JP6323255B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device including an engine and an automatic transmission.

  In Patent Document 1, the target gear stage is sequentially calculated according to the deceleration of the vehicle, and the automatic transmission gear stage is changed from the current gear stage to the target gear at the timing when the longitudinal acceleration of the vehicle becomes a minimum value. A method of collectively shifting to a stage is disclosed. According to this method, the shift time can be shortened compared to shifting gears one by one in order.

JP 2013-189999 A

  By the way, in a vehicle equipped with an automatic transmission, the downshift at the time of brake deceleration is premised on a coast downshift with the accelerator fully closed. In the coast down shift, the transmission torque capacity of the engagement element of the automatic transmission is increased to increase the rotation speed of the input shaft of the automatic transmission, thereby performing the shift. If the rate of increase of the transmission torque capacity is increased, the shift time is shortened, but a feeling of deceleration is produced by the inertia of the input shaft (mainly engine inertia). Therefore, since the rate of increase of the transmission torque capacity cannot be increased, the shift time becomes longer, and the shift time becomes longer in the method of shifting gears one by one in order.

  On the other hand, if blipping is performed to increase the engine speed so that the engine speed and the input shaft rotation speed of the automatic transmission are synchronized during gear shifting, a feeling of deceleration can be felt even if the rate of increase in the transmission torque capacity is increased. The speed can be changed without taking out, and the speed change time can be shortened. In downshift with blipping, the shift time depends on the amount of engine blow-up.

  In the method of shifting the gears of the automatic transmission at once, the amount of engine blow-up during blipping is large, whereas in the method of shifting the gears of the automatic transmission one by one in order, the amount of engine blow-up during blipping Is small. For this reason, in downshifting with blipping, there is a problem that if the gears are collectively shifted, the shift time becomes longer than when gears are shifted one by one.

  SUMMARY OF THE INVENTION Therefore, a main object of the present invention is to provide a vehicle control device capable of rapidly changing the gear stage of an automatic transmission.

  A vehicle control device according to the present invention is a vehicle control device including an engine and an automatic transmission, and sequentially calculates a target gear stage of the automatic transmission at the time of reacceleration based on the deceleration of the vehicle. In the first case where the high response control of the automatic transmission is possible, the gear stage of the automatic transmission is shifted to the target gear stage every time the target gear stage is changed, so that the high response control is not possible. In the first case, a gear shift control unit that collectively shifts the gear stage of the automatic transmission to the target gear stage at the timing when the deceleration becomes the minimum value, and in the first case, the rotation speed of the engine and the input shaft of the automatic transmission A blipping operation for increasing the number of revolutions of the engine so as to synchronize with the number is performed at the time of shifting the gear stage of the automatic transmission, and in the second case, an engine control unit that does not perform the blipping operation. is there.

  Accordingly, when high response control is possible, sequential shift with blipping is executed, and when high response control is not possible, batch shift without blipping is executed, so that the shift time can be shortened. it can.

  Preferably, it further includes a determination unit that determines whether or not high-response control is possible based on the engine coolant and the temperature of the automatic transmission oil. Each of the shift control unit and the engine control unit operates based on the determination result of the determination unit. In this case, it is possible to easily determine whether or not high response control is possible.

  Preferably, the determination unit is configured such that the engine coolant temperature is higher than a predetermined first temperature, the oil temperature of the automatic transmission is higher than a predetermined second temperature, and the ignition switch is When there is a shift history of the gear stage of the automatic transmission after being turned on, it is determined that high response control is possible. In this case, it can be determined easily or surely whether high-response control is possible.

  Preferably, the deceleration of the vehicle is a combined acceleration of the longitudinal acceleration and the lateral acceleration of the vehicle. In this case, it can be easily and reliably detected whether the vehicle is turning.

  Preferably, in the second case, the shift control unit further shifts the gear stage of the automatic transmission to the target gear stage when the left-right acceleration exceeds a predetermined threshold value. In this case, even when the resultant acceleration does not become the minimum value, the gear stage can be collectively shifted when the vehicle turns.

  Preferably, the automatic transmission includes a relay gear stage that needs to be relayed when shifting the gear stage of the automatic transmission. In the second case, the shift control unit further shifts the gear stage of the automatic transmission to the target gear stage when the target gear stage becomes the relay gear stage. In this case, it is possible to shift more quickly than when shifting to the target gear through the relay gear at the timing when the deceleration becomes the minimum value.

  Preferably, in the second case, the shift control unit further shifts the gear stage of the automatic transmission to the target gear stage when the vehicle speed decreases and the target gear stage is updated. In this case, it is possible to change the speed more rapidly than the collective speed change at the timing when the deceleration becomes the minimum value.

  In the vehicle control device according to the present invention, when high response control is possible, sequential shift with blipping is executed, and when high response control is not possible, batch shift without blipping is executed. Time can be shortened.

It is a block diagram which shows the principal part of the vehicle by one Embodiment of this invention. It is a flowchart which shows operation | movement of the high response control permission determination part shown in FIG. 2 is a flowchart showing a basic operation of a target gear stage calculation unit shown in FIG. It is a figure which shows the relationship between a vehicle speed, pedal opening, and a gear stage. It is a flowchart which shows operation | movement of the target gear stage implementation part shown in FIG. It is a figure which shows the change of the acceleration of the vehicle in a corner. It is a figure for demonstrating a driving force request | requirement ratio. It is a flowchart which shows operation | movement of the target gear stage calculation part at the time of deceleration. It is a figure for demonstrating the downshift operation | movement accompanying a vehicle speed fall. FIG. 9 is a time chart showing a downshift operation when the update condition (1) shown in FIG. 8 is satisfied. FIG. FIG. 9 is a time chart showing a downshift operation when the update condition (2) shown in FIG. 8 is satisfied. FIG. FIG. 9 is a time chart showing a downshift operation when the update condition (3) shown in FIG. 8 is satisfied. FIG. FIG. 9 is a time chart showing a downshift operation when the update condition (4) shown in FIG. 8 is satisfied. FIG. FIG. 9 is a time chart showing a downshift operation when an update condition (5) shown in FIG. 8 is satisfied. FIG. It is a time chart which shows the downshift operation | movement accompanied by a blipping operation | movement.

  FIG. 1 is a block diagram showing a main part of a vehicle according to an embodiment of the present invention. In FIG. 1, the vehicle includes an engine 1, a torque converter 2, an automatic transmission 3, an output shaft 4, a hydraulic control device 5, an electronic control device 10, and a plurality of sensors 20 to 26.

  The engine 1 is a driving source for traveling, and is, for example, an internal combustion engine such as a gasoline engine or a diesel engine that generates a driving force by combustion of fuel injected in a cylinder. The intake pipe of the engine 1 is provided with an electronic throttle valve that adjusts the intake air amount of the engine 1 to change the engine speed of the engine 1. The engine 1 is controlled by the electronic control device 10.

  The torque converter 2 is a fluid power transmission device that transmits power through a fluid. The torque converter 2 has a pump impeller connected to the crankshaft of the engine 1, a turbine impeller connected to the input shaft of the automatic transmission 3 via the turbine shaft, and a one-way clutch to prevent rotation in one direction. The stator impeller is provided, and power is transmitted between the pump impeller and the turbine impeller via a fluid. A lock-up clutch is provided between the pump impeller and the turbine impeller to directly connect them. The lockup clutch is controlled by the hydraulic control device 5.

  The automatic transmission 3 is a multi-stage transmission in which any one of a plurality of gear stages (for example, six stages) is selected, and the rotation of the input shaft is shifted and transmitted to the output shaft 4. The automatic transmission 3 includes six forward gears from the first to sixth gears and one reverse gear depending on the engagement state between the sun gear, the carrier, and the ring gear or between them and the transmission case. A clutch and a brake for establishing any one of the gears are provided. Each of the sun gear, the carrier, and the ring gear is called a rotating element, and each of the clutch and the brake is called an engaging element.

  The hydraulic control device 5 includes a plurality of solenoids controlled by the electronic control device 10 and raises the transmission torque capacity of the engagement element of the automatic transmission 3 to shift the gear stage of the automatic transmission 3.

  The pedal opening sensor 20 outputs a pedal opening signal indicating the opening of the accelerator pedal. The vehicle speed sensor 21 outputs a vehicle speed signal indicating the speed of the vehicle. The engine speed sensor 22 outputs an engine speed signal indicating the speed of the engine 1. The front / rear G sensor 23 outputs a front / rear G signal indicating the front / rear G (front / rear acceleration) of the vehicle. The lateral G sensor 24 outputs a lateral G signal indicating the lateral G (lateral acceleration) of the vehicle. An ATF (Automatic transmission fluid) temperature sensor 25 outputs an ATF temperature signal indicating the temperature of the ATF filled in the automatic transmission 3. The engine water temperature sensor 26 outputs an engine water temperature signal indicating the temperature of the cooling water of the engine 1.

  The electronic control device 10 executes the shift control of the automatic transmission 3, the lockup clutch engagement control of the torque converter 2, the output control of the engine 1, and the like based on the output signals of these sensors 20-26. The electronic control unit 10 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and a microcomputer having an input / output interface, and the CPU is stored in the ROM. The above control is executed by performing signal processing according to a program.

  The electronic control device 10 includes a high response control permission determination unit 11, a target gear stage calculation unit 12, a target gear stage realization unit 13, and an engine control unit 14. The high response control permission determination unit 11 determines whether or not high response control of the engine 1 and the automatic transmission 3 can be executed based on output signals of the ATF temperature sensor 25 and the engine water temperature sensor 26, and the determination result. Is output to the target gear stage calculation unit 12, the target gear stage realization unit 13, and the hydraulic control device 5. The target gear speed calculation unit 12, the target gear speed realization unit 13, and the hydraulic control device 5 constitute a shift control unit that controls the automatic transmission 3.

  FIG. 2 is a flowchart showing the operation of the high response control permission determination unit 11. In FIG. 2, the high response control permission determination unit 11 determines whether or not the ATF temperature is equal to or higher than a predetermined temperature To (° C.) based on the ATF temperature signal from the ATF temperature sensor 25 in Step S1. If there is, the process proceeds to step S2, and if it is not equal to or greater than To, it is determined that the high response control is not possible, the high response control is not permitted in step S5, and the process returns to step S1. When the ATF temperature is lower than To, the viscosity of the ATF is high and there is a possibility that the automatic transmission 3 cannot be controlled with high accuracy and at high speed.

  In step S2, it is determined whether or not the engine water temperature is equal to or higher than a predetermined temperature Tw (° C.) based on the engine water temperature signal from the engine water temperature sensor 26. If it is equal to or higher than Tw, the process proceeds to step S3. Determines that high response control is not possible, disallows high response control in step S5, and returns to step S1. When the engine water temperature is lower than Tw, warm-up of the engine 1 is insufficient, and there is a possibility that the engine 1 cannot be controlled with high accuracy and at high speed.

  In step S3, it is determined whether or not there is a shift history of the gear stage of the automatic transmission 3 after the ignition switch (IG) is turned on. If there is a shift history, it is determined that high response control is possible. In step S4, high response control is permitted. When the high response control is permitted, blipping is executed when the automatic transmission 3 is shifted, and the increase rate of the transmission torque capacity during the shift is set large.

  If there is no shift history of the gear stage of the automatic transmission 3 in step S3, it is determined that high response control is not possible, and high response control is not permitted in step S5. If the gear stage of the automatic transmission 3 has not been changed even once after the ignition switch is turned on, the automatic transmission 3 is not sufficiently filled with the ATF, and the gear stage shift is performed with high accuracy. Since there is a possibility that it cannot be performed at high speed, high response control is not permitted. If the high response control is not permitted, blipping is not executed at the time of shifting of the automatic transmission 3, and the rate of increase of the transmission torque capacity at the time of shifting is set to a small value.

  The target gear stage calculation unit 12 determines the final target gear stage GST based on the output signals of the pedal opening sensor 20, the vehicle speed sensor 21, the front and rear G sensor 23 and the lateral G sensor 24, the determination result of the high response control permission determination unit 11, and the like. Is calculated.

  FIG. 3 is a flowchart showing the basic operation of the target gear stage calculation unit 12. In step S11, the target gear stage calculation unit 12 shows the pedal opening degree Acc [%] detected by the pedal opening degree sensor 20 and the vehicle speed V [km / h] detected by the vehicle speed sensor 21, for example, as shown in FIG. The basic target gear stage GSTB of the automatic transmission 3 is calculated based on a predetermined relationship (shift map) having such an upshift line (solid line) and a downshift line (broken line). For example, when the pedal opening degree Acc is constant, if the vehicle speed V increases and crosses the upshift line, the basic target gear stage GSTB is increased by one stage, and if the vehicle speed V decreases and crosses the downshift line, the basic target The gear stage GSTB is lowered by one stage.

  In step S <b> 12, the target gear stage calculation unit 12 calculates the upper limit gear stage GSL based on the output signals of the front and rear G sensor 23 and the lateral G sensor 24 and the determination result of the high response control permission determination unit 11. The upper limit gear stage GSL is a gear stage when the vehicle is re-accelerated after decelerating down and turning a corner. A method for calculating the upper limit gear stage GSL will be described in detail later.

  Next, in step S13, the target gear stage calculation unit 12 determines whether or not the basic target gear stage GSTB is a high speed stage equal to or higher than the upper limit gear stage GSL. If not, in step S14, the basic target gear stage GSTB is determined as the final target. The gear stage GSTL is set, and if the speed is high, the upper limit gear stage GSL is set as the final target gear stage GSTL in step S15. In step S16, the target gear stage calculation unit 12 outputs the final target gear stage GSTL to the target gear stage realization unit 13, and returns to step S11.

  The target gear stage realization unit 13 converts the final target gear stage GSTL calculated by the target gear stage calculation unit 12 into a solenoid pattern and outputs the solenoid pattern to the hydraulic control device 5. Further, when the high response control permission determination unit 11 permits the high response control, the target gear stage realization unit 13 outputs a blipping command signal for instructing the execution of blipping when the solenoid pattern is output. Output to the control unit 14.

  FIG. 5 is a flowchart showing the operation of the target gear stage realization unit 13. In FIG. 5, the target gear stage realization unit 13 stands by until the final target gear stage GSTL is updated in step S21, and when updated, converts the final target gear stage GSTL into a solenoid pattern in step S22.

  In step S23, it is determined whether or not high response control is permitted by the high response control permission determination unit 11. If not, the solenoid pattern is output to the hydraulic control device 5 in step S24, and the process returns to step S21. . The hydraulic control device 5 shifts the gear stage of the automatic transmission 3 to the final target gear stage GSTL according to the solenoid pattern given from the target gear stage realizing unit 13. At this time, since the high response control is not permitted, the hydraulic control device 5 raises the transmission torque capacity of the engagement element of the automatic transmission 3 at a relatively small increase rate and shifts the gear stage in a relatively long time.

  If it is determined in step S23 that the high response control is permitted, a solenoid pattern is output to the hydraulic control device 5 and a blipping command signal is output to the engine control unit 14 in step S25. The hydraulic control device 5 shifts the gear stage of the automatic transmission 3 to the final target gear stage GSTL according to the solenoid pattern given from the target gear stage realizing unit 13. At this time, since the high response control is permitted, the hydraulic control device 5 raises the transmission torque capacity of the engagement element of the automatic transmission 3 at a relatively large increase rate and shifts the gear stage in a relatively short time. Further, the engine control unit 14 controls the engine 1 in response to the blipping command signal, and executes blipping at the time of gear shift.

  The engine control unit 14 controls driving of the engine 1. Specifically, the engine control unit 14 has been experimentally or designally determined and stored in advance (that is, determined in advance) using the pedal opening (accelerator operation amount) Acc as a parameter. Based on the relationship (drive force map) (not shown) and the actual pedal opening degree Acc and the vehicle speed V, the target drive force Ft as the driver's drive request amount (that is, the driver request amount) for the vehicle is calculated. .

  For example, the driving force map is set so that the target driving force Ft increases as the vehicle speed V decreases or as the pedal opening degree Acc increases. The engine control unit 14 considers transmission loss, auxiliary load, gear stage of the automatic transmission 3, and the like so that the engine 1 output torque (engine torque) Te can be obtained as the target driving force Ft. In addition to controlling the opening and closing of the electronic throttle valve by an actuator, the fuel injection amount and injection timing by the fuel injection device are controlled, and the ignition timing by the ignition device is controlled.

  Further, the engine control unit 14 responds to the blipping command signal from the target gear stage realizing unit 13 so that the engine 1 and the rotation speed of the input shaft of the automatic transmission 3 are synchronized at the time of shifting. Blipping is performed to increase the number of revolutions.

  Next, the calculation method of the upper limit gear stage GSL in the target gear stage calculation unit 12 will be described in more detail. For example, the target gear stage calculation unit 12 determines the gear stage of the automatic transmission 3 (the gear ratio is also agreed) according to the shift map of FIG. )) To determine the gear position of the automatic transmission 3. That is, the target gear stage calculation unit 12 has a function of determining the gear stage of the automatic transmission 3 for realizing the drive request amount during re-acceleration (referred to as re-acceleration request amount) based on the deceleration G. .

  Specifically, based on the deceleration G at the time of entering the corner, the gear position of the automatic transmission 3 that matches the driver's intention to accelerate at the start after exiting the corner is determined. There is a correlation between the deceleration G when entering the corner and the amount of reacceleration required (for example, the amount of depression of the accelerator pedal at the time of reacceleration). Has been found.

  FIGS. 6A to 6C are diagrams showing changes in the acceleration of the vehicle at the corner. 6 (a) to 6 (c), the traveling from entering the corner to getting up through the corner can be roughly divided into four. That is, a section [1] that decelerates in preparation for entering the corner, a section [2] from the corner to the corner apex, a section [3] from the corner apex to the corner exit, and a section [4] that re-accelerates from the corner exit [4] ] Can be divided into four.

  6 (a) to 6 (c), when the vehicle enters the corner of the section [1], the front-rear G is exclusively the deceleration G, and when the corner turns of the section [2] and the section [3], the front-rear G and the left-right G The combined acceleration (referred to as the combined G) becomes the deceleration G, and the front-rear G is exclusively the acceleration when the corner rises in the section [4].

  In the examples of FIGS. 6A to 6C, the peak values of G before and after the section [1] are updated until the corner approach. For this reason, in the present embodiment, the reacceleration request amount is obtained based on the deceleration G (composite G) (hereinafter referred to as peak G) when the front and rear G have peak values. That is, each time the peak values of the front and rear G are updated, the reacceleration request amount is sequentially obtained based on the deceleration G.

  The re-acceleration request amount obtained based on the peak G may be expressed, for example, by an absolute value of the drive request amount. However, considering the adaptation for each vehicle type, for example, the maximum that can be generated at the vehicle speed V at that time It is preferable to represent the ratio of the target driving force Ft at the time of re-acceleration estimated at the time of corner rising with respect to the driving force (referred to as a driving force request ratio DRr [%]). The target gear stage calculation unit 12 obtains the gear stage of the automatic transmission 3 that can realize the driving force request ratio DRr.

  For example, the target gear stage calculation unit 12 obtains the highest vehicle speed side gear stage (highest gear stage) among the gear stages of the automatic transmission 3 that can achieve the driving force request ratio DRr. FIG. 7 shows a predetermined relationship between vehicle driving force (vehicle acceleration) and vehicle speed V that can be realized for each gear stage (for example, the first gear stage to the fourth gear stage) (drive for each gear stage). It is a figure which shows the driving force request | requirement ratio DRr on a force map). In FIG. 7, for example, when the driving force request ratio DRr is in the state of point A at a certain vehicle speed V, the target gear stage calculation unit 12 can achieve the driving force request ratio DRr at the first speed gear stage 1st. The second speed gear stage 2nd, which is the highest gear stage among the second speed gear stages 2nd, is selected as the gear stage of the automatic transmission 3 when the corner starts up.

  FIG. 8 is a flowchart showing downshift control during deceleration. In step S31 of FIG. 8, the target gear stage calculation unit 12 waits until the start condition is satisfied. The start condition is a condition for starting the downshift control at the time of deceleration. Specifically, it is determined whether or not the vehicle is decelerating. Whether or not the vehicle is decelerating is determined by comparing the front and rear G signal from the front and rear G sensor 23 with a predetermined threshold value, and indicates that the front and rear G signal is decelerating (deceleration G). When the magnitude is equal to or greater than a predetermined threshold and shows a significant value, it is determined that the vehicle is decelerating.

  When it is determined in step S31 that the start condition is satisfied, the target gear stage calculation unit 12 is based on the front / rear G signal detected by the front / rear G sensor 23 and the lateral G signal detected by the lateral G sensor 24 in step S32. Then, a composite G formed by combining the front and rear G and the lateral G is sequentially calculated, and it is determined whether or not the composite G is a minimum value in step S33. When the composite G is not the minimum value, the target gear stage calculation unit 12 calculates the driving force request ratio DRr at the time of reacceleration from the composite G in step S34.

  That is, the target gear stage calculation unit 12 accesses a map that defines a relationship between a predetermined composite G and a driving force request ratio at the time of reacceleration, and drives at the time of reacceleration corresponding to the calculated composite G. The force request ratio DRr is calculated. The driving force at the time of reacceleration is a driving force required for reacceleration when decelerating and entering the turning portion (curve) and then accelerating and exiting the turning portion. The driving force request ratio DRr at the time of reacceleration is expressed as a percentage when the maximum driving force at that time is 100, and is set in advance such that the driving force request ratio DRr at the time of reacceleration increases as the composite G increases. The Although the specific correspondence is arbitrary, it can also be defined to be a linear relationship with respect to the composite G, for example. A map that defines a preset relationship is stored in advance in the memory of the electronic control device 10.

  Next, the target gear stage calculation unit 12 calculates the sequential highest gear stage GShn capable of realizing the driving force request ratio DRr in step S35, and proceeds to step S38. The relationship between the driving force request ratio DRr and the gear stage capable of realizing this is also defined in advance in a map and stored in the memory, and the target gear stage calculation unit 12 accesses this map to calculate the calculated driving force request. The highest gear stage that can realize the ratio DRr is sequentially calculated as the highest gear stage GShn.

  For example, when the calculated driving force request ratio is 60% and the gear stage capable of realizing this is 1 to 4 stages, the target gear stage calculation unit 12 calculates 4 stages as the highest gear stage. In addition, when the calculated driving force request ratio is 80% and the gear stage capable of realizing this is 1 to 3 stages, the target gear stage calculation unit 12 calculates 3 stages as the highest gear stage.

  If the target gear stage calculation unit 12 determines that the composite G is a minimum value in step S33, the target gear stage calculation unit 12 calculates the driving force request ratio DRr at the time of reacceleration from the minimum value of the composite G in step S36, and step S37. In step S38, the highest gear stage GSh that can realize the required driving force ratio DRr is calculated, and the process proceeds to step S38.

  The target gear stage calculation unit 12 determines whether or not any of the update conditions (1) to (5) is satisfied in step S38, and the target gear stage GSt is determined according to the established update condition. Update.

  The update condition (1) is satisfied when the high response control is not permitted and the composite G updates the minimum value. When the deceleration G is a minimum value, the driver has loosened the brake pedal, and therefore it is necessary to start a shift for reacceleration. When this update condition (1) is satisfied, the target gear stage GSt is updated to the highest gear stage GSh.

  The update condition (2) is satisfied when the high response control is not permitted and the lateral G exceeds a predetermined threshold value. When the lateral G exceeds a predetermined threshold value, it is determined that the vehicle has started turning. Since there is a possibility that the vehicle will start turning without taking the minimum value of the deceleration G, if the speed change is not started unless the deceleration G takes the minimum value, it is difficult to reaccelerate because the gear stage is maintained as it is. Because it becomes. When this update condition (2) is satisfied, the target gear stage GSt is sequentially updated to the highest gear stage GShn.

  The update condition (3) is satisfied when high response control is not permitted and the relay gear must be passed. Depending on the automatic transmission 3, there is a relay gear stage that must be routed in order to downshift. When this update condition (3) is satisfied, the target gear stage GSt is sequentially updated to the highest gear stage GShn.

  The update condition (4) is satisfied when the high response control is not permitted and the vehicle speed V decreases. FIG. 9 shows a predetermined relationship between vehicle driving force (vehicle acceleration) and vehicle speed V that can be realized for each gear stage (for example, the first gear stage to the fifth gear stage) (drive for each gear stage). It is a figure which shows the driving force request | requirement ratio DRr on a force map). The broken line in FIG. 9 shows the case where the driving force request ratio DRr is 60%. When the driving force request ratio DRr is calculated to be 60% in step S34, the sequential highest gear stage GShn that can realize DRr = 60% changes according to the vehicle speed V. Therefore, when the vehicle speed V decreases at the intersection of the curve indicating the vehicle driving force (solid line) and the curve indicating the driving force request ratio DRr (broken line), it is assumed that the update condition (4) is satisfied, and the target gear stage GSt is successively set. Update to the highest gear stage GShn. These conditions (1) to (4) can be used alone or in combination with each other.

  Returning to FIG. 8, the update condition (5) is satisfied when the sequential shift condition is satisfied. The case where the sequential shift condition is satisfied is a case where the high response control is permitted and the sequential highest gear stage GShn is smaller than the previous target gear stage GSt. In a downshift with blipping, shifting time can be shortened by shifting gears one by one in turn, rather than shifting gears all at once. When this update condition (5) is satisfied, the target gear stage GSt is sequentially updated to the highest gear stage GShn.

  After the completion of step S38, the target gear stage calculation unit 12 determines whether or not the target gear stage GSt has been updated in step S39. If it has not been updated, the process returns to step S31, and if it has been updated, the process proceeds to step S40. move on. In step S40, it is determined whether or not the target gear stage GSt has been updated in the down direction. If the target gear stage GSt has been updated in the down direction, the upper limit gear stage GSL is updated with the target gear stage GSt in step S41. If not updated in the down direction, the held upper limit gear stage GSL is canceled in step S43, and the process returns to step S31.

  Next, the target gear stage calculation unit 12 determines whether or not an end condition is satisfied in step S42. This end condition is a condition that is paired with the start condition in step S31. Specifically, the target gear stage calculation unit 12 determines whether the vehicle has been decelerated and accelerated using the front / rear G signal from the front / rear G sensor 23. If the end condition is not satisfied, the target gear stage calculation unit 12 maintains the upper limit gear stage GSL as it is in step S44, and determines whether or not the turning travel is performed in step S45.

  Whether or not the vehicle is turning is determined using the lateral G signal from the lateral G sensor 24. If the vehicle is turning, the process returns to step S44, and the held upper gear stage GSL is continuously held to prepare for re-acceleration after the turn is completed. If the turning is finished, the process returns to step S32. If the end condition is satisfied in step S42, that is, if the deceleration is completed and the process proceeds to reacceleration, the held upper gear stage GSL is canceled in step S43, and the process proceeds to step S31. Return. Next, the update conditions (1) to (5) will be described in detail.

<Update condition (1)>
FIGS. 10A to 10D are time charts showing the downshift operation when the update condition (1) is satisfied. FIG. 10A shows the time change of the front-rear G detected by the front-rear G sensor 23. When the vehicle is accelerating, the front-rear G is a positive value, and when the vehicle is decelerating, the front-rear G is a negative value. It is assumed that the vehicle starts to decelerate from a certain point in time, and that the front and rear G become minimum values at a certain timing. It is assumed that the driver has loosened the brake pedal at the timing when the front and rear G becomes the minimum value.

  FIG. 10B shows a time change of the sequential highest gear stage GShn that can realize the driving force request ratio DRr at the time of reacceleration calculated from the front and rear G shown in FIG. As the deceleration increases, the gear stage GShn shifts to the lower speed side. For example, if deceleration is started while driving at 5 speeds, the deceleration increases sequentially and the gear stage GShn is also shifted from 5 speeds to 4 speeds to 3 speeds to 2 speeds accordingly. .

  FIG. 10C shows the downshift operation of the automatic transmission of the comparative example. In this comparative example, the automatic transmission 3 is downshifted each time so as to achieve the calculated target gear stage. The gear stage of the automatic transmission 3 is controlled to be shifted to the first, second, and third gears according to the target gear that is sequentially calculated. The first shift is a downshift from 5 to 4 steps, the second shift is a downshift from 4 to 3 steps, and the third shift is a downshift from 3 to 2 steps. Since no blipping is performed at the time of shifting, a relatively long time is required for each shifting. Further, if a downshift is performed each time, the next shift cannot be performed until one shift is completed, so that it takes time until all the shifts are finally completed.

  FIG. 10D shows the downshift operation of the automatic transmission 3 according to the present embodiment. In the present embodiment, the target gear stage GSt is calculated each time according to the front and rear G, and the shift control is performed from the current gear stage to the final target gear stage GSt at a time when the front and rear G becomes a minimum value. For example, in the case of sequential shift, where 5 steps → 4 steps → 3 steps → 2 steps should be performed, in FIG. As described above, in the present embodiment, when the high response control is not permitted, the shift time becomes longer when the sequential shift is performed, and therefore, the collective shift is performed from the fifth step to the second step at the timing when the front and rear G are minimized.

<Update condition (2)>
FIGS. 11A to 11C are time charts showing the downshift operation when the update condition (2) is satisfied. FIG. 11A shows temporal changes between the front and rear G detected by the front and rear G sensor 23 and the lateral G detected by the lateral G sensor 24. It is assumed that the vehicle starts to decelerate from a certain point and the deceleration increases sequentially. That is, it is assumed that the minimum value is not taken as shown in FIG. The vehicle starts to turn from a certain point in time, and the lateral G exceeds a predetermined threshold at a certain timing.

  FIG. 11B shows the time of the sequential highest gear stage GShn that can realize the driving force request ratio DRr at the time of reacceleration obtained from the front and rear G shown in FIG. It shows a change. The sequential highest gear stage GShn is calculated each time according to the front and rear G. As the deceleration increases, the gear stage GShn shifts to the lower speed side. For example, if deceleration is started while driving at 5 speeds, the deceleration increases sequentially and the gear stage GShn is also shifted from 5 speeds to 4 speeds to 3 speeds to 2 speeds accordingly. .

  FIG. 11 (c) shows a state in which shifting is performed from the current gear stage to the target gear stage GSt at a time when the lateral G exceeds a predetermined threshold value. In the renewal condition (1), the collective shift is performed at the timing when the front and rear G becomes the minimum, but in the case where the deceleration increases monotonically without taking the minimum value as shown in FIG. Assuming that the collective shifting is performed at a timing when G becomes the minimum, the shifting is not executed indefinitely. Therefore, under the update condition (2), the collective shift is performed at the timing when the lateral G exceeds a predetermined threshold value. As a result, even if the front and rear G does not become a minimum value, the gear stage can be downshifted by a collective shift.

<Update condition (3)>
FIGS. 12A to 12C are time charts showing the downshift operation when the update condition (3) is satisfied. FIG. 12A shows the temporal change of the front and rear G detected by the front and rear G sensor 23. The front and rear G are changed in the same manner as in FIG. 10A and become minimum values at a certain timing. FIG. 12B shows a time change of the sequential highest gear stage GShn that can realize the driving force request ratio DRr at the time of reacceleration calculated from the front and rear G shown in FIG. The sequential highest gear stage GShn changes in the same manner as in FIG. 10B, and shifts from the fifth stage to the fourth stage to the third stage to the second stage and shifts to the low speed side.

  FIG. 12C shows the downshift operation of the automatic transmission of the comparative example. In this comparative example, when shifting from the current gear stage to the target gear stage at the timing when the front and rear G takes the minimum value, the transmission is shifted via the relay gear stage due to the structure of the automatic transmission 3. For example, if the automatic transmission 3 is to be shifted all at once from 5 to 5 and cannot be shifted to 2 unless it goes through the 4th, the gear is first shifted from 5 to 4 and then 4 To 2 speeds. In this case, it is necessary to go through a relay gear stage, and a shift delay occurs as in a kind of sequential shift. In other words, since shifting from the fifth speed to the fourth speed is completed and then shifting to the second speed, it takes time to finally shift to the second speed.

  FIG. 12D shows a downshift operation of the automatic transmission 3 according to the present embodiment. In this embodiment, at the timing when the target gear stage calculated each time coincides with the relay gear stage (the timing when the update requirement (3) is satisfied), it is once shifted down to the relay gear stage. At the same time (the timing at which the update requirement (1) is satisfied). Since the downshift to the relay gear stage is performed in advance, the gears can be collectively shifted to the target gear stage GSt without passing through the relay gear stage when the front and rear G are minimized. For example, the speed is changed from 5 to 4 in advance as a relay gear, and the speed is changed from 4 to 2 at a time when the front / rear G signal 100 is minimized. Thereby, a shift delay due to a sequential shift can be prevented.

<Update condition (4)>
FIGS. 13A to 13C are time charts showing the downshift operation when the update condition (4) is satisfied. FIG. 13A shows the time change of the front and rear G detected by the front and rear G sensor 23. The front and rear G are changed in the same manner as in FIG. 10A and become minimum values at a certain timing. FIG. 13B shows a time change of the sequential highest gear stage GShn that can realize the driving force request ratio DRr at the time of reacceleration calculated from the front and rear G shown in FIG. The sequential highest gear stage GShn changes in the same manner as in FIG. 10B, and shifts from the fifth stage to the fourth stage to the third stage to the second stage and shifts to the low speed side.

  FIG. 13C shows the downshift operation of the automatic transmission 3. It is assumed that the vehicle speed V drops below the vehicle speed V4 of FIG. 9 at a certain time t0 when the sequential highest gear stage GShn is 4 stages. At this point in time t0 (timing when the update requirement (4) is satisfied), it is once shifted down to four steps, and after that, when the front and rear G become the minimum (timing when the update requirement (1) is satisfied), the second to fourth steps Change the speed at once. Thereby, a shift delay due to a sequential shift can be prevented.

  Note that any one of the update conditions (1) to (4) can be used alone, or two, three, or four of the update conditions can be used in combination. it can.

<Update condition (5)>
FIGS. 14A to 14C are time charts showing the downshift operation when the update condition (5) is satisfied. FIG. 14A shows the time change of the front-rear G detected by the front-rear G sensor 23. The front and rear G are changed in the same manner as in FIG. 10A and become minimum values at a certain timing. FIG. 13B shows a time change of the sequential highest gear stage GShn that can realize the driving force request ratio DRr at the time of reacceleration calculated from the front and rear G shown in FIG. The sequential highest gear stage GShn changes in the same manner as in FIG. 10B, and shifts from the fifth stage to the fourth stage to the third stage to the second stage and shifts to the low speed side.

  In the above update conditions (1) to (4), high response control is not permitted and blipping is not performed at the time of shifting, but in this update condition (5), high response control is permitted and blipping is performed. . As described above, when carrying out blipping, even if the rate of increase in the transmission torque capacity of the engagement element of the automatic transmission 3 is increased, it is possible to shift without causing a feeling of deceleration, and to shorten the shift time. Can do. In downshift with blipping, the shift time depends on the amount of engine blow-up. Further, the method of collectively shifting the gear stages of the automatic transmission 3 has a large engine blow-up amount at the time of blipping, whereas the method of shifting the gear stages of the automatic transmission 3 one by one in order is used at the time of blipping. Engine blow-up amount is small. For this reason, in downshifting with blipping, if the gear stage is changed at once, the shift time becomes longer than when the gear stage is changed one by one in turn.

  Therefore, in the present embodiment, as shown in FIG. 14C, when the high response control is permitted and blipping is executed at the time of shifting, the target every time the highest highest gear stage GShn is sequentially shifted to the low speed side. The gear stage GSt is also shifted to the low speed side, and the gear stage of the automatic transmission 3 is downshifted each time. As a result, as shown in FIG. 14 (d), it is possible to perform a downshift more quickly than when performing a collective shift when the longitudinal G is at a minimum value.

  FIGS. 15A to 15C are time charts showing the downshift operation when the update condition (5) is satisfied. 15A shows the opening degree of the electronic throttle of the engine 1, FIG. 15B shows the release side clutch pressure of the automatic transmission 3, and FIG. 15C shows the engagement side clutch of the automatic transmission 3. Pressure. First, at time t0, the pressure of the disengagement side clutch (for example, a five-stage clutch) of the automatic transmission 3 is gradually decreased from a predetermined pressure toward zero. When the disengagement side clutch is released at time t1, the electronic throttle of the engine 1 is opened at a predetermined opening for a predetermined time, and the rotational speed of the engine 1 is increased (blipping). Next, the pressure of the engagement side clutch (for example, a four-stage clutch) of the automatic transmission 3 is gradually increased from 0 toward a predetermined pressure. When the engagement side clutch is engaged at time t2, the downshift is completed.

  As described above, in the present embodiment, the target gear stage GSt of the automatic transmission 3 is sequentially calculated, and when the high response control is not possible, the gear stage of the automatic transmission 3 is set at the timing at which the deceleration becomes the minimum value. When the gear shift to the target gear stage GSt is performed at once and the high response control is possible, the gear stage of the automatic transmission is sequentially shifted to the target gear stage GSt, so that the shift time can be shortened.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 1 Engine, 2 Torque converter, 3 Automatic transmission, 4 Output shaft, 5 Hydraulic control apparatus, 10 Electronic control apparatus, 11 High response control permission determination part, 12 Target gear stage calculation part, 13 Target gear stage realization part, 14 Engine Control unit, 20 pedal opening sensor, 21 vehicle speed sensor, 22 engine speed sensor, 23 front-rear G sensor, 24 lateral G sensor, 25 ATF temperature sensor, 26 engine water temperature sensor.

Claims (1)

A vehicle control device including an engine and an automatic transmission,
A target gear stage of the automatic transmission at the time of reacceleration is sequentially calculated based on the deceleration of the vehicle, and the engine speed and the rotation speed of the input shaft of the automatic transmission are synchronized. In a first case where a permission condition for allowing a blipping operation for increasing the rotational speed and an increase rate of the transmission torque capacity of the engagement element of the automatic transmission is satisfied , Each time the target gear stage is changed, the gear stage of the automatic transmission is shifted to the target gear stage, and in the second case where the permission condition is not satisfied, the timing at which the deceleration becomes a minimum value A shift control unit for collectively shifting the gear stage of the automatic transmission to the target gear stage;
It said first case executes the blipping operation during shifting of the gear position of the automatic transmission, when the second comprises an engine control unit which does not perform the blipping operation, the control device of the vehicle.

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