JP2013199164A - Drive control device for vehicle - Google Patents

Abstract

To provide a vehicle drive control device capable of meeting a driver's output request while reducing an opportunity for the engine to rotate at a high speed in a vehicle including an engine having a supercharger and an automatic transmission.
An electronic control device performs shift limiting control for limiting an upshift of an automatic transmission in a high-power traveling state traveling on an uphill road in a first traveling state where a road surface gradient (uphill gradient) is relatively small. Without executing, it performs in the 2nd driving situation whose road surface gradient is larger than the 1st driving situation. On the other hand, the boost pressure increase control for increasing the boost pressure is executed in both the first travel condition and the second travel condition. Accordingly, at least the supercharging pressure increase control is executed in the high-output traveling state, so that it is possible to meet the driver's output request. And in the said high output driving | running | working condition, since the boost pressure raise control is performed preferentially rather than the speed limit control, it is possible to reduce the opportunity for the engine 10 to rotate at a high speed.
[Selection] Figure 5

Description

  The present invention relates to a technique for improving drivability in a vehicle including an engine having a supercharger and an automatic transmission.

  2. Description of the Related Art Conventionally, a vehicle drive control device used in a vehicle including an engine having a supercharger and an automatic transmission is well known. For example, this is the vehicle drive state control device of Patent Document 1. The vehicle driving state control device of Patent Document 1 executes climbing control for limiting upshifting of an automatic transmission during climbing, and the longer the climbing control is performed as the driver is more accelerating. . In addition, the vehicle drive state control device executes high supercharging pressure control in which the supercharging pressure is increased as the driver's acceleration orientation is stronger.

JP-A-9-257124 JP-A-3-024362

  By the way, the vehicle may travel on a flat road or may travel on an uphill road, may travel on a vehicle alone, or may travel while pulling a driven vehicle. In other words, the traveling situation in which the vehicle travels can vary. And, for example, in a traveling situation where a high output of the vehicle is required, such as traveling on an uphill road, it is effective to execute the climbing control or the high supercharging pressure control in order to obtain high engine output with high responsiveness. It is thought that. However, after considering the merits and demerits of the climbing control and the high supercharging pressure control, either or both of the climbing control and the high supercharging pressure control are executed depending on the driving situation. Although it is considered that it is preferable, such a thing is unknown and the said patent document 1 was not disclosing. For example, when the climbing control is executed, the engine is rotated at a higher speed than when the climbing control is not executed. Therefore, there is a demerit that the fuel consumption is likely to deteriorate and noise and vibration are likely to increase.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to reduce the opportunity for the engine to rotate at a high speed in a vehicle including an engine having a supercharger and an automatic transmission. It is another object of the present invention to provide a vehicle drive control device that can meet a driver's output request.

  The gist of the first invention for achieving the above object is that: (a) an engine having a supercharger and a supercharging pressure adjusting device for adjusting supercharging pressure by the supercharger; In a vehicle equipped with an automatic transmission that outputs to a drive wheel, in a high-output traveling situation where a high output of the vehicle is required compared to a predetermined traveling situation, the automatic transmission is compared with the predetermined traveling situation. One or both of a shift limiting control for limiting the upshift of the transmission and a supercharging pressure increase control for increasing the supercharging pressure as compared with the predetermined traveling state by the operation of the supercharging pressure adjusting device are executed. (B) The high-power traveling state includes a first traveling state and a second traveling state in which a higher output of the vehicle is predicted to be required than the first traveling state. (C) the shift limiting control is the first In row status while performing at the without performing the second driving situation, and executes the supercharging pressure increase control in both the second driving situation and the first driving situation.

  In this way, at least the supercharging pressure increase control is executed in the high-output traveling state, so that the supercharging delay during vehicle acceleration is reduced, and the driver's output request can be met. . In the high output traveling state, the boost pressure increase control is executed more preferentially than the shift limit control. Therefore, the shift limit control is equivalent to the boost pressure increase control. It is possible to reduce the opportunity for the engine to rotate at a higher speed compared to the case where it is executed even in a situation.

  Here, the gist of the second invention is the vehicle drive control device of the first invention, wherein (a) the predetermined running situation is a running situation in which the vehicle is running on a flat road. The high-power traveling state is a traveling state in which the vehicle is traveling on an uphill road, and (b) the second traveling state is a vehicle traveling on an uphill road having a large upward gradient compared to the first traveling state. It is the driving | running | working condition which is running. In this way, it is possible to easily determine whether or not to execute each of the shift restriction control and the supercharging pressure increase control by detecting the gradient of the traveling road surface on which the vehicle travels. is there.

  The gist of the third invention is the vehicle drive control device according to the second invention, wherein (a) the high-power running state is a first determination in which the uphill of the uphill road is predetermined. (B) The first traveling condition is when the uphill slope of the uphill road is equal to or smaller than a predetermined second determination value that is greater than the first determination value. (C) The second traveling condition is a traveling condition when an uphill slope of the uphill road is larger than the second determination value. In this way, it is possible to easily determine whether or not to execute the boost pressure increase control using the first determination value, and whether or not to execute the shift restriction control using the second determination value. Can be easily determined.

  The gist of the fourth invention is the vehicle drive control device according to the second invention or the third invention, wherein in the supercharging pressure increase control, the supercharging increases as the ascending slope of the uphill road increases. It is characterized by increasing the pressure. In this way, it is possible to ensure an appropriate supercharging pressure without excess or deficiency that can respond to the driver's output request in the high output traveling state.

  Further, the subject matter of the fifth invention is the vehicle drive control device of the first invention, wherein (a) a normal mode, a first power mode, and a second power mode are used as the travel modes of the vehicle. (B) the predetermined traveling state is a traveling state in which the vehicle is traveling in the normal mode, and the first traveling state is a state in which the vehicle is It is a driving situation where the vehicle is running in the first power mode, and the second driving situation is a driving situation where the vehicle is running in the second power mode. In this way, in a vehicle having a plurality of travel modes, it is possible to meet the driver's output request while reducing the opportunity for the engine to rotate at a high speed.

  Here, preferably, the supercharger is an exhaust turbine supercharger that is rotationally driven by the exhaust of the engine and boosts the intake air of the engine.

  Preferably, the shift restriction control and the boost pressure increase control are each executed when the accelerator pedal is depressed.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram for explaining a configuration of a vehicle drive device provided in a vehicle to which the present invention is preferably applied. FIG. 2 is an operation table for explaining an operation state of an engagement element when a plurality of shift stages (gear stages) are established in the automatic transmission included in the vehicle drive device of FIG. 1. FIG. 2 is a diagram illustrating signals input to an electronic control device for controlling the vehicle drive device of FIG. 1 and a functional block diagram for explaining a main part of a control function provided in the electronic control device. It is. It is the figure which showed the predetermined relationship of a road surface gradient and a waste gate valve opening used in the supercharging pressure raise control which the electronic controller of FIG. 3 performs. FIG. 4 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. 3, that is, a control operation for executing one or both of a boost pressure increase control and a shift limitation control in a high-output traveling state.

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

  FIG. 1 is a skeleton diagram for explaining the configuration of a vehicle drive device 7 provided in a vehicle 6 to which the present invention is preferably applied. The vehicle 6 includes a vehicle drive device 7 and a pair of drive wheels 38, and the vehicle drive device 7 includes a vehicle power transmission device 8 (hereinafter referred to as “power transmission device 8”) and an engine 10. ing. The power transmission device 8 is interposed between the engine 10 and the drive wheel 38, and is connected to the automatic transmission 12 and the output shaft 13 of the engine 10 between the engine 10 and the automatic transmission 12. And a torque converter 14 interposed therebetween. And the power transmission device 8 is used suitably for FF vehicle mounted in the left-right direction (horizontal placement) of the vehicle 6 (refer FIG. 3).

  The automatic transmission 12 constitutes a part of a power transmission path from the engine 10 to the drive wheels 38 (see FIG. 3), and outputs the power of the engine 10 toward the drive wheels 38. That is, the power of the engine 10 input to the transmission input shaft 26 is output from the output gear 28 to the drive wheels 38. The automatic transmission 12 includes a plurality of planetary gear devices 16, 20, 22 and a plurality of hydraulic friction engagement devices (clutch C, brake B), specifically five hydraulic friction engagement devices (first clutch C1). , Second clutch C2, first brake B1, second brake B2, third brake B3), and one-way clutch F1, and a plurality of speed changes by changing one of the plurality of hydraulic friction engagement devices. It is a stepped transmission in which a stage (gear stage) is alternatively established. For example, the automatic transmission 12 performs a shift according to a preset relationship (shift diagram) based on a vehicle state represented by a vehicle speed V and an accelerator pedal opening PAP (unit:%, for example). In short, it is a stepped transmission that performs a so-called clutch-to-clutch shift that is often used in general vehicles. That is, the shift (downshift or upshift) of the automatic transmission 12 engages and engages with an engagement-side engagement device that is an engagement device engaged for the shift, and is released for the shift. The release-side engagement device, which is the engagement device to be operated, proceeds by releasing operation. Specifically, the first planetary gear device 16 of the automatic transmission 12 is a single pinion type, and includes a first sun gear S1, a first pinion gear P1, a first carrier CA1, and a first ring gear R1. The second planetary gear unit 20 is a double pinion type, and includes a second sun gear S2, a second pinion gear P2, a third pinion gear P3, a second carrier CA2, and a second ring gear R2. The third planetary gear unit 22 is a single pinion type, and includes a third sun gear S3, a third pinion gear P3, a third carrier CA3, and a third ring gear R3. In the second planetary gear device 20 and the third planetary gear device 22, the second and third ring gears R2 and R3 are formed of a common member, and the third pinion gear P3 of the third planetary gear device 22 is the first. It is a Ravigneaux type planetary gear train that also serves as one pinion gear of the two planetary gear device 20. As can be seen from FIG. 1, the transmission input shaft 26 that is an input rotation member of the automatic transmission 12 is a turbine shaft of the torque converter 14. The output gear 28 that is an output rotating member of the automatic transmission 12 functions as a differential drive gear that meshes with a differential driven gear (large-diameter gear) 34 of the differential gear device 32 (see FIG. 3). The output of the engine 10 is transmitted to a pair of drive wheels (front wheels) 38 via the torque converter 14, the automatic transmission 12, the differential gear device 32, and a pair of axles 36 (see FIG. 3). ). The automatic transmission 12 is substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG.

  FIG. 2 is an operation table for explaining an operation state of the engagement element when a plurality of shift stages (gear stages) is established in the automatic transmission 12. The operation table of FIG. 2 summarizes the relationship between the above-mentioned shift speeds and the operation states of the clutches C1, C2 and the brakes B1 to B3, where “◯” indicates engagement and “◎” indicates only during engine braking. In this case, “Δ” represents engagement only during driving. As shown in FIG. 2, the automatic transmission 12 has a first gear stage “1st” to a sixth gear stage “6th” according to the operating state of each engagement element (clutch C1, C2, brake B1 to B3). Are established, and the reverse shift stage “R” is established. Since the one-way clutch F1 is provided in parallel to the brake B2 that establishes the first shift stage “1st”, it is not always necessary to engage the brake B2 when starting (acceleration). The transmission ratio γat of the automatic transmission 12 is determined based on the input rotational speed Nin, which is the rotational speed Nin of the transmission input shaft 26, and the output rotational speed Nout, which is the rotational speed Nout of the output gear 28. It is calculated from the equation “input rotation speed Nin / output rotation speed Nout”.

  The clutches C1 and C2 and the brakes B1 to B3 (hereinafter simply referred to as clutches C and brakes B unless otherwise distinguished) are hydraulic friction engagement devices that are controlled by hydraulic actuators such as multi-plate clutches and brakes. The engagement / release state is switched by the excitation, de-excitation, and current control of the linear solenoid valve provided in the hydraulic control circuit 40 (see FIG. 1), and the transient hydraulic pressure at the engagement / release is controlled. Is done.

  The torque converter 14 includes a pump impeller 14a connected to the output shaft (crankshaft) 13 of the engine 10, a turbine impeller 14b connected to the transmission input shaft 26 of the automatic transmission 12, and a one-way clutch. And a stator impeller 14c connected to a housing (transmission case) 30 of the automatic transmission 12, and a fluid transmission device that transmits the power generated by the engine 10 to the automatic transmission 12 via a fluid. is there. Further, a lockup clutch 46, which is a direct coupling clutch, is provided between the pump impeller 14a and the turbine impeller 14b so as to be engaged, slipped, or released by hydraulic control or the like. It has become. Strictly speaking, when the lockup clutch 46 is engaged, the pump impeller 14a and the turbine impeller 14b are integrally rotated by being fully engaged.

  The engine 10 is an internal combustion engine such as a diesel engine or a gasoline engine, and includes a supercharger 54. The turbocharger 54 is provided in the intake / exhaust system of the engine 10, and is a known exhaust turbine supercharger, that is, a turbo, which is rotationally driven by part or all of the exhaust of the engine 10 to boost the intake air of the engine 10. It is a charger. Specifically, as shown in FIG. 1, the supercharger 54 is provided in an exhaust pipe 56 of the engine 10 and is driven to rotate by exhaust of the engine 10, and in an intake pipe 60 of the engine 10. An intake compressor wheel 62 that is provided and rotated by the exhaust turbine wheel 58 to compress the intake air of the engine 10, and a rotary shaft 64 that connects the exhaust turbine wheel 58 and the intake compressor wheel 62 are provided. The engine 10 operates in a supercharged state that is supercharged by the supercharger 54 when sufficient exhaust of the engine 10 to drive the supercharger 54 is directed to the exhaust turbine wheel 58. On the other hand, if the exhaust of the engine 10 guided to the exhaust turbine wheel 58 is insufficient for driving the supercharger 54, the supercharger 54 is hardly driven, and the engine 10 is in excess of the supercharged state. The engine operates in a natural intake state (also referred to as an NA state or a non-supercharged state) in which the supply is suppressed, that is, a state of intake air that is not supercharged equivalent to a naturally aspirated engine without the supercharger 54.

  The engine 10 includes an intercooler 65 that cools the intake air supercharged by the supercharger 54. The intercooler 65 is disposed between the intake compressor wheel 62 and the electronic throttle valve 72 in the intake path constituted by the intake pipe 60 of the engine 10. Therefore, the intake air discharged from the intake compressor wheel 62 flows to the electronic throttle valve 72 via the intercooler 65.

  An exhaust bypass path 66 disposed in parallel with the exhaust path in which the exhaust turbine wheel 58 in the exhaust pipe 56 is provided, and a waste gate valve 68 for opening and closing the exhaust bypass path 66 are provided. The waste gate valve 68 can continuously adjust the opening θwg of the waste gate valve 68 (hereinafter referred to as waste gate valve opening θwg), and the electronic control unit 52 controls the electric actuator 70. Thus, the waste gate valve 68 is continuously opened and closed using the pressure in the intake pipe 60. Further, as the waste gate valve opening θwg is larger, the exhaust of the engine 10 becomes easier to be discharged through the exhaust bypass path 66, so that the engine 10 can be brought into the supercharging state from the exhaust port of the engine 10 to the extent that the exhaust can be made. Is obtained, the supercharging pressure Pcm (= PLin) by the supercharger 54 that is the outlet pressure of the intake compressor wheel 62 in the intake pipe 60, that is, the outlet pressure of the intake compressor wheel 62, is The larger the waste gate valve opening θwg, the lower the value. That is, the waste gate valve 68 adjusts the supercharging pressure Pcm by adjusting the amount of exhaust that drives the supercharger 54, specifically, the amount of exhaust supplied to the exhaust turbine wheel 58 of the supercharger 54. It functions as a supercharging pressure adjusting device to adjust. For example, a supercharging region that is an operating range (range of engine operating points) for setting the engine 10 in the supercharging state, and a low engine torque side with respect to the supercharging region and the engine 10 in the non-supercharging state A supercharging operation map divided into a non-supercharging region which is an operation range to be set is experimentally set in advance. When the electronic control device 52 shifts the operating point (engine operating point) of the engine 10 represented by the engine rotational speed Ne and the engine torque Te from the non-supercharging region to the supercharging region, for example, The supercharger 54 is supercharged by operating the waste gate valve 68 in the closing direction. Conversely, when the engine operating point is shifted from the supercharging region to the non-supercharging region, the supercharging by the supercharger 54 is stopped or suppressed by operating the waste gate valve 68 in the opening direction. The supercharging operation map is experimentally set in advance so that, for example, as large a driving force Fc as possible can be obtained in accordance with a driver's request, and fuel consumption deterioration of the vehicle 6 can be suppressed as much as possible. Has been. The driving force Fc is a propulsive force that propels the vehicle 6 in the traveling direction.

  In addition, when the engine 10 is in the supercharged state, the electronic control unit 52 is based on the vehicle state represented by the accelerator pedal opening PAP, the vehicle speed V, and the like, based on a relationship determined experimentally in advance. A target supercharging pressure Pcmtgt, which is a target value of the supercharging pressure Pcm, is sequentially determined, and the supercharger 54 is operated so that the supercharging pressure Pcm approaches the predetermined target supercharging pressure Pcmtgt. Specifically, the supercharging pressure Pcm is brought close to the target supercharging pressure Pcmtgt by controlling the waste gate valve opening θwg or the throttle opening θth. For example, the target boost pressure Pcmtgt is set to be larger as the accelerator pedal opening degree PAP is larger in accordance with the relationship determined experimentally in advance. That is, when the engine 10 is in the supercharging state, the electronic control unit 52 decreases the supercharging pressure Pcm by operating the waste gate valve 68, for example, as the accelerator pedal opening PAP is smaller.

  Further, the engine 10 includes an electronic throttle valve 72. The electronic throttle valve 72 is a valve mechanism that adjusts the intake air amount Qin of the engine 10 and is opened and closed by an electric throttle actuator 94. Specifically, the intake air amount Qin of the engine 10 decreases as the throttle opening degree θth that is the opening degree of the electronic throttle valve 72 is smaller, in other words, as the electronic throttle valve 72 is closed (squeezed). Further, the electronic throttle valve 72 is disposed downstream of the supercharger 54 in the intake path constituted by the intake pipe 60 of the engine 10. Specifically, the turbocharger 54 is disposed downstream of the intake compressor wheel 62.

  FIG. 3 is a diagram illustrating a signal input to the electronic control device 52 including a function as a control device of the vehicle drive device 7, that is, a vehicle drive control device, and a control function provided in the electronic control device 52. It is a functional block diagram for demonstrating the principal part of. The electronic control unit 52 includes a so-called microcomputer, and executes vehicle control related to, for example, the engine 10 and the automatic transmission 12 by performing signal processing according to a program stored in advance.

  The electronic control unit 52 includes a signal indicating the opening degree θth of the electronic throttle valve 72 detected by the throttle opening degree sensor 74, that is, the throttle opening degree θth, from each sensor and switch as shown in FIG. A signal indicating the upstream side pressure PHin of the intake compressor wheel 62 in the intake pipe 60 detected by 76, a signal of the intake compressor wheel 62 in the intake pipe 60 detected by a second intake sensor (supercharging pressure sensor) 78. A signal representing the downstream side pressure PLin (= supercharging pressure Pcm), a signal representing the waste gate valve opening degree θwg detected by the waste gate valve opening degree sensor 82, and an engine speed Ne detected by the engine speed sensor 84. A signal indicating the rotation speed Nout of the output gear 28 detected by the output rotation speed sensor 86, A signal from an accelerator pedal opening sensor 90 representing an accelerator pedal opening PAP (also referred to as an accelerator opening) that is a depression amount of an accelerator pedal 88 corresponding to a desired output, a rotational speed Nt (hereinafter referred to as “turbine”) of the turbine impeller 14b. A signal from the turbine rotational speed sensor 92 representing the rotational speed Nin (= Nt) of the transmission input shaft 26, a signal representing the wheel speed Nwh detected by the wheel speed sensor 96, and an acceleration sensor 97. A signal representing the vehicle acceleration Acr detected in the longitudinal direction of the vehicle, a signal representing the intake air amount Qin of the engine 10 (hereinafter referred to as engine intake air amount Qin) detected by the intake air amount sensor 98, and the like are supplied. Is done. Since the vehicle speed V corresponds to the rotational speed Nout of the output gear 28 and the wheel speed Nwh, the output rotational speed sensor 86 or the wheel speed sensor 96 functions as a vehicle speed sensor. Further, since the compressor upstream side pressure PHin is the same as the atmospheric pressure Pair, the first intake sensor 76 also functions as an atmospheric pressure sensor for detecting the atmospheric pressure Pair.

  In addition, various output signals are supplied from the electronic control device 52 to each device provided in the vehicle 6. For example, the electronic control unit 52 is experimentally set in advance so that the driving force Fc in accordance with the driver's intention is obtained based on the accelerator pedal opening PAP and the engine rotational speed Ne detected sequentially. A target engine torque Tet that is a target value of the engine torque Te is sequentially determined. Then, the throttle opening θth and the ignition timing of the engine 10 are controlled so that the engine torque Te becomes the target engine torque Tet. For example, the electronic control unit 52 increases the throttle opening θth as the accelerator pedal opening PAP increases.

  By the way, in the driving | running | working condition in which the vehicle 6 is driving | running an uphill road, since driving resistance is large compared with the time of driving | running | working on a flat road, the high output of the vehicle 6 is easy to be requested | required from a driver | operator. Therefore, in the present embodiment, during such uphill traveling, control is performed to suppress busy shift in which the automatic transmission 12 is frequently shifted, and to suppress a delay in response to supercharging. The main part of the control function will be described with reference to FIG. Note that the traveling state of the vehicle 6 may be rephrased as the traveling state of the vehicle 6.

  As shown in FIG. 3, the electronic control unit 52 includes a traveling road gradient calculating unit 110 that is a traveling road gradient calculating unit, a first traveling road gradient determining unit 112 that is a first traveling road gradient determining unit, and a second traveling. A second traveling road gradient determination unit 114 that is a road gradient determination unit, a boost pressure increase control unit 116 that is a boost pressure increase control unit, and a shift limitation control unit 118 that is a shift limitation control unit are functionally provided. ing.

  The traveling road gradient calculating means 110 sequentially detects the wheel speed Nwh and the vehicle acceleration Acr by the wheel speed sensor 96 and the acceleration sensor 97, and based on the wheel speed Nwh and the vehicle acceleration Acr, the vehicle 6 is calculated by a known calculation method. Sequentially calculates the road surface gradient ΔRD of the traveling road on which the vehicle is currently traveling. That is, the road surface gradient ΔRD is not a directly measured gradient, but an estimated gradient estimated by the traveling road gradient calculating unit 110. The road surface gradient ΔRD is calculated with the upward direction of the vehicle 6 as the positive direction, and corresponds to the upward gradient in the present invention.

  The first traveling road gradient determination unit 112 sequentially determines whether or not the traveling state of the vehicle 6 is a high output traveling state in which a high output of the vehicle 6 is required as compared with a predetermined traveling state. Here, when the vehicle 6 travels on an uphill road, the traveling resistance becomes larger than when traveling on a flat road, and the driver demands a high output of the vehicle 6. The situation is a traveling situation in which the vehicle 6 is traveling on a flat road, and the high-power traveling situation is a traveling situation in which the vehicle 6 is traveling on an uphill road. Specifically, the first traveling road gradient determination unit 112 determines whether the traveling state of the vehicle 6 is the high output traveling state based on the road surface gradient ΔRD calculated by the traveling road gradient calculation unit 110. When the road surface gradient ΔRD is larger than a predetermined first determination value ΔRD1x, it is determined that the traveling state of the vehicle 6 is the high output traveling state. In short, the high-power traveling state is a traveling state when the ascending slope of the uphill road where the vehicle 6 is traveling, that is, the road surface gradient ΔRD is larger than the first determination value ΔRD1x. The first determination value ΔRD1x is a positive value, and it is considered that it is highly necessary to execute boost pressure increase control described later in order to suppress deterioration of acceleration response due to the delay in supercharging. It is experimentally set in advance so that the road surface gradient ΔRD is determined to be larger than the first determination value ΔRD1x.

  When the first traveling road gradient determining unit 112 determines that the traveling state of the vehicle 6 is the high output traveling state, the second traveling road gradient determining unit 114 determines that the traveling state of the vehicle 6 is the high output. It is determined which one of the driving conditions corresponds to the first driving condition or the second driving condition. Here, both the first driving situation and the second driving situation are driving situations included in the high output driving situation, and the second driving situation is higher output of the vehicle 6 than the first driving situation. This is a driving situation that is expected to be required. Specifically, the second traveling state is a traveling state in which the vehicle 6 is traveling on an uphill road where the ascending slope, that is, the road surface gradient ΔRD is larger than the first traveling state. Therefore, the second traveling road gradient determination unit 114 determines whether the traveling state of the vehicle 6 corresponds to either the first traveling state or the second traveling state based on the road surface gradient ΔRD calculated by the traveling road gradient calculating unit 110. Judge whether to do. Specifically, the second traveling road gradient determination unit 114 determines that the traveling state of the vehicle 6 is when the road surface gradient ΔRD is equal to or less than a predetermined second determination value ΔRD2x that is greater than the first determination value ΔRD1x. It determines with it being the said 1st driving | running | working condition. On the other hand, when the road surface gradient ΔRD is larger than the second determination value ΔRD2x, it is determined that the traveling state of the vehicle 6 is the second traveling state. In short, among the high-power driving conditions, the first driving condition is a driving condition when the road gradient ΔRD is equal to or less than the second determination value ΔRD2x, and the second driving condition is the road gradient ΔRD being the first. 2 is a traveling situation when it is larger than the judgment value ΔRD2x. Note that the second determination value ΔRD2x (> ΔRD1x) is a positive value, and in order to suppress frequent shifting of the automatic transmission 12, in addition to a boost pressure increase control described later, a shift limitation control described later. Is preliminarily experimentally set so that it is determined that the road gradient ΔRD is larger than the second determination value ΔRD2x.

  The supercharging pressure increase control means 116 is, in the first traveling condition and the second traveling condition included in the high output traveling condition, in short, the first traveling if the road surface gradient ΔRD is larger than the first determination value ΔRD1x. When it is determined by the road gradient determining means 112, the boost pressure raising control is executed to increase the boost pressure Pcm as compared with the predetermined traveling condition by the operation of the waste gate valve 68. For example, the supercharging pressure increase control means 116 may completely close the waste gate valve 68 in the supercharging pressure increase control (θwg = 0%). Within the range where the waste gate valve opening θwg is smaller than when traveling on a flat road, the waste gate valve opening increases as the road surface gradient ΔRD increases in accordance with the relationship (map) set experimentally shown in FIG. Reduce θwg. That is, the supercharging pressure Pcm is increased as the road surface gradient ΔRD increases. The relationship shown in FIG. 4 is experimentally set in advance so as to obtain good fuel economy performance and acceleration performance in the high-power traveling state, and the waste gate valve opening degree in the second traveling state. θwg is set to be zero. That is, in the second traveling state, the supercharging pressure increase control means 116 operates the waste gate valve 68 so that the supercharging pressure Pcm becomes the highest within the operable range of the waste gate valve 68.

  In the second travel situation, the shift restriction control means 118 is basically the predetermined travel when the second travel road gradient determination means 114 determines that the road surface gradient ΔRD is larger than the second determination value ΔRD2x. Shift limiting control is performed to limit the upshift of the automatic transmission 12 in comparison with the situation. Limiting the upshift means that only an upshift to a gear position lower than the sixth speed (see FIG. 2), which is the highest gear speed side gear of the automatic transmission 12, is allowed. The upshift of the machine 12 is prohibited. For example, the shift limit control means 118 may completely prohibit the upshift of the automatic transmission 12 in the shift limit control, but in this embodiment, the shift limit control unit 118 partially performs the upshift based on the road surface gradient ΔRD. Prohibit. In other words, an upshift may be allowed. That is, when executing the speed limit control, the speed limit control means 118 is based on the road surface gradient ΔRD from the upper limit gear stage map that is an experimentally determined relationship using the road surface gradient ΔRD as a parameter. Thus, the upper limit gear of the automatic transmission 12 is determined. If the current gear stage of the automatic transmission 12 is the same as the upper limit gear stage or a gear stage on the higher vehicle speed side than the upper limit gear stage, the upshift is prohibited. On the other hand, if the current gear is a lower gear than the upper gear, an upshift to the upper gear is allowed. Note that the shift restriction control does not perform a downshift even if the current gear stage is a gear stage on the higher vehicle speed side than the upper limit gear stage. Further, the upper limit gear stage map is experimentally determined in advance so that frequent shifts of the automatic transmission 12 can be suppressed and deterioration of fuel consumption due to high engine speed can be suppressed. ing. Further, according to the upper limit gear stage map, the upper limit gear stage is set to a lower vehicle speed side gear stage as the road surface gradient ΔRD is larger.

  FIG. 5 is a flowchart for explaining a main part of the control operation of the electronic control unit 52, that is, a control operation for executing one or both of the supercharging pressure increase control and the shift restriction control in the high-power traveling state. For example, it is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds. The control operation shown in FIG. 5 is executed alone or in parallel with other control operations. Note that the flowchart of FIG. 5 is preferably executed when the accelerator pedal 88 is depressed, ie, when the engine 10 is in the supercharged state.

  First, in step (hereinafter, “step” is omitted) SA1, the wheel speed Nwh and the vehicle acceleration Acr are detected by the wheel speed sensor 96 and the acceleration sensor 97, and the road surface gradient of the traveling path on which the vehicle 6 is currently traveling is detected. ΔRD is calculated based on the wheel speed Nwh and the vehicle acceleration Acr. That is, the road surface gradient ΔRD is not a directly measured gradient, but an estimated gradient estimated in SA1. After SA1, the process proceeds to SA2. SA1 corresponds to the traveling road gradient calculating means 110.

  In SA2 corresponding to the first traveling road gradient determining means 112, it is determined whether or not the road surface gradient ΔRD calculated in SA1 is larger than the first determination value ΔRD1x. If the determination of SA2 is affirmative, that is, if the road surface gradient ΔRD is larger than the first determination value ΔRD1x, the process proceeds to SA3. On the other hand, if the determination of SA2 is negative, this flowchart ends.

  In SA3 corresponding to the supercharging pressure increase control means 116, the supercharging pressure increase control is executed. That is, the supercharging pressure Pcm is increased as compared with the predetermined traveling condition (when traveling on a flat road). For example, in the boost pressure increase control, the waste gate valve opening degree θwg is determined based on the road surface gradient ΔRD from a preset relationship (map) shown in FIG. After SA3, the process proceeds to SA4.

  In SA4 corresponding to the second traveling road gradient determining means 114, it is determined whether or not the road surface gradient ΔRD calculated in SA1 is larger than the second determination value ΔRD2x. If the determination at SA4 is affirmative, that is, if the road surface gradient ΔRD is larger than the second determination value ΔRD2x, the process proceeds to SA5. On the other hand, if the determination of SA4 is negative, this flowchart ends.

  In SA5 corresponding to the shift limitation control means 118, the shift limitation control is executed. In the shift restriction control, the upshift of the automatic transmission 12 is prohibited or restricted according to the upper limit gear stage map.

  As described above, according to the present embodiment, the electronic control unit 52 limits the upshift of the automatic transmission 12 in the high-power traveling state as compared with the predetermined traveling state (when traveling on a flat road). One or both of the shift restriction control and the supercharging pressure increase control for increasing the supercharging pressure Pcm as compared with the predetermined traveling state by the operation of the waste gate valve 68 are executed. The high-output traveling state includes the first traveling state and the second traveling state in which the road surface gradient ΔRD is larger than the first traveling state, and the electronic control unit 52 performs the shift restriction control. The supercharging pressure increase control is executed in both the first driving condition and the second driving condition while being executed in the second driving condition without being executed in the first driving condition. Accordingly, at least the supercharging pressure increase control is executed in the high output traveling state, thereby reducing the supercharging delay at the time of vehicle acceleration and meeting the driver's output request. In the high output traveling state, the boost pressure increase control is executed more preferentially than the shift limit control. Therefore, the shift limit control is equivalent to the boost pressure increase control. It is possible to reduce the opportunity for the engine 10 to rotate at a higher speed than in the case where it is executed even in a situation. For this reason, it is possible to suppress demerits that may occur due to the execution of the shift restriction control, for example, deterioration in fuel consumption due to high rotation of the engine 10, increase in vibration and noise, and the like. Further, in the second traveling situation in which the road surface gradient ΔRD is larger than the first traveling situation, it may be necessary to respond to a higher output request of the driver. Since both are executed, it becomes easier to respond to the driver's output request than when only one of them is executed in the second traveling situation.

  Further, according to the present embodiment, specifically, the predetermined traveling state is a traveling state where the vehicle 6 is traveling on a flat road, and the high output traveling state is the vehicle traveling on an uphill road. It is a driving situation. The second traveling condition is a traveling condition in which the vehicle 6 is traveling on an uphill road where the road surface gradient ΔRD is larger than that of the first traveling condition. Therefore, it is possible to easily determine whether or not to execute each of the shift restriction control and the supercharging pressure increase control by detecting or estimating the gradient of the traveling road surface on which the vehicle 6 travels.

  Further, according to the present embodiment, the high-power traveling state is a traveling state in a case where the uphill road on which the vehicle 6 is traveling, that is, the road surface gradient ΔRD is larger than the first determination value ΔRD1x. Of the high-power driving conditions, the first driving condition is a driving condition when the road surface gradient ΔRD is equal to or less than the second determination value ΔRD2x, and the second driving condition is the road surface gradient ΔRD being the first value. 2 is a traveling situation when it is larger than the judgment value ΔRD2x. Accordingly, it is possible to easily determine whether or not to execute the supercharging pressure increase control using the first determination value ΔRD1x, and whether to execute the shift restriction control or not is easily determined using the second determination value ΔRD2x. Can be determined.

  Further, according to the present embodiment, as shown in FIG. 4, in the supercharging pressure increase control, the supercharging pressure increase control means 116 increases the supercharging pressure Pcm as the road surface gradient ΔRD increases. Therefore, it is possible to ensure an appropriate supercharging pressure Pcm that can meet the driver's output demand in the high-output traveling state without excess or deficiency.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  For example, in the above-described embodiment, the vehicle 6 does not include an electric motor as a driving force source for traveling, but may be a hybrid vehicle including an electric motor for traveling.

  In the above-described embodiment, the predetermined traveling state is a traveling state in which the vehicle 6 is traveling on a flat road, and the high output traveling state is a traveling state in which the vehicle 6 is traveling on an uphill road. However, the predetermined traveling situation and the high-output traveling situation may be defined as other traveling situations, respectively. For example, the predetermined traveling state is a traveling state in which the vehicle 6 is traveling alone, and the high-power traveling state is a traveling state in which the vehicle 6 is traveling while pulling the driven vehicle. It does not matter. Alternatively, a normal mode and a power mode in which acceleration performance is more important than the normal mode are alternatively selected as the driving mode of the vehicle 6, and the predetermined driving situation is that the vehicle 6 is the normal mode. The high-power traveling state is a traveling state in which the vehicle 6 is traveling in the power mode. Further, the power mode includes a first power mode and a second power mode in which acceleration performance is more important than the first power mode, and can be switched to one of the first power mode and the second power mode. The first traveling state is a traveling state in which the vehicle 6 is traveling in the first power mode, and the second traveling state is a state in which the vehicle 6 is traveling in the second power mode. It may be said that it is a driving situation. If so, in a vehicle having a plurality of travel modes, the boost pressure increase control is executed in the first power mode, and in addition to the boost pressure increase control in the second power mode, the speed change is performed. The limit control is executed, and it is possible to meet the driver's output request while reducing the opportunity for the engine 10 to rotate at a high speed. Note that part or all of the driving mode switching between the normal mode, the first power mode, and the second power mode may be manual switching by a driver's switch operation or the like. Automatic switching according to the pedal opening PAP or the like may be used.

  In the above-described embodiment, the automatic transmission 12 is a stepped transmission, but may be a continuously variable transmission (CVT) such as a belt type.

  In the above-described embodiment, the waste gate valve 68 functions as the supercharging pressure adjusting device that adjusts the supercharging pressure Pcm, but a mechanism or device other than the waste gate valve 68 functions as the supercharging pressure adjusting device. It doesn't matter.

  In the above-described embodiment, the supercharging pressure Pcm decreases as the waste gate valve opening θwg increases. For example, the configuration of the waste gate valve 68 and related members is different from that in FIG. The supercharging pressure Pcm may increase as the opening degree θwg increases.

  Further, in the above-described embodiment, the upshift of the automatic transmission 12 is prohibited or restricted by the execution of the shift restriction control, but the upshift line and the downshift line constituting the shift diagram are on the high vehicle speed side. Since the upshift of the automatic transmission 12 is less likely to occur as the shift is made, in the shift restriction control, the upshift line and the downshift line in the shift diagram are on the higher vehicle speed side as compared with the predetermined traveling state. It may be shifted.

  In the above-described embodiment, the vehicle 6 includes the torque converter 14 as shown in FIG. 1, but the torque converter 14 is not essential.

6: Vehicle 10: Engine 12: Automatic transmission 38: Drive wheel 52: Electronic control device (vehicle drive control device)
54: Supercharger 68: Wastegate valve (supercharging pressure adjusting device)

Claims (5)

In a vehicle including an engine having a supercharger and a supercharging pressure adjusting device that adjusts a supercharging pressure by the supercharger, and an automatic transmission that outputs the power of the engine to driving wheels, a predetermined traveling situation In a high-power driving situation in which a high output of the vehicle is required as compared to the predetermined driving situation, a shift restriction control that restricts an upshift of the automatic transmission, and a boost pressure adjusting device A vehicle drive control device that performs one or both of supercharging pressure increase control that increases supercharging pressure as compared with the predetermined traveling state by operation,
The high-power driving situation includes a first driving situation and a second driving situation in which higher output of the vehicle is expected to be required than the first driving situation,
While the shift restriction control is not executed in the first driving situation but in the second driving situation, the boost pressure increase control is executed in both the first driving situation and the second driving situation. A vehicular drive control device. The predetermined traveling situation is a traveling situation in which the vehicle is traveling on a flat road, and the high output traveling situation is a traveling situation in which the vehicle is traveling on an uphill road,
2. The vehicle drive control device according to claim 1, wherein the second traveling state is a traveling state in which the vehicle is traveling on an uphill road having a larger upward gradient than the first traveling state. . The high-power traveling state is a traveling state when an uphill slope of the uphill road is larger than a predetermined first determination value,
The first traveling state is a traveling state in which an uphill slope of the uphill road is equal to or less than a predetermined second determination value that is larger than the first determination value,
The vehicle drive control device according to claim 2, wherein the second traveling state is a traveling state in a case where an ascending slope of the uphill road is larger than the second determination value. 4. The vehicle drive control device according to claim 2, wherein, in the supercharging pressure increase control, the supercharging pressure is increased as the ascending slope of the uphill road increases. 5. As the driving mode of the vehicle, a normal mode, a first power mode, and a second power mode are alternatively selected,
The predetermined traveling condition is a traveling condition in which the vehicle is traveling in the normal mode, the first traveling condition is a traveling condition in which the vehicle is traveling in the first power mode, and The vehicle drive control device according to claim 1, wherein the second traveling state is a traveling state in which the vehicle is traveling in the second power mode.

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