JP2005114040A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To exhibit driving force performance to satisfy a driver at the time of reacceleration after accelerator off.
An ECT_ECU detects an accelerator operation amount of a vehicle driver (S100), a vehicle speed detection step (S102), an accelerator return operation (YES in S104), and a shift line. When the upshift determination is made based on the figure (YES in S106), the virtual required driving force requested by the driver at the next reacceleration is equal to or less than the limit driving force achieved at the shift stage when the upshift is performed. And a step of allowing an upshift (YES in S108). On the decrease side of the accelerator opening by the driver, the virtual required driving force is calculated so that the decrease in the virtual required driving force with respect to the change in the accelerator operation becomes moderate.
[Selection] Figure 3

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device that exhibits a driving force performance that a driver satisfies at the time of reacceleration after an accelerator is turned off.

  An automatic transmission mounted on a vehicle includes a transmission mechanism that is connected to an engine via a torque converter or the like and has a plurality of power transmission paths. For example, the automatic transmission is based on an accelerator pedal opening and a vehicle speed. The power transmission path is automatically switched, that is, the gear ratio (transmission gear stage) is automatically switched.

  Generally, a vehicle having an automatic transmission is provided with a shift lever operated by a driver, and a shift position (for example, a reverse travel position, a neutral position, a forward travel position) is set based on the shift lever operation. The automatic shift control is performed in the shift position set in this way (usually, in the forward travel position).

  In the forward travel position, a shift pattern (shift map) set in advance according to the throttle opening (engine load) and the vehicle speed is used, and the shift gear stage is set according to the detected throttle opening and the vehicle speed. Then, the shift control is automatically executed.

  In such shift control, the running resistance corresponding to the driving force at the current shift gear stage is compared with the maximum driving force at the shift gear stage after the upshift, and is increased when the maximum driving force is greater than the running resistance. It is also considered to prevent shift hunting (busy shift) by permitting shift.

  For example, Japanese Patent Application Laid-Open No. 7-127731 (Patent Document 1) proposes an automatic shift that prevents shift hunting and improves fuel consumption and drivability by making upshift prohibition control more appropriate when traveling on an uphill road. Disclosed is a transmission control device for a machine. The shift control device for an automatic transmission includes a vehicle speed detecting means for detecting a vehicle speed, an engine load detecting means for detecting an engine load, and a shift pattern diagram based on the detected vehicle speed and the engine load. In a shift control device for an automatic transmission of an automobile, comprising: a shift speed selection means for selecting a shift speed of the vehicle; and a shift command means for generating an upshift request or a downshift request based on the selection result. A first driving force calculating means for calculating a driving force based on a current engine load; a traveling resistance calculating means for calculating a driving resistance based on at least a calculation result of the first driving force calculating means; The second driving force is calculated based on the engine load corresponding to the current vehicle speed on the downshift line of another shift stage in the shift pattern diagram. The calculation result of the second driving force calculation means is calculated according to the comparison result of the force calculation means, the comparison result of the driving resistance calculation means and the comparison result of the second driving force calculation means, and the comparison result of the comparison means. Upshift prohibiting means for prohibiting upshifting to another gear position when the resistance calculation means is smaller than the calculation result is provided.

According to the shift control device of this automatic transmission, the driving force at the other shift stage (maximum driving force after the shift) is changed to the engine load corresponding to the current vehicle speed on the downshift line of the other shift stage in the shift pattern diagram. Based on this, it is compared with the running resistance to determine whether or not upshifting is prohibited. For this reason, it is possible to achieve both the prevention of shift hunting and the improvement of fuel consumption and drivability by making upshift prohibition control more appropriate when traveling on an uphill road.
JP-A-7-127731

  However, in the shift control device for an automatic transmission disclosed in Patent Document 1, the required driving force is reduced to a level lower than the maximum driving force by the shift gear stage after the upshift for a short time, and then the maximum If the driving force exceeds the driving force, downshifting may occur immediately after upshifting. Therefore, it cannot be said that shift hunting is sufficiently prevented. In addition, the calculation of running resistance on an uphill road, a downhill road, and a flat road is not always reflected in the current situation, and it may be difficult to accurately prohibit an upshift.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that exhibits driving force performance to satisfy the driver at the time of reacceleration after the accelerator is turned off. That is. Another object of the present invention is to provide a vehicle control device that realizes prohibition of upshifting according to the driving tendency of the driver.

  A control device according to a first aspect controls a vehicle equipped with an automatic transmission. The control device includes a detecting unit for detecting an accelerator operation of the driver of the vehicle, a calculating unit for calculating a virtual required driving force requested by the driver based on the accelerator operation, and a current shift stage. If the maximum driving force is greater than the virtual required driving force, the means for calculating the maximum driving force achieved at the shift stage when the upshift is Judgment means for judging to permit the shift and shift control means for controlling the automatic transmission based on the result of the judgment means are included. The calculating means includes means for calculating the virtual required driving force so that the decrease in the virtual required driving force with respect to the change in the accelerator operation becomes gentle on the side where the accelerator opening is reduced by the accelerator operation.

  According to the first invention, for example, when the vehicle is traveling on an uphill / downhill road or a flat road, the driver performs an operation of returning the accelerator pedal when the inter-vehicle distance from the preceding vehicle decreases. The detection means detects this, and the calculation means calculates the virtual required driving force requested by the driver based on the accelerator operation. This virtual required driving force is a driving force when it is assumed that the driver next accelerates again. Furthermore, when the operation of returning the accelerator pedal is performed by the calculating means, the virtual required driving force is calculated so that the decrease in the virtual required driving force with respect to the change in the accelerator operation becomes moderate. When the maximum drive force after the upshift is larger than the calculated virtual required drive force, the upshift is permitted by the judging means, and the automatic transmission is controlled to be upshifted by the shift control means. By doing so, it is determined that after the upshift (that is, the required driving force has decreased to a level below the maximum driving force by the shift gear after the upshift even for a short time. After that, if it is increased to a magnitude exceeding the maximum driving force, it can be avoided that a downshift occurs immediately after an upshift. That is, when the driver performs the operation of returning the accelerator pedal, the virtual required driving force is calculated so that the decrease in the virtual required driving force with respect to the change in the accelerator operation becomes gentle. The virtual demand driving force does not decrease much with respect to the change. Therefore, the virtual required driving force is less likely to fall below the maximum driving force due to the transmission gear stage after the upshift (it is likely to be on the upshift prohibited side). For this reason, a time lag occurs until permission for upshifting is determined, and if the accelerator opening changes to a level that prohibits upshifting during the time corresponding to the time lag (for example, accelerator operation for reacceleration). Upshifts will not occur. As a result, after the accelerator opening decreases in a short period of time, it is possible to accurately prevent the occurrence of continuous upshifts and downshifts (shift hunting) due to the increase in accelerator opening. Further, since the upshift prohibition determination is performed based on the driver's accelerator operation, complicated calculation of the running resistance or the like is not necessary.

  In addition to the configuration of the first invention, the vehicle control device according to the second invention is a correction for correcting the degree of decrease that moderates the decrease in the virtual required driving force based on the driving force request of the driver. Means are further included.

  According to the second aspect of the invention, the shift control is corrected according to the driving tendency (driving force request tendency) of the driver by the correcting means, and the vehicle can be controlled according to the driving tendency of the driver.

  In the vehicle control apparatus according to the third aspect of the invention, in addition to the configuration of the second aspect of the invention, the correction means has a state in which the actual driving force is greater than the virtual required driving force before the upshift is permitted by the judging means. Then, means for correcting so as to reduce the degree of decrease is included.

  According to the third invention, before the upshift is permitted, there is a state where the driving force (actual driving force) actually generated in the vehicle in response to the driving force request based on the accelerator operation by the driver is larger than the virtual driving force. When this occurs, it can be determined that the driver has a driving tendency requiring a large driving force. At that time, by reducing the degree of decrease in the virtual required driving force, it becomes difficult to allow upshifts, and the vehicle can be controlled in accordance with the driving tendency of the driver.

  In the vehicle control apparatus according to the fourth aspect of the invention, in addition to the configuration of the second or third aspect of the invention, the correction means controls the shift by increasing the accelerator pedal within a predetermined time after the upshift of the automatic transmission. Means for correcting so that the degree of decrease is reduced when downshifted by the means is included.

  According to the fourth invention, when the driver depresses the accelerator and downshifts during a predetermined short time after the upshift, an unnecessary upshift is performed with respect to the driving tendency of the driver. It can be determined that At that time, by reducing the degree of decrease in the virtual required driving force, it becomes difficult to allow upshifts, and the vehicle can be controlled in accordance with the driving tendency of the driver.

  In the vehicle control device according to the fifth aspect of the invention, in addition to the configuration of any one of the second to fourth aspects, the correction means is configured so that the actual driving force is greater than the virtual required driving force before the upshift is permitted by the judging means. If a large state does not occur, a means for correcting so as to increase the degree of decrease is included.

  According to the fifth invention, before the upshift is permitted, there is a state where the driving force (actual driving force) actually generated in the vehicle in response to the driving force request based on the accelerator operation by the driver is larger than the virtual driving force. When it does not occur, it can be determined that the driving tendency for the driver to request a large driving force is low. At that time, by increasing the degree of decrease in the virtual required driving force, it is easier to permit an upshift early, enabling control of the vehicle according to the driving tendency of the driver and improving fuel efficiency. become.

  In the vehicle control apparatus according to the sixth invention, in addition to the configuration of any one of the second to fifth inventions, the correction means has a degree of decrease when the accelerator return operation detected by the detection means is gentle. Means for correcting to be larger is included.

  According to the sixth aspect of the invention, when the accelerator pedal is gently returned, it can be determined that the driving tendency for the driver to request a large driving force is low. At that time, by increasing the degree of decrease in the virtual required driving force, it is easier to permit an upshift early, enabling control of the vehicle according to the driving tendency of the driver and improving fuel efficiency. become.

  In the vehicle control apparatus according to the seventh invention, in addition to the configuration of any one of the first to sixth inventions, when the upshift is performed on the side where the accelerator opening is decreased by the accelerator operation and before the upshift is permitted, The engine further includes engine control means for controlling the engine so as to increase the idling speed of the engine mounted on the vehicle so that the engine braking force equivalent to the engine braking force at the present gear stage is applied.

  According to the seventh invention, when the upshift is permitted and the upshift is performed by the control means, and when the upshift is not permitted and the upshift is not performed, the engine control means changes the idle speed and controls the engine. Is done. As a result, the engine braking force does not differ regardless of the presence or absence of an upshift, and the driver's uncomfortable feeling can be reduced.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  Note that the virtual required driving force requested by the driver based on the accelerator operation can be referred to as a virtual required driving force because it can be said to be a driving force required by the driver based on the accelerator operation. Therefore, the virtual required driving force in the following description has the same meaning as the virtual required driving force described above.

<First Embodiment>
A vehicle power train including the control device according to the present embodiment will be described. The vehicle control apparatus according to the present embodiment is realized by a program executed by an ECU (Electronic Control Unit) 1000 shown in FIG. In the present embodiment, the automatic transmission is described as an automatic transmission having a gear-type transmission mechanism that includes a torque converter as a fluid coupling.

  With reference to FIG. 1, a power train of a vehicle including a control device according to the present embodiment will be described. Specifically, the control device according to the present embodiment is realized by ECT (Electronic Controlled Automatic Transmission) _ECU 1020 shown in FIG.

  As shown in FIG. 1, the power train of this vehicle includes an engine 100, a torque converter 200, an automatic transmission 300, and an ECU 1000.

  The output shaft of engine 100 is connected to the input shaft of torque converter 200. Engine 100 and torque converter 200 are connected by a rotating shaft. Therefore, output shaft rotational speed NE (engine rotational speed NE) of engine 100 detected by the engine rotational speed sensor and input shaft rotational speed (pump rotational speed) of torque converter 200 are the same.

  The torque converter 200 has a lock-up clutch that directly connects the input shaft and the output shaft, a pump impeller on the input shaft side, a turbine impeller on the output shaft side, and a one-way clutch, and exhibits a torque amplification function. It consists of a stator. Torque converter 200 and automatic transmission 300 are connected by a rotating shaft. The output shaft rotational speed NT (turbine rotational speed NT) of the torque converter 200 is detected by a turbine rotational speed sensor. The output shaft rotational speed NOUT of the automatic transmission 300 is detected by an output shaft rotational speed sensor.

  Such an automatic transmission 300 includes a plurality of friction elements such as clutches and brakes. Based on a predetermined operation table, clutch elements (for example, clutches C1 to C4) that are friction elements, brake elements (for example, brakes B1 to B4), and one-way clutch elements (for example, one-way clutches F0 to F3) are required. The hydraulic circuit is controlled so as to be engaged and released corresponding to each gear stage. Shift positions (shift positions) of the automatic transmission 300 include a parking (P) position, a reverse travel (R) position, a neutral (N), and a forward travel (D) position.

  The ECU 1000 that controls these power trains includes an engine ECU 1010 that controls the engine 100 and an ECT_ECU 1020 that controls the automatic transmission 300.

  ECT_ECU 1020 receives a signal representing output shaft rotational speed NOUT detected by the output shaft rotational speed sensor. ECT_ECU 1020 receives an engine speed signal representing engine speed NE detected by the engine speed sensor from engine ECU 1010.

  These rotation speed sensors are provided to face the teeth of the rotation detection gear attached to the input shaft of torque converter 200, the output shaft of torque converter 200, and the output shaft of automatic transmission 300. These rotational speed sensors are sensors that can detect slight rotations of the input shaft of the torque converter 200, the output shaft of the torque converter 200, and the output shaft of the automatic transmission 300. This is a sensor using a magnetoresistive element.

  Further, ECT_ECU 1020 outputs an engine control signal (for example, a throttle opening signal) to engine ECU 1010, and engine ECU 1010 controls engine 100 based on the engine control signal and other control signals. ECT_ECU 1020 outputs a lockup clutch control signal for torque converter 200. Based on this lockup clutch control signal, the engagement pressure of the lockup clutch is controlled. The ECT_ECU 1020 outputs a solenoid control signal to the automatic transmission 300. Based on this solenoid control signal, the linear solenoid valve, the on-off solenoid valve, etc. of the hydraulic circuit of the automatic transmission 300 are controlled, and friction is established so as to constitute a predetermined shift gear stage (for example, first speed to fifth speed). The engagement element is controlled to be engaged and released.

  The ECT_ECU 1020 receives a signal representing the opening of the accelerator pedal operated by the driver from the accelerator opening sensor 2100 via the engine ECU 1010. ECU 1000 has a memory in which various data (threshold values, shift maps, etc.) and programs are stored.

  The shift map stored in the memory will be described with reference to FIG. As shown in FIG. 2, the downshift line and the upshift line are stored as a map defined by the vehicle speed and the throttle opening. In FIG. 2, only the upshift and the downshift between the third speed (3rd) and the fourth speed (4th) are shown. If the vehicle is at the vehicle speed between the downshift line and the upshift line in FIG. 2 and the driver steps on the accelerator pedal to some extent, the gearbox of the automatic transmission 300 is set to the third speed (3rd). State. From this state, if the vehicle speed does not change much and the driver stops stepping on the accelerator pedal, the throttle opening decreases so as to intersect the upshift line. For this reason, normally, an upshift is performed and the speed is changed from the third speed (3rd) to the fourth speed (4th). In the embodiment of the present invention, as will be described in detail later, if a predetermined condition relating to the driving force is not satisfied even if it intersects with this upshift line, a determination to prohibit the upshift is made. The third speed (3rd) is maintained as shown in FIG.

  Thereafter, when the accelerator pedal is returned, the driving force decreases, the vehicle speed decreases, and when the driver depresses the accelerator pedal when he / she wants to accelerate again, the throttle opening increases so as to intersect the downshift line. However, since the upshift prohibition determination is performed, even if it intersects with the downshift line at this time, the third speed (3rd) remains, so a downshift does not occur and a busy shift can be avoided.

  With reference to FIG. 3, a control structure of a program executed by ECT_ECU 1020 of ECU 1000 which is the control apparatus according to the present embodiment will be described.

  In step (hereinafter abbreviated as S) 100, ECT_ECU 1020 detects the accelerator operation amount. At this time, the ECT_ECU 1020 detects the accelerator operation amount based on the accelerator opening signal detected by the accelerator opening sensor via the engine ECU 1010.

  In S102, ECT_ECU 1020 detects the vehicle speed (converted to output shaft speed). At this time, the ECT_ECU 1020 detects the vehicle speed based on the output shaft rotational speed signal detected by the output shaft rotational speed sensor of the automatic transmission 300.

  In S104, ECT_ECU 1020 determines whether or not an accelerator return operation has been detected. This determination is made based on the detected accelerator operation amount. If accelerator return operation is detected (YES in S104), the process proceeds to S106. If not (NO in S104), the process returns to S100.

  At S106, ECT_ECU 1020 determines whether or not an upshift determination has been made based on a shift diagram (shift map). This determination is made based on whether or not the upshift line has been crossed based on the shift map and the throttle opening based on the vehicle speed and the accelerator opening. If an upshift determination is made (YES in S106), the process proceeds to S108. If not (NO in S106), the process returns to S100.

  In S108, ECT_ECU 1020 determines whether or not the virtual required driving force is equal to or less than the limit driving force in the speed gear after the upshift. A method for calculating the virtual required driving force will be described later. The limit driving force is, for example, {engine driving force (torque) × power transmission speed reduction ratio (speed ratio of the automatic transmission 300 after the upshift, the torque ratio of the torque converter 200, the differential gear ratio) Etc.) × loss of power transmission system from engine 100 to driving wheel}. If virtual required driving force ≦ limit driving force at the shift gear stage after the upshift (YES in S108), the process proceeds to S110. If not (NO in S108), the process proceeds to S112. Note that the limit driving force at the transmission gear stage after the upshift may be described only as “limit driving force” in the following description.

  At S110, ECT_ECU 1020 outputs an upshift output to automatic transmission 300, and the upshift is performed.

  In S112, ECT_ECU 1020 performs a deceleration force correction process. In this process, since the driven force differs depending on the transmission gear stage of the automatic transmission 300, even if the same accelerator operation is performed at the same vehicle speed, the transmission gear stage differs depending on the virtual required driving force (upshift is permitted). Case and forbidden case). For this reason, the driver may feel uncomfortable with the effectiveness of the engine brake. In order to prevent this, when upshifting is prohibited (YES in S108), the engine 100 is controlled to a higher idling speed (since the transmission gear stage is not upshifted and remains the same, the engine torque And the driven force (deceleration force) is set to be the same as when the transmission gear stage is upshifted. As a result, an equivalent driven force (deceleration force) can be generated regardless of the presence or absence of an upshift. Specifically, ECT_ECU 1020 outputs a command value to engine ECU 1010 so that an engine torque that generates an equivalent driven force (deceleration force) is generated regardless of the presence or absence of an upshift.

  With reference to FIG. 4, the control structure of the virtual required driving force calculation program executed by ECT_ECU 1020 of ECU 1000 which is the control apparatus according to the present embodiment will be described. This process is a process of calculating the virtual required driving force used in S108 of FIG.

  At S150, ECT_ECU 1020 detects the accelerator operation amount when the accelerator is on from the present time to a predetermined time before. The predetermined time is set to a short time such that the same tendency gradient or corner continues.

  In S152, ECT_ECU 1020 calculates a virtual required driving force that the driver will request based on the accelerator operation amount. This virtual required driving force is a driving force that the driver will request or need in the next re-acceleration.

  In S154, ECT_ECU 1020 determines whether or not the output driving force is greater than or equal to the virtual required driving force. The output driving force is a driving force that can be estimated to be currently output, and the estimated engine torque is assigned from an experimental value map (parameters are the engine speed and intake air amount) set in advance. Based on this estimated engine torque, it is calculated. If output driving force ≧ virtual required driving force (YES in S154), the process proceeds to S156. If not (NO in S154), the process proceeds to S158.

  In S156, ECT_ECU 1020 sets virtual required driving force = output driving force. This is because the virtual required driving force is a driving force that is virtual when re-accelerated, and therefore it is not smaller than the driving force that is currently output. For this reason, when the virtual required driving force is equal to or less than the output driving force, the virtual driving force is used as the output driving force.

  In S158, ECT_ECU 1020 decreases the virtual required driving force. At this time, the ECT_ECU 1020 reduces the virtual required driving force at a predetermined rate of decrease, decreases the virtual required driving force at a predetermined amount of decrease, or smoothly decreases. To reduce the required virtual driving force. The degree of reduction is set as appropriate. For example, it is preferable to set the degree of reduction in advance by reflecting the driving history of the driver because the driving request of the driver is reflected. Further, the degree of reduction is set for each transmission gear stage.

  An operation of a vehicle equipped with ECT_ECU 1020 that is a vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  For example, when the vehicle is traveling on an uphill / downhill road or a flat road and the distance between the vehicle and the vehicle ahead decreases, the driver returns the accelerator pedal (YES in S104). Based on the throttle opening based on the accelerator operation amount detected in S100, the vehicle speed detected in S102, and the shift map, it is determined that there is an upshift determination when crossing the upshift line (in S106). YES).

  If the virtual required driving force is less than or equal to the limit driving force in the speed gear after the upshift, it is determined that sufficient virtual required driving force can be output even if the upshift is performed (YES in S108), and the upshift process is performed. Is done.

  On the other hand, if the virtual required driving force is greater than the limit driving force in the shift gear after the upshift, it is determined that the virtual required driving force cannot be sufficiently output if the upshift is performed (NO in S108). Upshift prohibition processing is performed. When the upshift prohibition process is performed, the deceleration force correction process is executed in order to prevent the effectiveness of the engine brake from depending on the presence or absence of the upshift (S112).

  In such an operation, the virtual required driving force is calculated by decreasing based on the past driving history. An accelerator operation amount when the accelerator is on from a current time to a short time before is detected (S150), and based on this accelerator operation amount, a virtual required driving force is calculated virtually at the next reacceleration time (S152). If the virtual necessary driving force is larger than the output driving force (NO in S154), the virtual necessary driving force is excessively large and the virtual necessary driving force is decreased (S158).

  At this time, when the operation of returning the accelerator pedal is performed, for example, the virtual required driving force is calculated so that the decrease in the virtual required driving force with respect to the change in the accelerator operation becomes gentle (S158). When the maximum driving force after the upshift is larger than the calculated virtual required driving force, the upshift is permitted (YES in S108), and ECT_ECU 1020 upshifts automatic transmission 300 (S110).

  In this way, after the upshift is performed (that is, after it is determined that the required driving force has decreased to a level below the maximum driving force by the transmission gear stage after the upshift even for a short period of time. ), Increasing to a magnitude exceeding the maximum driving force can prevent a downshift from occurring immediately after an upshift.

  As described above, as shown in FIG. 5, when the driver performs an operation of returning the accelerator pedal, the virtual required driving force is reduced so that the decrease in the virtual required driving force with respect to the change in the accelerator operation becomes moderate. Is calculated. For this reason, the virtual required driving force does not decrease so much with respect to the decrease in the accelerator opening (see the one-dot chain line in FIG. 5). Therefore, the virtual required driving force is less likely to fall below the maximum driving force due to the transmission gear stage after the upshift (it is likely to be on the upshift prohibited side). For this reason, a time lag occurs until permission for upshifting is determined (the time required until the virtual required driving force indicated by the alternate long and short dash line falls below the limit driving force in the shift gear stage after the upshift is prolonged). If the accelerator opening changes to a level that prohibits upshifting during a time corresponding to (when the accelerator pedal for reacceleration is depressed), upshifting does not occur. As a result, after the accelerator opening decreases in a short period of time, it is possible to accurately prevent the occurrence of continuous upshifts and downshifts (shift hunting) due to the increase in accelerator opening.

<Second Embodiment>
A vehicle power train including the control device according to the present embodiment will be described. The control block diagram of the vehicle according to the present embodiment is the same as the control block diagram (FIG. 1) in the first embodiment. In the present embodiment, in addition to the program executed by ECT_ECU 1020 in the above-described embodiment, another program for reducing the virtual required driving force is executed. Therefore, only the control structure of this program will be described below, and the description of the hardware configuration will not be repeated.

  With reference to FIG. 6, the control structure of the virtual required driving force reduction processing program executed by ECT_ECU 1020 of ECU 1000 which is the control apparatus according to the present embodiment will be described.

  At S200, ECT_ECU 1020 reads a past upshift determination history. At this time, the upshift timing, the limit driving force, and the virtual required driving force stored in the memory when the upshift determination is made are read out.

  In S202, ECT_ECU 1020 determines whether or not limit drive force ≧ virtual required drive force is established before upshift determination based on virtual required drive force. If limit driving force ≧ virtual required driving force is established (YES in S202), the process proceeds to S206. If not (NO in S202), the process proceeds to S204.

  In S204, ECT_ECU 1020 determines whether or not limit drive force ≧ virtual required drive force is not established after the previous limit drive force ≧ virtual required drive force is established and upshift determination is made based on virtual required drive force. Judging. If limit driving force ≧ virtual required driving force is not established during such time (YES in S204), the process proceeds to S208. If not (NO in S204), the process proceeds to S210.

  In S206, ECT_ECU 1020 reduces the virtual required driving force by reducing the decrease degree of the virtual required driving force to make it difficult to reduce the virtual required driving force. This is because the virtual required driving force tends to decrease more gradually.

In S208, the ECT_ECU 1020 increases the decrease degree of the virtual required driving force,
The required virtual driving force is reduced by making it easier to reduce the required virtual driving force. This is a tendency that the virtual required driving force becomes smaller earlier.

  In S210, ECT_ECU 1020 decreases the virtual necessary driving force without changing the decrease degree of the virtual necessary driving force.

  An operation for reducing the virtual required driving force in a vehicle equipped with ECT_ECU 1020 that is the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described. In the following description of the operation, the same description as in the first embodiment will not be repeated here.

  If limit driving force ≧ virtual required driving force is satisfied before the upshift determination based on the virtual required driving force (YES in S202), the virtual required driving force has decreased too quickly, and thus the degree of decrease in virtual required driving force (S206). This makes it difficult to reduce the virtual required driving force and prevents the virtual required driving force from being reduced quickly. As a result, the virtual required driving force tends to decrease more gradually.

  Before the upshift determination based on the virtual required drive force, the limit drive force ≧ virtual required drive force is not established (NO in S202), and after the previous limit drive force ≧ virtual required drive force is established. If the limit drive force ≧ virtual required drive force is not established (YES in S204) until the upshift determination by the virtual required drive force (section (A) in FIG. 7), the virtual required drive force is reduced. Therefore, the degree of decrease in the virtual required driving force is increased (S208). As a result, the virtual required driving force is easily reduced quickly, and the virtual required driving force is not gradually reduced. As a result, the virtual required driving force tends to decrease earlier.

  As described above, since the degree of decrease in the virtual required driving force can be changed based on the past upshift determination history, the upshift prohibition determination is performed by reflecting the past driving history of the driver. Can do.

<Third Embodiment>
A vehicle power train including the control device according to the present embodiment will be described. The control block diagram of the vehicle according to the present embodiment is the same as the control block diagram (FIG. 1) in the first embodiment. In the present embodiment, in addition to the program executed by ECT_ECU 1020 in the first embodiment described above, a program for reducing the virtual required driving force different from that in the second embodiment is executed. Therefore, only the control structure of this program will be described below, and the description of the hardware configuration will not be repeated.

  With reference to FIG. 8, a control structure of a virtual required driving force reduction process program executed by ECT_ECU 1020 of ECU 1000 which is the control apparatus according to the present embodiment will be described. In the flowchart shown in FIG. 8, the same steps as those in FIG. 6 are given the same step numbers. These processes are the same. Therefore, detailed description thereof will not be repeated here.

  In S300, ECT_ECU 1020 detects the upshift timing. In S302, ECT_ECU 1020 detects the accelerator operation amount. In S304, ECT_ECU 1020 calculates the time change of the accelerator operation.

  In S306, ECT_ECU 1020 determines whether or not the accelerator depressing downshift is determined within a predetermined time after the upshift determination based on the virtual required driving force. After the upshift determination based on the virtual required driving force, if the accelerator depressing downshift determination is made within a predetermined time (YES in S306), the process proceeds to S206. If not (NO in S306), the process proceeds to S308.

  In S308, ECT_ECU 1020 determines whether or not the time change of the accelerator operation at the time of returning the accelerator is smaller than a predetermined threshold value (the operation on the accelerator return side is gentle). If the time change of the accelerator operation at the time of returning the accelerator is smaller than a predetermined threshold value (YES in S308), the process proceeds to S208. If not (NO in S308), the process proceeds to S210.

  An operation for reducing the virtual required driving force in a vehicle equipped with ECT_ECU 1020 that is the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described. In the following description of the operation, the same description as in the first embodiment or the second embodiment described above will not be repeated here.

  After determining the upshift based on the virtual required driving force, if the driver depresses the accelerator pedal and downshifts the accelerator back within a predetermined time (YES in S306), the virtual required driving force decreases too quickly and increases. Since the shift is permitted, the degree of decrease in the virtual required driving force is reduced (S206). As a result, it is difficult to reduce the virtual necessary driving force, and the tendency to prohibit the upshift by preventing the virtual necessary driving force from being reduced quickly is strengthened. As a result, the virtual required driving force tends to be gradually reduced, and it is difficult for the vehicle to be upshifted, and the driver does not step back on the accelerator.

  After the upshift determination based on the virtual required driving force, the driver does not depress the accelerator pedal to depress the accelerator pedal within a predetermined time (NO in S306), and the time change of the accelerator operation when the accelerator is returned Is smaller than a predetermined threshold value (operation on the return side of the accelerator is gentle) (YES in S308), the decrease in the virtual required driving force is slow, so the degree of decrease in the virtual required driving force is increased. (S208). As a result, the virtual required driving force is easily reduced quickly, and the virtual required driving force is not gradually reduced. As a result, the virtual required driving force tends to decrease earlier.

  As described above, the degree of decrease in the virtual required driving force can be changed based on the past driver's accelerator operation, so that the upshift prohibition determination is performed by reflecting the past driving history of the driver. Can do.

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

1 is a control block diagram of a vehicle including a vehicle control device according to a first embodiment of the present invention. It is a figure which shows the shift map in the control apparatus of the vehicle which concerns on the 1st Embodiment of this invention. It is a flowchart (the 1) which shows the control structure of the program performed by ECU which is the control apparatus of the vehicle which concerns on the 1st Embodiment of this invention. It is a flowchart (the 2) which shows the control structure of the program performed by ECU which is the control apparatus of the vehicle which concerns on the 1st Embodiment of this invention. It is a timing chart explaining the operation | movement of the vehicle performed by ECU which is the control apparatus of the vehicle which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU which is the control apparatus of the vehicle which concerns on the 2nd Embodiment of this invention. It is a timing chart explaining operation | movement of the vehicle performed by ECU which is a vehicle control apparatus which concerns on the 2nd Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU which is a vehicle control apparatus which concerns on the 3rd Embodiment of this invention.

Explanation of symbols

  100 engine, 200 torque converter, 300 automatic transmission, 1000 ECU, 1010 engine ECU, 1020 ECT_ECU, 2100 accelerator opening sensor.

Claims (7)

A vehicle control device equipped with an automatic transmission,
Detection means for detecting the accelerator operation of the driver of the vehicle;
Calculation means for calculating a virtual required driving force requested by the driver based on the accelerator operation;
Means for calculating the maximum driving force achieved at the shift stage when upshifting with respect to the current shift stage;
A determination means for comparing the virtual required driving force with the maximum driving force and determining to permit an upshift when the maximum driving force is greater than the virtual required driving force;
Shift control means for controlling the automatic transmission based on the result of the determination means,
The calculation means includes a means for calculating a virtual required driving force so that a decrease in the virtual required driving force with respect to a change in the accelerator operation is moderated on a side where the accelerator opening is reduced by the accelerator operation. Control device.   2. The vehicle control device according to claim 1, further comprising: a correction unit configured to correct a decrease degree that moderates a decrease in the virtual required drive force based on the drive force request of the driver. Control device.   The correction means includes means for correcting the degree of decrease so as to decrease when a state where the actual driving force is larger than the virtual required driving force occurs before the upshift is permitted by the determining means. The vehicle control device described in 1.   The correction means is a means for correcting the degree of decrease to be small when the shift is shifted down from the shift control means by increasing the accelerator pedal within a predetermined time after the upshift of the automatic transmission. The vehicle control device according to claim 2, further comprising:   The correction means includes means for correcting the degree of decrease so as to increase if a state where the actual driving force is larger than the virtual required driving force does not occur before the upshift is permitted by the determining means. The vehicle control apparatus in any one of 2-4.   The vehicle according to any one of claims 2 to 5, wherein the correction means includes a means for correcting the degree of decrease to increase when the accelerator return operation detected by the detection means is gentle. Control device.   The vehicle control device is on the side where the accelerator opening is reduced by the accelerator operation and before the upshift is permitted, so that the engine brake force equivalent to the engine brake force at the shift stage when upshifting acts, The vehicle control device according to claim 1, further comprising an engine control means for controlling the engine so as to increase an idle speed of an engine mounted on the vehicle.

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