JP5867252B2 - vehicle - Google Patents

Description

  The present invention relates to a vehicle, and more particularly, to a vehicle including an engine and transmission transmission means capable of continuously transmitting power from the engine to a drive shaft connected to an axle.

  Conventionally, this type of vehicle is a vehicle having an engine and a continuously variable transmission, and a final target operating point on the fuel efficiency optimum line determined by the engine output torque and the number of revolutions is set based on the required output amount. The transient operating point that approaches the final target operating point among the operating points that can be reached within a predetermined time is sequentially set, and the engine torque is changed and the continuously variable transmission of the continuously variable transmission is set so that the engine operates at the sequentially set transient operating point. An engine that changes the engine speed by shifting to shift the operating point of the engine to the final target operating point has been proposed (for example, see Patent Document 1). In this vehicle, this makes it possible to control the engine and the transmission suitable for the output demand.

JP 2003-39990 A

  In the above-described vehicle, since the increase in the output torque of the engine is delayed, there is a case where it is not possible to operate the engine suitable for improving the energy efficiency (fuel consumption) of the vehicle. Even when the engine speed can be increased to the speed of the transient operating point by the speed change operation by the continuously variable transmission, the engine output torque is increased to the torque of the transient operating point due to the engine response delay. If the engine cannot be operated, the operating point of the engine reaches the final target operating point via an operating point away from the fuel efficiency optimum line, and the engine may not be operated efficiently.

  The vehicle of the present invention is mainly intended to improve the energy efficiency of the vehicle.

  The vehicle of the present invention employs the following means in order to achieve the main object described above.

The vehicle of the present invention
A vehicle comprising: an engine; and transmission transmission means capable of continuously transmitting power from the engine to a drive shaft connected to an axle;
Due to an increase in the required power required for the engine, the engine operating point is set to a second on an efficiency operating line determined in advance to efficiently operate the engine at a higher rotational speed and higher torque than the current first operating point. When changing to an operating point, an intermediate target rotational speed determined within a range that can be reached as a rotational speed of the engine when a predetermined time elapses from the present by a speed change operation by the transmission means, and the intermediate target when the predetermined time elapses An intermediate target operating point consisting of an intermediate target torque determined so as to be closer to the torque on the efficiency operating line than the torque of the first operating point as the torque to be output from the engine at the rotational speed, Transition control for controlling the engine and the shift transmission means so that the operating point shifts to the second operating point via the intermediate target operating point Equipped with a stage,
The shift control means, when the engine speed is the intermediate target speed and the engine output torque is smaller than the intermediate target torque when the predetermined time has elapsed, is the shift transmission means compared to before the predetermined time has elapsed. Means for controlling the engine operating point to shift to the second operating point when the speed of the speed change operation is reduced by
It is characterized by that.

  In the vehicle according to the present invention, an efficiency operation determined in advance to efficiently operate the engine at a higher rotational speed and higher torque than the current first operating point due to an increase in required power required for the engine. When changing to the second operating point on the line, the intermediate target speed determined within a range that can be reached as the engine speed when the predetermined time has elapsed from the present by the speed change operation by the transmission means, and the intermediate target when the predetermined time has elapsed As the torque to be output from the engine at the rotational speed, an intermediate target operating point consisting of an intermediate target torque determined so as to be closer to the torque on the efficiency operating line than the torque at the first operating point is set, and the engine operating point is The engine and the shift transmission means are controlled so as to shift to the second operating point via the target operating point. When the engine speed is the intermediate target speed and the engine output torque is smaller than the intermediate target torque when the predetermined time has elapsed, the speed of the speed change operation by the transmission transmission means is reduced compared to before the predetermined time has elapsed. The operation point is controlled so as to shift to the second operation point. Thus, when the engine output torque is smaller than the intermediate target torque and away from the torque on the efficiency operation line when the predetermined time has elapsed, the engine output torque is reduced to the torque on the efficiency operation line due to the decrease in the speed of the engine speed change. Can be easily approached. As a result, the driving efficiency of the engine can be improved, and the energy efficiency (fuel consumption) of the vehicle can be improved.

  In such a vehicle of the present invention, the transition control means is configured such that when the engine speed is the intermediate target speed and the engine output torque is smaller than the intermediate target torque when the predetermined time has elapsed, the engine output torque is It may be a means for controlling the speed change operation by the speed change transmission means to stop until it reaches the intermediate target torque. In this way, when the engine output torque is smaller than the intermediate target torque and is away from the torque on the efficiency operating line when the predetermined time has elapsed, the engine operating point passes through the intermediate target operating point due to the stop of the engine speed change. Can be made. As a result, the operating efficiency of the engine can be improved.

  In the vehicle of the present invention, the transition control means may be configured such that when the engine speed is the intermediate target engine speed and the engine output torque is smaller than the intermediate target torque when the predetermined time has elapsed, When the speed of the speed change operation is reduced by the speed change transmission means, the engine operating point does not pass through the intermediate target operating point with an increase in the output torque of the engine. It can also be a means for controlling to move to a point. In this way, when the engine output torque is smaller than the intermediate target torque and away from the torque on the efficiency operating line when the predetermined time has elapsed, the engine output torque is set to the same rotation speed due to a decrease in the speed of the engine speed change. On the other hand, the engine operating point can be shifted to the second operating point in a larger state, and the engine operating point can be shifted to the second operating point while being closer to the efficiency operation line. As a result, the operating efficiency of the engine can be improved.

  Furthermore, in the vehicle of the present invention, the engine has a supercharger, and the first operating point is a non-predetermined region that is not supercharged by the supercharger in the operating region of the engine. The operating point of the supercharging region, and the second operating point is an operating point of a supercharging region that is predetermined as a region to be supercharged by the supercharger in the operating region of the engine, and the intermediate target The rotational speed may be a predetermined rotational speed within a range of the rotational speed of the engine capable of ensuring the responsiveness of supercharging by the supercharger.

It is a block diagram which shows the outline of a structure of the motor vehicle 20 as one Example of this invention. 3 is a flowchart showing an example of a supercharging start control routine executed by a main ECU 70. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the operation line of the engine 22, and an example of a mode which sets the target rotational speed Netag and the target torque Ttag. FIG. 6 is an explanatory diagram showing an example of a state in which an intermediate target rotation speed Nek and an intermediate target torque Tek of the engine 22 are set. It is explanatory drawing which shows an example of a mode that the driving | running | working point of the engine 22 actually transfers. It is explanatory drawing which shows an example of the mode of a time change of the rotation speed of an engine 22, and a torque. It is explanatory drawing which shows a mode that the driving | running | working point of the engine 22 of a comparative example transfers actually. It is a flowchart which shows an example of the supercharging start control routine performed by main ECU70 of a modification. It is explanatory drawing which shows an example of a mode that the driving | running | working point of the engine 22 of a modification actually transfers. It is explanatory drawing which shows an example of the mode of the time change of the rotation speed and torque of the engine 22 of a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of an automobile 20 as an embodiment of the present invention. As shown in the figure, an automobile 20 according to an embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that drives and controls the engine 22, and an input shaft. 30 is connected to the crankshaft 26 of the engine 22 via a torque converter 40 having a lock-up mechanism (not shown), and an output shaft 32 as a vehicle drive shaft is connected to drive wheels 63a and 63b via a differential gear 62. And a CVT 42 as a continuously variable transmission, an electronic control unit for CVT (hereinafter referred to as CVTECU) 46 that controls and drives the CVT 42, and a main electronic control unit (hereinafter referred to as main ECU) 70 that controls the entire vehicle. .

  The engine 22 includes a turbo-type supercharger (so-called turbocharger) 140 that supercharges using exhaust energy. The supercharger 140 includes a compressor 142 provided in the intake pipe 124 connected to the air cleaner 122, a turbine 144 provided in the exhaust pipe 126, and a connecting shaft 146 that connects the compressor 142 and the turbine 144. . A wastegate valve 150 is attached to a bypass pipe 128 that connects the upstream side and the downstream side of the turbine 144 in the exhaust pipe 126. In this engine 22, by adjusting the opening degree of the wastegate valve 150, the distribution ratio between the amount of exhaust flowing through the bypass pipe 128 and the amount of exhaust flowing through the turbine 144 is adjusted. The rotational driving force is adjusted, the amount of compressed air by the compressor 142 is adjusted, and the supercharging pressure (intake pressure) of the engine 22 is adjusted. The engine 22 can operate in the same manner as a naturally aspirated engine that does not include the supercharger 140 when the wastegate valve 150 is fully open.

  Although not shown in detail, the engine ECU 24 is configured as a microprocessor centered on a CPU. In addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port Is provided. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, such as a crank position from the crank position sensor 23 that detects the rotational position of the crankshaft 26, and an air flow meter 132 attached to the intake pipe 124. The intake air amount, the intake pressure from the pressure sensor 134 attached to the intake pipe 124, the wastegate valve opening degree from the wastegate valve opening degree sensor that detects the opening degree of the wastegate valve 150, and the like are input via the input port. Has been. From the engine ECU 24, various control signals for driving the engine 22, for example, a drive signal to the fuel injection valve, a drive signal to the throttle motor for adjusting the position of the throttle valve 136, and an ignition coil integrated with the igniter The control signal to the actuator, the control signal to the actuator for adjusting the opening degree of the wastegate valve 150, and the like are output via the output port. The engine ECU 24 is in communication with the main ECU 70, controls the operation of the engine 22 by a control signal from the main ECU 70, and outputs data related to the operation state of the engine 22 to the main ECU 70 as necessary. The engine ECU 24 calculates the rotation speed of the crankshaft 26, that is, the rotation speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) attached to the crankshaft 26.

  The CVT 42 includes a primary pulley 43 that can be changed in groove width and connected to the input shaft 30, a secondary pulley 44 that can also be changed in groove width and connected to an output shaft 32 as a drive shaft, and the primary pulley 43 and the secondary pulley. 44, and a hydraulic circuit 49 that changes the groove widths of the primary pulley 43 and the secondary pulley 44 using hydraulic oil, and drives the hydraulic circuit 49 to drive the primary pulley 43 and the secondary pulley. By changing the groove width of 44, the power of the input shaft 30 can be changed steplessly and output to the output shaft 32.

  Although not shown in detail, the CVTECU 46 is configured as a microprocessor centered on the CPU. In addition to the CPU, the ROM stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port. Prepare. The CVT ECU 46 has input ports such as the rotational speed Ni of the input shaft 30 from the rotational speed sensor 47 attached to the input shaft 30 and the rotational speed No of the output shaft 32 from the rotational speed sensor 48 attached to the output shaft 32. Is entered through. A drive signal to the hydraulic circuit 49 is output from the CVTECU 46 through an output port. The CVTECU 46 is in communication with the main ECU 70, controls the drive of the CVT 42 by a control signal from the main ECU 70, and outputs data related to the drive state of the CVT 42 to the main ECU 70 as necessary.

  Although not shown in detail, the main ECU 70 is configured as a microprocessor centered on a CPU. In addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port Is provided. The main ECU 70 has an accelerator signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The degree Acc, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the main ECU 70 is connected to the engine ECU 24 and the CVTECU 46 via the communication port, and exchanges various control signals and data with the engine ECU 24 and the CVTECU 46.

  Next, the operation of the automobile 20 of the embodiment thus configured, particularly the operation when the supercharger 140 of the engine 22 is switched from the non-operating state to the operating state will be described. FIG. 2 is a flowchart showing an example of a supercharging start control routine executed by the main ECU 70. This routine is executed when the accelerator pedal 83 is depressed or increased while the engine 22 is operating (including idle operation) while the supercharger 140 is not operating. At this time, it is assumed that the crankshaft 26 of the engine 22 and the input shaft 30 of the CVT 42 are mechanically connected by the lockup mechanism of the torque converter 40.

  When the supercharging start control routine is executed, the CPU of the main ECU 70 first inputs data necessary for control such as the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88 (step) S100), the required torque Td * to be output to the output shaft 32 as the drive shaft connected to the drive wheels 63a, 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V, and for traveling Is set as the required power Pd * required for the engine 22 (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Td * in the ROM as a required torque setting map. , The corresponding required torque Td * is derived from the stored map and set. FIG. 3 shows an example of the required torque setting map. The required power Pd * can be calculated by multiplying the set required torque Tr * by the rotational speed Nd of the drive shaft. The rotational speed Nd of the drive shaft is used by inputting the rotational speed No. of the output shaft 32 detected by the rotational speed sensor 48 from the CVTECU 46 by communication, or by multiplying the vehicle speed V by the conversion factor k (Nd = k · What was obtained by V) can be used.

  Subsequently, based on the set required power Pd *, a target rotational speed Nettag and a target torque Ttag as operating points for operating the engine 22 are set (step S120). This setting is performed based on an operation line and a required power Pd * in which the relationship between the rotational speed and the torque for operating the engine 22 efficiently is predetermined. FIG. 4 shows an example of the operation line of the engine 22 and how the target rotational speed Nettag and the target torque Ttag are set. As shown in the figure, in the embodiment, as the operation line of the engine 22, the optimum fuel consumption operation line that is optimal for improving the fuel consumption is used. As shown in the figure, the target rotational speed Netag and the target torque Ttag can be obtained from the intersection of the operation line and a curve having a constant required power Pd * (Netag × Ttag). Further, in the figure, the predetermined torque Tenamax is the maximum torque that can be output from the engine 22 without supercharging by the supercharger 140, in other words, can be output from the engine 22 when the intake pressure of the engine 22 is equal to the atmospheric pressure. Maximum torque. In the embodiment, the region below the predetermined torque Tenamax is the non-supercharging region that is determined in advance as the region where the supercharger 140 is not supercharged among the engine speed and torque operating regions. Of these operating regions, a region larger than the predetermined torque Tenamin is a supercharging region predetermined as a region where supercharging by the supercharger 140 is performed. In the following, immediately before the execution of this routine, the engine 22 is operated at an operation point (hereinafter referred to as “operation point before supercharging start”) consisting of the rotational speed Start and torque Test in the non-supercharging region in the figure. The description will be made on the assumption that the vehicle has been operated, and an operation point including the set target rotational speed Netag and target torque Ttag is referred to as a “final target operation point”. In the embodiment, before and after the start of supercharging is considered, and the final target operating point is an operating point on the fuel efficiency optimum operation line, the final target operating point is higher than the operating point before starting supercharging. This is the operating point on the torque side.

  When the final target operating point of the engine 22 on the fuel efficiency optimal operation line is set in this way, it is determined whether or not supercharging by the supercharger 140 should be started (step S130). This determination can be made by determining whether or not the set final target operation point is within the supercharging region. When it is determined that the final target operating point of the engine 22 is in the non-supercharging region and supercharging is not started, this routine is terminated as it is. In this case, the control routine for non-supercharging (not shown) is continued and the engine 22 and the CVT 42 are controlled.

  When the supercharging is started, that is, when it is determined that the final target operating point of the engine 22 is in the supercharging region and the supercharging is started, a predetermined value is set to change the operating point of the engine 22 in stages. Intermediate target operation consisting of an intermediate target rotational speed Nek and intermediate target torque Tek (subscript k = 1 to n (value n is a positive integer)) for each change time interval Tset (for example, several hundred msec). Points are set (step S140). Here, the intermediate target operation point of the engine 22 is an operation point including the rotation speed and torque at which the engine 22 should be operated in the process of changing the operation point of the engine 22 from the operation point before supercharging start to the final target operation point. is there. FIG. 5 shows an example of how the intermediate target rotation speed Nek and intermediate target torque Tek of the engine 22 are set. The setting of the intermediate target operation point of the engine 22 in the embodiment will be described below.

  First, the rate of change Δγ per unit time of the speed ratio γ of the CVT 42 is determined in advance by experiments or the like within a range in which the speed change operation by the CVT 42 can be reliably performed with a change in the rotational speed of the engine 22. Then, by the speed change operation by the CVT 42 that changes the speed ratio γ at the change rate Δγ, the speed of the engine 22 is increased from the speed Nstart in the non-supercharging region within the time interval of the change time Tset. The first intermediate target rotational speed Ne1 that can be set is set. Similarly, at the next change time interval Tset, the second intermediate target rotation speed Ne2, which can be reached from the first intermediate target rotation speed Ne1 as the rotation speed of the engine 22, can be reached. Number Ne3 etc. are set in order. Thus, the intermediate target speed Nek (k = 1 to n) of the engine 22 is set until the predetermined lower limit speed Nelim is reached (that is, the intermediate target speed Nek (k = n) is the lower limit). Set until the rotational speed is equal to Nelim). The lower limit rotational speed Nelim is determined in advance by experiments or the like as the lower limit of the rotational speed range of the engine 22 that can ensure the responsiveness of supercharging by the supercharger 140. In the embodiment, the operating point of the engine 22 is When the vehicle is accelerated from the non-supercharged region to the supercharged region, a value determined so that the driver does not feel the acceleration delay due to the response delay of the supercharger 140 is used. Further, for the intermediate target rotational speed Nek below the lower limit rotational speed Nelim, the aforementioned predetermined torque Tenamax is set as the intermediate target torque Tek that forms a pair. Further, for an intermediate target rotational speed Nek (k = n) equal to the lower limit rotational speed Nelim, a fuel efficiency optimum operation is performed when the paired intermediate target torque Tek (k = n) is larger than a predetermined torque Tenamax and lower than the target torque Tetag. Torque equal to or lower than the torque on the line (for example, the torque of the difference between the torque on the fuel efficiency optimum operation line and the predetermined torque Tenamax is equal to or less than the predetermined torque Tenamax by the torque of one third, one half, or two thirds. Set a large torque).

  In the example of FIG. 5, together with the first intermediate target torque Te1 and the second intermediate target torque Te2 as a predetermined torque Tenamax in which the first intermediate target rotation speed Ne1 and the second intermediate target rotation speed Ne2 are paired, respectively. The third intermediate target rotational speed Ne3 as the lower limit rotational speed Nelim is set together with the third intermediate target torque Te3 to be paired, the first intermediate target operating point (Ne1, Te1), the second intermediate Three intermediate target operation points (namely, the aforementioned value n = 3) are set, that is, the target operation point (Ne2, Te2) and the third intermediate target operation point (Ne3, Te3). In the figure, the required power P1 (Ne1, Te1) including the first intermediate target operating point (Ne1, Te1) is a constant curve and the required power P2 (Ne2) including the second intermediate target operating point (Ne2, Te2). A curve with a constant xTe2) and a curve with a constant required power P3 (Ne3 x Te3) including the third intermediate target operation point (Ne3, Te3) are also shown for reference. Also, in the figure, it is assumed that the operation point before start of supercharging (Nest, Test) is the operation point of the engine 22 at time “t0”, and from time “t0” to time “t1” when the change time interval Tset has elapsed. The operation point at which the engine 22 should be operated is the first intermediate target operation point (Ne1, Te1), and the engine 22 is operated at the time “t2” when the time twice as long as the change time interval Tset has elapsed from the time “t0”. The operation point to be operated is the second intermediate target operation point (Ne2, Te2), and the operation point at which the engine 22 should be operated at time “t3” when the time three times the change time interval Tset has elapsed from time “t0”. Is the third intermediate target operating point (Ne3, Te3), that is, the first to third intermediate target operating points are changed at every change time interval Tset. t1, time t2, it at the timing of time t3 is an operating point to operate the engine 22, it is also shown for. As shown in the figure, in the embodiment, the operation point at which the engine 22 should be operated is the final target operation point (Netag, Netag, from time “t0”) at time “t4” when the time four times the change time interval Tset has elapsed. Tetag).

  Therefore, the n-th intermediate target rotation speed Nek (k = n) constituting the n-th intermediate target operation point among the first to n-th intermediate target operation points is the current supercharging start by the shift operation by the CVT 42. It is determined within a reachable range as the rotational speed of the engine 22 when a time n times the change time interval Tset (hereinafter referred to as “predetermined time n · Tset”) elapses from the previous operation point (that is, from the start of execution of this routine). The number of rotations is The n-th intermediate target torque Tek (k = n) constituting the n-th intermediate target operation point is also the engine 22 at the n-th intermediate target rotation speed Nek (k = n) when the predetermined time n · Tset has elapsed. The torque to be output from is a torque determined to be at least larger than the torque Test at the operation point before supercharging start and to approach the torque on the fuel efficiency optimal operation line.

  Thus, when the first to n-th intermediate target operating points including the intermediate target rotation speed Nek and the intermediate target torque Tek (k = 1 to n) of the engine 22 are set, the counter k, which is set to the value 0 as the initial value, is set as the value. 1 is incremented (step S150), and an instruction is given to shift the operating point of the engine 22 to an intermediate target operating point consisting of the intermediate target speed Nek and intermediate target torque Tek (initially k = 1) (step S160). In the embodiment, this instruction is performed by transmitting the intermediate target rotational speed Nek and the intermediate target torque Tek to the engine ECU 24 and transmitting the intermediate target rotational speed Nek to the CVTECU 46. The engine ECU 24 that has received the intermediate target rotational speed Nek and the intermediate target torque Tek adjusts the opening of the throttle valve 136 so that the engine 22 is operated at an intermediate target operating point consisting of the intermediate target rotational speed Nek and the intermediate target torque Tek. Operation control of the engine 22 is performed such as intake air amount control to be adjusted (here, fully open), fuel injection control to control the fuel injection amount from the fuel injection valve, and ignition control to control the ignition timing of the spark plug. The CVTECU 46 that has received the intermediate target rotational speed Nek drives the hydraulic circuit 49 to drive the target rotational speed Ni * of the input shaft 30 as the intermediate target rotational speed Nek and the rotational speed No. of the output shaft 32 from the rotational speed sensor 48. The gear ratio γ of the CVT 42 is changed at the aforementioned change rate Δγ until the target gear ratio γ * based on the above is reached.

  Subsequently, after instructing the transition to the intermediate target operation point in step S160, the process waits for the change time interval Tset to elapse (step S170). When the change time interval Tset elapses, the counter k is set to the value n. It is determined whether or not they are equal (step S180), and when it is determined that the counter k is not equal to the value n (that is, less than the value n), the process returns to the process of step S150 and the processes of steps S150 to S180 are repeated. . During the repetition of such processing, when the value n is set in the counter k in step S150 and a transition to the nth intermediate target operating point is instructed in step S160, the supercharging by the supercharger 140 is started. The feed start command is transmitted to the engine ECU 24 together with the intermediate target rotational speed Nek and the intermediate target torque Tek (where k = n). The engine ECU 24 that has received the supercharging start command, the intermediate target rotational speed Nek, and the intermediate target torque Tek (where k = n) adjusts the opening degree of the wastegate valve 150 to be fully closed, and the engine 22 Operation control of the engine 22 such as intake air amount control, fuel injection control, and ignition control is performed so that the engine is operated at an nth intermediate target operation point consisting of the target rotational speed Nek and intermediate target torque Tek (where k = n).

  When it is determined that the counter k is equal to the value n, it is determined whether or not the output torque Te estimated as the torque output from the engine 22 is equal to the intermediate target torque Tek (k = n) (step). S200). The estimation of the output torque Te of the engine 22 can be performed based on the intake air amount from the air flow meter 132 and the intake pressure from the pressure sensor 134. In the embodiment, the change rate Δγ of the transmission ratio γ of the CVT 42 is set in advance within a range in which the change operation by the CVT 42 can be reliably performed with the change in the rotational speed of the engine 22, and the transmission ratio γ is set to this change rate. Since the rotational speed of the engine 22 is changed by the shift operation by the CVT 42 that is changed by Δγ, the intermediate target rotational speed corresponding to the rotational speed of the engine 22 is determined by waiting for the change time interval Tset to elapse in step S170. It can be reliably changed to Nek. That is, by repeating the processing of steps S150 to S180, at least the rotational speed of the engine 22 is intermediate between the intermediate target operation points in response to the instruction to shift the engine 22 to the first to n-th intermediate target operation points. The target rotational speed Nek (k = 1 to n) can be changed in turn for each change time interval Tset.

  When it is determined in step S200 that the output torque Te of the engine 22 is equal to the intermediate target torque Tek (k = n), the operation point of the engine 22 is shifted to the final target operation point consisting of the target rotational speed Netag and the target torque Ttag. (Step S210), the rotational speed of the engine 22 (that is, the rotational speed Ne from the engine ECU 24 or the rotational speed Ni of the input shaft 30 from the CVTECU 46) becomes the target rotational speed Nettag and the output torque Te of the engine 22 Until the target torque Tetag is reached (step S220), and this routine is terminated. Here, the instruction to shift the operation point of the engine 22 to the final target operation point is performed by transmitting the target engine speed Nettag and the target torque Ttag to the engine ECU 24 and transmitting the target engine speed Nettag to the CVTECU 46. The engine ECU 24 that has received the target rotational speed Nettag and the target torque Ttag adjusts the opening degree of the wastegate valve 150 to an opening degree corresponding to the target torque Ttag, and the engine 22 has the target rotational speed Nettag and the target torque Ttag. Various operation controls of the engine 22 such as intake air amount control for adjusting the opening of the throttle valve 136 so as to be operated at the final target operation point consisting of The CVTECU 46 that has received the target rotational speed Netag drives the hydraulic circuit 49 to set the target rotational speed Ni * of the input shaft 30 as the target rotational speed Netag and the rotational speed No of the output shaft 32 from the rotational speed sensor 48. The gear ratio γ of the CVT 42 is changed at the aforementioned change rate Δγ until the target gear ratio γ * is reached.

  When it is determined in step S200 that the output torque Te of the engine 22 is not equal to the intermediate target torque Tek (k = n) (that is, less than the intermediate target torque Tek), an instruction to stop the shift operation by the CVT 42 is given (step S200). S190), the process returns to step S200. Therefore, the shift operation by the CVT 42 is stopped until the output torque Te of the engine 22 reaches the intermediate target torque Tek (k = n). When it is determined that the output torque Te of the engine 22 is equal to the intermediate target torque Tek (k = n), the operation point of the engine 22 is shifted to the final target operation point consisting of the target rotational speed Netag and the target torque Ttag. (Step S210), and waits for the rotational speed Ne (or rotational speed Ni) of the engine 22 to be the target rotational speed Netag and the output torque Te of the engine 22 to be the target torque Ttag (step S220). This routine ends. Here, an instruction to stop the shift operation by the CVT 42 is performed by transmitting an instruction signal to the CVTECU 46. The CVTECU 46 that has received this instruction signal maintains the gear ratio γ of the CVT 42. The determination in step S200 is performed when a predetermined time n · Tset elapses, which is n times the change time interval Tset from the start of execution of this routine in which the operation point of the engine 22 is at the operation point before supercharging start, And, since the rotation speed Ne of the engine 22 is considered to be the nth intermediate target rotation speed Nek (k = n) due to the shift of the CVT 42 when the predetermined time n · Tset has elapsed, the determination in step S200 is In a state where the rotation speed of the engine 22 is the nth intermediate target rotation speed Nek (k = n) when the predetermined time period n · Tset has elapsed, the output torque Te of the engine 22 is the nth intermediate target torque Tek (k = It can be said that it is a process for determining whether it is equal to n) or smaller than the intermediate target torque Tek (k = n).

  FIG. 6 shows an example of how the operating point of the engine 22 actually shifts, and FIG. 7 shows the time change between the rotational speed and torque of the engine 22 when the operating point of the engine 22 actually shifts as shown in FIG. An example of the state is shown. 6 and 7, times t0 to t6 are times for the above-described inter-change time intervals Tset. In FIG. 7, a broken line “target state” indicates a state corresponding to a transition instruction for shifting the operation point of the engine 22 to the intermediate target operation point or the final target operation point, and the solid line “real state” indicates the state of the engine 22. The driving point has actually shifted. In the example of FIGS. 6 and 7, when the intermediate target operation point of the engine 22 is set as shown in FIG. 5, as shown by the thick arrow, the engine is delayed due to the supercharged response delay by the supercharger 140. 22 shows a case where the increase in the output torque Te of 22 is delayed. That is, the operation point of the engine 22 starts to shift from the operation point before starting supercharging (Nest, Test) at time t0, and reaches the first intermediate target operation point (Ne1, Te1) as planned at time t1. At time t2, the second intermediate target operating point (Ne2, Te2) is reached as planned, but at time t3, a delay occurs with respect to the target state, and the engine speed Ne is set to the third target speed. The output torque Te of the engine 22 is smaller than the third intermediate target torque Te3 due to the supercharging delay while reaching the intermediate target rotational speed Ne3. In the examples of FIGS. 6 and 7, the output torque Te of the engine 22 is The second intermediate target torque Te2 remains (that is, the predetermined torque Tenamax remains). For this reason, the shifting operation by the CVT 42 is stopped from the time t3, and thereafter, the output torque Te of the engine 22 is between the predetermined torque Tenamax and the third intermediate target torque Te3 by the supercharging by the supercharger 140 at the time t4. When the output torque Te of the engine 22 reaches the third intermediate target torque Te3 due to supercharging by the supercharger 140 at time t5, the shift operation by the CVT 42 is resumed, and the final target operation is performed at time t6. The engine 22 is operated at a point (Netag, Tetag).

  FIG. 8 shows a comparative example in which the output torque Te of the engine 22 is increased to the target torque Ttag after the rotation speed Ne of the engine 22 is increased to the target rotation speed Netag without stopping the speed change operation by the CVT 42. This shows how the operating points actually move. In the figure, the operation point indicated by a black square is the nth intermediate target operation point of the embodiment (in FIG. 5, the third intermediate target operation point (Ne3, Te3)). Since the fuel efficiency optimum operation line tends to increase the output torque Te as the rotational speed Ne of the engine 22 increases, when the rotational speed Ne of the engine 22 is first increased to the target rotational speed Netag as in the comparative example, Compared to the case of passing through the nth intermediate target operation point as in the embodiment, the engine 22 is driven at a point away from the fuel efficiency optimal operation line, and is then driven at the final target operation point. On the other hand, in the embodiment, the n-th intermediate target rotation speed Nek determined within the reachable range as the rotation speed of the engine 22 when the predetermined time n · Tset has elapsed from the operation point before supercharging start by the shift operation by the CVT 42. (K = n) and when the predetermined time n · Tset has elapsed, the fuel efficiency is optimal when the torque to be output from the engine 22 at the nth intermediate target rotational speed Nek (k = n) is greater than the predetermined torque Tenamax and less than or equal to the target torque Ttag An nth intermediate target operating point consisting of an nth intermediate target torque Tek (k = n), which is a torque equal to or lower than the torque on the operating line, is set, and the engine 22 passes through this nth intermediate target operating point. The engine 22 and the CVT 42 are controlled so that the operation point of the engine 22 is changed from the operation point before the supercharging start to the last. It is possible to improve the operating efficiency of the engine 22 at the time of shifting to target operating point. Further, when the predetermined time n · Tset has elapsed, the engine speed Ne of the engine 22 is the n-th intermediate target speed Nek (k = n) and the output torque Te of the engine 22 is greater than the n-th intermediate target torque Tek (k = n). When it is small, that is, because of a response delay of supercharging by the turbocharger 140 (response delay of torque output of the engine 22), the deviation of the output torque Te of the engine 22 from the torque on the fuel efficiency optimum operation line is the target state (first n is larger than the intermediate target torque Tek (k = n)), the change in the rotational speed of the engine 22 is stopped by stopping the speed change operation of the CVT 42. The nth intermediate target operation point can be surely routed as the 22 operation points. As a result, the driving efficiency of the engine 22 can be improved, and the energy efficiency (fuel consumption) of the vehicle can be improved.

  According to the automobile 20 of the embodiment described above, the operating point of the engine 22 is increased at a higher rotation speed and higher torque than the current supercharging start operating point (Nest, Test) due to an increase in the required power Pd * required for the engine 22. When changing to the final target operating point (Netag, Tetag) on a predetermined operation line so that the engine 22 operates efficiently on the side, the engine 22 at the time when a predetermined time n · Tset has elapsed from the present by the shift operation by the CVT 42 The intermediate target rotational speed Nek (k = n) determined within the reachable range as the rotational speed, and the torque to be output from the engine 22 at the intermediate target rotational speed Nek (k = n) when the predetermined time n · Tset has elapsed. It is closer to the torque on the operation line than the predetermined torque Tenamax at the boundary between the supercharging region and the supercharging region. An nth intermediate target operating point consisting of intermediate target torque Tek (k = n) determined as follows is set, and the operation point of the engine 22 passes through this nth intermediate target operating point to achieve the final target operation. The engine 22 and the CVT 42 are controlled so as to shift to a point (Netag, Ttag). When the engine speed Ne is the intermediate target speed Nek (k = n) and the output torque Te of the engine 22 is smaller than the intermediate target torque Tek (k = n) when the predetermined time n · Tset has elapsed, Control is performed so that the shift operation by the CVT 42 is stopped until the output torque Te increases and reaches the intermediate target torque Tek (k = n). Thus, when the output torque Te of the engine 22 is smaller than the intermediate target torque Tek (k = n) and deviates from the torque on the operation line when the predetermined time n · Tset has elapsed, The nth intermediate target operation point can be routed as the 22 operation points, and the operation efficiency of the engine 22 can be improved. As a result, the energy efficiency (fuel consumption) of the vehicle can be improved.

  In the automobile 20 of the embodiment, the operation point of the engine 22 has been described as applied to control when the operation point before the supercharging start in the non-supercharging region is shifted to the final target operation point in the supercharging region. Applicable to control when 22 operating points are transferred from the first operating point in the supercharging region to the second operating point on the higher rotation speed / high torque side than the first operating point in the supercharging region. It is good. Even in this case, the lower limit rotational speed Nelim of the engine 22 that can be reached in a predetermined time from when the engine 22 is at the first operating point, and the torque on the operation line that is greater than the predetermined torque Tenamax and less than the torque of the final target operating point. An intermediate target operating point consisting of the following intermediate target torque is set, and control is performed so that the operating point of the engine 22 shifts from the first target operating point to the second operating point via this intermediate target operating point. Sometimes, the speed change operation by the CVT 42 is stopped when the rotational speed Ne of the engine 22 is the lower limit rotational speed Nelim and the output torque Te is smaller than the intermediate target torque. The setting of the lower limit rotational speed Nelim of the engine 22 that can be reached in a predetermined time from when the engine 22 is at the first operating point is performed because the lower limit rotational speed Nelim is determined in advance. And agree.

  In the automobile 20 of the embodiment, the first to nth plurality of intermediate target operation points are set and the operation point of the engine 22 is controlled to shift to each intermediate target operation point. As points, the lower limit rotational speed Nelim of the engine 22 that can be reached in a predetermined time from when the engine 22 is at the operation point before supercharging start, and the torque on the operation line that is greater than the predetermined torque Tenamax and less than the torque of the final target operation point An intermediate target operation point composed of the following intermediate target torque may be set, and control may be performed so as to shift to this one intermediate target operation point. The setting of the lower limit rotational speed Nelim of the engine 22 that can be reached in a predetermined time after the engine 22 is at the supercharging start operating point is set to a predetermined time since the lower limit rotational speed Nelim is determined in advance. Agree with

  In the vehicle 20 of the embodiment, the nth intermediate target operating point of the engine 22 is an operating point at a higher rotational speed and higher torque than the operating point before supercharging start and at a lower rotational speed and lower torque than the final target operating point. In other words, the target rotational speed Nettag of the final target operating point of the engine 22 is described as being higher than the lower limit rotational speed Nelim of the engine 22, but the target rotational speed of the final target operating point of the engine 22 is described. Netag may be a rotational speed lower than the lower limit rotational speed Nelim of the engine 22.

  In the vehicle 20 of the embodiment, it is determined whether or not the change time interval Tset has elapsed in step S170 of the routine of FIG. 2, but instead, the rotational speed Ne of the engine 22 is set to the intermediate target rotational speed Nek. In addition to this, if the intermediate target rotational speed Nek of the engine 22 is less than the lower limit rotational speed Nelim, is the output torque Te of the engine 22 the intermediate target torque Tek? It may be determined whether or not.

  In the automobile 20 of the embodiment, because of a delay in response to supercharging by the supercharger 140, the engine 22 has a rotation speed Ne of the nth intermediate target rotation speed Nek (k = n) when the predetermined time n · Tset has elapsed. When Te is smaller than the intermediate target torque Tek (k = n), the speed change operation by the CVT 42 is stopped. Instead, the speed of the speed change operation by the CVT 42 is compared with that before the predetermined time n · Tset has elapsed. It may be reduced. In this case, the supercharging start control routine of FIG. 9 may be executed instead of the supercharging start control routine of FIG. The routine of FIG. 9 is the same as the routine of FIG. 2 except that the process of step S300 is executed instead of the process of step S200 of the routine of FIG. Therefore, the same process is given the same step number, and the detailed description thereof is omitted. When the routine of FIG. 9 is executed and it is determined in step S190 whether or not the output torque Te of the engine 22 is the intermediate target torque Tek (k = n), the output torque Te becomes the intermediate target torque Tek (k = n). When it is determined that they are equal, the operation point of the engine 22 is shifted to the final target operation point (steps S210 and S220), and this routine is terminated. When it is determined in step S190 that the output torque Te of the engine 22 is not equal to the intermediate target torque Tek (k = n) (that is, less than the intermediate target torque Tek), the CVT 42 is instructed to reduce the speed of the speed change operation. (Step S300), the operation point of the engine 22 is shifted to the final target operation point (steps S210 and S220), and this routine is terminated. Here, an instruction to reduce the speed of the speed change operation by the CVT 42 is performed by transmitting an instruction signal to the CVTECU 46. Upon receiving this instruction signal, the CVT ECU 46 changes the transmission ratio γ of the CVT 42 to the target transmission ratio γ * at a predetermined change rate Δγ1 (Δγ1 <Δγ) smaller than the aforementioned change rate Δγ that normally uses the transmission ratio γ of the CVT 42. Let

  FIG. 10 shows an example of how the operating point of the engine 22 in this modification actually shifts. FIG. 11 shows the number of revolutions of the engine 22 when the operating point of the engine 22 actually shifts as shown in FIG. An example of a state of change with time of torque and torque is shown. 10 and 11, times t0 to t6 are times for the above-described inter-change time intervals Tset. In FIG. 11, a broken line “target state” indicates a state corresponding to a transition instruction for shifting the operation point of the engine 22 to the intermediate target operation point or the final target operation point, and the solid line “real state” indicates the state of the engine 22. The driving point has actually shifted. In the example of FIGS. 10 and 11, when the intermediate target operation point of the engine 22 is set as shown in FIG. 5, as shown by the thick arrow, the engine is delayed due to a supercharged response delay by the supercharger 140. 22 shows a case where the increase in the output torque Te of 22 is delayed. That is, the operation point of the engine 22 starts to shift from the operation point before starting supercharging (Nest, Test) at time t0, and reaches the first intermediate target operation point (Ne1, Te1) as planned at time t1. At time t2, the second intermediate target operating point (Ne2, Te2) is reached as planned, but at time t3, a delay occurs with respect to the target state, and the engine speed Ne is set to the third target speed. The output torque Te of the engine 22 is smaller than the third intermediate target torque Te3 due to the supercharging delay while reaching the intermediate target rotational speed Ne3. In the examples of FIGS. 10 and 11, the output torque Te of the engine 22 is The second intermediate target torque Te2 remains (that is, the predetermined torque Tenamax remains). For this reason, the speed of the speed change operation by the CVT 42 is reduced from the time t3. Thereafter, at time t4, the rotational speed Ne of the engine 22 is increased by a smaller increase amount than before time t3 due to the shift operation in which the speed of the CVT 42 is reduced, and the output torque Te of the engine 22 is supercharged by the supercharger 140. As a result, the torque increases to a torque between the predetermined torque Tenamax and the third intermediate target torque Te3. After that, at time t5, the rotational speed Ne of the engine 22 continues to increase by a smaller amount than before time t3 due to the speed change operation in which the speed of the CVT 42 has been reduced. The output torque Te reaches the third intermediate target torque Te3, and the speed change operation by the CVT 42 is resumed. At time t6, the engine 22 is operated at the final target operating point (Netag, Ttag).

  In this modification, the n-th intermediate target rotation speed Nek (k = k = determined within a reachable range as the rotation speed of the engine 22 when the predetermined time n · Tset has elapsed from the operation point before supercharging start by the shift operation by the CVT 42. n), and when the predetermined time n · Tset elapses, the torque to be output from the engine 22 at the nth intermediate target rotational speed Nek (k = n) is greater than the predetermined torque Tenamax and lower than the target torque Tetag on the fuel efficiency optimum operation line. An nth intermediate target operating point consisting of an nth intermediate target torque Tek (k = n), which is a torque equal to or less than that of the torque, is set so that the engine 22 passes through the nth intermediate target operating point. Once the engine 22 and the CVT 42 are controlled. When the predetermined time n · Tset has elapsed, the engine speed Ne of the engine 22 is the n-th intermediate target speed Nek (k = n) and the output torque Te of the engine 22 is greater than the n-th intermediate target torque Tek (k = n). When it is small, that is, when the deviation of the output torque Te of the engine 22 from the torque on the fuel efficiency optimum operation line is larger than the target state (the nth intermediate target torque Tek (k = n)), the predetermined time n · With the increase in the output torque Te of the engine 22 in a state where the speed of the speed change operation of the CVT 42 has been reduced as compared to before the time Tset has elapsed, the operation point of the engine 22 does not pass through the nth intermediate target operation point. Control to move to the target operating point. As a result, when the output torque Te of the engine 22 is smaller than the intermediate target torque Tek (k = n) and is away from the torque on the fuel efficiency optimal operation line when n · Tset has elapsed at a predetermined time, the speed change of the engine 22 changes in speed. As a result, the operating point of the engine 22 can be shifted to the final target operating point in a state where the output torque Te of the engine 22 is larger than the same rotational speed Ne, and the operating point of the engine 22 can be shifted to the fuel efficiency optimum operating line. It is possible to shift to the final target operating point in a close state. As a result, like the embodiment, the driving efficiency of the engine 22 can be improved, and the energy efficiency (fuel consumption) of the vehicle can be improved.

  In the embodiment, the description is applied to the automobile 20 including the engine 22 having the supercharger 140. However, the invention may be applied to an automobile including an engine not having the supercharger 140. For example, in an automobile equipped with an engine having a variable valve timing mechanism that can change the opening / closing timing of the intake valve, when the opening / closing timing of the intake valve is changed to the opening / closing timing corresponding to the target torque of the final target operating point, For example, when the output torque of the engine is smaller than the intermediate target torque at the intermediate target operation point due to the delay in the change, the CVT shift operation may be stopped.

  In the embodiment, the present invention is applied to the automobile 20 including the engine 22 and the CVT 42. However, as shown in the hybrid automobile 220 of the modified example of FIG. 12, the engine 22, the motor MG1, and the drive shaft of the vehicle A planetary gear 230 in which a ring gear, a carrier, and a sun gear are connected to three axes of a crankshaft of the engine 22 and a rotation shaft of the motor MG1, a motor MG2 in which a rotation shaft is connected to the drive shaft, motors MG1 and MG2, The present invention may be applied to a vehicle including a battery 250 connected via an inverter. Further, as illustrated in the hybrid vehicle 320 of the modified example of FIG. 13, the engine 22 has an inner rotor 332 connected to the crankshaft of the engine 22 and an outer rotor 334 connected to the drive shaft of the vehicle. It is good also as what is applied to the motor vehicle provided with the counterrotor electric motor 330 which transmits a part of these to a drive shaft and converts the remaining motive power into electric power.

  In the embodiment, the present invention has been described as a form of the automobile 20, but may be a form of a vehicle other than the automobile (for example, a train).

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 having the supercharger 140 as the turbocharger corresponds to “engine”, the CVT 42 as the continuously variable transmission corresponds to “shift transmission means”, and the required power Pd * of the engine 22 increases. When the operating point of the engine 22 is changed from the current operating point before the supercharging start in the non-supercharging region to the final target operating point in the supercharging region, the nth of the predetermined time n · Tset has elapsed A plurality of intermediate target operation points including the nth intermediate target operation point including the intermediate target rotation speed Nek and the nth intermediate target torque Tek (where k = n) are set, and the operation points of the engine 22 are sequentially set. The engine ECU 24 and the CVT ECU 46 are instructed to shift to the intermediate target operating point, and the engine 22 is turned off when a predetermined time n · Tset has elapsed. When the torque Te is smaller than the n-th intermediate target torque Tek (k = n), the engine waits until the output torque Te reaches the n-th intermediate target torque Tek (k = n) due to the stop of the shift operation of the CVT 42. 2 for instructing the engine ECU 24 and the CVTECU 46 to shift the operation point 22 to the final target operation point, the main ECU 70 executing the processing of steps S140 to S220 of the supercharging start control routine of FIG. When the output torque Te of the engine 22 is smaller than the n-th intermediate target torque Tek (k = n) when Tset has elapsed, the operating point of the engine 22 is shifted to the final target operating point in a state in which the speed of the shift operation of the CVT 42 is reduced. Instruct the engine ECU 24 and the CVTECU 46 to shift A main ECU 70 that performs the processes of steps S140 to S190, S300, S210, and S220 in FIG. 9, an engine ECU 24 that controls the operation of the engine 22 in accordance with an instruction signal, and a CVTECU 46 that shifts the CVT 42 in accordance with a transition instruction. The combination corresponds to “transition control means”. Further, the combination of the motor MG1 and the planetary gear 230 also corresponds to “shift transmission means”, and the anti-rotor motor 330 also corresponds to “shift transmission means”.

  Here, the “engine” is not limited to the engine 22 having a supercharger 140 as a turbocharger and outputting power by using gasoline or light oil as a fuel. It does not matter. The “transmission transmission means” is not limited to the combination of the CVT 42, the motor MG1, and the planetary gear 230, and is not limited to the rotor motor 330, but is changed to a drive shaft connected to the axle by continuously changing the power from the engine. Anything can be used as long as it can be transmitted. The “transition control means” is not limited to the combination of the main ECU 70, the engine ECU 24, and the CVTECU 46, and may be configured by a single electronic control unit. Further, as the “transition control means”, the routine of FIG. 2 is executed to control the operation of the engine 22 and the CVT 42 is shifted, or the routine of FIG. 9 is executed to control the operation of the engine 22 and the shift of the CVT 42. It is not limited to what is performed, but is determined in advance to efficiently operate the engine at a higher rotational speed and higher torque than the current first operating point by increasing the required power required for the engine. When changing to the second operating point on the operation line for efficiency, an intermediate target rotational speed determined within a range that can be reached as a rotational speed of the engine when a predetermined time has elapsed from the present by a shift operation by the transmission means, and a predetermined time has elapsed An intermediate point that is determined to be closer to the torque on the efficiency operating line than the torque at the first operating point as the torque to be output from the engine at the intermediate target rotational speed. An intermediate target operating point consisting of torque is set, and the engine and shift transmission means are controlled so that the engine operating point shifts to the second operating point via the intermediate target operating point. If the engine speed is the intermediate target speed and the engine output torque is smaller than the intermediate target torque when the time has elapsed, the speed of the speed change operation by the speed change transmission means is reduced compared to before the predetermined time has elapsed, and the engine operating point is Any device may be used as long as it is controlled to shift to the second operating point.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the vehicle manufacturing industry.

  20 automobile, 22 engine, 23 crank position sensor, engine electronic control unit (engine ECU), 26 crankshaft, 30 input shaft, 32 output shaft, 40 torque converter, 42 CVT, 43 primary pulley, 44 secondary pulley, 45 belt , 46 CVT electronic control unit (CVTECU), 47, 48 Rotational speed sensor, 49 Hydraulic circuit, 62 Differential gear, 63a, 63b Driving wheel, 70 Main electronic control unit (HVECU), 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed Sensor, 122 air cleaner, 124 intake pipe, 126 exhaust pipe, 128 bypass pipe, 132 air flow meter, 134 pressure sensor, 136 throttle valve, 140 supercharger, 142 compressor, 144 turbine, 146 connecting shaft, 150 wastegate valve, 220 , 320 hybrid vehicle, 230 planetary gear, 250 battery, 320 hybrid vehicle, 330 pair rotor motor, 332 inner rotor, 334 outer rotor, MG1, MG2 motor.

Claims (4)

A vehicle comprising: an engine; and transmission transmission means capable of continuously transmitting power from the engine to a drive shaft connected to an axle;
Due to an increase in the required power required for the engine, the engine operating point is set to a second on an efficiency operating line determined in advance to efficiently operate the engine at a higher rotational speed and higher torque than the current first operating point. When changing to an operating point, an intermediate target rotational speed determined within a range that can be reached as a rotational speed of the engine when a predetermined time elapses from the present by a speed change operation by the transmission means, and the intermediate target when the predetermined time elapses An intermediate target operating point consisting of an intermediate target torque determined so as to be closer to the torque on the efficiency operating line than the torque of the first operating point as the torque to be output from the engine at the rotational speed, Transition control for controlling the engine and the shift transmission means so that the operating point shifts to the second operating point via the intermediate target operating point Equipped with a stage,
The transition control means is configured such that when the predetermined time elapses when the operating point of the engine reaches the intermediate target operating point closest to the second operating point, the engine rotational speed is the intermediate target rotational speed and the engine output torque. Means for controlling the engine operating point to shift to the second operating point by reducing the speed of the speed change operation by the speed change transmission means as compared to before the predetermined time has elapsed. Is,
vehicle. The vehicle according to claim 1,
When the engine speed is the intermediate target speed and the engine output torque is smaller than the intermediate target torque when the predetermined time has elapsed, the transition control means increases the engine output torque to increase the intermediate target torque. Means for controlling the speed change operation by the speed change transmission means until it reaches
vehicle. The vehicle according to claim 1,
The shift control means, when the engine speed is the intermediate target speed and the engine output torque is smaller than the intermediate target torque when the predetermined time has elapsed, is the shift transmission means compared to before the predetermined time has elapsed. Means for controlling the operating point of the engine to shift to the second operating point without passing through the intermediate target operating point with an increase in the output torque of the engine in a state where the speed of the speed change operation is reduced by Is,
vehicle. A vehicle according to any one of claims 1 to 3,
The engine has a supercharger;
The first operating point is an operating point in a non-supercharging region that is predetermined as a region in which the supercharging by the supercharger is not performed in the engine operating region,
The second operating point is an operating point in a supercharging region that is predetermined as a region in which supercharging by the supercharger is performed in the engine operating region,
The intermediate target rotational speed is a rotational speed that is determined in advance within a rotational speed range of the engine that can ensure responsiveness of supercharging by the supercharger.
vehicle.

Images