In the map of FIG. 6, the engine speed Ne after the upshift may be adopted instead of the current engine speed Ne adopted on the horizontal axis. That is, the upshift control means 114 determines the advance amount FDiv of the intake valve closing timing during the upshift valve timing control during the upshift valve timing control, the engine speed Ne after the upshift and the engine speed Ne. It may be determined based on the decrease range DNe of the engine rotation speed Ne. The engine speed Ne after the upshift is calculated based on, for example, the gear positions before and after the upshift and the engine speed Ne before the upshift.

  When the upshift valve timing control is executed during the upshift of the automatic transmission 12, as described above, the upshift control means 114 completes the upshift with the execution of the upshift valve timing control. Whether or not is sequentially determined. Then, at the end of the upshift or after the end of the upshift, the upshift valve timing control is ended. When the upshift valve timing control is terminated, the charging efficiency reduction control means 110 resumes the execution of the charging efficiency reduction control. The end of the upshift is, for example, the end of the inertia phase of the upshift.

  FIG. 7 is a flowchart for explaining a main part of the control operation of the electronic control unit 52, that is, a control operation for executing the upshift valve timing control when the automatic transmission 12 is upshifted. It is repeatedly executed with an extremely short cycle time of about several tens of msec. The control operation shown in FIG. 7 is executed alone or in parallel with other control operations.

  First, in step (hereinafter, “step” is omitted) SA1, it is determined whether or not the charging efficiency lowering control, that is, the intake valve slow closing control is being executed. If the determination of SA1 is affirmative, that is, if the charging efficiency reduction control is being executed, the process proceeds to SA2. On the other hand, if the determination of SA1 is negative, this flowchart ends.

  In SA2, it is determined whether or not the upshift of the automatic transmission 12 has been started and a predetermined time TIME01 has elapsed since the start of the upshift. If the determination at SA2 is affirmative, that is, if the automatic transmission 12 is upshifting and a predetermined time TIME01 has elapsed from the start of the upshift, the process proceeds to SA3. On the other hand, when the determination of SA2 is negative, this flowchart ends. SA1 and SA2 correspond to the upshift control start judging means 112.

  In SA3, the upshift valve timing control, that is, the intake valve timing advance control is started. If the valve timing control during the upshift has already been executed, the execution is continued. In the valve timing control at the time of upshift, the advance amount FDiv of the intake valve closing timing during the charging efficiency reduction control is the current engine speed Ne and the reduction range DNe of the engine speed Ne before and after the upshift. To be determined. Note that the charging efficiency lowering control is interrupted during the execution of the upshift valve timing control. After SA3, the process proceeds to SA4.

  In SA4, it is determined whether or not the upshift of the automatic transmission 12 has been completed. If the determination in SA4 is affirmative, that is, if the upshift of the automatic transmission 12 is completed, the process proceeds to SA5. On the other hand, when the determination of SA4 is negative, the process returns to SA3.

  In SA5, the upshift valve timing control (intake valve timing advance control) is terminated. At the same time, the execution of the filling efficiency reduction control is resumed. SA3 to SA5 correspond to the upshift control means 114.

  Although the flowchart of the present embodiment is as shown in FIG. 7 described above, the flowchart of FIG. 7 may be partially replaced as shown in FIG. In FIG. 8, SA3 and SA5 in FIG. 7 are replaced with SA31 and SA51, respectively. In the flowchart of FIG. 8, SA31, SA4, and SA51 correspond to the upshift control means 114.

  In SA31 of FIG. 8, the valve timing control during upshifting, that is, the intake valve timing advance control is started. If the valve timing control during the upshift has already been executed, the execution is continued. These points are the same as SA3 in FIG. However, in the upshift valve timing control executed in SA31, the charging efficiency reduction control is interrupted and the engine 10 is returned to the predetermined operating state (reference engine operating state). That is, the intake valve closing timing during the upshift valve timing control is set as the reference intake valve closing timing. In short, in SA31, processing for prohibiting the charging efficiency lowering control (intake valve slow closing control) is performed.

  In SA51, the upshift valve timing control is terminated. At the same time, the execution of the filling efficiency reduction control is resumed. In short, the prohibition process of the charging efficiency lowering control (intake valve slow closing control) started in SA31 is terminated.

  As described above, according to this embodiment, the electronic control unit 52 operates the valve timing variable mechanism 48 so that the intake efficiency of the engine 10 is lowered with respect to a predetermined operating state of the engine 10. The filling efficiency lowering control for changing the valve closing timing is executed. If the charging efficiency reduction control is being executed during the upshift of the automatic transmission 12, the charging efficiency reduction control is interrupted so that the charging efficiency of the engine 10 is increased during the charging efficiency reduction control. The up-shift valve timing control for changing the intake valve closing timing is executed. Therefore, a temporary shortage of driving force due to a rapid engine rotation speed decrease due to an upshift of the automatic transmission 12 can be avoided without excess or deficiency by executing the valve timing control during the upshift. Therefore, good fuel efficiency can be ensured by the charging efficiency lowering control, and temporary lack of driving force due to response delay of the valve timing variable mechanism 48 can be suppressed by executing the valve timing control at the time of upshift. .

  Further, according to the present embodiment, the charging efficiency lowering control retards the intake valve closing timing with respect to the predetermined operating state. The upshift valve timing control is to advance the intake valve closing timing during the charging efficiency reduction control. Therefore, when the engine 10 has the variable valve timing mechanism of the phase switching type such as the variable valve timing mechanism 48 of the present embodiment in which the charging efficiency of the engine 10 decreases as the intake valve closing timing is delayed. Good fuel efficiency can be secured, and temporary shortage of driving force due to response delay of the variable valve timing mechanism 48 can be suppressed.

  According to this embodiment, the electronic control unit 52 ends the upshift valve timing control at the end of the upshift or after the end of the upshift. Accordingly, it is possible to sufficiently obtain the fuel efficiency improvement effect by the charging efficiency lowering control within a range where temporary shortage of driving force due to the response delay of the variable valve timing mechanism 48 can be appropriately suppressed.

  Further, according to this embodiment, as can be seen from FIG. 7 or FIG. 8, the valve timing control at the time of upshift is executed at the time of upshift of the automatic transmission 12, and at the time of downshift of the automatic transmission 12. Not executed. Here, since the engine speed Ne gradually increases during the downshift of the automatic transmission 12, there is no possibility that insufficient driving force will occur due to a response delay of the valve timing variable mechanism 48. Therefore, the execution timing of the valve timing control at the time of the upshift does not increase excessively, and there is an advantage that good fuel efficiency can be easily obtained by the charging efficiency reduction control.

  Further, according to the present embodiment, the upshift control means 114 interrupts the charging efficiency reduction control in the upshift valve timing control, and puts the engine 10 into the predetermined operating state (reference engine operating state). You can return it. By doing so, the intake valve closing timing in the upshift valve timing control can be easily determined based on the predetermined operating state, so that it is possible to reduce the control load.

  Further, according to the present embodiment, the up-shift control means 114 uses the change amount of the intake valve closing timing in the up-shift valve timing control, that is, the advance amount FDiv, as the engine rotational speed Ne and the up-and-down change It is determined on the basis of the decrease range DNe of the engine rotation speed Ne. As shown in FIG. 5, the advance amount FDiv of the intake valve closing timing is increased as the decrease range DNe of the engine rotational speed Ne is larger. Therefore, in the valve timing control at the time of the upshift, it is possible to set the advance amount FDiv of the intake valve closing timing to a size that is not excessive or insufficient from the viewpoint of achieving both improvement in fuel efficiency and avoidance of insufficient driving force. It is.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  The vehicle 206 of the present embodiment (embodiment 2) shown in FIG. 9 differs from the vehicle 6 of the first embodiment described above in that it includes an electronic control device 210 instead of the electronic control device 52. Other than the above, the vehicle 6 is the same as the vehicle 6 of the first embodiment.

  FIG. 9 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 210 of this embodiment. As shown in FIG. 9, the electronic control device 210 is a travel resistance determination unit 212 that is a travel resistance determination unit, a supercharge response determination unit 214 that is a supercharge response determination unit, and a charging efficiency improvement control unit. The filling efficiency improvement control means 216 is functionally provided.

  The running resistance determination unit 212 sequentially estimates the running resistance of the vehicle 206 based on the driving force of the vehicle 206 and the vehicle acceleration ACcr. For example, the relationship between the travel resistance, the driving force, and the vehicle acceleration ACcr is obtained in advance and set as a travel resistance map, and the travel resistance determination means 212 calculates the travel resistance of the vehicle 206 from the travel resistance map. To do. The running resistance determination unit 212 detects the vehicle acceleration ACcr for calculating the running resistance of the vehicle 206 by the acceleration sensor 97. Further, the engine torque Te is calculated based on the throttle opening θth and the engine rotational speed Ne, and the vehicle 206 is driven based on the engine torque Te, the gear ratio γat of the automatic transmission 12, the speed ratio of the torque converter 14, and the like. Calculate the force. Therefore, the driving force calculated by the running resistance determination means 212 is not directly detected by a sensor or the like, but is a calculated value calculated on the assumption that the atmospheric pressure Pair around the vehicle 6 is atmospheric pressure (= 1013 hPa). Since the intake air pressure decreases as the altitude of the travel path on which the vehicle 206 is traveling increases, the actual driving force decreases even if the driving force calculated by the traveling resistance determination means 212 does not change. The running resistance is greatly calculated.

  Then, the traveling resistance determination unit 212 sequentially determines whether or not the calculated traveling resistance is greater than a traveling resistance determination value determined experimentally in advance. The running resistance determination value is, for example, such that when the vehicle 206 is in a high-load running state where high supercharging response is required, the calculated running resistance is larger than the running resistance determination value. It is set experimentally in advance. The high-load running state requiring high supercharging response is, for example, a state in which the vehicle 206 is running on an uphill road, a state in which the vehicle 206 is towing a driven vehicle, or an altitude This is a state in which the vehicle 206 is traveling on a high altitude with a very high value. Therefore, the traveling resistance determination unit 212 does not calculate the traveling resistance, and if the upward gradient of the traveling path on which the vehicle 206 is traveling is greater than a predetermined traveling road gradient determination value, the vehicle 206 is a driven vehicle. Or when the altitude of the travel path is higher than a predetermined travel path altitude determination value, it is determined that the calculated travel resistance is greater than the travel resistance determination value. There is no problem. The traveling road gradient determination value and the traveling road altitude determination value are determined in correspondence with the traveling resistance determination value, respectively. In addition, the calculated travel resistance may be determined by being replaced with an equivalent gradient that is an upward gradient of the travel path corresponding to the travel resistance.

  The supercharging responsiveness determining means 214 determines whether the supercharging response by the supercharger 54 is good, that is, the supercharging pressure, when the traveling resistance determining means 212 determines that the traveling resistance is larger than the traveling resistance determination value. The magnitude of the PCMdly response delay degree PCMdly (hereinafter referred to as the supercharging delay degree PCMdly) is sequentially determined. For this purpose, first, the supercharging responsiveness determining means 214 calculates the supercharging delay degree PCMdly. This supercharging delay degree PCMdly is not an actual measurement value but a predicted value (calculated value) estimated before the supercharging pressure Pcm increases. For example, the supercharging delay degree PCMdly is represented by a response time constant or a response time when it is assumed that predetermined control for increasing the supercharging pressure Pcm is executed, and the larger the time constant of the response is, the larger the response time constant is. Or, the longer the response time, the larger the supercharging delay degree PCMdly. The time constant or response time of the response is a map obtained experimentally in advance based on the boost pressure Pcm, the engine speed Ne, the throttle opening θth, the intake valve closing timing, and the like that are sequentially detected. Or it calculates from a supercharging pressure model.

  When the supercharging responsiveness determining means 214 calculates the supercharging delay degree PCMdly, it determines whether or not the supercharging delay degree PCMdly is equal to or greater than a predetermined supercharging delay determination value PCMXdly. If the supercharging delay degree PCMdly is equal to or greater than the supercharging delay judgment value PCMXdly, the supercharging response is poor. The supercharge delay determination value PCMXdly can be determined that, for example, if the supercharge delay degree PCMdly is equal to or greater than the supercharge delay determination value PCMXdly, the driver will notice a lack of driving force due to the supercharge delay. Thus, it is experimentally set in advance.

  The charging efficiency improvement control means 216 executes the charging efficiency improvement control that greatly changes the intake valve closing timing in the direction in which the charging efficiency of the engine 10 becomes higher as the supercharging delay degree PCMdly is larger. More specifically, since the charging efficiency of the engine 10 increases as the intake valve closing timing is advanced so as to approach the bottom dead center, the charging efficiency improvement control is performed in a traveling state where the supercharging delay degree PCMdly is large. The control is to advance the intake valve closing timing by operating the variable valve timing mechanism 48. Specifically, the magnitude of the supercharging delay degree PCMdly is based on the determination of the supercharging response determining means 214. In the charging efficiency improvement control, the charging efficiency improvement control unit 216 determines the supercharging delay when the supercharging response determination unit 214 determines that the supercharging delay degree PCMdly is equal to or greater than the supercharging delay determination value PCMXdly. The intake valve closing timing is advanced as compared with the case where it is assumed that the degree PCMdly is less than the supercharging delay determination value PCMXdly. That is, the intake valve closing timing is advanced compared to when the charging efficiency improvement control is not executed. The advance amount of the intake valve closing timing in the charging efficiency improvement control may be a constant value, for example, or may be increased as the supercharging delay degree PCMdly increases. Alternatively, if the filling efficiency improvement control is started when the filling efficiency reduction control is being executed, the filling efficiency improvement control interrupts the filling efficiency reduction control and causes the engine 10 to operate in the predetermined operation. It may be returned to the state (standard engine operation state).

  When the filling efficiency improvement control is executed as described above, the charging efficiency improvement control means 216 sequentially calculates the running resistance of the vehicle 206 in the same manner as the running resistance determination means 212, along with the execution of the filling efficiency improvement control. Then, it is sequentially determined whether or not the running resistance is equal to or less than the running resistance judgment value. As a result of the determination, when it is determined that the running resistance is equal to or less than the running resistance judgment value, the charging efficiency improvement control is terminated.

  FIG. 10 is a flowchart for explaining a main part of the control operation of the electronic control unit 210, that is, a control operation for executing the filling efficiency improvement control, and for example, with an extremely short cycle time of about several milliseconds to several tens of milliseconds. It is executed repeatedly. The control operation shown in FIG. 10 is executed alone or in parallel with other control operations.

  First, in SB1, the running resistance of the vehicle 206 is calculated, and it is determined whether or not the running resistance is greater than the running resistance determination value. That is, it is determined whether or not the vehicle 206 is traveling in a travel region (a drive force required region) where a large drive force is required. If the determination at SB1 is affirmative, that is, if the travel resistance is greater than the travel resistance determination value, the process proceeds to SB2. On the other hand, if the determination of SB1 is negative, this flowchart ends. Note that SB1 corresponds to the running resistance determination means 212.

  In SB2 corresponding to the supercharging response determination means 214, the supercharging delay degree PCMdly is calculated, and it is determined whether or not the supercharging delay degree PCMdly is equal to or greater than the supercharging delay determination value PCMXdly. If the determination in SB2 is affirmative, that is, if the supercharging delay degree PCMdly is equal to or greater than the supercharging delay determination value PCMXdly, the process proceeds to SB3. On the other hand, when the determination of SB2 is negative, this flowchart ends.

  In SB3, the filling efficiency improvement control is executed. When the intake valve closing timing is advanced by this charging efficiency improvement control, the supercharging response by the supercharger 54 is improved. Therefore, the charging efficiency improvement control is a supercharging response that improves the supercharging response. It can be said that this is a property improvement control. After SB3, the process proceeds to SB4.

  In SB4, the travel resistance of the vehicle 206 is calculated, and it is determined whether or not the travel resistance is equal to or less than the travel resistance determination value. If the determination at SB4 is affirmative, that is, if the running resistance is equal to or less than the running resistance determination value, the process proceeds to SB5. On the other hand, when the determination of SB4 is denied, the process returns to SB3.

  In SB5, the charging efficiency improvement control (supercharging response improvement control) is terminated. SB3 to SB5 correspond to the filling efficiency improvement control means 216.

  As described above, according to the present embodiment, the electronic control unit 210 greatly changes the intake valve closing timing in a direction in which the charging efficiency of the engine 10 becomes higher as the supercharging delay degree PCMdly is larger. The filling efficiency improvement control is executed. Therefore, the response delay of the supercharging pressure Pcm is suppressed by changing the intake valve closing timing, and a desired driving force can be easily obtained.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  For example, in the first and second embodiments, the vehicles 6 and 206 do not include an electric motor as a driving force source for traveling, but may be a hybrid vehicle including an electric motor for traveling.

  In the first embodiment, the engine 10 includes the supercharger 54, the exhaust bypass path 66, and the waste gate valve 68. However, the supercharger 54, the exhaust bypass path 66, and the waste gate valve 68 are included. Even a naturally aspirated engine that does not have a can be used.

  In the first and second embodiments, the variable valve timing mechanism 48 is configured such that the charging efficiency of the engine 10 decreases as the closing timing of the intake valve 42 is retarded from the bottom dead center. There is no problem even if the charging efficiency of the engine 10 decreases as the timing is advanced.

  In the first and second embodiments, the automatic transmission 12 is a stepped transmission, but may be a continuously variable transmission (CVT) such as a belt type.

  In the first and second embodiments, the vehicles 6 and 206 include the torque converter 14 as shown in FIG. 1, but the torque converter 14 is not essential.

  The upshift valve timing control executed in the first embodiment is preferably not executed when the automatic transmission 12 is downshifted, but the same control as the upshift valve timing control is performed in the automatic transmission. Embodiments performed during 12 downshifts are also conceivable.

  In addition, each of the above-described embodiments can be implemented in combination with each other, for example, by setting priorities.

6, 206: Vehicle 10: Engine 12: Automatic transmission 38: Drive wheel 42: Intake valve 48: Valve timing variable mechanism 52, 210: Electronic control device (vehicle drive control device)
54: Supercharger

Claims (6)

In a vehicle including an engine having a variable valve timing mechanism for advancing or retarding the closing timing of an intake valve, and an automatic transmission that outputs the power of the engine to driving wheels, the engine is predetermined. A vehicle drive control device that executes a charging efficiency lowering control for changing a closing timing of the intake valve so that a charging efficiency of the engine becomes lower with respect to a reference engine operation state,
Wherein when running the charging efficiency reduction control during upshifting of the automatic transmission, the so charging efficiency of the engine against the charging efficiency is thereby reduced during the charging efficiency reduction control is increased Execute valve timing control during upshift to change the closing timing of the intake valve ,
The amount of change in the valve closing timing in the upshift valve timing control is determined based on the engine rotation speed and the decrease in the engine rotation speed before and after the upshift,
The vehicular drive control apparatus characterized in that the amount of change in the valve closing timing is increased as the engine speed decreases . The charging efficiency reduction control is to retard the closing timing of the intake valve with respect to the reference engine operating state,
The vehicular drive control device according to claim 1, wherein the upshift valve timing control advances the valve closing timing of the intake valve during the charging efficiency reduction control. 3. The vehicle drive control device according to claim 1, wherein the upshift valve timing control is ended at or after the end of the upshift. 4. The vehicle drive control device according to any one of claims 1 to 3, wherein the valve timing control during the upshift is not executed when the automatic transmission is downshifted. The up-shift valve timing control interrupts execution of the charging efficiency lowering control and returns the engine to the reference engine operating state. 5. Vehicle drive control device. The engine comprises a supercharger;
As the degree of the response delay of the supercharging pressure is large running state, the closing timing of the intake valve, one of claims 1 to 5, characterized in that to change significantly the charging efficiency becomes higher direction of the engine The vehicle drive control device according to claim 1.

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