JP2001173768A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the occurrence of a shock as a result of the control content of a power transmission device coupled to a spot situated downstream from a drive force source being brought into an unsuitable state when a brake force generated by a drive force source for a vehicle is varied. SOLUTION: A drive force source is coupled to a spot situated upper stream of the transmission direction of the power of a power transmission device to perform control of the transmission state of a power and vary its control content and a drive wheel is situated in a spot situated downstream of the transmission direction of the power of the power transmission device. In a so formed control device for a vehicle, when a brake force generated at the drive force source is varied, the control content of the power transmission device is differed (a step S7) before and after variation of a brake force by the drive force source.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device in which a driving force source is connected to driving wheels via a power transmission device, and more particularly to a power transmission device in a state where a braking force is generated by the driving force source. The present invention relates to an apparatus for controlling the above.

[0002]

2. Description of the Related Art A driving force source for driving a vehicle such as an internal combustion engine outputs mechanical power by burning fuel, but it is necessary to rotate the internal combustion engine without supplying fuel to the internal combustion engine. Requires a large external force due to friction loss and pumping loss. Conventionally, by utilizing such an effect of the driving force source, the driving force source is connected to the driving wheels so that torque can be transmitted during deceleration, and the torque required for forcibly rotating the driving force source is braked. Acting as a torque is performed. This is a so-called engine brake.

Recently, regenerative means such as a generator and a flywheel are provided to regenerate kinetic energy of a running vehicle at the time of deceleration and use the regenerative energy at the time of starting or accelerating. Reduce the amount of exhaust gas,
In addition, fuel efficiency is being improved. At the time of the energy regeneration, since the regenerative means is forcibly rotated by the inertia force of the vehicle,
As in the case of the engine brake described above, a braking force is generated. In a hybrid vehicle equipped with this type of regenerative function, the braking force varies depending on the amount of regenerative energy and the mode of regeneration. Therefore, the braking force during deceleration can be appropriately set by controlling the regenerative means. It is being done.

For example, a control device described in Japanese Patent Application Laid-Open No. H11-164403 connects an output shaft of an engine to an input member of a transmission via a clutch, and connects a motor functioning as a generator to an input member of the transmission. The clutch is released when the vehicle decelerates to release the connection between the engine, the transmission, and the motor, and the motor generates a load corresponding to engine braking. Therefore, in the control device described in this publication,
Since the engine is not forcibly rotated at the time of deceleration, loss of energy is suppressed, and a braking force similar to that of the engine brake can be obtained, so that uncomfortable feeling can be prevented.

[0005]

In the apparatus described in the above-mentioned publication, the running inertia force of the vehicle is input to the motor from driving wheels via a power transmission device such as a transmission, and the motor is forcibly forced. By rotating, energy is regenerated. In such a case, the gear ratio of the transmission constituting the power transmission device and the direct coupling clutch (lock-up clutch)
By changing the operation state such as the above, the power transmission characteristic of the power transmission device or the mode of power transmission changes, so that the energy regeneration amount, the regeneration efficiency, the braking force, and the like can be controlled.

However, when the braking force is generated by the motor instead of the internal combustion engine or when the braking force is changed by the motor, the state of the load acting on the power transmission device during deceleration causes the engine to generate the braking force. Since the operating state of the power transmission device, such as the gear ratio or the engaged state of the direct coupling clutch, is changed, the output torque changes transiently and greatly, causing a shock. Could be.

The present invention has been made in view of the above technical problem, and can prevent the occurrence of a shock even when the braking torque generated on the upstream side of the power transmission device is changed. It is an object to provide a control device.

[0008]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention generates a braking torque on a so-called upstream side of a power transmission device, and changes the braking torque when the braking torque is changed. Thus, the transmission state of the torque in the power transmission device or the control content thereof is changed. More specifically, the invention according to claim 1 is characterized in that a driving force source is connected to an upstream side in a power transmission direction of a power transmission device capable of controlling a power transmission state and changing the control content thereof, and In a vehicle control device provided with driving wheels on the downstream side in the power transmission direction of the power transmission device, when the braking force generated by the driving force source is changed, the control content of the power transmission device is A control device characterized in that it is configured to be different before and after a change in a braking force by a driving force source.

Therefore, according to the first aspect of the present invention, the driving force source is forcibly operated by an external force to generate a braking force,
In addition, by changing the braking force generated by the driving force source, the control content of the power transmission device becomes suitable for the changed braking force, and as a result, the occurrence of a shock is prevented.

[0010] The invention of claim 2 is characterized in that the driving force transmission device according to the invention of claim 1 includes a transmission, and the changed control content is control content of the transmission. It is a control device.

Further, the invention according to claim 3 has a friction engagement device in which the transmission according to claim 2 is engaged / disengaged by hydraulic pressure to set a gear ratio, and the control content is changed. The control performed includes at least one of hydraulic pressure of the friction engagement device and control of the gear ratio.

Therefore, according to the second or third aspect of the present invention, when the braking force generated by the driving force source is changed,
The content of the control of the transmission, such as the transmission ratio of the transmission and the hydraulic pressure of the friction engagement device for setting the transmission ratio, is changed. As a result, the operation state of the power transmission device is changed to the braking force generated on the upstream side. And the occurrence of a shock is prevented or suppressed.

Further, according to a fourth aspect of the present invention, in the first aspect of the invention, the power transmission device includes a fluid transmission device having a direct coupling clutch, and the changed control content is a control content of the direct coupling clutch. There is provided a control device.

According to a fifth aspect of the present invention, the control for changing the control content according to the fourth aspect of the present invention includes: a control relating to a rate of change in a transmission torque capacity when the direct coupling clutch is engaged / disengaged; A control for setting the direct coupling clutch to a slipping state.

Therefore, according to the invention of claim 4 or claim 5, when the braking force generated by the driving force source is changed,
The control content of the direct coupling clutch, for example, the rate of change of the torque transmission capacity at the time of engagement or disengagement and the content of control of the slip state are changed, and as a result, the operation state of the power transmission
An operation state corresponding to the braking force generated on the upstream side is provided, and the occurrence of a shock is prevented or suppressed.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described based on a specific example shown in the drawings. The vehicle targeted by the present invention is a vehicle provided with at least two types of driving force sources, and an example of this type of vehicle is a so-called hybrid vehicle. FIG. 9 shows an example of a drive device and a control system of the hybrid vehicle. An electric motor 3 is connected to an output side of the internal combustion engine 1 via an input clutch 2. Further, an automatic transmission 5 is connected to an output side of the electric motor 3 via a torque converter 4.

The internal combustion engine 1 is essentially a device for burning fuel to output power, such as a gasoline engine, a diesel engine, an engine using a gas fuel such as liquefied petroleum gas, natural gas or hydrogen. It can be adopted, and the type thereof may be a turbine type engine other than the reciprocating type. Therefore, the engine 1 can be started by forcibly rotating the engine 1 by external force and supplying fuel in that state, and the engine 1 continues to autonomously rotate at a rotation speed equal to or higher than a predetermined idling rotation speed, thereby achieving a more stable rotation. The engine is configured to perform a warm-up operation in which the idling speed is increased in order to perform combustion (operation). Further, the internal combustion engine 1 is provided with an electronic throttle valve 7 so that the output can be electrically controlled. In the following description, the internal combustion engine 1 is referred to as an engine 1.

The input clutch 2 provided on the output side of the engine 1 is for selectively transmitting the output of the engine 1 to the electric motor 3 or the torque converter 4. To selectively cut off from the drive system or increase or decrease the transmitted torque. As the input clutch 2, a dry or wet clutch, a single-plate or multi-plate clutch can be employed, and a clutch such as an electromagnetic clutch which can electrically control engagement / disengagement is employed. be able to. Note that even a single-plate or multi-plate clutch can be configured to control engagement / disengagement by an electrically controllable actuator (not shown).

The electric motor 3 is, in short, a power device that is supplied with electric power and outputs torque, and can employ a DC motor or an AC motor, and further has a power generation function such as a fixed permanent magnet type synchronous motor. A so-called motor / generator having both functions can be used. Although not particularly shown, a motor generator having a resolver for detecting the rotation phase (rotation angle) of the rotor may be used. In the following description, the electric motor 3 is referred to as a motor / generator 3.

The motor / generator 3 is connected to the input clutch 2 and the torque converter 4 by connecting an input member such as an input shaft of the torque converter 4 to an output member of the input clutch 2. A configuration may be adopted in which the rotor of the motor / generator 3 is connected to the input side member 4 so as to rotate integrally. With the input clutch 2 engaged, the motor / generator 3
If power is not supplied to the motor 1, the motor generator 3 is rotated by the output torque of the engine 1, and a part of the output torque of the engine 1 is absorbed by the motor generator 3. Therefore, the motor / generator 3 is configured to function as a means for absorbing the output torque of the engine 1 or as a retarder.

The torque converter 4 disposed on the input side of the automatic transmission 5 is a transmission mechanism for transmitting torque via a fluid, and has a speed ratio (a speed ratio between an input side member and an output side member). The input torque is amplified and output according to the ratio of the number of revolutions). Further, a direct connection clutch (lock-up clutch) 8 for directly and mechanically connecting the input side member and the output side member is incorporated. The lock-up clutch 8 is a so-called friction clutch, and can be controlled between a completely engaged state without slippage and a so-called semi-engaged state in which torque is transmitted with slippage. In a state in which the lock-up clutch 8 is engaged including a half-engaged state, the transmission of torque via the fluid is reduced, so that the torque amplifying action is reduced accordingly.

The automatic transmission 5 is a transmission that automatically sets the gear ratio according to the running state of the vehicle, and is a gear-type stepped transmission or a belt-type or toroidal-type continuously variable transmission. Etc. can be adopted. The illustrated example is an example of a gear-type stepped transmission, in which a gear transmission unit 9 that changes a torque transmission path to set a gear ratio to a predetermined value, the gear transmission unit 9 and the torque A hydraulic control unit 10 for controlling the converter 4. The gear transmission 9
Is a configuration in which a torque transmission path in a gear train mainly composed of a plurality of planetary gear mechanisms is changed to set a plurality of speed ratios, and a plurality of gear pairs that are always meshed are selectively inputted. It is possible to adopt a configuration in which the shaft is connected to the output shaft to set a predetermined gear ratio.

The power output from the engine 1 as described above is transmitted to the gear transmission unit 9 via the input clutch 2 and the torque converter 4, and the torque increased or decreased according to the gear ratio is transmitted to the gear transmission. It is output from the mechanical unit 9 and transmitted to driving wheels (not shown).

The hydraulic pressure for driving and controlling the torque converter 4 and the automatic transmission 5 is mainly disposed between the torque converter 4 and the gear transmission unit 9 as in the conventional automatic transmission. The hydraulic pump 11 is configured to be generated by rotating together with a member on the input side of the torque converter 4. Therefore, the hydraulic pump 11 is connected to the engine 1 or the motor / generator 3.
However, even if the engine 1 and the motor generator 3 are stopped, the electric oil pump 12
Is provided. This is, for example, the torque converter 4
Is arranged at a position close to the hydraulic control unit 10 on the outer peripheral side of the hydraulic control unit 10.

The front end of the engine 1 (the input clutch 2
A transmission mechanism 13 is provided on the opposite side of the engine 1, and a motor generator 14 serving as a second electric motor that is rotated by receiving power from the transmission mechanism 13 is attached to a side of the engine 1 on the distal end side. . The transmission mechanism 13
For example, it includes a wrapping transmission mechanism including a pair of pulleys and a belt wrapped around them, and a gear transmission mechanism including a plurality of gears meshed with each other. 1 crankshaft (not shown).

The second motor / generator 1
Reference numeral 4 denotes a motor having a function as an electric motor to which a current is supplied and outputting a torque, and a function as a generator which is rotated by the engine 1 to generate an electromotive force. Similarly, a fixed permanent magnet type synchronous motor or the like is employed. Therefore, the second motor generator 14 has a function as a starter for starting the engine 1 by motoring and a function as an electric motor for driving auxiliary equipment such as an air conditioner. Then, the engine 1 and the motor
The generator 3 constitutes a driving force source of the present invention, and includes a torque converter 4 and a gear transmission unit 9 connected to a downstream side in a torque transmission direction and a propeller shaft (not shown) connected to an output side thereof. ) Constitute a power transmission device for transmitting torque to drive wheels.

Next, a control system will be described. An electronic control unit (E / G-ECU) 16 is provided for controlling the engine 1. The electronic control unit 16 is mainly configured by a microcomputer (microprocessor), and performs calculations based on input signals such as an engine speed, an accelerator opening, a shift signal, an engine water temperature, and a signal for starting. And a control signal such as a signal for starting the engine 1, a throttle opening signal of the electronic throttle valve 7, a fuel injection signal, an ignition timing signal, and a valve timing signal.

An input clutch electronic control unit (CL-E) for controlling the engagement / disengagement of the input clutch 2
CU) 17 is provided. The input clutch electronic control device 17 is mainly configured by a microcomputer (microprocessor), and receives an input based on an appropriate input signal such as an engine speed signal, a vehicle speed signal, and an accelerator opening signal. It is configured to output a control signal for engaging or disengaging the clutch 2.
The control includes not only control of complete disengagement and complete engagement of the input clutch 2 but also control in a so-called semi-engaged state involving slippage with limited transmission of torque (slip control).

The motor-generator 3 has an AC-
An inverter 18 is connected to perform DC conversion and control the current and frequency supplied to the motor generator 3, the power generated by the motor generator 3, and the like, and a battery 19 is connected to the inverter 18.
An electronic control unit (MG-ECU) 20 for controlling the inverter 18 and the battery 19 is provided. That is, the electronic control unit 20 is mainly configured by a microcomputer (microprocessor). In addition to the above-described control of the motor / generator 3, the state of charge of the battery 19 (SOC:
State of Charge).

Further, in order to control the automatic transmission 5, an electronic control unit (A / T-ECU) for an automatic transmission mainly comprising a microcomputer (microprocessor).
21 are provided. The electronic control unit 21 performs calculations based on input signals such as a vehicle speed, an accelerator opening, an engine speed, and an oil temperature, and sets a gear ratio according to a running state, sets an engine brake state, and sets a lock-up clutch 8. Is configured to control engagement / disengagement, slip state, and the like.

A battery 23 is connected to the electric oil pump 12 via an inverter 22. An electronic control device (microprocessor) for controlling the inverter 22 and the battery 23 is mainly used. O / P-ECU) 24 is provided. That is, when the engine 1 and the motor generator 3 are stopped, the frictional engagement device in the gear transmission unit 9 is engaged, or the lock-up clutch 8
The electric oil pump 12 is configured to generate a hydraulic pressure required for releasing the oil pressure.

A battery 26 is connected to the second motor / generator 14 via an inverter 25, and the inverter 26 and the battery 26
Control device (MG2-EC) mainly composed of a microcomputer (microprocessor) to control the
U) 27 are provided. And this electronic control unit 2
7 controls the output torque and the number of revolutions of the second motor / generator 14, the electromotive force, the charging power to the battery 25, and the like. The electronic control device 27 can control the engagement and release of the clutch 15 in the transmission mechanism 13.

The drive system including the engine 1, the motor / generator 3 and the automatic transmission 5 described above is controlled in relation to each other as a whole, and for this purpose, the electronic control units 16, 17, 20, 21, 24 and 27 are connected to a general control unit (G-ECU) 28 so that data can be mutually transmitted and received. The general control device 28 is mainly composed of a microcomputer (microprocessor). In addition to control as a hybrid vehicle such as selection of a driving force source for traveling and regeneration of energy during deceleration, The system is configured to perform so-called automatic restart control such as stopping the engine 1 during a temporary stop and starting the engine 1 thereafter, and control switching between two-wheel drive and four-wheel drive.

FIG. 10 shows a specific configuration of the automatic transmission 5 and FIG. 11 shows an operation table of engagement / disengagement of the friction engagement device for setting each shift speed. FIG.
0, the torque converter 4 includes a pump impeller 41 integrated with a front cover 40 connected to an output-side member of the input clutch 2 or a rotor of the motor generator 3, and the pump impeller 41 and the front cover 40 A turbine runner 42 is disposed opposite the pump impeller 41. A stator 44 held by a one-way clutch 43 is disposed between the pump impeller 41 and the turbine runner 42 on the rotation center side.

Further, between the turbine runner 42 and the front cover 40, there is disposed a lock-up clutch 8 which is pressed toward the inner surface of the front cover 40 and engages with the front cover 40.
Are integrated with the hub to which the turbine runner 42 is attached. Then, inside the closed container formed by the front cover 40 and the pump impeller 41,
Automatic transmission fluid (hereinafter abbreviated as ATF) is enclosed as hydraulic oil.

Therefore, the pump impeller 41 rotates together with the front cover 40 to generate a spiral flow of ATF,
This acts on the turbine runner 42 so that the turbine runner 4
2 is rotated so that torque is transmitted between the two. That is, the pump impeller 41 functions as an input element, and the turbine runner 42 functions as an output element. Furthermore, lock-up clutch 8
Engage with each other to transmit power directly to the turbine runner 42 without passing through the ATF.
Note that it is also possible to perform slip control in which the lock-up clutch 8 slides at a predetermined engagement pressure.

The gear transmission section of the automatic transmission 5 includes a sub transmission section 46 and a main transmission section 47. The sub-transmission portion 46 includes an overdrive planetary gear mechanism 48. An input shaft 50 that rotates integrally with the turbine runner 42 of the torque converter 4 is connected to a carrier 49 of the planetary gear mechanism 48. I have. The carrier 49 and the sun gear 51 constituting the planetary gear mechanism 48
Between them, a multi-plate clutch C0 and a one-way clutch F0 are provided.

The one-way clutch F0 is connected to the sun gear 51.
Are engaged with the carrier 49 in the case of a forward rotation relative to the carrier 49, that is, a rotation in the rotation direction of the input shaft 50. The ring gear 52, which is an output element of the auxiliary transmission section 46, is connected to the intermediate shaft 53, which is an input element of the main transmission section 47.
It is connected to the. Further, a multi-plate brake B0 for selectively stopping the rotation of the sun gear 51 is provided.

Therefore, in the subtransmission portion 46, the entire planetary gear mechanism 48 rotates integrally with the multi-plate clutch C0 or the one-way clutch F0 being engaged. For this reason, the intermediate shaft 53 rotates at the same speed as the input shaft 50, and is in the low speed stage. Also, the brake B0 is engaged to
When the rotation of the input shaft 50 is stopped,
, The rotation speed is increased and the rotation speed is increased to a high speed.

On the other hand, the main speed change section 47 has three sets of planetary gear mechanisms 54, 55, 56, and the respective rotating elements constituting the three sets of planetary gear mechanisms 54, 55, 56 are as follows. It is connected as follows. That is, the sun gear 57 of the first planetary gear mechanism 54 and the sun gear 57 of the second planetary gear mechanism 55
And the sun gear 58 are integrally connected to each other. In addition, the ring gear 59 of the first planetary gear mechanism 54, the carrier 60 of the second planetary gear mechanism 55, and the third planetary gear mechanism 5
6 are connected to the carrier 61. Further, an output shaft 62 is connected to the carrier 61. Furthermore, the ring gear 63 of the second planetary gear mechanism 55 is connected to the sun gear 64 of the third planetary gear mechanism 56.

In the gear train of the main transmission section 47, one reverse gear and four forward gears can be set. A friction engagement device for setting such a shift speed, that is, a clutch and a brake are provided as follows. First, the clutch will be described. The ring gear 63 and the sun gear 64 and the intermediate shaft 53
Between the first clutch C1 and the first clutch C1. A second clutch C2 is provided between the sun gear 57 and the sun gear 58 connected to each other and the intermediate shaft 53.

Next, the brake will be described. The first brake B1 is a band brake, and is arranged so as to stop the rotation of the sun gear 57 of the first planetary gear mechanism 54 and the sun gear 58 of the second planetary gear mechanism 55. I have. A first one-way clutch F1 and a second brake B2, which is a multi-plate brake, are arranged in series between the sun gears 57 and 38 and the casing 65. The first one-way clutch F1 is adapted to be engaged when the sun gears 57, 38 rotate in the reverse direction, that is, when the sun gears 57, 38 rotate in the direction opposite to the rotation direction of the input shaft 50.

The carrier 6 of the first planetary gear mechanism 54
9 between the casing 9 and the casing 65.
A brake B3 is provided. The third planetary gear mechanism 56 includes a ring gear 66.
As a brake for stopping the rotation of the vehicle, a fourth brake B4, which is a multiple disc brake, and a second one-way clutch F2 are provided. The fourth brake B4 and the second one-way clutch F2 are arranged between the casing 65 and the ring gear 66 in parallel with each other. The second one-way clutch F2 is configured to be engaged when the ring gear 66 tries to rotate in the reverse direction. Further, an input speed sensor (turbine speed sensor) 67 for detecting the input speed of the gear transmission unit and an output speed sensor (vehicle speed sensor) 68 for detecting the speed of the output shaft 62 are provided. .

In the automatic transmission 5 configured as described above, friction engagement devices such as clutches and brakes are
By engaging and disengaging as shown in the engagement operation table of FIG. 11, five forward speeds and one reverse speed can be set. In FIG. 11, a circle indicates that the friction engagement device is engaged, a double circle indicates that the friction engagement device is engaged during engine braking, and a triangle indicates that the friction engagement device is engaged. -It is possible to release the frictional engagement device, in other words, it indicates that even if the frictional engagement device is engaged, it is irrelevant to the transmission of torque, and a blank indicates that the frictional engagement device is released.

The shift states of P (parking), R (reverse: reverse gear), N (neutral), and first speed (1st) to fifth speed (5th) shown in FIG.
The setting is made by manually operating a lever of a shift device (not shown). The arrangement of each shift position set by the shift lever is as shown in FIG. 12, and the P (parking) position, R (reverse)
A position, an N (neutral) position, and a D (drive) position are arranged along the front-rear direction of the vehicle in the order listed here, and a “4” position is provided at a position adjacent to the D position in the width direction of the vehicle. Is placed,
A "3" position is arranged adjacent to the "4" position on the rear side of the vehicle, and a "2" position and an L position are sequentially arranged diagonally behind the vehicle from the "3" position. .

Here, the D position is a position for setting the first to fifth forward speeds based on the traveling state of the vehicle such as the vehicle speed and the accelerator opening, and the "4" position is the first speed. The third to fourth speeds and the “3” position are for setting the first to third speeds, the “2” position is for setting the first and second speeds, and the L position is for setting the first speed. In addition, "3" position or L
The position is a position for setting an engine brake range, and is configured such that the engine brake is effective at the highest speed position among the speed positions that can be set at each position.

Further, by selecting one of the D position to the L position with the shift lever,
The gear position according to the position can be set. That is, this is a shift mode in which the shift speed is set by manual operation, and this is the sport mode. A sport mode switch 70 for selecting the sport mode is provided on an instrument panel, a center console (not shown), or the like. When the switch 70 is turned on and the shift lever is set to the D position, the fifth forward speed is set. When the shift lever is set to the "4" position, the fourth forward speed is set.
When set to the "3" position, the third forward speed is set, when set to the "2" position, the second forward speed is set, and when set to the L position, the first forward speed is set.

As described above, the input clutch 2 for selectively connecting the engine 1 to the motor / generator 3 or the torque converter 4 is provided, and the input clutch 2 is electrically controlled via hydraulic pressure. It has become. An example of a hydraulic circuit for that purpose is shown in FIG. A primary regulator valve 81 is connected to a discharge side of an oil pump 11 that sucks and pressurizes oil from an oil pan 80. The primary regulator valve 81 is similar to the primary regulator valve in a conventional automatic transmission, and is configured to generate a line pressure according to the engine output or the output of the motor generator 3.

This primary regulator valve 81
Is input to the manual valve 82. The manual valve 82 is a valve that is switched by a shift lever 83, and is configured to output a line pressure from a port corresponding to each shift position by setting the shift lever 83 to each of the shift positions described above. I have. One example of the supply point of the line pressure is the first clutch C1 and the second clutch C2 in the gear transmission unit 9 described above, and when the shift lever 83 is set to the R position,
No line pressure is supplied to the first clutch C1, and no line pressure is supplied to any of the clutches C1 and C2 in the non-traveling position between the P position and the N position. In this case, the line pressure is supplied to the first clutch C1 and the second clutch C2 in accordance with the gear position.

On the other hand, a solenoid valve 84 for controlling the input clutch 2 is provided, and the line pressure discharged from the primary regulator valve 81 is supplied to the input clutch 2 via the solenoid valve 84. I have. The solenoid valve 84 may be a simple switching valve that can be switched between on and off positions, but is preferably a linear solenoid valve or a duty solenoid valve capable of continuously changing the output pressure. By using this type of solenoid valve capable of continuously changing the output pressure, the input pressure of the input clutch 2, that is, the transmission torque, can be continuously changed, and so-called slip control of the input clutch 2 can be performed. .

A pressure regulating valve for regulating the engagement hydraulic pressure supplied to the input clutch 2 is provided, and the output pressure of the solenoid valve 84 is used as the pilot pressure of the pressure regulating valve.
The engagement pressure of the input clutch 2 may be controlled. Further, an accumulator (not shown) may be interposed between the solenoid valve 84 and the input clutch 2 so that the engagement hydraulic pressure of the input clutch 2 is smoothly changed by the accumulator. Further, the above-described electric oil pump 12 is connected to the primary regulator valve 81. When the oil pump 11 is stopped and a line pressure is required, the hydraulic pressure generated by the electric oil pump 12 is used as the primary regulator valve 81. The power is supplied to the valve 81.

Hybrid running in the vehicle described above,
Alternatively, the respective controls of the eco-run running that reduce the fuel consumption as much as possible, such as temporarily stopping the engine 1 when the vehicle is stopped, are controlled by the respective electronic control devices 16, 17, 20, 21, 24, and 24.
27 and is executed while transmitting data via the general control unit (G-ECU) 28. In addition, the integrated control device 28 is provided with predetermined electronic control devices 16, 17, 20, 21, and 2.
The control signal is output to 4, 27.

FIG. 14 shows an example of signals input to and output from the general controller 28. First,
As an example of an input signal, a signal from a millimeter wave radar, A
Signal from a BS (antilock brake) computer, signal from a vehicle stabilization control (VSC: trademark) computer, engine speed NE, engine water temperature, signal from an ignition switch, battery SOC (State of
Charge: charging status), headlight on / off signal, defogger on / off signal, air conditioner on / off signal, vehicle speed signal, automatic transmission (AT) oil temperature, shift position, side brake on / off signal , Foot brake on / off signal, catalyst (exhaust purification catalyst) temperature,
There are an accelerator opening, a signal from a cam angle sensor, a sports shift signal, a signal from a vehicle acceleration sensor, a signal from a driving force source braking force switch, a signal from a turbine speed NT sensor, a resolver signal, and the like. Note that the first millimeter-wave radar is a radar for detecting a vehicle ahead in accordance with millimeter waves and performing control to follow the vehicle ahead. This is a system for so-called radar cruise control.

Examples of output signals include an ignition signal, an injection (fuel injection) signal, a signal for a solenoid valve for an input clutch, and a motor generator 3 (MG).
3) a signal to the electronic control unit (controller) 20; a signal to the electronic control unit (controller) 27 of the motor generator 14 (MG14); a signal to the reduction gear; a signal to the AT solenoid; a signal to the AT line pressure control solenoid , Signal to ABS actuator, signal to sports mode indicator, VSC
These signals include a signal to an actuator, a signal to an AT lock-up control solenoid valve, and a signal to an AT electric oil pump.

In the above-described hybrid vehicle, the engine 1
The driving range in which the vehicle runs with the driving power source and the driving range in which the motor generator 3 runs with the driving force source improve fuel efficiency or reduce the amount of exhaust gas within a range that does not impair running performance such as acceleration. Is set. One example is shown in FIG. That is, FIG. 15 is a diagram showing an operation region by the engine 1 and an operation region by the motor generator 3 when the drive position is selected, together with the shift speed region by the vehicle speed and the accelerator opening, and FIG. The motor generator 3 is operated as a driving force source in a region where the accelerator opening is relatively low in the operation region in which the speed is set, and in a region where the vehicle speed and the throttle opening are higher than that in the region where the accelerator opening is relatively low. Are set to operate as a driving force source.

The hybrid vehicle is controlled so as to regenerate energy at the time of deceleration, similarly to a general hybrid vehicle. Specifically, the motor generator 3 is forcibly rotated by the running inertia force of the vehicle to generate power, and the power is stored in the battery 19 or used to drive accessories. Such regeneration is performed in a state where power can be stored or consumed,
For example, when the SOC of the battery 19 is equal to or greater than a predetermined value, energy regeneration is not performed. Therefore, in that case, the braking force is generated by engaging the input clutch 2 and forcibly rotating the engine 1.

Therefore, in the above-mentioned hybrid vehicle, there are a case where regenerative braking for generating power at the time of deceleration is executed and a case where engine braking only by the engine 1 is executed. Therefore, the braking torque generated by the driving force source at the time of deceleration may differ in magnitude, and the control device of the present invention executes the following control.

FIG. 1 is a flowchart for explaining an example of the control. First, processing such as reading of an input signal (step S1) is performed, and then it is determined whether or not a drive position (D position) is selected. It is determined (step S2). This step S2 is a step of judging whether or not the driving position (position for traveling) is selected. Therefore, other positions such as the reverse position and the "4" position are selected in addition to the driving position. It is also possible to judge whether or not it is performed.

Since the non-driving (non-running) position such as the parking position is selected, the step S
If a negative determination is made in step 2, this routine is exited, and if a negative determination is made, on the other hand, it is determined whether or not a regenerative state, that is, a condition for performing braking while performing energy regeneration is satisfied. Is determined (step S
3). The control routine shown in FIG. 1 is for performing control at the time of regenerative braking. Therefore, if a negative determination is made in step S3, that is, if the condition for energy regeneration is not satisfied, this control routine is executed. Exit from routine.

If the condition for regeneration is satisfied and the determination in step S3 is affirmative, the motor
It is determined whether or not the vehicle is in a regenerative braking state using generator 3 (and / or motor generator 14) (step S4). When the energy is regenerated by the motor generators 3 and 14, the torque required to forcibly rotate them acts as a braking torque. Therefore, if energy is further regenerated by the motor generators 3 and 14 while the braking torque is being generated by the engine 1, the braking torque on the upstream side of the power transmission device including the automatic transmission 5 increases, and the power transmission device Control is affected. Therefore, step S4 is provided for determining whether or not to execute control in consideration of such an influence.

If a negative determination is made in step S4,
In other words, only the engine 1 does not use the motor generators 3 and 14, and the driving power source brake (engine brake)
When the braking force is generated, an engine-only pattern is set as the transmission control characteristic (step S5).
One example of the transmission control is transient control when the lock-up clutch 8 is engaged or disengaged, and FIG. 2 schematically shows control characteristics. That is, the characteristic shown by the solid line in FIG. 2 is the characteristic of the engine-only pattern.
N), the rate of change of the oil pressure (lock-up oil pressure) of the lock-up clutch 8, that is, the change gradient is relatively large. This is because the driving force source braking force by only the engine 1 is relatively small, so that even if the lock-up clutch 8 is disengaged or engaged relatively quickly, a change in the driving torque (braking torque) is small, and a shock is generated. This is because it can be suppressed.

Another example of transmission control is control of the engagement hydraulic pressure in a friction engagement device that engages to execute a downshift. The engine-only pattern of the engagement oil pressure control characteristic is shown by a solid line in FIG. 3, and the engagement oil pressure at the time of substantial engagement after the pack clearance of the friction engagement device to be engaged at the time of the downshift is blocked. (Increase pressure gradient or change gradient) is a characteristic that is set relatively large. When a downshift is performed during deceleration, the rotational speed of the driving force source is increased with an increase in the gear ratio. However, when only the engine 1 is generating the driving force source braking force, the downshift is performed. The degree of increase in the driving force source braking force is relatively small. Therefore, in the engine-only pattern, even if the increasing gradient of the engagement hydraulic pressure is relatively increased, the shock is prevented or suppressed, and the shift delay is avoided.

Still another example of transmission control is control for setting a coast down line. FIG. 4 shows a coast down line from the fourth speed to the third speed as an example, and the solid line is an engine-only pattern. That is, when the driving force source braking force is generated only by the engine 1, the shift line is set such that the coast downshift is executed at a relatively high vehicle speed. When the coast downshift is performed at a relatively high vehicle speed, the amount of increase in the engine speed with an increase in the gear ratio increases and the inertia force increases with the increase, but only the engine 1 generates the driving force source braking force. In this state, the driving force source braking force is relatively small. Therefore, even if the coast downshift is executed at a relatively high vehicle speed, the amount of increase in the braking force accompanying the downshift is not particularly large. As a result, a shock is prevented or suppressed, and at the same time, a delay in the generation of the braking force is avoided, and a sense of discomfort is prevented.

Another example of transmission control is hydraulic pressure control for maintaining the lock-up clutch 8 in a slip state. An example is shown schematically in FIG. If the lock-up clutch 8 is slip-controlled during deceleration, the engine speed is increased while suppressing the vibration, and the execution period of the fuel cut control can be extended to improve the fuel efficiency. In this case, the slip ratio (the ratio of the number of rotations of the input-side rotation member to the output-side rotation member of the lock-up clutch 8: the slip rotation speed) is determined, and the engagement of the lock-up clutch 8 is adjusted to the slip ratio. Although the hydraulic pressure is controlled, when the driving force source braking force is generated only by the engine 1, the load applied to the input side of the lock-up clutch 8 is relatively small. Is set to a low oil pressure. As a result, occurrence of shock or vibration due to excessive engagement of the lock-up clutch 8 is prevented or suppressed.

The running state (operating range) in which the lock-up clutch 8 is slip-controlled is determined in advance from the viewpoint of the durability of the lock-up clutch 8, the controllability, the riding comfort, and the like. The slip state is controlled by feedforward control or feedforward feedback control according to the running state. When the slip control is executed, if the driving force source braking force is generated only by the engine 1 at the time of deceleration, the driving force source braking force becomes relatively small, so that the feedforward value (F / F value), The initial value of the hydraulic pressure command during the slip control of the lock-up clutch 8 is set to a relatively small value. An example thereof is shown by a solid line in FIG. 6, and this is still another example of the transmission control in the engine-only pattern.

On the other hand, if the determination in step S4 is affirmative, that is, if regenerative braking is performed using the motor generators 3, 14, the regenerative torque by the motor generators 3, 14 is calculated or detected. Is performed (step S6). Then, the transmission control characteristics are changed (step S7), and the control characteristics are different before and after the change in the braking force. More specifically, FIG.
And when the driving source braking force by the motor generators 3 and 14 is at an intermediate level. As shown by a broken line (when the driving source braking force by the engine 1 and the motor generators 3 and 14 is at the highest level; the same applies hereinafter), the magnitude of the driving source braking force by the engine 1 and the motor generators 3 and 14 is small. Accordingly, the change gradient of the hydraulic pressure when the lock-up clutch 8 is engaged / disengaged is changed so as to be gentler than when the braking force is generated only by the engine 1. More specifically, as the driving force source braking force by the engine 1 and the motor generators 3 and 14 increases, the gradient of the change in the hydraulic pressure of the lock-up clutch 8 is set smaller. By performing such control, when the braking force generated on the upstream side of the automatic transmission 5 is large, the change in the braking torque due to the change in the engaged / disengaged state of the lock-up clutch 8 becomes gentle, and as a result, The shock is prevented or suppressed.

FIG. 3 shows another example in which the transmission control characteristics are changed by a dashed line and a broken line. This is a control characteristic in which the engagement hydraulic pressure of the friction engagement device during a downshift due to a decrease in vehicle speed is increased more slowly than when the driving force source braking force is generated only by the engine 1. That is, the number of rotations of the driving force source is increased with the downshift. In this case, the load due to the driving force source is generated by the engine 1 and the motor generators 3 and 14 and is large. , The rotational speed of the driving force source is slowly increased, and as a result, the braking torque is slowly changed to prevent or suppress the shock.

Still another example of changing the transmission control characteristics is an example of changing the coast down line to the low vehicle speed side. This is shown in FIG. 4 by a dashed line and a broken line. The example shown in FIG. 4 is an example in which the coast downshift line from the fourth speed to the third speed is changed to the lower vehicle speed side as the driving force source braking force increases. According to such control characteristics, the amount of increase in the rotational speed of the driving force source due to the coast downshift becomes relatively small due to the low vehicle speed during the downshift,
Therefore, the driving force source braking force, that is, the load on the input side of the automatic transmission 5 is controlled by the engine 1 and the motor / generator 3,
14, even if it is large, no sudden and large fluctuation of the braking torque occurs, and the shock is prevented or suppressed.

Further, another example of the change of the transmission control characteristic is an example in which the hydraulic pressure for slip control of the lock-up clutch 8 is made higher than when the driving force source braking force is generated only by the engine 1. is there. With such control characteristics, the slip ratio of the lock-up clutch 8 can be reduced even if the load applied to the input side of the lock-up clutch 8 is a large load due to the engine 1 and the motor generators 3 and 14. The target slip ratio can be maintained, and as a result, shock, vibration, and the like can be prevented or suppressed.

In still another example of changing the transmission control characteristics, the feedforward value when the lock-up clutch 8 is slip-controlled is increased according to the driving force source braking force (driving force source braking torque). It is an example. FIG. 6 shows an example in which the motor generators 3 and 14 are used in combination with the engine 1 to generate a driving force source braking force in comparison with the case where only the engine 1 is used. The forward value is set large. By such a change in the control characteristics, the slip control of the lock-up clutch 8 can be smoothly performed, and shock or vibration can be prevented or suppressed. Therefore, the functional means for executing the control of step S7 in FIG. 1 corresponds to the control device of claims 1 to 5.

Here, preferred embodiments of the present invention are as follows. When the braking force of the driving force source provided on the upstream side of the power transmission device is changed in the increasing direction, the change gradient of the engagement hydraulic pressure of the transmission is reduced. Vehicle control device. A control device for a vehicle, wherein the engagement hydraulic pressure is a hydraulic pressure for engaging or disengaging a direct coupling clutch. A control device for a vehicle, wherein the engagement hydraulic pressure is a hydraulic pressure for engaging or releasing a frictional engagement device for setting a gear ratio.

When the braking force of the driving force source provided on the upstream side of the power transmission device is changed in the increasing direction,
A control device for a vehicle, wherein a vehicle speed at which a downshift of a transmission occurs due to deceleration by the braking force is set to a lower vehicle speed side as compared with a case where the braking force cannot be increased.

A vehicle control apparatus for setting a direct coupling clutch to a slip state when a braking force is generated by a driving force source provided upstream of a power transmission device and the vehicle is decelerating, wherein the braking force is increased. The vehicle is configured to set a hydraulic pressure for setting the direct-coupled clutch to the slip state when the direction is changed to a relatively high value as compared with a case where the braking force cannot be increased. Control device. A control device for a vehicle, wherein the control unit is configured to increase an initial hydraulic pressure value for setting the lock-up clutch to a slip state when the braking force is changed in an increasing direction.

In the above-described hybrid vehicle, the engine 1 and the motor / generator 3 can be connected by engaging the input clutch 2, and the second motor / generator can be connected by engaging the clutch 15. Since the engine 14 can be connected to the engine 1, the rotation of the engine 1 can be assisted by one or both of the motor generators 3 and 14. Such a motor generator 3, 14
An example of control that effectively utilizes the function described above will be described below.

FIG. 7 is a flowchart for explaining an example of the control, and processes an input signal (step S11).
Is performed, it is determined whether or not the engine 1 is in use (step S12). FIG. 7 shows a control example in which the rotation of the engine 1 is
Since this is an example of assisting in step 4, if the determination in step S12 is negative because the engine 1 is not used, the process exits from this routine without performing any particular control. On the other hand, if the determination in step S12 is affirmative due to the use of the engine 1, it is determined whether the vehicle is in a deceleration state (step S1).
3). This can be determined based on the output signal from the deceleration sensor, the changing tendency of the vehicle speed, or the changing tendency of the output shaft rotation speed.

If a positive determination is made in step S13 because the vehicle is decelerating, it is determined whether or not fuel cut is in progress (step S14). At the time of deceleration, if the running inertia force of the vehicle is transmitted to the engine 1, the engine 1 can be continuously rotated without supplying the fuel. By continuing to the point where the minimum number of revolutions to rotate is reached, and then starting the supply of fuel, that is, by executing the fuel cut return control,
Fuel consumption can be reduced. In step S14, it is determined whether or not such control is being performed.
If a negative determination is made, the process exits this routine without performing any particular control, and if a positive determination is made, it is determined whether the engine 1 is about to stall (step S15). That is, it is determined whether or not the engine speed continues to decrease. This may be determined, for example, based on whether or not the engine speed Ne has dropped below the normal idle speed Neid2.

If a negative determination is made in step S15, the process exits this routine without performing any particular control, and conversely, if a positive determination is made in step S15 because the engine 1 is about to stall. Drives the motor / generator 3 (or 14) to assist the engine 1 (step S16). That is, the motor 1
Is forcibly rotated to avoid a stall.
Then, the minimum rotation speed at which fuel cut is stopped, that is, the fuel cut return rotation speed Nefc1 is set to a rotation speed higher than the normal fuel cut return rotation speed Nefc2 (step S17). By performing such control, the fuel cut time can be extended as much as possible, and at the same time, the engine stall when the fuel cut return rotation speed is excessively reduced can be avoided.

On the other hand, if it is determined in step S13 that the vehicle is not decelerating, that is, the vehicle is stopped, it is determined whether or not the engine 1 is idling (step S18). If the determination is negative in step S18 because the vehicle is not in the idling state, the routine exits this routine without performing any particular control. On the other hand, if the determination is affirmative because the vehicle is in the idling state, the engine 1 is activated. It is determined whether a stall has started (step S19). That is, it is determined whether or not the engine speed continues to decrease. this is,
For example, when the engine speed Ne is the normal idle speed Nei
The determination may be made based on whether or not the value has decreased to d2 or less.

If a negative determination is made in step S19, the process exits this routine without performing any particular control, and conversely, if a positive determination is made in step S19 because the engine 1 is about to stall. Drives the motor / generator 3 (or 14) to assist the engine 1 (step S20). That is, the motor 1
Is forcibly rotated to avoid a stall.
Then, the target idle speed Neid1 is set to a speed higher than the normal idle target speed Neid2 (step S21). Therefore, it is possible to avoid engine stall during idling. FIG. 8 shows the rotational speeds and the fuel cut region by the control shown in FIG. 7.

In the specific example described above, the control contents of the power transmission device include the gradient of the oil pressure change when the lock-up clutch is engaged and disengaged, the engagement oil pressure during the downshift, the vehicle speed at which the coast down is executed, and the lock speed. Although the slip hydraulic pressure of the up-clutch and the feedforward value for the slip control thereof have been described, the present invention is not limited to the above specific examples, and transmission by a fluid transmission including a transmission and a fluid coupling with a direct-coupled clutch is performed. It may be a method of changing the torque or its transmission torque or a control command value thereof. Also, in the above specific example, a hybrid vehicle having an engine and a motor / generator as a driving force source has been described as an example, but the vehicle targeted by the present invention is, in essence, controlled by a driving force source during deceleration. Any type of vehicle may be used as long as the power can be changed, and another type of vehicle such as a so-called electric vehicle having only an electric motor as a driving force source may be used. Therefore, the change of the driving force source braking force in the present invention is not limited to the case of changing depending on whether or not regeneration is performed by the motor / generator (electric motor). It includes the case where it changes depending on.

[0081]

As described above, according to the first aspect of the present invention, a driving force source is forcibly operated by an external force to generate a braking force, and the braking force generated by the driving force source is changed. Since the control content of the power transmission device is changed accordingly, the power transmission device is controlled in accordance with the changed braking force, and as a result, a shock can be prevented or suppressed.

According to the second or third aspect of the present invention, when the braking force generated by the driving force source is changed,
Since the contents of control of the transmission, such as the transmission ratio of the transmission and the hydraulic pressure of the friction engagement device for setting the transmission ratio, are changed, the operating state of the power transmission device is reduced by the braking force generated on the upstream side. It becomes a corresponding operation state, so that a shock can be prevented or suppressed beforehand.

Further, according to the invention of claim 4 or 5, when the braking force generated by the driving force source is changed, the control contents of the direct coupling clutch, for example, the change of the torque transmission capacity at the time of engagement or disengagement thereof And the content of the control of the slip state is changed, and as a result, the operation state of the power transmission device becomes an operation state according to the braking force generated on the upstream side, thereby preventing or suppressing the shock beforehand. be able to.

[Brief description of the drawings]

FIG. 1 is a flowchart for explaining a control example executed by a control device of the present invention.

FIG. 2 is a diagram showing an example of a change characteristic of a hydraulic pressure of a lock-up clutch as an example of a transmission control characteristic.

FIG. 3 is a diagram showing a change characteristic of an engagement hydraulic pressure during a downshift as an example of a transmission control characteristic.

FIG. 4 is a diagram showing an example of setting a coast down line as an example of transmission control characteristics.

FIG. 5 is a diagram showing an example of lockup slip hydraulic pressure as an example of transmission control characteristics.

FIG. 6 is a diagram showing an example of a feedforward value for controlling a lock-up slip oil pressure as an example of a transmission control characteristic.

FIG. 7 is a flowchart for explaining assist control by the motor generator and control for changing the fuel cut return rotation speed and the idle rotation speed for avoiding engine stall during fuel cut and idling.

8 is a diagram showing a fuel cut return rotation speed, an idle rotation speed, and a fuel cut region by the control shown in FIG. 7;

FIG. 9 is a block diagram schematically illustrating an example of a power train and a control system according to the present invention.

FIG. 10 is a skeleton diagram mainly showing a gear transmission unit in the automatic transmission.

FIG. 11 is a table showing engagement and disengagement of clutches and brakes for setting each shift speed of the automatic transmission.

12 is a conceptual diagram showing an arrangement of shift positions selected by operating a shift lever for controlling the automatic transmission shown in FIG. 10 and a sport mode switch.

FIG. 13 is a block diagram schematically showing a supply path of hydraulic pressure to an input clutch and a clutch for input in a gear transmission unit.

FIG. 14 is a diagram showing input / output signals in the integrated control device used in an example of the present invention.

FIG. 15 is a diagram showing a map used in a normal drive position.

[Explanation of symbols]

1 ... engine, 3 14 ... motor generator,
4 ... Torque converter, 8 ... Lock-up clutch,
16, 17, 20, 21, 24, 27 ... electronic control unit, 28 ... general control unit, C1, C2, C3 ... clutch, B1, B2, B3, B4 ... brake.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 29/02 341 F02D 41/12 330K 41/12 330 F16H 59:54 // F16H 59:54 B60K 9 / 00 EF term (reference) 3D041 AA01 AA22 AA53 AA59 AB01 AC01 AC02 AC09 AC15 AD02 AD30 AD51 AE08 AE20 AE31 AF00 3G093 AA05 AA07 AA16 AB00 AB01 BA02 BA03 BA19 BA33 CA04 CA11 CB02 CB03 DB01 EC01 DB01 DB01 FA03 FB02 3G301 HA00 HA01 HA02 HA22 JA02 JA04 JA37 KA18 KA25 KA26 KA27 KB03 KB04 KB10 MA24 NA08 ND42 PE01Z PF02Z PF08Z 3J052 AA04 EA02 EA04 EA05 GC32 HA02 KA02 KA03 LA01 5H115 Q01 PU01 Q10 Q10 RB08 RE05 RE07 SE04 SE05 SE06 SE08 TB01 TE02 TE08 TO21

Claims (5)

[Claims] A driving force source is connected to an upstream side in a power transmission direction of a power transmission device capable of controlling a power transmission state and changing the control content, and a power transmission direction of the power transmission device. In the control device for a vehicle provided with driving wheels on the downstream side, when the braking force generated by the driving force source is changed, the control content of the power transmission device is changed by changing the braking force by the driving force source. A control device for a vehicle, wherein the control device is configured to be different between front and rear. 2. The vehicle control device according to claim 1, wherein the driving force transmission device includes a transmission, and the changed control content is control content of the transmission. 3. The transmission has a friction engagement device that is engaged and released by hydraulic pressure to set a transmission ratio,
The vehicle control device according to claim 2, wherein the control in which the control content is changed includes at least one of a hydraulic pressure of the friction engagement device and a control of the gear ratio. 4. The power transmission device includes a fluid transmission device having a direct coupling clutch, and the control content to be changed is:
The control device for a vehicle according to claim 1, wherein the control content is a control content of the direct coupling clutch. 5. The control for changing the control content includes at least one of a control relating to a rate of change of a transmission torque capacity when the direct coupling clutch is engaged and disengaged, and a control for setting the direct coupling clutch to a slip state. The control device for a vehicle according to claim 4, wherein the control device includes any one of the following.