JP2004176641A - Vehicle controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle controller improved in gear-shifting response by allowing an engine to control the engine speed for itself at the time of gear upshift to prevent the generation of an inertia torque and controlling the gear-shifting speed of a continuously variable transmission according to the state of control. <P>SOLUTION: A rotation control decision means 94 judges whether or not the speed controlling state of the engine itself, namely, a rotation control means 92 can control the engine at a predetermined engine speed, a speed changing rate changing means 102 changes the speed changing rate dγ<SB>CVT</SB>/dt according to the rotation control decision, and a speed change control means 98 controls the speed changing rate of a continuously variable transmission 17 (continuously variable shifter unit 16) at the changed speed changing rate (dγ<SB>CVT</SB>/dt)<SB>2</SB>, so as to improve the speed change response at the time of upshift and consequently the feeling of shifting. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention provides 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 electric actuator, and a power transmission device that transmits power output from the engine to driving wheels and has a continuously variable transmission ratio. More particularly, the present invention relates to a technique for controlling a shift speed of a continuously variable transmission according to an operating state of an intake valve and an exhaust valve.
[0002]
[Prior art]
2. Description of the Related Art There is known a vehicle that absorbs rotational inertia energy that is released with a decrease in the engine speed at the time of shifting of a continuously variable transmission and reduces shift shock during an upshift. For example, as shown in Patent Document 1, the rotational inertia energy released from the engine when the rotational speed changes is calculated, and the calculated rotational inertia energy is absorbed by the regenerative control by the electric motor provided on the output shaft of the engine. Thus, it has been proposed to reduce shift shock during an upshift.
[0003]
[Patent Document 1] JP-A-9-70104
[Patent Document 2] JP-A-2000-8931
[Patent Document 3] JP-A-11-141364
[Patent Document 4] JP-A-11-117778
[Patent Document 5] Japanese Patent Application Laid-Open No. 7-145745
[0004]
[Problems to be solved by the invention]
However, the regenerative control that reduces the rotational inertia energy emitted from the engine during an upshift is indirect control of the engine, so the responsiveness to the shift speed of the continuously variable transmission deteriorates, and shift shocks occur. Could occur.
[0005]
The present invention has been made in view of the above circumstances, and an object of the present invention is to control the engine speed during an upshift and release inertial energy generated as the engine speed decreases. It is an object of the present invention to provide a control device for a vehicle, which prevents a vehicle speed and controls a shift speed of a continuously variable transmission in accordance with the control situation, thereby improving shift response.
[0006]
[First means for solving the problem]
SUMMARY OF THE INVENTION In order to achieve the above object, the gist of the present invention is to provide an engine in which the operating characteristics of at least one of an intake valve and an exhaust valve of a cylinder are varied, and to transmit power output from the engine to driving wheels. A continuously variable transmission having a continuously variable transmission ratio for controlling the opening and closing of at least one of the intake valve and the exhaust valve to control the rotational resistance of the engine. And a shift speed changing means for changing the shift speed of the continuously variable transmission by controlling the engine speed to a predetermined engine speed.
[0007]
[Effect of the first invention]
According to this configuration, the shift speed changing means controls the opening / closing drive of at least one of the intake valve and the exhaust valve so that the engine speed is controlled to a predetermined engine speed by its own rotational resistance. Accordingly, the shift speed of the continuously variable transmission is changed, so that the shift response is improved and the shift feeling is improved.
[0008]
[Second means for solving the problem]
In addition, the gist of the present invention for achieving the above object is to provide an engine of a type in which at least one of an intake valve and an exhaust valve of a cylinder has a variable operating characteristic, and power output from the engine to drive wheels. A continuously variable transmission whose transmission ratio is continuously changed for transmission, comprising: (a) controlling the opening / closing drive of at least one of said intake valve and said exhaust valve to control said engine; Control means for controlling the speed of the continuously variable transmission; and (c) controlling the speed of the engine to a predetermined engine speed by the speed control means. Rotation control determining means for determining whether or not it is possible; and (d) a shift speed changing means for changing a shift speed controlled by the shift control means according to a result of the rotation control determining means. That.
[0009]
[Effect of the second invention]
With this configuration, the rotation control determining means determines the rotation control state of the engine itself, that is, whether the engine can be controlled to a predetermined engine speed by the rotation control means, and the shift speed changing means determines the speed according to the rotation control determination. The speed is changed, and the shift control means controls the shift speed of the continuously variable transmission with the shift speed, so that the shift responsiveness during an upshift is improved and the shift feeling is improved.
[0010]
[Another aspect of the second invention]
Here, preferably, the control device of the vehicle reduces the torque of the engine when the rotation control determining unit determines that the engine is not controlled to the predetermined engine speed during the speed change of the continuously variable transmission. It includes torque down control means. In this case, even if the engine itself is not controlled to a predetermined engine speed by the rotation control means and the engine output torque is not reduced, for example, the ignition timing is retarded by the torque down control means. Or reducing the throttle opening to reduce the engine output torque.
[0011]
Preferably, the vehicle includes an electric motor, and when the control device of the vehicle determines that the engine is not controlled to the predetermined engine speed by the rotation control determining unit during the speed change of the continuously variable transmission, the motor controls the motor. It includes regenerative control means for performing regenerative control. With this configuration, even if the engine itself is not controlled to the predetermined engine speed by the rotation control means and the engine output torque is not reduced, for example, a part of the engine output torque is regenerated by the regeneration control means. The engine output torque is reduced by being converted into energy for power generation by the electric motor.
[0012]
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 rotation control means controls the opening / closing drive of at least one of the intake valve and the exhaust valve to control the rotation speed of the engine or the change speed of the engine rotation speed at a predetermined engine rotation speed. Can be controlled by
[0013]
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 rotation control means controls the opening / closing drive of at least one of the intake valve and the exhaust valve to control the rotation speed of the engine or the change speed of the engine rotation speed at a predetermined engine rotation speed. Can be controlled by
[0014]
[Third Means for Solving the Problems]
Further, the gist of the present 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 electric actuator, and a power output from the engine. A control device for a vehicle, comprising: a continuously variable transmission in which a gear ratio is continuously changed to transmit to a drive wheel, wherein (a) when the continuously variable transmission shifts, the intake valve and the exhaust valve Rotation control means for controlling at least one of the opening and closing of the valve to control the rotation speed of the engine to a predetermined rotation speed; (b) shift control means for controlling the shift of the continuously variable transmission; and (c). (D) a target shift speed determining means for determining a target shift speed of the continuously variable transmission; and (d) the predetermined speed change device determines the target shift speed by the rotation control means in accordance with the target shift speed determined by the target shift speed determining device. A rotational speed change rate changing means for changing the rate of change of the engine speed when it is controlled by the engine rotational speed is to contain.
[0015]
[Effect of the third invention]
With this configuration, when the target shift speed of the continuously variable transmission is determined by the target shift speed determining unit, the target engine speed is controlled by the rotation speed changing speed changing unit according to the target shift speed. The speed of change of the engine speed is changed, and the speed of change of the engine speed is controlled by the speed of change of the engine speed by the rotation control means, so that the shift responsiveness during an upshift is improved and the shift feeling is improved. I do.
[0016]
[Other aspects of the third invention]
Here, preferably, the control device for the vehicle includes a torque-down control unit that reduces the torque of the engine at the time of shifting of the continuously variable transmission. With this configuration, the engine output torque is reduced by, for example, retarding the ignition timing or reducing the throttle opening by the torque down control means, so that the output torque of the engine is more easily controlled.
[0017]
Preferably, the vehicle includes an electric motor, and the control device for the vehicle includes a regenerative control unit that performs regenerative control by the electric motor when shifting the continuously variable transmission. With this configuration, the engine output torque is reduced by, for example, converting a part of the engine output torque into energy for power generation of the electric motor by the regenerative control means, so that the engine output torque is more easily controlled. .
[0018]
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 rotation control means controls the opening / closing drive of at least one of the intake valve and the exhaust valve to control the rotation speed of the engine or the change speed of the engine rotation speed at a predetermined engine rotation speed. Can be controlled by
[0019]
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 rotation control means controls the opening / closing drive of at least one of the intake valve and the exhaust valve to control the rotation speed of the engine or the change speed of the engine rotation speed at a predetermined engine rotation speed. Can be controlled by
[0020]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
[0021]
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, the output of an engine 10 as a driving power source for driving composed of an internal combustion engine is continuously transmitted through a vibration damping device (damper) 12 to a continuously variable transmission including a sub transmission unit 14 and a continuously variable transmission unit 16. It is input to a transmission 17 and transmitted to a pair of drive wheels (for example, front wheels) 21 via a differential gear device 18 and an axle 19. Further, a motor generator MG <b> 2 as an electric motor functioning as a second power source and a generator is connected to the second input shaft 52 of the auxiliary transmission 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.
[0022]
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.
[0023]
A motor generator MG1 as an electric motor functioning as a driving electric motor and a generator is directly connected to the engine 10 for starting the engine 10, driving an auxiliary machine, recovering rotational energy, and the like. .
[0024]
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.
[0025]
The sub transmission portion 14 of the continuously variable transmission 17 has a gear ratio (speed ratio) γ_A[= Engine speed (input shaft rotation speed) / rotation speed of input shaft 56 (output shaft rotation speed)] is 1 and the gear ratio is 1 / ρ.₁Two 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.
[0026]
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.
[0027]
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.
[0028]
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 but not to rotate around the axis, and a movable rotating body 60b. An input side hydraulic cylinder 60c for driving the input side variable pulley 60 is provided 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 but non-rotatably around the axis, An output hydraulic cylinder 64c for driving the body 64b is provided, and the output hydraulic cylinder 64c applies a clamping force. 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.
[0029]
The vehicle is provided with a fuel cell 70 that generates power based on a fuel such as hydrogen, in addition to the secondary battery 68 such as a rechargeable lead storage battery, and the secondary battery 68 and / or the fuel cell 70. The current is controlled by the switching device 72 to be selectively used as a power source of the first motor generator MG1 and the second motor generator MG2, or the current supplied to the secondary battery 71 for charging is controlled. I have. The switching device 72 indicates a device having a switching function, and may be constituted by, for example, a semiconductor switching element having an inverter function or the like.
[0030]
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, ie, 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.
[0031]
The electronic control unit 80 includes a so-called microcomputer including, for example, a CPU, a ROM, a RAM, an input / output interface, and performs signal processing in accordance with a program stored in the ROM in advance while utilizing a temporary storage function of the RAM. Is performed, the gear ratio γ of the continuously variable transmission portion 16 is obtained._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 rotation speed of the engine 10 and clamping the transmission belt 66 with the corrected clamping pressure to control 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. Further, the output control of the engine 10 is performed by the valve drive control device 34, a throttle actuator, an ignition timing control device, a fuel injection amount control device (not shown), and the power running control of the motor generators MG1, MG2 by the MG1 controller and the MG2 controller (not shown). And regeneration control.
[0032]
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 range, the engine 10 is started and the engine 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.
[0033]
FIGS. 8 and 9 are a functional block diagram illustrating a main part of the control function of the electronic control unit 80 and a time chart illustrating a main part of the control operation. Further, a dashed line in FIG. 9 shows a conventional case in which the shift control operation according to the present embodiment is not executed.
[0034]
In FIG. 8, the shift start determining means 90 determines whether or not a shift (upshift) has been started, for example, by determining the speed ratio γ of the continuously variable transmission portion 16 by depressing an accelerator._CVTIs calculated from a well-known relationship (shift diagram) stored in advance, for example, accelerator opening θ_ACC(%) And the target gear ratio γ determined based on the vehicle speed V_CVT ^*The determination is made based on whether or not the operation of the input side hydraulic cylinder 60c has been started so as to match. T in FIG.₃The point in time is the point in time when the upshift is started.
[0035]
The rotation control means 92 includes a rotation control determination means 94 and a rotation speed changing speed changing means 96, and the operation of the electromagnetically driven valves 28 or 29 provided in each cylinder of the engine 10 by the valve drive control device 34 is abnormal. Alternatively, the rotation speed N of the engine 10 depends on whether it is not restricted._ETo a predetermined engine speed, for example, the value N after shifting._E2(N_E× γ_CVT2: Γ_CVT2Is determined to be in a state in which control can be performed at a speed ratio after shifting, and if so, at least one of the electromagnetically driven valves 28 and 29 is operated to generate rotational resistance of the engine 10 itself. The engine speed N_EThe self-deceleration command for controlling (decreasing) is output to the valve drive control device 34. For example, when the shift start determining means 90 determines the shift (upshift) of the continuously variable transmission 16, the input torque T input to the input shaft 56 from the engine 10 whose rotation speed is reduced during the upshift._IN(= T_E+ T_I), The input torque T_INT included in_IDuring the upshift, the engine speed N_EN_E2Inertia torque T caused by lowering_IIs calculated by the rotational resistance N of the engine 10 using the rotational resistance of the engine 10 itself._EIs reduced by lowering the predetermined engine speed N_E2Is controlled to improve the shift responsiveness of the continuously variable transmission 16. That is, in the case of the conventional shift control shown by the one-dot chain line in FIG._ISince a considerable amount of torque is generated, the engine speed N_EIs the predetermined engine speed N_E2T is controlled until₃From time t₅Time t_N(Sec), but the inertia torque T_IThe engine speed N is controlled by the engine 10 itself so that a considerable amount of torque is not generated._EControlling the engine speed N_E2T is controlled until₃From time t₄Time t_E(Sec) and the control speed of the engine speed (hereinafter, the change speed V of the engine speed V)_E), Thereby increasing the control speed (hereinafter referred to as the shift speed V) of the shift control of the continuously variable transmission 16._CVT) Is made faster, so that the shift response of the continuously variable transmission 16 can be improved. The above inerter torque T_IMeans the number of revolutions N of the engine 10 during upshifting_EValue N before shifting_E1From the value N after shifting_E2, Ie, the energy temporarily released from the engine 10 due to the decrease in the moment of inertia, becomes equal to the input torque T._INAnd during the upshift, it is generated in the inertia phase. In other words, this inertia torque T_IThe equivalent torque is equal to the rotation speed N of the engine 10 during the upshift._EIs the torque generated in the inertia phase in order to maintain the rotation when the pressure is to be reduced. The self-deceleration command is for decelerating by rotational resistance generated inside the engine 10, and includes opening / closing timing, opening / closing period, and lift amount of the intake valve 20 and the exhaust valve 22 of each cylinder driven by the electromagnetic actuators 24 and 26. And the like are changed so that the rotational resistance of the engine 10, that is, the intake / exhaust resistance increases. For example, when the intake valve 20 is closed and the exhaust valve 22 is closed from the bottom dead center to the top dead center of the piston and opened near the top dead center, the engine rotation speed N_EIs reduced. The self-deceleration amount according to the self-deceleration command may be a constant value. For example, the actual vehicle speed V and the shift state or the shift speed d γ of the continuously variable transmission unit 16 are determined from a relationship (map) experimentally obtained in advance._CVTThe magnitude of the self-deceleration amount is sequentially determined based on / dt. This relationship is set so that the self-deceleration amount increases as the vehicle speed V increases and the shift speed of the upshift increases. Further, the deceleration speed of the self-deceleration amount, that is, the change speed d N of the engine speed is described._E/ Dt is the shift speed d γ of the continuously variable transmission unit 16_CVT/ Dt, which is set so as to be sequentially changed, and the change speed d N of the engine speed._E/ Dt is also output to the valve drive controller 34 together with the self-deceleration command.
[0036]
When the upshift is determined by the shift start determining means 90, the rotation control determining means 94 determines the engine rotational speed N by the rotational resistance generated by the engine 10 itself._EAnd inerter torque T_IFor example, the electromagnetically driven valve 28 or 29 is operated so as to change at least one of the operating angle, the lift amount, and the phase of the intake valve 20 and the exhaust valve 22, and the electromagnetically driven valve 28 or 29 is changed. The engine speed N by the engine 10 itself using_EIs determined by a predetermined value, for example, from a relationship (map) obtained experimentally in advance by an actual vehicle speed V and a self-deceleration amount based on the gear position. For example, a failure in which the operation of the electromagnetically driven valves 28 or 29 becomes abnormal is determined based on a signal from a lift sensor for detecting the lift amount of the electromagnetically driven valves 28 and 29, and the like. 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. The rotational speed change speed changing means 96 is provided with a predetermined engine rotational speed N._E2Speed d N of the engine speed controlled (decreased)_E/ Dt is determined, for example, from a relationship (map) experimentally obtained in advance, from a target shift speed (to be described later) of the continuously variable transmission portion 16, that is, a speed ratio change speed (d γ)._CVT/ Dt)^*Change based on For example, the target speed (d γ) of the continuously variable transmission unit 16_CVT/ Dt)^*, The opening / closing timing of the intake valve 20 and the exhaust valve 22 of each cylinder of the engine 10 driven by the electromagnetic actuators 24 and 26 such that the value of the rotational resistance generated by the engine 10 itself increases, the lift amount, etc. Is adjusted to a predetermined engine speed N_E2So that the speed of change of the engine speed d N_EChange the setting of / dt to a larger value. That is, t shown in FIG._E(Sec) so that the change speed d N of the engine speed is increased._E/ Dt is set.
[0037]
The shift control unit 98 includes a target shift speed determining unit 100 and a shift speed changing unit 102. The accelerator opening degree θ is determined based on a well-known relationship (shift diagram) stored in advance as described above._ACC(%) And the target gear ratio γ determined based on the vehicle speed V_CVT ^*And the actual gear ratio γ_CVTA command signal A is output to a not-shown CVT hydraulic control device so as to operate the input-side hydraulic cylinder 60c so that the above-mentioned values coincide. In addition, the gear ratio γ_CVTIs the target gear ratio γ_CVT ^*The target shift speed (d γ) for substantially matching_CVT/ Dt)^*Alternatively, the engine speed N by the engine 10 itself_EControl state, for example, the rotational speed N of the engine 10 by its own rotational resistance._ETo a predetermined engine speed N_E2The speed (d γ) that is successively changed by the speed controlled to_CVT/ Dt)₂Is also output to the CVT hydraulic control device together with the command signal A.
[0038]
When the upshift is determined by the shift start determining unit 90, the target shift speed determining unit 100 determines the speed of the shift control of the continuously variable transmission unit 16, that is, the gear ratio γ._CVTIs the target gear ratio γ_CVT ^*Target speed (d γ) for substantially matching_CVT/ Dt)^*From the relationship (map) determined experimentally in advance, for example, in the driving mode (sports mode) and the accelerator opening θ._ACCIt is calculated based on the amount of change. This target shift speed (d γ_CVT/ Dt)^*Indicates that the operating position of the shift lever (not shown) is switched to the sport mode for sport running or the accelerator opening θ_ACCWhen a large amount of change requires a rapid acceleration, a fast response is required. Therefore, the value is set to a high value so that the control speed of the shift control can be increased. The shift speed changing means 102 determines the target shift speed (d γ) of the continuously variable transmission portion 16 determined by the target shift speed determining means 100._CVT/ Dt)^*Is the engine speed N of the engine 10 itself determined by the rotation control determination means 94._EIs changed based on the control state of. For example, the operating state of the electromagnetically driven valve 28 or 29 is abnormal or limited, and the engine 10_EAt a predetermined rotational speed N_E2If it is not possible to perform the control, the speed is changed to a speed that follows a preset normal speed change (shift up) control. The shift speed changing means 102 determines the rotational speed N by the rotational resistance of the engine 10 itself._EIs the predetermined engine speed N_E2The speed of the continuously variable transmission 16 is changed in accordance with the speed controlled in step (1). That is, the engine 10 uses its own rotational resistance to set its rotational speed N_ETo a predetermined engine speed N_E2Is changed, the speed change speed of the continuously variable transmission 16 is changed.
[0039]
The regeneration control means 104 controls the inertia torque T generated during the normal upshift of the continuously variable transmission 16._IIs output to the switching device 72 so that the rechargeable battery 68 is temporarily charged by the motor generator MG1 or MG2, so that the kinetic energy of the engine 10 is reduced. Is converted into the rotational motion of the motor generator MG1 or MG2 to generate electric power and reduce the kinetic energy of the engine 10. That is, the rotational speed N of the engine is determined by the rotational resistance of motor generator MG1 or MG2._EIs reduced and the output torque T of the engine 10 is reduced._EIs reduced.
[0040]
The torque down control means 106 controls the inertia torque T generated during the normal upshift of the continuously variable transmission 16._IIn order to offset the torque corresponding to the above to some extent, the amount of fuel injected from the fuel injection valve into the cylinder of the engine 10 is temporarily reduced, the ignition timing of the engine 10 is retarded, or not shown. Throttle opening θ by throttle actuator_THIs output to a torque reduction device (not shown) to close the engine and the engine speed N associated with the upshift._EEngine speed N_EAnd the output torque T of the engine 10_ELower.
[0041]
FIG. 10 is a flowchart illustrating a main part of the control operation of the electronic control unit 90, that is, a shift control operation of the continuously variable transmission 16 during an upshift.
[0042]
In FIG. 10, in a step (hereinafter, step is omitted) S1 corresponding to the shift start determination means 90, for example, the gear ratio γ is set to execute an upshift due to depression of an accelerator._CVTIs the target gear ratio γ_CVT ^*It is determined whether or not the operation of the input side hydraulic cylinder 60c has been started so as to coincide with the above. If the determination in S1 is denied, the present routine is terminated. If the determination is affirmative, in S2 corresponding to the rotation control determination means 94, the operating angles, lift amounts, The electromagnetically driven valve 28 or 29 is actuated to change at least one of the phases, and the engine 10 itself has an engine speed N_EIs determined by a predetermined value, for example, from a relationship (map) obtained experimentally in advance by an actual vehicle speed V and a self-deceleration amount based on the gear position. If the determination in S2 is denied, the routine is terminated and the shift control operation is not executed, and the shift in the case of a normal (conventional) upshift is executed. In S3 corresponding to the determining means 100, the speed of the shift control of the continuously variable transmission unit 16, that is, the speed ratio γ_CVTIs the target gear ratio γ_CVT ^*Target speed (d γ) for substantially matching_CVT/ Dt)^*For example, from the relationship (map) experimentally obtained in advance, the driving mode (sports mode) and the accelerator opening θ_ACCIt is determined based on the amount of change. Next, in S4 corresponding to the rotation control means 92, the self-deceleration command for operating the electromagnetically driven valves 28 or 29 provided in each cylinder of the engine 10 is changed by the change speed d N of the engine speed._E/ Dt (deceleration speed of the self-deceleration amount) to the valve drive control device 34, and the engine 10 itself uses the engine speed N_EIs N_E1From the given engine speed N_E2Is reduced to The change speed d N of the engine speed_E/ Dt is determined by the rotational speed change speed changing means 96 from the target shift speed (d γ) of the continuously variable transmission unit 16 based on, for example, a relationship (map) experimentally obtained in advance._CVT/ Dt)^*Is determined based on In this step S4, the kinetic energy of the engine 10 is converted by the regeneration control means 104 into the rotational motion of the motor generator MG1 or MG2 such that the rechargeable battery 68 is charged by the motor generator MG1 or MG2. As a result, power is generated and the output torque T of the engine 10 is_EThe amount of fuel injected from the fuel injection valve into the cylinder of the engine 10 is temporarily reduced, the ignition timing of the engine 10 is retarded, Alternatively, the throttle opening θ is set by a throttle actuator (not shown)._THIs closed or the output torque T of the engine 10_EMay be executed at the same time or one of them may be used together with the rotation control means 92. Next, in S5 corresponding to the shift control means 98 at the same time as S4, the target shift speed (d γ) determined in S3 is determined._CVT/ Dt)^*And the target gear ratio γ_CVT ^*And the actual gear ratio γ_CVTThe input-side hydraulic cylinder 60c is operated so that the speed change control is performed so that? The target shift speed (d γ) used in S5_CVT/ Dt)^*Is determined by the shift speed changing means 102 by the rotation control state of the engine 10 in the above S4, for example, the rotation speed N_ETo a predetermined engine speed N_E2Gear speed (d γ)_CVT/ Dt)₂May be used to execute the shift control.
[0043]
As described above, according to the present embodiment, the opening / closing drive of at least one of the intake valve and the exhaust valve is controlled by the speed change speed changing means 102 (S5), and the rotation speed of the engine is controlled to a predetermined value by its own rotational resistance. By changing the speed controlled by the engine speed, the shift speed (d γ) of the continuously variable transmission 17 (the continuously variable transmission unit 16) is changed._CVT/ Dt) is changed, the shift response is improved, and the shift feeling is improved.
[0044]
Further, according to the present embodiment, the rotation control determination means 94 (S2) determines the rotation control state of the engine itself, that is, whether or not the rotation control means 92 (S4) can control the engine to a predetermined engine speed. The changing speed (d γ) is changed by the changing means 102 (S5) according to the rotation control determination._CVT/ Dt) is changed, and the changed shift speed (d γ) is changed by the shift control means 98 (S5)._CVT/ Dt)₂, The speed of the continuously variable transmission 17 (the continuously variable transmission 16) is controlled, so that the shift responsiveness during an upshift is improved and the shift feeling is improved.
[0045]
Further, according to the present embodiment, the target shift speed (d γ) of the continuously variable transmission 17 (the continuously variable transmission unit 16) is determined by the target shift speed determining means 100 (S3)._CVT/ Dt)^*Is determined by the rotation speed changing speed changing means 96 (S4)._CVT/ Dt)^*Predetermined engine speed N according to_E2Speed d N of the engine speed controlled by_E/ Dt is changed, and the rotation control means 92 (S4) changes the engine speed change rate d N._ESince the control speed of the rotation speed of the engine 10 is controlled by / dt, the shift responsiveness during an upshift is improved, and the shift feeling is improved.
[0046]
Further, according to the present embodiment, for example, the ignition timing is retarded or the throttle opening θ_THOr reduce the engine output torque T_EIs reduced, the output torque T of the engine is reduced._EBecomes easier to control.
[0047]
Further, according to the present embodiment, for example, the engine output torque T_EIs converted into energy for power generation by motor generator MG1 or MG2 as an electric motor, so that engine output torque T_EIs reduced, the output torque T of the engine is reduced._EBecomes easier to control.
[0048]
Further, according to the present embodiment, the intake valve 20 and the exhaust valve 22 are the electromagnetically driven valves 28 and 29 that are driven to open and close by the electromagnetic actuators 24 and 26. 22 is controlled to control the rotation speed N of the engine 10._EOr a predetermined engine speed N_E2Speed d N of engine speed controlled_E/ Dt is suitably controlled by the engine itself.
[0049]
Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention is applicable to other aspects.
[0050]
In the above-described embodiment, if the determination in S2 in FIG. 10 is denied, this routine is terminated and the shift control operation is not performed, and the shift in the case of a normal (conventional) upshift is executed. Is negative and it is determined that the operation of the electromagnetically driven valves 28 and 29 is not possible, in a step (not shown) corresponding to the torque down control means 106, for example, the ignition timing is retarded or the throttle opening θ_THOr reduce the engine output torque T_EIf the normal CVT shift control is executed after the reduction of the engine speed, the engine 10 itself is controlled by the rotation control means 92 to a predetermined rotation speed N._E2The engine output torque T_EIs not reduced, the engine output torque T_EIs reduced.
[0051]
Further, in the above-described embodiment, if the determination in S2 of FIG. 10 is denied, this routine is terminated and the shift control operation is not performed, and the shift in the normal (conventional) upshift is performed. If the determination in S2 is negative and it is determined that the operation of the electromagnetically driven valves 28 and 29 is not possible, in a step (not shown) corresponding to the regenerative control means 104, for example, a part of the engine output torque is used to generate electric power of the electric motor. The engine output torque T_EIf the normal CVT shift control is executed after the reduction of the engine speed, the engine 10 itself is controlled by the rotation control means 92 to a predetermined rotation speed N._E2The engine output torque T_EIs not reduced, the engine output torque T_EIs reduced.
[0052]
Further, the engine 10 of the above-described embodiment uses an internal combustion engine such as a gasoline engine or a diesel engine, and it is sufficient that the engine 10 includes at least the engine as a driving power source for driving, and does not include the motor generators MG1 and MG2. It can be applied to such as. Further, a supercharger such as an exhaust turbine supercharger may be provided in an intake pipe and an exhaust pipe (not shown) of the engine 10.
[0053]
The engine 10 of the above-described embodiment has the electromagnetically driven valves 28 and 29, and the intake valve 20 and the exhaust valve 22 are opened and closed by the electromagnetic actuators 24 and 26. It is only necessary to provide a valve. Instead of the electromagnetically driven valve, a motor driven valve that is opened and closed by a camshaft whose intake valve 20 and / or exhaust valve 22 is rotationally driven by an electric motor may be provided. For example, FIG. 11 shows the intake valve of the intake valve and the exhaust valve provided on the engine 10 as the motor drive valve. In FIG. 11, a rotary shaft 122 in a direction perpendicular to the air flow direction in the intake pipe 120 is provided in the intake pipe 120 of the engine 10 so as to be rotatable around its axis. A disk-shaped intake valve 124 is fixed to the driving shaft 122. The pinion 130 fixed to the output shaft 128 of the electric motor 126 fixed to the intake pipe 120 of the engine 10 meshes with the gear 132 fixed to the shaft end of the rotary shaft 122, so that the intake valve is 124 is driven to open and close by an electric motor 126 which is an electric actuator.
[0054]
The engine 10 of the above-described embodiment has the electromagnetically driven valves 28 and 29. Instead of the electromagnetically driven valves, the engine 10 opens and closes the intake and exhaust valves in synchronization with the rotation of the crankshaft. A well-known valve mechanism may be used. There are types such as OHV type, OHC type, and DOHC type in the valve operating mechanism. For example, in the DOHC type, the rotation of the crankshaft of the engine is controlled by a crankshaft pulley, a timing belt, a camshaft pulley, a camshaft, an intake air. An intake valve or an exhaust valve is driven to open or close via a rocker arm or a valve lifter attached to the valve or the exhaust valve. In this type of engine, a variable mechanism is provided on the rocker arm or the camshaft pulley, or at least one of the camshafts is variable so that the synchronization timing between the intake valve camshaft and the exhaust valve camshaft is variable. By providing a mechanism or changing (switching) the characteristics (profile shape) of the camshaft, the lift amount, opening angle or opening / closing timing of the valve is changed.
[0055]
The above description is merely an embodiment, and the present invention can be implemented in various modified and improved forms 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 an engine 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 time chart for explaining a main part of a control function of the electronic control device of FIG. 5, that is, a shift control operation of the continuously variable transmission during an upshift.
10 is a flowchart illustrating a main part of a control function of the electronic control device of FIG. 5, that is, a shift control operation of the continuously variable transmission during an upshift.
FIG. 11 is a diagram illustrating a configuration of a motor-driven on-off valve, which is an on-off control valve functioning as an intake valve and an exhaust valve, according to another embodiment of the present invention, with a part thereof being cut away.
[Explanation of symbols]
10: Engine
17: Continuously variable transmission
20: intake valve
22: Exhaust valve
24, 26: Electromagnetic actuator (actuator)
92: rotation control means
94: rotation control determining means
96: rotation speed changing speed changing means
98: Shift control means
100: target shift speed determining means
102: Shift speed changing means
104: regeneration control means
106: torque down control means
124: intake valve
126: Electric motor (actuator)
MG1, MG2: Motor generator (motor)

Claims (7)

An engine in which at least one of the operating characteristics of an intake valve and an exhaust valve of a cylinder is varied; and a continuously variable transmission in which a gear ratio is continuously changed to transmit power output from the engine to driving wheels. A control device for a vehicle comprising:
The speed of the continuously variable transmission is changed by controlling the opening / closing drive of at least one of the intake valve and the exhaust valve and controlling the rotation speed of the engine to a predetermined engine rotation speed by its own rotation resistance. A control device for a vehicle, comprising a shift speed changing means. An engine in which at least one of the operating characteristics of an intake valve and an exhaust valve of a cylinder is varied; and a continuously variable transmission in which a gear ratio is continuously changed to transmit power output from the engine to driving wheels. A control device for a vehicle comprising:
Rotation control means for controlling the rotation speed of the engine by controlling the opening and closing drive of at least one of the intake valve and the exhaust valve,
Shift control means for controlling a shift of the continuously variable transmission,
Rotation control determining means for determining whether or not the rotation speed of the engine can be controlled to a predetermined engine speed by the rotation control means;
A shift speed changing means for changing a shift speed controlled by the shift control means in accordance with a result of the rotation control determining means. 3. The vehicle control according to claim 2, further comprising a torque-down control unit that performs torque reduction of the engine when the rotation control determination unit determines that the engine speed is not controlled to a predetermined value during the speed change of the continuously variable transmission. apparatus. The vehicle includes an electric motor, and includes a regenerative control unit that performs regenerative control by the electric motor when the rotation control determining unit determines that the engine speed is not controlled to a predetermined engine speed during the speed change of the continuously variable transmission. Item 4. The control device for a vehicle according to item 2 or 3. 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 electric actuator, and a continuously variable transmission in which a gear ratio is continuously changed to transmit power output from the engine to driving wheels A control device for a vehicle including a transmission,
At the time of shifting of the continuously variable transmission, rotation control means for controlling the opening and closing drive of at least one of the intake valve and the exhaust valve to control the rotation speed of the engine to a predetermined rotation speed,
Shift control means for controlling a shift of the continuously variable transmission,
Target shift speed determining means for determining a target shift speed of the continuously variable transmission;
Rotation speed change speed changing means for changing the change speed of the engine speed when the rotation speed is controlled to the predetermined engine speed by the rotation control means according to the target speed change speed determined by the target speed change speed determination means; A control device for a vehicle, comprising: 6. The control device for a vehicle according to claim 5, further comprising a torque reduction control unit configured to reduce an engine torque when the continuously variable transmission shifts. 7. The control device for a vehicle according to claim 5, wherein the vehicle includes a motor, and regenerative control means for performing regenerative control by the motor when the continuously variable transmission shifts.

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