JPH10169484A - Output torque control device for vehicular internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To positively reduce shift shock by setting the target value of output torque according to a shift pattern, and changing the target value according to an estimated shift clutch oil state at the time of increasing/decreasing output torque of an internal combustion engine to reduce shift shock at the shift time of a hydraulic automatic transmission. SOLUTION: At the time of performing engine output torque control at the shift time of a hydraulic automatic transmission 26, in an ECU 5, target engine output torque corresponding to accelerator opening AP and engine speed NE is retrieved by a map. The engine output torque correction quantity for reducing shift shock is computed to correct the target engine output torque according to the correction quantity. At this time, the target value of output torque is set according to the shift pattern of the automatic transmission 26, and the state of shift clutch oil of the automatic transmission 26 is estimated. The target value is changed according to the estimated clutch oil state, and output torque of an internal combustion engine is corrected to increase/decrease according to the changed target value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an output torque control device for an internal combustion engine for a vehicle, which reduces or reduces a shift shock by increasing or decreasing an output torque during a shift of an automatic transmission provided in the internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, this type of output torque control device for a vehicular internal combustion engine changes the opening of a throttle valve driven by an actuator to control the amount of air taken into the internal combustion engine to thereby control the engine output. When increasing or decreasing the torque, feedback control is performed based on the deviation between the target opening and the current opening.

[0003] When the shift shock is reduced, the target opening of the actuator is set in accordance with the shift pattern. FIG.
3 is a graph showing changes in the engine speed, the drive shaft torque, and the clutch oil pressure when the accelerator pedal is depressed to shift up. In this case, the shift opening shock is reduced by reducing the target opening in the inertia phase in which the drive shaft torque rises.

[0004]

However, in the above-mentioned prior art, when the shift shock is reduced, the target opening is simply set in accordance with the shift pattern. Therefore, the change in the hydraulic pressure of the shift clutch during shifting is taken into account. However, it was not possible to cope with fluctuations in fastening force due to oil aging, fluctuations in oil pressure drop caused by frequency of use of each gear, and fluctuations in oil pressure change speed during gear shifting. Causes of this variation include changes in oil temperature and deterioration of oil.

[0005] Therefore, when the change in the clutch oil pressure at the subsequent stage (entrance side) is slower than the change in the target opening of the actuator, the clutch engagement force is small and the clutch is likely to slip. FIG. 44 is a graph showing changes in engine speed, drive shaft torque, and clutch oil pressure when the change in clutch oil pressure at the time of upshifting is slower than the change in target opening of the actuator. Since the rise of the actually measured value shown by the solid line in the figure is slower than the predicted value shown by the dotted line in the figure, torque shock occurs in two stages (a and b in the figure).

FIG. 45 is a graph showing changes in engine speed, drive shaft torque, and clutch oil pressure when the change in clutch oil pressure at the time of upshift is faster than the change in target opening of the actuator. If the change in the clutch oil pressure is faster than the change in the target opening of the actuator, a pull-in shock occurs at the beginning and end of the inertia phase, and the effect of reducing the shift shock is impaired (c, d in the figure).
d).

Accordingly, an object of the present invention is to provide an output torque control device for an internal combustion engine for a vehicle, which reduces a shift shock in consideration of a change in hydraulic pressure of a shift clutch.

[0008]

According to a first aspect of the present invention, there is provided an output torque control apparatus for an internal combustion engine for a vehicle, the output torque of the internal combustion engine being set in response to a depression operation of an accelerator pedal. Output torque control means for controlling the output torque of a hydraulic automatic transmission provided in the internal combustion engine, the output torque of the internal combustion engine being increased or decreased to reduce shift shocks A target value setting means for setting a target value of an output torque controlled by the output torque control means in accordance with a shift pattern of the hydraulic automatic transmission; and a state of a clutch oil for shifting of the hydraulic automatic transmission. Estimating means for estimating
Target value changing means for changing the target value according to the estimated state of the clutch oil, and reducing the shift shock by increasing or decreasing the output torque of the internal combustion engine according to the target value changed by the target value changing means. It is characterized by doing.

According to a second aspect of the present invention, in the output torque control device for a vehicle internal combustion engine according to the first aspect, the output torque control means includes:
An electronically controlled throttle valve for controlling an intake air amount of the internal combustion engine, wherein the target value setting means sets a target opening of the throttle valve when the output torque is controlled by changing an opening of the throttle valve. The target value changing means changes the set target opening degree according to the estimated state of the gearshift clutch oil.

According to a third aspect of the present invention, in the output torque control apparatus for a vehicle internal combustion engine according to the second aspect, the electronic control throttle valve includes a valve driving actuator, When controlling the output torque by controlling the throttle valve opening by changing the drive current of the actuator, the target value changing means estimates the drive constant of the actuator according to the set target opening. It is characterized in that it is changed according to the state of the shifted clutch oil.

According to the present invention, at the time of shifting of the hydraulic automatic transmission,
When the output torque of the internal combustion engine is increased or decreased by the output torque control means to reduce the shift shock, the target value of the output torque controlled by the output torque control means according to the shift pattern of the hydraulic automatic transmission is set to the target value. Means for setting, and estimating means for estimating a shift clutch oil state of the hydraulic automatic transmission, and changing the target value according to the estimated shift clutch oil state by target value changing means.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of an output torque control device for an internal combustion engine for a vehicle according to the present invention will be described.

FIG. 1 is an overall configuration diagram of an internal combustion engine (hereinafter referred to as an “engine”) and an output torque control device thereof according to an embodiment of the present invention.
Is provided with a throttle valve 3 in the middle of the process. A throttle valve opening (TH) sensor 4 is connected to the throttle valve 3, and outputs an electric signal corresponding to the opening of the throttle valve 3 and supplies it to an electronic control unit (hereinafter referred to as “ECU”) 5. .

The ECU 5 is connected to a throttle actuator 23 for driving the throttle valve 3 and an accelerator opening (AP) sensor 25 for detecting an accelerator opening AP. The ECU 5 is detected by the accelerator opening sensor 25. The throttle actuator 23 is driven based on the accelerator opening AP.

A fuel injection valve 6 is provided for each cylinder between the engine 1 and the throttle valve 3 and slightly upstream of the intake valve (not shown) of the intake pipe 2, and each injection valve is connected to a fuel pump (not shown). The ECU 5 is electrically connected to the ECU 5 and controls a valve opening time of fuel injection based on a signal from the ECU 5.

On the other hand, immediately downstream of the throttle valve 3, a pipe 7
An intake pipe pressure (PB) sensor 8 is provided through the ECU, and a pressure signal converted into an electric signal by the pressure sensor 8 is supplied to the ECU 5. Further, an intake air temperature (TA) sensor 9 is attached downstream thereof, and the intake air temperature T
A is detected and a corresponding electric signal is output and supplied to the ECU 5.

The engine water temperature (TW) sensor 10 mounted on the main body of the engine 1 is composed of a thermistor or the like, detects the engine water temperature (cooling water temperature) TW, outputs a corresponding temperature signal, and supplies it to the ECU 5.

A signal pulse (hereinafter referred to as a "CYL signal pulse") is provided around a camshaft or a crankshaft (not shown) of the engine 1 at a predetermined crank angle position of a specific cylinder of the engine 1.
A cylinder discriminating sensor (hereinafter referred to as “CYL sensor”) 13 at a crank angle position a predetermined crank angle before the top dead center (TDC) at the start of the intake stroke of each cylinder (180 ° crank angle in a four-cylinder engine). T)
An NE sensor 12 for generating a DC signal pulse;
A crank angle sensor (hereinafter referred to as “CRK sensor”) 11 that generates one pulse (hereinafter referred to as “CRK signal pulse”) at a constant crank angle (eg, 30 °) cycle shorter than the cycle of the DC signal pulse is attached. The CYL signal pulse, the TDC signal pulse, and the CRK signal (crank angle signal) pulse are supplied to the ECU 5.

Each cylinder of the engine 1 has a spark plug 19
Is provided, and the ECU 5
It is connected to the. In addition, a known automatic transmission 26 is connected to the ECU 5.

FIG. 2 is a diagram showing the structure of the automatic transmission 26. The automatic transmission 26 is connected to the output shaft 29 of the engine 1 and has a torque converter 32 having a pump blade 32a and a turbine blade 32b, a pump blade 32a and a turbine blade 32.
b and a gear mechanism 34 connected to the output side of the torque converter 32.
And a hydraulic control mechanism 35 for controlling the operations of the lock-up clutch 33 and the gear mechanism 34.

The hydraulic control mechanism 35 includes an on / off type solenoid valve (hereinafter, referred to as an A solenoid valve) 35a for switching engagement / disengagement of the lock-up clutch 33, an A solenoid valve 35a being turned on, and the lock-up clutch 2
3. A duty control type solenoid valve (hereinafter, referred to as a B solenoid valve) 35b for controlling the engagement pressure (engagement capacity) when the clutch 3 is in the engaged state, and a speed change for controlling the gear position (gear ratio) of the gear mechanism 34. And an actuator 35c.

A solenoid valve 35a, B solenoid valve 3
5b and the speed change actuator 35c are connected to the ECU 5. The ECU 5 controls the engagement state of the lock-up clutch 33 via the A solenoid valve 35a and the B solenoid valve 35b, and controls the speed change actuator 35c.
The gear position of the gear mechanism 34 is controlled via.

In the automatic transmission 26, a gear position sensor 37 for detecting the gear position IGEAR of the gear mechanism 34, and a clutch oil pressure at the front stage (disengagement side) and a clutch oil pressure at the rear stage (entrance side) during gear shifting are detected. Oil pressure sensor 4
0 is provided, and these detection signals are supplied to the ECU 5.

The output of the engine 1 is transmitted from an output shaft 29 to left and right drive wheels 38 and 39 via a torque converter 32, a gear mechanism 34, and a differential device 36 in this order.

The three-way catalyst (catalytic converter) 15 is disposed in the exhaust pipe 14 of the engine 1 and is provided with H in the exhaust gas.
Purification of components such as C, CO and NOx is performed. An oxygen concentration sensor 16 (hereinafter, referred to as an “O2 sensor 16”) as an air-fuel ratio sensor is mounted on the exhaust pipe 14 upstream of the catalytic converter 15, and the O2 sensor 16 detects the oxygen concentration in the exhaust gas. Then, an electric signal corresponding to the detected value is output and supplied to the ECU 5. Also, the ECU 5 stores the vehicle speed V
Is electrically connected.

The ECU 5 shapes input signal waveforms from various sensors, corrects a voltage level to a predetermined level, and converts an analog signal value into a digital signal value. CPU "),
It comprises a storage means for storing various calculation programs executed by the CPU, calculation results, and the like, an output circuit for supplying drive signals to the fuel injection valve 6, the distributor 18, and the like.

The CPU of the ECU 5 determines various engine operating states, such as an air-fuel ratio feedback control operation area and an open loop control operation area corresponding to the oxygen concentration in the exhaust gas, based on the various engine parameter signals described above. The fuel injection time Tout of the fuel injector 6 is calculated in synchronization with the TDC signal pulse according to the equation (1) according to the engine operating state.

[0028]

Tout = Ti × KO2 × K1 + K2 Here, Ti is a basic fuel injection time determined according to the basic fuel amount, specifically, the engine speed NE and the intake pipe pressure PB. Is stored in the storage means.

KO2 is an air-fuel ratio correction coefficient calculated based on the output of the O2 sensor 16. During the air-fuel ratio feedback control, the air-fuel ratio of the air-fuel mixture supplied to the engine according to the output of the O2 sensor 16 is set to a target value. It is set to match the air-fuel ratio, and is set to a predetermined value according to the engine operating state during open loop control.

K1 and K2 are other correction coefficients and correction variables calculated in accordance with various engine parameter signals, respectively, to optimize various characteristics such as fuel consumption characteristics and engine acceleration characteristics according to the engine operating state. Is set to such a value.

The CPU of the ECU 5 further determines the ignition timing θIG
Is calculated according to the engine operating state, and a drive signal of the fuel injection valve 6 corresponding to the Tout value and a drive signal of the spark plug 19 corresponding to the θIG value are output via an output circuit.

Next, the engine output torque control at the time of shifting of the automatic transmission 26 will be described. Figure 3 shows EC
It is a flowchart which shows the processing procedure of engine output torque control performed by U5. This process is repeatedly executed at predetermined time intervals by a timer. First, ECU5
Searches the TECMD map for a target engine output torque TECMD corresponding to the accelerator opening AP and the engine speed NE (step S1). FIG. 4 is a graph showing a TECMD map. Target engine output torque TECM
D is set to a larger value as the engine speed NE is smaller when the accelerator opening AP is about 20 degrees (deg) or less. In addition, as the engine speed NE increases, the value is set to a value that gradually rises as the accelerator opening AP increases.

Subsequently, an engine output torque correction amount DTESF for reducing a shift shock at the time of gear shifting.
T is calculated (step S2), and details of this calculation process will be described later.

The engine output torque correction amount DTESFT calculated in step S2 is changed to the target engine output torque TE
Target engine output torque TE corrected by adding to CMD
OBJ is calculated (step S3).

The target engine load PBCMD corresponding to the calculated corrected target engine output torque TEOBJ is represented by P
A search is made from the BCMD map (step S4). FIG. 5 is a graph showing a PBCMD map. The target engine load PBCMD is set to a larger value as the engine speed NE is lower and the target engine output torque TEOBJ is larger.

The feedforward value THF of the throttle valve opening according to the retrieved target engine load PBCMD
F is searched using a THFF map (step S5).
FIG. 6 is a graph showing a THFF map. The feedforward value THFF of the throttle valve opening shows a larger value as the engine speed NE is higher and the target engine load PBCMD is larger.

From the target engine load PBCMD and the intake pipe pressure (actual engine load) PB detected by the pressure sensor 8, a feedback value TH of the throttle valve opening is obtained.
FB is calculated (step S6). The process of calculating the feedback value THFB of the throttle valve opening will be described later.

The feedforward value THFF of the throttle valve opening retrieved in step S5 and step S6
Feedback value TH of the throttle valve opening calculated by
The target throttle valve opening THCMD is calculated by adding FB (step S7).

The calculated target throttle valve opening THCM
D limit processing is performed. That is, when the target throttle valve opening THCMD is smaller than the lower limit value THCMDL (0 deg in the present embodiment), the target throttle valve opening THCMD
If the CMD is set to the lower limit THCMDL and the target throttle valve opening THCMD is larger than the upper limit THCMDH (80 deg in the present embodiment), the target throttle valve opening THCMD is set to the upper limit THCMDH (steps S8 to S11). .

FIGS. 7 and 8 are flowcharts showing the procedure for calculating the feedback value THFB of the throttle valve opening. First, when the engine speed NE is equal to the predetermined speed N
It is determined whether it is equal to or less than ETHFBL (step S
21). Hysteresis is added to the predetermined rotation speed NETHFBL. In the present embodiment, the upper limit is 500 rpm,
The lower limit is set to 400 rpm. When the engine speed NE is equal to or lower than the predetermined speed NETHFBL, that is, when it is determined that the intake pipe pressure PB is not stable at a low speed, the integral term (I
Term) resetting the value of THFBI to 0 (step S2)
2) Then, the feedback value THFB is set to 0 deg (step S23), and the process ends.

If it is determined in step S21 that the engine speed NE is not lower than the predetermined speed NETHFBL, that is, if it is determined that the engine speed NE is not low and the intake pipe pressure PB is stable, the target engine load PBCMD (n) is calculated from the current target engine load PBCMD (n). Is subtracted from the target engine load PBCMD (n-1) to calculate a deviation DPBCMD of the target engine load (step S24). Note that the target engine load PB as an initial value
CMD (0) is set to the value 0.

It is determined whether or not the accelerator opening AP is equal to or greater than a predetermined opening APFC (step S25). Hysteresis is added to the predetermined opening APFC, and in the present embodiment, the upper limit is set to 0.2 deg and the lower limit is set to 0.1 deg. When the accelerator opening AP is smaller than the predetermined opening APFC, that is, when the accelerator opening AP is fully closed, the process proceeds to step S22, and when the accelerator opening AP is fully closed, the throttle valve opening TH becomes full. The integral term THFBI is reset to a value of 0 so as to be closed.

On the other hand, at step S25, the accelerator opening AP
Is greater than or equal to the predetermined opening APFC, the control constants KP and KI of the feedback value THFB are calculated (step S
26). The calculation process of the control constants KP and KI will be described later.

Intake pipe pressure detected by pressure sensor 8 from target engine load PBCMD (actual engine load)
The engine load deviation ERROR is calculated by subtracting PB (step S27). It is determined whether the calculated absolute value of the error ERROR is equal to or larger than a predetermined error ERRORG (step S28). Hysteresis is added to the predetermined error ERRORG, and the upper limit is 5 m in the present embodiment.
mhg, and the lower limit is set to 3 mmhg.

The absolute value of the deviation ERROR is equal to a predetermined deviation ERR.
ORG, that is, the target engine load PBC
When the MD and the actual engine load PB are substantially equal, the process of calculating the feedback value THFB of the throttle valve opening is stopped to prevent hatching of the throttle valve opening TH. On the other hand, when the absolute value of the deviation ERROR is equal to or greater than the predetermined deviation ERRORG, the proportional term THFBP is calculated by multiplying the predetermined deviation ERRORG by the control constant KP (step S2).
9).

When the throttle valve is fully open or close to fully closed, the previous value is held to prevent erroneous integration of the integral term (I term) of the throttle valve opening. That is, the atmospheric pressure P
A minus the intake pipe absolute pressure PBA (PA-PB
It is determined whether or not A) is equal to or greater than a predetermined value DPBWOT (step S30). Hysteresis is added to the predetermined value DPBWOT, and in the present embodiment, the upper limit is 30 mm
Hg and the lower limit are set to 10 mmHg. PA-
If PBA <DPBWOT, it is determined that the state is close to full open, and the process proceeds to step S38 described later.

When PA-PBA ≧ DPBWOT, the target throttle valve opening THCMD is equal to the predetermined opening TH.
It is determined whether it is not more than WOT (79 deg in this embodiment) (step S31). Target throttle valve opening THC
If the MD is greater than the predetermined opening THWOT, it is determined that the state is close to full open, and the process proceeds to step S38 described later.

On the other hand, when the target throttle valve opening THCMD is equal to or smaller than the predetermined opening THWOT, it is determined whether or not the target throttle valve opening THCMD is equal to or larger than the predetermined opening THFC (0.1 deg in the present embodiment). (Step S32). When the target throttle valve opening THCMD is smaller than the predetermined opening THFC, it is determined that the state is close to fully closed, and the process proceeds to step S38 described later.

On the other hand, the target throttle valve opening THCM
When D is equal to or larger than the predetermined opening THFC, a value obtained by multiplying the integral term KI by the deviation ERROR is added to the integral term THFBI (n-1) of the previous feedback value, and the integral term THFBI (n) of the present feedback value is added. Is calculated (step S33).

The limit processing of the calculated integral term THFBI is performed. That is, it is determined whether or not the integral term THFBI is equal to or greater than the lower limit value THFBL (step S34).
If HFBIL (−30 deg in this embodiment) is smaller, the integral term THFBI is set to the lower limit value THFBIL (step S35), and the integral term THFBI is set to the upper limit value THF.
It is determined whether the value is less than or equal to BIH (30 deg in this embodiment) (step S36), and the integral term THFBI is set to the upper limit
If it is larger than FBIH, the integral term THFBI is set to the upper limit T
HFBIH is set (step S37).

The proportional term THF calculated in step S29
A feedback value T is obtained by adding the integral term THFBI to BP.
HFB is calculated (step S38), and the process ends.

FIG. 9 is a flowchart showing the procedure for calculating the control constants KP and KI. It is determined whether or not the absolute value of the target engine load deviation DPBCMD is equal to or greater than a predetermined value DPBFB (step S41). Predetermined value DPBFB
Is added with a hysteresis. In the present embodiment, the upper limit and the lower limit are set to 10 mmHg and 5 mmHg, respectively.

The absolute value of the deviation DPBCMD is equal to a predetermined value DPB.
If the difference is smaller than FB, the process ends and the difference DPBCM
The control constants KI and KP are prevented from fluctuating due to a slight change in D. On the other hand, when the absolute value of the difference DPBCMD is equal to or larger than the predetermined value DPBFB, whether the throttle valve should be controlled in the opening direction or in the closing direction depending on whether the difference DPBCMD is equal to or larger than the predetermined value DPB0 (0 mmHg in the present embodiment). Is determined (step S42).

When the difference DPBCMD is equal to or larger than a predetermined value DPB0, that is, when the difference DPBCMD is positive, it is necessary to control the throttle valve opening TH in the opening direction, and it is necessary to control the throttle valve opening TH in accordance with the target engine load PBCMD and the engine speed NE. Correction values KPACC, KIACC are converted to KPACC map, K
A search is performed using the IACC map (step S43). FIG. 10 is a graph showing a KPACC map. FIG. 11 is a graph showing a KIACC map. Correction value KPAC
C and KIACC each have a smaller value as the engine speed NE is larger, and have larger values as the target engine load PBCMD is smaller (the negative pressure is larger). The calculated correction values KPACC and KIACC are converted into correction coefficients KPM and KIM.
(Step S44).

On the other hand, in step S42, the deviation DPBCMD
Is smaller than the predetermined value DPB0, that is, the difference DPBC
When MD is negative, it is necessary to control the throttle valve opening TH in the closing direction, and correction values KPDEC and KIDEC corresponding to the target engine load PBCMD and the engine speed NE are required.
Is searched using the KPDEC map and the KIDEC map (step S45). FIG. 12 is a graph showing a KPDEC map. FIG. 13 is a graph showing a KIDEC map. The correction values KPDEC and KIDEC each become smaller as the engine speed NE becomes larger, and become smaller as the engine load PBCMD becomes smaller (the negative pressure becomes larger).

It is determined whether or not the engine output torque correction amount DTESFT is equal to the value 0, that is, whether or not the shift shock during shifting is being reduced (step S47). When the engine output torque correction amount DTESFT is not the value 0 and the shift shock is being reduced, the correction coefficients KPSFT and KISFT corresponding to the cooling water temperature TW representing the oil temperature of the clutch oil of the automatic transmission 26 are respectively KPSFT map and KISFT. Search by map (step S4
8). FIG. 14 is a graph showing a KPSFT map and a KISFT map according to the cooling water temperature TW. Correction coefficient K
In both PSFT and KISFT, the higher the cooling water temperature TW,
It is set to a small value.

The correction coefficients KPPRS, K corresponding to the shift oil pressure change amount DPRSAT calculated by the processing described later.
The IPRS is searched using the KPPRS map and the KIPRS map (step S49). FIG. 15 is a KPPRS map corresponding to the shift oil pressure change amount DPRSAT,
It is a graph which shows a map.

On the other hand, if the engine output torque correction amount DTESFT is equal to 0 and the shift shock is not being reduced in step S47, the correction coefficients KPSFT and KISFT are set to 1.0 (step S50), and the correction coefficient KPPR is set.
S, KIPRS are set to a value of 1.0 (step S5).
1), the process proceeds to step S52.

Correction coefficients KPM, KPSFT, KPPRS
To calculate a control constant KP (step S52).
The control constant KI is calculated by multiplying the correction coefficients KIM, KISFT, and KIPRS (step S53), and the process is terminated.

The control constants KP, KI calculated in this way
Is a drive constant of the actuator 23 for adjusting the opening degree of the throttle valve, and is changed in accordance with the oil temperature of the clutch oil and the clutch oil pressure according to the above processing procedure.

Next, a description will be given of the calculation of the engine output torque correction amount DTESFT at the time of shifting in step S2. First, a process of determining a shifting pattern is performed.

FIG. 16 is a flowchart showing a procedure of a pattern discriminating process at the time of a shift executed by the ECU 5. First, the next-stage shift (optimal shift) position SFTCMD
Is selected (step S61). Next shift position SFT
The process of selecting the CMD will be described later. Then,
The shift clutch engagement ratio ECL is calculated (step S6).
2). The process for calculating the shift clutch engagement ratio ECL will be described later.

At step S61, it is determined whether or not a flag FSFTCNG set to value 1 when a shift is being changed is 1 (step S63). Flag FS
When FTCNG is not the value 1, that is, when a shift change is not being performed, an initial value used for the shift shock reduction processing is set (step S64), and the processing ends.

On the other hand, in step S63, the flag FSFTC
If NG is a value 1 and a shift change is in progress, step S
It is determined whether or not the flag FUPSFT set to the value 1 when the upshift is performed at 61 is the value 1 (step S65). When the flag FUPSFT has a value of 1, the target engine output torque TECMD is equal to the predetermined torque TECM.
It is determined whether it is equal to or more than D0 (the predetermined torque TECMD0 is 0 in this embodiment) (step S6).
6).

If the target engine output torque TECMD is equal to or greater than the predetermined torque TECMD0, it is determined that the power is on, that is, an upshift when the driver depresses the accelerator pedal to accelerate, and the engine output during the power-on upshift is determined. A torque correction amount DTESFT and a shift oil pressure change amount DPRSAT are calculated (step S67).
The calculation processing procedure of the engine output torque correction amount DTESFT and the shift hydraulic pressure change amount DPRSAT during the power-on upshift will be described later.

On the other hand, if the target engine output torque TECMD is smaller than the predetermined torque TECMD0 in step S66, it is determined that the upshift is at power-off, that is, when the driver accelerates on a slope without stepping on the accelerator pedal, Engine output torque correction amount DTESFT and shift oil pressure change amount DPRS during power-off upshift
The AT is calculated (step S68). The procedure for calculating the engine output torque correction amount DTESFT and the shift oil pressure change amount DPRSAT during the power-off upshift will be described later.

On the other hand, in step S65, the flag FUP
When the SFT is 0 and the downshift is performed, the engine output torque correction amount DTESFT and the shift hydraulic pressure change amount D during the power-on downshift and the power-off downshift
PRSAT is calculated (step S69). The calculation processing procedure of the engine output torque correction amount DTESFT and the shift oil pressure change amount DPRSAT during the power-on downshift and the power-off downshift will be described later.

FIG. 17 is a flowchart showing the procedure for setting the initial values used in the shift shock reduction processing. First, the target engine output torque TECM immediately before the shift
The current target engine output torque TECMD is set in DS (step S71). Torque phase time measurement timer tm
The value 0 is set in PRSAT (step S72), and the process ends.

FIG. 18 is a flowchart showing the procedure for selecting the next shift position SFTCMD. First, it is determined whether or not the selector is in the drive (D) range (step S81). If the selector is in the D range, the shift map position SFTMM is searched from the SFTMM map (step S82). FIG. 19 is a graph showing an SFTMM map. The shift map position SFTMM is set according to the accelerator opening AP and the vehicle speed V. In the figure, the solid line indicates an upshift (1 → 2UP, 2 → 3UP, 3
→ 4UP), and the broken line indicates a downshift (4 → 3DN,
3 → 2DN, 2 → 1DN).

It is determined whether or not a shift change is being performed, that is, whether or not the flag FSFCCNG = 1 (step S83). If the flag FSFTCNG = 1 and the shift change is being performed, the process ends. On the other hand, when the flag FSTCNGG = 0 and no shift change is being performed, the shift map value SFTMM is changed to the next-stage shift SFTCM.
D is set (step S84).

It is determined whether or not the next shift SFTCMD is the fourth speed (th) (step S85). When the next-stage shift SFTCMD is not the fourth speed (th), the engine speed NE becomes the predetermined speed NESFTH (60 in the present embodiment).
(00 rpm), it is determined whether or not it is over-rev (step S86). If it is an overrev, the next shift position SFTCMD is raised by one (step S8).
7).

On the other hand, when the engine speed NE is equal to the predetermined speed N
If not over ESFTH and not overrev, the process ends as it is. In step S85, the next-stage shift position S
If the FTCMD is the fourth speed, the upshift cannot be performed in steps S86 and S87 because the upshift cannot be performed.

It is determined whether or not the next shift position SFTCMD is equal to the previous shift position SFTCD0 (step S88). If they are equal, the process ends. On the other hand, if they are not equal, the flag FSFCCNG indicating that a shift change is occurring is set to a value of 1 (step S89). The shift pattern SFTPT is searched (step S90). FIG. 20 shows a shift pattern SFTPT.

It is determined whether the next shift position SFTCMD is greater than the previous shift position SFTCMD0 (step S91). If the next-stage shift position SFTCMD is larger than the previous-stage shift position SFTCMD0, it is determined that an upshift has occurred and the flag FUPFTFT is set to a value of 1 (step S92), and the process ends. Next shift position SFTC
If the MD is smaller than the previous shift position SFTCD0, the flag FUPSFT is set to a value of 0 as a downshift (step S93), and the process ends.

On the other hand, if the selector is not in the D range in step S81, it is determined whether or not the selector is in the manual range (step S94). If the selector is not in the manual range, set the next shift position SFDDMD to 1
The speed (st) is set (step S95), and the process ends. On the other hand, when the selector is in the manual range, the shift map position SFTMM corresponding to the selector position is searched (step S96), and the process proceeds to step S83.

FIG. 21 is a flowchart showing a procedure for calculating the shift clutch engagement ratio ECL. The shift clutch engagement ratio ECL is an input / output shaft speed ratio of the automatic transmission 26, and indicates the engaged state of the shift clutch during gear shifting.

First, the shift mode SFTMODE indicating the state at the time of the shift change is changed to the previous shift mode SFTMO.
It is set to DE0 (step S101). It is determined whether or not the main shaft rotation speed NM on the input side of the automatic transmission is 0 rpm (step S102). If it is not 0 rpm, the output side countershaft rotation speed NC is 0 rpm
Is determined (step S103).

If it is not 0 rpm, the shift clutch engagement ratio ECL is calculated according to equation 2 (step S1).
04).

[0079]

## EQU2 ## ECL = NC × GRESIO / NM Here, the constant GREIO is a value determined according to the shift position. FIG. 22 is a diagram showing a constant GRESIO according to the shift position SFTCMD.

It is determined whether or not the flag FSFCCNG is set to 1 and a shift change is being performed (step S105).
If the flag FSFCCNG has a value of 1 and the shift is being changed, it is determined whether or not the shift mode is SFTMODE = 02 and the inertia phase is set (step S106). If the phase is not the inertia phase, the upshift flag FUPSFT
Is determined to be the value 1 (step S107).

When the upshift flag FUPSFT has a value of 1, the shift clutch engagement ratio ECL is equal to a predetermined value ECL.
It is determined whether it is smaller than UP (1.01 in this embodiment) (step S108). If the value is smaller than the predetermined value ECLUP, the shift mode SFTM is determined as the torque phase.
ODE is set to 01 (step S109), and the process ends. If the value is equal to or more than the predetermined value ECLUP, the shift mode SFTMODE = 0 is determined as the inertia phase.
2 (step S110), a set value GREIO according to the shift position is set (step S111), and the process ends.

On the other hand, in step S107, the flag FUPS
If the value of FT is 0, it is determined whether the shift clutch engagement ratio ECL is equal to or less than a predetermined value ECLDN (step S112). If the value is equal to or less than the predetermined value ECLDN, the process proceeds to step S110 to determine that the inertia phase is set. When the value is larger than the predetermined value ECLDN, the process proceeds to step S109, and the above process is performed assuming that the torque phase is set.

In step S106, the shift mode S
If FTMODE = 02 and the phase is the inertia phase, it is determined whether or not the flag FUPSFT has a value of 1 (step S113). When the flag FUPSFT has the value 1, it is determined whether or not the shift clutch engagement ratio ECL is equal to or less than a predetermined value ECUPS (step S114). If the shift clutch engagement ratio ECL is equal to or smaller than the predetermined value ECLUPS, the process proceeds to step S111 and the process of step S111 is performed. If the flag FUPSFT is 0, it is determined whether the shift clutch engagement ratio ECL is smaller than a predetermined value ECLDNS (0.99 in the present embodiment) (step S115). If it is smaller than the predetermined value ECLDNS, the next shift position SFDDMD is changed to the previous shift position SFTCM.
D0 is set (step S116), and step S111 is set.
Move to the processing of. If the shift clutch engagement ratio ECL is equal to or greater than the predetermined value ECLDNS, the process directly proceeds to step S1.
Then, the process proceeds to step S11.

On the other hand, in step S105, the flag FSFT
If CNG = 0 and no shift change is in progress, the shift mode SFTMODE is set to a value of 00 (step S11).
7) The process proceeds to step S116. In step S103, the output-side counter shaft rotation speed NC is set to 0.
rpm, the shift clutch engagement ratio ECL has a value of 0.
Is set (step S118), and the process proceeds to step S117. Further, if the input side main shaft rotation speed NM is 0 rpm in step S102, the value 2 is set to the shift clutch engagement ratio ECL (step S11).
9), the process proceeds to step S117.

FIG. 23 is a timing chart showing changes in the shift clutch engagement ratio ECL and the like during an upshift. During an upshift, the shift clutch engagement ratio ECL exhibits a value of 1 in the torque phase, temporarily becomes larger than 1 when the torque phase changes to the inertia phase, and gradually decreases from a small value to 1 when the shift clutch starts to be engaged. Return. FIG.
5 is a timing chart showing changes in the shift clutch engagement ratio ECL and the like during a downshift. During a downshift, the shift clutch engagement ratio ECL exhibits a value of 1 in the torque phase, temporarily becomes smaller than 1 when the torque phase changes to the inertia phase, and gradually increases from a large value to 1 when the shift clutch starts to be engaged. Return.

FIG. 25 shows the engine output torque correction amount DTES during the power-on upshift in step S67.
It is a flowchart which shows the calculation processing procedure of FT. First, it is determined whether or not the shift mode is SFTMODE = 02 and the inertia phase is set (step S121).

If the phase is not the inertia phase, the torque phase time measurement timer tmPRSAT is counted up (step S122). The clutch pressure PRESSFT of the subsequent stage (entrance side) is read by the hydraulic pressure sensor 40, and the shift hydraulic pressure P
It is set to RSAT (step S123). The set shift hydraulic pressure PRSAT is converted to a torque phase time measurement timer tmP.
Shift oil pressure change actual measurement value DPR divided by RSAT value
The SATA is calculated (Step S124).

The engine output torque correction amount DTESFT is set to 0 kgm (step S125), and the cooling water temperature TW is set.
Is set to a value of 1.0 (step S126), and the process ends.

On the other hand, in step S121, shift mode S
If it is determined in FTMODE = 02 that it is the inertia phase, it is determined whether or not it was the previous inertia phase in the previous shift mode SFTMODE0 = 02 (step S).
127). If it is not the previous inertia phase but the first inertia phase, a threshold value ECLUPT corresponding to the shift pattern SFTPT is searched (step S128).
FIG. 26 is a diagram showing the threshold value ECLUPT. The higher the shift pattern SFTPT, the greater the value of the threshold value ECLUPT.

The engine output torque correction amount DTESFT corresponding to the shift pattern SFTPT, the target engine output torque TECMDS immediately before the shift, and the vehicle speed V is searched (step S129). FIG. 27 shows the engine output torque correction amount D.
It is a graph which shows the map of TESFT. The engine output torque correction amount DTESFT is the target engine output torque T
The value is set to a smaller value as the ECMD is larger, and is set to a smaller value as the vehicle speed V is larger. The map of the engine output torque correction amount DTESFT is the shift pattern (1
→ 2UP, 2 → 3UP, 3 → 4UP).

A shift oil pressure change amount reference map value DPRSATM corresponding to the shift pattern SFTPT, the target engine output torque TECMDS immediately before the shift, and the vehicle speed V is searched (step S130). FIG. 28 is a graph showing a map of the shift hydraulic pressure change amount reference map value DPRSATM.
The shift oil pressure change amount reference map value DPRSATM is set to a larger value as the target engine output torque TECMDS immediately before the shift is increased, and is set to a larger value as the vehicle speed V is increased. Shift oil pressure change amount reference map value DPRSAT
The map of M is a shift pattern (1 → 2UP, 2 → 3U)
P, 3 → 4UP).

Shift pattern SFTPT, cooling water temperature TW
Is searched for a temperature correction coefficient KTWDPRSAT corresponding to (step S131). FIG. 29 shows the temperature correction coefficient KTWD.
It is a graph which shows the map of PRSAT. The temperature correction coefficient KTWDPRSAT is set to a smaller value as the cooling water temperature TW is higher. The map of the temperature correction coefficient KTWDPRSAT is a shift pattern (1 → 2UP, 2 → 3UP, 3 →
4UP).

The shift oil pressure change amount reference map value DPRSATM retrieved in step S130 is added to step S131.
The shift oil pressure change amount reference value DPRSATB is calculated by multiplying by the temperature correction coefficient KTWDPRSAT retrieved in step (step S132). The shift oil pressure change amount actual measurement value DPRS is calculated using the calculated shift oil pressure change amount reference value DPRSATB.
The shift oil pressure change amount DPRSAT is calculated by dividing ATA (step S133).

A new engine output torque correction amount DTESFT is calculated by multiplying the engine output torque correction amount DTESFT calculated in step S129 by the shift oil pressure change amount DPRSAT calculated in step S133 (step S135).

On the other hand, in step S127, if the previous shift mode is SFTMODE0 = 02 and the inertia phase is the previous one, that is, if it is the second or subsequent time, it is determined whether or not the shift clutch engagement ratio ECL is equal to or less than the threshold value ECLUPT ( In step S136), if the value is equal to or smaller than the threshold value ECLUPT, the process is terminated as it is and the threshold value ECLUT is set.
If PT is exceeded, it is determined that the shift has been completed, and the flag FSFCCNG indicating that the shift is in progress is reset to a value 0 (step S137), and the engine output torque correction amount D is set.
TESFT is set to 0 kgm (step S138),
The shift hydraulic pressure change amount DPRSAT is set to a value of 1.0 (step S139), and the process ends.

FIG. 30 is a timing chart showing changes in the engine output torque correction amount DTESFT and the like during a power-on upshift. By the processing shown in FIG. 25, the engine output torque correction amount DTESFT set according to the rise of the clutch oil pressure and the oil temperature immediately after entering the inertia phase (entrance side) is constant in the inertia phase.

FIG. 31 shows the engine output torque correction amount DTES during the power-off upshift in step S68.
It is a flowchart which shows the processing procedure which calculates FT.
At the time of power-off upshift, that is, the accelerator pedal 25
When the vehicle is not depressed, the shift is accelerated on a slope or the like. First, it is determined whether or not the shift mode is SFTMODE = 01 and the torque phase is set (step S141).

If it is the torque phase, it is determined whether or not it was the previous torque phase (step S142). If it was not the last torque phase, the torque phase measurement hold timer tmDTES
FT is set (step S143).

The engine output torque correction amount DTESFT corresponding to the shift pattern SFTPT, the target engine output torque TECMDS immediately before the shift, and the vehicle speed V is searched (step S144). FIG. 32 shows the engine output torque correction amount D.
It is a graph which shows the map of TESFT. The engine output torque correction amount DTESFT is set to a larger value as the target engine output torque TECMDS immediately before shifting is smaller,
The larger the vehicle speed V is, the larger the value is set. Further, a map of the engine output torque correction amount DTESFT is provided for each shift pattern (1 → 2UP, 2 → 3UP, 3 → 4UP).

The shift pressure PRESFT0 of the preceding stage (cut side) is read by the oil pressure sensor 40, and the shift pressure PR
SAT is set (step S145). Shift pattern SFTPT, target engine output torque TE immediately before shifting
Shift pressure reference map value PR according to CMDS and vehicle speed V
The SATM is searched (step S146). FIG. 33 is a graph showing a map of the shift hydraulic pressure reference map value PRSATM. The shift hydraulic pressure reference map value PRSATM is set to a larger value as the target engine output torque TECMDS immediately before the shift is smaller, and is set to a larger value as the vehicle speed V is larger. The map of the shift hydraulic pressure reference map value PRSATM is a shift pattern (1 → 2UP, 2 → 3UP, 3 →
4UP).

Shift pattern SFTPT, cooling water temperature TW
Is searched for a temperature correction coefficient KTWPRSAT corresponding to (step S147). FIG. 34 is a graph showing a map of the temperature correction coefficient KTWPRSAT according to the cooling water temperature TW. The temperature correction coefficient KTWPRSA is set to a smaller value as the cooling water temperature TW is higher. The shift hydraulic pressure reference value PRSATB is calculated by multiplying the searched temperature correction coefficient KTWPRSAT by the searched shift hydraulic pressure reference map value PRSATM in step S146 (step S148).

The shift oil pressure change amount DPRSAT is calculated by dividing the shift oil pressure PRSAT set in step S145 by the shift oil pressure reference value PRSATB (step S145).
149). The new engine output torque correction amount DTESFT is calculated by multiplying the engine output torque correction amount DTESFT calculated in step S144 by the shift oil pressure change amount DPRSAT calculated in step S149 (step S150).

On the other hand, if it is the previous torque phase in step S142, the torque phase measurement hold timer tmDTESF
It is determined whether or not T has ended (step S15)
1). If the torque phase measurement hold timer tmDTESFT has not expired, it ends as it is. If it has ended, the engine output torque correction amount DTESFT is subtracted from the term D.
DTESFT is subtracted (step S152), and it is determined whether the subtracted engine output torque correction amount DTESFT is greater than 0 kgm (step S153).

If the engine output torque correction amount DTESFT is greater than 0 kgm, the process is terminated. If the subtracted engine output torque correction amount DTESFT is 0 kgm or less, the engine output torque correction amount DTESFT is set to 0 kgm (step S154). The shift hydraulic pressure change amount DPRSAT is set to a value of 1.0 (step S1).
55) Terminate the processing. If it is determined in step S141 that the current phase is not the torque phase, the process proceeds to step S154 and the same processing is performed.

FIG. 35 is a timing chart showing changes in the engine output torque correction amount DTESFT and the like during a power-off upshift. According to the processing of FIG. 31, the engine output torque correction amount DTESFT is set according to the clutch oil pressure and the oil temperature immediately after entering the torque phase, and is gradually subtracted in the torque phase.

FIG. 36 is a flow chart showing the procedure for calculating the engine output torque correction amount DTESFT at the time of downshifting in step S69. First, SFTM
It is determined whether or not the inertia phase exists in ODE = 02 (step S161). If it is in the torque phase, the timer increments the torque phase time measurement timer tmPRSAT (step S162).

The shift pressure PRSAT at the subsequent stage (entrance side) is read by the hydraulic pressure sensor 40 (step S163).
The read shift oil pressure PRSAT is divided by the torque phase time measurement timer tmPRSAT to calculate a shift oil pressure change amount actual measurement value DPRSATA (step S164).

The engine output torque correction amount DTESFT is set to a value of 0 (step S165), and the shift oil pressure change amount DPRSAT is set to a value of 1.0 (step S16).
6), end the process.

On the other hand, if it is the inertia phase in step S161, it is determined whether or not it is the previous inertia phase (step S167). If the last time was not the inertia phase,
Threshold ECLDN according to shift pattern SFTPT
T is searched (step S168). FIG. 37 is a diagram showing a threshold value ECLDNT according to the shift pattern SFTPT.

The engine output torque correction amount DTESFT corresponding to the shift pattern SFTPT, the target engine output torque TECMDS immediately before the shift, and the vehicle speed V is searched (step S169). FIG. 38 shows the engine output torque correction amount D.
It is a graph which shows the map of TESFT. The engine output torque correction amount DTESFT is set to a smaller value as the target engine output torque TECMDS immediately before shifting is increased,
The absolute value is set to a larger value as the vehicle speed V increases.
Further, the map of the engine output torque correction amount DTESFT is a shift pattern (1 → 2UP, 2 → 3UP, 3 → 4
UP).

A shift pressure change amount reference map value DPRSATM corresponding to the shift pattern SFTPT, the target engine output torque TECMDS immediately before the shift, and the vehicle speed V is searched (step S170). FIG. 39 is a graph showing a map of the shift oil pressure change amount reference map value DPRSATM.
The shift oil pressure change amount reference map value DPRSATM is set to a larger value as the target engine output torque TECMDS immediately before the shift is increased, and is set to a larger value as the vehicle speed V is increased. Shift oil pressure change amount reference map value DPRSAT
The map of M is a shift pattern (1 → 2UP, 2 → 3U)
P, 3 → 4UP).

Shift pattern SFTPT, cooling water temperature TW
Is searched for a temperature correction coefficient KTWDPRSAT corresponding to (step S171). FIG. 40 shows the temperature correction coefficient KTWD.
It is a graph which shows the map of PRSAT. The temperature correction coefficient KTWDPRSAT is set to a smaller value as the cooling water temperature TW is higher. The map of the temperature correction coefficient KTWDPRSAT is a shift pattern (1 → 2UP, 2 → 3UP, 3 →
4UP).

At step S171, the shift oil pressure change amount reference map value DPRSATM retrieved at step S170 is added to step S171.
The shift hydraulic pressure change amount reference value DPRSATB is calculated by multiplying by the temperature correction coefficient KTWDPRSAT searched in (step S172). The shift oil pressure change amount actual measurement value DPRS is calculated using the calculated shift oil pressure change amount reference value DPRSATB.
The shift oil pressure change amount DPRSAT is calculated by dividing ATA (step S173).

The engine output torque correction amount DTESFT calculated in step S169 is multiplied by the shift oil pressure change amount DPRSAT calculated in step S173 to calculate a new engine output torque correction amount DTESFT (step S174).

On the other hand, if the previous shift mode SFTMODE0 = 02 in the previous inertia phase in step S167, that is, if it is the second or subsequent time, it is determined whether or not the shift clutch engagement ratio ECL is equal to or greater than the threshold value ECLUPT (step S167). In step S175), if the value is equal to or larger than the threshold value ECLUPT, the process is terminated as it is and the threshold value ECLUT is set.
If it is smaller than PT, it is determined that the shift has been completed, and the flag FSFCCNG indicating that the shift is in progress is reset to a value 0 (step S176), and the engine output torque correction amount DT
The ESFT is set to 0 kgm (step S177), the shift hydraulic pressure change amount DPRSAT is set to a value of 1.0 (step S178), and the process ends.

FIG. 41 is a timing chart showing changes in the engine output torque correction amount DTESFT and the like during a power-on downshift. FIG. 42 is a timing chart showing changes in the engine output torque correction amount DTESFT and the like during a power-off downshift. By the processing in FIG. 36, the engine output torque correction amount DTESFT is set according to the rise of the clutch oil pressure and the oil temperature in the latter stage (entrance side) immediately before the inertia phase is entered.

In the output torque control device according to the present embodiment, the engine output torque correction amount DTESFT and the control constants KI and KP are determined in accordance with the change amount of the clutch oil pressure at the front stage (disengagement side) or the rear stage (entrance side) and the oil temperature. Since the setting is made, the intake air amount can be controlled according to the change in the hydraulic pressure of the shift clutch, and the shift shock can be reduced in consideration of the change in the hydraulic pressure of the shift clutch.

[0118]

According to the output torque control device for a vehicle internal combustion engine according to the first aspect of the present invention, the output torque control device is controlled by the target value setting device in accordance with the shift pattern of the hydraulic automatic transmission. A target value of the output torque to be set, estimating means for estimating the state of the clutch oil for shifting of the hydraulic automatic transmission, and changing the target value based on the estimated state of the clutch oil by the target value changing means. Therefore, the shift shock can be reduced in consideration of the change in the hydraulic pressure of the shift clutch.

According to the output torque control device for an internal combustion engine for a vehicle of the present invention, the output torque control means includes an electronically controlled throttle valve for controlling an intake air amount of the internal combustion engine. When controlling the output torque by changing the opening, the target value setting means sets a target opening of the throttle valve, and the target value changing means estimates the set target opening by the estimation. Since the change is made according to the state of the shift clutch oil, the amount of air taken into the internal combustion engine can be changed in accordance with the change in the hydraulic pressure of the shift clutch.

According to the output torque control device for an internal combustion engine for a vehicle according to the third aspect, the electronically controlled throttle valve has a valve driving actuator, and the throttle valve opening is changed by changing the driving current of the actuator. When controlling the output torque, the target value changing means,
Since the drive constant of the actuator according to the set target opening is changed according to the estimated state of the clutch oil for shifting, the change in the amount of air taken into the internal combustion engine is synchronized with the change in hydraulic pressure of the shift clutch. be able to.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of an internal combustion engine and an output torque control device thereof according to an embodiment of the present invention.

FIG. 2 is a diagram showing a configuration of an automatic transmission 26.

FIG. 3 is a flowchart showing a processing procedure of engine output torque control executed by an ECU 5;

FIG. 4 is a graph showing a TECMD map.

FIG. 5 is a graph showing a PBCMD map.

FIG. 6 is a graph showing a THFF map.

FIG. 7 is a feedback value THFB of a throttle valve opening;
It is a flowchart which shows the calculation processing procedure of.

FIG. 8 is a flowchart showing a procedure of calculating a feedback value THFB of the throttle valve opening following FIG. 7;

FIG. 9 is a flowchart illustrating a calculation processing procedure of control constants KP and KI.

FIG. 10 is a graph showing a KPACC map.

FIG. 11 is a graph showing a KIACC map.

FIG. 12 is a graph showing a KPDEC map.

FIG. 13 is a graph showing a KIDEC map.

FIG. 14 shows a KPSFT map according to the cooling water temperature TW, K
It is a graph which shows an ISFT map.

FIG. 15: KP according to shift oil pressure change amount DPRSAT
It is a graph which shows a PRS map and a KIPRS map.

FIG. 16 is a flowchart showing a procedure of a pattern discriminating process at the time of a shift executed by the ECU 5.

FIG. 17 is a flowchart showing a procedure for setting an initial value used in a shift shock reduction process.

FIG. 18 is a flowchart showing a procedure for selecting a next-stage shift position SFTCMD.

FIG. 19 is a graph showing an SFTMM map.

FIG. 20 is a diagram showing a shift pattern SFTPT.

FIG. 21 is a flowchart showing a procedure for calculating a shift clutch engagement ratio ECL.

FIG. 22 shows a constant GRE corresponding to a shift position SFTCMD.
It is a figure showing SIO.

FIG. 23: Shift clutch engagement ratio EC during upshift
6 is a timing chart showing changes such as L.

FIG. 24: Shift clutch engagement ratio EC during downshift
6 is a timing chart showing changes such as L.

FIG. 25 is a flowchart showing a procedure for calculating an engine output torque correction amount DTESFT during a power-on upshift in step S67.

FIG. 26 is a diagram showing a threshold value ECLUPT.

FIG. 27 is a graph showing a map of an engine output torque correction amount DTESFT.

FIG. 28: Shift oil pressure change amount reference map value DPRSAT
It is a graph which shows the map of M.

FIG. 29 is a graph showing a map of a temperature correction coefficient KTWDPRSAT.

FIG. 30 is a timing chart showing changes in an engine output torque correction amount DTESFT and the like during a power-on upshift.

FIG. 31 is a flowchart showing a processing procedure for calculating an engine output torque correction amount DTESFT during a power-off upshift in step S68.

FIG. 32 is a graph showing a map of an engine output torque correction amount DTESFT.

FIG. 33 is a graph showing a map of a shift hydraulic pressure reference map value PRSATM.

FIG. 34 is a temperature correction coefficient KTWP according to the cooling water temperature TW.
It is a graph which shows the map of RSAT.

FIG. 35 is a timing chart showing changes in an engine output torque correction amount DTESFT and the like during a power-off upshift.

FIG. 36 is a flowchart showing a procedure for calculating an engine output torque correction amount DTESFT during downshifting in step S69.

FIG. 37 is a diagram showing a threshold value ECLDNT according to a shift pattern SFTPT.

FIG. 38 is a graph showing a map of an engine output torque correction amount DTESFT.

FIG. 39: Shift oil pressure change amount reference map value DPRSAT
It is a graph which shows the map of M.

FIG. 40 is a graph showing a map of a temperature correction coefficient KTWDPRSAT.

FIG. 41 is a timing chart showing changes in an engine output torque correction amount DTESFT and the like during a power-on downshift.

FIG. 42 is a timing chart showing changes in an engine output torque correction amount DTESFT and the like during a power-off downshift.

FIG. 43 is a graph showing changes in engine speed, drive shaft torque, and clutch oil pressure when an accelerator pedal is depressed to upshift.

FIG. 44 is a graph showing changes in engine speed, drive shaft torque, and clutch oil pressure when the change in clutch oil pressure at the time of upshifting is slower than the change in target opening of the actuator.

FIG. 45 is a graph showing changes in engine speed, drive shaft torque, and clutch oil pressure when the change in clutch oil pressure at the time of upshift is faster than the change in target opening of the actuator.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Internal combustion engine 3 Throttle valve 5 ECU 8 Pressure sensor 10 Engine water temperature sensor 25 Accelerator opening sensor 26 Automatic transmission 40 Oil pressure sensor

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Shunichi Tsuzuki 1-4-1, Chuo, Wako, Saitama Prefecture Inside Honda R & D Co., Ltd. (72) Inventor Tetsuya Ohno 1-4-1, Chuo, Wako, Saitama Honda R & D Co., Ltd.

Claims (3)

[Claims] An output torque control means for controlling an output torque of an internal combustion engine in accordance with an operation of depressing an accelerator pedal. An output torque control device for an internal combustion engine for a vehicle for reducing a shift shock by increasing or decreasing a target value for setting a target value of output torque controlled by the output torque control means according to a shift pattern of the hydraulic automatic transmission Value setting means; estimating means for estimating the state of the clutch oil for shifting of the hydraulic automatic transmission; and target value changing means for changing the target value according to the estimated state of the clutch oil. The output torque of the internal combustion engine for a vehicle is reduced by increasing or decreasing the output torque of the internal combustion engine according to the target value changed by the value changing means. Luc control device. 2. The output torque control means includes an electronically controlled throttle valve for controlling an intake air amount of the internal combustion engine, and when the output torque is controlled by changing an opening degree of the throttle valve, the target value The setting means sets a target opening of the throttle valve, and the target value changing means changes the set target opening according to the estimated state of the clutch oil for shifting. An output torque control device for an internal combustion engine for a vehicle according to any one of the preceding claims. 3. The target value changing means when the electronic control throttle valve includes a valve driving actuator, and the output current is controlled by controlling the throttle valve opening by changing a driving current of the actuator. 3. The output torque control device for an internal combustion engine for a vehicle according to claim 2, wherein the drive constant of the actuator according to the set target opening is changed according to the estimated state of the clutch oil for shifting. .