JP2008032111A - Vehicle controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle controller capable of preventing reduction of accuracy in control of vehicle driving when parts have been replaced. <P>SOLUTION: This controller adjusts starting time and an overshoot integrated value based on a vehicle driving condition and learns initial pressure (or stand-by pressure) as amount of control required by the adjustment so that an actual value of the starting time (or the overshoot integrated value) agrees with a target value. When there is a history that learning about the initial pressure (or the stand-by pressure) is once completed (learning completion flag = "ON") and learning about the amount of control for the second time is continued for a predetermined period of time (t4 to t5) (learning uncompleted flag = "ON"), the starting time (or the overshoot integrated value) is changed into an initial value. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle control apparatus that performs vehicle operation control while performing learning control on a control amount for adjusting vehicle parameters.

  A vehicle such as an automobile is equipped with an internal combustion engine and an automatic transmission. Then, for example, the driving control of the internal combustion engine and the automatic transmission is executed in accordance with the vehicle operating state such as the operation amount of the accelerator pedal and the vehicle traveling speed, thereby controlling the driving of the vehicle.

  Here, since there are individual differences between the internal combustion engine and the automatic transmission, the characteristics of the internal combustion engine and the automatic transmission are individually different. In addition, the characteristics of internal combustion engines and automatic transmissions are unavoidably changed due to changes in the components over time. And the difference of the characteristic by such an individual difference and a time-dependent change becomes a cause which reduces the control precision in driving | operation control of a vehicle.

Therefore, conventionally, it has been proposed and practiced to execute learning control for learning a control amount related to adjustment of vehicle parameters (specifically, control parameters of an internal combustion engine or an automatic transmission) (see, for example, Patent Document 1). ). Through execution of this learning control, the control amount is matched with the target value (target control amount). As a result, the drive control of the internal combustion engine, the operation control of the automatic transmission, and thus the operation control of the vehicle are properly executed without depending on the above-described difference in characteristics.
JP 2006-29488 A

By the way, in the vehicle mentioned above, some (or all) of an internal combustion engine and an automatic transmission may be replaced | exchanged with a failure or deterioration.
After this part replacement, if the vehicle operation control is executed based on the learning content learned for the part before replacement, the period until the control amount for adjusting the vehicle parameter becomes an appropriate value through the learning control As a result, it becomes impossible to properly control the driving of the vehicle, resulting in various inconveniences such as a decrease in drivability.

  In order to properly execute the driving control of the vehicle at the time of parts replacement, it is desirable to once reset learning contents (for example, learning values) regarding learning control related to the replaced parts. Normally, when a part is replaced, an operation for resetting the learning content is performed in accordance with the replacement operation. However, such a resetting operation is a manual operation and may be forgotten. If the resetting operation is not performed, the control accuracy of the vehicle operation control is also lowered.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle control device that can suppress a decrease in accuracy of vehicle operation control during component replacement.

Hereinafter, means for achieving the above-described object and its operation and effects will be described.
According to the first aspect of the present invention, the vehicle parameter is adjusted based on the driving state of the vehicle, and the learning for learning the control amount for adjusting the vehicle parameter so that the actual value of the vehicle parameter matches the target value. In a vehicle control apparatus that executes control, when there is a history that learning about the control amount is once completed, and the re-learning about the control amount is continuously executed over a predetermined period, the value after the change is The gist of the present invention is to include a changing means for changing the learning amount for the learning so that the value before the change becomes closer to the unlearned value.

  Usually, when there is a large difference between the actual value of the vehicle parameter and the target value, such as immediately after completion of the vehicle or replacement of a component, it takes a long time to complete learning about the control amount for adjusting the vehicle parameter. Take it. On the other hand, when the difference is small, such as when components change over time, the learning is completed in a relatively short time.

  Therefore, according to the above configuration, once the learning about the control amount is completed, the learning is continuously performed over a predetermined period, so that the characteristics have changed greatly due to factors other than a change over time, and the component is It can be determined that the exchange has been made. At this time, the learning amount can be brought close to the unlearned value (a value suitable for the unlearned state) through the change of the learning amount for the learning, and the vehicle driving control can be appropriately executed. It becomes possible to change the value early. Thereby, it becomes possible to suppress a decrease in the accuracy of the vehicle operation control at the time of parts replacement.

  According to a second aspect of the present invention, in the vehicle control device according to the first aspect, the control device adjusts a plurality of vehicle parameters for the same component separately. The learning control is executed separately for each control amount related to the adjustment, and the changing means has a history that learning about a specific control amount among the control amounts is once completed and the specific control amount. When re-learning is performed continuously over a predetermined period, all of the learning amount learned for each control amount is changed so that the value after change is closer to the unlearned value than the value before change The gist is to do.

  According to the above configuration, in the apparatus that individually adjusts a plurality of vehicle parameters for the same component and executes learning control for each control amount related to the adjustment of the vehicle parameters, a specific control amount It is possible to determine that the part has been replaced by monitoring only the learning mode, and it is possible to simplify the control structure as compared with the configuration in which the learning mode of all control amounts is monitored. In addition, based on the above determination, a plurality of learning amounts corresponding to the same component can be collectively changed, and a decrease in accuracy of vehicle operation control at the time of component replacement can be accurately suppressed.

  According to a third aspect of the present invention, vehicle parameters are adjusted through actuator drive control, the control amount is an actuator operation amount, and the operation amount is updated based on the magnitude relationship between the actual value and the target value. In the control device that learns the operation amount, the difference between the operation amount and its initial value can be adopted as the learning amount.

  Further, in the configuration in which the learning amount applied to the learning control is changed so that the value after the change is closer to the unlearned value than the value before the change, the operation amount is changed to an initial value as in claim 4. Can be realized.

  According to a fifth aspect of the present invention, in the vehicle control device according to the third or fourth aspect, the change means performs the second learning when the update amount of the operating amount per unit period is larger than a predetermined value. The gist of this is to determine that is executed.

  When the operation amount is updated by exchanging components, since the state where the update amount is large continues for a long time, the update amount of the operation amount per unit time becomes large. On the other hand, when the operation amount is updated due to a change in the component over time, the update amount does not increase so much, although the update may continue for a long time. The amount of updates per hour is small. Therefore, according to the above configuration, it is possible to accurately determine that the learning is performed again due to the replacement of the component parts.

  According to a sixth aspect of the present invention, in the vehicle control device according to any one of the third to fifth aspects, the change unit has an update amount per unit period of the operation amount that is equal to or less than a predetermined value. Therefore, the gist is to determine that the learning about the control amount is once completed.

  According to the above configuration, it is possible to determine that the state where the update amount of the operation amount is small continues, and with this, it is possible to accurately determine that learning about the control amount is once completed. .

  In addition, when applying the configuration of the invention according to claim 6 to the configuration of the invention according to claim 5, by setting the predetermined value in claim 6 to a value equal to or less than the predetermined value in claim 5, The effect concerning the structure of the said Claim 5 and 6 comes to be obtained.

  Further, the update of the operation amount is performed according to claim 7, wherein a predetermined value is added when the actual value is smaller than the target value, and a predetermined value is subtracted when the actual value is larger than the target value. It can be carried out.

  According to an eighth aspect of the present invention, in the vehicle control device according to any one of the first to seventh aspects, the actual result generated by a difference between an actual characteristic of the vehicle and a reference characteristic immediately after the assembly of the vehicle is completed. A correction amount storage means for storing a correction amount for compensating for a difference between the value and the target value and correcting the control amount, wherein the changing means changes the learning amount. In addition, the gist is to change the correction amount so that the value after change is closer to the value before change to the value stored when the actual characteristic and the reference characteristic are equal.

  Immediately after vehicle assembly, such as immediately after vehicle completion or component replacement, there is a risk that the difference between the actual value of the vehicle parameter and the target value will increase due to individual differences in the vehicle. Although this difference will eventually be eliminated by the execution of the learning control, the driving control of the vehicle can be appropriately executed during the period until the control amount for adjusting the vehicle parameter becomes an appropriate value through the learning control. It is impossible to avoid the inconvenience associated with this.

  Therefore, conventionally, a correction amount for correcting the control amount is obtained in accordance with the relationship between the actual characteristic of the vehicle at the time of assembling the vehicle and the reference characteristic (standard vehicle characteristic), and the same value is stored in advance. Proposed. As a result, the difference between the actual value of the vehicle parameter and the target value resulting from the difference between the actual characteristic and the reference characteristic is compensated, and the actual value and the target value coincide with each other immediately after the vehicle is assembled. The driving control of the vehicle is appropriately executed without depending on the individual differences of the vehicles described above.

  By the way, the operation of storing the correction amount in the vehicle control device is a manual operation and may be forgotten. If the above operation is not executed when replacing the component, the correction suitable for the component before replacement is performed. The vehicle operation control is executed based on the amount. Therefore, depending on the relationship between the correction amount of the part before replacement and the correction amount suitable for the part after replacement, it takes a very long time until the control amount for adjusting the vehicle parameters through the learning control becomes an appropriate value. There is a case.

  In this regard, according to the configuration of the invention described in claim 8, the correction amount can be changed so as to approach the correction amount suitable for the vehicle having the standard characteristics in accordance with the change of the learning amount. As a result, the stored correction amount (correction amount suitable for the vehicle before parts replacement) and the correction amount appropriate for the actual vehicle (correction amount suitable for the vehicle after parts replacement) become significantly different values. Can be suppressed. Therefore, the control amount can be changed at an early stage to a value at which vehicle operation control can be properly executed, and a decrease in accuracy of vehicle operation control at the time of component replacement can be suppressed.

  According to a ninth aspect of the present invention, in the vehicle control device according to the eighth aspect, the control device adjusts a plurality of vehicle parameters for the same component separately, and stores the correction amount. The means stores a correction amount for each control amount related to the adjustment of the plurality of vehicle parameters, and the changing means stores all of the correction amounts stored separately for the control amounts. The gist is to change the value after change to a value stored when the characteristic and the reference characteristic are equal so that the value after the change is closer to the value before the change.

  According to the above configuration, in the device that stores the correction amount separately corresponding to a plurality of vehicle parameters for the same component, when it is determined that the component has been replaced, it corresponds to the replacement component. All of the correction amounts can be changed in a lump, and a decrease in the accuracy of vehicle operation control at the time of parts replacement can be accurately suppressed.

  In addition, the configuration in which the correction amount is changed so that the value after the change is closer to the value before the change to the correction amount stored when the actual characteristic and the reference characteristic are equal, according to claim 10, The correction amount stored when the actual characteristic and the reference characteristic are equal is stored as an initial value, and can be realized by changing the correction amount to the same initial value.

  According to an eleventh aspect of the present invention, in the vehicle control device according to any one of the first to tenth aspects, a history indicating that the parts have been replaced in accordance with the change in the learning amount by the changing means. The gist is to further include a history storage means for storing.

According to the above configuration, maintenance work and failure cause analysis work can be performed smoothly by leaving a history of component replacement.
A twelfth aspect of the present invention is the vehicle control apparatus according to any one of the first to eleventh aspects, wherein the control apparatus is applied to a vehicle having an automatic transmission, and the vehicle parameter is the automatic transmission. Its gist is that it is a control parameter of a power transmission mechanism provided in the machine.

  When the power transmission mechanism is replaced, if the vehicle driving control is executed based on the learning content learned about the power transmission mechanism before the replacement, it is necessary to adjust the control parameters of the power transmission mechanism through the learning control. During the period until the control amount reaches an appropriate value, drive control of the power transmission mechanism cannot be executed properly, and a shift shock occurs. According to the above configuration, it is possible to suppress a reduction in the accuracy of drive control of the power transmission mechanism when the power transmission mechanism is replaced, and it is possible to suppress the occurrence of a shift shock.

  As the power transmission mechanism, in addition to a transmission mechanism provided in a continuously variable automatic transmission, a clutch mechanism provided in a multistage automatic transmission can be cited as in claim 13.

Hereinafter, an embodiment of a vehicle control device according to the present invention will be described.
Here, first, a schematic configuration of a vehicle to which the control device according to the present embodiment is applied will be described with reference to FIG.

  As shown in FIG. 1, an internal combustion engine 11 is mounted on a vehicle 10, and an automatic transmission 12 is connected to the internal combustion engine 11. Through the automatic transmission 12, the rotation of the output shaft 13 of the internal combustion engine 11 is transmitted while being shifted to drive wheels (not shown). The automatic transmission 12 includes a case 12a, and a torque converter 20, a first transmission unit 30, and a second transmission unit 40 are provided inside the case 12a.

The torque converter 20 is connected to the output shaft 13 of the internal combustion engine 11.
The first transmission unit 30 includes a single pinion type first planetary gear unit 31. The first planetary gear device 31 includes three rotating elements, that is, a sun gear SU1, a planetary carrier CA1, and a ring gear RG1, as rotating elements. An output shaft 21 of the torque converter 20 is connected to the sun gear SU1. The first transmission unit 30 is provided with a third brake B3 for fixing the ring gear RG1 to the case 12a.

  When the sun gear SU1 is rotationally driven by the output shaft 21 and the ring gear RG1 is fixed to the case 12a by the third brake B3, the rotation decelerated relative to the rotation of the output shaft 21 is output from the planetary carrier CA1. .

  The second transmission unit 40 includes a single pinion type second planetary gear unit 41 and a double pinion type third planetary gear unit 42. The second planetary gear device 41 and the third planetary gear device 42 are constituted by four rotating elements RE1 to RE4. Specifically, the sun gear SU3 of the third planetary gear unit 42 functions as the first rotation element RE1. Further, the ring gear RG2 of the second planetary gear device 41 and the ring gear RG3 of the third planetary gear device 42 are connected so as to rotate integrally, and this functions as the second rotating element RE2. Further, the planetary carrier CA2 of the second planetary gear device 41 and the planetary carrier CA3 of the third planetary gear device 42 are connected so as to rotate integrally, and this functions as the third rotating element RE3. In addition, the sun gear SU2 of the second planetary gear device 41 functions as the fourth rotation element RE4.

  Note that the pinion of the second planetary gear device 41 is connected to rotate integrally with the second pinion (outer peripheral side pinion) of the third planetary gear device 42. The first rotating element RE1 (sun gear SU3) is integrally connected to the planetary carrier CA1 of the first planetary gear unit 31 of the first transmission unit 30. An output gear 43 is integrally connected to the third rotating element RE3 (planetary carriers CA2 and CA3) of the second transmission unit 40. The output gear 43 is an output portion of the automatic transmission 12, and the drive wheels are driven to rotate by the rotation output from the output gear 43.

  The automatic transmission 12 includes a first brake B1, a second brake B2, a first clutch C1, and a second clutch C2. The first brake B1 is for fixing the first rotating element RE1 (sun gear SU3) to the case 12a, and the second brake B2 is for fixing the second rotating element RE2 (ring gears RG2, RG3) to the case 12a. belongs to. The first clutch C1 is for connecting the fourth rotation element RE4 (sun gear SU2) to the output shaft 21, and the second clutch C2 is the second rotation element RE2 (ring gears RG2, RG3) to the output shaft 21. It is for connecting.

  The first to third brakes B1, B2 and B3 and the first and second clutches C1 and C2 (hereinafter simply referred to as “brake B” and “clutch C” unless otherwise distinguished) are all hydraulic actuators and multi-plate hydraulic clutches. A clutch device including a mechanism.

  A control valve 50 is attached to the automatic transmission 12, and a hydraulic circuit 51 is formed inside the control valve 50. The control valve 50 is provided with electromagnetic valves S1 to S5 as the hydraulic actuator. The oil path of the hydraulic circuit 51 is switched by switching the excitation / non-excitation of the electromagnetic valves S1 to S5. Thereby, the engagement state / release state of the brake B and the clutch C are switched, and the gear position of the automatic transmission 12 is switched. In addition to the electromagnetic valves S1 to S5, the control valve 50 is provided with electromagnetic valves SL1 and SL2. The oil pressure supplied to the clutch C and the brake B is adjusted through opening control of the electromagnetic valves SL1 and SL2.

  A shift lever device 14 is provided in the vicinity of the driver's seat in the vehicle 10, and the shift lever device 14 can switch a plurality of operation positions by manual operation. As the operation position of the shift lever device 14, a parking (P) position, a reverse (R) position, a neutral (N) position, and a drive (D) position are set. The (P) position and the (N) position are operation positions selected when the vehicle is stopped, the (R) position is an operation position selected when the vehicle 10 travels backward, and the (D) position is the vehicle 10 The operation position is selected when the vehicle travels forward.

  When controlling the operation of the vehicle 10, the operating states of the electromagnetic valves S1 to S5, that is, the clutch C and the brake B, are switched according to the operation position selected in the shift lever device 14, and the shift stage of the automatic transmission 12 is changed. Can be switched.

  FIG. 2 shows the relationship between the operating state of the clutch C and the brake B and the operation position of the shift lever device 14. In FIG. 2, “◯” represents the engaged state, and “X” represents the released state.

  As shown in FIG. 2, when the (N) position or the (P) position is selected, the clutches C1, C2 and the brakes B1, B2, B3 are released. At this time, the automatic transmission 12 is in an operating state in which the connection between the output shaft 13 of the internal combustion engine 11 and the drive wheels is cut off.

On the other hand, when the (R) position is selected, the second brake B2 and the third brake B3 are engaged. At this time, the shift stage of the automatic transmission 12 is switched to the reverse shift stage.
On the other hand, when the position (D) is selected, the operating states of the clutch C and the brake B are automatically set to any one of the six operating states corresponding to the six forward speeds from “1st speed” to “6th speed”. Can be switched automatically. As a result, the shift speed of the automatic transmission 12 is automatically switched to one of the forward shift speeds from “1st speed” to “6th speed”.

  When switching to “1st speed”, the clutch C1 and the brake B2 are engaged, and when switching to “2nd speed”, the clutch C1 and the brake B1 are engaged and switched to “3rd speed”. When the clutch C1 is engaged, the clutch C1 and the brake B3 are engaged. In addition, when switching to “4th speed”, the clutch C1 and the clutch C2 are engaged, and when switching to “5th speed”, the clutch C2 and the brake B3 are engaged and “6th speed”. When switched to, the clutch C2 and the brake B1 are engaged.

  In this embodiment, when the forward shift speed is switched, the operating state of any one of the clutch C and the brake B (open side clutch device) is changed from the engaged state to the released state, while the other one ( So-called clutch-to-clutch shift control is performed in which the operating state of the engagement-side clutch device is changed from the released state to the engaged state.

  When this clutch-to-clutch shift control is executed, the clutch is supplied to the open-side clutch device through opening control of the electromagnetic valves SL1 and SL2 (FIG. 1) in order to quickly switch the shift stage while suppressing the occurrence of shift shock. The pressure of the oil (open side oil pressure) and the pressure of the oil supplied to the engagement side clutch device (engagement side oil pressure) are adjusted.

  The selection of “1st speed” to “6th speed” is performed based on, for example, a shift map shown in FIG. As shown in FIG. 3, shift lines (upshift lines and downshift lines) determined by the relationship between the traveling speed SPD of the vehicle 10 and the operation amount of the accelerator pedal 15 (accelerator operation amount ACC) are set in the shift map. Has been. Then, when the driving range of the vehicle 10 changes so as to cross the shift line defined in the shift map, the shift stage of the automatic transmission 12 is switched to the shift stage corresponding to the changed driving range. In the forward shift speed switching operation based on the shift map, the higher speed shift speed is selected as the travel speed SPD is higher and the accelerator operation amount ACC is higher.

  As shown in FIG. 1, the vehicle 10 is provided with various sensors. The various sensors include, for example, an accelerator sensor 61 for detecting the accelerator operation amount ACC, a speed sensor 62 for detecting the rotational speed of the output shaft 13 of the internal combustion engine 11 (engine rotational speed NE), and the rotation of the output gear 43. A rotation speed sensor 63 for detecting the speed (output rotation speed NTo) and a temperature sensor 64 for detecting the temperature THW of the engine cooling water are provided. Further, a shift position sensor 65 for detecting the operation position of the shift lever device 14, a rotation speed sensor 66 for detecting the rotation speed (input rotation speed NTi) of the output shaft 21 of the torque converter 20, and the automatic transmission 12. A temperature sensor 67 and the like for detecting the temperature THO of the oil circulating inside are also provided. In the present embodiment, the traveling speed SPD of the vehicle 10 is obtained based on the output rotational speed NTo.

  Moreover, the vehicle 10 is provided with the electronic control apparatus 60 comprised, for example with a microcomputer. The electronic control device 60 receives detection signals from various sensors. The electronic control unit 60 performs various calculations based on detection signals from various sensors, and executes engine control such as drive control of the internal combustion engine 11 and operation control of the automatic transmission 12 based on the calculation results.

  Here, the electronic control unit 60 executes the clutch-to-clutch shift control described above as one of the operation controls of the automatic transmission 12. Further, learning control for learning the release side oil pressure and the engagement side oil pressure is executed in accordance with the execution of the clutch-to-clutch shift control.

Hereinafter, the downshift transmission control including the clutch-to-clutch transmission control and the learning control will be described with reference to the flowchart shown in FIG.
The series of processing shown in the flowchart of FIG. 4 conceptually shows a specific processing procedure of processing related to downshift transmission control, and the actual processing is executed by the electronic control unit 60 as processing at predetermined intervals. Is done.

  As shown in FIG. 4, in this process, it is first determined whether or not a downshift condition is satisfied (step S101). Here, it is determined that the downshift speed condition is satisfied when the operation state in which the gear position is to be changed to the low speed gear position is reached in accordance with the depression operation of the accelerator pedal 15 when the vehicle 10 is traveling forward. Is done.

  If the downshift condition is satisfied (step S101: YES), the shift mode at this time (“6-speed → 5-speed”, “5-speed → 4-speed”,... “2-speed → 1-speed”) )) And the traveling speed SPD of the vehicle 10, the initial pressure PA for the opening side oil pressure is set from the A map, and the standby pressure PB for the engaging side oil pressure is set from the B map (step). S102). FIG. 5 shows the map structure of the A map and FIG. 6 shows the map structure of the B map. Both the initial pressure PA and the standby pressure PB are the same for each region determined by the shift mode and the traveling speed SPD of the vehicle 10. A value suitable for the area is set.

  Thereafter, based on the initial pressure PA and the standby pressure PB, the above-described processing for clutch-to-clutch shift control is executed (step S103), and the gear position is switched.

This clutch-to-clutch shift control is executed as follows.
FIG. 7 shows an example of a processing mode of processing related to clutch-to-clutch shift control.
As shown in FIG. 7, the open side oil pressure is first adjusted to the initial pressure PA, and then adjusted so as to gradually decrease from the initial pressure PA. Thereby, the operating state of the disengagement side clutch device gradually shifts from the engaged state to the disengaged state, and the input rotational speed NTi gradually increases accordingly. At this time, the engagement side oil pressure is kept constant at the standby pressure PB. Thereby, the operating state of the engagement side clutch device is maintained in the released state.

  Then, when the value (synchronous rotational speed) obtained by multiplying the transmission gear ratio Rn of the automatic transmission 12 by the output rotational speed NTo and the input rotational speed NTi after the shift stage change is completed becomes equal (“Rn × NTo” = NTi). At this time, the engagement side oil pressure is changed to a predetermined pressure higher than the standby pressure PB, assuming that the rotational speeds of the input side and the output side of the engagement side clutch device coincide. Thereby, the operating state of the engagement side clutch device becomes the engaged state.

  Here, in the clutch-to-clutch shift control, the release-side clutch mechanism is in a semi-engaged state after a predetermined time (sliding start time TA) has elapsed since the change of the release-side oil pressure was started. In the present embodiment, the slip-out time TA is detected and stored during execution of the clutch-to-clutch shift control. The fact that the disengagement side clutch mechanism is in a half-engaged state means that the value obtained by multiplying the speed ratio Rn (i) of the automatic transmission 12 before the shift stage change by the output rotational speed NTo and the input rotational speed NTi. It can be determined that there is a deviation (“Rn (i) × NTo” ≠ NTi).

  Further, in the clutch-to-clutch shift control, when the operating state of the engaging clutch device is changed to the engaged state, the operating state temporarily becomes a semi-engaged state, and the input side rotational speed becomes the output side rotational speed. Overshoot the speed (“Rn × NTo” <“NTi”). Thereafter, the operating state of the engagement side clutch device becomes the engagement state, and the input side rotational speed and the output side rotational speed coincide with each other (“Rn × NTo” = “NTi”). In the present embodiment, during execution of the clutch-to-clutch shift control, an integrated value (overshoot integrated value TB) of such overshoot (= “NTi” − “Rn × NTo”) is calculated and stored. The The overshoot integrated value TB is a value corresponding to the area of the shaded portion in the figure.

  In the downshift control (FIG. 4), it is determined whether or not the shift stage change through the clutch-to-clutch shift control has been completed (step S104). Here, when the synchronous rotational speed and the input rotational speed NTi have become equal over a predetermined time (“Rn × NTo” = NTi), it is determined that the shift stage has been changed. If the shift stage change has not yet been completed (step S104: NO), execution of the clutch-to-clutch shift control is continued.

Thereafter, when the change of the gear position is completed (step S104: YES), the processing related to the learning control described above (steps S105 to S111) is executed.
That is, first, it is determined whether or not a learning condition is satisfied (step S105). As the learning condition, a condition that can appropriately execute the learning control is set. Specifically, conditions are set such that the oil temperature THO is within a predetermined range, the coolant temperature THW is within a predetermined range, and the traveling speed SPD of the vehicle 10 is not changing suddenly.

  Then, when the learning condition is satisfied (step S105: YES), the initial pressure PA stored in the A map is learned according to the sliding start time TA (steps S106 to S108). Specifically, if the slippage time TA is greater than a predetermined target value (step S106: YES), a value obtained by adding a predetermined value α to the initial pressure PA is stored in the A map as a new initial pressure PA. (Step S107). On the other hand, when the sliding start time TA is equal to or shorter than the target value (step S106: NO), a value obtained by subtracting the predetermined value α from the initial pressure PA is stored in the A map as a new initial pressure PA (step S108).

  Also, in accordance with the update of the initial pressure PA, the standby pressure PB stored in the B map is learned according to the overshoot integrated value TB (steps S109 to S111). Specifically, when the overshoot integrated value TB is larger than a predetermined target value (step S109: YES), a value obtained by adding the predetermined value β to the standby pressure PB is set as a new standby pressure PB in the B map. Stored (step S110). On the other hand, when the overshoot integrated value TB is equal to or less than the target value (step S109: NO), a value obtained by subtracting the predetermined value β from the standby pressure PB is stored in the B map as a new standby pressure PB (step S111). ). Thereafter, this process is temporarily terminated.

  If the learning condition is not satisfied (step S105: NO), this processing is temporarily terminated without executing a series of processing (steps S106 to S111) related to learning control.

  Here, in the vehicle 10, part of the automatic transmission 12 such as the electromagnetic valves S 1 to S 5, SL 1, SL 2, the clutch C, the brake B, or the entire automatic transmission 12 is replaced due to failure or deterioration. May be. When downshift speed change control is executed based on the learning content (initial pressure PA and standby pressure PB) learned for the part before replacement after the parts are replaced in this way, the initial pressure PA and standby pressure are executed. During the period until the PB reaches an appropriate value through the learning control, the clutch-to-clutch shift control cannot be properly executed, and a drivability shock occurs, such as a shift shock.

  In order to properly execute clutch-to-clutch shift control at the time of such component replacement, initial pressure PA and standby pressure PB related to the replaced component are temporarily initialized (initial values (values suitable for an unlearned state)). It is desirable to change In the vehicle 10 according to the present embodiment, when the part is replaced, an operation for initializing the initial pressure PA and the standby pressure PB related to the replacement part is executed in accordance with the replacement work. However, since this initialization work is a manual work, it may be forgotten, and if this initialization work is not executed, the control accuracy of the clutch-to-clutch shift control is also lowered.

  In the present embodiment, when the initialization operation is not executed despite the replacement of the parts, the initial pressure PA and the standby pressure PB are forcibly changed to the initial values by judging this. The forced change process described below is executed.

8 and 9 show a specific processing procedure of the forced change processing.
The series of processes shown in FIGS. 8 and 9 are executed by the electronic control unit 60 as a process for each predetermined period.

  As shown in FIG. 8, in this process, it is first determined whether or not it is an execution timing (step S201). Here, the execution timing is determined when the vehicle 10 has traveled a predetermined distance (for example, several hundred km) from the previous execution timing. The travel distance of the vehicle 10 is determined based on the output rotational speed NTo.

  When the execution timing comes (step S201: YES), it is determined whether or not the number of updates of the “learning value” in the period from the previous execution timing to the current execution timing is a predetermined number (for example, several times) or more. (Step S202). The “learning value” is set for a predetermined one (specific initial pressure) of a plurality of initial pressures PA (see FIG. 5) set for each shift mode, or for each shift mode. A predetermined one (specific standby pressure) of the plurality of standby pressures PB (see FIG. 6) is used. In the present embodiment, a total of six specific initial pressures and six specific standby pressures are determined one by one for each shift mode, and this processing is performed separately for each of these specific initial pressures and specific standby pressures. Executed. In order to increase the accuracy in determining whether or not parts are to be replaced, it is desirable to use a value that is frequently used in the downshift transmission control described above as the specific initial pressure or the specific standby pressure.

  If the learning value update count is small, the difference between the learning value at the previous execution timing (previous learning value), which will be described later, and the learning value at the current execution timing (current learning value) does not increase. An appropriate determination cannot be made in the process of S204. Therefore, when the number of updates is less than the predetermined number (step S202: NO), the current learning value is stored as the previous learning value (step S203), and then this process is temporarily terminated.

If the number of updates is equal to or greater than the predetermined number (step S202: YES), it is determined whether or not the difference between the previous learned value and the current learned value is equal to or smaller than a predetermined value J (step S204).
If the difference is equal to or smaller than the predetermined value J (step S204: YES), the count value CN of the learning progress counter is incremented (CN ← CN + 1) (step S205), and the upper limit for the count value CN is set. A guard process is executed (step S206). In the upper limit guard process, when the count value CN is larger than the predetermined value CNgd, the count value CN is changed to the predetermined value CNgd.

  On the other hand, when the difference is larger than the predetermined value J (step S204: NO), the count value CN of the learning progress counter is decremented (CN ← CN-1) (step S207) and the count value CN is A lower limit guard process is executed (step S208). In the lower limit guard process, when the count value CN becomes smaller than “0”, the count value CN is changed to “0”.

  Here, when the learning value is updated by component replacement, since the state in which the update amount is large continues for a long time, the difference becomes large. On the other hand, when the learning value is updated due to the aging of the components of the automatic transmission 12, the update amount does not increase so much, although the update may continue for a long time. The difference is small. In addition, when the learning value is repeatedly updated and the learning value converges to an appropriate value, the learning value update amount is kept small, and thus the difference is small.

  In the present embodiment based on such circumstances, the predetermined value J is a value that can accurately determine that the learning value has been updated by component replacement and that the learning value has converged to an appropriate value. Is determined and set based on experimental results.

After the count value CN of the learning progress counter is operated, the current learning value is stored as the previous learning value (step S209).
Thereafter, as shown in FIG. 9, it is determined whether or not the count value CN of the learning progress counter is equal to or smaller than a predetermined value CNa (step S210).

  If the count value CN is equal to or smaller than the predetermined value CNa (step S210: YES), the difference between the previous learning value and the current learning value is large, in other words, the current learning value and the appropriate value have deviated. Assuming that the state continues, the learning incomplete flag is turned on (step S211). When the learning incomplete flag is turned on, it is determined that the update amount of the learning value per unit period is large, in other words, the learning value for the learning value is not completed for a long time. The

  On the other hand, when the count value CN is larger than the predetermined value CNa (step S210: NO), the difference between the previous learning value and the current learning value is not large, or the large state is not continued. Since it cannot be said that the state where the value deviates from the appropriate value continues for a long time, the learning incomplete flag is turned off (step S212).

Thereafter, it is determined whether or not the count value CN of the learning progress counter is equal to or greater than a predetermined value CNb (where Cb> Ca) (step S213).
If the count value CN is equal to or greater than the predetermined value CNb (step S213: YES), the difference between the previous learning value and the current learning value continues to be small, and the current learning value converges to an appropriate value. The learning completion flag is turned on (step S214). This learning completion flag is a flag that is turned off during the above-described initialization operation. When the learning completion flag is turned on, the learning value is updated per unit period after the vehicle 10 is completed or after parts replacement. It is determined that there is a history in which the amount is reduced, in other words, there is a history in which learning for the learning value is once completed.

  On the other hand, when the count value CN is less than the predetermined value CNb (step S213: NO), the difference between the previous learning value and the current learning value is not small, or the small state is not continued. Assuming that the learning value has not converged to an appropriate value, the learning completion flag is not turned on (the process of step S214 is jumped).

  After the processing for operating the learning incomplete flag and the learning completion flag is executed as described above, it is determined whether or not both the learning incomplete flag and the learning completion flag are turned on (step S215).

If either the learning incomplete flag or the learning completion flag is turned off (step S215: NO), this process is temporarily terminated.
On the other hand, when both the learning incomplete flag and the learning completion flag are turned on (step S215: YES), the learning value is initialized (step S216). The electronic control device 60 stores initial values for each learning value (each initial pressure and each standby pressure). When initializing the learning value, the initial value and the A map (or B map) are stored. The learning value stored in is replaced. As the initial value, a value (unlearned value) suitable for the unlearned state is stored. In the present embodiment, the processing in step S216 functions as a changing unit that changes the learning amount for the learning so that the value after the change is closer to the unlearned value than the value before the change. Further, the electronic control device 60 functions as an initial value storage unit.

Here, all of the learning values set to be used in the same shift mode as the learning values used in the above processing (steps S202 to S204, S209) are collectively initialized.
For example, this processing is performed using the initial pressure PA12 as the learning value (specific initial pressure) when the speed change mode is “6-speed → 5-speed” (FIG. 5) and the traveling speed SPD of the vehicle 10 is the region SPD2. Is executed, all the initial pressures (PA11, PA12, PA13,... PA1n) according to the speed change mode are changed to initial values.

  In accordance with this, the history relating to the exchange of the parts related to the learning value initialized in the process of step S216, that is, the electromagnetic valve, the clutch C, and the brake B whose operating state is changed based on the learning value is stored. Step S217). In the present embodiment, the process of step S217 functions as a history storage unit that stores a history that component replacement has been performed.

  Thereafter, both the completion flag and the incomplete flag are turned off, and the count value CN of the learning progress counter is reset to “0” (step S218), and then this process is temporarily terminated.

Hereinafter, the effect | action by the forced change process concerning this Embodiment is demonstrated, referring the timing chart shown in FIG.
FIG. 10 shows an example of the processing mode of the forced change process.

  Immediately after the vehicle 10 is assembled, such as immediately after vehicle completion or parts replacement, due to individual differences between the vehicle 10 and its components, the difference between the slip-out time TA and the target value, the overshoot integrated value TB, and the target value There is a big difference. Therefore, until the difference becomes smaller, in other words, learning of the control amount (initial pressure PA) for adjusting the slip-out time TA and control amount (standby pressure PB) for adjusting the overshoot integrated value TB). It takes a long time to complete learning.

  Accordingly, for a while after the assembly of the vehicle 10 (before time t1 in FIG. 10), the state in which the difference between the previous learning value and the current learning value (FIG. 10A) is large continues. Therefore, at this time, the count value CN ((b)) of the learning progress counter is maintained at “0”, whereby the learning incomplete flag ((c)) is turned on and the learning completion flag (FIG. The figure (d)) is maintained in an off-operated state. At this time, since the learning incomplete flag is turned on, it is determined that the state in which learning about the learning value is not completed continues for a long time.

  Thereafter, when learning of the learning value progresses and the difference between the start time TA and the target value or the difference between the overshoot integrated value TB and the target value decreases (time t1), the difference between the previous learning value and the current learning value decreases. Thus, the increment of the count value CN of the learning progress counter is started. When the count value CN becomes larger than the predetermined value CNa (time t2), the learning incomplete flag is turned off. Further, when the count value CN of the learning progress counter becomes larger than the predetermined value CNb (time t3), the learning completion flag is turned on. At this time, it is determined that the learning for the learning value has been completed, and thereafter, it is determined that there is a history in which the learning has been once completed. Thereafter, the count value CN of the learning progress counter increases to the upper limit value CNgd and is maintained at the upper limit value CNgd.

  Here, even after the difference between the start time TA and the overshoot integrated value TB generated by the individual difference and the target value is compensated through learning of the learning value and the difference once decreases, The difference can be large. However, in this case, since the difference does not increase so much and decreases in a relatively short time, there is a possibility that the difference between the previous learning value and the current learning value will increase, and the learning incomplete flag is turned on. It is very unlikely that That is, after learning value learning is once completed, it is unlikely that the learning incomplete flag is turned off.

  However, when the components of the automatic transmission 12 such as the electromagnetic valve, the clutch C, the brake B, and the like are replaced, the learning incomplete flag is turned on when the above-described initialization operation is not performed. Specifically, in the above specific situation, the difference between the start time TA and the target value or the difference between the overshoot integrated value TB and the target value increases, and the difference between the previous learning value and the current learning value increases. The state in which learning for the learning value is not completed (the state in which learning of the same learning value is performed again) is continued for a predetermined period, and the learning incomplete flag is turned on. In the example shown in FIG. 10, when the above specific situation is reached (time t4), the decrement of the count value CN of the learning progress counter is started, and thereafter, when the count value CN becomes smaller than the predetermined value CNa (time t5). ), The learning incomplete flag is turned on. Thus, even after learning about the learning value is once completed, the learning incomplete flag is turned on when the specific situation is reached.

  In the forced change processing according to the present embodiment, it is determined that a specific situation has occurred when both the learning incomplete flag and the learning completion flag are turned on (time t5), and at this time, the learning value is initialized. (Step S216 in FIG. 9) is executed, and the learning value is changed to the initial value. Note that the predetermined value CNa (step S210) and the predetermined value CNb (step S213) in the forced change process are accurately determined based on the operation state of the learning incomplete flag and the learning completion flag. Possible values are determined and set.

  By changing the learning value in this way, the period during which the operation control of the automatic transmission 12 is executed based on the learning value learned for the part before replacement after the part replacement can be shortened. It becomes possible to change to the value which can perform the operation control of the machine 12 appropriately at an early stage. Therefore, it is possible to suppress a decrease in accuracy of the operation control of the automatic transmission 12 and the operation control of the vehicle 10 at the time of parts replacement.

  Further, in the present embodiment, it is determined that parts replacement has been performed based on a specific learning value (specific initial pressure or specific standby pressure) among a plurality of learning values set for each shift mode. At the same time, all of the learning values set to be used in the same shift mode as the specific learning value are initialized collectively. Therefore, it is possible to determine that a part has been replaced by monitoring only the learning mode of a specific learning value, and the control structure can be simplified compared to a configuration that monitors the learning mode of all learning values. Can be planned. In addition, a plurality of learning values corresponding to the same shift mode, that is, the same component can be changed in a lump, and a reduction in accuracy of operation control of the automatic transmission 12 at the time of component replacement can be accurately suppressed. it can.

  Further, in the present embodiment, the history related to the exchange of the parts related to the learning value thus initialized, that is, the electromagnetic valve, the clutch C, and the brake B whose operation state is changed based on the learning value is stored. Therefore, maintenance work and failure cause analysis work can be performed smoothly.

As described above, according to the present embodiment, the effects described below can be obtained.
(1) It is possible to suppress a decrease in the accuracy of the operation control of the automatic transmission 12 and the operation control of the vehicle 10 when parts are replaced.

  (2) It is possible to determine that a part has been replaced by monitoring only the learning mode of a specific learning value, and to simplify the control structure compared to a configuration that monitors the learning mode of all learning values Can be achieved. In addition, a plurality of learning values corresponding to the same component can be collectively changed, and a decrease in accuracy of operation control of the automatic transmission 12 at the time of component replacement can be accurately suppressed.

  (3) When the difference between the previous learning value and the current learning value is larger than the predetermined value J, it is accurately confirmed that the learning value has been updated by component replacement and that the learning of the same learning value has been performed again. Judgment can be made.

  (4) When the difference between the previous learning value and the current learning value is equal to or less than the predetermined value J, it is accurately determined that the learning value has converged to an appropriate value, and that learning of the learning value has been completed once. be able to.

(5) By leaving a history of component replacement, maintenance work and failure cause analysis work can be performed smoothly.
The embodiment described above may be modified as follows.

  The predetermined distance for determining that it is the execution timing can be set to an arbitrary distance. In short, it is only necessary to obtain a distance capable of accurately determining the specific situation based on the count value CN of the learning progress counter, and set this as a predetermined distance. Further, as the predetermined distance, a different distance can be set for each learning value (each specific initial pressure and each specific standby pressure). In the same configuration, a longer distance may be set for a predetermined distance corresponding to a learned value that is less frequently used.

  The count value CN of the learning progress counter is incremented when the difference between the previous learning value and the current learning value is equal to or less than the predetermined value J1, and when the difference is larger than the predetermined value J2 (where J1 <J2), the count value CN Is decremented, and when the difference is greater than the predetermined value J1 and less than or equal to the predetermined value J2, the count value CN is not operated, and a different value is set as the predetermined value depending on whether the count value CN is incremented or decremented. You may make it do. According to the configuration, the count value CN is incremented after accurately determining that learning about the learning value is completed when the difference is equal to or less than the predetermined value J1, and the difference is larger than the predetermined value J2. Accordingly, it is possible to decrement the count value CN after accurately determining that the learning value has been updated by component replacement.

  In place of the learning progress counter, an incomplete counter that is incremented when learning is incomplete and a completion counter that is incremented when learning is completed are prepared, and based on the count values of these counters, It may be determined whether learning is completed or learning is not completed.

  Further, when the difference between the previous learning value and the current learning value is equal to or smaller than the predetermined value J3, the count value of the completion counter is incremented. When the difference is larger than the predetermined value J4 (where J3 <J4), the count of the incomplete counter is counted. A predetermined value may be set for each counter separately, such as incrementing the value.

  -Compensates for the difference (initial error) between the actual value (TA, TB) of the slip-out time and the overshoot integrated value caused by the difference between the actual characteristic of the vehicle 10 and the reference characteristic immediately after the assembly of the vehicle 10 and the target value. The correction amount may be stored in the control device, and the correction amount may be initialized in accordance with the initialization of the learning value. The correction amount is a value for correcting the initial pressure PA or the standby pressure PB, and is stored in the electronic control unit 60 as a correction amount storage unit. Examples of actual characteristics of the vehicle 10 include characteristics of components of the automatic transmission 12 (each clutch mechanism, electromagnetic valves S1 to S5, SL1, SL2, etc.), characteristics of the automatic transmission 12 as a whole, and characteristics of the oil pump. And so on. As the initial value, a correction amount stored when the actual characteristic and the reference characteristic immediately after the completion of the assembly of the vehicle 10 are equal can be used.

  Immediately after the vehicle 10 is assembled, the initial error may increase due to individual differences of the vehicle 10. Although this initial error is eventually eliminated by the execution of the learning control, the operation control of the automatic transmission 12 is performed until the learning value (the initial pressure PA or the standby pressure PB) becomes an appropriate value through the learning control. Cannot be executed properly, and inconveniences associated with this cannot be avoided.

  Therefore, conventionally, a correction amount for correcting the learning value is obtained according to the relationship between the actual characteristic of the vehicle 10 and the reference characteristic (standard vehicle characteristic) when the vehicle 10 is assembled, and the correction amount is stored in advance. It is proposed to keep. As a result, the initial error is compensated, and the actual values (TA, TB) and the target values for the slippage time and the overshoot integrated value immediately coincide with the target value immediately after the vehicle 10 is assembled. Therefore, the operation control of the automatic transmission 12 is appropriately executed without depending on the individual difference.

  By the way, the operation of storing the correction amount in the control device (specifically, the electronic control device 60) of the vehicle 10 may be forgotten because it is a manual operation, and when the automatic transmission 12 or its components are replaced. When the above operation is not executed, the operation control of the automatic transmission 12 is executed based on the correction amount suitable for the parts before replacement. For this reason, depending on the relationship between the correction amount of the part before replacement and the correction amount suitable for the part after replacement, it may take a very long time for the initial pressure PA and standby pressure PB to reach appropriate values through the learning control. There is.

  According to the above configuration, the correction amount can be changed to a correction amount suitable for a vehicle having standard characteristics in accordance with the initialization of the learning value. As a result, the stored correction amount (correction amount suitable for the vehicle before parts replacement) and the correction amount appropriate for the actual vehicle (correction amount suitable for the vehicle after parts replacement) become significantly different values. Can be suppressed. Therefore, the initial pressure PA and the standby pressure PB can be quickly changed to values that allow the operation control of the automatic transmission 12 to be properly executed, and the operation control of the automatic transmission 12 at the time of parts replacement is possible. It is possible to suitably suppress the decrease in control accuracy.

  It should be noted that the correction amount is not limited to initialization, but the value after the change is closer to the value before the change to the correction amount stored when the actual characteristic and the reference characteristic immediately after the completion of the assembly of the vehicle 10 are equal. In addition, the correction amount may be changed. Even with such a configuration, the initial pressure PA and the standby pressure PB can be quickly brought close to values at which the operation control of the automatic transmission 12 can be appropriately executed.

  When the correction amount is set for each initial pressure PA set in the A map (FIG. 5) and each standby pressure PB set in the B map (FIG. 6), the same component ( All of the correction amounts for the same shift mode) may be changed at once. According to this configuration, it is possible to accurately suppress a decrease in control accuracy regarding the operation control of the automatic transmission 12 at the time of component replacement.

  In the above embodiment, when changing the learned value through the forced change process, all of the plurality of learned values (initial pressure PA or standby pressure PB) set for the same shift mode are changed at once. did. Instead of this, only the learning value used in the process of determining whether or not to replace parts in the forced change process (steps S202 to S209 in FIG. 8) may be changed. In this case, the forced change process may be executed separately for all learning values.

The processing mode of the processing related to learning control (steps S105 to S111 in FIG. 4) can be arbitrarily changed. Specifically, the learning control can be executed by changing the processing mode as described in the following (A) and (B).
(A) The basic value is calculated based on the traveling speed SPD and the speed change mode of the vehicle 10, and according to the magnitude relationship between the actual value TA (or TB) of the sliding start time (or overshoot integrated value) and the target value. The learning value is updated by adding / subtracting by a predetermined value, and the initial pressure PA (or standby pressure PB) is set by reflecting the learning value in the basic value.
(B) As a predetermined value to be added / subtracted to / from the learning value, a value calculated based on the difference between the slippage start time TA and the target value (or the difference between the overshoot integrated value TB and the target value) is used.

  The conditions for determining that learning of learning values has been completed and the conditions for determining that learning is being performed can be arbitrarily changed according to the processing mode of learning control. For example, it is determined that learning has been completed when the actual value TA (or TB) of the start time (or integrated overshoot value) matches the target value, or the actual value does not match the target value. It is possible to determine that learning is in progress.

  -When changing the learning value through the forced change process, the learning value is not limited to the initial value, but the learning value should be changed so that the value after the change is closer to the initial value than the value before the change. That's fine. Also with this configuration, the learning value can be brought close to the unlearned value at an early stage, and it is possible to change the learning value to a value that can properly execute the operation control of the automatic transmission 12 at an early stage.

-It is not always necessary to leave a history of parts replacement in accordance with the change of the learning value through the forced change process.
The present invention is a control device that executes learning control for the initial pressure PA and standby pressure PB, for example, the operation time of the actuator for pre-filling the invalid stroke when starting the operation of the hydraulic actuator, The present invention can also be applied to a control device in which learning control for learning other control parameters for the clutch mechanism of the automatic transmission 12 is executed.

  Further, learning about control parameters applied to components other than the clutch mechanism of the automatic transmission 12, such as the oil pressure supplied to the electromagnetic valves S1 to S5, SL1, and SL2, and the oil pressure supplied to the torque converter 20 The present invention is also applicable to a control device that executes control.

  The present invention can also be applied to a control device that executes learning control for control parameters of a power transmission mechanism of a continuously variable transmission and learning control for control parameters of components other than the power transmission mechanism. . Further, the present invention is also applied to a control device that executes learning control for control parameters of the internal combustion engine 11 such as a fuel injection amount and an EGR amount, and a control device that executes learning control for control parameters of a brake mechanism in traction control control. The invention can be applied. In short, the vehicle parameter is adjusted based on the driving state of the vehicle, and the learning control is executed to learn the control amount for adjusting the vehicle parameter so that the actual value of the vehicle parameter matches the target value. The present invention can be applied to any control device.

1 is a schematic view showing a schematic configuration of a vehicle to which an embodiment embodying the present invention is applied. 6 is a schematic diagram showing the relationship between the operating state of the shift lever device and the operating state of the clutch and brake of the automatic transmission. 6 is a schematic diagram showing a map structure of a shift map used for selecting a gear position. The flowchart which shows the specific process sequence of the process concerning downshift transmission control. 6 is a schematic diagram showing a map structure of an A map used for calculating an initial pressure. Schematic which shows the map structure of B map used for calculation of standby pressure. The timing chart which shows an example of the process aspect of the process concerning clutch to clutch transmission control. The flowchart which shows the specific process sequence of a forced change process. The flowchart which shows the specific process sequence of a forced change process. The timing chart which shows an example of the process aspect of a forced change process.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 11 ... Internal combustion engine, 12 ... Automatic transmission, 12a ... Case, 13 ... Output shaft, 14 ... Shift lever device, 15 ... Accelerator pedal, 20 ... Torque converter, 21 ... Output shaft, 30 ... First shift , 31 ... 1st planetary gear unit, 40 ... 2nd speed change part, 41 ... 2nd planetary gear unit, 42 ... 3rd planetary gear unit, 43 ... output gear, 50 ... control valve, 51 ... hydraulic circuit, 60 ... Electronic control device 61 ... accelerator sensor 62 ... speed sensor 63 ... rotational speed sensor 64 ... temperature sensor 65 ... shift position sensor 66 ... rotational speed sensor 67 ... temperature sensor

Claims (13)

In a vehicle control device that adjusts a vehicle parameter based on a vehicle driving state, and executes learning control for learning a control amount for adjusting the vehicle parameter so that an actual value of the vehicle parameter matches a target value ,
When there is a history that learning about the control amount is once completed and learning about the control amount is continuously executed over a predetermined period, the value after change is closer to the unlearned value than the value before change A vehicle control apparatus comprising: a changing unit that changes the learning amount for the learning. The vehicle control device according to claim 1,
The control device adjusts a plurality of vehicle parameters for the same component separately, and executes learning control for each control amount for adjusting the vehicle parameters,
The changing means has a history that learning about a specific control amount among the control amounts is once completed, and re-learning about the specific control amount is continuously executed over a predetermined period. The vehicle control apparatus characterized by changing all of the learning amounts learned for each of the control amounts so that the value after change is closer to the unlearned value than the value before change. The vehicle control device according to claim 1 or 2,
The control device adjusts the vehicle parameter through drive control of an actuator,
The control amount is an operation amount of the actuator,
In the learning control, the operating amount is learned through the updating of the operating amount based on the magnitude relationship between the actual value and the target value,
The learning amount is a difference between the operation amount and an initial value thereof. The vehicle control device according to claim 3,
The vehicle control apparatus according to claim 1, wherein the changing unit changes the learning amount for the learning control by changing the operation amount to an initial value. The vehicle control device according to claim 3 or 4,
The change means determines that the re-learning is being executed when an update amount of the operation amount per unit period is larger than a predetermined value. In the control apparatus of the vehicle as described in any one of Claims 3-5,
The vehicle control apparatus according to claim 1, wherein the changing unit determines that learning of the control amount is once completed when an update amount per unit period of the operation amount becomes a predetermined value or less. In the control apparatus of the vehicle as described in any one of Claims 3-6,
The operation amount is updated by adding a predetermined value when the actual value is smaller than the target value, and subtracting the predetermined value when the actual value is larger than the target value. apparatus. A correction amount for compensating for a difference between the actual value and the target value caused by a difference between an actual characteristic and a reference characteristic of the vehicle immediately after completion of the assembly of the vehicle, and storing a correction amount for correcting the control amount. A correction amount storage means for performing
In accordance with the change of the learning amount, the changing means sets the correction amount so that the value after change becomes closer to the value stored when the actual characteristic and the reference characteristic are equal. The vehicle control device according to any one of claims 1 to 7. The vehicle control device according to claim 8, wherein
The control device adjusts a plurality of vehicle parameters for the same component separately,
The correction amount storage means stores a correction amount for each control amount for adjusting the plurality of vehicle parameters.
The changing means changes all stored correction amounts for each control amount to values stored when the actual characteristic and the reference characteristic are equal so that the value after the change is closer to the value before the change. A control device for a vehicle, characterized in that Initial value storage means for storing a value stored when the actual characteristic and the reference characteristic are equal as an initial value;
The vehicle control device according to claim 8, wherein the changing unit is configured to change the correction amount to an initial value. The vehicle control device according to any one of claims 1 to 10, further comprising history storage means for storing a history indicating that part replacement has been performed in accordance with a change in the learning amount by the changing means. In the control apparatus of the vehicle as described in any one of Claims 1-11,
The control device is applied to a vehicle having an automatic transmission,
The vehicle parameter is a control parameter of a power transmission mechanism provided in the automatic transmission. The vehicle control device according to claim 12,
The automatic transmission is a multistage type,
The vehicle transmission device, wherein the power transmission mechanism is a clutch mechanism.

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