JP2016060421A - vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress an unintentional downshift in a case where required torque for controlling a power source is switched from required torque based on a step-on amount of an accelerator pedal to required torque based on cruise control.SOLUTION: A control device performs control processing, including steps of: clearing a counter B (S104) in a case where an actual accelerator opening degree is switched to a converted accelerator opening degree (Yes for S102); setting a change amount of speed-changing accelerator opening degree at zero (S108) in a case where a count value of the counter B is at a value corresponding to four cycles (Yes for S106); and calculating a change amount of the speed-changing accelerator opening degree on the basis of a difference between a speed-changing accelerator opening degree in four cycles ago and a speed-changing accelerator opening degree at the present cycle (S109), in a case where a count value of the counter B exceeds a value corresponding to four cycles (No for S106).SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle equipped with an engine and a transmission, and more particularly to control of a vehicle capable of executing vehicle speed control for maintaining the vehicle speed at a target vehicle speed.

  Conventionally, for example, in a vehicle equipped with an engine and a transmission, during execution of cruise control that maintains the vehicle speed at the target vehicle speed, the required torque based on the amount of depression of the accelerator pedal (driver requested torque) and the cruise control are used. A technique is disclosed in which the output of the engine is controlled based on the larger required torque by comparing the required torque (cruise required torque) based on the torque (for example, Patent Document 1). In this case, when the engine output is controlled based on the driver request torque, the transmission is controlled based on the accelerator pedal depression amount, and when the engine output is controlled based on the cruise request torque. The transmission is controlled based on a value converted from the cruise demand torque into the accelerator pedal depression amount. Further, in the transmission, when it is determined that the amount of increase in the accelerator pedal depression amount exceeds the threshold value, it is known that so-called kick-down control is executed in which the vehicle is shifted down to accelerate the vehicle. It has been.

JP 2008-120268 A JP 2013-100017 A

  However, for example, when the required torque for controlling the engine output is switched from the driver required torque to the cruise required torque, the actual accelerator pedal depression amount and the cruise required torque are converted at the time when the required torque is switched. The amount of accelerator pedal depression may not match. Therefore, after the required torque for controlling the output of the engine is switched, it may be determined that the increase amount of the accelerator pedal depression amount exceeds the threshold value, and a downshift that is not intended by the driver may be performed. .

  The present invention has been made in order to solve the above-described problems, and its purpose is to change the required torque for controlling the power source from the required torque based on the depression amount of the accelerator pedal to the required torque based on the cruise control. It is an object of the present invention to provide a vehicle that suppresses an unintended shift down when switching.

  A vehicle according to an aspect of the present invention maintains a power source, a transmission that transmits power between the power source and driving wheels, a second required torque based on a depression amount of an accelerator pedal, and a vehicle speed at a target vehicle speed. A first control device that controls the power source based on the larger one of the first required torques required in the vehicle speed control, and the power source is controlled based on the first required torque If the transmission is controlled based on the accelerator opening for shifting obtained from the amount of depression of the accelerator pedal and the vehicle speed, and the power source is controlled based on the second required torque, the second required torque is The transmission is controlled based on the accelerator opening for shifting and the vehicle speed obtained by converting the amount of depression of the accelerator pedal, and is operated based on either the first required torque or the second required torque. In the case where the source is also controlled, comprising increasing the amount of the transmission accelerator opening exceeds a threshold value, and a second control unit for controlling the transmission to shift down. When one of the required torques is switched from the first required torque to the second required torque, the second control device sets a threshold for increasing the shift accelerator opening until a predetermined time elapses. Set to a lower value.

  According to the present invention, when the required torque for controlling the power source is switched from the first required torque to the second required torque, the shift accelerator opening degree is reduced until a predetermined time elapses. Since it is set to a value lower than the threshold value, it is possible to suppress shift down based on a change in the shift accelerator opening. Therefore, it is possible to provide a vehicle that suppresses an unintended shift down when the required torque for controlling the power source is switched from the required torque based on the accelerator pedal depression amount to the required torque based on cruise control.

It is a block diagram of the vehicle concerning this embodiment. It is a flowchart which shows the control processing performed with ECU mounted in the vehicle which concerns on this Embodiment. It is a figure for demonstrating operation | movement of ECU when the request torque used for control of an engine switches to a cruise request torque. It is a figure for demonstrating operation | movement of ECU when the request torque used for engine control switches to a driver request torque.

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

  Referring to FIG. 1, vehicle 10 according to the present embodiment includes an engine 12, a torque converter 14, an automatic transmission 16, and a control device 80. The vehicle 10 shown in FIG. 1 is an example of a vehicle to which the present invention is applied, and is not limited to this, and may be a vehicle such as a hybrid vehicle.

  The engine 12 is an internal combustion engine that uses gasoline or the like as fuel, and is a power source that generates drive torque by combustion of the fuel. In addition, as a power source mounted in the vehicle 10, it is not limited to an engine, For example, an electric motor etc. may be sufficient.

  The drive torque generated by the engine 12 is transmitted to the automatic transmission 16 via the torque converter 14 as a fluid transmission device, and is transmitted from the output shaft 18 to the drive wheels via a final reduction gear, an axle (not shown), and the like. The driving torque is transmitted to the driving wheel and generates a driving force on the ground contact surface of the driving wheel.

  The automatic transmission 16 is a stepped automatic transmission in which a plurality of gear stages are selectively switched. For example, any one of six forward speeds, one reverse speed, and neutral is selected, and the gear ratio of each gear stage is set. The corresponding speed conversion is performed. The automatic transmission 16 is not particularly limited to a stepped type, and may be a continuously variable automatic transmission whose gear ratio is continuously changed.

  The engine 12 is provided with an intake pipe 24 and an exhaust pipe 26. The intake pipe 24 is provided with an electronic throttle valve 30 that is controlled to open and close by a throttle actuator 28 and a throttle position sensor 48. The electronic throttle valve 30 is basically controlled so that the throttle opening degree θTH becomes an opening degree corresponding to the actual accelerator opening degree Acr indicating the driver's requested output amount. A fuel injection valve 52 that injects fuel to the intake air that has passed through the electronic throttle valve 30 is provided in the intake pipe 24.

  The control device 80 includes an engine control unit 82, a shift control unit 84, a target torque determination unit 88, and a converted accelerator opening calculation unit 90 as control blocks. The control device 80 is an ECU (Electrical Control Unit) having a built-in memory and a microcomputer for storing programs and various maps, and a control block function is realized by the ECU. The engine control unit 82, the shift control unit 84, the target torque determination unit 88, and the converted accelerator opening calculation unit 90 may be realized by separate ECUs, but the engine control unit 82, the shift control unit 84, The boundary between the target torque determination unit 88 and the converted accelerator opening calculation unit 90 is not limited to this. The engine control unit 82, the shift control unit 84, the target torque determination unit 88, and the converted accelerator opening calculation unit 90 may be realized by one or a plurality of ECUs having boundaries different from those in FIG.

  Vehicle 10 further includes rotation sensors 32, 34, 36, accelerator pedal 44, accelerator position sensor 46, and cruise control switch 50.

  The rotation sensor 32 detects the rotational speed NE of the output shaft of the engine 12 and outputs it to the engine control unit 82. The rotation sensor 34 detects the turbine rotation speed NT of the torque converter 14 and outputs it to the shift control unit 84. The rotation sensor 36 detects the rotation speed NOUT of the output shaft 18 of the automatic transmission 16 and outputs it to the shift control unit 84.

  The accelerator position sensor 46 detects the actual accelerator opening degree Acr corresponding to the depression amount of the accelerator pedal 44 and outputs it to the target torque determination unit 88 and the shift control unit 84. The cruise control switch 50 outputs a signal indicating that the cruise control is requested to be performed by a passenger of the vehicle 10 to the target torque determining unit 88.

  The cruise control is a vehicle speed control that maintains the vehicle speed V at the target vehicle speed V_T regardless of the actual accelerator opening Acr. It should be noted that the vehicle speed that can follow the preceding vehicle (for example, if the inter-vehicle distance with the preceding vehicle is within a predetermined distance, the same vehicle speed as the preceding vehicle and the inter-vehicle distance with the preceding vehicle are determined in advance. When the distance is longer than the predetermined distance, the vehicle speed obtained by adding a predetermined value to the vehicle speed of the vehicle ahead may be set as the target vehicle speed V_T, or the vehicle speed set by the occupant may be set as the target vehicle speed V_T. . Note that the inter-vehicle distance from the vehicle ahead may be measured using, for example, a camera or a radar.

  The target torque determining unit 88 outputs the target engine torque TE_T determined according to the actual accelerator opening Acr and the like to the engine control unit.

  The engine control unit 82 and the shift control unit 84 determine the control amounts for the engine 12 and the automatic transmission 16 in cooperation with each other. The engine control unit 82 determines the ignition timing TF and fuel injection timing TI of the engine 12 so as to realize the target engine torque TE_T, and monitors the throttle opening θTH from the throttle position sensor 48 to the throttle actuator 28. A drive signal TA is transmitted. The shift control unit 84 outputs a control signal SC to a solenoid valve that causes the shift operation of the automatic transmission 16 to be performed hydraulically.

  In such a vehicle 10, the target torque determination unit 88 performs a request torque (hereinafter referred to as a cruise request torque) based on a difference between the current vehicle speed V and the target vehicle speed V_T during actual cruise control. One of the larger required torques of the required torque based on the accelerator opening degree Acr (hereinafter referred to as driver required torque) is determined as the target engine torque TE_T. The target torque determination unit 88 calculates the current vehicle speed V based on the rotation speed NOUT of the output shaft 18 of the automatic transmission 16 detected by the rotation sensor 36.

  For example, when the cruise request torque is larger than the driver request torque, the target torque determination unit 88 determines the cruise request torque as the target engine torque TE_T. For example, when the driver request torque is larger than the cruise request torque, the target torque determination unit 88 determines the driver request torque as the target engine torque TE_T.

  When the cruise control is being executed and the cruise request torque is larger than the driver request torque, the target torque determination unit 88 sends a target engine torque TE_T (cruise request torque) to the converted accelerator opening calculation unit 90. ) Is output.

  The shift control unit 84 controls the automatic transmission 16 based on the shift accelerator opening and the current vehicle speed V during execution of cruise control.

  Specifically, the shift control unit 84, for example, when the position on the shift map specified by the shift accelerator opening and the vehicle speed V exceeds a shift-down line defined in advance on the shift map. Then, the automatic transmission 16 is controlled so as to shift down to the gear stage after the shift corresponding to the shift down line. Similarly, the shift control unit 84, for example, if the position on the shift diagram specified by the shift accelerator opening and the vehicle speed V can pass the upshift line defined in advance on the shift diagram, The automatic transmission 16 is controlled so as to shift up to the post-shift gear corresponding to the upshift sensor.

  When the cruise control is being executed and the driver request torque is larger than the cruise request torque, the shift control unit 84 executes the shift control using the actual accelerator opening Acr as the shift accelerator opening. On the other hand, when the cruise control is being executed and the cruise request torque is larger than the driver request torque, the shift control unit 84 calculates the converted accelerator opening calculated by the converted accelerator opening calculation unit 90 described later. Shift control is executed with Acc being the accelerator opening Acs for shifting.

  Further, the shift control unit 84 determines whether the shift accelerator opening Acs change amount (opening change amount) ΔAcs, regardless of which of the cruise request torque and the driver request torque is determined as the target engine torque TE_T. If it is determined that the increase amount is larger than the threshold value ΔAcs (0), the automatic transmission is shifted down to a shift stage lower than the current shift stage (for example, a shift stage one stage lower than the current shift stage). 16 (hereinafter, such control is referred to as kick-down control). The threshold value ΔAcs (0) for the increase amount of the opening change amount may be a predetermined value or a value that is changed based on the state of the vehicle 10 (for example, the vehicle speed V). May be.

  The conversion accelerator opening calculation unit 90 is configured to open the conversion accelerator based on the cruise request torque received from the target torque determination unit 88 when the cruise control is being executed and the cruise request torque is larger than the driver request torque. The degree Acc is calculated. A storage device such as a memory of the control device 80 stores a predetermined map indicating the relationship between the cruise request torque and the converted accelerator opening degree Acc. A function or a table may be stored instead of the map. The converted accelerator opening calculating unit 90 calculates the converted accelerator opening Acc based on the cruise request torque received from the target torque determining unit 88 and the map read from the storage device. The converted accelerator opening calculation unit 90 outputs the calculated converted accelerator opening Acc to the shift control unit 84.

  In the vehicle 10 having the above-described configuration, when the required torque for controlling the output of the engine 12 is switched from the driver required torque to the cruise required torque during execution of the cruise control, the required torque is switched. There are cases where the actual accelerator opening Acr and the converted accelerator opening Acc calculated from the required cruise torque do not match. Therefore, it may be determined that the opening change amount ΔAcs of the shift accelerator opening Acs after the required torque is switched exceeds the threshold value ΔAcs (0) for executing the kick-down control. In this case, a downshift unintended by the driver may be performed.

  Therefore, in the present embodiment, the speed change control device determines whether the predetermined time elapses when the required torque for controlling the output of the engine 12 is switched from the driver required torque to the cruise required torque. In the meantime, the increase amount of the shift accelerator opening Acs (opening change amount ΔAcs) is set to a value lower than the threshold value (ΔAcs (0)).

  In this way, the opening change amount ΔAcs of the shift accelerator opening Acs is set to a value lower than the threshold value ΔAcs (0) for executing the kick-down control until a predetermined time elapses. Therefore, the unintended shift down can be prevented from occurring in the automatic transmission 16.

  With reference to FIG. 2, the control process performed by the control apparatus 80 mounted in the vehicle 10 which concerns on this Embodiment is demonstrated. The control device 80 executes the control process shown in the flowchart of FIG. 2 every time a predetermined period elapses. In the following description, a period from when the control device 80 executes the control process shown in the flowchart of FIG. 2 to the next execution of the control process is referred to as “one cycle”.

  In step (hereinafter referred to as “S”) 101, control device 80 determines that the accelerator opening used as shift accelerator opening Acs during execution of cruise control is from converted accelerator opening Acc to actual accelerator opening Acr. It is determined whether or not it can be switched to. For example, the control device 80 determines that the converted accelerator opening Acc is switched to the actual accelerator opening Acr when the driver request torque changes from a state smaller than the cruise request torque to a larger state. When it is determined that the converted accelerator opening Acc is switched to the actual accelerator opening Acr (YES in S101), the process proceeds to S103. If not (NO in S101), the process proceeds to S102.

  In S102, control device 80 determines whether or not the accelerator opening used as shift accelerator opening Acs is switched from actual accelerator opening Acr to converted accelerator opening Acc. For example, when the cruise request torque is smaller than the driver request torque, the control device 80 determines that the actual accelerator opening Acr is switched to the converted accelerator opening Acc. If it is determined that actual accelerator opening Acr is switched to converted accelerator opening Acc (YES in S102), the process proceeds to S104. If not (NO in S102), the process proceeds to S105.

  In S103, control device 80 clears the count value of counter A and resets it to an initial value (for example, zero). The counter A is a timer for measuring an elapsed time after switching from the converted accelerator opening Acc to the actual accelerator opening Acr. In S104, control device 80 clears the count value of counter B and resets it to an initial value (for example, zero). The counter B is a timer for measuring an elapsed time after switching from the actual accelerator opening Acr to the converted accelerator opening Acc.

  In S105, control device 80 determines whether or not the count value of counter A is equal to or smaller than a value (for example, 4) corresponding to a predetermined period (for example, 4 periods). If it is determined that the count value of counter A is equal to or smaller than the value corresponding to four cycles (YES in S105), the process proceeds to S107. If not (NO in S105), the process proceeds to S106.

  In S106, control device 80 determines whether or not the count value of counter B is equal to or smaller than a value (for example, 4) corresponding to a predetermined period (for example, 4 periods). If it is determined that the count value of counter B is equal to or smaller than the value corresponding to four cycles (YES in S106), the process proceeds to S108. If not (NO in S106), the process proceeds to S109.

  In S107, control device 80 calculates a value obtained by subtracting current actual accelerator opening Acr from actual accelerator opening Acr 'four cycles ago as opening change amount ΔAcs of shift accelerator opening Acs. In S108, control device 80 sets zero as an opening change amount ΔAcs of shift accelerator opening Acs.

  In S109, control device 80 calculates a value obtained by subtracting current shift accelerator opening Acs from shift accelerator open Acs' of the previous four cycles as opening change amount ΔAcs of shift accelerator opening Acs. For example, when the driver request torque is larger than the cruise request torque, the control device 80 calculates the opening change amount ΔAcs using the actual accelerator opening Acr as the shift accelerator opening Acs. On the other hand, when the cruise request torque is larger than the driver request torque, control device 80 calculates opening change amount ΔAcs using converted accelerator opening Acc as shift accelerator opening Acs.

  In S110, control device 80 adds a predetermined value (for example, 1) to the count values of counter A and counter B, and executes a count-up process for counter A and counter B. Note that when the count value of at least one of the counter A and the counter B is the upper limit value, the count value of the counter that is the upper limit value is not added.

  The operation of control device 80 mounted on vehicle 10 according to the present embodiment based on the above-described structure and flowchart will be described with reference to FIGS. 3 and 4.

  3 and 4, the long broken line indicates the change in the driver required torque, the short broken line indicates the change in the required cruise torque, and the solid line is used for control of the engine 12. A change in required torque (target engine torque TE_T) is shown.

  Also, the graph showing the arbitration result in the second stage from the top of FIGS. 3 and 4 shows the determination result of which of the cruise request torque and the driver request torque is greater.

  3 and 4, the long broken line indicates the change in the actual accelerator opening Acr, the short broken line indicates the converted accelerator opening Acc, and the solid line indicates the shift accelerator opening. The change of Acs is shown.

  Further, in the graph showing the change in the opening degree change amount in the second stage from the bottom of FIG. 3 and FIG. 4, the broken line shows the change in the opening degree change amount ΔAcs of the shift accelerator opening degree Acs when the present invention is not applied. A solid line indicates a change in the opening change amount ΔAcs when the present invention is applied.

  Further, in the graph showing the change in the turbine rotational speed NT in the lowermost stage in FIG. 3, the broken line shows the change in the turbine rotational speed NT when the present invention is not applied, and the solid line shows the turbine rotational speed NT when the present invention is applied. Showing change.

<When required torque used for engine control switches from driver required torque to cruise required torque>
As shown in FIG. 3, it is assumed that the engine 12 is controlled based on the driver request torque because the cruise request torque is larger than the driver request torque. At this time, the shift control is executed based on the actual accelerator opening Acr.

  As the accelerator opening decreases with time, the required driver torque decreases. On the other hand, when the magnitude of the difference between the actual vehicle speed V and the target vehicle speed V_T increases with time, the cruise request torque increases. Therefore, the difference between the driver request torque and the cruise request torque decreases with time.

  At time T (0), when the magnitude relationship between the cruise request torque and the driver request torque is reversed and the cruise request torque exceeds the driver request torque, the engine 12 is controlled based on the cruise request torque. The Rukoto. In this case, the shift accelerator opening Acs used for the shift control is switched from the actual accelerator opening Acr to the converted accelerator opening Acc (NO in S101, YES in S102). Therefore, the count value of the counter B is cleared (S104). Until the count value of the counter B becomes larger than the value corresponding to the four cycles (NO in S105, YES in S106), the opening change amount of the shift accelerator opening Acs (the second step from the bottom in FIG. 3) ΔAcs is set to zero (S108) (see the solid line in the second graph from the bottom in FIG. 3).

  Therefore, when the present invention is not applied, the difference between the actual accelerator opening Acr at time T (0) and the converted accelerator opening Acc as shown by the broken line in the second graph from the bottom in FIG. Shift down is performed when the calculated opening change amount ΔAcs exceeds the threshold value ΔAcs (0). However, when the present invention is applied, the opening change amount ΔAcs is set to zero. Shifting down is suppressed.

  By suppressing the downshifting, as shown by the solid line in the bottom graph of FIG. 3, the shift down is performed more slowly from time T (0) than when the present invention in which the downshifting is performed is not applied. The turbine rotational speed NT will be increased.

  Thereafter, a predetermined value is added to the count value of the counter B, and the count is incremented (S110).

  When the count value of counter B becomes larger than the value corresponding to four cycles (NO in S106), the magnitude of the difference between the current converted accelerator opening Acc and the converted accelerator opening Acc ′ four cycles before is changed for shifting. It is calculated as an opening change amount ΔAcs of the accelerator opening Acs (S109).

<When the required torque used for engine control switches from cruise required torque to driver required torque>
As shown in FIG. 4, it is assumed that the engine 12 is controlled based on the cruise request torque due to the driver request being larger than the cruise request torque. At this time, the shift control is executed based on the converted accelerator opening Acc.

  For example, as shown in the graph showing the change in the accelerator opening at the center of FIG. 4, for example, when the accelerator pedal 44 is released, as shown in the uppermost graph of FIG. The engine 12 is controlled based on the cruise request torque. When the vehicle 10 continues steady running, the cruise request torque is maintained in a substantially constant state.

  Then, when the driver depresses the accelerator pedal 44 and the opening change amount of the actual accelerator opening Acr exceeds a predetermined value at time T (2), the driver request torque becomes the cruise request torque. When the magnitude relationship is reversed and the driver request torque exceeds the cruise request torque, the engine 12 is controlled based on the driver request torque.

  In this case, the shift accelerator opening Acs is switched from the converted accelerator opening Acc to the actual accelerator opening Acr at time T (2). However, at time T (2), the actual accelerator opening Acr is smaller than the converted accelerator opening Acc. Therefore, when the present invention is not applied, the value of the opening change amount ΔAcs of the shift accelerator opening Acs is negative as shown in the graph of the opening change amount in the second stage from the bottom of FIG. Value. Then, since the actual accelerator opening Acr becomes larger than the converted accelerator opening Acc, the opening change amount ΔAcs of the shift accelerator opening Acs becomes a positive value. Thus, when the present invention is not applied, the opening change amount ΔAcs of the shift accelerator opening Acs changes suddenly from a negative value to a positive value, so that unintended control is performed in the automatic transmission 16. May be performed.

  On the other hand, when the present invention is applied, when the converted accelerator opening Acc is switched to actual accelerator opening Acr at time T (2) (YES in S101), the count value of counter A is cleared. (S103). Until the count value of the counter A becomes larger than the value corresponding to the four cycles (YES in S105), the difference between the current actual accelerator opening Acr and the actual accelerator opening Acr 'four cycles ago is the accelerator for shifting. It is calculated as an opening degree change amount ΔAcs of the opening degree Acs (S107). Therefore, after the time T (2), the opening change amount of the actual accelerator opening Acr is calculated as the opening change amount ΔAcs of the shift accelerator opening Acs, so the opening change amount ΔAcs becomes a positive value. The negative value is suppressed. As a result, the opening change amount ΔAcs of the shift accelerator opening Acs is suppressed from rapidly increasing or decreasing, and the turbine rotational speed NT increases as shown by the solid line in the lowermost graph of FIG. In this way, unintended control on the automatic transmission 16 is suppressed.

  As described above, according to the vehicle 10 according to the present embodiment, when the request torque for controlling the engine 12 is switched from the driver request torque to the cruise request torque, four cycles, which are predetermined times. Until the time elapses, the opening change amount ΔAcs of the shift accelerator opening Acs is maintained at zero, which is a value lower than the threshold value ΔAcs (0) used for kickdown control. It is possible to suppress the automatic transmission 16 from being controlled. Therefore, it is possible to provide a vehicle that suppresses an unintended shift down when the required torque for controlling the power source is switched from the required torque based on the accelerator pedal depression amount to the required torque based on cruise control.

  When the cruise request torque is switched to the driver request torque, the change amount of the actual accelerator opening Acr is changed to the shift accelerator opening Acs until four cycles, which are predetermined times, elapse. Since it is used as the opening change amount ΔAcs, it is possible to suppress unintended control on the automatic transmission 16.

  In the present embodiment, it has been described that the required torque is calculated from the accelerator opening and the speed difference between the current vehicle speed and the target vehicle speed, and the target torque of the engine 12 is determined based on the calculated required torque. Alternatively, the required driving force may be calculated from the accelerator opening or the speed difference between the current vehicle speed and the target vehicle speed, and the target torque of the engine 12 may be determined based on the calculated required driving force.

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

  10 vehicles, 12 engines, 14 torque converters, 16 automatic transmissions, 18 output shafts, 24 intake pipes, 26 exhaust pipes, 28 throttle actuators, 30 electronic throttle valves, 32, 34, 36 rotation sensors, 44 accelerator pedals, 46 accelerators Position sensor, 48 throttle position sensor, 50 cruise control switch, 52 fuel injection valve, 80 control device, 82 engine control unit, 84 shift control unit, 88 target torque determination unit, 90 equivalent accelerator opening calculation unit.

Claims (1)

Power source,
A transmission for transmitting power between the power source and drive wheels;
The power source is controlled based on the larger one of the second required torque based on the accelerator pedal depression amount and the first required torque required in the vehicle speed control for maintaining the vehicle speed at the target vehicle speed. A first control device;
When the power source is controlled based on the first required torque, the transmission is controlled based on the shift accelerator opening obtained from the depression amount of the accelerator pedal and the vehicle speed, and the second When the power source is controlled based on the required torque, the transmission is based on the shift accelerator opening and the vehicle speed obtained by converting the second required torque into a depression amount of the accelerator pedal. When the power source is controlled based on any one of the first request torque and the second request torque, the increase amount of the shift accelerator opening exceeds a threshold value. A second control device for controlling the transmission to shift down,
When the one required torque is switched from the first required torque to the second required torque, the second control device determines the shift accelerator opening degree until a predetermined time elapses. A vehicle in which the increase amount is set to a value lower than the threshold value.

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