JP5308232B2 - Kickdown control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a kickdown control device capable of improving the ease of operation of a vehicle in a kickdown operation in a vehicle with a high power drive source. <P>SOLUTION: When it is determined that a kickdown operation should be performed by a kickdown decision means 12 on the basis of an accelerator pedal aperture APAT detected by an accelerator pedal aperture sensor 102 and a vehicle speed Nv detected by a vehicle speed sensor 103, a shift control means 15 controls an automatic transmission 2 so as to perform downshift from a currently set gear level (shift level) to a target gear level while a prescribed time is measured by a timer 13, and an output restriction means 16 restricts the output torque of an engine 1 to be decreased only by prescribed torque (restriction torque). After the lapse of the prescribed time, the output restricting means 16 gradually increases the output torque decreased only by the restriction torque to the target torque. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a vehicle kick-down control device, and more particularly to a vehicle kick-down control device that limits the output torque of a drive source during kick-down in a vehicle equipped with a high-power drive source.

  Conventionally, when a driver depresses the accelerator pedal greatly in order to accelerate the vehicle while traveling in a vehicle equipped with an automatic transmission, the current automatic transmission shifts to a lower target shift stage. So-called kick-down control for downshifting is performed. In this kick-down control, if the accelerator pedal is operated so as to exceed the downshift line shown on this shift map using a shift map indicating the relationship between the accelerator pedal opening and the vehicle speed, the vehicle speed and the operation amount Downshifting to the target shift stage set according to the above.

  In addition, multiple driving modes (normal mode) such as high-speed mode and urban area mode can be set according to the rotational speed of the drive source (engine) and the vehicle speed, and the target throttle opening and accelerator are set according to each driving mode. A throttle control device that switches a map of stroke (accelerator pedal operation amount) is known (see, for example, Patent Document 1).

  In addition to the normal mode as described above, the throttle control device disclosed in Patent Document 1 includes a sport mode switch for setting a sport mode with a quick operation response. The mode is switched between and.

JP-A-5-321729

  By the way, in a vehicle equipped with a high output drive source, when downshifting by kickdown control is performed from a steady running state, when the vehicle speed is not so high (for example, when running in an urban area), There is a problem in that the acceleration becomes abrupt and the operability of the vehicle may deteriorate.

  Here, in order to solve this problem, it is conceivable to control the drive torque of the drive source so as to suppress the rising of the acceleration at the time of downshift to the target shift stage by kickdown control.

  However, when the sports mode disclosed in Patent Document 1 is selected, it is considered that the driver desires the vehicle speed and the acceleration feeling rather than the operability (ease of handling) of the vehicle. In such a case, it may not be necessary to limit the drive torque of the drive source during kickdown control.

  The present invention has been made in view of the above-described points, and an object of the present invention is to reduce the driving torque of the driving source when a downshift occurs due to kick-down control in a vehicle equipped with a high output driving source, and when driving at low speed. To provide a vehicle kick-down control device capable of improving the operability (riding comfort) of a vehicle by limiting the vehicle and prohibiting such a drive torque limitation in the case of a sports mode. It is in.

In order to solve the above-described problem, the kick-down control device (10) of the present invention has an accelerator pedal operation amount (accelerator) between a low output mode (for example, a normal mode) and a high output mode (for example, a sport mode). Whether to perform kickdown based on the output characteristic switching means (11) for switching the output characteristic of the drive source (1) with respect to the pedal opening APAT, the accelerator pedal operation amount (APAT), and the vehicle speed (Nv) of the vehicle A kick-down determination means (12) for determining whether or not the kick-down determination means (12) determines that the kick-down is to be performed, and a shift control means (15) for causing the automatic transmission (2) to perform a down-shift. in the kick down control device for the vehicle with the door, at least the low output mode (normal mode) is selected and kickdown determining means ( The proviso that not more than determined to be and predetermined vehicle speed performing kickdown by 2), the output limiting means for limiting the output characteristics of the driving source (1) to a predetermined output (limited torque) that was provided (16) Features.

  With this configuration, when a downshift occurs due to kick-down control in a vehicle equipped with a high-power drive source, for example, when driving at low speed such as traveling in an urban area, the drive torque (output characteristics of the drive source) ), It is possible to improve the operability (riding comfort) of the vehicle without causing a kick-down operation with rapid acceleration. Also, in the high output mode, by prohibiting such driving torque limitation, the driver emphasizes speed (acceleration) rather than ease of handling (operability) during kickdown. Can meet your needs.

  In the kickdown control device according to the present invention, the predetermined output includes the shift stage after the downshift (gear stage) accompanying the kickdown judgment by the kickdown judgment means (12) and the rotational speed of the current drive source (1) ( Nv). As a result, the output of the drive source can be suppressed to a good drivability state based on the increase in the rotation speed of the drive source or the target shift stage for the downshift.

  In the kickdown control device of the present invention, when the high output mode (sport mode) is selected by the output characteristic switching means (11), the shift control means (15) is the kickdown determination means (12). When the non-sequential downshift is permitted in accordance with the kickdown determination by, and the low output mode (normal mode) is selected by the output characteristic switching means (11), the shift control means (15) A non-sequential downshift may be prohibited in accordance with the kickdown determination by the kickdown determination means (12). Thus, during the kick-down operation in the low output mode, the driving force change of the driving source at the time of shifting can be moderated, so that drivability can be further improved.

  The reference numerals in the parentheses described above exemplify corresponding constituent elements in the embodiments described later for reference.

  According to the present invention, when a downshift occurs due to kick-down control in a vehicle equipped with a high output drive source, for example, when driving at low speed such as traveling in an urban area, the drive torque (output characteristics) of the drive source is set. By limiting, it is possible to provide a kickdown control device capable of improving the operability (riding comfort) of the vehicle.

It is a schematic block diagram of a vehicle provided with the kickdown control device in one embodiment of the present invention. 5 is a timing chart of engine output torque limiting processing during kick-down operation. It is a timing chart which shows the torque limitation process at the time of kickdown operation | movement from the 4th speed level to the 2nd speed level in this embodiment. It is a graph which shows notionally the restriction | limiting of the output torque with respect to each gear stage. It is a flowchart which shows the torque limit value calculation process performed by the electronic control unit shown in FIG. It is a flowchart which shows the kickdown restriction request flag setting process performed in the torque limit value calculation process of FIG.

  Hereinafter, a preferred embodiment of a kickdown control device of the present invention will be described in detail with reference to the accompanying drawings. As will be described later, the kick-down control device of the present embodiment is mainly composed of an electronic control unit, and is particularly applied to a vehicle including a high-output drive source (engine).

  FIG. 1 is a schematic block diagram of a vehicle including a kickdown control device according to an embodiment of the present invention. As shown in FIG. 1, a vehicle according to the present embodiment includes an engine (drive source) 1 that is a power source, and an automatic transmission 2 that inputs a rotational output of the engine 1 and shifts and outputs it at a set speed ratio. A sensor provided in each part of the vehicle, and an electronic control unit (ECU) 10 that receives the output of each sensor and controls the operation of the entire vehicle based on the detected data.

  The output of the engine 1 is transmitted to driving wheels (not shown) via the automatic transmission 2. Although not shown, the automatic transmission 2 includes a torque converter that is a fluid coupling and a multi-stage transmission gear mechanism that includes a plurality of engagement elements (clutches). Note that the kickdown control device of the present invention is not limited to an automatic transmission including a multi-stage transmission gear mechanism, but can be applied to an apparatus including a continuously variable transmission mechanism.

  Examples of the sensor include an engine speed sensor 101, an accelerator pedal opening sensor 102, a vehicle speed sensor 103, a throttle opening sensor 104, and a gear position sensor 105. The engine speed sensor 101 detects a rotation speed Ne of a crankshaft that is an output shaft of the engine 1. The accelerator pedal opening sensor 102 detects an accelerator pedal opening APAT corresponding to the amount of depression of the accelerator pedal by the driver. The vehicle speed sensor 103 detects the vehicle speed Nv of the vehicle. The throttle opening sensor 104 detects the opening of the throttle valve 1A of the engine 1, that is, the throttle opening TH. The gear stage sensor 105 detects the gear stage currently set in the automatic transmission 2. Detection data detected by these sensors is output to the electronic control unit 10.

  In the present embodiment, only sensors related to kick-down control are illustrated. However, in the vehicle, each rotation speed sensor for detecting the rotation speed of the input / output shaft of the multi-speed transmission gear mechanism of the automatic transmission 2 and automatic transmission An oil temperature sensor for detecting the temperature of hydraulic oil of a hydraulic control device (not shown) for the machine 2, a hydraulic pressure sensor for detecting hydraulic pressure of the hydraulic oil, and the like are included. Further, the current shift speed may be determined (detected) based on a shift instruction from the electronic control unit 10 to the automatic transmission 2 without providing the shift speed sensor 105.

  The vehicle of the present embodiment includes, for example, a paddle switch 20 provided in the vicinity of a steering (handle) (not shown), and a shift device 30 that is operated by a driver via a shift lever.

  The paddle switch 20 includes a − (minus) paddle switch 21 for instructing a downshift in the manual shift mode and a + (plus) paddle switch 22 for instructing an upshift in the manual shift mode. The operation signals of these paddle switches 21 and 22 are output to the electronic control unit 10, and the automatic transmission 2 is upshifted or downshifted according to the traveling state of the vehicle. In the present embodiment, for example, when one of the paddle switches 21 and 22 is operated by the driver when the shift lever is in the D range or S range and the automatic shift mode is set, the automatic shift is performed. The mode is switched from the mode to the manual transmission mode.

  As shown in FIG. 1, for example, P (parking), R (reverse travel), N (neutral), D (automatic transmission mode (normal mode)) are provided at positions of a shift lever (not shown) in the shift device 30. Forward travel) and S (forward travel in sport mode). In the vicinity of the shift device 30, a mode switch 31 and a shift lever position sensor 32 are provided. The shift lever position sensor 32 detects the position of the shift lever operated by the driver.

  The mode switch 31 is a switch for switching between a normal mode (low output mode) and a sports mode (high output mode) by a driver's operation. When the mode switch 31 is pressed, a press signal is output to the electronic control unit 10. Note that when the mode changeover switch 31 is provided, the shift device 30 may not be provided with the S range.

  As shown in FIG. 1, the electronic control unit 10 includes an output characteristic switching unit 11, a kickdown determination unit 12, a timer 13, a memory 14, a shift control unit 15, and an output limiting unit 16.

  The output characteristic switching means 11 is an accelerator that is detected by the accelerator pedal opening sensor 102 when the driver depresses the mode switch 31 or switches between the D range and S range of the shift lever of the shift device 30. The output characteristics (torque map) of the engine 1 with respect to the pedal opening APAT (accelerator pedal operation amount) are switched, and the shift characteristics (shift map) of the automatic transmission 2 are switched. That is, the output characteristic switching unit 11 selects and sets a map corresponding to the mode set by the driver from the plurality of torque maps and shift maps stored in the memory 14. As a result, the output of the engine 1 is controlled based on the selected torque map, and the speed change operation by the automatic transmission 2 is performed based on the selected shift map.

  The kick down determination means 12 determines that the driver has performed a kick down operation under a predetermined condition. That is, the kickdown determination means 12 determines whether or not to perform the kickdown operation based on the accelerator pedal opening APAT detected by the accelerator pedal opening sensor 102 and the vehicle speed Nv detected by the vehicle speed sensor 103. .

  The timer 13 measures a predetermined time. In this embodiment, as described later, the timer 13 is allowed to limit the output torque of the engine 1 (limit timer) and to return to the target torque after this limit. Time (limit end timer).

  The target torque is determined by the electronic control unit 10 based on the accelerator pedal opening APAT detected by the accelerator pedal opening sensor 102 and the torque map set by the output characteristic switching means 11. is there.

  As described above, the memory 14 stores a plurality of torque maps and shift maps corresponding to the respective modes, as well as the sensors 101 to 105 and 31, the press signal of the mode switch 31, and the operation signal of the paddle switch 20. Etc. are temporarily stored.

  When it is determined by the kick-down determination unit 12 that the kick-down determination unit 12 should perform the kick-down, the shift control unit 15 determines the determination result for the automatic transmission 2 from the currently set gear stage (shift stage). Downshift to the target gear set based on

  The output limiting unit 16 limits the output torque of the engine 1 to a predetermined torque (predetermined output, that is, a limited torque) when the kickdown determination unit 12 determines that kickdown should be performed under a predetermined condition. To do. When the output torque of the engine 1 is limited by the output limiting means 16, the electronic control unit 10 controls the throttle valve 1 </ b> A by reducing the opening (throttle opening TH) of the throttle valve 1 </ b> A of the engine 1. The air intake amount supplied from the air is controlled to be reduced. Since the amount of fuel (gasoline) supplied to the engine 1 is controlled in accordance with the intake air amount, the output torque of the engine 1 is limited as a result. In the case of a vehicle equipped with a so-called diesel engine, the output torque of the engine 1 may be limited by directly controlling the amount of fuel (light oil) supplied.

  The predetermined conditions for limiting the output torque of the engine 1 are that the current traveling mode is the normal mode, the vehicle speed Nv is equal to or lower than the predetermined vehicle speed, as described later with reference to the flowchart of FIG. The automatic transmission mode is not the (manual) mode, the kickdown determination means 12 determines that the kickdown should be performed in this state, and the automatic transmission 2 receives the Ne required value (requested at the time of shift change). Output of the rotation speed Ne) of the engine 1 to be executed includes that the Ne request flag is set. Note that the predetermined vehicle speed may be a threshold value of a vehicle speed that is assumed to be traveling in an urban area or the like, for example, 60 km / hour.

  Here, the output limiting means 16 is a gear position after downshift accompanying the kickdown determination by the kickdown determination means 12 and the current output speed Ne of the engine 1 detected by the engine speed sensor 101. The predetermined torque may be calculated based on the above.

  Next, the torque limiting process at the time of kickdown in this embodiment will be schematically described with reference to the timing chart of FIG. FIG. 2 is a timing chart of the output torque limiting process of the engine 1 during the kickdown (first speed kickdown) operation.

  When the driver depresses the accelerator pedal greatly, the kickdown determination means 12 determines that the kickdown operation should be performed based on the vehicle speed Nv and the accelerator pedal opening APAT, and the automatic transmission 2 responds accordingly. Then, a required value of the engine speed Ne for downshifting from the current shift speed (for example, the fourth speed) to the target shift speed (for example, the third speed) is output. When the Ne request value is received, the electronic control unit 10 turns on the Ne request flag.

  At this time, if the output limiting means 16 decides to limit the output torque of the engine 1 at the time of kickdown in response to the establishment of the above predetermined condition, the kickdown restriction request flag is turned ON, Turn on the limit flag. The time 13 sets (sets) a first predetermined time (a limited control interval by the limit timer) T1 in the limit timer and a second predetermined time (a limit control return interval by the limit end timer) in the limit end timer. Set (set) T2.

  Further, when the kick-down request flag is turned ON, the output limiting unit 16 decreases the output torque stepwise from the target torque to the limiting torque. As a result, even when the vehicle equipped with the high-power engine 1 is running in a city area, for example, when the driver performs a kick-down operation, the acceleration is not abrupt. Can be improved.

  As shown in FIG. 2, in the initial stage of limiting the output torque, the torque is gradually reduced by a predetermined value without suddenly reducing the torque from the current torque to the limit torque set by the output limiting means 16. It is controlled so as to descend. As a result, it is possible to effectively prevent the vehicle from rapidly decelerating immediately after the kick-down control is started, and the driver's operability and so-called riding quality are deteriorated.

  When the kick-down restriction request flag is turned off, the timer 13 counts for the first predetermined time T1. Then, when the timer 13 finishes counting the first predetermined time T1, the timer 13 then counts the second predetermined time (limit control return period by the limit end timer) T2. While the timer 13 measures the second predetermined time, the output limiting means 16 gradually adds a predetermined value to the current limit torque.

  In the present embodiment, two patterns are provided as limit control return patterns for ending the torque limit control. In the first pattern (A), when the limit torque reaches the target torque before the timer 13 finishes counting the second predetermined time T2, (when the limit control return section (A) where torque limit addition is performed) ends. ), The in-limit flag is turned OFF (see the solid line (A) in FIG. 2), and the limitation of the output torque ends. In the second pattern (B), when the timer 13 finishes counting the second predetermined time T2 as the limit end timer before the limit torque reaches the target torque, the in-limit flag is turned OFF (FIG. 2). The output limiting means 16 increases the output torque from the current limit torque to the target torque, and the output torque limit ends.

  Next, with reference to FIG. 3, a case where there is a kick-down operation during traveling at the fourth speed and a downshift to the second speed will be described. FIG. 3 is a timing chart showing a torque limiting process at the time of kickdown operation from the fourth gear to the second gear (second gear kickdown) in the present embodiment.

  Similar to the timing chart of FIG. 2, when the driver greatly depresses the accelerator pedal while driving at the 4th speed at, for example, 40 km / hour, the accelerator pedal opening APAT increases, and the actual torque (in the timing chart) (Shown by the thick line near the middle) rises rapidly. Thereby, the kick-down determination means 12 determines that the operation is a kick-down operation, and here selects a downshift from the fourth gear to the second gear.

  At this time, the vehicle speed Nv is 60 km / hour or less, and the traveling mode is the normal mode, the downshift by the operation (depression) of the accelerator pedal, that is, the downshift by the automatic transmission mode, not the manual transmission mode using the paddle switch 20. Therefore, the electronic control unit 10 performs processing for limiting the output torque of the engine 1.

  In this case, since the normal mode (low output mode) is selected by the output characteristic switching unit 11, the shift control unit 15 performs a non-sequential downshift according to the kickdown determination by the kickdown determination unit 12, that is, Downshifts that change gears at the same time at 2nd gear or higher are prohibited.

  For downshifting by the shift control means 15, the electronic control unit 10 first sets the target gear stage from the fourth speed stage, which is the current actual gear stage, to the third speed stage, and is shown in the timing chart of FIG. Perform the following process.

  That is, when the Ne request value is received from the automatic transmission 2 and the Ne request flag is turned on, the kickdown restriction request flag and the in-limit flag are turned on as in the timing chart of FIG. The timer 13 sets a limit timer and a limit end timer. When the kick-down request flag is turned ON, the output limiting unit 16 decreases the output torque stepwise from the target torque to the limiting torque. Then, the electronic control unit 10 sets the target rotational speed Net of the engine 1 at the time of shifting, and waits until the rotational speed Ne of the engine 1 detected by the engine rotational speed sensor 101 reaches the target rotational speed Net at the time of shifting. . When the rotational speed Ne of the engine 1 reaches the target rotational speed Net during shift, the shift control means 15 controls the automatic transmission 2 so as to downshift the shift speed from the fourth speed to the third speed, and the timer 13 The time measurement of the first predetermined time T1 is started. At this time, when the shift stage shifts to the third speed stage which is the target gear stage, the Ne request flag and the kick-down restriction request flag are turned OFF.

  Then, after the vehicle has traveled at the third speed for a while and before the timer 13 finishes counting the first predetermined time T1, the electronic control unit 10 further reduces the shift speed from the current third speed to the second speed. In order to shift, the target gear stage is set to the second speed stage, and the process waits until the rotation speed Ne of the engine 1 detected by the engine speed sensor 101 reaches the target rotation speed Net at the time of shifting to the second speed stage. As a result, the Ne request flag is turned ON again, and as a result, the kick down restriction request flag is turned ON again. When the rotational speed Ne of the engine 1 reaches the shift target rotational speed Net, the shift control means 15 controls the automatic transmission 2 so as to downshift the shift speed from the third speed to the second speed, and the timer 13 again starts measuring the first predetermined time T1. At this time, when the shift stage shifts to the second speed stage, which is the target gear stage, the Ne request flag and the kick down restriction request flag are turned OFF.

  In the example shown in FIG. 3, since the final target gear stage is the second speed stage, when the timer 13 finishes counting the first predetermined time T1, the timer 13 continues to the second predetermined time ( Limit end timer) T2. When the timer 13 finishes counting the second predetermined time T2 or the limiting torque incremented by a predetermined value up to the target torque reaches the target torque, the output limiting means 16 ends the limitation of the output torque.

  In the present embodiment, when the vehicle is traveling in the normal mode of the automatic transmission mode as described above, the kick-down determination unit 12 determines that the kick-down operation involving the downshift of the second speed or higher should be performed. The shift control means 15 prohibits non-sequential downshifts and performs a downshift for each first gear during the kickdown operation. As a result, the change in driving force of the shifting operation at the time of kickdown control particularly in the normal mode (low output mode) can be moderated, and the drivability of the driver can be further improved.

  For example, when the driver depresses the accelerator pedal so that the accelerator pedal opening APAT is fully opened while the vehicle is traveling at a vehicle speed Nv of 40 km / hour in the normal mode, the kick-down determination unit 12 is connected via the shift control unit 15. The automatic transmission 2 is controlled so as to downshift in order of 4th speed → 3rd speed → 2nd speed. As a result, the shift control means 15 first downshifts from the fourth speed to the third speed, and the output limiting means 16 limits the output torque of the engine 1 after the target gear is set. The shift control means 15 performs a downshift from the third speed to the second speed, and the output limiting means 16 continuously limits the output torque of the engine 1. By performing the kick-down operation via the intermediate stage (third speed stage) in this way, the rising G is reduced to about ½ compared with the case of downshifting directly (non-sequentially) from the fourth speed stage to the second speed stage. Can be reduced. As described above, since the acceleration (G) change (change in driving force) at the time of shifting can be moderated, operability can be improved in urban areas or the like while traveling in the normal mode.

  When the driver selects the sport mode (high output mode), the driver considers speed (acceleration) more important than ease of handling (operability) during kickdown. It is done. For this reason, in this embodiment, the shift control means 15 permits non-sequential (two or more speeds at a time) downshift in accordance with the kickdown determination by the kickdown determination means 12. However, the shift control unit 15 permits the downshift for the second gear stage at a time, but may control the automatic transmission 2 so as to prohibit the downshift for the third gear stage at a time.

  FIG. 4 is a graph conceptually showing the limit of the output torque for each gear position. In the electronic control unit 10, based on the accelerator pedal opening APAT, the vehicle speed Nv, and the rotational speed Ne of the engine 1, the output characteristic switching means 11 stores the output torque characteristics (solid lines in each graph) for each gear stage in the memory 14. As shown in FIG. 4, when the kick down determination means 12 selects the torque map corresponding to the shift speeds that have been selected and the kick down determination means 12 determines the kick down, the output limiting means 16 outputs in accordance with the output characteristics of each shift speed. A torque limit value (dotted line in each graph) may be set.

  4A shows output characteristics at the first speed (Low gear), FIG. 4B shows output characteristics at the second speed (second gear), and FIG. 4C shows output at the third speed (third gear). FIG. 4D shows the output characteristics at the fourth speed (force gear). As shown in the figure, the engine speed Ne and the vehicle speed Nv, which limit the output torque as the gear speed increases, may be set to be lower. Here, in each figure, the area | region where vehicle speed Nv is V1-V4 is a vehicle speed area | region which implements a torque limit.

  Next, the operation of the kickdown control device of this embodiment will be described. FIG. 5 is a flowchart showing a torque limit value (limit value) calculation process executed by the electronic control unit 10. FIG. 6 is a flowchart showing a kick-down restriction request flag setting process executed in the torque limit value calculation process of FIG.

  This torque limit value calculation processing is stored in a storage means such as a ROM (not shown) or the memory 14 as a computer program executed by the electronic control unit 10. The torque limit value calculation process is executed at predetermined time intervals (intervals), for example, every 10 milliseconds.

  In the torque limit value calculation process, first, the electronic control unit 10 executes a kick-down restriction request flag setting process (step S101). That is, as shown in FIG. 6, the electronic control unit 10 determines whether or not the current traveling mode is the normal mode (low output mode) (step S201), and the vehicle speed Nv is equal to or lower than a predetermined vehicle speed (for example, 60 km / hour). (Step S202) and whether the current shift mode is not the manual (manual shift) mode but the automatic shift mode (step S203).

  If it is determined in steps S201 to S203 that the normal mode, the predetermined vehicle speed or less, and the automatic transmission mode are set, the kickdown determination means 12 should execute kickdown based on the current vehicle speed Nv and the accelerator pedal opening APAT. A kick-down determination process for determining whether or not is performed (step S204).

  In step S204, when the kick-down determination unit 12 determines that the kick-down should be performed, the electronic control unit 10 responds to the shift control unit 15 instructing the automatic transmission 2 to perform the kick-down. Receives the Ne request value from the automatic transmission 2 and determines whether or not the Ne request flag is set to ON (step S205).

  If it is determined in step S205 that the Ne request flag is set to ON, the electronic control unit 10 sets the kickdown request flag to ON (step S206), and ends the kickdown restriction request flag setting process.

  On the other hand, if a negative determination is made in any of steps S201 to S205, the electronic control unit 10 sets the kickdown request flag to OFF (step S207), and ends this kickdown restriction request flag setting process. .

  Returning to the flowchart of FIG. 5, the output limiting means 16 calculates a limit torque (limit torque) TRQLMTDKBS according to the rotational speed Ne of the engine 1 and the target gear stage (target gear stage) set by the shift control means 15. (Step S102).

  Next, the electronic control unit 10 determines whether or not the kickdown restriction request flag is set to ON in the kickdown restriction request flag setting process in step S101 (step S103).

  If it is determined that the kickdown restriction request flag is set to ON, the timer 13 sets the first predetermined time T1 as a limit timer (step S104) and sets the second predetermined time T2 as a limit end timer. (Step S105).

  Then, the output limiting means 16 sets a value obtained by subtracting (decrementing) a predetermined value from the value at the previous calculation of TRQLMMTKD as the set torque trqlmtkd up to the limit torque at the start of torque limitation (step S106). The calculated trqlmtkd is compared with TRQLMTKDBS calculated in step S102, and the larger one is set as TRQLMTDK (step S107).

  Next, the electronic control unit 10 (output limiting means 16) sets the in-limit flag to ON (step S108), and ends this torque limit value calculation process.

  Here, when it is determined for the first time in step S103 of the torque limit value calculation process that the kick down request flag is set to ON, the electronic control unit 10 It is determined that the kick-down restriction request flag is OFF (No in Step S103), the in-limit flag is OFF (No in Step S109), and the target torque at that time set in TRQLMMTKD in Step S118 is the previous value of TRQLMMTKD in Step S106. It is used as.

  Further, as described in the timing charts of FIGS. 2 and 3, the electronic control unit 10 repeatedly executes the processes of steps S104 to S108 until the shift speed shifts from the current shift speed to the target shift speed. The output limiting means 16 decreases the output torque step by step by a predetermined value from the current output torque (target torque) to the limit torque.

  When the downshift to the target shift stage is completed in the automatic transmission 2, the Ne request flag is turned off by the electronic control unit 10. Thereby, in the kick-down restriction request flag setting process executed in step S101, it is determined that the Ne request flag is not ON (“NO” in step S205), and the electronic control unit 10 turns off the kick-down request flag. (Step S207).

  Then, after executing the kickdown restriction process, if it is determined in step S103 that the kickdown restriction request flag is not ON, the output restriction means 16 determines whether or not the in-limit flag is set to ON ( Step S109). During execution of the kick-down limiting process, since the in-limit flag is set to ON in step S108, the process flow proceeds to step S110, and the electronic control unit 10 causes the timer 13 to set the first predetermined time T1. It is determined whether or not timing has been completed (step S110).

  If it is determined that the timer 13 has not timed the first predetermined time T1, the timer 13 counts down the first predetermined time T1 (step S111), and then the electronic control unit 10 proceeds to step S105. The process of steps S105 to S108, S101 to 103, and S109 to S111 is repeated until it is determined that the timer 13 has finished counting the first predetermined time T1 in step S110. Thereby, the timer 13 counts down the first predetermined time T1 at the execution timing of the torque limit value calculation process (step S111). In addition, after trqlmtkd calculated by subtraction in step S107 becomes smaller than TRQLMTKDBS calculated in step S102, TRQLMMTDBS continues to be set as TRQLMMTKD, and torque limitation is performed at a predetermined limit torque TRQLMMTDBS. become.

  On the other hand, when it is determined in step S110 that the timer 13 has finished counting the first predetermined time T1, the output limiting means 16 calculates the previous time of TRQLMMTKD as the set torque trqlmtkd for the limit torque until the torque limit ends. A value obtained by adding (incrementing) a predetermined value from the hour value is set (step S112), and trqlmtkd calculated in this way is compared with the target torque to be currently set by the electronic control unit 10, and the value is small. Is set as TRQLMTKD (step S113).

  Next, the electronic control unit 10 determines whether or not TRQLMTKD set in step S113 has reached the target torque (step S114). If it is determined that TRQLMTKD has reached the target torque, the electronic control unit 10 (output limiting means 16) sets the in-limit flag to OFF (step S115), and ends this torque limit value calculation processing.

  On the other hand, when it is determined that TRQLMTKD has not reached the target torque, the electronic control unit 10 determines whether or not the timer 13 has finished counting the second predetermined time T2 (step S116). When it is determined that the timer 13 has finished counting the second predetermined time T2, the electronic control unit 10 sets the in-limit flag to OFF (step S115), and ends this torque limit value calculation process. On the other hand, if the timer 13 determines that the second predetermined time T2 has not been counted, the timer 13 counts down the second predetermined time T2 (step S117), and then the electronic control unit 10 remains as it is. The torque limit value calculation process is terminated.

  If TRQLMMTKD does not reach the target torque, and the timer 13 does not finish counting the second predetermined time T2, the timer 13 counts at the execution timing of the torque limit value calculation process until one of the conditions is satisfied. 2 is counted down (step S117), the electronic control unit 10 repeatedly executes the processes of steps S112 to S113, and the output limiting means 16 changes the current output torque (limit torque) to the target torque. Then, trqlmtkd is increased step by step by a predetermined value.

  As described above, in response to TRQLMTKD reaching the target torque or when the timer 13 finishes counting the second predetermined time T2, the in-limit flag is set to OFF. 10 determines that the in-limit flag is not set to ON, and finally sets the current target torque to TRQLMMTKD (step S118), releases the torque limit, and ends this torque limit value calculation processing. To do.

Note that the predetermined value subtracted from the previous calculated value of TRQLMTKD in step S106 and the predetermined value added to the previous calculated value of TRQLMMTKD in step S112 are the same value (for example, 0.1 kgf / cm ² ). Or different values.

  As described above, in the kick-down control device (mainly realized by the electronic control unit 10) of the present invention, the output characteristic switching means 11 is such that the pressing signal of the mode switch 31 or the detection result of the shift lever position sensor 32. On the basis of this, the output characteristic of the engine 1 with respect to the accelerator pedal opening APAT (the amount of operation of the accelerator pedal) is switched between the normal mode (low output mode) and the sport mode (high output mode), and the kick down determination means 12 Determines, based on the accelerator pedal opening APAT and the vehicle speed Nv, whether or not kickdown is to be performed while the vehicle is traveling, and the shift control means 15 determines that the kickdown determination means 12 performs kickdown. When the automatic transmission 2 is downshifted, the output limiting means 16 is at least normal. The engine output characteristic is reduced to a predetermined output (or the output characteristic of the engine 1 is reduced by a predetermined limit output on condition that the engine is selected and kick-down determination means 12 determines that kick-down is to be performed. Like to limit). Thus, when a downshift occurs due to kick-down control in a vehicle equipped with a high-power engine 1, for example, when driving at low speed, such as traveling in an urban area, the driving torque of the engine 1 is limited, so Not accelerating, but the operability (riding comfort) of the vehicle can be improved. Also, in sports mode, the driver's needs such as emphasizing speed (acceleration) over ease of handling (operability) during kickdown by prohibiting such driving torque limitation It can correspond to.

  Further, in the kickdown control device of the present invention, the predetermined output to be reduced during kickdown control is a gear position after downshift accompanying the kickdown determination by the kickdown determination means 12 (for example, the third gear stage, that is, the target gear stage). ) And the current rotational speed Ne of the engine 1 may be calculated. As a result, the output of the engine 1 can be suppressed to a state with good drivability based on an increase in the rotation speed Ne of the engine 1 or a target gear position (for example, second gear) for downshifting. Note that the predetermined output (limit output) at the time of such kickdown control is not calculated based on the downshift speed (target gear stage) associated with the kickdown determination as in the above-described embodiment, It may be calculated based on the gear position before the downshift accompanying the kickdown determination (current gear position).

  Further, in the kickdown control device of the present invention, when the sport mode is selected by the output characteristic switching means 11, the shift control means 15 is non-sequential with the kickdown determination by the kickdown determination means 12. When downshift (that is, shift change that downshifts the second gear or more at a time) is permitted, but the normal mode is selected by the output characteristic switching means 11, the shift control means 15 What is necessary is just to prohibit a nonsequential downshift with the determination of the kickdown by the determination means 12. FIG. Thereby, during the kick-down operation in the normal mode, the driving force change of the engine 1 at the time of shifting can be moderated, so that drivability can be further improved.

  As mentioned above, although embodiment of the kickdown control apparatus of this invention was described in detail based on the accompanying drawing, this invention is not limited to these structures, and is described in a claim, a specification, and drawing. Various modifications are possible within the scope of the technical idea. In addition, even if it has a shape, structure, or function that is not directly described in the specification and drawings, it is within the scope of the technical idea of the present invention as long as it has the effects and advantages of the present invention. That is, each part which comprises the electronic control unit 10 which comprises a kickdown control apparatus can be substituted by the thing of the arbitrary structures which can exhibit the same function. Moreover, arbitrary components may be added.

  In the above-described embodiment, the case where the automatic transmission 2 is configured by a multi-speed transmission gear mechanism including a plurality of engagement elements (clutch) has been described. However, in the present invention, the automatic transmission 2 is a multi-speed transmission. It is not limited to a gear mechanism, and may include a continuously variable transmission mechanism. In this case, with the determination of the kickdown operation by the kickdown determination unit 12, the shift control unit 15 may perform the shift control from the current gear ratio to a target lower gear ratio. Further, when the kickdown operation is performed in the normal mode, a two-stage downshift may be performed from the current gear ratio to the target gear ratio.

  In the above-described embodiment, switching between the normal mode and the sport mode has been described as being performed by pressing the mode switch 31 or changing the shift position of the shift device 30 to the S range. The configuration may be such that only one of the S ranges of the mode changeover switch 31 and the shift device 30 exists.

DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 10 Electronic control unit 11 Output characteristic switching means 12 Kick down determination means 13 Timer 14 Memory 15 Shift control means 16 Output restriction means 20 Paddle switch 30 Shift device 31 Mode change switch 32 Shift lever position sensor 101 Engine rotation Number sensor 102 Accelerator pedal opening sensor 103 Vehicle speed sensor 104 Throttle opening sensor 105 Shift speed sensor

Claims (3)

Output characteristic switching means for switching the output characteristic of the drive source with respect to the operation amount of the accelerator pedal between the low output mode and the high output mode,
Kickdown determination means for determining whether or not to perform kickdown based on the operation amount of the accelerator pedal and the vehicle speed of the vehicle;
Shift control means for causing the automatic transmission to perform a downshift when the kickdown determination means determines that kickdown is to be performed;
In a vehicle kickdown control device equipped with
Provided is an output limiting means for limiting the output characteristics of the drive source to a predetermined output on condition that at least the low output mode is selected and the kickdown determination means determines that kickdown is to be performed and is equal to or lower than a predetermined vehicle speed. A kick-down control device for a vehicle, characterized in that   The said predetermined output is calculated based on the gear position after the downshift accompanying the kickdown determination by the said kickdown determination means, and the present rotation speed of the said drive source. Kickdown control device.   When the high output mode is selected by the output characteristic switching means, the shift control means permits non-sequential downshifting in accordance with the kickdown determination by the kickdown determination means, and the output When the low output mode is selected by a characteristic switching unit, the shift control unit prohibits a non-sequential downshift in accordance with the kickdown determination by the kickdown determination unit. Item 3. The kickdown control device according to Item 1 or 2.

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