JP2008116053A - Overall control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a booming noise controller for an engine of a vehicle, which restrains the lock-up shock or the booming noise while improving the fuel consumption. <P>SOLUTION: The drive cycle of an engine 10 is changed according to the vehicle condition or the engagement condition of the lock-up clutch 26 so as to prevent the occurrence of the booming noise of the engine 10 by the drive cycle change means 108, and the fuel consumption is improved as much as possible since the booming noise spoiling an operating environment is restrained even if the engaging area or the slip area of the lock-up clutch 26 expands. That is, the fuel consumption is improved as the booming noise does not occur so much even if the engaging area or the slip area of the lock-up clutch 26 is extended up to the area which formerly can not be used by the booming noise. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle booming noise suppression control device or a vehicle comprehensive control device for suppressing a booming noise generated in a vehicle interior of a vehicle.

A type of vehicle that directly connects the engine that can change the operation cycle by changing the operation timing of the electromagnetically driven valve that functions as an intake valve and an exhaust valve, and the crankshaft of the engine and the input shaft of the transmission Some have a lock-up clutch for setting the state. In such a vehicle, for example, when a deceleration operation is detected, the valve opening time of the electromagnetically driven valve is shortened and the lockup clutch is engaged (turned on), and an engine braking effect corresponding to the deceleration state of the vehicle is achieved. Can be obtained. For example, this is the control device for a vehicle engine described in Patent Document 1.
Japanese Patent Laid-Open No. 11-117778

  By the way, in the conventional vehicle as described above, it is desired to enlarge the lockup region (engagement region of the lockup clutch) and the slip region as much as possible in order to improve the fuel efficiency. If the area or slip area is expanded, the fuel efficiency is improved. However, in an engine with a switchable operation cycle, the vibration varies depending on the operation cycle. When slipping (semi-engagement), a lock-up shock may occur. On the other hand, if the lock-up slip amount is increased uniformly, the lock-up shock will be alleviated, but the fuel economy will deteriorate, and a relatively loud booming noise will occur when trying to expand the lock-up area. For this reason, a region where the lockup clutch cannot be engaged is generated, and this also contributes to deterioration of fuel consumption. Furthermore, when the engine operation cycle is determined from the power performance and the fuel consumption performance, the vibration system of the vehicle is different due to the change in the lock-up region. was there. That is, there is still room for improvement in terms of fuel consumption and vibration.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to provide a comprehensive vehicle that can suppress the occurrence of lock-up clutch engagement shock or booming noise while improving fuel efficiency. It is to provide a control device.

  As a result of various investigations based on the above circumstances, the inventors have changed the vibration state due to the operation of the engine when the engine operation cycle is switched. By changing the engine operating cycle according to the engine, or by changing the lockup control state according to the engine operating cycle, the fuel economy improves and at the same time, the lockup clutch engagement shock or the booming noise is generated. Found the fact that is greatly improved. The present invention has been made based on such findings.

  That is, the gist of the present invention for achieving the above object is to provide a vehicle having an engine and a lock-up clutch that can change the operation cycle, and controlling the operation cycle of the engine and the engagement state of the lock-up clutch. And an operation cycle changing means for changing the engagement state of the lockup clutch in accordance with the operation cycle of the engine.

  If it does in this way, the engagement state of a lockup clutch will be changed according to the driving cycle of an engine by a driving cycle change means. That is, when the operation cycle is such that a lock-up shock is likely to occur when the lock-up is engaged, the lock-up shock can be suppressed, for example, by slipping so that the lock-up clutch is not engaged. When the operation cycle is such that the lock-up shock is unlikely to occur, the lock-up clutch can be engaged to improve the fuel consumption as much as possible.

  Here, preferably, the operation cycle changing means changes an engagement region of the lockup clutch, that is, a lockup region according to an operation cycle of the engine so as to suppress a booming noise of the vehicle. is there. In this way, the engagement region of the lock-up clutch is changed according to the engine operation cycle so that the operation cycle changing means prevents the generation of engine noise. Since the engagement region or slip region of the lock-up clutch can be expanded and the occurrence of a booming noise that impairs the driving environment can be suppressed, fuel efficiency can be improved as much as possible. That is, the engagement region or slip region of the lock-up clutch can be expanded according to the driving cycle to the region that could not be used due to the generation of a booming noise, and the fuel efficiency can be improved.

  Preferably, the operation cycle changing means changes the on / off state of the lockup clutch, that is, the on / off switching state, according to the engine operation cycle. In this way, since the on / off state of the lock-up clutch is changed according to the engine operation cycle, the on-state of the lock-up clutch is less likely to generate a muffle noise in an engine operation cycle where a muffle noise is likely to occur. Is changed, for example, released or slipped, but in an engine operation cycle in which it is difficult to generate a booming noise, the lock-up clutch on / off switching is changed to the engaged state, for example, so that the locked-up clutch engaged state is expanded as much as possible. Thus, it is possible to suppress the generation of a booming noise that impairs the driving environment, and to improve the fuel consumption as much as possible.

  Preferably, the operation cycle changing means changes the presence or absence of slip of the lockup clutch according to the engine operation cycle. In this way, the lock-up clutch is slipped so that the engine operation cycle is less likely to generate a muffle noise, and the engine operation cycle is less likely to generate a muffle noise. In this state, the slip state of the lock-up clutch is assumed to be none, the slip region is expanded as much as possible, the generation of a humming noise that impairs the driving environment is suppressed, and the fuel consumption is improved as much as possible. it can.

  Preferably, the lock-up state changing means changes a slip amount (slip rotation speed) of the lock-up clutch according to an operation cycle of the engine. In this way, the slip-up amount of the lock-up clutch is changed according to the engine operation cycle. Therefore, the slip-up amount of the lock-up clutch is less likely to be generated in the operation cycle where the noise is likely to occur. However, since the slip amount of the lockup clutch is reduced in an operation cycle in which it is difficult to generate a booming noise, the occurrence of a booming noise that impairs the driving environment even if the slip area is expanded, is suppressed. Fuel consumption can be improved as much as possible.

  Preferably, the lock-up state changing means sets the slip rotation speed when the engine is in a relatively low cycle number operation, for example, two cycle operation, to a relatively high cycle number operation, for example, four cycle operation. The value is larger than the slip rotational speed at that time. If it does in this way, the vibration of the engine at the time of 2 cycle operation can be absorbed suitably.

  Preferably, the lock-up state changing means sets the slip rotation speed of the lock-up clutch to a slip rotation speed for a transition period in a transition period from before the engine operation cycle is changed to after the change. is there. In this way, since the slip rotation speed of the lockup clutch is set to the slip rotation speed for the transition period within the transition period in which the operation cycle is changed, the optimum lockup clutch in the transition period in which the operation cycle is changed. The slip rotation speed is assumed.

  Preferably, the lock-up state changing means has a slip rotation speed within the transition period higher than a slip rotation speed before changing the engine operation cycle and a slip rotation speed after changing the engine operation cycle. It is temporarily increased to the slip rotation speed. In this way, the slip rotation speed of the lockup clutch is once reduced within the transition period in which the operation cycle is changed, so that the shock is reduced.

  Preferably, the lockup state changing means linearly changes the slip rotation speed within the transition period from the slip rotation speed before changing the engine operation cycle to the slip rotation speed after changing, for example, by linear interpolation. It is something to change. By doing so, the slip rotation speed of the lockup clutch is linearly changed within the transition period in which the operation cycle is changed, so that the shock is reduced.

  Preferably, the lock-up state changing means determines the slip rotation speed within the transition period from a slip rotation speed before changing the engine operation cycle and a slip rotation speed after changing the engine operation cycle. Immediately change to the higher value. In this way, the slip rotation speed of the lock-up clutch within the transition period in which the operation cycle is changed is the slip rotation speed before the engine operation cycle change and the slip rotation speed after the engine operation cycle change. Since it is set to the value of the higher side, shock is reduced.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device to which a control device according to an embodiment of the present invention is applied. In the figure, the output of the engine 10 as a power source is input to the automatic transmission 16 via the clutch 12 and the torque converter 14, and driving wheels such as rear wheels via the output shaft 46, a differential gear device (not shown) and the axle. To be transmitted to. A first motor generator MG1 that functions as an electric motor and a generator is disposed between the clutch 12 and the torque converter. The torque converter 14 is directly connected between the pump impeller 20 connected to the clutch 12, the turbine impeller 24 connected to the input shaft 22 of the automatic transmission 16, and the pump impeller 20 and the turbine impeller 24. And a stator impeller 30 that is prevented from rotating in one direction by a one-way clutch 28.

  The automatic transmission 16 includes a first transmission 32 that switches between two stages of high and low, and a second transmission 34 that can switch between a reverse gear and four forward gears. The first transmission 32 is supported by the sun gear S0, the ring gear R0, and the carrier K0 so as to be rotatable, and the planetary gear P0 includes a planetary gear P0 meshed with the sun gear S0 and the ring gear R0, and the sun gear S0 and the carrier. A clutch C0 and a one-way clutch F0 provided between K0 and a brake B0 provided between the sun gear S0 and the housing 38 are provided.

  The second transmission 34 is supported by the sun gear S1, the ring gear R1, and the carrier K1, and the first planetary gear device 40 including the planetary gear P1 that is meshed with the sun gear S1 and the ring gear R1, and the sun gear S2. A second planetary gear unit 42 including a planetary gear P2 that is rotatably supported by the ring gear R2 and the carrier K2 and meshed with the sun gear S2 and the ring gear R2, and the sun gear S3, the ring gear R3, and the carrier K3 is rotatable. And a third planetary gear unit 44 comprising a planetary gear P3 supported and meshed with the sun gear S3 and the ring gear R3.

  The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 46. Further, the ring gear R2 is integrally connected to the sun gear S3 and the intermediate shaft 48. A clutch C1 is provided between the ring gear R0 and the intermediate shaft 48, and a clutch C2 is provided between the sun gear S1, the sun gear S2, and the ring gear R0. A band-type brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2 is provided in the housing 38. A one-way clutch F1 and a brake B2 are provided in series between the sun gear S1 and sun gear S2 and the housing 38. The one-way clutch F <b> 1 is configured to be engaged when the sun gear S <b> 1 and the sun gear S <b> 2 try to reversely rotate in the direction opposite to the input shaft 22.

  A brake B3 is provided between the carrier K1 and the housing 38, and a brake B4 and a one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 38. The one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.

  In the automatic transmission 16 configured as described above, for example, according to the operation table shown in FIG. 2, it is switched to one of the reverse gears and the five forward gears having different gear ratios. In FIG. 2, “◯” represents the engaged state, the blank represents the released state, “◎” represents the engaged state during engine braking, and “Δ” represents the engagement not involved in power transmission. . As is apparent from FIG. 2, in the upshift from the second shift speed (2nd) to the third shift speed (3rd), a clutch-to-clutch shift that releases the brake B3 and simultaneously engages the brake B2 is performed. A period in which the engagement torque is given in the release process of the brake B3 and a period in which the engagement torque is given in the engagement process of the brake B2 are overlapped. Other speed changes are performed only by engaging or disengaging one clutch or brake. Both the clutch and the brake are hydraulic friction engagement devices that are engaged by a hydraulic actuator.

  The engine 10 includes a supercharger 54, which will be described later, and in order to reduce fuel consumption, the air-fuel ratio A / F is lower than the stoichiometric air-fuel ratio at light loads by injecting fuel into the cylinder. It is a lean burn engine that performs lean combustion, which is high combustion. The engine 10 includes a pair of left and right banks each composed of three cylinders, and the pair of banks can be operated independently or simultaneously. That is, the number of operating cylinders can be changed.

For example, as shown in FIG. 3, an exhaust turbine supercharger (hereinafter referred to as a supercharger) 54 is provided in the intake pipe 50 and the exhaust pipe 52 of the engine 10. The turbocharger 54 is provided in the intake pipe 50 for compressing the intake air to the engine 10 and the turbine impeller 56 that is rotationally driven by the flow of exhaust gas in the exhaust pipe 52. A pump impeller 58 connected to the pump impeller 58 is rotationally driven by a turbine impeller 56. The exhaust pipe 52 is provided with a bypass pipe 61 provided with a waste gate valve 59 and bypassing the turbine impeller 56 in parallel. The exhaust gas amount passing through the turbine impeller 56 and the exhaust gas passing through the bypass pipe 61 are provided. by the ratio between the gas volume is changed, the supercharging pressure P _a in the intake pipe 50 is adapted to be adjusted. Instead of such an exhaust turbine supercharger, a mechanical pump supercharger that is rotationally driven by an engine or an electric motor may be provided.

The intake pipe 50 of the engine 10 is provided with a throttle valve 62 operated by a throttle actuator 60. The throttle valve 62 is basically controlled so as to have an opening degree θ _TH corresponding to an operation amount of an accelerator pedal (not shown), that is, an accelerator opening degree θ _ACC. The opening degree is controlled according to various vehicle conditions such as time.

  As shown in FIG. 3, the first motor generator MG1 is disposed between the engine 10 and the automatic transmission 16, and the clutch 12 is disposed between the engine 10 and the first motor generator MG1. Each hydraulic friction engagement device and the lock-up clutch 26 of the automatic transmission 16 are controlled by a hydraulic control circuit 66 that uses the hydraulic pressure generated from the electric hydraulic pump 64 as a source pressure. The engine 10 is operatively connected to a second motor generator MG2. Then, the fuel cell 70 and the secondary battery 71 functioning as the power sources of the first motor generator MG1 and the second motor generator MG2, and the current supplied from them to the first motor generator MG1 and the second motor generator MG2 are controlled. Alternatively, changeover switches 72 and 73 for controlling the current supplied to the secondary battery 71 for charging are provided. These change-over switches 72 and 73 indicate devices having a switch function, and can be constituted by, for example, a semiconductor switching element having an inverter function or the like.

  Further, as shown in FIG. 4, the engine 10 detects the rotation angle of the crankshaft 79 and the variable valve mechanism 78 including electromagnetic actuators 76 and 77 that open and close the intake valve 74 and the exhaust valve 75 of each cylinder. And a valve drive control device 81 for controlling the operation timing (timing) of the intake valve 74 and the exhaust valve 75 in accordance with a signal from the rotation sensor 80. The valve drive control device 81 not only changes the operation timing to the optimal time according to the engine load, but also controls when the four-cycle operation is possible and when the two-cycle operation is possible according to the operation cycle switching command. To do. However, the electromagnetic actuators 76 and 77 may be directly controlled by the electronic control unit 90 in order to switch the operation cycle of the engine 10. For example, as shown in FIG. 5, the electromagnetic actuators 76 and 77 are connected to an intake valve 74 or an exhaust valve 75 and are made of a magnetic material supported so as to be movable in the axial direction of the intake valve 74 or the exhaust valve 75. A disk-shaped movable member 82, a pair of electromagnets 84 and 85 provided at positions sandwiching the movable member 82 to selectively attract the movable member 82, and the movable member 82 are urged toward the neutral position. A pair of springs 86 and 87 are provided.

FIG. 6 illustrates a signal input to the electronic control device 90 and a signal output from the electronic control device 90. For instance, the electronic control unit 90, a signal indicative of engine rotational speed N _E, accelerator position signal representing the accelerator opening theta _ACC is an operation amount of the accelerator pedal, the throttle opening degree representing the degree theta _TH of the throttle valve 62 signal, the rotational speed N _OUT ie vehicle speed signal corresponding to the vehicle speed V of the output shaft 46 of the automatic transmission 16, a signal indicative of the boost pressure P _a in the intake pipe 50, a signal representing the air-fuel ratio a / F, the shift lever signal representing the operating position S _H, such hydraulic oil temperature, ie AT oil temperature T _oIL of the transmission 16 is supplied from a sensor (not shown). The electronic control unit 90 also includes an injection signal for controlling the amount of fuel injected from the fuel injection valve into the cylinder of the engine 10 and a hydraulic control circuit 66 for switching the gear stage of the automatic transmission 16. A signal for controlling a shift solenoid for driving the shift valve, a signal for controlling a lock-up control solenoid in the hydraulic control circuit 66 for opening / closing control of the lock-up clutch 26, and the like are output.

The electronic control unit 90 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. Shift control for automatically switching the gear stage of the automatic transmission 16, control for executing engagement, release or slip of the lockup clutch 26, supercharging pressure control, air-fuel ratio control, cylinder selection switching control, Execute operation cycle switching control. For example, in the shift control described above, a shift determination is made based on the accelerator opening θ _ACC (%) or the throttle opening θ _TH (%) and the vehicle speed V from a previously stored relationship (shift diagram) (not shown). The solenoid valves (shift solenoids) S1, S2, and S3 in the hydraulic control circuit 66 are controlled so that the gear stage is obtained in response to the shift determination, and the solenoid valve S4 is driven when engine braking is generated. In the lock-up state change, for example, the vehicle speed V (corresponding to the output side rotational speed N _OUT ) representing the actual vehicle running state and the accelerator opening representing the driver's required output amount from the relationship stored in advance as shown in FIG. Based on θ _ACC or throttle opening θ _TH (%), it is determined whether it belongs to the engagement region, the release region, or the slip region, and hydraulic control is performed so that a state corresponding to the determined region is obtained Control is performed to control the lockup control solenoid in the circuit 66 to engage, release, or slip the lockup clutch 26. Further, in the cylinder selection switching control, the number of operating cylinders is decreased or the operation of the cylinders whose operation of the valve mechanism is determined to be abnormal is stopped when the vehicle is lightly loaded to improve fuel efficiency. In the above operation cycle switching control, for example, based on the actual accelerator opening θ _ACC (%) or throttle opening θ _TH (%) and the vehicle speed V based on the previously stored relationship shown in any of FIGS. The number of operation cycles of the engine 10 is changed or switched. Further, the number of operation cycles of the engine 10 is changed so that the running performance of the vehicle is not impaired when the automatic transmission 16 is abnormal or the engine 10 is abnormal.

  FIG. 7 is a functional block diagram for explaining a main part of the control function of the electronic control unit 90. The booming noise prevention control device shown in FIG. 7, that is, the vehicle overall control device, according to the vehicle state so as to improve the fuel consumption as much as possible and prevent the occurrence of lock-up shock or booming noise. Alternatively, the operation cycle of the engine is changed according to the engagement state of the lockup clutch determined by the vehicle state, that is, according to the generation state of the booming noise related parameter. The harsh sound generated in the passenger compartment is a sound with a relatively low frequency (for example, 40 to 200 Hz), which is expressed as “boon” or “baud” and can be heard from anywhere. This causes a disadvantage that the operation quality or the operation environment is impaired. This booming noise is generated by the unbalanced inertia force generated when the power transmission system, that is, the drive system rotates, or the secondary couple of the joint part becomes a forced vibration source, or the engine vibration becomes a forced vibration source. It is said that it is generated by being amplified by resonance of a drive system such as a transmission case and a propeller shaft and vehicle compartment resonance. Such a booming noise becomes loud when approaching a predetermined vehicle speed at a light load, for example, or depends on the engagement state of the lockup clutch 26 provided in the power transmission path and the number of operating cycles of the engine that is the excitation source. There are properties that are affected.

7, the operation cycle number changeable determination means 100, for example, the abnormal presence or absence of the variable valve mechanism 78, the engine abnormality in the presence or absence of the rotational speed sensor for detecting the engine rotational speed N _E, the overheating of the exhaust gas purifying catalyst It is determined whether or not the number of operation cycles of the engine 10 can be changed based on the presence or absence. That is, there is no abnormality in the variable valve mechanism 78, when the engine rotational speed N is no abnormality in the engine rotational speed sensor for detecting the _E, the exhaust gas purifying catalyst is a state in which no overheating of less than a predetermined temperature, the engine It is determined that it is possible to change the number of 10 operation cycles, for example, from the previous 4 cycles to 2 cycles. The vehicle state detection means 102 detects the vehicle state represented by, for example, the accelerator opening θ _ACC or the throttle opening θ _TH (%) and the vehicle speed V based on signals from the sensors.

The lockup clutch engagement permission determination means 104 is based on the actual vehicle state (for example, θ _ACC or θ _TH and vehicle speed V) based on the relationship shown in FIG. A lockup engagement permission region determination means 106 for determining whether or not the vehicle is in a region, the vehicle state is in the engagement permission region or the slip engagement permission region of the lockup clutch 26, and the hydraulic oil temperature T _OIL is predetermined. it is not a low low oil temperature state than the value, or based such that the engine coolant temperature T _W is not lower temperature condition than the predetermined value, it is engaged permitted state or the slip engagement permission state of the lock-up clutch 26 Determine whether or not. That is, if the lockup clutch 26 is engaged or slipped, it is determined whether or not a booming noise is generated, and if it is determined that no booming noise is generated, the lockup clutch 26 is permitted to be engaged or slipped. The engagement permission is determined, and the engagement or slip engagement of the lockup clutch 26 is executed as much as possible in order to improve fuel efficiency. Since such an engagement operation state of the lockup clutch 26 is a parameter related to generating a booming noise of the vehicle, the lockup clutch engagement permission determining means 104 determines the occurrence of a booming noise related parameter. It also functions as a booming sound related parameter determination means.

  The engine operation cycle change (setting) means 108 changes the number of operation cycles set according to the engagement state of the lockup clutch. That is, when the engine operation cycle change (setting) means 108 determines that the lockup clutch engagement permission determination means 104 is in an engagement permission region or a slip engagement permission region in which the lockup clutch 26 is engaged. In the region A in FIG. 8 where the vehicle's booming noise is generated when the lock-up clutch 26 is engaged or half-engaged during traveling that is being operated for 4 cycles, the operation cycle of the engine 10 is the previous 4 cycles. The setting is changed (set) from 2 to 2 to suppress the booming noise and engage or semi-engage the lockup as much as possible.

The driving cycle control means 110 basically determines the driving cycle based on the vehicle state (for example, θ _ACC or θ _TH and the vehicle speed V) from any one of the relationships shown in FIGS. 9 to 11, for example. The variable valve mechanism 78 is actuated to switch the operation cycle of the engine 10 so that the operation cycle is achieved. Further, the operation cycle control means 110 preferentially switches the operation cycle of the engine 10 so that the number of operation cycles set by the engine operation cycle change (setting) means 108 is obtained.

  FIG. 12 is a flowchart for explaining a main part of the control operation by the electronic control unit 90, that is, an engine operation cycle change control routine for preventing vehicle noise. It is repeatedly executed at an extremely short cycle of about several milliseconds to several tens of milliseconds. Is done.

In FIG. 12, in step (hereinafter, step is omitted) SA1 corresponding to the operation cycle number changeable determination means 100, whether or not the operation cycle number of the engine 10 can be changed is determined by, for example, a variable valve mechanism. 78 anomalies no, no abnormality of the engine rotational speed sensor for detecting the engine speed N _E, and is determined on the basis of such that overheating of the exhaust gas purifying catalyst is not provided. When the determination of SA1 is negative, the number of operation cycles of the engine 10 is set to 4 in SA2 corresponding to the operation cycle changing means 108.

However, if the determination at SA1 is affirmative, at SA3 corresponding to the lockup clutch engagement permission determination means 104, the vehicle state is, for example, the engagement region of the lockup clutch 26 shown in FIG. Based on the fact that the oil temperature T _OIL is not a low oil temperature state lower than a predetermined value, the engine cooling water temperature T _W is not a water temperature state lower than a predetermined value, the engagement permission state of the lockup clutch 26 or the slip engagement It is determined whether or not it is in a permitted state. If the determination of SA3 is negative, the number of operation cycles of the engine 10 is selected from the relationship of the non-lockup operation cycle, for example, the relationships of FIGS. 9 to 11, in SA4 corresponding to the operation cycle changing means 108. In any case, the driving cycle is basically set based on the running state of the vehicle. When the lock-up clutch 26 is in an off state where it is difficult to generate a humming noise, the humming noise is suppressed. For example, the number of operation cycles is not set to 2 but is maintained at 4 cycles, for example.

  However, if the determination at SA3 is affirmative, the vehicle running state is in the region A of FIG. 8 and it is estimated that a booming noise will be generated. In the corresponding SA5, the number of operating cycles of the engine 10 is set to the number of operating cycles for lockup, for example, 2 cycles. As a result, the lock-up clutch 26 is engaged or slip-engaged in a step (not shown), and the engine 10 is operated in two cycles to suppress the booming noise.

  As described above, according to the present embodiment, the driving state changing means 108 (SA5) causes the vehicle state or the power transmission of the power transmission device (lock-up clutch 26) so as to prevent the engine 10 from generating a booming noise. Since the operation cycle of the engine 10 is changed according to the state (engagement state), even if the engagement region or the slip region of the lock-up clutch 26 is expanded, the generation of a humming sound that impairs the operation environment is suppressed. Therefore, fuel consumption can be improved as much as possible. That is, even if the engagement region or the slip region of the lock-up clutch 26 is expanded to a region that could not be used due to the generation of the booming noise in the related art, the booming noise is not so much generated and the fuel consumption can be improved.

  Further, according to the present embodiment, since the operation cycle changing means 108 (SA5) changes the engine operation cycle in accordance with the on / off switching state of the lockup clutch 26, the lockup that is likely to generate a booming noise is generated. If the number of engine operation cycles is, for example, four cycles until then, the number of engine operation cycles is reduced to two so that in the ON state of the clutch 26, the OFF state of the lock-up clutch 26 is less likely to generate a humming noise. Then, since the number of engine operation cycles is maintained at, for example, 4 cycles, it is possible to suppress the generation of a humming noise that impairs the driving environment even if the ON region is expanded, and to improve the fuel consumption as much as possible.

  Further, according to the present embodiment, since the operation cycle changing means 108 (SA4, SA5) changes the engine operation cycle in accordance with the presence or absence of the slip of the lockup clutch 26, a booming noise is likely to occur. If the number of engine operation cycles is, for example, 4 cycles so far, it is reduced to 2 cycles so that in the engagement state without slip of the lock-up clutch, the lock-up is difficult to generate the booming noise. In the slip state of the clutch 26, the number of engine operation cycles is maintained at, for example, 4 cycles. Therefore, even if the slip region is expanded, generation of a humming sound that impairs the operation environment is suppressed, and fuel efficiency is improved as much as possible. Can be made.

  Next, another embodiment of the present invention will be described. In the following description, the same parts as those in the above-described embodiment are denoted by the same reference numerals and description thereof is omitted.

  FIGS. 13 and 14 show pre-stored relationships used by the engine operating cycle change (setting) means 108 for setting the operating cycle in another embodiment of the present invention. The relationship shown in FIG. 13 is that the vehicle state, that is, the vehicle speed V and the accelerator when the lockup clutch engagement permission determination means 104 determines that the lockup clutch 26 is in the engagement permission region to be engaged (turned on). It is used to determine the operation cycle based on the opening (throttle opening). The relationship shown in FIG. 14 is that when the lockup clutch engagement permission determination means 104 determines that the lockup clutch 26 is in a non-engagement (release) region in which the lockup clutch 26 is released (off), the vehicle state, that is, the vehicle speed V And the operation cycle is determined based on the accelerator opening (throttle opening). The relationship in the engaged (on) state of the lockup clutch 26 shown in FIG. 13 is expanded in the 2 (low) cycle region as compared with the relationship in the released (off) state of the lockup clutch 26 shown in FIG. At the same time, the high vehicle speed side of the 4 (high) cycle region is reduced. In other words, the relationship in the released (off) state of the lockup clutch 26 shown in FIG. 14 is 4 (high) cycles compared to the relationship in the engaged (on) state of the lockup clutch 26 shown in FIG. The 2 (low) cycle area is reduced at the same time as the area is expanded to the higher vehicle speed side.

  According to the present embodiment, the same effect as the above-described embodiment can be obtained. Further, since the operation cycle changing means 108 of the present embodiment changes the operation cycle region of the engine 10 in accordance with the engagement state of the lockup clutch 26, fuel consumption and shock are suitably reduced. That is, when the lockup clutch 26 is in the on state, the operation cycle changing means 108 of the present embodiment shifts the low cycle region, that is, the two cycle region of the operation cycle region of the engine 10 to the low vehicle speed side as shown in FIG. Since it expands, the generation of a booming noise is suppressed. Further, when the lockup clutch 26 is in the OFF state, the operation cycle changing means 108 of the present embodiment shifts the high cycle region, that is, the four cycle region of the operation cycle region of the engine 10 to the high vehicle speed side as shown in FIG. Since it expands and the low cycle region is reduced to the high vehicle speed side, the influence of the exhaust noise of two cycles and the fuel consumption are suitably reduced.

FIG. 15 is a functional block diagram for explaining a main part of the control function of the electronic control unit 90, that is, an operation cycle control routine for preventing a booming noise. The vehicle booming noise prevention control device shown in FIG. 15 changes the engagement state of the lockup clutch according to the operation cycle of the engine, that is, according to the occurrence state of the booming noise related parameter, so as to prevent the occurrence of the booming noise. change. 15, the driving cycle control means 118 is based on the actual vehicle state (accelerator opening θ _ACC or throttle opening θ _TH (%), vehicle speed V, etc.) from the relationship selected from FIGS. 9 to 11, for example. An operation cycle is determined, and the engine 10 is operated in the determined operation cycle. The two-cycle determining unit 120 determines whether or not the operation cycle control unit 118 is in a state where the engine 10 is operated for two cycles. As shown in FIG. 17, the transient period determination means 122 is an operation cycle change transient period from the change start point of the operation cycle by the operation cycle control means 118 or its vicinity to the change end point of the operation cycle or its vicinity. Determine whether.

The booming sound related parameter detecting means 124 detects the vehicle state (accelerator opening θ _ACC or throttle opening θ _TH (%) and vehicle speed V, etc.), and the actual number of operating cycles of the engine 10. Driving cycle number detecting means 126 for detecting, and detecting a humming noise related parameter related to the generation of a humming sound such as the vehicle state and the number of driving cycles. The lock-up permission area determination means 128 determines that the vehicle state is a pre-stored relationship engagement area shown in FIG. 16, for example, that the hydraulic oil temperature T _OIL is not a low oil temperature state lower than a predetermined value, engine cooling water temperature T _W is based on such not a low temperature state than the predetermined value, it is determined whether the engagement permission state of the lock-up clutch 26. Further, the slip permission region determination means 130 indicates that the vehicle state is a pre-stored relationship engagement region shown in FIG. 16, for example, that the hydraulic oil temperature T _OIL is not a low oil temperature state lower than a predetermined value, engine based such that the cooling water temperature T _W is not lower temperature condition than the predetermined value, it is determined whether the slip engagement permission area of the lock-up clutch 26.

The booming noise generation estimation means 132 performs the lockup based on the vehicle state (accelerator opening θ _ACC or throttle opening θ _TH (%), vehicle speed V, etc.) and the number of operating cycles of the engine 10 (4 cycles). When the clutch 26 is permitted to engage or slip to be engaged, it is estimated that a booming noise is generated. Based on the fact that the state of the vehicle is within the relational region B of FIG. 16 stored in advance when the generation of the booming noise is estimated by the booming noise generation estimating unit 132, It is determined whether or not a booming noise is generated.

The lock-up state changing unit 136 determines on / off of the lock-up clutch 26 based on the actual vehicle state from the relationship shown in FIG. 16, for example, and controls the on-off control unit 138 to control the determined on-off state, for example, From the relationship shown in FIG. 16, it is determined whether or not the slip control region of the lockup clutch 26 is within the slip control region based on the actual vehicle state, and if it is within the region, the slip rotation speed ΔN _SLIP of the lockup clutch 26 (= the pump impeller 20 rotational speed - the slip control means 140 for slip control to the rotational speed) of the turbine wheel 24 coincides with the target slip rotational speed ΔN _SLIPT, a target slip rotational speed setting means 142 for setting the target slip rotational speed ΔN _SLIPT It has. The slip control means 140 as a result the actual slip speed .DELTA.N _SLIP to match the target slip rotational speed ΔN _SLIPT is feedback controlled, and the target slip rotational speed ΔN _SLIPT except during rapid change of the target slip rotational speed ΔN _SLIPT The actual slip rotation speed ΔN _SLIP is the same value.

For example, the target slip rotation speed setting means 142 is configured to store the actual vehicle state, that is, the accelerator opening θ _ACC or the throttle opening θ _TH (%), the vehicle speed V, and the engine 10 from the relationship stored in advance as shown in FIGS. The target slip rotation speed ΔN _SLIPT is determined and set based on the operation cycle. As shown in FIG. 18 and FIG. 19, the target slip rotation speed setting means 142 sets a higher value as the operation cycle becomes smaller, so that the accelerator opening θ _ACC or the throttle opening θ _TH (%) is set. As the vehicle speed V increases, the value is set higher as the vehicle speed V increases. Further, the target slip rotation speed setting means 142 is, for example, a transient target slip that is changed as shown by one of the solid line, broken line, and alternate long and short dash line in FIG. 17 in the transition period in which the operation cycle of the engine 10 is changed. Rotation speed. Transition target slip rotational speed indicated by the solid line in FIG. 17, the target slip at the time t ₂ when operating the target slip rotational speed ΔN _SLIPT1 cycle is changed ends at time t ₁ the operation cycle starts changing the rotational speed .DELTA.N _SLIPT2 Is a linearly interpolated value that can be changed along the straight line. The transitional period target slip rotation speed indicated by the one-dot chain line in FIG. 17 is a little before time t ₁ when the operation cycle starts to change to a value higher than the target slip rotation speed ΔN _SLIPT1 and the target slip rotation speed ΔN _SLIPT2. is held allowed to end raised and allowed to return to a little later target slip rotational speed ΔN _SLIPT2 than time t ₂ then the operating cycle is modified terminated. Transition target slip rotational speed indicated by the broken line in FIG. 17, the target slip of the time t ₂ the operating cycle as the target slip rotational speed ΔN _SLIPT1 time t ₁ the operating cycle is initiated change is changed finish rotational speed ΔN _{SLIPT2 Is} held at the higher value, that is, the target slip rotation speed ΔN _SLIPT2 .

  FIG. 20 and FIG. 21 are flowcharts for explaining a main part of the control operation by the electronic control unit 90 of this embodiment, that is, a lock-up clutch control routine for preventing a booming noise, which is extremely short, about several msec to several tens msec. It is executed repeatedly in a cycle. FIG. 20 shows a lockup clutch on / off control routine for preventing a booming noise, and FIG. 21 shows a lockup clutch slip control routine for preventing a booming noise.

In FIG. 20, in SB1 corresponding to the lockup permission area determination means 128, the vehicle state is, for example, the engagement area of the relationship stored in advance shown in FIG. 16, and the hydraulic oil temperature T _OIL is lower than a predetermined value. it is not a low oil temperature condition, on the basis of such that the engine coolant temperature T _W is not lower temperature condition than the predetermined value, whether the engagement permission state of the lock-up clutch 26 is determined. If the determination at SB1 is negative, the lockup clutch 26 is released at SB2 corresponding to the on / off control means 138. However, if the determination at SB1 is affirmative, the vehicle state (accelerator opening θ _ACC or throttle opening θ _TH (%), vehicle speed V, etc.) in SB3 corresponding to the booming noise generation estimating means 132, Based on the number of operating cycles of the engine 10 (four cycles), it is estimated that a booming noise will be generated when the lock-up clutch 26 is permitted to engage or slip. Next, in SB4 corresponding to the in-buzzing sound generation area determining means 134, when the generation of a tombing sound is estimated in the SB3, the vehicle state is in the pre-stored relational area B of FIG. Thus, it is determined whether or not a booming sound is generated. If the determination at SB4 is negative, the lockup clutch 26 is turned on or off in accordance with the running state at SB5 corresponding to the on / off control means 138. However, if the determination at SB4 is affirmative, the on state of the lockup clutch 26 is prohibited at SB6 corresponding to the on / off control means 138, and the routine of FIG. 21 is executed.

In Figure 21, the the slip permission decision means 130 corresponding to SC1, that the vehicle state is in the engaged region of the pre-stored relationship shown in FIG. 16 for example, hydraulic fluid temperature T _OIL is lower than a predetermined value lower oil not a warm state, like based on that the engine coolant temperature T _W is not lower temperature condition than the predetermined value, whether the slip engagement permission region of the lockup clutch 26 is determined. If the determination in SC1 is negative, slip control of the lockup clutch 26 is prohibited in SC2 corresponding to the slip control means 140. However, if the determination in SC1 is affirmative, it is determined in SC3 corresponding to the transition period determination means 122 whether or not it is the start of a transition period in which the operation cycle is changed. In the normal case, the determination at SC3 is negative, so at SC4 corresponding to the two-cycle determination means 120, it is determined whether or not the operation cycle of the engine 10 is two. In the normal case, the determination of SC4 is negative. Therefore, in SC5 corresponding to the target slip rotation speed setting means 142, for example, for four cycles based on the actual vehicle state from the previously stored relationship shown in FIG. The target slip rotation speed is set.

When the change of the operation cycle of the engine 10 is started and the transition period thereof is started, the determination of SC3 corresponding to the transition period determination means 122 is affirmed, so that SC6 corresponding to the target slip rotation speed setting means 142 is determined. In FIG. 17, for example, a target slip rotational speed ΔN _SLIPT at the time of transition as shown by one of a broken line, a solid line, and a one-dot chain line in FIG. 17 is set, and the actual slip rotational speed ΔN _SLIP is followed. Then, in SC7 corresponding to the transition period determining means 122, it is determined whether or not the transition period in which the change of the operation cycle is ended is completed. While the determination of SC7 is negative, the above SC6 and SC7 are repeatedly executed. When the determination is positive, SC4 for determining whether the operation cycle of the engine 10 is two is executed. Since the determination of SC4 is affirmed after the end of the transition period as described above, in the SC8 corresponding to the target slip rotation speed setting means 142, for example, the actual vehicle state is changed from the previously stored relationship shown in FIG. Based on this, the target slip rotation speed for two cycles is set.

  As described above, according to the present embodiment, the lock-up state changing means 136 (SB1 to SB6) engages the lock-up clutch 26 in accordance with the operation cycle of the engine 10 so as to prevent the generation of a booming noise. Since the state is changed, the generation of the booming noise can be suppressed by prohibiting the engagement of the lock-up clutch in the area where the booming noise is generated, so that the fuel consumption can be improved as much as possible.

  Further, according to the present embodiment, the lockup state changing means 136 (SB1 to SB6) changes the lockup region used for determining the engagement region of the lockup clutch 26 according to the operation cycle of the engine 10. Alternatively, since the on / off operation of the lock-up clutch 26 is changed, the lock-up clutch 26 is turned off so that it is difficult for the booming noise to occur in an operation cycle (for example, four cycles) where the booming noise is likely to occur. The lockup clutch is turned on in an operation cycle (for example, two cycles) in which it is inherently difficult to generate a humming noise, so that even if the on (engagement) region is expanded, the operation environment is impaired. Occurrence of a warming sound is suppressed, and fuel consumption can be improved as much as possible.

  Further, according to the present embodiment, the lockup state change control means 136 (SC1 to SC8) changes the presence or absence of the slip of the lockup clutch 26 or the slip amount (slip rotation speed) according to the operation cycle of the engine 10. Therefore, in an operation cycle (for example, 4 cycles) in which a booming noise is likely to occur, the lockup clutch 26 is slipped or the slip amount is reduced so that the booming noise is less likely to occur. In an operation cycle that is difficult to occur (for example, two cycles), the lockup clutch does not slip or the amount of slip increases, so that it is possible to suppress the occurrence of a humming noise that impairs the operating environment even if the slip region is expanded, Fuel consumption can be improved as much as possible.

  Further, according to the present embodiment, the lockup state changing means 136 (SC1 to SC8) compares the slip rotation speed when the engine 10 is in the 2-cycle operation with the slip rotation speed when the engine 10 is in the 4-cycle operation. Therefore, the vibration of the engine during two-cycle operation can be suitably reduced.

Further, according to the present embodiment, the lockup state changing means 136 (SC1 to SC8) is used for the target slip rotation speed ΔN _{SLIPT of the} lockup clutch 26 during the transition period from before the change of the operation cycle of the engine 10 to after the change. Is the slip rotation speed for the transition period. In this way, the optimum slip rotation speed of the lock-up clutch 26 is obtained in the transition period in which the operation cycle is changed, and the shock is reduced.

Further, according to this embodiment, the lockup state change means 136 (SC1 through SC8) are the target slip rotational speed ΔN _SLIPT in transition period, before the operating cycle change of the engine 10 target slip rotational speed ΔN _SLIPT1 and operation Since the slip rotational speed is once increased to a higher slip rotational speed than the target slip rotational speed ΔN _SLIPT2 after the cycle change, the slip rotational speed ΔN _SLIP of the lockup clutch 26 is temporarily increased within the transition period in which the operation cycle is changed. Therefore, the shock caused by the change in the slip amount during the transition period is reduced.

Further, according to this embodiment, the lockup state change means 136 (SC1 through SC8) are the target slip rotational speed ΔN _SLIPT in transition period, before the operating cycle change of the engine 10 target slip rotational speed ΔN _SLIPT1 and operation Since the target slip rotation speed ΔN _SLIPT2 after the cycle change is linearly changed, the shock caused by the change in the slip amount in the transient period is reduced.

Further, according to this embodiment, the lockup state change means 136 (SC1 through SC8) are the target slip rotational speed ΔN _SLIPT in transition period, the target slip rotational speed ΔN _SLIPT1 before operating cycle change of the engine 10 and its Since the higher value of the target slip rotation speed ΔN _SLIPT2 after the operation cycle change is set, the shock due to the change in the slip amount during the transition period is reduced.

  FIG. 22 is a diagram for explaining the main parts of a prime mover and a drive system of a vehicle in another embodiment of the present invention. In the vehicle of FIG. 22, in addition to outputting the power transmitted from the engine 10 to the rear wheels via the rear wheel output shaft 46, the front wheels for transmitting a part of the power transmitted from the engine 10 to the front wheels. The automatic transmission 16 is provided with a transfer device 148 having an output shaft 146 for use. The transfer device 148 includes a driving force distribution clutch (not shown). From the four-wheel drive state in which power is transmitted to the front and rear wheels according to the engagement state of the drive force distribution clutch, the front wheel and the rear wheel are driven. The front-rear wheel driving force distribution ratio is changed in a range up to a two-wheel drive state in which power is transmitted to one of the two wheels. The driving force distribution clutch is provided in series with the power transmission path to the front wheels, or is provided in parallel with a center differential (central differential gear device).

FIG. 23 is a functional block diagram for explaining a main part of the control function of the electronic control unit 90 provided in the vehicle of FIG. In FIG. 23, the power transmission state detection means 150 includes a clutch 12, a motor generator MG1, and a torque converter 14 that function as a power transmission device provided along a power transmission path from the engine 10 to the front wheels or rear wheels, that is, drive wheels. In order to detect the power transmission state of the automatic transmission 16, the transfer device 148, etc., for example, a lockup state detection means 152, a gear ratio detection means 154 for detecting a gear ratio (speed ratio) γ of the automatic transmission 16, a transfer Transfer state detecting means 156 for detecting the driving force distribution ratio of the device 148 is provided. The lockup state detection means 152 determines the engagement state of the lockup clutch 26 provided in the torque converter 14, for example, the full engagement state, the half (slip) engagement state, and the release state, for example, the engine speed N _E , Detection is based on the rotational speed N _OUT of the output shaft 46 and the gear ratio (gear ratio) γ, or on the basis of a control signal to an AT lockup control solenoid that controls the lockup clutch 26. The gear ratio detection means 154 controls the gear ratio γ of the automatic transmission 16 based on, for example, the engine rotational speed _NE and the rotational speed N _OUT of the output shaft 46, or the switching of the gear stage of the automatic transmission 16. Detection is based on a control signal to the AT shift solenoid. The transfer state detecting means 156 detects the driving force distribution ratio of the transfer device 148 based on, for example, a control signal to a driving force distribution control solenoid that controls a driving force distribution clutch (not shown) provided in the transfer device 148. To do.

  The driving cycle change (calculation) means 158 is a vehicle state, that is, a power transmission state of a power transmission device such as the lockup clutch 26, the automatic transmission 16, the transfer device 148, for example, an engagement state of the lockup clutch 26, and the automatic transmission 16. The number of operating cycles of the engine 10 is calculated and changed so as to suppress the muffled noise according to the transmission gear ratio γ or the gear stage and the driving force distribution ratio of the transfer device 148. For example, the driving cycle changing means 158 stores, for example, the vibration characteristics of the drive system shown in FIG. 24 in advance for each number of driving cycles and for each power transmission state of the power transmission device. The engagement state detected by the lockup state detection means 152 is engaged, the gear ratio γ of the automatic transmission 14 detected by the gear ratio detection means 154, and the transfer state detection means 156. The vibration level is calculated for each number of driving cycles based on the driving force distribution ratio of the transfer device 148 and the driving state such as the vehicle speed V and the throttle opening, and the number of driving cycles on the side where the vibration level becomes lower is determined. . By setting the number of driving cycles on the side where the vibration level is low, resonance of the drive system while the vehicle is running is avoided to suppress the booming noise. In other words, the number of driving cycles is changed so that the vibration of the drive system of the vehicle is reduced or the resonance point of the drive system is shifted far away to avoid it. Since the vehicle speed V cannot be changed, basically, the number of driving cycles is preferentially changed, and the lockup clutch 26 is controlled to be in an engaged state as much as possible. When the change in the number of operation cycles cannot cope, the lockup clutch 26 is slip-engaged or released.

  The operation cycle changing (calculating) means 158 is a vehicle state, that is, a power transmission state of a power transmission device such as the lock-up clutch 26, the automatic transmission 16, and the transfer device 148, for example, an engagement state of the lock-up clutch 26, automatic Depending on the transmission gear ratio γ or gear stage of the transmission 16 and the driving force distribution ratio of the transfer device 148, for example, as shown in FIGS. 13 and 14, the resonance point becomes far away or the vehicle vibration is reduced. In addition, the number of operation cycles of the engine 10 may be changed as a result by changing the region of the operation cycle so that the booming noise is suppressed. The engagement state of the lock-up clutch 26, the transmission gear ratio γ or gear of the automatic transmission 16, and the driving force distribution ratio of the transfer device 148 are parameters related to the noise caused by the generation of the noise and the volume of the noise. Therefore, the region of the operation cycle is changed to the side where the booming noise is hard to be generated or to the side where the booming noise is reduced according to the parameter related to the booming noise.

The driving cycle control means 110 basically determines the driving cycle based on the vehicle state (for example, θ _ACC or θ _TH and the vehicle speed V) from any one of the relationships shown in FIGS. 9 to 11, for example. The variable valve mechanism 78 is operated to switch the operation cycle of the engine 10 so as to achieve the determined operation cycle, but the engine 10 is set so that the number of operation cycles determined by the engine operation cycle change (calculation) means 158 is reached. The operation cycle is switched with priority. The operation cycle change prohibition means 160 predicts (calculates) the change frequency of the operation cycle, and instructs the operation cycle control means 110 to prohibit the change of the operation cycle when the preset frequency is exceeded.

FIG. 25 is a flowchart for explaining a main part of the control operation of the electronic control unit 90 in the present embodiment. In Figure 25, the SD1, whether it is possible to change the number operating cycle of the engine 10, for example, abnormality of the variable valve mechanism 78 is not, that the engine is no rotational speed sensor abnormality detecting the engine rotational speed N _E The determination is made based on the fact that the exhaust gas purifying catalyst is not overheated. If the determination of SD1 is negative, this routine is terminated. If the determination is positive, the engagement of the lockup clutch 26 provided in the torque converter 14 is established in SD2 corresponding to the lockup state detection means 152. The combined state, for example, the fully engaged state, the half (slip) engaged state, and the released state are based on, for example, the engine rotational speed N _E , the rotational speed N _OUT of the output shaft 46, and the gear ratio (speed ratio) γ, or It is detected based on a control signal to an AT lockup control solenoid that controls the lockup clutch 26. Next, in SD3 corresponding to the lock-up state detecting means 152, gear ratio of the automatic transmission 16 gamma, for example on the basis of the rotational speed N _OUT of the engine rotational speed N _E and the output shaft 46, or the automatic transmission 16 Is detected based on a control signal to an AT shift solenoid that controls the switching of the gear position. Next, in SD4 corresponding to the transfer state detecting means 156, the driving force distribution ratio of the transfer device 148 is applied to, for example, a driving force distribution control solenoid for controlling a driving force distribution clutch (not shown) provided in the transfer device 148. It is detected based on the control signal.

  As described above, when the engagement state of the lockup clutch 26, the transmission gear ratio γ of the automatic transmission 16, and the driving force distribution ratio of the transfer device 148 are detected, the operation cycle changing (calculating) means 158 is handled. In SD5, the number of operation cycles of the engine 10 is changed so that the vibration of the drive system is reduced, in other words, for example, the resonance state of the drive system shown in FIG. It is determined based on the gear ratio γ of the machine 16 and the driving force distribution ratio of the transfer device 148. For example, vibrations are generated based on the connection state of the lockup clutch 26, the transmission gear ratio γ of the automatic transmission 14, the driving force distribution ratio of the transfer device 148, and other parameters related to the noise, and the driving state such as the vehicle speed V and the throttle opening. The level is calculated for each number of operating cycles, and the number of operating cycles on the side where the vibration level is lowered is determined. The number of operation cycles on the side where the vibration level is lowered is determined as the number of operation cycles of the engine 10. That is, avoid the resonance of the drive system while the vehicle is running by changing the number of driving cycles so that the vibration of the drive system of the vehicle is reduced or the resonance point of the drive system is shifted far away to avoid it. It suppresses the muffled noise. Alternatively, in this SD5, as in the embodiments of FIGS. 13 and 14, the region of the driving cycle is changed so that the resonance point of the drive system is farther or the vibration of the vehicle is reduced, and is determined by that region. The number of operating cycles is changed. As a result, the number of operation cycles of the engine 10 is changed so that the muffler noise is suppressed.

  In the next SD6, the actual operation cycle change frequency including the next operation cycle change is predicted (calculated), and it is determined whether or not the predicted operation cycle change frequency exceeds a preset frequency. . If the determination in SD6 is negative, the number of operation cycles of the engine 10 is changed in SD7 corresponding to the operation cycle control means 110 as determined in SD5. However, if the determination at SD6 is affirmative, change of the operation cycle is prohibited at SD8 corresponding to the operation cycle change prohibiting means 160.

  According to this embodiment, the driving cycle changing means 158 causes the vehicle state, that is, the power transmission state of the power transmission device such as the lockup clutch 26, the automatic transmission 16, and the transfer device 148, for example, the engagement state of the lockup clutch 26, Depending on the gear ratio γ or gear stage of the automatic transmission 16 and the driving force distribution ratio of the transfer device 148, for example, as shown in FIGS. 13 and 14, the resonance point becomes far away or the vibration of the vehicle becomes small. As described above, since the operation cycle is changed or the operation cycle region for determining the operation cycle is changed, the same effect as the above-described embodiment can be obtained. That is, since the operation cycle of the engine 10 is changed according to the power transmission state of the power transmission device, even if the power transmission device is operated to the side with high transmission efficiency, the generation of a humming sound that impairs the driving environment is generated. Since it can suppress, a fuel consumption can be improved as much as possible. For example, even if the engagement region or the slip region of the lockup clutch 26 is expanded to a region that could not be used due to the generation of a booming noise in the related art, the booming noise is not so much generated and the fuel efficiency can be improved.

  As mentioned above, although one Example of this invention was described based on drawing, this invention is applied also in another aspect.

  For example, in the embodiment described above, the portion corresponding to FIG. 20 and the portion corresponding to FIG. 21 are provided in the embodiment of FIG. 15, but only the portion corresponding to FIG. 20 or the portion corresponding to FIG. It can be just.

  In the vehicle of the above-described embodiment, the electromagnetic variable valve mechanism 78 in which the intake valve 74 and the exhaust valve 75 are driven and controlled by the electromagnetic actuators 76 and 77 is provided. Further, a variable valve mechanism of a type in which a pulse motor or a servo motor for rotating and driving a cam for raising and lowering (lifting) the exhaust valve 75 is provided and the output shaft of the pulse motor or servo motor is speed-controlled may be used.

  In the vehicle of the above-described embodiment, the stepped automatic transmission 16 using a plurality of sets of planetary gears is used. Instead, a parallel shaft stepped transmission using a meshing clutch is used. A belt type continuously variable transmission or a traction type continuously variable transmission may be provided.

  In the above-described embodiment, the control for changing the number of operating cycles of the engine 10 or the control for changing the engagement state of the lock-up clutch 26 is used to prevent the vehicle from being picked up. And the engagement state change control of the lockup clutch 26 may be used simultaneously.

  The lock-up clutch 26 of the above-described embodiment directly connects the turbine impeller 24 of the torque converter 14 and the pump impeller 20 but directly connects the fluid coupling turbine impeller and the pump impeller. It may be a thing. In the above-described vehicle, the torque converter 14 and the fluid coupling are not necessarily provided.

  In addition, although not illustrated one by one, the present invention can be implemented in variously modified and improved modes based on the knowledge of those skilled in the art.

It is a figure explaining the structure of the automatic transmission for vehicles containing the hydraulic friction engagement apparatus by which engagement hydraulic pressure is controlled by the control apparatus of one Example of this invention. 2 is a chart showing a relationship between combinations of operations of a plurality of hydraulic friction engagement devices and gear stages established thereby in the automatic transmission of FIG. 1. It is a figure explaining the motor | power_engine of the vehicle containing the automatic transmission of FIG. 1, and the principal part of a drive system. It is a figure explaining the variable valve mechanism provided in each cylinder of the engine of FIG. FIG. 5 is a diagram illustrating a configuration of an electromagnetic actuator that is provided in the variable valve mechanism of FIG. 4 and opens and closes an intake valve or an exhaust valve. It is a figure explaining the input-output signal of the electronic control apparatus provided in the vehicle of FIG. 1 thru | or FIG. It is a functional block diagram explaining the principal part of the control function of the electronic controller of FIG. It is a figure which shows the relationship memorize | stored beforehand used in order to estimate generation | occurrence | production of a booming noise in the lockup engagement permission determination means of FIG. It is a figure which shows the relationship memorize | stored previously used in order to determine an operation cycle by the operation cycle control means of FIG. It is a figure which shows the other example of the relationship memorize | stored previously used in order to determine an operation cycle by the operation cycle control means of FIG. It is a figure which shows the other example of the relationship memorize | stored previously used in order to determine an operation cycle by the operation cycle control means of FIG. FIG. 7 is a flowchart for explaining a main part of a control operation by the electronic control unit of FIG. 6, that is, an operation cycle control routine for preventing a booming noise. In another Example of this invention, it is a figure which shows the relationship used in order to determine an operation cycle by an operation cycle change means, when a lockup clutch is an ON state. In another Example of this invention, it is a figure which shows the relationship used in order to determine an operation cycle by an operation cycle change means, when a lockup clutch is an OFF state. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus in the other Example of this invention. It is a figure which shows the relationship memorize | stored previously used in order to estimate generation | occurrence | production of a booming sound in the determination means in a booming sound generation area | region of FIG. It is a time chart explaining the change of the slip rotational speed of the lockup clutch in the transition period when an operation cycle is changed. It is a figure which shows the relationship used in order to set a target slip rotational speed in the target slip rotational speed setting means of FIG. 15, Comprising: It is a figure used at the time of 2 cycles. It is a figure which shows the relationship used in order to set a target slip rotational speed in the target slip rotational speed setting means of FIG. 15, Comprising: It is a figure used at the time of 4 cycles. FIG. 16 is a flowchart for explaining a main part of the control operation of the electronic control device in the embodiment of FIG. 15, and shows a lockup clutch control routine for preventing a booming noise. FIG. 16 is a flowchart for explaining a main part of the control operation of the electronic control device in the embodiment of FIG. 15, and shows a lockup clutch slip control routine for preventing a booming noise. It is a figure explaining the motor | power_engine of a vehicle and the principal part of a drive system in the other Example of this invention. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus in the Example of FIG. FIG. 23 is a diagram for explaining the relationship between the vibration level of the drive system and the vehicle speed in the vehicle of the embodiment of FIG. It is a flowchart explaining the principal part of the control action of the electronic control apparatus in the Example of FIG.

Explanation of symbols

10: Engine 16: Automatic transmission (power transmission device)
26: Lock-up clutch (power transmission device)
108: Operation cycle changing means 136: Lock-up state changing means 148: Transfer device (power transmission device)
158: Operation cycle changing means

Claims (10)

An overall control device for a vehicle that controls an operation cycle of the engine and an engagement state of the lock-up clutch in a vehicle having an engine and a lock-up clutch that can change the operation cycle,
A vehicle overall control device comprising: a lockup engagement state changing means for changing an engagement state of the lockup clutch in accordance with an operation cycle of the engine.   2. The vehicle according to claim 1, wherein the lock-up engagement state changing means changes a lock-up region of the lock-up clutch according to an operation cycle of the engine so as to suppress generation of a booming noise of the vehicle. Integrated control device.   2. The vehicle overall control device according to claim 1, wherein the lockup engagement state changing means changes an on / off state of the lockup clutch in accordance with an operation cycle of the engine.   2. The vehicle overall control apparatus according to claim 1, wherein the lockup engagement state changing means changes presence or absence of slippage of the lockup clutch in accordance with an operation cycle of the engine.   The vehicle overall control device according to claim 1, wherein the lockup engagement state changing means changes a slip rotation speed of the lockup clutch in accordance with an operation cycle of the engine.   The lockup engagement state changing means sets the slip rotation speed when the engine is in a relatively low cycle operation to a larger value than the slip rotation speed when the engine is in a relatively high cycle operation. The vehicle comprehensive control apparatus according to claim 5.   6. The lock-up engagement state changing means sets the slip rotation speed of the lock-up clutch as a transition period slip rotation speed within a transition period from before the engine operation cycle is changed to after the change. Vehicle overall control device.   The lockup engagement state changing means sets the slip rotation speed within the transition period to a slip rotation speed higher than the slip rotation speed before the engine operation cycle change and the slip rotation speed after the engine operation cycle change. 8. The vehicle overall control apparatus according to claim 7, which is once raised.   8. The lockup engagement state changing means linearly changes the slip rotation speed within the transition period from the slip rotation speed before changing the engine operating cycle to the changed slip rotation speed. Vehicle overall control device.   The lockup engagement state changing means sets the slip rotation speed within the transition period to a higher value of either the slip rotation speed before changing the engine operation cycle or the slip rotation speed after changing the engine operation cycle. The vehicle comprehensive control device according to claim 7.

Images