JP6521492B1 - Vehicle control device - Google Patents

Abstract

The control of a vehicle attitude and the change of a transmission gear ratio of an automatic transmission are simultaneously executed to suppress overlapping of a torque reduction request for a vehicle attitude control and a change of a transmission gear ratio, thereby reducing the driver's intention. Provided is a control device of a vehicle capable of preventing control of a non-following vehicle posture. A control device of a vehicle (1) includes an engine (4), a wheel (2), and a continuously variable transmission (16) provided on a power transmission path between the engine and the wheel. When the TCM (18) that changes the gear ratio of the step speed transmission and the steering angle related value related to the steering angle increase, the vehicle attitude is controlled by causing the vehicle to decelerate by the reduction of the generated torque of the engine. And a PCM (14) for suppressing a change in the transmission ratio of the continuously variable transmission by the TCM during control of the vehicle attitude. [Selected figure] Figure 5

Description

  The present invention relates to a control device for a vehicle, and more particularly to a control device for a vehicle that controls the posture of a vehicle by causing the vehicle to decelerate due to a reduction in generated torque of a drive source.

  Conventionally, when the behavior of the vehicle becomes unstable due to slip or the like, a technique (e.g., a skid prevention device) for controlling the behavior of the vehicle in a safe direction is known. Specifically, there is known one that detects occurrence of understeer or oversteer behavior in the vehicle at the time of cornering of the vehicle, etc., and applies appropriate deceleration to the wheels so as to suppress them. ing.

  On the other hand, unlike the control for improving the safety in the traveling state where the behavior of the vehicle becomes unstable as described above, a series of operations (braking, etc.) by the driver when cornering the vehicle in the normal traveling state Vehicle motion control device that adjusts the deceleration at the time of cornering to adjust the load applied to the front wheels, which are steered wheels, so that steering cuts, accelerations, and steering returns are natural and stable. It has been known.

  Furthermore, by reducing the generated torque of the engine or motor according to the yaw rate related amount (for example, yaw acceleration) corresponding to the steering operation of the driver, deceleration is rapidly generated in the vehicle when the driver starts steering operation. A vehicle behavior control device has been proposed in which a sufficient load is quickly applied to the front wheels that are steered wheels (see, for example, Patent Document 1). According to this device, by rapidly applying a load to the front wheels at the start of steering operation, the frictional force between the front wheels and the road surface is increased, and the cornering force of the front wheels is increased. As a result, the responsiveness is improved, and the responsiveness to steering operation (that is, the steering stability) is improved. Thereby, control of the vehicle posture in line with the driver's intention can be realized.

Patent No. 6112304 specification

  However, when the change of the transmission gear ratio of the automatic transmission and the torque reduction request for vehicle attitude control as described in the above-mentioned Patent Document 1 overlap, the amount of reduction of the generated torque necessary for the control of the vehicle attitude However, the actual torque reduction may be insufficient or excessive, and the target deceleration may not be obtained in the control of the vehicle attitude.

  The present invention has been made to solve the problems of the prior art described above, and torque reduction for vehicle attitude control is achieved by simultaneously executing control of the vehicle attitude and changing of the transmission ratio of the automatic transmission. An object of the present invention is to provide a control device of a vehicle capable of suppressing the duplication of the request and the change of the transmission ratio, and preventing the control of the vehicle posture not conforming to the driver's intention.

In order to achieve the above object, a control device of a vehicle according to the present invention comprises a drive source, a wheel, an automatic transmission provided on a power transmission path between the drive source and the wheel, and an automatic transmission Vehicle speed control means for controlling the vehicle attitude by causing the vehicle to decelerate by decreasing the generated torque of the drive source when the gear ratio changing means and the steering angle related value related to the steering angle increase; The control device for a vehicle, further comprising: suppression means for suppressing a change in the transmission ratio of the automatic transmission by the transmission means during control of the vehicle attitude by the vehicle attitude control means.
In the present invention configured as described above, since the suppression means suppresses the change of the transmission gear ratio of the automatic transmission by the transmission means during control of the vehicle attitude, the torque reduction request for the vehicle attitude control and the automatic transmission It is possible to avoid duplication with the change of the transmission ratio. As a result, it is possible to obtain a target deceleration in the control of the vehicle attitude, and to realize the control of the vehicle attitude in line with the driver's intention.

Further, in the present invention, preferably, the suppression means suppresses the change of the transmission ratio of the automatic transmission by the transmission means when the reduction rate of the generated torque of the drive source by the vehicle attitude control means is equal to or more than a predetermined value.
In the present invention configured as described above, the suppression unit suppresses the change of the transmission ratio of the automatic transmission by the transmission unit when the reduction rate of the generation torque of the drive source by the vehicle attitude control unit is equal to or more than a predetermined value. Therefore, when the reduction of the generated torque of the drive source rises in the initial control of the vehicle attitude, it is possible to suppress the change of the transmission ratio of the automatic transmission. As a result, the torque reduction request for vehicle attitude control and the change of the transmission gear ratio of the automatic transmission at the initial stage of control important in the control of the vehicle attitude according to the driver's intention while shortening the suppression period of the change of the transmission ratio Duplicates can be avoided.

  In the present invention, preferably, the suppression is performed by prohibiting change of the transmission ratio of the automatic transmission, delaying the start timing of change of the transmission ratio, decreasing the change ratio of the transmission ratio, or reducing the change frequency of the transmission ratio. At least one of them should be included.

In another aspect, the control device for a vehicle according to the present invention changes the transmission ratio of an automatic transmission, an automatic transmission provided on a drive source, a wheel, and a power transmission path between the drive source and the wheel. And vehicle attitude control means for controlling the attitude of the vehicle by causing the vehicle to decelerate by decreasing the generated torque of the drive source when the steering angle related value associated with the steering angle increases. The control device further includes a suppression unit that suppresses control of the vehicle attitude by the vehicle attitude control unit during change of the transmission ratio of the automatic transmission by the transmission unit.
In the present invention configured as described above, since the suppressing means suppresses the control of the vehicle attitude by the vehicle attitude control means while the change gear ratio of the automatic transmission is being changed by the transmission means, the torque for the vehicle attitude control is It is possible to avoid duplication of the drop demand and the change of the transmission gear ratio of the automatic transmission. Thus, it is possible to suppress the occurrence of deceleration different from the target in the control of the vehicle attitude, and to prevent the control of the vehicle attitude not conforming to the driver's intention.

In the present invention, preferably, the suppressing means suppresses the control of the vehicle attitude by the vehicle attitude control means when the speed of change of the transmission gear ratio of the automatic transmission by the transmission means is equal to or more than a predetermined value.
In the present invention configured as described above, the suppression means suppresses the control of the vehicle attitude by the vehicle attitude control means when the change speed of the transmission gear ratio of the automatic transmission by the transmission means is equal to or more than a predetermined value. For example, when the load of the drive source is rapidly increased due to the depression of the accelerator pedal and the gear ratio changes largely in response to the change of the load, the control of the vehicle posture can be suppressed. Thereby, when the change speed of the transmission ratio of the automatic transmission is high, it is possible to avoid overlapping of the torque reduction request for vehicle attitude control and the change of the transmission ratio of the automatic transmission.

In another aspect, the control device of a vehicle according to the present invention includes a drive source, a wheel, a steering wheel operated by a driver, a steering angle detection means for detecting a steering angle corresponding to an operation of the steering wheel, and a drive source. Of the steering wheel on the basis of the continuously variable transmission provided on the power transmission path between the wheel and the wheel, the transmission means for changing the transmission ratio of the continuously variable transmission, and the steering angle detected by the steering angle detection means. A vehicle control apparatus comprising: vehicle attitude control means for controlling a vehicle attitude by causing the vehicle to generate deceleration by a decrease in generated torque of a drive source when a cutting operation is determined; when the operation stroke steering angle of the steering wheel from the straight state of substantially zero is determined, and starts the control of the vehicle attitude, in control of the vehicle attitude, the shift means That further comprises a suppression means for suppressing change of the gear ratio of the continuously variable transmission.
In the present invention configured as described above, the suppression means suppresses the change of the transmission ratio of the continuously variable transmission by the transmission means during control of the vehicle attitude, so that the torque reduction request for the vehicle attitude control and the steplessness are continuously variable. The duplication with the change of the transmission gear ratio can be avoided. As a result, it is possible to obtain a target deceleration in the control of the vehicle attitude, and to realize the control of the vehicle attitude in line with the driver's intention.

  Further, in the present invention, preferably, the continuously variable transmission has an auxiliary transmission having a plurality of shift speeds, and the suppressing means may suppress switching of the shift speeds of the auxiliary transmission.

In another aspect, the control device of a vehicle according to the present invention includes a drive source, a wheel, a steering wheel operated by a driver, a steering angle detection means for detecting a steering angle corresponding to an operation of the steering wheel, and a drive source. Steering wheel based on a continuously variable transmission provided on a power transmission path between the wheel and the wheel, a transmission means for changing the transmission gear ratio of the continuously variable transmission, and a steering angle detected by a steering angle detection means when turning operation of is determined, a control apparatus for a vehicle and a vehicle attitude control means for controlling the vehicle posture by generating the deceleration of the vehicle due to a decrease in torque generated in the drive source, the vehicle attitude control It means, when the operation stroke steering angle of the steering wheel from the straight state of substantially zero is determined, and starts to control the vehicle attitude, the continuously variable transmission by the shift means of the transmission ratio Sarachu further comprises suppression means for suppressing the control of the vehicle attitude due to the vehicle attitude control means.
In the present invention configured as described above, the suppression means suppresses the control of the vehicle attitude by the vehicle attitude control means while the change gear ratio of the continuously variable transmission is being changed by the transmission means. It is possible to avoid overlapping of the torque reduction request and the change of the transmission ratio of the continuously variable transmission. Thus, it is possible to suppress the occurrence of deceleration different from the target in the control of the vehicle attitude, and to prevent the control of the vehicle attitude not conforming to the driver's intention.

  Further, in the present invention, preferably, the vehicle attitude control means controls the vehicle attitude by causing the vehicle to generate deceleration when the steering operation is performed.

  Further, in the present invention, preferably, the steering angle related value is a steering angle.

  According to the control device for a vehicle according to the present invention, the control of the vehicle attitude and the change of the transmission gear ratio of the automatic transmission are simultaneously executed, so that the torque reduction request for the vehicle attitude control and the change of the transmission gear ratio overlap. Can be suppressed, and control of the vehicle attitude not conforming to the driver's intention can be prevented.

1 is a block diagram showing an overall configuration of a vehicle equipped with a control device of a vehicle according to an embodiment of the present invention. It is a block diagram showing the electric composition of the control device of the vehicles by the embodiment of the present invention. 5 is a transmission map for determining a transmission gear ratio of an automatic transmission according to an embodiment of the present invention. It is a flowchart of attitude control processing according to an embodiment of the present invention. It is a flowchart of torque reduction amount determination processing according to the first embodiment of the present invention. It is the map which showed the relationship between the target additional deceleration and steering speed by 1st Embodiment of this invention. It is the time chart which showed the time change of the parameter about the vehicle attitude control and gear ratio in, when the vehicles carrying the control device of the vehicles by a 1st embodiment of the present invention turn. It is a flowchart of the torque reduction amount determination process by 2nd Embodiment of this invention. It is the time chart which showed the time change of the parameter about the vehicle attitude control, and the gear ratio in, when the vehicles carrying the control device of the vehicles by a 2nd embodiment of the present invention turn.

  Hereinafter, a control device for a vehicle according to an embodiment of the present invention will be described with reference to the attached drawings.

<System configuration>
First, a system configuration of a vehicle equipped with a control device for a vehicle according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a block diagram showing the overall configuration of a vehicle equipped with a control device for a vehicle according to an embodiment of the present invention.

  In FIG. 1, the code | symbol 1 shows the vehicle carrying the control apparatus of the vehicle by this embodiment. An engine 4 is mounted on a front portion of the vehicle body of the vehicle 1 as a drive source for driving drive wheels (the front wheels 2 on the left and right in the example of FIG. 1). The engine 4 is an internal combustion engine such as a gasoline engine or a diesel engine. As a drive source, a motor can be used in addition to the internal combustion engine.

  The vehicle 1 also includes a steering angle sensor 8 that detects the rotation angle of a steering column (not shown) connected to the steering wheel 6, an accelerator opening sensor 10 that detects the opening of the accelerator pedal (accelerator opening), And, it has the vehicle speed sensor 12 which detects the vehicle speed. Each of these sensors outputs the detected value to a PCM (Power-train Control Module) 14.

Further, the vehicle 1 includes a continuously variable transmission 16 that is an automatic transmission provided on a power transmission path between the engine 4 and the drive wheels, and a TCM 18 (Transmission Control Module) that controls the continuously variable transmission 16. Is equipped. The TCM 18 functions as a transmission in the present invention.
The continuously variable transmission 16 is provided such that the torque converter 20 connected to the output shaft of the engine 4, the primary pulley 22 connected to the output side of the torque converter 20, and the rotation axis are parallel to the primary pulley 22. The secondary pulley 24, the V-belt 26 wound around the primary pulley 22 and the secondary pulley 24, and the auxiliary transmission 28 connected to the downstream side of the secondary pulley 24 are provided.
The transmission ratio of the continuously variable transmission 16 is continuously variable by changing the width of the V groove of the primary pulley 22 and the secondary pulley 24 and changing the winding diameter of the V belt 26 in each of the primary pulley 22 and the secondary pulley 24. Can be changed to The widths of the V grooves of the primary pulley 22 and the secondary pulley 24 are controlled by the hydraulic pressure supplied from the hydraulic control valve. For example, when changing the gear ratio to the high speed side, the hydraulic control valve is controlled so that the hydraulic pressure supply to the primary pulley 22 is increased, and when changing the gear ratio to the low speed side, to the primary pulley 22 Control the hydraulic control valve so that the hydraulic supply is reduced. Further, the auxiliary transmission 28 is a transmission having a plurality of shift speeds, and is configured using, for example, a planetary gear mechanism.

Next, an electrical configuration of a control device for a vehicle according to an embodiment of the present invention will be described with reference to FIG. FIG. 2 is a block diagram showing an electrical configuration of a control device of a vehicle according to an embodiment of the present invention.
The PCM 14 (control device for a vehicle) according to the present embodiment is not limited to the detection signals of the sensors 8 to 12 described above, but may also be used to detect each part of the engine 4 (e.g. A control signal is output to control the throttle valve, the turbocharger, the variable valve mechanism, the ignition device, the fuel injection valve, the EGR device, etc.) and the TCM 18.
The PCM 14 includes one or more processors, various programs interpreted and executed on the processors (including a basic control program such as an OS, and an application program activated on the OS to realize a specific function), and various programs and various other programs. The computer comprises an internal memory such as a ROM or a RAM for storing data of
Although the details will be described later, the PCM 14 corresponds to a control device of a vehicle in the present invention, and functions as a vehicle attitude control means and a suppression means.

FIG. 3 is a shift map for determining the transmission ratio of the continuously variable transmission 16 according to an embodiment of the present invention. As shown in FIG. 3, in the shift map, the horizontal axis represents the vehicle speed, and the vertical axis represents the primary rotation number indicating the number of rotations of the primary pulley 22. A shift line is set for each different load in the area between the line and the line. In FIG. 3, only three types of shift lines, low load, medium load, and high load, are shown as an example.
The TCM 18 changes the transmission ratio of the continuously variable transmission 16 in accordance with the transmission line according to the vehicle speed and the load with reference to the transmission map as shown in FIG.

<Content of control according to the present embodiment>
Next, specific control contents executed by the control device of the vehicle will be described.
First, the overall flow of the attitude control process performed by the control device of the vehicle in the embodiment of the present invention will be described with reference to FIG. FIG. 4 is a flowchart of attitude control processing according to an embodiment of the present invention.

The attitude control process of FIG. 4 is activated when the ignition of the vehicle 1 is turned on and the control device of the vehicle is turned on, and is repeatedly executed in a predetermined cycle (for example, 50 ms).
When the attitude control process is started, as shown in FIG. 4, the PCM 14 acquires various sensor information regarding the driving state of the vehicle 1 in step S1. Specifically, the PCM 14 is currently set in the steering angle detected by the steering angle sensor 8, the accelerator opening detected by the accelerator opening sensor 10, the vehicle speed detected by the vehicle speed sensor 12, and the continuously variable transmission 16 of the vehicle 1 The detection signals output from the above-described various sensors and the control signals output from the TCM 18 including the transmission gear ratio and the like are acquired as information related to the driving state.

  Next, in step S2, the PCM 14 sets a target acceleration based on the driving state of the vehicle 1 including the operation of the accelerator pedal acquired in step S1. Specifically, the PCM 14 is an acceleration corresponding to the current vehicle speed and gear ratio out of acceleration characteristic maps (previously created and stored in a memory or the like) defined for various vehicle speeds and various gear ratios. The characteristic map is selected, and the target acceleration corresponding to the current accelerator opening degree is determined with reference to the selected acceleration characteristic map.

  Next, in step S3, the PCM 14 determines a basic target torque of the engine 4 for achieving the target acceleration determined in step S2. In this case, the PCM 14 determines a basic target torque within the range of torque that the engine 4 can output based on the current vehicle speed, gear ratio, road surface slope, road surface μ, and the like.

  Further, in parallel with the processes of steps S2 and S3, in step S4, the PCM 14 executes the torque reduction amount determination process, and generates deceleration in the vehicle 1 based on the value related to the steering angle (steering angle related value). To determine the amount of torque reduction necessary to control the vehicle attitude. In the present embodiment, the case where the steering angle is used as the steering angle related value will be described. Details of the torque reduction amount determination process will be described later.

  Next, in step S5, the PCM 14 determines a final target torque based on the basic target torque determined in step S3 and the torque reduction amount determined in step S4.

Next, in step S6, the PCM 14 controls the engine 4 to output the final target torque set in step S5. Specifically, the PCM 14 calculates various state quantities (for example, air charge amount, fuel injection amount, etc.) required to realize the final target torque based on the final target torque set in step S5 and the engine speed. The intake air temperature, the oxygen concentration, etc.) are determined, and the actuators that drive the respective components of the engine 4 are controlled based on the state quantities. In this case, the PCM 14 sets the limit value and the limit range according to the state amount, and executes control by setting the control amount of each actuator such that the state value complies with the limit value and the limit by the limit range.
More specifically, when the engine 4 is a gasoline engine, when the final target torque is determined by subtracting the torque reduction amount from the basic target torque, the PCM 14 retains the ignition timing of the spark plug and the basic target torque as it is. By retarding (retarding) the ignition timing when the final target torque is set, the generated torque of the engine 4 is reduced.
When the engine 4 is a diesel engine and the final target torque is determined by subtracting the torque reduction amount from the basic target torque, the PCM 14 uses the fuel injection amount as the final target torque. The generated torque of the engine 4 is reduced by reducing the amount of fuel injection at that time.
After step S6, the PCM 14 ends the attitude control process.

First Embodiment
Next, with reference to FIGS. 5 and 6, the torque reduction amount determination process in the first embodiment of the present invention will be described in detail.
FIG. 5 is a flowchart of a torque reduction amount determination process according to the first embodiment of the present invention, and FIG. 6 is a map showing the relationship between the target additional deceleration and the steering speed according to the first embodiment of the present invention. .

When the torque reduction amount determination process is started, in step S21, the PCM 14 determines whether the steering speed (e.g., the change speed of the steering angle calculated from the steering angle acquired in step S1) is equal to or greater than a predetermined value T _S. judge. When the steering speed is equal to or greater than T _S , the steering operation of the steering is performed.
As a result, when the steering speed is equal to or higher than T _S , the process proceeds to step S22, and the PCM 14 sets a target additional deceleration based on the steering speed. The target additional deceleration is a deceleration that should be added to the vehicle in response to the steering operation in order to control the vehicle attitude in accordance with the driver's intention.
Basically, the PCM 14 obtains a target additional deceleration corresponding to the current steering speed, based on the relationship between the target additional deceleration and the steering speed shown in the map of FIG. In FIG. 6, the horizontal axis indicates the steering speed, and the vertical axis indicates the target additional deceleration. As shown in FIG. 6, as the steering speed increases, the target additional deceleration corresponding to the steering speed asymptotically approaches a predetermined upper limit (for example, 0.5 m / s ² ). Specifically, the target additional deceleration increases as the steering speed increases, and the increase rate of the increase decreases.

  Next, in step S23, the PCM 14 determines whether the TCM 18 outputs a control signal for instructing the continuously variable transmission 16 to change the gear ratio. As a result, when the control signal instructing the change of the transmission ratio is outputted, the process proceeds to step S24, and the PCM 14 suppresses the change of the transmission ratio of the continuously variable transmission 16 by the TCM 18. For example, the PCM 14 outputs to the TCM 18 a control signal for prohibiting the change of the transmission ratio. In response to this, the TCM 18 interrupts the transmission ratio change instruction to the continuously variable transmission 16 and maintains the current transmission ratio of the continuously variable transmission 16.

  Next, in step S25, the PCM 14 determines a torque reduction amount based on the target additional deceleration set in step S22. Specifically, the PCM 14 reduces the amount of torque reduction required to achieve the target additional deceleration due to the reduction of the generated torque of the engine 4 into the current vehicle speed, gear ratio, road surface gradient, etc. acquired in step S1. Determine based on

In step S23, if the TCM 18 does not output a control signal instructing the continuously variable transmission 16 to change the gear ratio, the process proceeds to step S25, and the PCM 14 performs torque based on the target additional deceleration set in step S22. Determine the amount of reduction.
After step S25, the PCM 14 ends the torque reduction amount determination process and returns to the main routine.

In step S21, when the steering speed is less than T _S , the PCM 14 ends the torque reduction amount determination processing without determining the torque reduction amount, and returns to the main routine. That is, the PCM 14 does not control the vehicle attitude.

  Next, the operation of the control system for a vehicle according to the first embodiment of the present invention will be described with reference to FIG. FIG. 7 is a time chart showing time-dependent changes of parameters relating to vehicle attitude control and gear ratio when the vehicle equipped with the control system of the vehicle according to the first embodiment of the present invention turns. In FIG. 7, (a) is a chart showing the change of the steering angle of the vehicle turning, (b) is a chart showing the change of the target additional deceleration set based on the steering speed, (c) is the torque reduction amount FIG. 7 is a chart showing the change of the torque reduction amount determined by the determination process, and FIG. 7 (d) is a chart showing the change of the transmission ratio of the continuously variable transmission 16.

As shown in the chart (a) of FIG. 7, when the steering angle increases above the steering speed T _S from time t1 to t2, as shown in the chart (b), target addition reduction by the PCM 14 in the torque reduction amount determination processing The speed is set, and as shown in chart (c), the amount of torque reduction required to achieve the target additional deceleration is determined.

Here, as indicated by a broken line in the chart (d), it is assumed that the gear ratio based on the shift map as shown in FIG. 3 changes from the low speed side to the high speed side from time t1 to t2.
In this case, the PCM 14 changes the transmission ratio of the continuously variable transmission 16 by the TCM 18 while setting the target additional deceleration from time t1 to t2 and determining the torque reduction amount (that is, during control of the vehicle attitude by the PCM 14). Suppress. Therefore, as shown by the solid line in the chart (d), the TCM 18 does not change the transmission ratio of the continuously variable transmission 16 from time t1 to t2.

  As described above, according to the first embodiment of the present invention, the PCM 14 suppresses the change of the transmission ratio of the continuously variable transmission 16 by the TCM 18 during the control of the vehicle attitude, so the transmission ratio of the continuously variable transmission 16 It is possible to avoid the duplication of the change of and the torque reduction request for the vehicle attitude control. As a result, it is possible to obtain a target deceleration in the control of the vehicle attitude, and to realize the control of the vehicle attitude in line with the driver's intention.

Second Embodiment
Next, a second embodiment of the present invention will be described with reference to FIGS. 8 and 9. FIG. 8 is a flowchart of a torque reduction amount determination process according to the second embodiment of the present invention, and FIG. 9 is a vehicle attitude control in the case where a vehicle equipped with the control device of the vehicle according to the second embodiment of the present invention And the time change of the transmission ratio with time. In the second embodiment, since there is a portion having the same configuration as that of the first embodiment, detailed description of such a portion will be omitted.

  First, the torque reduction amount determination process according to the second embodiment will be described. Steps S31 and S33 of the torque reduction amount determination process according to the second embodiment are the same as steps S21 and S23 of the torque reduction amount determination process according to the first embodiment shown in FIG.

  If it is determined in step S33 that the control signal instructing change of the transmission ratio is output, the process proceeds to step S34, and the PCM 14 suppresses the control of the vehicle attitude. For example, the PCM 14 sets the suppression gain to be multiplied by the torque reduction amount determined based on the target additional deceleration in the next step S35. This suppression gain is a value less than one, for example, zero.

Next, in step S35, the PCM 14 determines a torque reduction amount based on the target additional deceleration set in step S32. Specifically, the PCM 14 reduces the amount of torque reduction required to achieve the target additional deceleration due to the reduction of the generated torque of the engine 4 into the current vehicle speed, gear ratio, road surface gradient, etc. acquired in step S1. Determine based on
Furthermore, when the suppression gain is set in step S34, the suppression gain of the torque reduction amount is multiplied. When the suppression gain is zero, the torque reduction amount is zero.

If the TCM 18 does not output a control signal instructing the continuously variable transmission 16 to change the gear ratio in step S33, the process proceeds to step S35, and the PCM 14 determines the torque based on the target additional deceleration set in step S32. Determine the amount of reduction.
After step S35, the PCM 14 ends the torque reduction amount determination process and returns to the main routine.

In step S31, when the steering speed is less than T _S , the PCM 14 ends the torque reduction amount determination processing without determining the torque reduction amount, and returns to the main routine. That is, the PCM 14 does not control the vehicle attitude.

  Next, the operation of the control system for a vehicle according to the second embodiment of the present invention will be described with reference to FIG. FIG. 9 is a time chart showing time-dependent changes of parameters relating to vehicle attitude control and gear ratio when the vehicle equipped with the vehicle control device according to the second embodiment of the present invention makes a turn. In FIG. 9, (a) is a chart showing the change of the steering angle of the vehicle which turns, (b) is a chart showing the change of the target additional deceleration set based on the steering speed, (c) is a torque reduction amount FIG. 7 is a chart showing the change of the torque reduction amount determined by the determination process, and FIG. 7 (d) is a chart showing the change of the transmission ratio of the continuously variable transmission 16.

As shown in the chart (a) of FIG. 9, when the steering angle increases above the steering speed T _S from time t1 to t2, as shown in the chart (b), target addition reduction by the PCM 14 in the torque reduction amount determination processing The speed is set.

Here, as indicated by a broken line in the chart (d), it is assumed that the gear ratio based on the shift map as shown in FIG. 3 changes from the low speed side to the high speed side from time t1 to t2.
In this case, the torque reduction amount required to realize the target additional deceleration set from time t1 to t2 changes as indicated by a broken line in the chart (c). However, since the change of the transmission ratio of the continuously variable transmission 16 is performed by the TCM 18 from this time t1 to t2, the PCM 14 suppresses the control of the vehicle attitude by multiplying the torque reduction amount by the suppression gain. For example, when the suppression gain is 0, as shown by the solid line in the chart (c), the torque reduction amount is 0 between time t1 and t2.

  As described above, according to the second embodiment of the present invention, the PCM 14 suppresses the control of the vehicle attitude during the change of the transmission gear ratio of the continuously variable transmission 16 by the TCM 18, so the transmission of the continuously variable transmission 16 It is possible to avoid duplication of ratio changes and torque reduction requirements for vehicle attitude control. Thus, it is possible to suppress the occurrence of deceleration different from the target in the control of the vehicle attitude, and to prevent the control of the vehicle attitude not conforming to the driver's intention.

<Modification>
Finally, further modifications of the embodiment of the present invention will be described.

  In the embodiment described above, the case where the automatic transmission is the continuously variable transmission 16 has been described, but the invention is similarly applied to a vehicle provided with an automatic transmission having a plurality of shift speeds such as six or eight. It can apply. In this case, the PCM 14 may suppress the change of the shift position of the automatic transmission by the TCM 18 during the control of the vehicle attitude, or suppress the control of the vehicle attitude during the change of the shift position of the automatic transmission by the TCM 18 it can.

Further, in the above-described first embodiment, it is described that the PCM 14 prohibits the change of the transmission ratio of the continuously variable transmission 16 by the TCM 18 during control of the vehicle attitude, but instead of changing the transmission ratio prohibition, the PCM 14 At least one of delaying the change start timing, reducing the rate of change of the transmission ratio, or reducing the frequency of changing the transmission ratio may be performed.
For example, the change of the transmission ratio may not be performed for a predetermined time after the start of control of the vehicle attitude, and after the predetermined time has elapsed, the change of the transmission ratio may be started even during control of the vehicle attitude.
Alternatively, a shift map may be created in advance that is referred to in each of the control of the vehicle attitude and the non-control, and the transmission ratio may be changed based on the shift map according to the control / non-control of the vehicle attitude. In this case, in the shift map for controlling the vehicle attitude, the number of shift lines set for each different load is reduced as compared to the shift map for non-controlling the vehicle attitude (that is, the change of the gear ratio) Infrequently)), it is preferable to reduce the change in inclination of each shift line (that is, the change ratio of the transmission ratio is small).

  Further, when the change of the transmission ratio of the continuously variable transmission 16 is suppressed during the control of the vehicle attitude, the switching of the shift position of the sub transmission 26 may be suppressed.

  In the first embodiment described above, the PCM 14 is described as suppressing the change of the transmission ratio of the continuously variable transmission 16 by the TCM 18 during control of the vehicle attitude, but during the control of the vehicle attitude When the reduction speed is equal to or higher than the predetermined value, specifically, when the torque reduction amount rises in the initial control of the vehicle attitude, the change of the transmission ratio of the continuously variable transmission 16 by the TCM 18 may be suppressed. Thereby, while shortening the suppression period of the change of the transmission ratio, the change of the transmission ratio of the continuously variable transmission 16 and the torque decrease for the vehicle attitude control at the initial stage of control important in the control of the vehicle attitude according to the driver's intention Duplicates with requirements can be avoided.

  Further, in the second embodiment described above, the PCM 14 is described as suppressing the control of the vehicle posture during the change of the transmission ratio of the continuously variable transmission 16 by the TCM 18. However, in the transmission ratio of the continuously variable transmission 16 by the TCM 18 When the change speed is equal to or higher than a predetermined value, for example, when the load on the engine 4 increases rapidly due to depression of the accelerator pedal, and the inclination of the shift line in the shift map largely changes according to the change in load. In addition, the control of the vehicle attitude by the PCM 14 may be suppressed. Thereby, when the change speed of the transmission ratio of the continuously variable transmission 16 is high, it is possible to avoid overlapping of the change of the transmission ratio of the continuously variable transmission 16 with the torque reduction request for the vehicle attitude control.

  In the embodiment described above, an example in which the attitude control of the vehicle is executed using the steering angle of the vehicle 1 as the steering angle related value is shown, but instead of the steering angle, the attitude control is executed based on the yaw rate You may do it. The steering angle, the yaw rate, and the lateral acceleration correspond to an example of the “steering angle related value” in the present invention.

1 vehicle 2 front wheel 4 engine 6 steering wheel 8 steering angle sensor 10 accelerator opening sensor 12 vehicle speed sensor 14 PCM
16 Continuously variable transmission 18 TCM
20 torque converter 22 primary pulley 24 secondary pulley 26 V belt 28 auxiliary transmission

Claims (4)

Driving source,
With the wheels,
A steering wheel operated by a driver,
Steering angle detection means for detecting a steering angle corresponding to the operation of the steering wheel;
A continuously variable transmission provided on a power transmission path between the drive source and the wheel;
Transmission means for changing the transmission ratio of the continuously variable transmission;
Based on the steering angle detected by the steering angle detection means, when the steering operation of the steering wheel is determined , the vehicle attitude is controlled by causing the vehicle to decelerate due to the reduction of the generated torque of the drive source. Vehicle attitude control means;
Control device for a vehicle comprising
The vehicle attitude control means starts the control of the vehicle attitude when the turning operation is determined when the steering operation of the steering wheel is in a straight-ahead state where the steering angle of the steering wheel is substantially zero, and the vehicle speed control means The vehicle further comprises a suppression unit that suppresses the change of the transmission ratio of the continuously variable transmission
Vehicle control device. The continuously variable transmission includes an auxiliary transmission having a plurality of shift speeds,
The suppressing means suppresses switching of the shift position of the auxiliary transmission.
The control device of the vehicle according to claim 1 . Driving source,
With the wheels,
A steering wheel operated by a driver,
Steering angle detection means for detecting a steering angle corresponding to the operation of the steering wheel;
A continuously variable transmission provided on a power transmission path between the drive source and the wheel;
Transmission means for changing the transmission ratio of the continuously variable transmission;
Based on the steering angle detected by the steering angle detection means, when the steering operation of the steering wheel is determined , the vehicle attitude is controlled by causing the vehicle to decelerate due to the reduction of the generated torque of the drive source. Vehicle attitude control means;
Control device for a vehicle comprising
The vehicle attitude control means starts control of the vehicle attitude when the turning operation is determined from a straight-ahead state where the steering angle of the steering wheel is substantially zero.
While the change gear ratio of the continuously variable transmission is being changed by the transmission means, the vehicle attitude control device further includes a suppression means for suppressing control of the vehicle attitude by the vehicle attitude control means.
Vehicle control device.   The control device for a vehicle according to any one of claims 1 to 3, wherein the vehicle attitude control means controls the vehicle attitude by causing the vehicle to generate deceleration when a steering operation is performed. .

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