WO2014156368A1

WO2014156368A1 - Vehicle control device, and vehicle control method

Info

Publication number: WO2014156368A1
Application number: PCT/JP2014/053671
Authority: WO
Inventors: 正己鈴木; 克宏松尾
Original assignee: ジヤトコ株式会社
Priority date: 2013-03-25
Filing date: 2014-02-17
Publication date: 2014-10-02

Abstract

When it is determined that a slippage has occurred in a clutch after the clutch is engaged and that an automatic transmission is in a state such that a hydraulic pressure supplied to the clutch may become insufficient, a drive force input to the automatic transmission is decreased.

Description

Vehicle control apparatus and control method thereof

The present invention relates to a vehicle control device.

Conventionally, for example, JP2011-106581A is provided with an eco-shift map for shifting at a lower speed side in order to improve fuel efficiency by reducing the engine rotation speed during traveling.

However, if the engine speed is reduced, part of the engine rotation is transmitted and the amount of oil pump that is driven is reduced. The hydraulic pressure that can be supplied to the clutch of the automatic transmission is reduced and can be transmitted by the clutch. It has been found that slipping may occur in the clutch when the torque becomes smaller and the input torque becomes larger than the transmittable torque. Since the engine load increases as the oil pump discharge rate increases, it is desirable to minimize the oil pump discharge amount, but the oil pump discharge rate is minimized and the engine speed is reduced. In a unit where the hydraulic pressure of the clutch is lower than the normal hydraulic pressure due to variations in parts such as the clutch, the hydraulic pressure is insufficient and slipping may occur in the clutch.

If it is determined that the clutch is uniformly broken when slippage occurs in the clutch, for example, the automatic transmission is controlled so as to use only the gear stage that does not engage the clutch determined to be broken. For this reason, there is a problem that the vehicle is driven in a state where the shift speed is limited, and the drivability of the vehicle is deteriorated.

The present invention was devised to solve such problems, and based on the fact that the clutch slips even when the clutch is not malfunctioning, the state of the automatic transmission is appropriately determined when the clutch slips. Thus, an object is to control the automatic transmission and prevent the drivability of the vehicle from deteriorating.

A vehicle control apparatus according to an aspect of the present invention is driven by an automatic transmission having a frictional engagement element that is engaged and released according to supply and discharge of hydraulic pressure, and a drive source that inputs a driving force to the automatic transmission, and is frictionally engaged. A vehicle control device that controls a vehicle including an oil pump that supplies hydraulic pressure to an element, and that detects whether slip has occurred in the frictional engagement element after the frictional engagement element is engaged, and automatic transmission The state of the machine is detected by the state determination unit that determines whether there is a possibility that the hydraulic pressure supplied from the oil pump to the friction engagement element is insufficient, and the slip detection unit detects that the friction engagement element is slipped, and the state When the determination unit determines that there is a possibility that the hydraulic pressure supplied from the oil pump to the frictional engagement element is insufficient, the driving force input to the automatic transmission is reduced. And a power reduction unit.

A vehicle control device according to another aspect of the present invention is driven by an automatic transmission having a friction engagement element that is engaged and released according to supply and discharge of hydraulic pressure, and a drive source that inputs a driving force to the automatic transmission, A vehicle control device that controls a vehicle including an oil pump that supplies hydraulic pressure to a fastening element, and that detects whether or not a slip has occurred in the friction fastening element after the friction fastening element is fastened, and an automatic A state determination unit that determines whether the state of the transmission is a state in which the hydraulic pressure supplied from the oil pump to the frictional engagement element may be insufficient, and a slip detection unit that detects that slippage occurs in the frictional engagement element; and A transmission unit that downshifts the automatic transmission when the state determination unit determines that the hydraulic pressure supplied from the oil pump to the frictional engagement element may be insufficient; Provided.

A vehicle control device according to still another aspect of the present invention is driven by an automatic transmission having a frictional engagement element that is engaged and released according to supply and discharge of hydraulic pressure, and a drive source that inputs a driving force to the automatic transmission, A vehicle control apparatus for controlling a vehicle, comprising: an oil pump that supplies hydraulic pressure to a frictional engagement element; and a lockup clutch that can be directly connected between input and output elements of a torque converter that is interposed between a drive source and an automatic transmission In addition, after the frictional engagement element is engaged, the slip detection unit that detects whether or not the frictional engagement element is slipping, and the state of the automatic transmission is insufficient for the hydraulic pressure supplied from the oil pump to the frictional engagement element. A state determination unit that determines whether or not there is a possibility of the occurrence of slippage, and a slip detection unit that detects that slip occurs in the frictional engagement element, and the state determination unit performs frictional engagement from the oil pump. When the hydraulic pressure supplied to the element is determined to be in a state that may be missing, and a slip amount control unit to increase the slip amount of the lock-up clutch.

A vehicle control device according to still another aspect of the present invention is driven by an automatic transmission having a frictional engagement element that is engaged and released according to supply and discharge of hydraulic pressure, and a drive source that inputs a driving force to the automatic transmission, A vehicle control device that controls a vehicle including an oil pump that supplies hydraulic pressure to a frictional engagement element, and detects whether or not slippage has occurred in the frictional engagement element after the frictional engagement element is engaged, and A state determination unit that determines whether the state of the automatic transmission is a state in which the hydraulic pressure supplied from the oil pump to the friction engagement element may be insufficient, and the slip detection unit detects that slip occurs in the friction engagement element, In addition, when the state determination unit determines that the hydraulic pressure supplied from the oil pump to the frictional engagement element is insufficient, the driving force input to the automatic transmission is gradually reduced. A driving force reducing unit that reduces the driving force input to the automatic transmission by the driving force reducing unit, a slip detecting unit detects that a slippage occurs in the frictional engagement element, and a state determining unit And a transmission that downshifts the automatic transmission when it is determined that there is a possibility that the hydraulic pressure supplied from the oil pump to the frictional engagement element is insufficient.

A vehicle control apparatus according to still another aspect of the present invention includes an automatic transmission having a friction engagement element that is engaged and released according to supply and discharge of hydraulic pressure, and torque that is interposed between a drive source and the automatic transmission. Vehicle control apparatus for controlling a vehicle, comprising: a lockup clutch capable of directly connecting input / output elements of a converter; and an oil pump driven by a drive source for inputting a driving force to an automatic transmission and supplying hydraulic pressure to a frictional engagement element In addition, after the frictional engagement element is engaged, the slip detection unit that detects whether or not the frictional engagement element is slipping, and the state of the automatic transmission is insufficient for the hydraulic pressure supplied from the oil pump to the frictional engagement element. A state determination unit that determines whether or not there is a possibility of the occurrence of slippage, and a slip detection unit that detects that slip occurs in the frictional engagement element, and the state determination unit performs frictional engagement from the oil pump. When it is determined that there is a possibility that the hydraulic pressure supplied to the element may be insufficient, a driving force reduction unit that gradually reduces the driving force input to the automatic transmission, and the automatic transmission by the driving force reduction unit There is a possibility that the slip detection unit detects that slip occurs in the friction engagement element after reducing the driving force input to the predetermined amount, and the state determination unit lacks the hydraulic pressure supplied from the oil pump to the friction engagement element. When it is determined that the vehicle is in a certain state, a slip amount control unit that increases the slip amount of the lockup clutch is provided.

According to these aspects, the slipping of the frictional engagement element is detected when it is detected that slippage is generated in the frictional engagement element, and it is determined that the hydraulic pressure supplied from the oil pump to the frictional engagement element is insufficient. And the automatic transmission can be controlled by appropriately determining the state of the frictional engagement element, thereby preventing the drivability of the vehicle from deteriorating.

FIG. 1 is a skeleton diagram showing the configuration of the automatic transmission according to this embodiment. FIG. 2 is a fastening table showing a fastening state of each fastening element for each gear position of the present embodiment. FIG. 3 is a flowchart showing the slip detection control of this embodiment. FIG. 4 is a map showing a slip occurrence region.

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

The configuration of the embodiment of the present invention will be described with reference to FIG.

FIG. 1 is a skeleton diagram showing the configuration of an automatic transmission according to this embodiment. The automatic transmission AT in the present embodiment is a stepped automatic transmission with 7 forward speeds and 1 reverse speed, and the driving force of the engine Eg is input from the input shaft Input via the torque converter TC, and the four planetary gears The rotational speed is changed by the seven frictional engagement elements and output from the output shaft Output. An oil pump OP is provided coaxially with the pump impeller of the torque converter TC, and is rotated by the driving force of the engine Eg to pressurize the hydraulic oil. The pressurized hydraulic oil is supplied to the automatic transmission AT and the like. The torque converter TC includes a lockup clutch LUC. When the lockup clutch LUC is engaged, the output shaft of the engine Eg and the input shaft Input are directly connected, and the output shaft of the engine Eg and the input shaft Input rotate at the same speed.

Further, an engine controller (ECU) 10 that controls the drive state of the engine Eg, an automatic transmission controller (ATCU) 20 that controls the shift state of the automatic transmission AT, and the like. A control valve unit (CVU) 30 for controlling the hydraulic pressure is provided. The ECU 10 and the ATCU 20 are connected via a CAN communication line or the like, and share sensor information and control information with each other by communication. The ATCU 20 receives an engine torque signal from the ECU 10 and calculates parameters necessary for various shift controls based on the engine torque signal.

The ECU 10 is connected to an APO sensor 1 for detecting the driver's accelerator pedal operation amount and an engine speed sensor 2 for detecting the engine speed. The ECU 10 controls the fuel injection amount and the throttle opening based on the engine rotation speed and the accelerator pedal operation amount, and controls the engine output rotation speed and the engine torque.

The ATCU 20 includes an input shaft rotational speed sensor 3 that detects the rotational speed of the input shaft Input, an output shaft rotational speed sensor 5 that detects the rotational speed of the output shaft Output, and an inhibitor switch 6 that detects the operating state of the driver's shift lever. Is selected, and in the D range, the optimum command shift speed based on the vehicle speed calculated based on the rotation speed of the output shaft Output detected by the output shaft rotation speed sensor 5 and the accelerator opening is selected, and the CVU 30 is commanded. A control command for achieving the gear position is output.

Next, the transmission gear mechanism between the input shaft Input and the output shaft Output will be described. A first planetary gear set GS1 and a second planetary gear set GS2 are sequentially arranged from the input shaft Input side toward the axial output shaft Output side. A plurality of clutches C1, C2, and C3 and brakes B1, B2, B3, and B4 are disposed as frictional engagement elements. A plurality of one-way clutches F1 and F2 are arranged.

The first planetary gear set GS1 includes a first planetary gear G1 and a second planetary gear G2, and the second planetary gear set GS2 includes a third planetary gear G3 and a fourth planetary gear G4. The first planetary gear G1 is a single pinion planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 meshing with both gears S1 and R1. The second planetary gear G2 is a single pinion planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 that supports a second pinion P2 that meshes with both the gears S2, R2. The third planetary gear G3 is a single pinion planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 that supports a third pinion P3 that meshes with both gears S3 and R3. The fourth planetary gear G4 is a single pinion type planetary gear having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports a fourth pinion P4 that meshes with both the gears S4 and R4.

The input shaft Input is connected to the second ring gear R2 and inputs the rotational driving force from the engine Eg via the torque converter TC or the like. The output shaft Output is connected to the third carrier PC3, and transmits the output rotational driving force to the driving wheels via a final gear or the like.

The input clutch C1 is a clutch that selectively connects and disconnects the input shaft Input and the second connecting member M2. The direct clutch C2 is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4.

The H & LR clutch C3 is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4. A second one-way clutch F2 is disposed between the third sun gear S3 and the fourth sun gear S4. Thus, when the H & LR clutch C3 is released and the rotation speed of the fourth sun gear S4 is higher than that of the third sun gear S3, the third sun gear S3 and the fourth sun gear S4 generate independent rotation speeds. Therefore, although the third planetary gear G3 and the fourth planetary gear G4 are connected via the second connecting member M2, each planetary gear achieves an independent gear ratio.

The front brake B1 is a brake that selectively stops the rotation of the first carrier PC1. A first one-way clutch F1 is disposed in parallel with the front brake B1. The low brake B2 is a brake that selectively stops the rotation of the third sun gear S3. The 2346 brake B3 is a brake that selectively stops the rotation of the third connecting member M3 that connects the first sun gear S1 and the second sun gear S2. The reverse brake B4 is a brake that selectively stops the rotation of the fourth carrier PC4.

The transmission gear mechanism is configured as described above, and a desired gear stage can be realized by switching the fastening state of each fastening element as shown in the fastening table of FIG. FIG. 2 is a fastening table showing the fastening state of each fastening element for each gear position. The circle indicates that the fastening element is in a fastening state, and the circle indicates that the range position where the engine brake operates is selected. It shows that the said fastening element will be in a fastening state when being done.

Next, the slip detection control of the present embodiment will be described using the flowchart of FIG. The present control is not limited to the types of fastening elements described above, and will be described below simply as a clutch. The clutches to be controlled are the clutch being engaged, for example, the direct clutch C2, the low brake B2, and the 2346 brake B3 when traveling at the third speed. This control is repeatedly performed at short intervals of, for example, 10 ms to 20 ms.

In step S100, the ATCU 20 determines whether a shift is currently being performed. The process of step S100 proceeds to step S101 when the shift is not completed but is in a state where the shift is completed, and ends the control flow when the shift is being performed.

In step S101, the ATCU 20 determines whether slippage has occurred in the clutch. Specifically, the ATCU 20 detects the rotational speed of the output shaft Output by the output shaft rotational speed sensor 5, and calculates the theoretical turbine rotational speed from the rotational speed of the output shaft Output and the gear ratio of the automatic transmission AT. Further, the ATCU 20 calculates the actual turbine rotation speed by the input shaft rotation speed sensor 3, and when a state where the absolute value of the deviation between the theoretical turbine rotation speed and the actual turbine rotation speed is larger than a predetermined value continues for a predetermined time, It is determined that slippage has occurred in the clutch. The predetermined value is a value set in advance, and is a value that can be determined that slipping has occurred in the clutch. The predetermined time is a value set in advance, and is a time during which it is possible to accurately determine that slippage has occurred in the clutch. The process of step S101 proceeds to step S102 if it is determined that slipping has occurred in the clutch, and proceeds to step S110 if it is determined that slipping has not occurred in the clutch.

In step S102, the ATCU 20 determines whether or not the current state of the automatic transmission AT is a slip occurrence state. The slippage occurrence state is a state where the hydraulic pressure supplied to the clutch may be insufficient. Specifically, the ATCU 20 is in a state in which the automatic transmission AT is slipping from the map shown in FIG. 4 based on the actual turbine rotation speed, the accelerator opening detected by the accelerator opening sensor, and the gear ratio. Determine whether or not. This map is provided for each gear ratio, and the map shown in FIG. 4 corresponds to one gear ratio. The hatched portion in FIG. 4 indicates a region where slipping may occur. When the driving state of the vehicle is in this region, it is determined that the state of the automatic transmission AT is a slipping state. As the accelerator opening increases, the torque generated by the engine Eg increases, the torque input to the clutch increases, and the hydraulic pressure required to transmit the torque without causing the clutch to slip increases so that the clutch slips. It tends to occur. Further, when the actual turbine rotation speed is lowered, the discharge amount of the oil pump OP is reduced, and the hydraulic pressure that can be supplied to the clutch is lowered, so that slipping easily occurs in the clutch. The process of step S102 proceeds to step S103 when it is determined that the state of the automatic transmission AT is a slip occurrence state, and the process proceeds to step S103 when it is determined that the state of the automatic transmission AT is not a slip occurrence state. The process proceeds to S109.

In step S103, the ECU 10 determines whether the engine torque can be reduced. Specifically, when slippage occurs in the clutch, the ECU 10 gradually reduces the engine torque as will be described later. Here, the ECU 10 compares the current engine torque with the lower limit engine torque to determine the current engine torque. Is determined whether or not becomes the lower limit engine torque. The lower limit engine torque is a lower limit value of the engine torque that can be reduced within a range that does not give the driver a great sense of discomfort in the current vehicle driving state, and is a preset value. The process of step S103 proceeds to step S104 when it is determined that the current engine torque is greater than the lower limit engine torque, and when it is determined that the current engine torque is the lower limit engine torque, the process of step S105 is performed. Proceed to

In step S104, the ECU 10 performs engine torque control, calculates a new engine torque command value by subtracting a predetermined torque from the current engine torque command value, controls the engine Eg to gradually reduce the engine torque, Reduce slippage. By reducing the engine torque, the torque input to the clutch is reduced, and slipping of the clutch can be reduced.

In step S105, the ATCU 20 determines whether a downshift has been performed in order to reduce clutch slip. If the clutch slips even when the engine torque is reduced to the lower limit engine torque, the ATCU 20 downshifts the automatic transmission AT as described later. Here, the ATCU 20 determines whether or not such a downshift has already been performed. . The process of step S105 proceeds to step S106 when it is determined that the downshift has not been performed, and proceeds to step S107 when it is determined that the downshift has been performed.

In step S106, if the clutch slips even if the engine torque is reduced to the lower limit engine torque, the ATCU 20 downshifts the automatic transmission AT, increases the engine rotation speed, and increases the discharge amount of the oil pump OP. The hydraulic pressure supplied to the clutch is increased to reduce clutch slippage. When downshifting is performed here, the upshift is prohibited until the upshift can be performed by the return control described later.

In step S107, the ATCU 20 determines whether or not the lockup clutch LUC is engaged. If the engine torque is reduced to the lower limit engine torque and the clutch slips even if the automatic transmission AT is downshifted, the ATCU 20 releases the lockup clutch LUC as described later. Determine if it has already been released. The process of step S107 proceeds to step S108 if it is determined that the lockup clutch LUC is engaged, and proceeds to step S109 if it is determined that the lockup clutch LUC is released.

In step S108, the ATCU 20 reduces the engine torque to the lower limit torque, and even if the automatic transmission AT is downshifted, if the clutch slips, the ATCU 20 releases the lockup clutch LUC and reduces the load on the engine Eg. The rotational speed is increased, the discharge amount of the oil pump OP is increased, and the hydraulic pressure supplied to the clutch is increased to reduce slippage of the clutch. Here, when the lockup clutch LUC is released, the lockup clutch LUC is prohibited from being engaged until the lockup clutch LUC can be engaged by a return control described later. Here, the lockup clutch LUC is completely released.

In step S109, the ATCU 20 causes the clutch to slip and the state of the automatic transmission AT is not the slip generation state, or the engine torque is reduced to the lower limit engine torque, downshifts the automatic transmission AT, and Even if the lockup clutch LUC is released, if slippage occurs in the clutch, it is determined that the clutch has failed and fail safe is performed. Specifically, the ATCU 20 automatically determines that the clutch is disengaged and is in a disengaged state where the clutch is disengaged, and the vehicle automatically travels using only a gear stage that can be realized with the disengaged clutch being disengaged. Controls the transmission AT.

If it is determined in step S101 that no slip has occurred in the clutch, in step S110, the ATCU 20 determines whether the current state of the automatic transmission AT is a slip occurrence state. A specific determination method is the same as that in step S102. The process of step S110 proceeds to step S111 if it is determined that the state of the automatic transmission AT is not a slippage occurrence state.

In step S111, the ATCU 20 or the ECU 10 performs the return control when the clutch does not slip and the automatic transmission AT is not slipping. Specifically, the ECU 10 controls the engine Eg so as to be the original engine torque when engine torque control for reducing the engine torque is being performed. Further, the ATCU 20 enables an upshift when performing a downshift in order to reduce clutch slip. The upshift is performed according to the driving state of the vehicle such as the vehicle speed and the accelerator opening. Further, the ATCU 20 enables the lockup clutch LUC to be engaged when the lockup clutch LUC is released. The lock-up clutch LUC is engaged according to the driving state of the vehicle.

Thus, when slippage occurs in the clutch, it is possible to accurately determine the cause of the slippage and appropriately control the automatic transmission AT, thereby preventing deterioration of the drivability of the vehicle due to erroneous determination.

The effect of the embodiment of the present invention will be described.

When the clutch has slipped and the automatic transmission AT is judged to be slipping, the engine torque is reduced. As a result, it is possible to reduce the torque input to the clutch to reduce slippage of the clutch, and to prevent erroneous determination that the clutch has failed. If it is erroneously determined that the clutch is malfunctioning, for example, it is limited to a shift using only the gear stage that does not use the clutch erroneously determined to be malfunctioning, but in this embodiment, by preventing erroneous determination, It is possible to prevent such shift speeds from being limited, appropriately control the automatic transmission AT, and prevent the drivability of the vehicle from deteriorating.

When the clutch has slipped and the automatic transmission AT is determined to be slipping, the automatic transmission AT is downshifted. As a result, the engine rotational speed is increased to increase the discharge amount of the oil pump OP, the hydraulic pressure supplied to the clutch is increased to reduce the slippage of the clutch, and it is erroneously determined that the clutch has failed. Thus, the automatic transmission AT can be appropriately controlled to prevent the drivability of the vehicle from deteriorating.

When the clutch has slipped and the automatic transmission AT is determined to be slipping, the lockup clutch LUC is released. As a result, the engine load is reduced, the engine rotational speed is increased, the discharge amount of the oil pump OP is increased, the hydraulic pressure supplied to the clutch is increased, the clutch slip is reduced, and the clutch is broken. It is possible to prevent erroneous determination and appropriately control the automatic transmission AT, thereby preventing the drivability of the vehicle from deteriorating.

When the clutch has slipped and the automatic transmission AT is determined to be slipping, the engine torque is gradually reduced. Since the uncomfortable feeling given to the driver increases when the engine torque changes suddenly, in this embodiment, the uncomfortable feeling given to the driver can be suppressed by gradually decreasing the engine torque, and the slip of the clutch is reduced. The automatic transmission AT can be appropriately controlled by preventing erroneous determination that the clutch is broken, and the drivability of the vehicle can be prevented from deteriorating. Further, when the engine torque becomes the lower limit engine torque, and still slipping occurs in the clutch and it is determined that the state of the automatic transmission AT is the slipping state, the automatic transmission AT is downshifted. If the automatic transmission AT is downshifted to reduce clutch slippage, the driver may downshift at an unexpected timing, which may give the driver a sense of discomfort. In this embodiment, first, the engine torque is gradually reduced, and only when the clutch still slips, the automatic transmission AT is downshifted to increase the engine rotation speed and increase the hydraulic pressure supplied to the clutch. Therefore, while suppressing the uncomfortable feeling given to the driver, the slip of the clutch is reduced, the erroneous determination that the clutch is broken is prevented, the automatic transmission AT is appropriately controlled, and the drivability of the vehicle is improved. It can be prevented from deteriorating.

When it is determined that slippage occurs in the clutch and the state of the automatic transmission AT is the slippage occurrence state, the engine torque is gradually reduced, the engine torque becomes the lower limit engine torque, and still slipping occurs in the clutch. When it is determined that the state of the automatic transmission AT is a slip occurrence state, the lockup clutch LUC is released. When the lockup clutch LUC is released, the engine speed increases, so that the driver may feel uncomfortable like the downshift described above. In the present embodiment, first, the engine torque is gradually reduced, and the lockup clutch LUC is released only when the clutch still slips. Therefore, while suppressing the uncomfortable feeling given to the driver, the slip of the clutch is reduced, the erroneous determination that the clutch is broken is prevented, the automatic transmission AT is appropriately controlled, and the drivability of the vehicle is improved. It can be prevented from deteriorating.

If the automatic transmission AT is not slipping but slipping in the clutch, it is determined that the clutch has disengaged and slipping has occurred, and fail safe is performed. Accordingly, when slippage occurs in the clutch due to a cause other than insufficient hydraulic pressure supplied to the clutch, it is possible to accurately determine the abnormality of the clutch without erroneous determination.

When the clutch does not slip and the automatic transmission AT is not slipping, the reduced engine torque is returned to the original engine torque, returning the vehicle to normal driving and driving the vehicle. Can be improved.

When the clutch does not slip and the automatic transmission AT is not slipping, the downshifted automatic transmission AT can be upshifted. As a result, the vehicle can be returned to normal traveling, and the drivability of the vehicle can be improved.

When the clutch does not slip and the automatic transmission AT is not slipping, the lockup clutch LUC can be engaged. As a result, the vehicle can be returned to normal traveling, and the drivability of the vehicle can be improved.

The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

If slippage occurs in the clutch and the state of the automatic transmission AT is in the state of slippage, perform any one of engine torque reduction, automatic transmission AT downshift, and lockup clutch LUC release. Also good. Or you may carry out combining these two. In the present embodiment, the automatic transmission AT is downshifted before the lockup clutch LUC is released. However, the lockup clutch LUC may be released before the automatic transmission AT is downshifted. Good.

In the above embodiment, a stepped transmission is used as the automatic transmission AT, but a continuously variable transmission may be used. In this case, for example, a slip of a fastening element such as a clutch of the forward / reverse switching mechanism and a clutch of the auxiliary transmission mechanism is detected.

In the above embodiment, it is determined whether or not slippage has occurred in the clutch based on the theoretical turbine rotation speed and the actual turbine rotation speed, but the slippage has occurred in the clutch by comparing the theoretical gear ratio with the actual gear ratio. It may be determined.

In the above embodiment, it is determined whether or not the state of the automatic transmission AT is a slippage occurrence state based on the actual turbine rotation speed, the accelerator opening, and the gear ratio, but the engine rotation speed is used instead of the actual turbine rotation speed. May be. Further, engine torque or turbine torque may be used instead of the accelerator opening.

In the above embodiment, the lockup clutch LUC is completely released, but it is sufficient that the slip amount of the lockup clutch LUC is increased, and the engagement force of the lockup clutch LUC is decreased to increase the slip amount.

In the above embodiment, the input shaft rotational speed sensor is provided on the input shaft Input, but a plurality of rotating bodies such as the first carrier PC1 and the first ring gear R1 are provided, and slipping occurs in the clutch based on these rotational speeds. It may be determined whether or not.

This application claims priority based on Japanese Patent Application No. 2013-62271 filed with the Japan Patent Office on March 25, 2013, the entire contents of which are hereby incorporated by reference.

Claims

An automatic transmission having a frictional engagement element that is engaged and released according to the supply and discharge of hydraulic pressure;
A vehicle control device that controls a vehicle including an oil pump that is driven by a drive source that inputs a driving force to the automatic transmission and that supplies hydraulic pressure to the friction engagement element;
Slip detecting means for detecting whether or not slip has occurred in the friction engagement element after the friction engagement element is engaged;
State determination means for determining whether the state of the automatic transmission is a state in which the hydraulic pressure supplied from the oil pump to the friction engagement element may be insufficient;
The slip detection means detects that slip occurs in the friction engagement element, and the state determination means determines that the hydraulic pressure supplied from the oil pump to the friction engagement element may be insufficient. In this case, a vehicle control device comprising driving force reducing means for reducing driving force input to the automatic transmission.
An automatic transmission having a frictional engagement element that is engaged and released according to the supply and discharge of hydraulic pressure;
A vehicle control device that controls a vehicle including an oil pump that is driven by a drive source that inputs a driving force to the automatic transmission and that supplies hydraulic pressure to the friction engagement element;
Slip detecting means for detecting whether or not slip has occurred in the friction engagement element after the friction engagement element is engaged;
State determination means for determining whether the state of the automatic transmission is a state in which the hydraulic pressure supplied from the oil pump to the friction engagement element may be insufficient;
The slip detection means detects that slip occurs in the friction engagement element, and the state determination means determines that the hydraulic pressure supplied from the oil pump to the friction engagement element may be insufficient. In this case, a vehicle control device comprising a shift means for downshifting the automatic transmission.
An automatic transmission having a frictional engagement element that is engaged and released according to the supply and discharge of hydraulic pressure;
An oil pump that is driven by a driving source that inputs a driving force to the automatic transmission and supplies hydraulic pressure to the friction engagement element;
A vehicle control device for controlling a vehicle including a lockup clutch capable of directly connecting between input / output elements of a torque converter interposed between the drive source and the automatic transmission,
Slip detecting means for detecting whether or not slip has occurred in the friction engagement element after the friction engagement element is engaged;
State determination means for determining whether the state of the automatic transmission is a state in which the hydraulic pressure supplied from the oil pump to the friction engagement element may be insufficient;
The slip detection means detects that slip occurs in the friction engagement element, and the state determination means determines that the hydraulic pressure supplied from the oil pump to the friction engagement element may be insufficient. And a slip amount control means for increasing the slip amount of the lockup clutch.
An automatic transmission having a frictional engagement element that is engaged and released according to the supply and discharge of hydraulic pressure;
A vehicle control device that controls a vehicle including an oil pump that is driven by a drive source that inputs a driving force to the automatic transmission and that supplies hydraulic pressure to the friction engagement element;
Slip detecting means for detecting whether or not slip has occurred in the friction engagement element after the friction engagement element is engaged;
State determination means for determining whether the state of the automatic transmission is a state in which the hydraulic pressure supplied from the oil pump to the friction engagement element may be insufficient;
The slip detection means detects that slip occurs in the friction engagement element, and the state determination means determines that the hydraulic pressure supplied from the oil pump to the friction engagement element may be insufficient. Driving force reducing means for gradually reducing the driving force input to the automatic transmission,
After the driving force input to the automatic transmission is reduced by a predetermined amount by the driving force reducing means, the slip detecting means detects that slip occurs in the frictional engagement element, and the state determining means detects the oil pump A vehicle control device comprising: a shift means for downshifting the automatic transmission when it is determined that there is a possibility that the hydraulic pressure supplied to the frictional engagement element is insufficient.
An automatic transmission having a frictional engagement element that is engaged and released according to the supply and discharge of hydraulic pressure;
A lockup clutch capable of directly connecting between input and output elements of a torque converter interposed between a drive source and the automatic transmission;
A vehicle control device that controls a vehicle including an oil pump that is driven by the driving source that inputs driving force to the automatic transmission and that supplies hydraulic pressure to the friction engagement element;
Slip detecting means for detecting whether or not slip has occurred in the friction engagement element after the friction engagement element is engaged;
State determination means for determining whether the state of the automatic transmission is a state in which the hydraulic pressure supplied from the oil pump to the friction engagement element may be insufficient;
The slip detection means detects that slip occurs in the friction engagement element, and the state determination means determines that the hydraulic pressure supplied from the oil pump to the friction engagement element may be insufficient. Driving force reducing means for gradually reducing the driving force input to the automatic transmission,
After the driving force input to the automatic transmission is reduced by a predetermined amount by the driving force reducing means, the slip detecting means detects that slip occurs in the frictional engagement element, and the state determining means detects the oil pump And a slip amount control means for increasing the slip amount of the lockup clutch when it is determined that there is a possibility that the hydraulic pressure supplied to the frictional engagement element is insufficient.
The vehicle control device according to any one of claims 1 to 5,
The slip detection means detects that slip occurs in the friction engagement element, and the state determination means indicates that the automatic transmission is in a state where the hydraulic pressure supplied from the oil pump to the friction engagement element is not insufficient. A vehicle control device provided with an abnormality determination means for determining that an abnormality has occurred in the frictional engagement element when it is determined.
The vehicle control device according to any one of claims 1, 4, and 5,
It is not detected by the slip detection means that slip occurs in the friction engagement element, and the state of the automatic transmission is not insufficient by the state determination means from the hydraulic pressure supplied from the oil pump to the friction engagement element. A vehicle control device comprising return means for returning the driving force reduced by the driving force reduction means when it is determined that the state is in a state.
The vehicle control device according to claim 2 or 4,
It is not detected by the slip detection means that slip occurs in the friction engagement element, and the state of the automatic transmission is not insufficient by the state determination means from the hydraulic pressure supplied from the oil pump to the friction engagement element. A vehicle control device comprising return means for enabling upshifting of the automatic transmission downshifted by the speed change means when it is determined to be in a state.
The vehicle control device according to claim 3 or 5,
It is not detected by the slip detection means that slip occurs in the friction engagement element, and the state of the automatic transmission is not insufficient by the state determination means from the hydraulic pressure supplied from the oil pump to the friction engagement element. A vehicle control device comprising a return means that makes it possible to reduce the slip amount increased by the slip amount control means when it is determined to be in a state.
An automatic transmission having a frictional engagement element that is engaged and released according to the supply and discharge of hydraulic pressure;
A vehicle control method for controlling a vehicle including an oil pump that is driven by a drive source that inputs a driving force to the automatic transmission and supplies hydraulic pressure to the friction engagement element,
After the frictional engagement element is engaged, it is detected whether slip has occurred in the frictional engagement element,
Determining whether the state of the automatic transmission is a state in which the hydraulic pressure supplied from the oil pump to the frictional engagement element may be insufficient,
When it is detected that slip occurs in the frictional engagement element and it is determined that there is a possibility that the hydraulic pressure supplied from the oil pump to the frictional engagement element is insufficient, the automatic transmission is input. A vehicle control method for reducing driving force.