Vehicle control device

Abstract

To inhibit vibration accompanying down-shift of an automatic transmission from occurring in a vehicle.SOLUTION: A control device 100 is applied to a vehicle equipped with an engine 20 and an automatic transmission 50. A CPU 101 of the control device 100 executes: work volume calculation processing for calculating a value according to a product of a difference between an engine speed at the start of down-shift and a target engine speed, and inertia of a rotary part as required work volume; required value calculation processing for calculating a required engine torque value and output duration time on the basis of the required work volume and a physical model of an intake system of the engine 20; operation processing for adjusting an intake air amount of the engine 20 on the basis of the required engine torque value and the output duration time when down-shift is executed; and torque reducing processing for retarding ignition timing of the engine 20 so that the engine torque becomes 0 (zero) when the engine speed reaches the target engine speed by the execution of the operation processing.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle control device applied to a vehicle equipped with an engine and an automatic transmission.

Background Art

[0002] Patent Document 1 describes an example of a control device that controls the operation of an engine when a downshift is performed by an automatic transmission. This control device executes a process of deriving a rotational speed target value, which is an engine rotational speed corresponding to the gear position after downshift, and a process of deriving a torque target value, which is a target value of engine torque for increasing the engine rotational speed to the rotational speed target value. Then, the control device controls the operation of the engine based on the torque target value while the downshift is being performed by the automatic transmission.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] When a downshift is performed by an automatic transmission, if the engine rotational speed is not increased to the rotational speed target value before the downshift is completed, vibrations caused by the downshift may occur in the vehicle.

Means for Solving the Problems

[0005] The vehicle control device for solving the above problems is applied to a vehicle equipped with a spark ignition engine and a stepped automatic transmission. This vehicle control device includes an execution device that controls the operation of the engine and the automatic transmission when causing the automatic transmission to downshift. The execution device sets the engine speed corresponding to the gear position of the automatic transmission after downshifting as the rotational speed target value, and when setting the work amount of the engine for increasing the engine speed to the rotational speed target value as the required work amount, a work amount calculation process that calculates, as the required work amount, a value corresponding to the product of the rotational speed difference, which is the difference between the engine speed at the start of downshifting of the automatic transmission and the rotational speed target value, and the inertia of the rotating part of the automatic transmission; a required value calculation process that calculates the engine torque required value, which is the required value of the engine torque, and the output duration based on the required work amount and the physical model of the intake system of the engine; an operation process that controls the operation of the engine by adjusting the intake air amount of the engine based on the engine torque required value during the output duration when the automatic transmission is performing downshifting; and a torque reduction process that retards the ignition timing of the engine so that the engine torque becomes 0 (zero) when the engine speed reaches the rotational speed target value as a result of the execution of the operation process. The amount of engine torque reduction that can be reduced by retarding the ignition timing is defined as the reduction torque amount. At this time, in the required value calculation process, the execution device predicts the transition of the engine torque and the transition of the engine speed when adjusting the intake air amount of the engine based on the engine torque required value during the output duration using the physical model of the intake system, calculates the arrival prediction time point, which is the time point at which it can be predicted that the engine speed will reach the rotational speed target value, based on the prediction result of the transition of the engine speed, obtains the predicted value of the integrated value of the engine torque from the start time point of the increase in the engine speed to the arrival prediction time point and the predicted value of the engine torque at the arrival prediction time point based on the prediction result of the transition of the engine torque, and calculates the engine torque required value and the output duration so that the predicted value of the integrated value of the engine torque becomes equal to the required work amount and the predicted value of the engine torque at the arrival prediction time point becomes less than or equal to the reduction torque amount.

[0006] In the above vehicle control device, when a downshift is performed by the automatic transmission, a value corresponding to the product of the rotational speed difference between the engine rotational speed at the start of the downshift and the above rotational speed target value and the inertia of the rotating part of the automatic transmission is calculated as the required work amount. Further, based on the required work amount and the physical model of the intake system of the engine, an engine torque required value and an output duration are calculated. Then, when a downshift is being performed by the automatic transmission, the intake air amount of the engine, that is, the throttle opening degree, is adjusted based on the engine torque required value and the output duration. Thereby, the engine rotational speed can be increased to the rotational speed target value. Then, when the engine rotational speed reaches the rotational speed target value, the ignition timing is retarded so that the engine torque becomes 0 (zero). In this state where the engine rotational speed has reached the target rotational speed and the engine torque is 0 (zero), the clutch of the automatic transmission is engaged and the downshift is completed. Therefore, it is possible to suppress the occurrence of vibrations in the vehicle due to the downshift of the automatic transmission.

[0007] In an example of the above vehicle control device, when the execution device is executing the operation process, it calculates the integrated value of the engine torque from the start point of the operation process as the torque integrated value, calculates a value corresponding to the product of the increase amount of the engine rotational speed from the start point and the inertia of the rotating part as the execution angular momentum which is the work amount of the engine from the start point, calculates the value obtained by dividing the torque integrated value by the execution angular momentum as the error rate, and corrects the inertia of the rotating part according to the error rate.

[0008] When the inertia of the rotating part used for deriving the required work amount is equal to the actual value of the inertia of the rotating part, it is difficult for a deviation to occur between the torque integrated value and the executed angular momentum. However, the inertia of the rotating part used for calculating the required work amount is not necessarily equal to the actual value of the inertia of the rotating part. Also, the engine torque used for calculating the torque integrated value may deviate from the actual value of the engine torque. In this regard, in the vehicle control device, an error rate is calculated based on the torque integrated value and the executed angular momentum, and the inertia of the rotating part is corrected based on the error rate. In this case, the error rate can be calculated as a value corresponding to the deviation between the inertia of the rotating part used for the calculation and the actual value of the inertia of the rotating part, or as a value corresponding to the deviation between the engine torque used for the calculation of the torque integrated value and the actual value of the engine torque. By correcting the inertia using such an error rate, the inertia can be made closer to the actual value of the inertia, or the deviation between the engine torque used for the calculation of the torque integrated value and the actual value of the engine torque can be reflected in the inertia.

[0009] In an example of the vehicle control device, in the work amount calculation process, the execution device derives the rotation target value based on the engine speed at the start of downshift of the automatic transmission and the transition of the rotation speed of the output shaft of the automatic transmission before the start of the downshift.

[0010] When the vehicle speed and the engine speed are held, by completing the downshift in a state where the engine speed is increased to the rotation target value based on the engine speed at the start of downshift, it is possible to suppress the occurrence of vibrations associated with the downshift in the vehicle. On the other hand, when causing the automatic transmission to perform a downshift in a situation where the vehicle speed and the engine speed are changing, even if the engine speed is controlled based on the rotation target value derived without considering the changes in the vehicle speed and the engine speed, there is a possibility that the occurrence of vibrations associated with the downshift in the vehicle cannot be suppressed.

[0011] In this regard, in the above vehicle control device, in addition to the engine speed at the start of downshifting of the automatic transmission, the rotational speed target value is derived in consideration of the change in the rotational speed of the output shaft of the automatic transmission before the start of downshifting. Then, the operation of the engine is controlled so that the engine speed is increased to the rotational speed target value. Thereby, even when downshifting is started under the condition where the vehicle speed and the engine speed change, it is possible to suppress the occurrence of vibrations associated with the downshifting in the vehicle.

[0012] In an example of the above vehicle control device, when the ignition timing is set to the MBT ignition timing, the torque output from the engine is defined as the future torque, and among the engine torques, the torque that changes according to the adjustment of the ignition timing is defined as the adjustment torque. At this time, in the situation where the execution device is executing the operation process, when the rotational speed target value changes, the required work amount based on the changed rotational speed target value is calculated as the work amount correction value, the integrated value of the engine torque from the start time of the operation process is calculated as the actual angular momentum, the integrated value of the future torque from the start time of the operation process is calculated as the consumed angular momentum, and the remaining required value, which is the value obtained by subtracting the actual angular momentum from the work amount correction value, is divided by the remaining angular momentum, which is the value obtained by subtracting the consumed angular momentum from the required work amount, to calculate the required efficiency. The execution device controls the adjustment torque by adjusting the ignition timing according to the required efficiency in the operation process.

[0013] The future torque changes according to the change in the throttle opening, whereas the adjustment torque is the torque according to the ignition timing. Therefore, the response delay of the adjustment torque is less likely to occur. Thus, in the above vehicle control device, the adjustment torque is controlled by adjusting the ignition timing based on the required efficiency. By adjusting the highly responsive adjustment torque according to the required efficiency in this way, the controllability of the engine torque during the execution of the operation process can be improved.

[0014] In an example of the vehicle control device described above, the ignition timing at the boundary of whether or not misfire occurs in the engine is defined as the misfire limit ignition timing, and the torque output from the engine when the ignition timing is assumed to be set to the misfire limit ignition timing is defined as the misfire limit torque. At this time, in the operation process, the execution device predicts the transition of the throttle opening degree, anticipates the transitions of the engine torque and the misfire limit torque based on the prediction result, and after the point in time when the predicted misfire limit torque (predicted misfire limit torque) becomes 0 (zero), sets the predicted value of the engine torque at the point in time when the predicted misfire limit torque became 0 (zero) as the engine torque demand value.

[0015] The smaller the throttle opening degree is when the engine speed reaches the target engine speed, the more likely it is that the increase in the engine speed will be delayed when accelerating the vehicle after the downshift is completed. In this regard, in the vehicle control device described above, after the misfire limit torque becomes 0 (zero), the predicted value of the engine torque at the point in time when the predicted misfire limit torque became 0 (zero) is set as the engine torque demand value. By adjusting the throttle opening degree based on such an engine torque demand value, a decrease in the intake air amount is suppressed. As a result, it is possible to prevent the intake air amount from becoming too small at the end of the operation process. Thereby, it is possible to prevent a delay in the increase in the engine speed when accelerating the vehicle after the downshift is completed.

[0016] In an example of the vehicle control device, when causing the automatic transmission to downshift, the execution device releases the clutch of the automatic transmission, executes the driving process and the torque reduction process in that state, and completes the downshift by engaging the clutch after the completion of the driving process and the torque reduction process. When the increase rate of the accelerator operation amount during the downshift in the automatic transmission is less than the determination increase rate, the execution device instructs an increase in the throttle opening after engaging the clutch, and when the increase rate of the accelerator operation amount during the downshift in the automatic transmission is equal to or greater than the determination increase rate, the execution device instructs an increase in the throttle opening before the completion of the engagement of the clutch.

[0017] The greater the increase rate of the accelerator operation amount during the execution of the downshift in the automatic transmission, the greater the acceleration demand of the vehicle driver can be inferred. Therefore, in the vehicle control device, when the increase rate of the accelerator operation amount during the downshift is equal to or greater than the determination increase rate, an increase in the throttle opening is instructed from the middle of the engagement of the clutch. As a result, it becomes possible to increase the intake air amount immediately after the completion of the downshift, that is, to start increasing the engine torque immediately after the completion of the downshift. As a result, the suppression effect of the vehicle acceleration delay after the completion of the downshift can be made higher.

Brief Description of Drawings

[0018]

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Embodiments for Carrying Out the Invention

[0019] (First Embodiment) Hereinafter, a first embodiment of the vehicle control device will be described with reference to the drawings. FIG. 1 illustrates a vehicle 10 to which the vehicle control device of the present embodiment is applied. The vehicle 10 includes a spark ignition engine 20, an automatic transmission 50, a differential 12, a plurality of drive wheels 14, and a control device 100. The control device 100 corresponds to the "vehicle control device". When the output torque of the engine 20 is defined as the engine torque, the engine torque is transmitted to the plurality of drive wheels 14 via the automatic transmission 50 and the differential 12.

[0020] <Engine> The engine 20 includes a plurality of cylinders 21 and a crankshaft 22. In FIG. 1, only one of the plurality of cylinders 21 is illustrated. Pistons 23 are respectively accommodated in the plurality of cylinders 21 in a reciprocable state. Combustion chambers 21a are respectively partitioned in the plurality of cylinders 21 by the pistons 23. The plurality of pistons 23 are respectively connected to the crankshaft 22 via connecting rods 24. Therefore, as the plurality of pistons 23 reciprocate in the cylinders 21, the crankshaft 22 rotates.

[0021] The engine 20 includes an intake passage 30 through which air introduced into the plurality of combustion chambers 21a flows. The intake passage 30 is provided with an air cleaner 31 and an electronically controlled throttle valve 32. The air cleaner 31 filters dust and the like in the air. The throttle valve 32 is disposed in a portion of the intake passage 30 downstream of the air cleaner 31. By adjusting the throttle opening, which is the opening degree of the throttle valve 32, the intake air amount, which is the amount of air flowing through the intake passage 30, is adjusted.

[0022] Of the intake passage 30, the portion downstream of the throttle valve 32 is the intake manifold 30a. Hereinafter, the intake manifold 30a will be referred to as "inmani 30a". The inmani 30a is a branch pipe for distributing air to the plurality of combustion chambers 21a. The inmani 30a is connected to the plurality of cylinders 21 via intake ports 21b for each cylinder 21. And when the intake valve 33 is open, air is introduced into the combustion chamber 21a corresponding to the intake valve 33 through the intake port 21b.

[0023] The engine 20 includes a fuel injection valve 41, an ignition device 42, and an exhaust passage 43. In the present embodiment, the fuel injection valves 41 are respectively provided in the plurality of intake ports 21b. The fuel injection valve 41 injects fuel to be introduced into the combustion chamber 21a. In the combustion chamber 21a, the air-fuel mixture containing the air and fuel introduced into the combustion chamber 21a is burned by the discharge of the ignition device 42. In the cylinder 21, the piston 23 reciprocates by the power obtained from the combustion of the air-fuel mixture. Also, in the combustion chamber 21a, exhaust is generated by the combustion of the air-fuel mixture. Such exhaust is discharged from the combustion chamber 21a to the exhaust passage 43 when the exhaust valve 44 is open.

[0024] <Automatic transmission> The automatic transmission 50 includes a torque converter 51, a transmission mechanism 53, and a hydraulic control circuit 55.

[0025] The torque converter 51 has a pump impeller 51P, a turbine impeller 51T, and a lock-up clutch 51L. The pump impeller 51P is connected to the crankshaft 22 of the engine 20. The turbine impeller 51T is connected to the transmission mechanism 53. When the lock-up clutch 51L is released, torque is transmitted from the pump impeller 51P to the turbine impeller 51T through the hydraulic oil in the torque converter 51. On the other hand, when the lock-up clutch 51L is engaged, torque is directly transmitted from the pump impeller 51P to the turbine impeller 51T without passing through the hydraulic oil.

[0026] The transmission mechanism 53 is a stepped transmission mechanism. For example, the transmission mechanism 53 has an input shaft 53A to which the turbine impeller 51T is connected, and an output shaft 53B that outputs torque toward the differential 12. The output shaft 53B corresponds to "the output shaft of the automatic transmission 50". Further, the transmission mechanism 53 has, for example, a plurality of planetary gear mechanisms and a plurality of clutches that operate with hydraulic pressure. In FIG. 1, only one clutch 53C out of the plurality of clutches is illustrated.

[0027] The hydraulic control circuit 55 has a plurality of solenoid valves. By the operation of the plurality of solenoid valves, the hydraulic pressure at a plurality of locations within the automatic transmission 50 is adjusted. <Control device> Signals corresponding to the detection values of a plurality of sensors provided in the engine 20 and the automatic transmission 50 are input to the control device 100. The engine 20 includes, as sensors, an air flow meter 71, a throttle opening sensor 72, an intake manifold pressure sensor 73, a crank angle sensor 74, an intake air temperature sensor 75, and an atmospheric pressure sensor 76. The automatic transmission 50 includes a turbine rotation angle sensor 81. The air flow meter 71 detects the intake air amount. The intake air amount based on the detection value of the air flow meter 71 is referred to as "intake air amount GA". The throttle opening sensor 72 detects the throttle opening. The throttle opening based on the detection value of the throttle opening sensor 72 is referred to as "throttle opening TA". The intake manifold pressure sensor 73 detects the intake manifold pressure, which is the pressure in the intake manifold 30a. The intake manifold pressure based on the detection value of the intake manifold pressure sensor 73 is referred to as "intake manifold pressure PIN". The crank angle sensor 74 detects the rotation angle of the crankshaft 22. The rotational speed of the crankshaft 22 based on the detection value of the crank angle sensor 74 is referred to as "engine speed NE". The intake air temperature sensor 75 detects the intake air temperature, which is the temperature of the air flowing through the intake passage 30. The intake air temperature based on the detection value of the intake air temperature sensor 75 is referred to as "intake air temperature THA". The atmospheric pressure sensor 76 detects the atmospheric pressure. The atmospheric pressure based on the detection value of the atmospheric pressure sensor 76 is referred to as "atmospheric pressure PA". The turbine rotation angle sensor 81 detects the rotation angle of the input shaft 53A. The rotational speed of the input shaft 53A based on the detection value of the turbine rotation angle sensor 81 is referred to as "turbine rotational speed NAT".

[0028] In addition, signals corresponding to the detection values are also input to the control device 100 from an accelerator opening sensor 91 and a vehicle speed sensor 92. The accelerator opening sensor 91 detects the accelerator opening, which is the operation amount of the accelerator pedal of the vehicle 10. The accelerator opening corresponds to the "accelerator operation amount" of the driver. The accelerator opening based on the detection value of the accelerator opening sensor 91 is referred to as "accelerator opening AC". The vehicle speed sensor 92 detects the vehicle speed, which is the traveling speed of the vehicle 10. The vehicle speed based on the detection value of the vehicle speed sensor 92 is referred to as "vehicle speed SP".

[0029] The control device 100 controls the operation of the engine 20 and the automatic transmission 50 based on the signals input from the various sensors described above. When controlling the operation of the engine 20, the control device 100 adjusts the throttle opening, fuel injection amount, ignition timing, etc. Further, when controlling the automatic transmission 50, the control device 100 adjusts the gear position of the transmission mechanism 53.

[0030] The control device 100 includes a CPU 101 and a memory 102. The CPU 101 corresponds to the "execution device". Various control programs executed by the CPU 101 are stored in the memory 102. The CPU 101 controls the operation of the engine 20 and the gear position of the automatic transmission 50 by executing the control programs.

[0031] When the CPU 101 causes the automatic transmission 50 to downshift, it controls the automatic transmission 50 and the engine 20. That is, the CPU 101 executes a clutch release process for releasing the clutch 53C that was engaged before the start of downshifting among the plurality of clutches 53C of the transmission mechanism 53, thereby putting the transmission mechanism 53 in a neutral state. When the transmission mechanism 53 is in the neutral state, the engine torque is no longer output to the differential 12. Subsequently, the CPU 101 controls the operation of the engine 20 so that the engine speed NE increases to the rotational speed target value NEtgt. The rotational speed target value NEtgt is the target value of the engine speed NE corresponding to the gear position after downshifting. The lower the gear position after downshifting is, the larger the value is set as the rotational speed target value NEtgt. Details of the engine control during downshifting of the automatic transmission will be described later. When the engine speed NE reaches the rotational speed target value NEtgt by controlling the operation of the engine 20, the CPU 101 executes a clutch engagement process for engaging the clutch 53C of the transmission mechanism 53. Thereby, the change of the gear position of the transmission mechanism 53 is completed and the transmission mechanism 53 becomes in a state where torque can be transmitted.

[0032] <Engine Control during Downshifting of Automatic Transmission> Referring to FIG. 2, engine control when downshifting is performed by the automatic transmission 50 will be described. FIG. 2 illustrates the processing routine of the engine control. By executing the control program by the CPU 101, this processing routine is executed every predetermined control cycle.

[0033] In step S11 of this processing routine, the CPU 101 determines whether the clutch 53C is disengaged. If it is determined that the clutch 53C is disengaged (S11: YES), since the transmission mechanism 53 is in the neutral state, the CPU 101 transfers the process to step S13. On the other hand, if it is determined that the clutch 53C has not been disengaged yet (S11: NO), since the transmission mechanism 53 is not in the neutral state, the CPU 101 temporarily ends this processing routine.

[0034] In step S13, the CPU 101 calculates, based on the current engine speed NE, the engine speed corresponding to the gear position after downshifting as the rotational speed target value NEtgt. At this time, the CPU 101 calculates the rotational speed target value NEtgt such that the higher the current engine speed NE, the larger the value. Further, the CPU 101 calculates the difference between the rotational speed target value NEtgt and the current engine speed NE as the differential rotational speed target value NEdlt. The differential rotational speed target value NEdlt corresponds to the "rotational speed difference".

[0035] In step S15, the CPU 101 calculates the work amount of the engine 20 for increasing the engine speed NE to the rotation speed target value NEtgt as the required work amount WLrq. Specifically, the CPU 101 calculates, as the required work amount WLrq, a value corresponding to the product of the inertia I of the rotating part of the automatic transmission 50 and the differential rotation target value NEdlt calculated in step S13. The rotating part of the automatic transmission 50 here refers to the part that becomes a load when rotating the crankshaft 22 under the condition that the clutch 53C is disengaged. For example, the rotating part includes the torque converter 51 and the input shaft 53A. In the present embodiment, the CPU 101 calculates the product of the inertia I and the differential rotation target value NEdlt as the required work amount WLrq. Therefore, step S15 corresponds to the "work amount calculation process".

[0036] In step S17, the CPU 101 calculates the engine torque required value Tqrq and the output duration TMrq. At this time, the CPU 101 calculates the engine torque required value Tqrq and the output duration TMrq based on the required work amount WLrq calculated in step S15 and the physical model of the intake system of the engine 20. In the present embodiment, step S17 corresponds to the "required value calculation process". Details of the physical model of the intake system and the required value calculation process will be described later. When the engine torque required value Tqrq and the output duration TMrq are calculated by the required value calculation process, the CPU 101 transfers the process to step S19.

[0037] In step S19, the CPU 101 controls the operation of the engine 20 based on the engine torque demand value Tqrq calculated in step S17 and the output duration TMrq. Specifically, the CPU 101 sets, as the throttle opening instruction value TA*, a value corresponding to the engine torque demand value Tqrq during the output duration TMrq. The value corresponding to the engine torque demand value Tqrq is a value obtained by converting the engine torque demand value Tqrq into a throttle opening. When the duration of the state in which the throttle opening instruction value TA* is set in this way reaches the output duration TMrq, the CPU 101 sets 0 (zero) as the engine torque demand value Tqrq. Then, the CPU 101 sets, as the throttle opening instruction value TA*, a value corresponding to the engine torque demand value Tqrq (=0 (zero)). Thereby, when downshifting is being performed by the automatic transmission 50, the CPU 101 controls the operation of the engine 20 by adjusting the intake air amount GA based on the engine torque demand value Tqrq during the output duration TMrq. Therefore, step S19 corresponds to the "operation process".

[0038] In this embodiment, the CPU 101 sets the MBT ignition timing as the ignition timing in the operation process. The MBT ignition timing is the ignition timing at which the maximum engine torque can be output in the current operating state of the engine 20.

[0039] Note that the torque output from the engine 20 when the ignition timing is set to the MBT ignition timing is referred to as "future torque TqA". On the other hand, when the ignition timing at which the boundary between whether or not misfire occurs in the engine 20 is defined as the "misfire limit ignition timing", the torque output from the engine 20 when the ignition timing is set to the misfire limit ignition timing is referred to as "misfire limit torque TqML". The future torque TqA and the misfire limit torque TqML increase as the intake air amount GA increases. The engine torque Tq is the torque corresponding to the ignition timing at that time, and the engine torque Tq may also be referred to as the "latest torque TqI". When the MBT ignition timing is set as the ignition timing, the engine torque Tq (that is, the latest torque TqI) is equal to the future torque TqA.

[0040] In addition, the difference between the future torque TqA and the misfire limit torque TqML is a torque region that can be changed according to the adjustment of the ignition timing. The torque that changes according to the adjustment of the ignition timing in this way is also referred to as "adjustment torque TqAj". The adjustment torque TqAj is 0 (zero) when the misfire limit ignition timing is set as the ignition timing. On the other hand, by setting the MBT ignition timing as the ignition timing, the adjustment torque TqAj can be maximized.

[0041] In step S21, the CPU 101 determines whether or not the engine speed NE has reached the rotational speed target value NEtgt. If the engine speed NE has not reached the rotational speed target value NEtgt (S21: NO), the CPU 101 returns the process to step S19. That is, the CPU 101 executes the operation process until the engine speed NE reaches the rotational speed target value NEtgt. On the other hand, when the engine speed NE reaches the rotational speed target value NEtgt (S21: YES), the CPU 101 transfers the process to step S23.

[0042] In step S23, the CPU 101 retards the ignition timing so that the engine torque Tq becomes 0 (zero). In the present embodiment, step S23 corresponds to the "torque reduction process". When the engine torque Tq is made 0 (zero) by reducing the adjustment torque TqAj, the CPU 101 transfers the process to step S25. In step S25, the CPU 101 requests engagement of the clutch 53C. Then, the CPU 101 temporarily ends this processing routine.

[0043] Note that when requesting engagement of the clutch 53C in step S25, the CPU 101 executes the clutch engagement process. <Required value calculation process> Referring to FIGS. 3 and 4, the required value calculation process will be described in detail.

[0044] First, referring to FIG. 4, the estimation of the intake air volume using a known air model will be briefly described. This air model corresponds to the "physical model of the intake system of engine 20". The air model includes a throttle model M1, an intake pipe model M2, an intake valve model M3, and an air cleaner model M4.

[0045] The throttle model M1 is a physical model of the behavior of air at the throttle valve 32. Specifically, the throttle model M1 takes as inputs the throttle upstream pressure PAC, the intake pipe pressure PM, the upstream temperature THAC, and the throttle opening TA. Then, the throttle model M1 calculates the throttle passing intake air volume MT, which is the air flow rate passing through the throttle valve 32, from the relationship of the throttle formula shown in the following relational expression (1). The throttle upstream pressure PAC is the pressure of the air before passing through the throttle valve 32. The upstream temperature THAC is the temperature of the air before passing through the throttle valve 32. For example, it is advisable to use the intake air temperature THA, which is the detected value of the intake air temperature sensor 75, as the upstream temperature THAC.

[0046]

Equation

[0047]

Equation

[0048] [Number] The intake valve model M3 is a physical model regarding the behavior of the air flowing out from the intake manifold 30a to a plurality of combustion chambers 21a. Specifically, the intake valve model M3 takes the intake pipe pressure PM and the intake manifold temperature THM as inputs, and calculates the intake manifold outflow air volume MCM based on the relationship of the following relational expression (5). The outflow of the air from the intake manifold 30a to the combustion chamber 21a is intermittent according to the opening and closing of the intake valve 33, but here, the flow rate approximated (averaged) as a continuous and uniform flow is calculated as the intake manifold outflow air volume MCM. Note that "γ1", "γ2", "δ", and "ε" in the relational expression (5) are coefficients whose values are determined according to the engine speed NE respectively.

[0049] [Number] The air cleaner model M4 is a physical model for the intake air behavior in the air cleaner 31. Specifically, the air cleaner model M4 takes the atmospheric pressure PA, the throttle passage intake air volume MT, and the intake air temperature THA as inputs, and calculates the throttle upstream pressure PAC based on the relationship of the following relational expression (6). In the relational expression (6), "k" is a constant, and "ρ" is the atmospheric density. The atmospheric density ρ is obtained as a function of the intake air temperature THA.

[0050] [Number] Then, in the air model, a value corresponding to the in-manifold outflow intake air volume MCM calculated by the intake valve model M3 is calculated as the estimated value MC of the intake air volume.

[0051] Next, referring to FIG. 3, the required value calculation process will be described. The CPU 101 calculates the engine torque required value Tqrq and the output duration TMrq such that the product of the engine torque required value Tqrq and the output duration TMrq is equal to the required work amount WLrq. There are many such combinations of the engine torque required value Tqrq and the output duration TMrq. Hereinafter, such a combination of the engine torque required value Tqrq and the output duration TMrq will be referred to as a "candidate combination".

[0052] Here, there is a correlation between the intake air volume GA and the engine torque Tq (more specifically, the future torque TqA). Therefore, the CPU 101 predicts the transition of the engine torque Tq by predicting the transition of the intake air volume using the air model, that is, by using the transition of the estimated value MC of the intake air volume calculated using the air model. Further, the CPU 101 predicts the transition of the engine speed NE based on the prediction result of the transition of the engine torque Tq.

[0053] Therefore, when the CPU 101 selects one candidate combination from the candidate combinations, it sequentially executes the first process, the second process, and the third process. That is, in the first process, the CPU 101 predicts the transition of the intake air amount, the transition of the engine torque Tq, and the transition of the engine speed NE when it is assumed that the throttle opening TA is adjusted with the engine torque demand value Tqrq and the output duration TMrq of the selected candidate combination. At this time, the CPU 101 predicts the transition of the intake air amount, the transition of the engine torque Tq, and the transition of the engine speed NE on the assumption that the engine torque at the time when the clutch 53C is released is 0 (zero). When predicting the transition of the intake air amount, the CPU 101 may use the above air model. In addition, in Fig. 3(A), the predicted transition of the engine speed NE is shown by a solid line. In Fig. 3(B), the predicted transition of the engine torque Tq (the transition of the predicted value TqP of the engine torque) is shown by a solid line.

[0054] In the second process, based on the prediction result of the transition of the engine speed NE, the CPU 101 derives an arrival prediction time point taf at which it can be predicted that the engine speed NE reaches the rotational speed target value NEtgt. In the example shown in Fig. 3, the timing t13 is the arrival prediction time point taf.

[0055] In the third process, based on the prediction result of the transition of the engine torque Tq, the CPU 101 obtains a predicted value TqSP of the integrated value TqS of the engine torque Tq from the current time to the arrival prediction time point taf, and a predicted value TqP of the engine torque Tq at the arrival prediction time point taf.

[0056] When both of the following conditions (A1) and (A2) are satisfied, the CPU 101 determines the engine torque demand value Tqrq and the output duration TMrq using the candidate combination. On the other hand, when at least one of the conditions (A1) and (A2) is not satisfied, the CPU 101 selects another candidate combination and executes the first process, the second process, and the third process described above. That is, the CPU 101 repeatedly executes the first process, the second process, and the third process until it finds a candidate combination that satisfies both of the conditions (A1) and (A2).

[0057] (A1) The predicted value TqSP of the integrated value of the engine torque is equal to the required work amount WLrq. (A2) The predicted value TqP of the engine torque at the predicted arrival time taf is less than or equal to the torque reduction amount DTq.

[0058] The torque reduction amount DTq is the reduction amount of the engine torque Tq that can be reduced by retarding the ignition timing. The CPU 101 calculates a larger value as the torque reduction amount DTq as the deviation between the current ignition timing and the misfire limit ignition timing is larger.

[0059] When there are multiple candidate combinations that satisfy both of the above conditions (A1) and (A2), the CPU 101 sets the values of the candidate combination in which the predicted value TqP of the engine torque at the predicted arrival time taf is the maximum among the multiple candidate combinations as the engine torque demand value Tqrq and the output duration TMrq. That is, in Fig. 3(B), the transition of the misfire limit torque TqML, which is the engine torque when the misfire limit ignition timing is set as the ignition timing, is shown by a two-dot chain line. The transition of the misfire limit torque TqML can be derived by subtracting the adjustment torque TqAj at that time from the transition of the engine torque Tq. When there are multiple candidate combinations that satisfy both of the conditions (A1) and (A2), the CPU 101 further selects a candidate combination that satisfies the following condition (A3), and sets the values of the selected candidate combination as the engine torque demand value Tqrq and the output duration TMrq.

[0060] (A3) The misfire limit torque TqML at the predicted arrival time taf is 0 (zero). <Operation of this Embodiment> When downshifting is performed by the automatic transmission 50, the clutch of the transmission mechanism 53 is released by the clutch release process. As a result, at the timing t11 shown in FIG. 3, the transmission mechanism 53 enters the neutral state. In this state, the operation of the engine 20 is controlled so that the engine speed NE increases to the rotational speed target value NEtgt.

[0061] Specifically, the product of the differential rotational speed target value NEdlt, which is the difference between the engine speed NE at the time when the clutch 53C is released and the rotational speed target value NEtgt, and the inertia I of the rotating part of the automatic transmission 50 is calculated as the required work amount WLrq. Then, based on the required work amount WLrq and the above air model, the engine torque required value Tqrq and the output continuation time TMrq are calculated. At this time, the engine torque required value Tqrq and the output continuation time TMrq are calculated so that both of the above conditions (A1) and (A2) are satisfied.

[0062] Then, the control of the operation of the engine 20 based on the engine torque required value Tqrq and the output continuation time TMrq is started from the timing t12. That is, as shown by the thick solid line in FIG. 3(B), during the output continuation time TMrq, a value corresponding to the engine torque required value Tqrq is set as the throttle opening instruction value TA*. As a result, the intake air amount GA is controlled based on the engine torque required value Tqrq. Then, as shown by the solid line in FIG. 3(B), the engine torque Tq changes. This is because the throttle valve 32 is controlled so that the start of the change in the throttle opening TA is delayed by a predetermined delay time with respect to the setting of the engine torque required value Tqrq.

[0063] Then, as shown in (A) of FIG. 3, when the engine speed NE reaches the target engine speed NEtgt at timing t13, the ignition timing is retarded as indicated by the dashed line in (B) of FIG. 3, and the engine torque Tq becomes 0 (zero). Then, in the transmission mechanism 53, since the clutch 53C is engaged, the downshift is completed.

[0064] <Effects of the present embodiment> (1-1) In the present embodiment, the clutch 53C can be engaged in a state where both the engine speed NE reaches the target engine speed NEtgt and the engine torque Tq is 0 (zero). As a result, it is possible to suppress the occurrence of vibrations in the vehicle 10 due to the downshift of the automatic transmission 50.

[0065] (1-2) If the intake air amount GA is excessively reduced during the downshift of the automatic transmission 50, the start of the increase in the engine torque Tq after the completion of the downshift may be delayed, and as a result, the acceleration of the vehicle 10 may be delayed. In this regard, in the present embodiment, the engine torque demand value Tqrq and the output duration TMrq are calculated so that the misfire limit torque TqML becomes 0 (zero) at the predicted arrival time taf. In the driving process, by controlling the operation of the engine 20 based on such engine torque demand value Tqrq and output duration TMrq, it is possible to suppress the intake air amount GA from being too small when the clutch 53C is engaged. Therefore, it is less likely that the acceleration of the vehicle 10 after the completion of the downshift will be delayed.

[0066] <Modification example> The present embodiment can be implemented with the following modifications. The present embodiment and the following modification examples can be implemented in combination with each other within a technically non - conflicting range.

[0067] · In the first embodiment, on the premise that the engine torque Tq is 0 (zero) when the clutch 53C is released as described above, the engine torque demand value Tqrq and the output duration TMrq are calculated. Therefore, in actuality, when the engine torque Tq is greater than 0 (zero) at the time of releasing the clutch 53C, as shown in FIGS. 5(A) and 5(B), the engine torque Tq becomes greater than the predicted value TqP of the engine torque calculated using the air model. As a result, there is a possibility that the engine speed NE may exceed the target engine speed NEtgt. In FIG. 5(A), the broken line indicates the transition of the predicted value NEP of the engine speed NE calculated using the air model, and the solid line indicates the transition of the actual engine speed NE. In FIG. 5(B), the broken line indicates the transition of the predicted value TqP of the engine torque calculated using the air model, and the solid line indicates the transition of the actual engine torque Tq.

[0068] Therefore, as shown in FIGS. 6(A) and 6(B), the output duration TMrq may be corrected to decrease based on the engine torque Tq at the start time t21 of controlling the operation of the engine 20 based on the engine torque demand value Tqrq and the output duration TMrq. Specifically, the CPU 101 derives the engine torque Tq at the start time t21, and increases the decrease correction amount ΔTM of the output duration TMrq as the engine torque Tq is larger. At this time, the CPU 101 calculates, as the decrease correction amount ΔTM, a value that can make the integrated value of the engine torque Tq during the execution of the operation process coincide with the integrated value of the predicted value TqP of the engine torque calculated using the air model. Thereby, it becomes possible to engage the clutch 53C in a state where both the engine speed NE reaches the target engine speed NEtgt and the engine torque Tq is 0 (zero).

[0069] · Among the above conditions (A1) to (A3), if the engine torque demand value Tqrq and the output duration TMrq that satisfy the conditions (A1) and (A2) can be set, it is not essential to satisfy the condition (A3).

[0070] ·Based on the value obtained by increasing and correcting the required workload WLrq calculated as described above, the engine torque required value Tqrq and the output duration TMrq may be calculated. In the increase correction of the required workload WLrq, the product of the required workload WLrq before correction and a predetermined gain may be calculated as the required workload WLrq after correction. The predetermined gain may be, for example, a value greater than 1 and equal to or less than 1.05. Thereby, the suppression effect of the inability to increase the engine speed NE to the rotational speed target value NEtgt by the execution of the operation process can be enhanced.

[0071] (Second Embodiment) The second embodiment of the vehicle control device will be described with reference to the drawings. In the second embodiment, it is different from the first embodiment in that the inertia of the rotating part of the automatic transmission is corrected and the ignition timing is adjusted during the operation process based on the correction result of the inertia. In the following description, the parts different from the first embodiment will be mainly described, and the same reference numerals will be given to the same member configurations as those in the first embodiment, and the redundant description will be omitted.

[0072] The required workload WLrq is calculated based on the inertia I of the rotating part of the automatic transmission 50. There is a possibility that the inertia I used in the calculation deviates from the actual value of the inertia of the rotating part. Also, the engine torque Tq may deviate from the actual value of the engine torque. When the inertia I deviates from the actual value of the inertia or the engine torque Tq deviates from the actual value of the engine torque in this way, as described in the first embodiment above, the engine torque required value Tqrq and the output duration TMrq are calculated, and when the operation of the engine 20 is controlled based on these, there is a possibility that the transition of the engine torque Tq deviates from the transition of the predicted value TqP of the engine torque Tq derived using the air model.

[0073] Therefore, in the present embodiment, the CPU 101 calculates an error rate K as a value correlated with the deviation between the inertia I and the actual value of the inertia, or as a value correlated with the deviation between the engine torque Tq and the actual value of the engine torque. Then, in the operation process, the CPU 101 adjusts the ignition timing using the error rate K, thereby suppressing the deviation of the transition of the engine torque Tq from the transition of the predicted value TqP of the engine torque Tq.

[0074] <Calculation of error rate, etc.> Referring to FIG. 7, a processing routine for calculating the error rate K and the required angular momentum AMrq described later will be described. When the CPU 101 is executing the operation process, this processing routine is executed at each predetermined control cycle by the CPU 101 executing the control program stored in the memory 102.

[0075] In step S31 of this processing routine, the CPU 101 calculates an integrated value TqS of the engine torque Tq from the start point of the operation process. Specifically, the CPU 101 calculates the sum of the previous value of the integrated value TqS and the current engine torque Tq as the latest integrated value TqS. Note that the integrated value TqS is reset to 0 (zero) when the downshift is completed.

[0076] In step S33, the CPU 101 calculates an actual execution angular momentum AMr, which is the angular momentum of the engine 20 from the start point of the operation process to the current time. Specifically, the CPU 101 calculates the product of the rotational speed increase amount ω1, which is the increase amount of the engine rotational speed NE from the start point of the operation process, and the inertia I of the rotating part of the automatic transmission 50 as the actual execution angular momentum AMr.

[0077] In step S35, the CPU 101 determines whether the actual angular momentum AMr calculated in step S33 is greater than or equal to the actual angular momentum determination value AMrTh. When calculating the error rate K, if the actual angular momentum AMr is too small, the calculation accuracy of the error rate K will decrease due to the influence of the error components included in the integrated value TqS and the actual angular momentum AMr. Therefore, the actual angular momentum determination value AMrTh is set as a criterion for determining whether the calculation accuracy of the error rate K can be sufficiently ensured. Note that the product of the required work amount WLrq and a predetermined coefficient is set as the actual angular momentum determination value AMrTh. The predetermined coefficient is a value greater than 0 (zero) and less than 1. Preferably, the predetermined coefficient is a value greater than 0.1 and less than 0.4.

[0078] When the actual angular momentum AMr is greater than or equal to the actual angular momentum determination value AMrTh (S35: YES), the CPU 101 transfers the process to step S37. On the other hand, when the actual angular momentum AMr is less than the actual angular momentum determination value AMrTh (S35: NO), the CPU 101 temporarily ends this processing routine. That is, the CPU 101 does not calculate the error rate K when the actual angular momentum AMr is less than the actual angular momentum determination value AMrTh.

[0079] In step S37, the CPU 101 calculates the value obtained by dividing the integrated value TqS calculated in step S31 by the actual angular momentum AMr calculated in step S33 as the error rate K. In step S39, the CPU 101 corrects the inertia I of the rotating part according to the error rate K calculated in step S37. Specifically, the CPU 101 calculates the product of the inertia I of the rotating part and the error rate K as the inertia correction value Ia.

[0080] Then, in step S41, the CPU 101 calculates the product of the inertia correction value Ia and the differential rotation ωa as the required angular momentum AMrq. The differential rotation ωa is the difference between the engine speed NE at the start of the operation process and the current rotation speed target value NEtgt. When the rotation speed target value NEtgt has not changed since the start of the operation process, the differential rotation ωa is equal to the above differential rotation target value NEdlt. Then, after calculating the required angular momentum AMrq, the CPU 101 temporarily ends this processing routine.

[0081] <Ignition timing correction> Referring to FIG. 8, a processing routine for correcting the ignition timing using the required angular momentum AMrq will be described. When the CPU 101 is executing the operation process, this processing routine is executed every predetermined control cycle by the CPU 101 executing the control program stored in the memory 102.

[0082] In step S51 of this processing routine, the CPU 101 acquires the required work amount WLrq calculated in step S15 of the processing routine shown in FIG. 2. In step S53, the CPU 101 acquires the latest value of the required angular momentum AMrq calculated in step S41 of the processing routine shown in FIG. 7.

[0083] In step S55, the CPU 101 calculates the integrated value TqS of the engine torque from the start of the operation process. In step S57, the CPU 101 derives the integrated value TqAS of the future torque TqA from the start of the operation process. There is a torque difference between the future torque TqA and the engine torque Tq according to the deviation between the current ignition timing and the MBT ignition timing. In this embodiment, the integrated value TqS calculated in step S55 corresponds to the "actual angular momentum". The integrated value TqAS calculated in step S57 corresponds to the "consumed angular momentum".

[0084] In step S59, the CPU 101 calculates a required efficiency α1 based on the required workload WLrq and required angular momentum AMrq obtained in steps S51 and S53, and the integrated values TqS and TqAS calculated in steps S55 and S57. Specifically, the CPU 101 calculates a remaining required value Z1 as a value obtained by subtracting the integrated value TqS of the engine torque from the required angular momentum AMrq. Also, the CPU 101 calculates a remaining angular momentum Y1 as a value obtained by subtracting the integrated value TqAS of the future torque from the required workload WLrq. Then, the CPU 101 calculates a value obtained by dividing the remaining required value Z1 by the remaining angular momentum Y1 as the required efficiency α1.

[0085] In step S61, the CPU 101 adjusts the ignition timing based on the required efficiency α1 calculated in step S59. That is, the CPU 101 adjusts the ignition timing so that the retard amount of the ignition timing increases as the required efficiency α1 decreases. For example, the CPU 101 calculates a product of the current future torque TqA and the required efficiency α1 as the most recent torque required value TqIrq, and calculates a difference between the most recent torque required value TqIrq and the current future torque TqA as an adjusted torque required value TqAjRq. Then, the CPU 101 adjusts the ignition timing so that the ignition timing becomes a timing corresponding to the adjusted torque required value TqAjRq. By thus adjusting the ignition timing according to the required efficiency α1 in this way, the adjusted torque TqAj is controlled. When the ignition timing is adjusted in this way, the CPU 101 once ends this processing routine.

[0086] <Operation of this Embodiment> Referring to FIG. 9, the part different from the operation of the first embodiment will be mainly described among the operations of this embodiment. In FIG. 9, the thick solid line indicates the transition of the required workload WLrq, and the broken line indicates the transition of the required angular momentum AMrq. Also, the one-dot chain line indicates the transition of the integrated value TqS of the engine torque, and the thin solid line indicates the transition of the integrated value TqAS of the future torque TqA.

[0087] If the inertia I of the rotating part deviates from the actual value of the inertia, or the engine torque Tq deviates from the actual value of the engine torque, as time passes as shown in Fig. 9, the deviation between the required work amount WLrq and the required angular momentum AMrq gradually increases. In the example shown in Fig. 9, the required work amount WLrq calculated using the inertia I before correction is larger than the required angular momentum AMrq calculated using the inertia correction value Ia. Therefore, when the operation of the engine 20 is controlled based on the engine torque required value Tqrq based on the required work amount WLrq and the output continuation time TMrq, there is a possibility that the engine torque Tq becomes larger than the predicted value TqP of the engine torque calculated by the above air model. In this case, there is a possibility that the integrated value TqS of the engine torque becomes larger than the required work amount WLrq.

[0088] In this regard, in the present embodiment, the required efficiency α1 is calculated as described above. Then, the adjustment torque TqAj is adjusted based on the required efficiency α1. Thereby, it is possible to suppress the engine torque Tq from becoming larger than the predicted value TqP of the engine torque calculated by the above air model. As a result, the engine torque Tq changes in the same manner as the transition of the predicted value TqP of the engine torque calculated by the air model. Further, it is possible to suppress the integrated value TqS of the engine torque from becoming larger than the required work amount WLrq.

[0089] <Effects of the present embodiment> In the present embodiment, in addition to the effects (1-1) and (1-2) equivalent to those of the first embodiment described above, the following effects can be further obtained.

[0090] (2-1) In the present embodiment, the inertia I of the rotating part can be corrected using the error rate K. Thereby, the inertia I of the rotating part can be made closer to the actual value of the inertia. (2-2) In the present embodiment, when the execution angular momentum AMr is less than the execution angular momentum determination value AMrTh, the error rate K is not calculated. Thereby, it is possible to suppress a decrease in the calculation accuracy of the error rate K.

[0091] (2-3) In this embodiment, the required efficiency α1 is calculated based on the required angular momentum AMrq calculated using the error rate K. Further, by adjusting the ignition timing based on the required efficiency α1, the adjustment torque TqAj is controlled. Thereby, the controllability of the engine torque Tq during the execution of the operation process can be improved.

[0092] <Modified Example> This embodiment can be implemented with the following modifications. This embodiment and the following modified examples can be implemented in combination with each other within a technically non - conflicting range.

[0093] · When the automatic transmission 50 will downshift next time, the corrected inertia correction value Ia may be adopted as the inertia I of the rotating part. In this case, the calculation accuracy of the required work amount WLrq can be improved. Therefore, during the execution of the operation process, the adjustment amount of the ignition timing can be reduced.

[0094] · In the above - described embodiment, the immediate torque required value TqIrq and the adjustment torque required value TqAjRq are calculated by multiplying the current future torque TqA by the required efficiency α1, but it is not limited to this. That is, the CPU 101 may predict the engine torque Tq and calculate the immediate torque required value TqIrq and the adjustment torque required value TqAjRq by multiplying the predicted engine torque Tq by the required efficiency α1. By adjusting the ignition timing according to the adjustment torque required value TqAjRq based on the predicted engine torque Tq in this way, it is possible to suppress the delay in the adjustment of the ignition timing. As a result, the controllability of the engine torque Tq can be made higher.

[0095] At this time, when the MBT ignition timing is set as the ignition timing, taking the engine torque Tq as the maximum torque TqMax, when the CPU 101 predicts the engine torque Tq, it is preferable to derive the predicted value of the maximum torque TqMax. The maximum torque TqMax corresponds to the future torque TqA. Therefore, it can be said that the predicted maximum torque TqMaxLa described later is a predicted future torque.

[0096] Note that a predetermined delay time is set for adjusting the throttle opening TA as described above. Therefore, the CPU 101 may predict the transition of the engine torque Tq assuming that no delay time is provided, using the above air model. In Fig. 10(B), the transition of the maximum torque TqMax when increasing the engine speed NE as shown in Fig. 10(A) is indicated by a solid line. Also, in Fig. 10(B), the transition of the predicted maximum torque TqMaxLa, which is a predicted value of the maximum torque TqMax, is indicated by a one-dot chain line. When the engine torque Tq at the misfire limit ignition timing is set as the minimum torque TqMin, the transition of the minimum torque TqMin is indicated by a two-dot chain line in Fig. 10(B), and the transition of the predicted minimum torque TqMinLa, which is a predicted value of the minimum torque TqMin, is indicated by a broken line. Since the minimum torque TqMin corresponds to the misfire limit torque, the predicted minimum torque TqMinLa corresponds to the predicted misfire limit torque.

[0097] (Third Embodiment) A third embodiment of the vehicle control device will be described with reference to the drawings. Note that in the third embodiment, the calculation method of the rotation target value NEtgt and the like are different from those of the above-described plurality of embodiments. In the following description, mainly the parts different from the above-described plurality of embodiments will be described, and the same reference numerals will be given to the same member configurations as those of the above-described plurality of embodiments, and redundant descriptions will be omitted.

[0098] With reference to Figs. 11 to 13, engine control when downshifting is performed by the automatic transmission 50 will be described. Fig. 11 illustrates a processing routine of the engine control. By the CPU 101 executing the control program, this processing routine is executed at every predetermined control cycle.

[0099] In step S71 of this processing routine, the CPU 101 determines whether the clutch 53C is disengaged. If it is determined that the clutch 53C is disengaged (S71: YES), the CPU 101 transfers the process to step S73. On the other hand, if it is determined that the clutch 53C is not yet disengaged (S71: NO), the CPU 101 temporarily ends this processing routine.

[0100] In step S73, the CPU 101 calculates the rotational speed target value NEtgt and the differential rotational speed target value NEdlt. The CPU 101 calculates the differential rotational speed target value NEdlt in the same manner as step S13 of the processing routine shown in FIG. 2. On the other hand, in this embodiment, the CPU 101 derives the rotational speed target value NEtgt based on the engine speed NE at the start of downshift and the transition of the rotational speed of the output shaft 53B of the transmission mechanism 53 before the start of the downshift.

[0101] Referring to FIGS. 12 and 13, the calculation process of the rotational speed target value NEtgt in this embodiment will be described. The example shown in FIG. 12 is an example in which the vehicle speed SP is decreasing because the vehicle 10 is traveling on an uphill road or the vehicle 10 is being braked. On the other hand, the example shown in FIG. 13 is an example in which the vehicle speed SP is increasing because the vehicle 10 is traveling on a downhill road or the driver is operating the accelerator pedal. The rotational speed target value NEtgt when it is assumed that the vehicle speed SP is held is referred to as the "rotational speed reference value NEB".

[0102] The rotational speed target value NEtgt of the gear stage after downshift changes according to the vehicle speed SP. Specifically, the CPU 101 calculates a higher engine rotational speed as the rotational speed target value NEtgt as the vehicle speed SP when the clutch 53C is engaged is higher. Therefore, when a downshift is performed while the vehicle 10 is decelerating as shown in FIG. 12, the CPU 101 calculates an engine rotational speed lower than the rotational speed reference value NEB as the rotational speed target value NEtgt. At this time, the CPU 101 calculates a lower engine rotational speed as the rotational speed target value NEtgt as the decrease rate of the vehicle speed SP or the decrease rate of the engine rotational speed NE immediately before the start of the downshift is higher. Note that the decrease rate of the rotational speed of the output shaft 53B of the transmission mechanism 53 corresponds to the decrease rate of the vehicle speed SP.

[0103] On the other hand, when a downshift is performed while the vehicle 10 is accelerating as shown in FIG. 13, the CPU 101 calculates an engine rotational speed higher than the rotational speed reference value NEB as the rotational speed target value NEtgt. At this time, the CPU 101 calculates a higher engine rotational speed as the rotational speed target value NEtgt as the increase rate of the vehicle speed SP or the increase rate of the engine rotational speed NE immediately before the start of the downshift is higher. Note that the increase rate of the rotational speed of the output shaft 53B of the transmission mechanism 53 corresponds to the increase rate of the vehicle speed SP.

[0104] Returning to FIG. 11 and calculating the rotational speed target value NEtgt and the differential rotational speed target value NEdlt, the CPU 101 transfers the process to step S75. In step S75, the CPU 101 calculates the required workload WLrq in the same manner as step S15 of the processing routine shown in FIG. 2. Therefore, in the present embodiment, step S75 corresponds to the "workload derivation process". In step S77, the CPU 101 calculates the engine torque required value Tqrq and the output continuation time TMrq in the same manner as step S17 of the processing routine shown in FIG. 2. In the present embodiment, step S17 corresponds to the "required value calculation process". Then, in step S79, the CPU 101 controls the operation of the engine 20 based on the engine torque required value Tqrq and the output continuation time TMrq in the same manner as step S19 of the processing routine shown in FIG. 2. In the present embodiment, when step S79 is executed, the operation process is started.

[0105] In step S81, the CPU 101 determines whether the future torque TqA is being adjusted. By adjusting the throttle opening TA, the future torque TqA can be adjusted. Therefore, when the CPU 101 is controlling the throttle valve 32, it determines that the future torque TqA is being adjusted (S81: YES) and transfers the process to step S83. On the other hand, when the control of the throttle valve 32 is completed, the CPU 101 determines that the future torque TqA is not being adjusted (S81: NO) and transfers the process to step S87.

[0106] In step S83, the CPU 101 determines whether the rotational speed target value NEtgt has changed during the execution of the operation process. When the change mode of the vehicle speed SP during the execution of the operation process is different from the change mode of the vehicle speed SP before the start of the operation process, the rotational speed target value NEtgt may change from the start of the operation process. When the rotational speed target value NEtgt has changed during the execution of the operation process (S83: YES), the CPU 101 transfers the process to step S85. On the other hand, when the rotational speed target value NEtgt has not changed during the execution of the operation process (S83: NO), the CPU 101 transfers the process to step S87.

[0107] In step S85, the CPU 101 calculates a required work amount WLrq based on the changed rotational speed target value NEtgt as a work amount correction value WLrqA. Specifically, the CPU 101 calculates a predicted arrival time taf1 at which it can be predicted that the engine rotational speed NE reaches the rotational speed target value NEtgt when it is assumed that the predicted value TqMaxP of the maximum torque TqMax is output from the engine 20 based on the transition of the predicted value TqMaxP of the maximum torque TqMax. As shown in FIG. 12, when downshifting is performed during deceleration of the vehicle 10, the CPU 101 calculates a time earlier than the predicted arrival time taf described in the first embodiment as the predicted arrival time taf1. On the other hand, as shown in FIG. 13, when downshifting is performed during acceleration of the vehicle 10, the CPU 101 calculates a time later than the predicted arrival time taf described in the first embodiment as the predicted arrival time taf1. Subsequently, the CPU 101 calculates the work amount of the engine 20 for increasing the engine rotational speed NE to the predicted value NEP of the engine rotational speed at the predicted arrival time taf1 as the work amount correction value WLrqA. That is, the CPU 101 calculates a differential rotation ωa, which is the difference between the predicted value NEP of the engine rotational speed at the predicted arrival time taf1 and the engine rotational speed NE at the start of the operation process, and calculates the product of the differential rotation ωa and the inertia I of the rotating part as the work amount correction value WLrqA. When calculating the work amount correction value WLrqA in this way, the CPU 101 shifts the process to step S87.

[0108] Returning to FIG. 11, in step S87, the CPU 101 calculates a future torque integrated value TqAS, which is an integrated value of the future torque TqA from the start time of the operation process. Further, the CPU 101 calculates an output torque integrated value TqS, which is an integrated value of the engine torque Tq from the start time of the operation process. In the next step S89, the CPU 101 calculates a remaining required value Z2 as a value obtained by subtracting the output torque integrated value TqS from the work amount correction value WLrqA. Further, the CPU 101 calculates a remaining angular momentum Y2 as a value obtained by subtracting the future torque integrated value TqAS from the required work amount WLrq.

[0109] In step S91, the CPU 101 determines whether the remaining corner momentum Y2 is greater than the determination value Y2Th. The determination value Y2Th is set as the criterion for determining whether the remaining corner momentum Y2 is too large. If the remaining corner momentum Y2 is greater than the determination value Y2Th (S91: YES), the CPU 101 transfers the process to step S93. On the other hand, if the remaining corner momentum Y2 is less than or equal to the determination value Y2Th (S91: NO), the CPU 101 transfers the process to step S97.

[0110] In step S93, the CPU 101 calculates the value obtained by dividing the remaining required value Z2 by the remaining corner momentum Y2 as the required efficiency α2. In step S95, the CPU 101 adjusts the ignition timing based on the required efficiency α2 calculated in step S93. That is, the CPU 101 adjusts the ignition timing so that the retard angle amount of the ignition timing increases as the required efficiency α2 decreases. For example, the CPU 101 calculates the product of the current future torque TqA and the required efficiency α2 as the most recent torque required value TqIrq, and calculates the difference between the most recent torque required value TqIrq and the current future torque TqA as the adjusted torque required value TqAjRq. Then, the CPU 101 adjusts the ignition timing so that the ignition timing becomes the timing corresponding to the adjusted torque required value TqAjRq. By thus adjusting the ignition timing according to the required efficiency α2 by the CPU 101, the adjusted torque TqAj is controlled. When the ignition timing is adjusted in this way, the CPU 101 transfers the process to step S97.

[0111] In step S97, the CPU 101 determines whether the engine speed NE has reached the rotational speed target value NEtgt. If the engine speed NE has not reached the rotational speed target value NEtgt (S97: NO), the CPU 101 returns the process to step S81. That is, the CPU 101 executes the operation process until the engine speed NE reaches the rotational speed target value NEtgt. On the other hand, if the engine speed NE has reached the rotational speed target value NEtgt (S97: YES), the CPU 101 transfers the process to step S99.

[0112] In step S99, the CPU 101 retards the ignition timing so that the engine torque Tq becomes zero, in the same manner as in step S23. That is, step S99 corresponds to the "torque reduction process". When the engine torque Tq becomes zero, the CPU 101 shifts the process to step S101. In step S101, the CPU 101 requests engagement of the clutch 53C. Thereafter, the CPU 101 temporarily ends this processing routine.

[0113] Note that when the CPU 101 requests engagement of the clutch 53C in step S101, the CPU 101 executes a clutch engagement process. <Operations and Effects of the Present Embodiment> In the present embodiment, in addition to the effects (1-1) and (1-2) equivalent to those in the above-described plurality of embodiments, the following effects can be further obtained.

[0114] (3-1) In the present embodiment, the rotational speed target value NEtgt is calculated in consideration of the transition of the vehicle speed SP and the engine rotational speed NE before the start of downshift. Thereby, it is possible to suppress a deviation between the rotational speed target value NEtgt and the engine rotational speed corresponding to the vehicle speed SP at the end of downshift. Accordingly, compared with the case where the driving process is executed using the rotational speed target value NEtgt obtained without considering the transition of the vehicle speed SP and the engine rotational speed NE before the start of downshift, vibration associated with downshift is less likely to occur in the vehicle 10. Therefore, even when downshift is started under a situation where the vehicle speed SP and the engine rotational speed NE change, it is possible to suppress the occurrence of vibration associated with the downshift in the vehicle.

[0115] (3-2) In the present embodiment, the rotational speed target value NEtgt is updated even during the execution of the driving process, and a work amount correction value WLrqA is calculated based on the updated rotational speed target value NEtgt. Then, a required efficiency α2 is calculated based on the work amount correction value WLrqA, and the ignition timing is adjusted based on the required efficiency α2. That is, the adjusted torque TqAj is adjusted based on the required efficiency α2. Since the responsiveness of the adjusted torque TqAj is high, the controllability of the engine torque Tq during the execution of the driving process can be improved.

[0116] <Modified Example> This embodiment can be implemented with the following modifications. This embodiment and the following modified examples can be implemented in combination with each other within a technically non - conflicting range.

[0117] ·The detected value of the engine speed includes a fluctuation component corresponding to the combustion cycle of the engine 20. Therefore, when calculating the rotational speed target value NEtgt in consideration of the transition of the engine speed NE before the start of downshift, it is preferable to use the engine speed NE from which the above - mentioned fluctuation component has been removed by a predetermined smoothing process.

[0118] ·The turbine speed NAT is less likely to have a superimposed fluctuation component corresponding to the combustion cycle of the engine 20 than the engine speed NE. Therefore, the rotational speed target value NEtgt may be calculated using the transition of the turbine speed NAT. Even in this case, it is preferable to use the turbine speed NAT derived by performing a predetermined smoothing process on the detected value of the turbine speed.

[0119] (Fourth Embodiment) The fourth embodiment of the vehicle control device will be described with reference to the drawings. In the fourth embodiment, the content of the throttle opening control during the execution of the driving process and the content of the throttle opening control from the completion of downshift are different from those in the above - mentioned multiple embodiments. In the following description, the parts different from the above - mentioned multiple embodiments will be mainly described, and the same component configurations as those in the above - mentioned multiple embodiments will be denoted by the same reference numerals and redundant descriptions will be omitted.

[0120] <Throttle Opening Control during Execution of Driving Process> Referring to FIG. 14, the throttle opening control during the execution of the driving process will be described. FIG. 14 illustrates the processing routine of this control. When the CPU 101 is executing the driving process, the CPU 101 executes the control program stored in the memory 102, and this processing routine is executed for each predetermined control cycle.

[0121] In this processing routine, in step S111, the CPU 101 calculates a predicted maximum torque TqMaxLa which is a predicted value of the maximum torque TqMax, and a predicted minimum torque TqMinLa which is a predicted value of the minimum torque TqMin. In the next step S113, the CPU 101 determines whether or not the calculated predicted minimum torque TqMinLa is 0 (zero). If the predicted minimum torque TqMinLa is 0 (zero) (S113: YES), the CPU 101 transfers the process to step S115. On the other hand, if the predicted minimum torque TqMinLa is not 0 (zero) (S113: NO), the CPU 101 terminates this processing routine once.

[0122] In step S115, the CPU 101 holds the predicted maximum torque TqMaxLa at the value at the time when the predicted minimum torque TqMinLa becomes 0 (zero). Then, in step S117, the CPU 101 sets the predicted maximum torque TqMaxLa as the engine torque demand value Tqrq. That is, the CPU 101 sets the predicted maximum torque TqMaxLa at the time when the predicted minimum torque TqMinLa becomes 0 (zero) as the engine torque demand value Tqrq. After that, the CPU 101 terminates this processing routine once.

[0123] <Throttle Opening Control from Completion of Downshift> Referring to FIG. 15, the throttle opening control from the completion of downshift will be described. FIG. 15 illustrates the processing routine of this control. When the clutch engagement process is started, this processing routine is executed at every predetermined control cycle by the CPU 101 executing the control program stored in the memory 102.

[0124] In step S131 of this processing routine, the CPU 101 determines whether or not the increase rate ΔAC of the accelerator opening AC is equal to or greater than the determined increase rate ΔACth. It can be inferred that the higher the increase rate ΔAC of the accelerator opening, the higher the acceleration demand of the driver for the vehicle 10. Therefore, the determined increase rate ΔACTh is set as a criterion for determining whether or not the acceleration demand of the driver for the vehicle 10 is high. If the increase rate ΔAC of the accelerator opening is equal to or greater than the determined increase rate ΔACTh (S131: YES), the CPU 101 transfers the process to step S133. On the other hand, if the increase rate ΔAC of the accelerator opening is less than the determined increase rate ΔACTh (S131: NO), the CPU 101 transfers the process to step S135.

[0125] In step S133, the CPU 101 determines whether or not the acceleration start time TMas, which is the length of time from the current time to the end time of the clutch engagement process, is shorter than the air delay time TMd. The time required for the clutch engagement process can be grasped from the specifications of the automatic transmission 50. Therefore, the CPU 101 can predict the time of the end point of the clutch engagement process at the start point of the clutch engagement process. In addition, the CPU 101 can also grasp the response delay from when the increase in the throttle opening TA is instructed until the actual intake air amount GA starts to increase. Therefore, the CPU 101 acquires the time corresponding to such a response delay of the intake air amount GA as the air delay time TMd.

[0126] In step S133, if it is determined that the acceleration start time TMas is shorter than the air delay time TMd (YES), the CPU 101 transfers the process to step S137. On the other hand, if it is determined that the acceleration start time TMas is equal to or greater than the air delay time TMd (S133: NO), the CPU 101 transfers the process to step S135.

[0127] In step S135, the CPU 101 determines whether or not the clutch engagement process has been completed. If the clutch engagement process has been completed (S135: YES), the CPU 101 transfers the process to step S137. On the other hand, if the clutch engagement process has not been completed (S135: NO), the CPU 101 temporarily ends this processing routine.

[0128] In step S137, the CPU 101 instructs an increase in the throttle opening TA by increasing the engine torque demand value Tqrq. Then, the CPU 101 temporarily ends this processing routine.

[0129] <Operation of this Embodiment> Referring to FIGS. 16 and 17, the operation of this embodiment will be described. In FIGS. 16(B) and 17, the transition of the engine torque Tq when increasing the engine speed NE as shown in FIG. 16(A) is indicated by a solid line. Also, in FIGS. 16(B) and 17, the transition of the predicted maximum torque TqMaxLa is indicated by a one-dot chain line, the transition of the minimum torque TqMin is indicated by a two-dot chain line, and the transition of the predicted minimum torque TqMinLa is indicated by a broken line.

[0130] As shown in FIG. 16, when the clutch 53C is released by the clutch release process, the operation of the engine 20 is controlled based on the engine torque demand value Tqrq and the output continuation time TMrq by the operation process. In this embodiment, when the operation process is started, the engine torque Tq, the predicted maximum torque TqMaxLa, the minimum torque TqMin, and the predicted minimum torque TqMinLa are calculated.

[0131] Then, at timing t31 during the execution of the driving process, the predicted minimum torque TqMinLa becomes 0 (zero). Then, after timing t31, the predicted maximum torque TqMaxLa is held at the value of timing t31, and the predicted maximum torque TqMaxLa is set as the engine torque demand value Tqrq. Since the throttle opening TA is controlled based on such an engine torque demand value Tqrq, a decrease in the intake air amount GA during the execution of the driving process is suppressed.

[0132] And when the engine speed NE reaches the rotational speed target value NEtgt at timing t32, the ignition timing is retarded. At timing t32, the minimum torque TqMin is 0 (zero). Therefore, the ignition timing is adjusted so that the adjustment torque TqAj becomes 0 (zero). That is, the ignition timing is set to the misfire limit ignition timing. As a result, the engine torque Tq becomes 0 (zero).

[0133] When the engine torque Tq thus becomes 0 (zero), the clutch engagement process is executed. If the increase rate ΔAC of the accelerator opening during the execution of the clutch engagement process is equal to or greater than the determination increase rate ΔACTh, the engine torque demand value Tqrq starts to increase from during the execution of the clutch engagement process. In the example shown in FIG. 17, at timing t33, the acceleration start time TMas becomes equal to the air retard time TMd. Therefore, when timing t33 is exceeded, an increase in the engine torque demand value Tqrq is started.

[0134] On the other hand, if the increase rate ΔAC of the accelerator opening does not become equal to or greater than the determination increase rate ΔACTh during the execution of the clutch engagement process, the engine torque demand value Tqrq starts to increase after the clutch engagement process is completed.

[0135] <Effects of the present embodiment> In the present embodiment, in addition to the effects equivalent to the effects (1-1) of the above-described plurality of embodiments, the following effects can be further obtained.

[0136] (4-1) When the predicted minimum torque TqMinLa is 0 (zero), by setting the ignition timing to the misfire limit ignition timing, that is, by setting the adjustment torque TqAj to 0 (zero), the engine torque Tq can be set to 0 (zero). Therefore, in this embodiment, when the predicted minimum torque TqMinLa becomes 0 (zero), the intake air amount GA is maintained. As a result, at the start point of the clutch engagement process, the intake air amount GA can be made as large as possible. Therefore, it is possible to suppress the delay in the acceleration of the vehicle 10 after the completion of downshifting.

[0137] (4-2) Further, in this embodiment, during the execution of the clutch engagement process, when it can be determined that the driver's acceleration demand for the vehicle 10 is large, the engine torque demand value Tqrq is increased from during the execution of the clutch engagement process. Thereby, the suppression effect of the delay in the acceleration of the vehicle 10 after the completion of downshifting can be made higher.

[0138] <Modified Example> This embodiment can be implemented with the following modifications. This embodiment and the following modified examples can be implemented in combination with each other within a technically non - conflicting range.

[0139] · When it is detected that the accelerator pedal is being operated during the execution of the clutch engagement process, the increase in the engine torque demand value Tqrq may be started from during the execution of the clutch engagement process.

[0140] · Regardless of the magnitude of the increase rate ΔAC of the accelerator opening during the execution of the clutch engagement process, the engine torque demand value Tqrq may be maintained until the clutch engagement process is completed.

[0141] ·Based on the value obtained by increasing and correcting the required work amount WLrq calculated as described above, the engine torque required value Tqrq and the output duration TMrq may be calculated. In the increase correction of the required work amount WLrq, the product of the required work amount WLrq before correction and a predetermined gain may be calculated as the required work amount WLrq after correction. The predetermined gain may be, for example, a value greater than 1 and equal to or less than 1.05. Thereby, the suppression effect of the inability to increase the engine speed NE to the rotational speed target value NEtgt by the execution of the operation process can be enhanced.

[0142] (Modification examples of the above-described multiple embodiments) The above-described multiple embodiments can be implemented with the following modifications. The above-described multiple embodiments and the following modification examples can be implemented in combination with each other within a technically non-conflicting range.

[0143] ·The automatic transmission may have a configuration without a torque converter 51 as long as it has a stepped transmission mechanism. ·The control device 100 is not limited to one that includes a CPU and a ROM and executes software processing. That is, the control device 100 may have any of the following configurations (a) to (c).

[0144] (a) The control device 100 includes one or more processors that execute various processes according to a computer program. The processor includes a CPU and memories such as a RAM and a ROM. The memory stores program codes or instructions configured to cause the CPU to execute processing. The memory, that is, the computer-readable medium, includes any available medium accessible by a general-purpose or dedicated computer.

[0145] (b) The control device 100 includes one or more dedicated hardware circuits that execute various processes. Examples of the dedicated hardware circuits include, for example, application-specific integrated circuits, that is, ASICs or FPGAs. Note that ASIC is an abbreviation of "Application Specific Integrated Circuit", and FPGA is an abbreviation of "Field Programmable Gate Array".

[0146] (c) The control device 100 includes a processor that executes a part of various processes according to a computer program, and a dedicated hardware circuit that executes the remaining processes of the various processes.

Explanation of Signs

[0147] 10…Vehicle 20…Engine 32…Throttle valve 42…Ignition device 50…Automatic transmission 51…Torque converter 53A…Input shaft 53B…Output shaft 53C…Clutch 100…Control device 101…CPU

Claims

1. Applied to a vehicle equipped with a spark ignition engine and a stepped automatic transmission, An execution device for controlling the operation of the engine and the automatic transmission when causing the automatic transmission to downshift is provided, The execution device is, When the engine speed corresponding to the gear position of the automatic transmission after downshifting is set as the rotational speed target value, and the work amount of the engine for increasing the engine speed to the rotational speed target value is set as the required work amount, a rotational speed difference which is the difference between the engine speed at the start of downshifting of the automatic transmission and the rotational speed target value, and a value corresponding to the product of the inertia of the rotating part of the automatic transmission are calculated as the required work amount by a work amount calculation process, A required value calculation process for calculating an engine torque required value which is a required value of engine torque and an output duration based on the required work amount and a physical model of the intake system of the engine, When downshifting is being performed in the automatic transmission, a driving process for controlling the operation of the engine by adjusting the intake air amount of the engine based on the engine torque required value during the output duration, When the engine speed reaches the rotational speed target value by the execution of the driving process, a torque reduction process for retarding the ignition timing of the engine so that the engine torque becomes 0 (zero) is executed, When the amount of engine torque reduction that can be reduced by retarding the ignition timing is defined as the reduction torque amount, The execution device is, In the required value calculation process, During the output duration, the transition of engine torque and the transition of engine speed when the intake air amount of the engine is adjusted based on the engine torque required value are predicted using the physical model of the intake system, Based on the predicted result of the transition of the engine speed, a reach prediction time point which is a time point at which it can be predicted that the engine speed will reach the rotational speed target value is calculated, A predicted value of the integrated value of engine torque from the start point of the increase in engine speed to the reach prediction time point, and a predicted value of the engine torque at the reach prediction time point are obtained based on the predicted result of the transition of the engine torque, The engine torque required value and the output duration are calculated so that the predicted value of the integrated value of the engine torque becomes equal to the required work amount and the predicted value of the engine torque at the reach prediction time point becomes less than or equal to the reduction torque amount, A vehicle control device.

2. The execution device is, When the operation process is being executed, calculate the integrated value of the engine torque from the start time of the operation process as the torque integrated value, calculate, as the execution angular momentum which is the work amount of the engine from the start time, a value corresponding to the product of the increase amount of the engine rotational speed from the start time and the inertia of the rotating part, calculate, as the error rate, the value obtained by dividing the torque integrated value by the execution angular momentum, correct the inertia of the rotating part according to the error rate The vehicle control device according to claim 1.

3. In the work amount calculation process, the execution device derives the rotational speed target value based on the engine rotational speed at the start of the downshift of the automatic transmission and the transition of the rotational speed of the output shaft of the automatic transmission before the start of the downshift. The vehicle control device according to claim 1.

4. When the torque output from the engine when the ignition timing is set to the MBT ignition timing is defined as the future torque, and the torque that changes according to the adjustment of the ignition timing among the engine torques is defined as the adjustment torque, the execution device in the situation where the operation process is being executed, when the rotational speed target value changes, calculate the required work amount based on the changed rotational speed target value as the work amount correction value, calculate the integrated value of the engine torque from the start time of the operation process as the actual angular momentum, calculate the integrated value of the future torque from the start time of the operation process as the consumed angular momentum, calculate, as the required efficiency, the value obtained by dividing the remaining required value, which is the value obtained by subtracting the actual angular momentum from the work amount correction value, by the remaining angular momentum, which is the value obtained by subtracting the consumed angular momentum from the required work amount, In the operation process, the execution device controls the adjustment torque by adjusting the ignition timing according to the required efficiency. The vehicle control device according to claim 3.

5. When the ignition timing at the boundary of whether or not misfire occurs in the engine is defined as the misfire limit ignition timing, and the torque output from the engine when the ignition timing is assumed to be set to the misfire limit ignition timing is defined as the misfire limit torque, the execution device in the operation process, predict the transition of the throttle opening degree, and predict the transitions of the engine torque and the misfire limit torque based on the prediction result. After the point in time when the predicted misfire limit torque, which is the predicted misfire limit torque read previously, becomes 0 (zero), the predicted value of the engine torque at the point in time when the predicted misfire limit torque became 0 (zero) is set as the engine torque required value. The vehicle control device according to claim 1.

6. When the execution device causes the automatic transmission to downshift, it releases the clutch of the automatic transmission, executes the driving process and the torque reduction process in that state, and completes the downshift by engaging the clutch after the completion of the driving process and the torque reduction process. The execution device is When the increase rate of the accelerator operation amount during the downshift in the automatic transmission is less than the determined increase rate, after engaging the clutch, an increase in the throttle opening is instructed. When the increase rate of the accelerator operation amount during the downshift in the automatic transmission is equal to or greater than the determined increase rate, an increase in the throttle opening is instructed before the completion of the engagement of the clutch. The vehicle control device according to claim 5.

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