JP6686929B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a control device for a vehicle that executes a shift of a stepped transmission.

  A stepped transmission in which a gear stage is switched by controlling release of a disengagement side engagement device of the plurality of engagement devices and engagement of an engagement side engagement device of the plurality of engagement devices And an engine in which power is transmitted to driving wheels via the stepped transmission, the stepped step using a predetermined shift model that determines a control operation amount that achieves a shift target value. Vehicle control devices that perform the shifting of transmissions are well known. For example, this is the shift control device for a vehicle described in Patent Document 1. In Patent Document 1, target values of a transmission output torque and an input shaft angular acceleration are set as a shift target value, a transmission input torque is set as a control operation amount, a torque capacity of an engagement side engagement device, and Using the equation of motion of the automatic transmission including the torque capacity of the disengagement side engagement device, and the relationship representing the torque sharing ratio of the transmission torque which is handled by the engagement side engagement device and the disengagement side engagement device at the time of gear shifting, It is disclosed that a shift of an automatic transmission is executed according to a shift model that calculates a control operation amount based on a shift target value.

JP, 2014-137119, A

  By the way, during a downshift that is executed during deceleration due to accelerator off, the input torque of the stepped transmission is increased by increasing the output torque of the engine (also referred to as engine torque) with the disengagement side engagement device released. It is conceivable that the engagement side engagement device is engaged after the rotation speed of the rotary member is increased toward the synchronous rotation speed after the downshift to proceed the downshift. On the other hand, when shifting gears of a stepped transmission using a shift model, the actual angular acceleration of the input rotary member of the stepped transmission is considered during the inertia phase by considering the variation in control of the control operation amount. It is possible to correct each torque capacity of the disengagement side engagement device and the engagement side engagement device by feedback control so that the value becomes the target value. When the feedback control as described above is performed during the inertia phase in the downshift as described above, the feedback control accumulated until the torque capacity of the engagement side engagement device comes to work effectively for the progress of the downshift. The correction amount of the torque capacity of the engagement-side engagement device after the torque capacity of the engagement-side engagement device has begun to work effectively for the progress of the downshift is determined by the value of the integral term in (integrated value). The value does not become a value, and there is a possibility that the rotational speed of the input rotary member of the multi-stage transmission rises, stagnation of gear shift, or gear shock occurs.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide an integral value in feedback control when a downshift at the time of deceleration traveling due to accelerator off is executed using a shift model. It is an object of the present invention to provide a control device for a vehicle that can suppress the increase in the rotation speed of the input rotary member of the stepped transmission, the stagnation of the shift, and the shift shock without excessive accumulation.

  The gist of the first invention is that (a) the engagement of the disengagement side engagement device of the plurality of engagement devices and the engagement of the engagement side engagement device of the plurality of engagement devices are performed. In a vehicle including a stepped transmission whose gears are switched by being controlled, and an engine in which power is transmitted to drive wheels via the stepped transmission, an output rotating member of the stepped transmission is provided. Torque in the input rotary member of the stepped transmission and torque capacity of the disengagement side engagement device that realizes a shift target value of a target value of torque and a target value of the angular acceleration of the input rotary member of the stepped transmission. And a torque capacity of the engagement-side engagement device, a vehicle control device that executes a gear shift of the stepped transmission using a predetermined gear shift model that determines a control operation amount, comprising: Of downshifts executed during deceleration due to accelerator off Includes increasing the output torque of the engine with the disengagement side engagement device released to increase the rotational speed of the input rotary member of the stepped transmission toward the synchronous rotational speed after the downshift. And (c) the condition setting unit that sets a condition necessary for determining the control operation amount in the shift model so that the engagement side engagement device is engaged after the downshift is advanced. During the inertia phase in the downshift, an inertia torque generated along with the progress of the downshift converted on the output rotary member of the stepped transmission is affected by the torque in the input rotary member of the stepped transmission and the engagement. Of the torque capacity of the engagement side engagement device, the rate of compensating for the inertia torque with the torque capacity of the engagement side engagement device is increased as the downshift progresses. As described above, a gear shift target value setting unit that corrects the target value of the torque in the output rotary member of the stepped transmission using a value obtained by multiplying the predetermined inertia torque sharing coefficient, and (d) inertia in the downshift During the phase, the torque capacity of the engagement side engagement device is corrected by feedback control so that the actual value of the angular acceleration of the input rotary member of the stepped transmission is set to the target value, and the feedback control is performed. A control operation amount calculation unit that multiplies a predetermined gain or a correction amount of the torque capacity of the engagement side engagement device by the feedback control by the inertia torque sharing coefficient.

  According to the first aspect of the present invention, the actual value of the angular acceleration of the input rotary member of the stepped transmission is set as a target during the inertia phase in the downshift at the time of deceleration traveling that is performed using the shift model and the accelerator is off. The torque capacity of the engagement side engagement device is corrected to a value by feedback control, and the torque capacity of the engagement side engagement device is adjusted to a predetermined gain in the feedback control, or the feedback control. The correction amount is multiplied by a predetermined inertia torque sharing coefficient so that the rate of compensating the inertia torque with the torque capacity of the engagement side engagement device is increased as the downshift progresses. When the torque capacity of the gearbox works effectively for the progress of downshift and compensation of inertia torque, feedback control is performed. Correction amount of the torque capacity of the kick gain or feedback control by the engagement side engagement device increases. Therefore, when performing a downshift during deceleration traveling due to the accelerator off using the shift model, the integral value in the feedback control does not accumulate excessively, and the rotational speed of the input rotary member of the stepped transmission rises, It is possible to suppress stagnation of shift and shift shock.

It is a figure explaining the schematic structure of the vehicle to which the present invention is applied, and a figure explaining the important section of the control function and control system for various controls in a vehicle. It is a skeleton figure explaining an example of a torque converter and an automatic transmission. 6 is an operation chart for explaining a relationship between a shift operation of an automatic transmission and a combination of operations of an engagement device used therein. When the downshift at the time of deceleration traveling due to the accelerator off is executed using the shift model, the integral value in the FB control does not accumulate excessively, and the AT input rotation speed rises. 5 is a flowchart illustrating a control operation for suppressing a shift stagnation and a shift shock. It is a figure which shows an example of the time chart at the time of performing the control action shown in the flowchart of FIG. It is a time chart at the time of performing a blipping down shift, and is a figure showing a comparative example different from this example.

  In the embodiment of the present invention, the stepped transmission is an automatic transmission in which a plurality of gear stages having different gear ratios are selectively formed. The automatic transmission is, for example, a publicly known planetary gear type automatic transmission or a synchromesh parallel two-shaft automatic transmission, which has two input shafts, each of which is connected with an engagement device. It is a known DCT (Dual Clutch Transmission) which is an automatic transmission of a type that is connected to even and odd gears, respectively. In the case of this DCT, the plurality of engagement devices correspond to the engagement devices that are respectively connected to the two input shafts of the two systems.

  The engine is an internal combustion engine such as a gasoline engine or a diesel engine that generates power by burning fuel. The vehicle may have at least the engine as a power source, but may have other prime mover such as an electric motor in addition to the engine.

  Further, the control operation amount calculation unit uses the equation of motion of the stepped transmission including the shift target value and the control operation amount, and a condition necessary for determining the control operation amount in the shift model. The control operation amount is calculated according to the shift model that determines the control operation amount that achieves the shift target value.

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

  FIG. 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied, and is a diagram illustrating a main part of a control function and a control system for various controls in the vehicle 10. In FIG. 1, a vehicle 10 includes an engine 12, drive wheels 14, and a power transmission device 16 provided on a power transmission path between the engine 12 and the drive wheels 14. The power transmission device 16 includes a reduction gear connected to a torque converter 20, an automatic transmission 22, and a transmission output gear 24 that is an output rotating member of the automatic transmission 22 in a case 18 as a non-rotating member attached to the vehicle body. A mechanism 26, a differential gear 28 connected to the reduction gear mechanism 26, and the like are provided. The power transmission device 16 also includes a pair of drive shafts 30 and the like that are connected to the differential gear 28. In the power transmission device 16, the power output from the engine 12 (the torque and the force are also synonymous unless otherwise specified) is the torque converter 20, the automatic transmission 22, the reduction gear mechanism 26, the differential gear 28, the drive shaft 30, and the like. Are sequentially transmitted to the drive wheels 14.

  The engine 12 is a power source of the vehicle 10 and includes an engine control device 32 having various devices required for output control of the engine 12, such as an electronic throttle device, a fuel injection device, and an ignition device. The output torque of the engine 12 (that is, the engine 12) The torque Te) is controlled.

  FIG. 2 is a skeleton diagram illustrating an example of the torque converter 20 and the automatic transmission 22. The torque converter 20, the automatic transmission 22 and the like are configured substantially symmetrically with respect to the axis RC of the transmission input shaft 34 that is an input rotating member of the automatic transmission 22, and in FIG. The lower half of RC is omitted.

  In FIG. 2, the torque converter 20 is a fluid transmission device that is disposed in the power transmission path between the engine 12 and the automatic transmission 22 and includes a pump impeller 20p and a turbine impeller 20t. The pump impeller 20p is an input rotating member of the torque converter 20 and is connected to the crankshaft 36 of the engine 12. The turbine impeller 20t is an output rotating member of the torque converter 20 and is connected to the transmission input shaft 34. The transmission input shaft 34 is also a turbine shaft. Further, the power transmission device 16 includes a known lockup clutch LC as a direct coupling clutch that connects the pump impeller 20p and the turbine impeller 20t (that is, connects the input / output rotary member of the torque converter 20). Further, the power transmission device 16 includes a mechanical oil pump 38 connected to the pump impeller 20p. The oil pump 38 is rotationally driven by the engine 12 to be used for gear shift control of the automatic transmission 22 and switching control of the operating state of the lockup clutch LC, and lubricating oil is supplied to each part of the power transmission device 16. Discharges hydraulic oil for supply. That is, the hydraulic oil pumped up by the oil pump 38 is supplied as the source pressure of the hydraulic control circuit 40 (see FIG. 1) provided in the vehicle 10.

  The automatic transmission 22 is a stepped transmission that constitutes a part of a power transmission path between the engine 12 and the drive wheels 14. The automatic transmission 22 includes a plurality of sets of planetary gear devices including a first planetary gear device 42, a second planetary gear device 44, and a third planetary gear device 46, a first clutch C1, a second clutch C2, and a third clutch C3. , A fourth clutch C4, a first brake B1, and a plurality of engagement devices of the second brake B2 (hereinafter, simply referred to as an engagement device CB unless otherwise distinguished) are known planetary gear type automatic transmissions. It is a transmission.

  The engagement device CB is a hydraulic friction engagement device including a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by a hydraulic actuator, or the like. The engagement device CB is a pressure-adjusted hydraulic pressure (clutch pressure) Pcb (that is, clutch pressures Pc1, Pc2, Pc3, Pc4, Pb1, Pb2) output from the solenoid valves SL1-SL6 and the like in the hydraulic control circuit 40. The respective torque capacities (clutch torques) Tcb (that is, the clutch torques Tc1, Tc2, Tc3, Tc4, Tb1, Tb2) are thereby changed to switch the respective operating states (states such as engagement and release). In order to transmit the torque between the transmission input shaft 34 and the transmission output gear 24 without sliding the engagement device CB (that is, without causing the differential rotation speed in the engagement device CB), the torque is transmitted to the transmission input shaft 34 and the transmission output gear 24. On the other hand, the clutch torque Tcb is required to obtain the transmission torque (that is, the torque shared by the engagement devices CB) that each engagement device CB needs to handle. However, in the clutch torque Tcb that can obtain the transmission torque, the transmission torque does not increase even if the clutch torque Tcb is increased. In the present embodiment, the clutch torque Tcb and the clutch pressure Pcb may be treated synonymously for the sake of convenience.

  In the automatic transmission 22, each rotary element (first sun gear S1, first carrier CA1, first ring gear R1, second sun gear S2, third sun gear S3, carrier RCA, ring gear RR) of the plurality of sets of planetary gear devices is The parts are connected to each other directly or indirectly (or selectively) via the engagement device CB, or are connected to the transmission input shaft 34, the case 18, or the transmission output gear 24. The second planetary gear device 44 and the third planetary gear device 46 are of a so-called Ravigneaux type in which the carrier is composed of the common carrier RCA and the ring gear is composed of the common ring gear RR.

  The automatic transmission 22 is configured such that the engagement device CB is selectively engaged so that a plurality of gear stages (gear shifts) having different gear ratios (gear ratios) γ (= AT input rotation speed ωin / AT output rotation speed ωo) are obtained. Tiers) are selectively formed. As shown in the engagement operation table of FIG. 3, for example, the automatic transmission 22 includes eight forward gear stages of a first speed gear "1st" to an eighth speed gear "8th" and a reverse gear "Rev". Each gear stage of is selectively formed. Further, by releasing all the engagement devices CB, the automatic transmission 22 is brought into a neutral state in which no gear is formed (that is, a neutral state in which power transmission is cut off). The gear ratio γ of the first gear "1st" is the largest, and becomes smaller on the higher vehicle speed side (the eighth gear "8th" side). The engagement operation table of FIG. 3 summarizes the relationship between each gear stage formed in the automatic transmission 22 and each operation state of the engagement device CB, in which “◯” indicates engagement and blank indicates release. Respectively. The AT input rotation speed ωin is the rotation speed (angular speed) of the transmission input shaft 34, and the AT output rotation speed ωo is the rotation speed of the transmission output gear 24. The gear ratio γ of the automatic transmission 22 corresponding to each gear is determined by the gear ratios of the first planetary gear device 42, the second planetary gear device 44, and the third planetary gear device 46 (= the number of teeth of the sun gear / the ring gear). The number of teeth) ρ1, ρ2, ρ3.

  The automatic transmission 22 is disengaged by the electronic control unit 70, which will be described later, of the disengagement side engagement device of the engagement devices CB and the engagement of the engagement devices CB according to the driver's accelerator operation, the vehicle speed V, and the like. By controlling the engagement of the side engagement device, the gear stage to be formed is switched (that is, a plurality of gear stages is selectively formed). When the automatic transmission 22 shifts, the electronic control unit 70, for example, grips the engagement device involved in the shift of the automatic transmission 22 among the engagement devices CB (that is, when the engagement device CB is engaged). Switching between disengagement), so-called clutch-to-clutch shift is executed. The disengagement side engagement device is an engagement device that is disengaged among the engagement devices CB that are re-gripped during gear shifting, and the engagement side engagement device is the engagement device CB that is re-gripped during gear shifting. It is an engagement device that is engaged at home. For example, in a downshift from the second speed gear "2nd" to the first speed gear "1st" (denoted as 2 → 1 downshift), as shown in the engagement operation table of FIG. The first brake B1 serving as the device is released, and the second brake B2 serving as the engagement side engaging device is engaged. At this time, the disengagement transient hydraulic pressure of the first brake B1 and the engagement transient hydraulic pressure of the second brake B2 are pressure-controlled.

  Returning to FIG. 1, the vehicle 10 includes an electronic control device 70 including a control device of the vehicle 10 related to, for example, shift control of the automatic transmission 22. The electronic control unit 70 is configured to include a so-called microcomputer provided with, for example, a CPU, a RAM, a ROM, an input / output interface, and the CPU uses a temporary storage function of the RAM while following a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control unit 70 is configured to execute output control of the engine 12, shift control of the automatic transmission 22, and the like, and may be used for engine output control, hydraulic control (shift control), or the like as necessary. It is configured separately.

  The electronic control unit 70 includes various sensors provided on the vehicle 10 (for example, an engine rotation speed sensor 50, an input rotation speed sensor 52, an output rotation speed sensor 54, an accelerator opening sensor 56, a throttle valve opening sensor 58, a brake). Various signals based on the detection values of the switch 60, the shift position sensor 62, the operation mode selection switch 64, the oil temperature sensor 66, etc. (for example, the engine rotation speed ωe, which is the rotation speed of the engine 12, the rotation speed of the turbine shaft (that is, the turbine). AT input rotational speed ωin which is also rotational speed ωt), AT output rotational speed ωo corresponding to vehicle speed V, accelerator opening θacc which is an operation amount of an accelerator pedal, and throttle valve opening which is an opening of a throttle valve provided in an electronic throttle device. Degree θth, depending on the driver of the brake operating member to operate the wheel brake Brake ON Bon indicating the operated brake operation state, operation position (operation position) POSsh of the shift lever 68 as a shift operation member provided in the vehicle 10, and mode indicating that the operation mode selection switch 64 is operated ON MODEon, hydraulic oil temperature THoil, which is the temperature of hydraulic oil in the hydraulic control circuit 40, etc., are respectively supplied. Further, the electronic control unit 70 sends various command signals (eg, engine control command signal Se, hydraulic control command signal Sat, etc.) to each device (for example, engine control device 32, hydraulic control circuit 40, etc.) provided in the vehicle 10. , Each supplied. This hydraulic control command signal Sat is a command signal (instruction pressure) for driving each solenoid valve SL1-SL6 that regulates each clutch pressure Pcb supplied to each hydraulic actuator of the engagement device CB, and is a hydraulic control circuit. It is output to 40.

  The operation position POSsh of the shift lever 68 is, for example, the P, R, N, D, M operation position. The P operation position is a parking operation position for selecting the parking position of the automatic transmission 22 in which the automatic transmission 22 is in the neutral state and the rotation of the transmission output gear 24 is mechanically blocked (locked). The R operation position is a reverse travel operation position that selects a reverse travel position of the automatic transmission 22 that enables the vehicle 10 to travel in reverse. The N operation position is a neutral operation position for selecting the neutral position of the automatic transmission 22 in which the automatic transmission 22 is in the neutral state. The D operation position is a forward traveling operation position that selects the forward traveling position of the automatic transmission 22 that allows the vehicle to travel forward by executing the automatic shift control using all the gears of the automatic transmission 22. The M operation position is a manual gear shift operation position that enables a manual gear shift that switches the gear stage of the automatic transmission 22 by a driver's operation. In this M operation position, an upshift operation position "+" for upshifting the gear step each time the shift lever 68 is operated, and a downshift operation position "downshift" for downshifting the gear step each time the shift lever 68 is operated. -"Is provided. When the operation position POSsh is in the D operation position, the automatic transmission mode in which the automatic transmission 22 is automatically shifted according to a known shift map is established. Further, when the operation position POSsh is in the M operation position, the manual shift mode in which the automatic transmission 22 can be shifted by the shift operation by the driver is established.

  The driving mode selection switch 64 is an operating member that allows the driver to select vehicle traveling in a desired driving mode. The driving mode is, for example, a predetermined normal mode for running so that the vehicle can be driven in a fuel-efficient state while bringing out the power performance, and a state in which the power performance is prioritized over the fuel performance in comparison with the normal mode. Predetermined sports mode (or power mode) for running so that it can run, and running for running so that fuel efficiency is prioritized over power performance compared to its normal mode For example, a predetermined eco mode.

  The electronic control unit 70 includes an engine control unit, that is, an engine control unit 72, and a shift control unit, that is, a shift control unit 74, in order to realize various controls in the vehicle 10.

  The engine control unit 72 controls the engine 12 so as to obtain a required value of the engine torque Te (hereinafter, referred to as required engine torque Tedem). For example, the engine control unit 72 determines the accelerator opening degree θacc and the vehicle speed V (AT output rotation speed ωo) based on a relationship (for example, a drive torque map) that has been experimentally or designally determined and stored (that is, a predetermined torque map). Etc.) is applied to calculate the required drive torque Tdem. The engine control unit 72 outputs an engine control command signal Se for obtaining the engine torque Te that realizes the required drive torque Tdem to the engine control device 32 in consideration of the gear ratio γ of the automatic transmission 22.

  The engine control unit 72 is an engine control command signal for performing fuel cut (also referred to as F / C) for stopping the fuel supply to the engine 12 during coasting (also referred to as coasting), which is deceleration traveling with accelerator off, for example. It outputs Se to the engine control device 32 to execute fuel cut control for stopping the operation of the engine 12. The stop of the engine 12 here is the stop of the operation of the engine 12, and does not necessarily coincide with the stop of the rotation of the engine 12.

  The shift control unit 74 executes shift control of the automatic transmission 22. For example, when the operation position POSsh is the D operation position, the shift control unit 74 establishes the automatic shift mode and determines the shift of the automatic transmission 22 using a predetermined relationship (for example, shift map). Then, the hydraulic control command signal Sat for switching the operating state of the engagement device CB is output to the hydraulic control circuit 40 so that the gear stage of the automatic transmission 22 is automatically switched as needed. On the other hand, when the operation position POSsh is the M operation position, the shift control unit 74 establishes the manual shift mode and responds to the shift operation by the driver on the shift lever 68 without depending on the shift map. A hydraulic control command signal Sat for switching the operating state of the engagement device CB is output to the hydraulic control circuit 40 so as to switch the gear position of the automatic transmission 22.

  The shift map is on a two-dimensional coordinate having variables such as AT output rotation speed ωo (here, vehicle speed V and the like are agreed) and accelerator opening θacc (here, required drive torque Tdem and throttle valve opening θth and the like are also agreed). Further, there is a predetermined relationship having a shift line (upshift line and downshift line) for determining the shift of the automatic transmission 22. Further, the hydraulic control command signal Sat is, for example, a release side instruction pressure for obtaining the clutch torque Tcb (also referred to as a release side clutch torque Tcbdrn) of the release side engagement device at the time of shifting, and the engagement side engagement at the time of shifting. It is an engagement side instruction pressure for obtaining a clutch torque Tcb (also referred to as an engagement side clutch torque Tcbapl) of the device.

  The shift control unit 74 shifts the automatic transmission 22 using a predetermined shift model that determines the control operation amount that achieves the shift target value. The gear shift target value is a target value of an element (for example, gear shift time, driving force, etc.) that determines a change mode that is desired to be realized during gear shift. The element that can express the shift time is, for example, a time derivative of the AT input rotation speed ωin, that is, a time change rate, that is, an angular acceleration (hereinafter, referred to as input shaft angular acceleration dωin / dt) as a speed change amount of the transmission input shaft 34. . The element capable of expressing the driving force is, for example, the torque in the transmission output gear 24 (hereinafter referred to as AT output torque To). In the present embodiment, the shift target value is the target value of the input shaft angular acceleration dωin / dt (hereinafter referred to as the target input shaft angular acceleration dωintgt / dt) and the target value of the AT output torque To (hereinafter referred to as the target AT output torque Totgt). It is set with and). The control operation amount is an element (engine torque Te, clutch torque Tcb, etc.) operated with respect to the control target. In the present embodiment, the control operation amount is set by the torque at the transmission input shaft 34 (hereinafter referred to as AT input torque Tin (= turbine torque Tt)), the disengagement side clutch torque Tcbdrn, and the engagement side clutch torque Tcbapl. is doing.

  The equation of motion during shifting of the automatic transmission 22 is represented by the following equations (1) and (2). The equations (1) and (2) are gear train equations of motion of the automatic transmission 22 including the gear shift target value and the control operation amount, and formulating the relationship between the gear shift target value and the control operation amount. The equations (1) and (2) are equations of motion for the respective rotary elements connected to each other that constitute the automatic transmission 22, and the relationships in the planetary gear devices 42, 44 and 46 that constitute the automatic transmission 22. It is derived from the formula. In the equation of motion for each rotary element, the torque represented by the product of the inertia and the angular acceleration in each rotary element is calculated as the three members (sun gear, carrier, ring gear) of the planetary gear units 42, 44, 46, and It is a motion equation prescribed | regulated by the torque which acts on the member which concerns on each rotary element among the members on both sides of the compound device CB. Further, the relational expression in the planetary gear devices 42, 44, 46 is that the gear ratios ρ1, ρ2, ρ3 of the planetary gear devices 42, 44, 46 are used to calculate the torques of the three members of the planetary gear devices 42, 44, 46. 3 is a relational expression that defines the relation and the relation of angular acceleration. In the equations (1) and (2), the angular acceleration dω / dt is represented by dots of angular velocity ω. dωo / dt is the time change rate of the AT output rotation speed ωo, and represents the angular acceleration of the transmission output gear 24 (output gear angular acceleration). The constants a1, a2, b1, b2, c1, c2, d1, d2 are coefficients determined by design from the inertia and the gear ratios ρ1, ρ2, ρ3 of the planetary gear units 42, 44, 46 in each of the rotating elements. There is a specific value, which is a shift pattern among a power-on upshift, a power-off upshift, a power-on downshift, and a poweroff downshift, and which gear position is a shift. Etc.).

  In the shift model using the equation of motion composed of the two equations (1) and (2), there are three control manipulated variables by giving the condition required for determining the control manipulated variable to this equation of motion. Can be uniquely solved (the output gear angular acceleration dωo / dt is calculated from the AT output rotation speed ωo which is the detection value of the output rotation speed sensor 54). As described above, the gear shift model of the present embodiment uses the equation of motion of the automatic transmission 22 including the gear shift target value and the control operation amount, and the condition necessary for determining the control operation amount in this gear shift model, The control operation amount for realizing the shift target value is determined.

  The electronic control unit 70, in order to realize the shift of the automatic transmission 22 using the shift model, a shift target value setting means or shift target value setting unit 76, a condition setting unit or condition setting unit 78, and a control operation amount calculation. Means, that is, a control operation amount calculation unit 80 is further provided.

  The gear shift target value setting unit 76, for example, has a predetermined relationship (predetermined) with respect to the input shaft angular acceleration dωin / dt at which the change of the AT input rotation speed ωin during the inertia phase is a predetermined change that makes both suppression of shift shock and shift time compatible. Using the input shaft angular acceleration map), set the target input shaft angular acceleration dωintgt / dt during the speed change transient. Further, the shift target value setting unit 76 uses, for example, the required drive torque Tdem calculated by the engine control unit 72 by using the relationship (transmission output torque change map) in which the manner of changing the AT output torque To is predetermined. The target AT output torque Totgt during the shift transition is set based on the elapsed time from the start of the shift control.

  The condition setting unit 78 sets a condition (also called a constraint condition) necessary for determining the control operation amount in the shift model. The constraint condition is, for example, a torque sharing ratio of the transmission torque that is handled by the disengagement side engagement device and the engagement side engagement device. The torque sharing rate is, for example, the torque on the transmission input shaft 34 that is the total transmission torque (total transmission torque) that the disengagement side engagement device and the engagement side engagement device need to take charge of when shifting the automatic transmission 22. Is the ratio of the transmission torque that each engagement device shares with the torque on the transmission input shaft 34 when replaced. The manner in which the torque sharing rate is changed is set in advance, for example, for each shift pattern or each gear stage. Alternatively, the AT input torque Tin may not be changed from the value before the gear shift, or the release side clutch torque may be changed depending on the difference in the gear shift pattern, the torque phase during the gear shift transient, the inertia phase during the gear shift transient, or the like. Tcbdrn can be set to zero, or the engagement side clutch torque Tcbapl can be set to zero. Therefore, the constraint condition is, for example, that the value of the disengagement side clutch torque Tcbdrn is given (for example, the disengagement side clutch torque Tcbdrn is set to zero, or the constant of the term of the disengagement side clutch torque Tcbdrn in the equation of motion is set to zero). The value of the joint clutch torque Tcbapl is given and the value of the AT input torque Tin is given.

  The control manipulated variable calculating unit 80 uses the equations of motion of Equations (1) and (2) and the constraint conditions set by the condition setting unit 78 to set the shift target value (that is, set by the shift target value setting unit 76). The target input shaft angular acceleration dωintgt / dt and the target AT output torque Totgt) are determined according to the shift model that determines the control operation amount, and the AT input torque Tin, the disengagement side clutch torque Tcbdrn, and the engagement side are control operation amounts. The clutch torque Tcbapl is calculated. The control operation amount calculation unit 80 sets the AT input torque Tin, the disengagement side clutch torque Tcbdrn, and the engagement side clutch torque Tcbapl to the required values (required AT input torque Tindem, required disengagement side clutch torque Tcbdrndem, The required engagement side clutch torque Tcbapldem) is given to the engine control unit 72 and the shift control unit 74. The AT input torque Tin is synonymous with the engine torque Te (= Tin / t) in consideration of the torque ratio t of the torque converter 20.

  The control operation amount calculation unit 80 determines the actual value of the input shaft angular acceleration dωin / dt (also referred to as the actual input shaft angular acceleration dωin / dt) during the inertia phase in the shift of the automatic transmission 22 as the target input shaft angular acceleration dωintgt. The clutch torque Tcb (the disengagement side clutch torque Tcbdrn and / or the engagement side clutch torque Tcbapl) calculated according to the shift model is corrected by feedback control (also referred to as FB control) so as to be / dt. For example, the control operation amount calculation unit 80 uses an actual input shaft angular acceleration dωin in a predetermined feedback control equation having a proportional term (P component) and an integral term (I component) as shown in the following equation (3). By applying the deviation (also called angular acceleration deviation) Δdωin (= dωintgt / dt-dωin / dt) between / dt and the target input shaft angular acceleration dωintgt / dt, a feedback correction amount (also called FB correction amount) is obtained. A clutch torque correction amount Tcbfb (a release side clutch torque correction amount Tcbdrnfb and / or an engagement side clutch torque correction amount Tcbaplfb) that is a correction amount of the clutch torque Tcb is calculated. The control operation amount calculation unit 80 corrects the clutch torque Tcb by adding the clutch torque correction amount Tcbfb to the clutch torque Tcb calculated according to the shift model. In this equation (3), the first term on the right side is a proportional term, the second term on the right side is an integral term, Kp is a predetermined proportional constant (gain), and Ki is a predetermined integral. It is a constant (gain).

  Tcbfb = Kp × Δdωin + Ki × ∫ (Δdωin) dt (3)

  The engine control unit 72 outputs an engine control command signal Se for obtaining the required AT input torque Tindem (the required engine torque Tedem agrees) given by the control operation amount calculation unit 80 to the engine control device 32. The shift control unit 74 outputs to the hydraulic control circuit 40 a hydraulic control command signal Sat for obtaining the required disengagement side clutch torque Tcbdrndem and the required engagement side clutch torque Tcbapldem provided by the control operation amount calculation unit 80.

  Here, the shift control at the time of downshifting, which is executed at the time of deceleration traveling due to the accelerator off, will be described in detail. In particular, the downshift described here is a downshift requested by operating the shift lever 68 when the accelerator is off, or a downshift executed when the sport mode is selected by the driving mode selection switch 64 when the accelerator is off. Alternatively, a downshift or the like that is executed along with the brake-on Bon when the accelerator is off. When such a downshift is executed, it is considered that the driver is requesting a rapid increase in deceleration. Therefore, when executing such a downshift, the electronic control unit 70 performs a so-called blipping downshift in which the gearshift is rapidly advanced by increasing the engine torque Te in order to increase the engine torque Te during the gearshift transition process. I do.

  Specifically, the electronic control unit 70, when performing a downshift executed during deceleration traveling due to accelerator release (that is, during a blipping downshift), releases the engine with the disengagement side engagement device released. By increasing the torque, the AT input rotation speed ωin is increased toward the synchronous rotation speed ωina after the downshift (= ωo × the gear ratio γaft after the downshift) to advance the downshift, and then the AT input rotation is performed. When the speed ωin rises to a rotation speed near the predetermined synchronous rotation speed ωina or when the AT input rotation speed ωin reaches the synchronous rotation speed ωina, the engagement side engagement device is engaged.

  The condition setting unit 78 sets a constraint condition in the shift model such that the blipping downshift as described above is executed at the time of the downshift executed at the time of deceleration traveling due to the accelerator off. The constraint condition at the time of blipping downshift is, for example, during the torque phase, a condition that only the disengagement side engagement device and the disengagement side engagement device of the engagement side engagement devices are engaged (for example, in the equation of motion). The condition that the term of the engaging side clutch torque Tcbapl becomes zero) is set, and if the releasing side engaging device is released during the inertia phase (for example, the term of the releasing side clutch torque Tcbdrn in the equation of motion is The condition of becoming zero) is set.

  The gear shift target value setting unit 76 sets the target AT output torque Totgt during the gear shift transition so as to change the AT output torque To before the downshift to the AT output torque To after the downshift during the blipping downshift. Set. For example, the gear shift target value setting unit 76 sets the target AT output torque Totgt so as to decrease from the AT output torque To before the downshift toward the AT output torque To after the downshift during the torque phase. The AT output torque To during deceleration traveling due to accelerator release is, for example, a negative torque (also referred to as deceleration torque) obtained by the engine braking torque of the engine 12 during the fuel cut control. This deceleration torque is changed according to the gear stage of the automatic transmission 22 and is increased as the gear stage on the low vehicle speed side is increased (that is, the AT output torque To is reduced within the range of zero or less).

  The shift target value setting unit 76 corrects the target AT output torque Totgt based on the inertia torque Tinina generated as the blipping downshift progresses during the inertia phase in the blipping downshift. Specifically, the inertia torque Tinina is configured such that the gear shift input shaft 34 and a rotating member that rotates integrally with the gear shift input shaft 34 during a gear shift (for example, an engagement device CB that remains engaged during a gear shift (for example, In the 2 → 1 downshift, the inertia torque is caused by the rotation change of the entire inertia Iin of the rotary member mechanically connected via the first clutch C1). The overall inertia Iin is predetermined depending on, for example, which gear stage the gear shift is performed. The shift target value setting unit 76 calculates an inertia torque Tinina (= Iin × dωintgt / dt) based on the inertia Iin and the target input shaft angular acceleration dωintgt / dt. The torque for compensating for the inertia torque Tinina is the AT input torque Tin (the engine torque Te also agrees) and / or the engagement side clutch torque Tcbapl during the inertia phase in the blipping downshift. At the beginning of the inertia phase, the inertia torque Tinina is compensated by the engine torque Te, and after the gear shift is advanced, the share of compensation for the inertia torque Tinina is transferred to the engagement side clutch torque Tcbapl as the downshift progresses. In the present embodiment, an inertia torque share coefficient (ratio) that is predetermined so as to change from “0” to “1” according to the shift progress degree is used as the share to compensate the inertia torque Tinina. The shift progress degree is a degree representing how much the shift progresses, and for example, the synchronous rotation speed ωina of the AT input rotation speed ωin after the downshift and the synchronous rotation speed ωinb (= of the AT input rotation speed ωin before the downshift). ωo × Gear ratio γbfr before downshift) to the rotational speed Δωinab (= ωina−ωinb), the rate of change Δωinrb (= actual ωin−ωinb) of the AT input rotational speed ωin after the inertia phase starts (= Δωinrb / Δωinab). Of the engine torque Te and the engagement side clutch torque Tcbapl, the ratio of compensating the inertia torque Tinina with the engine torque Te is the inertia torque sharing coefficient ktin of the engine 12. The inertia torque sharing coefficient ktin of the engine 12 is gradually reduced from "1" to "0" in the latter half of the inertia phase in accordance with the increase in the shift progress degree (according to the progress of the shift shift). . Therefore, the inertia torque share coefficient (1-ktin) of the engagement-side engagement device, which is a ratio of the engine torque Te and the engagement-side clutch torque Tcbapl for compensating the inertia torque Tinina with the engagement-side clutch torque Tcbapl. Is predetermined so as to increase as the downshift progresses. The gear shift target value setting unit 76 converts the inertia torque Tinina into an inertia torque (also referred to as an AT output inertia torque) Toina (= Tinina × γaft) in the transmission output gear 24. When the target AT output torque Totgt is corrected based on the AT output inertia torque Toina, the effective amount of the engagement side clutch torque Tcbapl may be added to the target AT output torque Totgt. Therefore, the shift target value setting unit 76 multiplies the AT output inertia torque Toina by the inertia torque sharing coefficient (1-ktin) of the engagement side engagement device to calculate the inertia torque correction amount Tocr (= Toina * (1-ktin). )) Is calculated and the inertia torque correction amount Tocr is added to the already set target AT output torque Totgt, thereby correcting the target AT output torque Totgt. As a result, the share of compensation for the inertia torque Tinina can be transferred from the engine torque Te to the engagement side clutch torque Tcbapl as the downshift progresses.

  FIG. 6 is a time chart when the blipping downshift is executed, and is a diagram showing a comparative example different from the present embodiment. In FIG. 6, the target AT output torque Totgt is changed from the AT output torque To (nth speed output torque) before the downshift to the AT output torque To (n−1th speed output torque) after the downshift in the torque phase. It has been changed to decrease. In this shift model, the constraint condition is set so that the blipping downshift is executed. Therefore, in order to cancel the fuel cut control of the engine 12 and increase the engine torque during the inertia phase, the requested AT input is performed. Torque Tindem (the required engine torque Tedem also agrees) is given. The inertia torque sharing coefficient ktin of the engine 12 is gradually reduced from "1" to "0" in the latter half of the inertia phase as the gear shift progresses. That is, the inertia torque sharing coefficient (1-ktin) of the engagement side engagement device is increased as the downshift progresses. In accordance therewith, the inertia torque correction amount Tocr is calculated (see the hatched area A in the target AT output torque column), and the target AT output torque Totgt is corrected. During the inertia phase, the engagement side clutch torque Tcbapl is corrected by the FB control so that the actual input shaft angular acceleration dωin / dt becomes the target input shaft angular acceleration dωintgt / dt. In this comparative example, the engagement-side clutch torque Tcbapl calculated according to the gear shift model is added with the engagement-side clutch torque correction amount Tcbaplfb as the FB correction amount from the beginning of the inertia phase, and the inertia in which the downshift has proceeded further. From the latter half of the phase, the amount of inertia torque for compensating the amount of correction of inertia torque Tocr is added (see the hatched area B in the engagement side clutch torque column). In the blipping downshift, the AT input rotation speed ωin is exclusively increased by increasing the engine torque from the synchronous rotation speed ωinb (nth speed synchronous rotation speed) before the downshift to the synchronous rotation speed ωina (n-1th speed synchronous rotation speed) after the downshift. And the downshift proceeds. Therefore, the engagement-side clutch torque Tcbapl originally does not work effectively for the progress of the downshift from the beginning of the inertia phase to the latter half, but the engagement-side clutch torque correction amount Tcbaplfb is added. As a result, it contributes as a torque component for proceeding the downshift from the beginning of the inertia phase. Then, the AT input rotation speed ωin is increased by the two control operation amounts, which may complicate the control. From another point of view, the value of the integral term (integral value) in the FB control accumulated until the engagement side clutch torque Tcbapl becomes effective for the progress of the downshift and the compensation of the inertia torque correction amount Tocr, The engagement side clutch torque correction amount Tcbaplfb does not become an appropriate value after the engagement side clutch torque Tcbapl starts to work effectively, and there is a possibility that the AT input rotation speed ωin rises, a shift is stagnant, or a shift shock occurs. (Refer to the dotted line circled section in the AT input rotation speed column).

  Therefore, the control operation amount calculation unit 80 calculates the engagement according to the gear shift model so that the actual input shaft angular acceleration dωin / dt becomes the target input shaft angular acceleration dωintgt / dt during the inertia phase in the blipping downshift. The side clutch torque Tcbapl is corrected by the FB control, and the inertia torque sharing coefficient of the engagement side engagement device is adjusted to a predetermined gain (for example, the proportional constant Kp and the integral constant Ki in the formula (3)) in the FB control. Multiply by (1-ktin). The inertia torque sharing coefficient (1-ktin) of the engagement side engagement device is gradually increased from "0" to "1" in the latter half of the inertia phase as the gear shift progresses. By utilizing this fact, the gain in the FB control is increased according to the inertia torque sharing coefficient (1-ktin), so that the engagement side clutch torque Tcbapl works effectively for the progress of downshift in the latter half of the inertia phase. At the same time as the output (from a different point of view, the compensation of the inertia torque Tinina is shared by the engagement side clutch torque Tcbapl side), the FB control is substantially performed and the engagement side clutch torque correction amount Tcbaplfb is It will increase. This prevents or suppresses excessive accumulation of the integrated value in the FB control.

  FIG. 4 shows an AT input rotation without excessive accumulation of the integral value in the FB control when a downshift during deceleration traveling due to accelerator off is executed using a shift model, which is a main control operation of the electronic control unit 70. 6 is a flowchart illustrating a control operation for suppressing a rise in speed ωin, a shift stagnation, and a shift shock, which is repeatedly executed during traveling, for example. FIG. 5 is a diagram showing an example of a time chart when the control operation shown in the flowchart of FIG. 4 is executed.

  In FIG. 4, first, in step (hereinafter, step is omitted) S10 corresponding to the function of the shift control unit 74, it is determined whether or not the blipping downshift is being executed. If the determination in S10 is negative, this routine is ended. If the determination in S10 is affirmative, the shift target value (target input shaft angular acceleration dωintgt / dt, target AT output torque Totgt) is set in S20 corresponding to the function of the shift target value setting unit 76. Next, in S30 corresponding to the function of the gear shift target value setting unit 76, the inertia torque Tinina is calculated based on the inertia Iin and the target input shaft angular acceleration dωintgt / dt, and the inertia torque Tinina is converted into the AT output inertia torque Toina. It Next, in S40 corresponding to the function of the gear shift target value setting unit 76, the inertia torque sharing coefficient ktin of the engine 12 that is predetermined so as to change from “0” to “1” according to the shift progress degree is used. The inertia torque sharing coefficient ktin of the engine 12 is calculated according to the actual shift progress degree. Next, in S50 corresponding to the function of the gear shift target value setting unit 76, in S20, based on the AT output inertia torque Toina calculated in S30 and the inertia torque sharing coefficient ktin calculated in S40, The set target AT output torque Totgt is corrected and set as a new target AT output torque Totgt (= Toina × (1-ktin) + Totgt). Next, in S60 corresponding to the function of the control operation amount calculation unit 80, the shift target value set in S20 to S50 is realized by using the equations of motion of Equations (1) and (2) and the constraint conditions. The control operation amount to be performed is calculated, and the control operation amount is given as a required value (required AT input torque Tindem, required release side clutch torque Tcbdrndem, required engagement side clutch torque Tcbapldem) for executing the shift. Next, in S70 corresponding to the function of the control operation amount calculation unit 80, during the inertia phase, the engagement side is controlled by the FB control so that the actual input shaft angular acceleration dωin / dt becomes the target input shaft angular acceleration dωintgt / dt. The clutch torque correction amount Tcbaplfb is calculated. This engagement side clutch torque correction amount Tcbaplfb is added to the engagement side clutch torque Tcbapl calculated in S60, and the corrected engagement side clutch torque Tcbapl is given as a new required engagement side clutch torque Tcbapldem. . During this FB control, the gain in the FB control is multiplied by the inertia torque sharing coefficient (1-ktin) of the engagement side engagement device. Next, in S80 corresponding to the functions of the engine control unit 72 and the shift control unit 74, the engine control command signal Se for obtaining the required AT input torque Tindem (the required engine torque Tedem also agrees) given in S60 is sent to the engine. In addition to being output to the control device 32, the hydraulic control command signal Sat for obtaining the required disengagement side clutch torque Tcbdrndem and the required engagement side clutch torque Tcbapldem given in S60-S70 is output to the hydraulic control circuit 40. .

  In FIG. 5, similarly to FIG. 6, the target AT output torque Totgt is decreased from the nth speed output torque toward the n−1th speed output torque during the torque phase (see time points t1 to t2). In this shift model, the constraint condition is set so that the blipping downshift is executed as in the case of FIG. 6, so that the required AT input torque Tindem is given so that the engine torque is increased during the inertia phase. (Refer to time point t2-time point t3). Similar to FIG. 6, in the latter half of the inertia phase, the inertia torque correction amount Tocr is calculated (see the hatched area A in the target AT output torque column), and the target AT output torque Totgt is corrected. During the inertia phase, the engagement side clutch torque Tcbapl is corrected by the FB control so that the actual input shaft angular acceleration dωin / dt becomes the target input shaft angular acceleration dωintgt / dt. In this embodiment, in the FB control, the gain in the FB control is gradually reduced from "1" to "0" in accordance with the progress of the shift in the latter half of the inertia phase. Is multiplied by the inertia torque sharing coefficient (1-ktin) of the engagement side engagement device, which has a reverse tendency of change. Thus, the FB control is substantially performed only after the compensation of the inertia torque Tinina is started to be shared by the engagement side clutch torque Tcbapl side. In other words, the FB correction amount (engagement side clutch torque correction amount Tcbaplfb) is added to the engagement side clutch torque Tcbapl calculated according to the shift model in accordance with the fact that the engagement side engagement device shares the compensation of the inertia torque Tinina. They are added (see the hatched area B in the engagement side clutch torque column). Therefore, in the present embodiment, the engagement side clutch torque Tcbapl does not work effectively for the progress of the downshift until the latter half of the inertia phase, as intended for the blipping downshift. Since the speed ωin is increased from the n-th speed synchronous rotation speed toward the n−1th speed synchronous rotation speed and the downshift is advanced, the AT input rotation speed ωin is increased only by one control operation amount. Control becomes easy. Further, since the engagement side clutch torque correction amount Tcbaplfb is added at an appropriate timing, both suppression of shift shock and responsiveness (progress of speed change) can be achieved at the same time (the dotted line circle in the AT input rotation speed column). See the box).

  As described above, according to the present embodiment, the actual input shaft angular acceleration dωin / dt is set to the target input shaft angle during the inertia phase in the downshift when the vehicle is decelerating due to the accelerator off executed using the shift model. The engagement side clutch torque Tcbapl is corrected by the FB control so that the acceleration is dωintgt / dt, and the gain in the FB control compensates the inertia torque Tinina with the engagement side clutch torque Tcbapl. Since it is multiplied by the inertia torque sharing coefficient (1-ktin) of the engagement side engagement device that is predetermined so as to increase with the engagement side clutch torque Tcbapl, the engagement side clutch torque Tcbapl is used for the progress of the downshift and the compensation of the inertia torque Tinina. The gain in the FB control increases in accordance with the effective operation. Therefore, when the downshift at the time of deceleration traveling due to accelerator release is executed using the shift model, the integrated value in the FB control does not accumulate excessively, the AT input rotation speed ωin rises, the shift is stagnant, and the shift shock occurs. Can be suppressed.

  Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be applied to other aspects.

  For example, in the above-described embodiment, the gain in the FB control is multiplied by the inertia torque sharing coefficient (1-ktin) of the engagement side engagement device during the inertia phase in the blipping downshift, but the present invention is not limited to this mode. . For example, during the inertia phase in the blipping downshift, the engagement side clutch torque correction amount Tcbaplfb by the FB control may be multiplied by the inertia torque share coefficient (1-ktin) of the engagement side engagement device. In this way, the engagement side clutch torque correction amount Tcbaplfb by the FB control increases in response to the engagement side clutch torque Tcbapl effectively acting for the progress of the downshift and the compensation of the inertia torque Tinina. Therefore, the same effect as that of the above-described embodiment can be obtained.

  Further, in the above-described embodiment, the M operation position, which is one of the operation positions POSsh of the shift lever 68, is a manual operation that enables a manual shift that switches the gear of the automatic transmission 22 by the operation of the shift lever 68 by the driver. Although it is the gear shift operation position, it is not limited to this mode. For example, the M operation position may be a manual shift operation position that enables manual shift by switching a plurality of types of shift ranges (shift ranges) in which the shiftable high-side gear stage of the automatic transmission 22 is different. . Alternatively, the vehicle 10 can further perform a gear shift operation member capable of performing a gear shift operation equivalent to the operation of the shift lever 68 to the upshift operation position “+” or the downshift operation position “−” in the M operation position. A paddle switch (not shown) may be provided. The paddle switch is mounted on the steering wheel, and is provided with an upshift switch and a downshift switch. By operating the up-shift switch and the down-shift switch to the driver side while holding the steering wheel, for example, a gear shift operation equivalent to the gear shift operation by the shift lever 68 can be performed. Specifically, the upshift switch or the downshift switch is operated not only when the shift lever 68 is operated to the M operation position but also when the shift lever 68 is operated to the D operation position. Then, the manual shift mode is established and the gear stage of the automatic transmission 22 is switched. The electronic control unit 70 performs a blipping downshift when performing the downshift requested by operating the paddle switch when the accelerator is off. In addition, in the above-described embodiment, the vehicle does not necessarily have to be in the manual shift mode.

  Further, in the above-described embodiment, the power of the engine 12 is transmitted to the automatic transmission 22 via the torque converter 20, but the present invention is not limited to this mode. For example, instead of the torque converter 20, another fluid transmission such as a fluid coupling (fluid coupling) having no torque amplification effect may be used. Alternatively, this fluid transmission need not necessarily be provided.

  The above description is merely one embodiment, and the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

10: vehicle 12: engine 14: drive wheels 22: automatic transmission (stepped transmission)
24: Transmission output gear (output rotating member of stepped transmission)
34: Transmission input shaft (input rotary member of stepped transmission)
70: Electronic control device (control device)
76: Shift target value setting unit 78: Condition setting unit 80: Control operation amount calculation unit CB: Engaging device (plural engaging devices)

Claims (1)

A stepped transmission in which a gear stage is switched by controlling release of a disengagement side engagement device of the plurality of engagement devices and engagement of an engagement side engagement device of the plurality of engagement devices And a engine in which power is transmitted to driving wheels via the stepped transmission, a target value of torque in an output rotating member of the stepped transmission and an input rotating member of the stepped transmission. Control of the torque in the input rotary member of the stepped transmission, the torque capacity of the disengagement side engagement device, and the torque capacity of the engagement side engagement device that realizes the gear shift target value with the target value of the angular acceleration of A control device for a vehicle, which executes a shift of the stepped transmission using a predetermined shift model for determining an operation amount,
During a downshift executed during deceleration due to accelerator release, the rotational speed of the input rotary member of the stepped transmission is increased by increasing the output torque of the engine with the disengagement side engagement device being released. Required to determine the control operation amount in the shift model so as to engage the engagement side engaging device after the gear shift is increased toward the synchronous rotation speed after the downshift and the downshift is advanced. Condition setting part to set various conditions,
During the inertia phase in the downshift, the torque in the input rotary member of the stepped transmission and the torque generated in the input rotary member of the stepped transmission are included in the inertia torque generated along with the progress of the downshift converted on the output rotary member of the stepped transmission. Of the torque capacity of the engagement-side engagement device, a torque capacity of the engagement-side engagement device that compensates for the inertia torque is determined in advance so that the ratio increases as the downshift progresses. A shift target value setting unit that corrects the target value of the torque in the output rotary member of the stepped transmission using a value obtained by multiplying the sharing factor;
During the inertia phase in the downshift, the torque capacity of the engagement side engagement device is corrected by feedback control so that the actual value of the angular acceleration of the input rotary member of the stepped transmission becomes the target value. A predetermined gain in the feedback control or a correction amount of the torque capacity of the engagement side engagement device by the feedback control, and a control operation amount calculation unit that multiplies the inertia torque sharing coefficient. A vehicle control device characterized by the above.

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