JP2004137942A - Controlling device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controlling device for a vehicle that does not generate excessive engine braking even if control for malfunction is performed when an electromagnetic valve is operated abnormally. <P>SOLUTION: When a means 90 for determining an electromagnetic valve malfunction determines an operation malfunction on either of electromagnetic valves 28 or 29 in each cylinder, the transmission torque capacity of a continuously variable transmission (power transmission device) 17 is changed (increased) temporarily by hydraulic control means 94 (belt clamping force increasing means 96) functioning as transmission torque capacity changing means, which prevents the durability of the transmission 17 from being decreased. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle control apparatus including an engine in which at least one of an intake valve and an exhaust valve of a cylinder is driven to open and close by an actuator, and a power transmission device that transmits power output from the engine to driving wheels. In particular, the present invention relates to a technique for coping with an abnormal operation of at least one of the intake valve and the exhaust valve.
[0002]
[Prior art]
2. Description of the Related Art There is known a vehicle including an engine in which at least one of an intake valve and an exhaust valve of a cylinder is driven to be opened and closed by an actuator. In such a vehicle, the operating angle range, the lift amount, and the operating timing of the intake valve and / or the exhaust valve of the engine can be adjusted, so that the combustion efficiency of the engine can be increased, while the number of working cylinders can be changed to reduce fuel consumption. There is an advantage that the output torque at the time of gear shifting can be controlled by making it favorable or by changing the rotational resistance of the engine itself.
[0003]
By the way, in a vehicle equipped with an engine in which at least one of the intake valve and the exhaust valve of the cylinder is driven to open and close by an actuator, when an abnormal operation of at least one of the intake valve and the exhaust valve occurs, the abnormal valve is activated. It has been proposed to stop the operation of the corresponding cylinder, close the abnormal valve and keep the gas flow shut off, and execute the abnormal control for operating the engine with the remaining normal cylinders. . For example, the vehicles described in Patent Literature 1 and Patent Literature 2 are the vehicles.
[0004]
[Patent Document 1] JP-A-2001-152881
[Patent Document 2] JP-A-2001-152882
[Patent Document 3] JP-A-8-127261
[Patent Document 4] Japanese Patent Publication No. 2-8927
[Patent Document 5] JP-A-2001-254814
[Patent Document 6] JP-A-7-315082
[0005]
[Problems to be solved by the invention]
By the way, in the conventional vehicle as described above, when at least one of the intake valve and the exhaust valve has an abnormal operation, the abnormal valve is closed and the abnormal control for operating the remaining normal cylinders is performed. In such an abnormal control, the rotational resistance of the engine is large, and the engine brake is increased in connection with the return operation of the accelerator pedal, so that the durability of the power transmission device or the drivability may be impaired. There was sex.
[0006]
The present invention has been made in view of the above circumstances, and an object of the present invention is to perform an abnormal control for abnormal operation of at least one of the intake valve and the exhaust valve, thereby increasing the engine brake. Another object of the present invention is to provide a control device for a vehicle in which the durability or drivability of the power transmission device is not impaired.
[0007]
[First means for solving the problem]
The gist of the first invention for achieving the above object is that an engine in which at least one of an intake valve and an exhaust valve of a cylinder is driven to open and close by an actuator, and power output from the engine is supplied to drive wheels. A control device for a vehicle, comprising: a power transmission device for transmitting power; a valve operation abnormality determining means for determining an operation abnormality of at least one of the intake valve and the exhaust valve; and (b) a valve operation abnormality determination for the valve. And a transmission torque capacity changing means for changing a transmission torque capacity of the power transmission device when an operation abnormality of at least one of the intake valve and the exhaust valve is determined by the means.
[0008]
[Effect of the first invention]
With this configuration, when at least one of the intake valve and the exhaust valve is determined to be abnormally operated by the valve operation abnormality determining unit, the transmission torque capacity of the power transmission device is changed by the transmission torque capacity changing unit. Impairment of the durability of the power transmission device or impairment of the drivability of the vehicle is suitably suppressed.
[0009]
[Second means for solving the problem]
Further, the gist of the second invention for achieving the above object is to provide an engine in which at least one of an intake valve and an exhaust valve of a cylinder is driven to open and close by an actuator, and to drive power output from the engine. A control device for a vehicle, comprising: a power transmission device for transmitting to wheels; (a) valve operation abnormality determining means for determining an operation abnormality of at least one of the intake valve and the exhaust valve; When at least one of the intake valve and the exhaust valve is determined to be abnormal in operation by the abnormality determining means, a transmission torque capacity increasing means for increasing the transmission torque capacity of the power transmission device is included.
[0010]
[Effect of the second invention]
With this configuration, when at least one of the intake valve and the exhaust valve is determined to be abnormally operated by the valve operation abnormality determining unit, the transmission torque capacity of the power transmission device is increased by the transmission torque capacity increasing unit. Even if the engine brake torque increases, the durability of the power transmission device is preferably prevented from being impaired.
[0011]
[Third Means for Solving the Problems]
Further, the gist of the third invention for achieving the above object is to provide an engine in which at least one of an intake valve and an exhaust valve of a cylinder is driven to open and close by an actuator, and to drive power output from the engine. A control device for a vehicle, comprising: a power transmission device for transmitting to a wheel; (a) a valve operation abnormality determining means for determining an operation abnormality of at least one of the intake valve and the exhaust valve; and (b) a valve operation thereof. When at least one of the intake valve and the exhaust valve is determined to be abnormal in operation by the abnormality determining means, a transmission torque capacity reducing means for reducing the transmission torque capacity of the power transmission device is included.
[0012]
[Effect of the third invention]
With this configuration, the transmission torque capacity of the power transmission device is reduced by the transmission torque capacity reduction means when the operation abnormality of at least one of the intake valve and the exhaust valve is determined by the valve operation abnormality determination means. Even if the engine brake torque increases, the shock is absorbed and the drivability of the vehicle is preferably prevented from being impaired.
[0013]
[Other aspects of the first, second and third inventions]
Here, preferably, at least one of the intake valve and the exhaust valve is an electromagnetically driven valve that is opened and closed by an electromagnetic actuator. With this configuration, the abnormality in the operation of the electromagnetically driven valve is determined by the valve operation abnormality determining means.
[0014]
Preferably, at least one of the intake valve and the exhaust valve is a motor-driven valve that is opened and closed by a camshaft that is driven to rotate by an electric motor. With this configuration, the abnormality in the operation of the motor-driven valve is determined by the valve operation abnormality determining means.
[0015]
Preferably, the power transmission device is a continuously variable transmission in which a gear ratio is continuously changed. For example, it is a belt-type continuously variable transmission that transmits power via a transmission belt wound around a pair of variable pulleys having a variable effective diameter. With this configuration, when it is determined that at least one of the intake valve and the exhaust valve is abnormal, the clamping torque applied to the transmission belt is increased to increase the transmission torque capacity, and the durability is reduced due to slip. Is prevented.
[0016]
Preferably, the power transmission device includes an engagement device, and a transmission torque capacity is changed based on an engagement pressure of the engagement device. With this configuration, when the operation abnormality of at least one of the intake valve and the exhaust valve is determined, the transmission torque capacity is changed based on the engagement pressure of the engagement device provided in the power transmission device.
[0017]
Preferably, the power transmission device is an automatic transmission, and the engagement device is provided in the automatic transmission. With this configuration, when it is determined that at least one of the intake valve and the exhaust valve is abnormally operated, the transmission torque capacity of the automatic transmission is changed. For example, in this automatic transmission, a plurality of shift speeds are selectively selected by a combination of a plurality of hydraulic friction engagement devices, and a source of engagement pressure of the plurality of hydraulic friction engagement devices is selected. The transmission torque capacity is changed by changing the line pressure as the pressure.
[0018]
Preferably, the power transmission device is an automatic transmission, and the engagement device is provided between the engine and the automatic transmission or between the automatic transmission and a drive wheel. It is. With this configuration, when an operation abnormality of at least one of the intake valve and the exhaust valve is determined, an engine provided between the engine and the automatic transmission or between the automatic transmission and the drive wheels is provided. The transmission torque capacity of the joint device is changed.
[0019]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
[0020]
FIG. 1 is a skeleton diagram illustrating a configuration of a power transmission device of a hybrid vehicle to which an engine control device according to an embodiment of the present invention is applied. In the figure, an output of an engine 10 as a power source is sequentially input to a continuously variable transmission 17 including a subtransmission unit 14 and a continuously variable transmission unit 16 via a vibration damping device (damper) 12, and is provided with a differential gear device. The power is transmitted to a pair of drive wheels (for example, front wheels) 21 via the axle 18 and the axle 19. Further, a motor generator MG <b> 2 functioning as a second power source and a generator is connected to the second input shaft 52 of the subtransmission unit 14. The continuously variable transmission 17 is connected to the subsequent stage of the engine 10 and functions as a power transmission device for transmitting power to the drive wheels 21.
[0021]
The engine 10 preferably performs lean combustion in which the air-fuel ratio A / F is higher than the stoichiometric air-fuel ratio when the engine is lightly loaded by injecting fuel into the cylinder in order to reduce fuel consumption. It consists of a lean burn engine. The engine 10 includes, for example, a pair of left and right banks each composed of three cylinders, and the pair of banks can be operated independently or simultaneously, and the number of operating cylinders can be changed. I have. A throttle valve operated by a throttle actuator (not shown) is provided in an intake pipe of the engine 10. This throttle valve basically has an operation amount of an accelerator pedal (not shown), that is, an accelerator opening degree θ._ACCThrottle opening θ of a size corresponding to_THHowever, in order to adjust the output of the engine 10, the opening is controlled so as to correspond to various vehicle states such as a shift transition.
[0022]
To the engine 10, a motor generator MG1 functioning as a driving electric motor, a generator, and the like is directly connected for starting the engine 10, driving an auxiliary machine, recovering rotational energy, and the like.
[0023]
The engine 10 is configured so that the number of operation cycles can be changed. For example, as shown in FIG. 2, electromagnetically driven valves 28 and 29 which are variable valve mechanisms including an intake valve 20 and an exhaust valve 22 for opening and closing each cylinder, and electromagnetic actuators 24 and 26 for respectively opening and closing them, There is provided a valve drive control device 34 for controlling the operation timing (timing) of the intake valve 20 and the exhaust valve 22 according to a signal from a rotation sensor 32 for detecting the rotation angle of the crankshaft 30. The valve drive control device 34 not only changes the operation timing to the optimum timing according to the engine load, but also realizes the opening / closing timing and the two-cycle operation that realize the four-cycle operation in accordance with the operation cycle switching command such as the acceleration operation. Or in order to synchronize the input / output rotation of the clutch C1 for transmitting the power output from the engine 10 to the drive wheels 21 during a transition period from the motor running to the engine running, for example. The engine speed N_EControl. For example, as shown in FIG. 3, the electromagnetic actuators 24 and 26 are made of a magnetic material connected to the intake valve 20 or the exhaust valve 22 and supported to be movable in the axial direction of the intake valve 20 or the exhaust valve 22. A disk-shaped movable member 36, a pair of electromagnets 38 and 40 provided at positions sandwiching the movable member 36 to selectively attract the movable member 36, and bias the movable member 36 toward its neutral position. A pair of springs 42 and 44 are provided.
[0024]
The sub transmission portion 14 of the continuously variable transmission 17 has a gear ratio (speed ratio) γ_AThe high-speed gear stage where [= engine rotation speed (input shaft rotation speed) / rotation speed of input shaft 56 (output shaft rotation speed)] is 1 and the gear ratio is 1 / ρ₁Two forward gears with the lower gear, and the gear ratio is -1 / ρ₂And the gear ratio is -1 / ρ.₁And a stepped transmission having a Ravigneaux type planetary gear device having two low speed gear stages and a reverse gear stage. The auxiliary transmission unit 14 includes a first clutch C1, a second clutch C2, and a brake B1, a first input shaft 50 connected to the engine 10 via the first clutch C1, a first clutch C1, and a second clutch. A second input shaft 52 connected to the engine 10 via C2, a first sun gear S1 and a second sun gear S2 provided on the first input shaft 50 and the second input shaft 52, and a non- A carrier K selectively connected to the rotating housing 54, a ring gear R connected to an output shaft of the auxiliary transmission portion 14, that is, an input shaft 56 of the continuously variable transmission portion 16, and a rotatable support by the carrier K A first planetary gear P1 having a large shaft length meshing with the first sun gear S1 and the ring gear R is similarly rotatably supported by the carrier K and has a second sun gear. And a short axial length second planetary gear P2 meshing with ya S2 and the first planetary gear P1. The motor generator MG2 is connected to the second input shaft 52.
[0025]
FIG. 4 shows the shift gears obtained by a combination of the engagement operations of the respective hydraulic friction engagement devices in the sub-transmission portion 14, and the shift gears of well-known P, R, N, D, 2, L, etc. 3 is an engagement table shown for each operation position (shift position). In FIG. 4, ○ indicates engagement, × indicates release, and Δ indicates slip engagement. In the sub-transmission portion 14, in the D range position of the shift lever, for example, the first clutch C1 and the second clutch C2 are engaged and the brake B1 is released, so that the gear ratio γ is changed._AIs established (e.g., 2nd forward), and the first clutch C1 and the second clutch C2 are disengaged and the brake B1 is engaged, for example._AIs "1 / ρ₁Is established (1st forward speed). Further, in the R range position of the shift lever, for example, during engine running, the first clutch C1 and the brake B1 are engaged and the second clutch C2 is disengaged to change the gear ratio γ._AIs "-1 / ρ₂Is established, for example, the first clutch C1 and the second clutch C2 are disengaged and the brake B1 is engaged during motor running, so that the gear ratio γ is increased._AIs "-1 / ρ₁”Is established. Each of the clutches C1 and C2 and the brake B1 is a hydraulic friction engagement device that is engaged by a hydraulic actuator.
[0026]
When the vehicle is traveling backward by motor running, the rotation of motor generator MG2 is inverted and input to second sun gear S2. While the vehicle is stopped, basically, the creep force is ensured by the motor generator MG2 in both forward and backward travel. For this reason, even if the remaining charge amount of the secondary battery 68 is insufficient, the electric power generated from the motor generator MG1 by starting the engine 10 is supplied to the secondary battery 68 for charging. , The motor start traveling by the motor generator MG2 is always possible. Further, in the forward running, the motor start running is performed while the creep torque is secured by motor generator MG2. Further, the engine 10 is started by the motor generator MG1, and when the rotation reaches the synchronous rotation, the clutch C1 is engaged, and the engine 10 performs the second (2nd) running. The engine 10 can also be started. At low speed, the vehicle speed V is gradually increased while slipping the clutch C1. At a relatively high speed, the clutch C1 is completely engaged. In the reverse running, motor generator MG2 is driven in reverse to secure the creep force, and when torque is required, engine 10 is further started. At low speed, the clutch C1 is slip-engaged as described above. As described above, the sub-transmission portion 14 is characterized in that all functions are achieved with a small number of rotating elements. When the drive source is switched from the motor generator MG2 to the engine 10 during reverse running, the brake B1 remains unchanged, and there is no need to switch the operation of the friction engagement device.
[0027]
Returning to FIG. 1, the continuously variable transmission 16 of the continuously variable transmission 17 includes an input-side variable pulley 60 provided on the input shaft 56 having a variable effective diameter, and a variable effective diameter provided on the output shaft 62. Is a belt-type continuously variable transmission that includes an output-side variable pulley 64 and a transmission belt 66 wound around the input-side variable pulley 60 and the output-side variable pulley 64. The transmission belt 66 functions as a power transmission member that transmits power by friction while being pressed between the pair of input-side variable pulleys 60 and the output-side variable pulley 64. The input-side variable pulley 60 includes a fixed rotating body 60a fixed to the input shaft 56, a movable rotating body 60b provided on the input shaft 56 so as to be movable in the axial direction and non-rotatable around the axis, and an input-side hydraulic cylinder. 60c, and the effective diameter of the input side variable pulley 60 is changed by the input side hydraulic cylinder 60c. The output-side variable pulley 64 also includes a fixed rotating body 64a fixed to the output shaft 62, a movable rotating body 64b provided on the output shaft 62 so as to be movable in the axial direction and non-rotatable around the axis, and an output hydraulic pressure. A cylinder 64c is provided, and a clamping force is applied by the output side hydraulic cylinder 64c. Generally, the input side hydraulic cylinder 60c is provided with a speed ratio γ of the continuously variable transmission portion 16._CVT(= Rotational speed N of input shaft 56)_IN/ Rotation speed N of output shaft 62_OUT), And the hydraulic pressure in the output hydraulic cylinder 64c is adjusted to optimally control the tension of the transmission belt 66, that is, the torque transmission capacity. The input-side variable pulley 60, the output-side variable pulley 64, and the transmission belt 66 wound therearound function as a hydraulic friction engagement device that transmits power via friction.
[0028]
The vehicle is provided with a secondary battery 68 such as a rechargeable lead storage battery, and a fuel cell 70 that generates power based on fuel such as hydrogen. The secondary battery 68 and / or the fuel cell 70 can be selectively used by the switching device 72 as a power source for the motor generator MG1 and / or the motor generator MG2.
[0029]
FIG. 5 illustrates a signal input to the electronic control device 80 and a signal output from the electronic control device 80. For example, the electronic control unit 80 includes an accelerator opening θ which is an operation amount of an accelerator pedal._ACC, The rotation speed N of the output shaft 62 of the continuously variable transmission 16_OUTSpeed signal corresponding to the engine speed N_E, The signal indicating the air-fuel ratio A / F, and the operating position S of the shift lever SH._HIs supplied from a sensor (not shown). Further, the electronic control unit 80 provides an injection signal for controlling the amount of fuel injected from the fuel injection valve into the cylinder of the engine 10, and the gear ratio γ of the continuously variable transmission unit 16._CVT, A shift command signal for controlling a shift solenoid that drives a shift valve in a hydraulic control circuit (not shown), a tension command signal for controlling the tension of the transmission belt 66 of the continuously variable transmission unit 16, and a cycle of the engine 10. A signal for instructing a number is output.
[0030]
The electronic control unit 80 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, etc., and performs signal processing according to a program stored in the ROM in advance while utilizing a temporary storage function of the RAM. By doing so, the gear ratio γ of the continuously variable transmission portion 16_CVT, The tension control for automatically controlling the tension of the transmission belt 66 of the continuously variable transmission unit 16 to an optimal value, the drive source switching (hybrid drive) control, and the like. For example, in the above-described shift control, the accelerator opening degree θ is determined from a well-known relationship (shift diagram) stored in advance._ACC(%) And the target speed ratio γ based on the vehicle speed V_CVT ^*To determine the actual gear ratio γ_CVTIs the target gear ratio γ_CVT ^*The input side hydraulic cylinder 60c is operated so as to coincide with the above. In the above tension control, the actual throttle valve opening θ_TH, Engine speed N_E, And the gear ratio γ of the subtransmission portion 14_AIs calculated based on the actual hydraulic oil temperature T_OILThe output side hydraulic cylinder 64c for correcting the basic clamping pressure based on the torque vibration width or the number of cycles of the engine 10, clamping the transmission belt 66 with the corrected clamping pressure and controlling the tension, that is, the clamping pressure. Activate In the drive source switching control, the vehicle speed V and the output shaft torque T are determined based on the relationship stored in advance as shown in FIGS._OUTIs determined based on the drive source and the gear position of the subtransmission unit 14, and the vehicle is switched to the determined drive source and the gear position of the auxiliary transmission unit 14 for traveling.
[0031]
As shown in FIG. 4, in the forward running in which the shift lever (not shown) is operated to the forward (drive: D) position by the above-described drive source switching control, the brake B1 is engaged because the motor is in the motor running range. The auxiliary transmission unit 14 is in the first speed state (gear ratio is 1 / ρ₁In this state, the motor starts while the motor generator MG2 secures the creep torque. When the vehicle speed V increases and enters the engine running region, the engine 10 is started and the engine rotation speed N is adjusted so that the input / output rotation speed of the clutch C1 is synchronized._EIs controlled, and when the synchronization is completed, the clutch C1 is engaged and the engine runs. Even if the remaining charge amount of the secondary battery 68 is insufficient, the engine 10 can be started and generated by the motor generator MG1, and the secondary battery 68 can be charged. Have been. When a large driving force is required, the vehicle can be started by the engine. In this case, at a low vehicle speed, the vehicle speed is increased while slipping the clutch C1. C1 is completely engaged. In the reverse running in which the shift lever is operated to the reverse (reverse: R) position, the rotation of the motor generator MG2 is reversed to ensure the creep force, and the brake B1 is engaged in the same manner as described above, and 14 is in the first speed state (gear ratio is -1 / ρ)₁In this state, the motor is started. In this reverse traveling, when switching from motor traveling to engine traveling, the brake B1 remains in the engaged state, and switching is not required. Then, when further driving torque is required due to an increase in vehicle speed or the like, the engine 10 is started and the clutch C1 is slip-engaged in the same manner as in the case of starting the engine.
[0032]
FIG. 8 is a functional block diagram for explaining a main part of the control function of the electronic control unit 80. In FIG. 8, the electromagnetically driven valve operation abnormality determination means 90 also functions as a valve operation abnormality determination means, and detects a failure in which the operation of the electromagnetically driven valve 28 or 29 provided in each cylinder of the engine 10 becomes abnormal. For example, the determination is made based on a signal from a lift sensor that detects a lift amount of the electromagnetically driven valves 28 and 29. This failure is determined, for example, by comparing the lift amounts of the electromagnetically driven valves 28, 29 of the cylinders operated at the same timing with each other at a predetermined timing, and determining that the difference between the lift amounts exceeds a predetermined determination value. It is executed based on.
[0033]
The electromagnetically driven valve fail processing unit 92 determines that the electromagnetically driven valve 28 or 29 provided in a predetermined cylinder of the engine 10 is abnormal when the electromagnetically driven valve operation abnormality determination unit 90 determines that the operation is abnormal. The fuel injection to the abnormal cylinder provided with the determined electromagnetically driven valve 28 or 29 is stopped, and the electromagnetically driven valve 28 or 29 determined to be abnormal is closed to keep the gas flow shut off. When the engine 10 is operated by operating the electromagnetically driven valves 28 and 29 of the other normal cylinders so as to continuously operate while avoiding the interference between the intake valve 20 and the exhaust valve 22 and the piston. Execute control.
[0034]
The hydraulic control unit 94 also functions as a transmission torque capacity changing unit, and the operation of the electromagnetic drive valve 28 or 29 provided in a predetermined cylinder of the engine 10 is determined to be abnormal by the electromagnetic drive valve operation abnormality determination unit 90. If it is determined that the clutch C1, C2, the brake B1, the clamping pressure in the output side hydraulic cylinder 64c is changed by a predetermined value, the continuously variable transmission as the power transmission device is changed. The torque transmission capacity of the hydraulic friction engagement device of each part of the machine 17 is temporarily changed. The hydraulic pressure control means 94 controls the engagement pressures of the clutches C1 and C2, the brake B1 and the brake B1 so that slip does not occur when the engine braking force increases when the operation of the electromagnetic drive valve 28 or 29 becomes abnormal. And the clamping pressure control pressure in the output side hydraulic cylinder 64c is temporarily increased by a predetermined value. As a result, the engagement pressure of the clutches C1 and C2, the engagement pressure of the brake B1, and the squeezing pressure of the output side hydraulic cylinder 64c against the transmission belt are increased to increase their torque transmission capacity, thereby preventing slippage. Is done. After the process of temporarily changing the torque transmission capacity to the hydraulic friction engagement device at the time of the abnormality determination of the electromagnetically driven valve, the hydraulic control unit 94 sets the engine in the abnormal time process control of the electromagnetically driven valve failure processing unit 92. The torque transmission capacity to those hydraulic friction engagement devices is controlled according to the output torque.
[0035]
The hydraulic control unit 94 includes a belt clamping pressure increasing unit 96, a sub-transmission internal engagement pressure increasing unit 98, and an input clutch release / slip unit 100. The belt clamping pressure increasing means 96 also functions as a transmission torque capacity increasing means. The electromagnetic driving valve 28 or 29 provided in a predetermined cylinder of the engine 10 is operated by the electromagnetic driving valve operation abnormality determining means 90. If it is determined that there is an abnormality, the torque transmission capacity of the continuously variable transmission unit 16 is reduced by at least the actuation of the electromagnetically driven valve 28 or 29 by temporarily increasing the clamping pressure control pressure in the output side hydraulic cylinder 64c by a predetermined value. The engine brake is temporarily increased during an increase period of the engine brake at the time of abnormality to prevent slippage between the transmission belt 66 and the input-side variable pulley 60 or the output-side variable pulley 64. The increase in the squeezing pressure control pressure in the output side hydraulic cylinder 64c, that is, the increase in the transmission torque capacity is set to a value as small as possible within a range in which no slip occurs, so that operability is not unnecessarily impaired.
[0036]
The sub-transmission internal engagement pressure increasing means 98 also functions as a transmission torque capacity increasing means. The electromagnetic driving valve 28 or the electromagnetic driving valve 28 provided in a predetermined cylinder of the engine 10 by the electromagnetic driving valve operation abnormality determining means 90 is used. If it is determined that the operation of the clutch 29 is abnormal, the engagement pressures of the hydraulic friction engagement devices in the auxiliary transmission portion 14, that is, the clutches C1, C2 and the brake B1 are temporarily increased by a predetermined value in the same manner as described above. Thus, slippage of the clutches C1, C2 and the brake B1 is prevented when the engine brake is increased when the operation of the electromagnetically driven valve 28 or 29 is abnormal. The engagement pressures of the clutches C1, C2 and the brake B1 may be individually increased. However, in the hydraulic control circuit (not shown), the original pressure of the engagement pressures of the clutches C1, C2 and the brake B1 is equal to the line pressure. , The line pressure is increased by a predetermined value. The increase value of the engagement pressure or the line pressure is set to a value as small as possible within a range in which no slip occurs, so that drivability is not unnecessarily impaired.
[0037]
The input clutch disengagement / slip means 100 also functions as a transmission torque capacity reduction means, and the electromagnetic drive valve 28 or 29 provided in a predetermined cylinder of the engine 10 is determined by the electromagnetic drive valve operation abnormality determination means 90. If the operation is determined to be abnormal, the engagement pressure of the clutch C1 or C2 provided in series in the power transmission path on the input side of the continuously variable transmission 17 is temporarily reduced to release or slip it. As a result, the torque transmission capacity of the continuously variable transmission portion 16 is temporarily reduced at least during the increase period of the engine brake when the operation of the electromagnetically driven valve 28 or 29 is abnormal, and the positive slip of the clutch C1 or C2 is generated. Protect other hydraulic friction engagement devices and suppress changes in vehicle behavior. The input clutch disengagement / slip means 100 is mainly employed when the above-mentioned sub-transmission internal engagement pressure increasing means 98 is not provided, or a predetermined value is provided between the input clutch release / slip means 100 and the auxiliary transmission internal engagement pressure increasing means 98. It is selectively switched according to conditions and adopted.
[0038]
FIG. 9 is a flowchart for explaining a main part of the control operation by the electronic control unit 80, that is, a control routine when an electromagnetically driven valve fails, and is repeatedly executed in a very short cycle of about several msec to several tens msec.
[0039]
In FIG. 9, in a step (hereinafter, step is omitted) S <b> 1 corresponding to the electromagnetically driven valve operation abnormality determining means 90, one of the electromagnetically driven valves 28 or 29 provided in each cylinder of the engine 10 is operated. It is determined whether or not it is abnormal. If the determination in S1 is denied, the present routine is terminated. If the determination is affirmative, in S2 corresponding to the electromagnetically driven valve fail processing means 92, abnormal control is executed, and it is determined that the operation is abnormal. The fuel injection to the abnormal cylinder provided with the selected electromagnetically driven valve 28 or 29 is stopped, and the electromagnetically driven valve 28 or 29 determined to be abnormal is closed to shut off the gas flow. The engine 10 is operated by operating the electromagnetically driven valves 28 and 29 of the other normal cylinders so as to operate continuously while avoiding the interference between the intake valve 20 and the exhaust valve 22 and the piston while being held. You. Next, in S3 corresponding to the belt squeezing pressure increasing means 96, the squeezing force control pressure in the output side hydraulic cylinder 64c is temporarily increased by a predetermined value, so that the torque transmission capacity of the continuously variable transmission portion 16 is increased. At least during the increase period of the engine brake when the operation of the electromagnetically driven valve 28 or 29 is abnormal, the increase is temporarily increased, and the slip between the transmission belt 66 and the input-side variable pulley 60 or the output-side variable pulley 64 is prevented. . Next, in S4 corresponding to the engagement pressure increasing means 98 in the auxiliary transmission, the engagement pressure of the hydraulic friction engagement device in the auxiliary transmission portion 14, that is, the clutches C1, C2 and the brake B1 is temporarily increased by a predetermined value. This prevents the clutches C1, C2 and the brake B1 from slipping when the engine brake is increased due to abnormal operation of the electromagnetically driven valve 28 or 29. Subsequent S5 is executed instead of S4 when S4 is not adopted, and corresponds to the input clutch release / slip means 100. That is, in S5, the engagement pressure of the clutch C1 or C2 provided in series in the power transmission path on the input side of the continuously variable transmission 17 is temporarily reduced and released or slipped. The torque transmission capacity of the continuously variable transmission portion 16 is temporarily reduced at least during an increase period of the engine brake at the time of abnormal operation of the electromagnetically driven valve 28 or 29, thereby causing the clutch C1 or C2 to positively slip. The other hydraulic friction engagement devices are protected, and changes in vehicle behavior are suitably suppressed.
[0040]
As described above, according to this embodiment, when the electromagnetically driven valve operation abnormality determining means 90 (S1) determines that any of the electromagnetically driven valves 28 and 29 of each of the cylinders is abnormally operated, the transmission torque capacity change is performed. Since the transmission torque capacity of the continuously variable transmission (power transmission device) 17 is temporarily changed (increased) by the hydraulic pressure control means 94 (belt clamping pressure increasing means 96) functioning as a means, it is assumed that the engine brake is increased. In addition, the durability of the continuously variable transmission 17 is prevented from being impaired.
[0041]
Further, according to the present embodiment, when the electromagnetically driven valve operation abnormality determining means 90 (S1) determines that any of the electromagnetically driven valves 28 and 29 of each of the cylinders is abnormally operated, it functions as a transmission torque capacity changing means. Since the transmission torque capacity of the continuously variable transmission (power transmission device) 17 is temporarily changed (increased) by the hydraulic control means 94 (the engagement pressure increasing means 98 in the auxiliary transmission), the engine brake torque increases. However, deterioration of the durability of the continuously variable transmission 17 is suitably suppressed.
[0042]
Further, according to the present embodiment, when the input clutch disengagement / slip means 100 is used instead of the auxiliary transmission internal engagement pressure increasing means 98, the electromagnetic drive valve operation abnormality determining means 90 (S1) determines the electromagnetic force of each cylinder. When it is determined that any of the drive valves 28 and 29 is abnormal, the continuously variable transmission (power transmission device) 17 is controlled by a hydraulic control unit 94 (input clutch release / slip unit 100) functioning as a transmission torque capacity changing unit. Is temporarily changed (decreased), so that even if the engine brake torque is increased, the shock is absorbed and the drivability of the vehicle is preferably prevented from being impaired.
[0043]
According to the present embodiment, the belt-type continuously variable transmission 17 that transmits power via the transmission belt 66 wound around the pair of variable pulleys 60 and 64 having a variable effective diameter is used as the power transmission device. Therefore, when the electromagnetically driven valve operation abnormality determining means 90 (S1) determines that any one of the electromagnetically driven valves 28 and 29 is abnormally operated, the pressure applied to the transmission belt 66 is increased. As a result, the transmission torque capacity is increased, and a decrease in durability due to slip is prevented.
[0044]
Further, according to the present embodiment, the subtransmission unit 14 that constitutes a part of the power transmission device includes the clutches C1, C2 and the brake B1, which are hydraulic friction engagement devices, and the clutches C1, C2, Since the transmission torque capacity is changed based on the engagement pressure of the brake B1, the malfunction of one of the electromagnetically driven valves 28 and 29 of each cylinder is determined by the electromagnetically driven valve operation abnormality determining means 90 (S1). Is determined, the transmission torque capacity is temporarily changed by changing those engagement pressures.
[0045]
Next, another embodiment of the present invention will be described. In the following description, the same parts as those in the above-described embodiment are denoted by the same reference numerals, and description thereof will be omitted.
[0046]
FIG. 10 is a diagram showing a power transmission device and the like according to another embodiment of the present invention, FIG. 11 is a skeleton diagram thereof, and FIG. 12 is a shift speed obtained by a combination of operations of the hydraulic friction engagement device. FIG.
[0047]
In FIG. 10, the output of the engine 110 is input to an automatic transmission 116 having a clutch 112 and a torque converter 114, and transmitted to drive wheels via a differential gear unit and an axle (not shown). A first motor generator MG1 functioning as an electric motor and a generator is disposed between the clutch 112 and the torque converter 114. As shown in FIG. 11, the torque converter 114 includes a pump impeller 120 connected to a clutch 112, a turbine impeller 124 connected to an input shaft 122 of an automatic transmission 116, a pump impeller 120 and a turbine A lock-up clutch 126 for directly connecting the impellers 124 and a stator impeller 130 whose one-way rotation is prevented by a one-way clutch 128 are provided.
[0048]
The automatic transmission 116 includes a first transmission 132 that switches between high and low gears, and a second transmission 134 that can switch between a reverse gear and four forward gears. The first transmission 132 includes an HL planetary gear device 136 including a planetary gear P0 rotatably supported by the sun gear S0, the ring gear R0, and the carrier K0 and meshed with the sun gear S0 and the ring gear R0, the sun gear S0 and the carrier. The clutch C0 and the one-way clutch F0 provided between the sun gear S0 and the housing 138 are provided. The second transmission 134 includes a first planetary gear device 140 including a sun gear S1, a ring gear R1, and a planetary gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1, and a sun gear S2, A second planetary gear train 142, which is rotatably supported by the ring gear R2 and the carrier K2 and is meshed with the sun gear S2 and the ring gear R2, and the sun gear S3, the ring gear R3, and the carrier K3. A third planetary gear set 144 comprising a planetary gear P3 supported and meshed with the sun gear S3 and the ring gear R3.
[0049]
The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 146. Further, a ring gear R2 is integrally connected to the sun gear S3 and the intermediate shaft 148. A clutch C1 is provided between the ring gear R0 and the intermediate shaft 148, and a clutch C2 is provided between the sun gear S1 and the sun gear S2 and the ring gear R0. A band-type brake B1 for stopping rotation of the sun gear S1 and the sun gear S2 is provided on the housing 138. A one-way clutch F1 and a brake B2 are provided in series between the sun gear S1 and the sun gear S2 and the housing 138. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 122. A brake B3 is provided between the carrier K1 and the housing 138, and a brake B4 and a one-way clutch F2 are provided between the ring gear R3 and the housing 138 in parallel. The one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.
[0050]
In the automatic transmission 116 configured as described above, for example, according to the operation table shown in FIG. 12, the automatic transmission 116 is switched to one of the first reverse speed and the five forward speeds with sequentially different speed ratios. In FIG. 12, “○” indicates an engaged state, a blank indicates a released state, “◎” indicates an engaged state during engine braking, and “△” indicates an engagement that is not involved in power transmission. . As is apparent from FIG. 12, in the upshift from the second speed (2nd) to the third speed (3rd), a clutch-to-clutch shift is performed in which the brake B3 is released and the brake B2 is simultaneously engaged. A period in which the engagement torque is provided in the process of releasing the brake B3 and a period in which the engagement torque is provided in the process of engaging the brake B2 overlap each other. The other shifts are performed only by engaging or releasing one clutch or brake. Each of the clutch and brake is a hydraulic friction engagement device that is engaged by a hydraulic actuator.
[0051]
The engine 110 includes a supercharger 154, which will be described later. In order to reduce fuel consumption, the fuel is injected in a cylinder so that the air-fuel ratio A / F is smaller than the stoichiometric air-fuel ratio at a light load. It is a lean burn engine that performs lean combustion, which is high combustion. The engine 110 includes a pair of left and right banks each including three cylinders, and the pair of banks can be operated independently or simultaneously. That is, the number of working cylinders can be changed.
[0052]
For example, as shown in FIG. 10, an exhaust turbine type supercharger (hereinafter, referred to as a supercharger) 154 is provided in the intake pipe 150 and the exhaust pipe 152 of the engine 110. The supercharger 154 is provided in a turbine impeller 156 that is rotationally driven by the flow of exhaust gas in an exhaust pipe 152, and is provided in an intake pipe 150 for compressing intake air to the engine 110 and is provided in the turbine impeller 156. And a pump wheel 158 connected thereto. The pump wheel 158 is driven to rotate by a turbine wheel 156. In the exhaust pipe 152, a bypass pipe 161 provided with a waste gate valve 159 and bypassing the turbine wheel 156 is provided in parallel, and the amount of exhaust gas passing through the turbine wheel 156 and the exhaust gas passing through the bypass pipe 161 are provided. By changing the ratio to the gas amount, the supercharging pressure P in the intake pipe 150 is increased._aIs to be adjusted. Note that, instead of such an exhaust turbine type supercharger, a mechanical pump type supercharger that is rotationally driven by an engine or an electric motor may be provided.
[0053]
The intake pipe 150 of the engine 110 is provided with a throttle valve 162 operated by a throttle actuator 160. The throttle valve 162 basically has an operation amount of an accelerator pedal (not shown), that is, an accelerator opening degree θ._ACCOpening θ corresponding to_THHowever, in order to adjust the output of the engine 110, the opening degree is controlled so as to be in accordance with various vehicle states such as a shift transition.
[0054]
Further, the first motor generator MG1 is disposed between the engine 110 and the automatic transmission 116, and the clutch 112 is disposed between the engine 10 and the first motor generator MG1. Each of the hydraulic friction engagement devices and the lock-up clutch 126 of the automatic transmission 116 is controlled by a hydraulic control circuit 166 that uses a hydraulic pressure generated from the electric hydraulic pump 164 as a base pressure. Further, a second motor generator MG2 is operatively connected to engine 110. Then, fuel cell 170 and secondary battery 171 functioning as power sources for first motor generator MG1 and second motor generator MG2, and control of current supplied from these to first motor generator MG1 and second motor generator MG2, Alternatively, changeover switches 172 and 173 for controlling the current supplied to the secondary battery 171 for charging are provided. The changeover switches 172 and 173 indicate a device having a switching function, and may be constituted by, for example, a semiconductor switching element having an inverter function or the like.
[0055]
According to the present embodiment, as in the case shown in FIG. 8 described above, when the electromagnetically driven valve operation abnormality determining means 90 determines that any of the electromagnetically driven valves 28 and 29 of each of the cylinders is abnormal, the transmission is performed. The transmission torque capacity of the automatic transmission 116, that is, the hydraulic friction engagement device, that is, the clutches C0, C1, C2, the brakes B0, B1, B2, B3, B4, and Since the engagement pressure of lock-up clutch 126 is temporarily increased by a predetermined value, even if the engine brake torque is increased, the durability of automatic transmission 116 is preferably prevented from being impaired.
[0056]
Alternatively, according to the present embodiment, when the electromagnetically driven valve operation abnormality determining means 90 determines that any of the electromagnetically driven valves 28 and 29 of the respective cylinders is abnormally operated, the hydraulic control functioning as the transmission torque capacity changing means is performed. By means 94, the transmission torque capacity of the automatic transmission 116, that is, the engagement pressure of the hydraulic friction engagement device, ie, the clutches C0, C1, C2, the brakes B0, B1, B2, B3, B4, and the lock-up clutch 126, is increased. Since the engine brake torque is temporarily reduced by a predetermined value, even if the engine brake torque is increased, the shock is absorbed and the drivability of the automatic transmission 116 and the vehicle is preferably prevented from being impaired.
[0057]
Further, according to the present embodiment, as shown in FIG. 12, the automatic transmission 116 includes a plurality of hydraulic friction engagement devices, that is, clutches C0, C1, C2, brakes B0, B1, B2, B3, A plurality of shift speeds are alternatively selected by the combination of B4, and when the engagement pressures of the plurality of hydraulic friction engagement devices are derived from the line pressure, the hydraulic friction engagement devices are selected. The transmission torque capacity of any or all of the hydraulic friction engagement devices is changed by changing the line pressure serving as the base pressure of the hydraulic friction engagement device.
[0058]
According to the present embodiment, the lock-up clutch 126, which is one of the hydraulic friction engagement devices, is provided between the engine 110 and the automatic transmission 116. By changing the engagement pressure of lock-up clutch 126 when the operation of electromagnetically driven valves 28 and 29 is abnormal, the transmission torque capacity of the power transmission device at the subsequent stage of engine 110 is changed.
[0059]
As mentioned above, although one Example of this invention was described based on drawing, this invention is applied also in another aspect.
[0060]
For example, in FIG. 8 or FIG. 9 of the above-described embodiment, the engagement pressure increasing means 98 (S4) in the auxiliary transmission and the input clutch releasing / slip means 100 (S5) are described, but either one is described. May be.
[0061]
In the above-described embodiment, the hydraulic control unit 94 functioning as the transmission torque capacity changing unit includes the belt squeezing pressure increasing unit 96 (S3), the sub-transmission internal engagement pressure increasing unit 98 (S4), and the input clutch release / It may have any one of the functions of the slip means 100 (S5).
[0062]
Further, the continuously variable transmission section 16 is a so-called belt-type continuously variable transmission in which a transmission belt 66 functioning as a power transmission member is wound around a pair of variable pulleys 60 and 64 having a variable effective diameter. A pair of cones rotated around a common axis and a plurality of rollers rotatable at the center of rotation intersecting the axis are pinched between the pair of cones, and the center of rotation of the rollers and the axis are A so-called traction-type continuously variable transmission in which the gear ratio is made variable by changing the crossing angle of the vehicle may be used. In this traction-type continuously variable transmission, the roller pinched between the pair of cones functions as a power transmission member, and the transmission torque capacity is changed according to the pinching pressure.
[0063]
Further, in the embodiment of FIG. 11 described above, the lock-up clutch 126 is provided between the engine 110 and the automatic transmission 116, but is provided between the automatic transmission 116 and drive wheels (not shown). Is also good.
[0064]
Further, when it is determined by the electromagnetically driven valve operation abnormality determination means 90 that any of the electromagnetically driven valves 28 and 29 of the respective cylinders is abnormally operated, the engagement hydraulic pressure of the hydraulic friction engagement device is increased. Although the transmission torque capacity is increased by this, it is not always necessary to use a hydraulic friction engagement device such as an electromagnetic clutch or a magnetic powder clutch.
[0065]
Further, the engine 10 of the above-described embodiment has the electromagnetically driven valves 28 and 29 for driving the intake valve 20 and the exhaust valve 22 to be opened and closed by using the electromagnetic actuators 24 and 26. A motor drive valve that is opened and closed by a camshaft that is driven to rotate the electric motor 20 and / or the exhaust valve 22 may be provided.
[0066]
Although not specifically exemplified, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram illustrating a configuration of a power transmission device of a hybrid vehicle to which a vehicle control device according to an embodiment of the present invention is applied.
FIG. 2 is a view illustrating a variable valve mechanism provided in each cylinder of the engine of FIG. 1;
FIG. 3 is a diagram illustrating a configuration of an electromagnetic actuator provided in the variable valve mechanism of FIG. 2 to open and close an intake valve or an exhaust valve.
FIG. 4 is a diagram illustrating a traveling mode or a gear position obtained by a combination of an operation position of a shift lever and an operation of a friction engagement device in the subtransmission shown in FIG.
FIG. 5 is a diagram illustrating input / output signals of an electronic control device provided in the vehicle of the embodiment of FIG. 1;
FIG. 6 is a diagram showing a relationship stored in advance used in drive source switching control by the electronic control device of FIG. 5 and used during forward running.
FIG. 7 is a diagram showing a relationship stored in advance used in drive source switching control by the electronic control device of FIG. 5 and used during reverse running.
8 is a functional block diagram illustrating a main part of a control function of the electronic control device of FIG. 5;
9 is a flowchart illustrating a main part of a control operation of the electronic control device of FIG. 5, that is, a control operation when an electromagnetically driven valve fails.
FIG. 10 is a diagram showing a power transmission device according to another embodiment of the present invention.
FIG. 11 is a skeleton view illustrating a configuration of the automatic transmission of FIG. 10;
FIG. 12 is a diagram showing a shift speed obtained by a combination of operations of the hydraulic friction engagement device in the automatic transmission of FIG. 10;
[Explanation of symbols]
10: Engine
17: Continuously variable transmission (power transmission device)
28, 29: Electromagnetically driven valve
80: Electronic control device (control device)
90: Electromagnetic drive valve operation abnormality determination means (valve operation abnormality determination means)
92: Electromagnetically driven valve fail processing means
94: hydraulic control means (transmission torque capacity changing means)
96: Belt clamping pressure increasing means (Transmission torque capacity increasing means)
98: means for increasing the engagement pressure in the auxiliary transmission (means for increasing the transmission torque capacity)
100: input clutch release / slip means (transmission torque capacity reduction means)

Claims (9)

A vehicle control device including: an engine in which at least one of an intake valve and an exhaust valve of a cylinder is driven to be opened and closed by an actuator; and a power transmission device that transmits power output from the engine to driving wheels,
Valve operation abnormality determining means for determining an operation abnormality of at least one of the intake valve and the exhaust valve,
A transmission torque capacity changing means for changing a transmission torque capacity of the power transmission device when the valve operation abnormality determination means determines that at least one of the intake valve and the exhaust valve is abnormal. Vehicle control device. A vehicle control device including: an engine in which at least one of an intake valve and an exhaust valve of a cylinder is driven to be opened and closed by an actuator; and a power transmission device that transmits power output from the engine to driving wheels,
Valve operation abnormality determining means for determining an operation abnormality of at least one of the intake valve and the exhaust valve,
A transmission torque capacity increasing means for increasing a transmission torque capacity of the power transmission device when the valve operation abnormality determining means determines at least one of the intake valve and the exhaust valve to be abnormal. Vehicle control device. A vehicle control device including: an engine in which at least one of an intake valve and an exhaust valve of a cylinder is driven to be opened and closed by an actuator; and a power transmission device that transmits power output from the engine to driving wheels,
Valve operation abnormality determining means for determining an operation abnormality of at least one of the intake valve and the exhaust valve,
And a transmission torque capacity reducing means for reducing the transmission torque capacity of the power transmission device when the valve operation abnormality determining means determines at least one of the intake valve and the exhaust valve to be abnormal. Vehicle control device. The vehicle control device according to any one of claims 1 to 3, wherein at least one of the intake valve and the exhaust valve is an electromagnetically driven valve that is opened and closed by an electromagnetic actuator. The control device for a vehicle according to any one of claims 1 to 3, wherein at least one of the intake valve and the exhaust valve is a motor-driven valve that is opened and closed by a camshaft that is rotationally driven by an electric motor. The control device for a vehicle according to any one of claims 1 to 3, wherein the power transmission device is a continuously variable transmission in which a gear ratio is continuously changed. The control device for a vehicle according to any one of claims 1 to 3, wherein the power transmission device includes an engagement device, and the transmission torque capacity is changed based on an engagement pressure of the engagement device. 8. The vehicle control device according to claim 7, wherein the power transmission device is an automatic transmission, and the engagement device is provided in the automatic transmission. The power transmission device is an automatic transmission, and the engagement device is provided between the engine and the automatic transmission or between the automatic transmission and drive wheels. Vehicle control device.

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