JP2008185219A - Vehicular integrated control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular integrated control device by which transmission shock caused by increase in inertia accompanying forced lowering of an engine revolution speed is suitably suppressed. <P>SOLUTION: Since a command to lower an engine revolution speed is output by an engine revolution speed control means 108 after engaging force control of a lock-up clutch 26 for relaxing transmission shock of an automatic transmission 16 by a lock-up clutch control means 106 has been started, racing of the engine revolution speed due to release or start of semi-engagement of the lock-up clutch 26 is prevented, and the transmission shock is restrained suitably. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a comprehensive control apparatus for a vehicle including an engine capable of changing engine rotational speed control and an automatic transmission to which an output torque of the engine is input.

  In a vehicle equipped with an automatic transmission to which engine output torque is input, a control device that switches the hydraulic friction engagement device in the automatic transmission and reduces the engine rotation speed for shifting the automatic transmission Has been proposed.

  By the way, in the control device as described above, for example, the engine rotational speed is forcibly reduced by engagement of a hydraulic friction engagement device such as a clutch or a brake in the automatic transmission during the upshift period. A shift shock may occur due to an increase in inertia accompanying a decrease in the rotational speed.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a comprehensive control device for a vehicle in which a shift shock due to an increase in inertia caused by a forced decrease in the rotational speed of the engine is suitably suppressed. Is to provide.

  The gist of the invention according to claim 1 for achieving such an object is a comprehensive control device for a vehicle including an engine and an automatic transmission capable of controlling the engine speed itself, Engine rotation control availability determination means for determining whether or not the engine itself is in a state capable of performing control for reducing the engine rotation speed, and a hydraulic type involved in the shift for shifting the automatic transmission A shift hydraulic pressure control means for controlling the engagement pressure of the friction engagement device, and the shift hydraulic pressure control means changes the hydraulic control for the shift according to the determination result of the engine rotation control availability determination means. It is.

  The gist of the invention according to claim 2 for achieving the above object is a comprehensive control device for a vehicle including an engine and an automatic transmission capable of controlling the engine rotational speed by itself. Engine rotation control availability determination means for determining whether or not the engine itself is in a state capable of performing control for reducing the engine rotation speed, and the engine itself performs rotation speed reduction control by the engine rotation control availability determination means. If it is determined that the engagement is impossible, the hydraulic control is performed so that the engagement of the release-side hydraulic friction engagement device and the engagement of the engagement-side hydraulic friction engagement device overlap. However, if it is determined by the engine rotation control enable / disable determining means that the engine speed can be controlled by the engine itself, the engagement of the disengagement side hydraulic friction engagement device and the And the engagement of the engagement side hydraulic friction engagement device is intended to include a shift hydraulic pressure control means for hydraulic control to the under-wrap.

  Further, the gist of the invention according to claim 3 is that, in the invention according to claim 2, the engine speed reduction by the engine speed control means is executed in the underlap period.

  The gist of the invention according to claim 4 for achieving the above object is a comprehensive control device for a vehicle including an engine and an automatic transmission capable of controlling the engine rotation speed by itself. (a) engine rotation speed control means for temporarily reducing the rotation speed by the engine itself at the time of shifting of the automatic transmission; and (b) the automatic transmission based on a control result by the engine rotation speed control means. And a learning control means for changing the learning correction value.

  According to the vehicle overall control apparatus of the invention of claim 1, depending on whether or not the engine itself can be controlled to decrease the engine rotation speed, or to the extent that the engine itself decreases the engine rotation speed. Accordingly, appropriate shift oil pressure control becomes possible.

  According to the vehicle overall control apparatus of the second aspect of the present invention, the clutch-to-clutch shift achieved by releasing the release-side hydraulic friction engagement device and engaging the engagement-side hydraulic friction engagement device. In this case, it is possible to perform appropriate shift oil pressure control depending on whether or not the engine itself can perform control to reduce the engine rotation speed.

  According to the vehicle comprehensive control apparatus of the invention of claim 3, in the clutch-to-clutch shift, the engine rotation speed is positively changed to the rotation speed of the gear stage after the shift. The resulting shock at the time of shifting is suitably suppressed.

  According to the vehicle overall control apparatus of the invention of claim 4, the engine rotational speed is temporarily set, for example, within the upshift period by the engine rotational speed control means in order to alleviate the shock at the time of shifting of the automatic transmission. When the engine speed is lowered, the engine speed can be reduced by the engine itself, for example, based on the control result by the engine speed control means. The learning correction value of the automatic transmission by the learning control means is changed based on whether or not the engine rotational speed has been reduced by the engine itself, based on whether or not the engine rotational speed has been reduced by itself. Depending on whether or not it has been performed, a learning correction value corresponding to it is used, and optimal shift control is performed according to the engine condition. Shift shock can be suitably prevented.

  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 FIG. 1, the output of the engine 10 as a power source is input to an automatic transmission 16 having a clutch 12 and a torque converter 14, and is transmitted to drive wheels via a differential gear device and an axle (not shown). ing. 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. Normally, the period during which the engagement torque is given during the release process of the brake B3 and the period during which the engagement torque is given during the engagement process of the brake B2 are overlapped, but the engine 10 itself controls the reduction of the engine speed. When possible, a release period is provided in which both brakes B3 and B2 are released. 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 timing according to the engine load, but also includes a timing for operating the engine 10 for four cycles and a timing for operating the two cycles according to the operation cycle switching command. Control to be. 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.

Further, the engine 10, by controlling the or the number of active cylinders by controlling the operation timing of the intake valve 74 and exhaust valve 75 of the variable valve mechanism 78, the control of the engine rotational speed N _E by the engine itself It has functions that enable it. That is, by controlling the operation timing of the intake valve 74 and the exhaust valve 75 or controlling the number of operating cylinders to increase / decrease the rotational resistance of the crankshaft in the engine 10 itself, for example, the engine rotational speed NE is increased during _upshift . It can be positively or rapidly reduced at a desired reduction rate.

FIG. 6 illustrates a signal input to the electronic control device 90 and a signal output from the electronic control device 90. For example, the electronic control unit 90 includes an accelerator opening signal that represents the accelerator opening θ _ACC that is the amount of operation of the accelerator pedal, a throttle opening signal that represents the opening θ _TH of the throttle valve 62, and the output shaft of the automatic transmission 16. 46 rotational speed N _OUT ie vehicle speed signal corresponding to the vehicle speed V, a signal indicative of engine rotational speed N _E, a signal representative of the supercharging 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). Further, the electronic control device 90 is injected into the cylinder of the engine 10 from the fuel injection valve, a signal for driving the throttle actuator 60 for setting the throttle opening θ _TH to a magnitude corresponding to the accelerator opening θ _ACC. An injection signal for controlling the amount of fuel, signals S1, S2, S3 for controlling a shift solenoid that drives a shift valve in the hydraulic control circuit 66 in order to switch the gear stage of the automatic transmission 16, the lockup clutch 26 A command signal D _SLU for driving a linear solenoid valve SLU for controlling engagement, release, slip amount, direct control of the brake B3, and clutch-to-clutch shift, and a magnitude corresponding to the opening θ _TH of the first throttle valve 52 linear for controlling command signal D _SLT, the accumulator back pressure for driving the linear solenoid valve SLT for generating a throttle pressure P _TH A command value signal D _SLN for driving the solenoid valve SLN is outputted.

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 hydraulic control circuit 66 is controlled so that the gear stage is obtained in response to the shift determination. In the process of this shift control, the input torque T _IN of the automatic transmission 16 is estimated, and the engagement pressure of the hydraulic friction engagement device involved in the shift or the line pressure that is the original pressure is determined according to the input torque T _IN . To control the size. In the lock-up state change control, the vehicle speed V (corresponding to the output side rotational speed N _OUT ) representing the actual vehicle running state and the accelerator opening θ _ACC or the throttle opening representing the driver's required output amount from the relationship stored in advance. Based on θ _TH (%), it is determined whether it belongs to the engagement region, the release region, or the slip region, and the lock-up in the hydraulic control circuit 66 is obtained so that a state corresponding to the determined region is obtained. Control is performed to control the control solenoid so that the lockup clutch 26 is engaged, released, or slipped. 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, the number of operation cycles of the engine 10 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 FIG. 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. 8 is a functional block diagram for explaining the main part of the control function of the electronic control unit 90. The upshift determination means 100 determines whether or not a point indicating a traveling state expressed based on the actual vehicle speed V and the throttle valve opening θ from the previously stored shift diagram (not shown) crosses the upshift line to the high speed side. Based on this, an upshift of the automatic transmission 16, for example, a 2 → 3 upshift is determined. The engine rotation control availability determination unit 102 determines whether or not the engine 10 itself is in a state where control for reducing the engine rotation speed can be performed. That is, the engine 10 itself controls the engine speed _NE to decrease without borrowing the operation of other devices such as the automatic transmission 16, for example, the intake valve 74 and the exhaust for increasing the number of idle cylinders or increasing the rotational resistance of the crankshaft. whether it is a state that can reduce the engine rotational speed N _E by selecting the operation timing of the valve 75 is determined on the basis of such the operating state of the vehicle running state and the engine. In such a low temperature it is determined by the state of failure condition and sensors such as when combustion is unstable engine 10 it is impossible to decrease the control of the rotational speed N _E by the engine 10 itself.

When the upshift is determined by the upshift determining unit 100, the lockup clutch control means 106 reduces the engagement force of the lockup clutch 26 within the upshift period in order to reduce the shift shock of the automatic transmission 16. Control. For example, by releasing or half-engaging the lock-up clutch 26, the engagement force is immediately reduced, and the connection state between the engine 10 and the automatic transmission 16 is eased. When the upshift period ends, that is, when the engagement pressure P _{B2 of the} brake _B2 is increased by the shift hydraulic control means 104, the engagement state of the lockup clutch 26 is immediately returned to the state before the upshift period. .

When the upshift determination is performed by the upshift determination unit 100, the shift hydraulic pressure control unit 104 controls the engagement pressure of the hydraulic friction engagement device for achieving the shift. For example, when a 2 → 3 upshift is determined, the engagement pressure P _B3 of the brake B3 that has been in the engaged state is lowered to release it, and it has been in the released state until then. A 2 → 3 upshift is established by increasing the engagement pressure P _{B2 of the} brake B2 and engaging it. More specifically, the case where the engine rotation control determination section 102 decreases the control of the rotational speed N _E by the engine 10 itself is determined to be impossible, shift hydraulic pressure control unit 104, well known conventional clutch In accordance with the toe clutch shift operation, the engagement pressure P _{B3 of the} brake B3 is overlapped so that the period in which the engagement torque is given in the release process of the brake B3 and the period in which the engagement torque is given in the engagement process of the brake B2 overlap. And a first control mode for increasing the engagement pressure P _{B2 of the} brake B2 is executed. However, if it is determined that it is possible to decrease the control of the rotational speed N _E by the engine 10 itself by the engine rotation control determination unit 102, shift hydraulic pressure control unit 104, as shown in FIG. 11, the brake B3 The underlap period A during which the engagement torque is given during the release process and the period during which the engagement torque is given during the engagement process of the brake B2, that is, the release period A during which both the brakes B3 and B2 are released. So that the engagement pressure P _B3 of the brake B3 is reduced and the engagement pressure P _{B2 of the} brake _B2 is increased. That is, the transmission hydraulic pressure control means 104 can execute the engine speed reduction control by the function of the engine 10 itself by the control judgment result (controllability) by the engine speed control means 108, that is, by the engine speed control availability judgment means 102. Thus, the control of the engagement pressures P _B3 and P _B2 for the 2 → 3 upshift is changed. The increase in the engagement pressure P _B2 of the brake B2 occurs after completion of engine rotation speed reduction control by the engine rotation speed control means 108, which will be described later, that is, the engine rotation speed N _E changes to the engine rotation speed N _{E3 at} the third speed gear stage. Executed after reaching. Instead of the executability of the reduction control of the engine speed N _E by the engine 10 itself as described above, the engine rotational speed control means 108 shift hydraulic pressure control means 104 according to the engine rotational speed decrease degree (rate) due to the brake B3 The overlap state between the period during which the torque is given during the releasing process and the period during which the torque is given during the engagement process of the brake B2 may be changed.

Engine speed control means 108, the shift-up determination is determined upshift is by means 100, is determined and by the engine rotation control permission determination unit 102 that it is possible to decrease the control of the rotational speed N _E by the engine 10 itself In this case, as shown in FIG. 11, after the start of the engagement force reduction control of the lockup clutch 26 by the lockup clutch control means 106 within the upshift, for example, the 2 → 3 upshift period, for example, the intake valve 74 By controlling the operation timing of the exhaust valve 75 and the exhaust valve 75, the engine speed N _E is decreased at a predetermined rate (decrease speed) from the engine speed N _{E2 at} the second gear to the engine speed N at the third gear. Decrease until _E3 is reached. Even upshift by the upshift determining means 100 is determined, the case where the engine rotation control determination section 102 decreases the control of the rotational speed N _E by the engine 10 itself is determined to be impossible, the its without reducing the engine rotational speed N _E, forcibly engine rotational speed by conventional switching the hydraulic friction engagement device in an automatic transmission 16 as Kurattsu to clutch shifting state similar with the engine 10 itself, such as the N _E to execute the shift to lower. Moreover, you may perform the transmission which combined both of them.

The driving operation mode determination means 110 is, for example, a manual shift mode in which the automatic transmission 16 can be manually shifted, a sports travel mode in which shift control with an emphasis on acceleration is performed in the automatic transmission 16, and economic efficiency in the automatic transmission 16. It is determined whether an economy travel mode in which important shift control is performed, or a snow travel mode in which the gear ratio of the automatic transmission 16 is made smaller than normal at the time of vehicle start and the output torque is reduced is selected. . Engine rotational speed decreasing rate changing means 112 in advance from the stored unillustrated related based on the driving operation mode is actually selected, the engine rotational speed control means unit of the engine rotational speed N _E to be reduced time by 108 The hit reduction amount, that is, the reduction speed (decrease rate) is changed, and the engine speed _NE is reduced at the changed reduction speed. For example, when the manual shift mode or the sport running mode is selected, as compared with the case where the economy running mode is selected, lowering the rate (lowering rate) per unit time of the engine rotational speed N _E is larger Value. If economy running mode is selected, as compared with the case where snow drive mode is selected, lowering the rate (lowering rate) per unit time of the engine rotational speed N _E is greater value. The engine rotational speed control means 108, the in the 2 → 3 upshift period, the engine in accordance with the rate of decrease per unit of time determined engine rotational speed N _E (reduction rate) by the engine rotational speed decrease rate changing means 112 The rotational speed _NE is reduced.

  The learning control means 114 is a hydraulic pressure for speed change executed by the speed change hydraulic pressure control means 104 according to whether or not the engine speed control enable / disable determination means 102 can execute the engine speed reduction control by the function of the engine 10 itself. For each control mode, for example, in a 2 → 3 clutch-to-clutch upshift, a shift output is performed so as to eliminate the influence of individual differences in the friction coefficient of the hydraulic friction engagement devices such as brakes B3 and B2 or changes over time. The control hydraulic pressure is corrected by learning so that the blow of the input rotating shaft falls within the target range so that the sliding time from the start of the inertia phase to the start of the inertia phase becomes the target value. The learning control means 114 corrects the control value of the linear solenoid valve SLN linear solenoid valve SLU, for example, as shown in FIGS. 9 (a) and 9 (b), and maps and stores it as an initial value at the next shift. To do. FIG. 9A shows the period during which the brake B3 is given torque and the brake B2 when the engine speed control enable / disable determining means 102 cannot execute the engine speed reduction control by the function of the engine 10 itself. FIG. 9B shows the learning parameters used when executing the well-known clutch-to-clutch upshift that overlaps the period to be held, and FIG. Clutch-to-clutch that generates an underlap between a period during which torque is applied to the brake B3 and a period during which torque is applied to the brake B2 as shown in FIG. The learning parameters used when executing the upshift are shown. That is, the learning control means 114 is based on the control determination result (controllability) by the engine speed control means, or based on the amount of engine speed that the engine 10 itself has reduced, that is, the engine speed control permission determination means. The learning correction value of the engagement pressure at the time of shifting of the automatic transmission or the engagement hydraulic pressure of the lockup clutch 26 is changed according to whether or not the engine speed reduction control by the function of the engine 10 itself can be executed by 102. is there.

Figure 10 is a shift control operation to switch the shift control modes depending on whether the a main portion, that is the engine rotational speed control N _E (reduction) ready in the engine 10 itself of the control operation of the electronic control device 90 It is a flowchart to show. In FIG. 10, in S1 corresponding to the upshift determining means 100, it is determined whether or not a 2 → 3 upshift is determined based on the actual vehicle running state from a previously stored shift diagram. Although the present routine is terminated when the determination in S1 is negative, when the result is affirmative, the in engine control permission determination unit 102 corresponding S2 to the reduction control of the engine rotational speed N _E by the engine 10 itself It is determined whether or not this is possible. The time point t _{1 in} FIG. 11 shows this state. If the determination in S2 is negative, well-known clutch-to-clutch shift hydraulic pressure control, lock-up clutch engagement force reduction control, and learning control are executed in S3 to S5. That is, in S3 corresponding to the shift hydraulic pressure control means 104, the release is performed so that the period in which the brake B3 is given torque and the period in which the brake B2 is given torque are overlapped in order to realize the 2 → 3 upshift. The engagement pressure P _B3 of the brake B2 on the side and the engagement pressure P _B2 of the brake B2 on the engagement side are controlled. At the same time, in S4 corresponding to the lock-up clutch control means 106, the lock-up clutch 26 is released or semi-engaged within the 2 → 3 up-shift period. In S5 corresponding to the learning control means 114, for example, learning control using learning parameters shown in FIG. 9 (a) is executed.

If the judgment in step S2 is a reduction control state capable, namely the engine speed N _E by the engine 10 itself is positive, in S6 to S9, the torque to the brake B3 in order to realize the 2 → 3 upshift The engagement pressure P _B3 of the release-side brake B2 and the engagement-side brake so that the release period A is provided between these periods and the period during which the brake B2 is given torque. Clutch-to-clutch speed change hydraulic pressure, lock-up clutch engagement force reduction control, engine rotation speed reduction control, and learning control are executed to control the engagement pressure P _B2 of _B2 . That is, in S6 corresponding to the shift hydraulic pressure control means 104, a release period A is provided between a period in which the brake B3 is given torque and a period in which the brake B2 is given torque in order to realize the 2 → 3 upshift. Thus, the engagement pressure P _B3 of the release-side brake B2 and the engagement pressure P B2 of the engagement-side brake _B2 are controlled. At the same time, in S7 corresponding to the lock-up clutch control means 106, the lock-up clutch 26 is released or semi-engaged within the 2 → 3 up-shift period. At the same time, in S8 corresponding to the engine rotational speed control means 108, as shown in FIG. 11, the engine rotational speed _NE is changed from the second speed gear value N _E2 to the third speed gear stage within the release period A. The value is reduced to a value N _E3 at a predetermined reduction rate determined in accordance with a driving operation mode such as a manual transmission mode, a sport driving mode, an economy driving mode, and a snow driving mode. In this sense, S8 also corresponds to the driving operation mode determination means 110 and the engine rotation speed reduction speed change means 112. In S9 corresponding to the learning control means 114, for example, learning control using learning parameters shown in FIG. 9B is executed.

FIG. 11 shows the operation of S6 to S9. When 2 → 3 upshift output is performed at time point t _1, after the release command of the brake B3 (reduced instruction engagement pressure P _B3) is issued in S6 at t ₂ when the lock-up clutch 26 in the t ₃ time Is issued in S7. The engine rotational speed decrease command at t ₄ when the release is completed in release and lock-up clutch 26 of the brake B3 is issued in S8. When the engine rotational speed N _E is synchronously rotated to reach the rotation speed N _E3 of the third gear in such release periods A, after the engagement command brake B2 is issued in S6 at t ₅ the time, t A command is issued in S7 to make the lock-up clutch 26 engaged at time ₆ .

  As described above, according to the present embodiment, after the start of the engagement force control of the lockup clutch 26 to alleviate the shock during the shift of the automatic transmission 16 by the lockup clutch control means 106 (S7), Since the engine rotation speed reduction is executed by the engine rotation speed control means 108 (S8), the torque converter 14 reduces the occurrence of shock during the shift, and thus the shift shock is suitably suppressed.

  Further, according to this embodiment, the lockup clutch control means 106 (S7) temporarily reduces the engagement force of the lockup clutch 26 with the lockup clutch 26 in the released state or the semi-engaged state. Therefore, after the lock-up clutch 26 is released or half-engaged, the engine rotation speed reduction by the engine rotation speed control means 108 (S8) is executed, so that the shift shock is suitably suppressed.

Further, according to this embodiment, the 2 → 3 upshift is achieved by releasing the release side hydraulic friction engagement device (brake B3) and engaging the engagement side hydraulic friction engagement device (brake B2). The clutch-to-clutch-up shift, and after the start of the lock-up clutch engagement force reduction control is completed, the release-side hydraulic friction engagement device is reduced by reducing the engagement pressure of the release-side hydraulic friction engagement device, and Shift hydraulic pressure control means 104 (S6) for increasing the engagement pressure of the engagement-side hydraulic frictional engagement device through the release period A for releasing both engagement-side hydraulic frictional engagement devices and engaging it. provided, the engine speed control means 108, since it is intended to reduce the engine rotational speed N _E at a predetermined decreasing rate within said release period a, in the lock-up clutch engagement force reduction period Since engine speed N _E is lowered, the generation of shock due to the inertia torque due to decrease in the engine rotational speed N _E can be suitably prevented.

Further, according to this embodiment, the engine rotational speed N _E engine control determination means for determining whether a state capable of performing control to reduce the 102 engine 10 itself and (S2), the automatic A shift hydraulic pressure control means 104 (S6) for controlling the engagement pressure of the hydraulic friction engagement device involved in the shift for shifting the transmission 16 is provided. since according to the determination result of the determination unit 102 and changes the hydraulic control for the shift, appropriate depending on whether it is possible to perform control to reduce the engine rotational speed N _E by the engine 10 itself Shift oil pressure control is possible.

Further, according to this embodiment, the shift hydraulic pressure control means 104 (S6) determines that the engine 10 itself cannot perform the rotational speed reduction control by the engine rotation control availability determination means 102 (S2). Performs hydraulic control so that the engagement of the disengagement side hydraulic friction engagement device and the engagement of the engagement side hydraulic friction engagement device overlap, and the engine rotation control availability determination means 102 (S2). When it is determined that the engine 10 itself can perform the rotational speed reduction control, the engagement of the release-side hydraulic friction engagement device and the engagement of the engagement-side hydraulic friction engagement device are performed. because and performs hydraulic control to underlap, in clutch-to-clutch shift, depending on whether it is possible to perform control to reduce the engine rotational speed N _E by the engine 10 itself properly Shift hydraulic pressure control becomes possible.

Further, according to the present embodiment, the engine rotation speed decrease by the engine rotation speed control means 108 is executed in the underlap period A. Therefore, in the clutch-to-clutch shift, the engine rotation speed _NE is positively changed after the shift. Therefore, the shock at the time of shifting due to the inertia torque of the engine 10 is suitably suppressed.

  Further, according to the present embodiment, the engine speed reduction speed commanded from the engine speed control means 108 by the engine speed reduction speed change means 112 based on the driving operation mode determined by the driving operation mode determination means 110. Since the engine speed is reduced, for example, during the upshift period at an engine speed reduction speed corresponding to the driving operation mode, a shift shock is suitably suppressed and drivability is improved.

  Further, according to the present embodiment, the driving operation mode includes a manual shift mode in which the automatic transmission 16 can be manually shifted, a sports travel mode in which shift control with an emphasis on acceleration is performed in the automatic transmission 16, an automatic shift Either an economy travel mode in which gear change control is performed with an emphasis on economy in the machine 16 or a snow travel mode in which the gear ratio of the automatic transmission 16 is made smaller than normal to reduce its output torque when the vehicle starts. Therefore, there is an advantage that the engine rotation speed can be decreased at the engine rotation speed decrease speed (rate) corresponding to the manual shift mode, the sport travel mode, the economy travel mode, the snow travel mode, and the like within the upshift period.

  Further, according to the present embodiment, when the rotational speed of the engine 10 is reduced by the engine rotational speed control means 108 for the shift of the automatic transmission 16, for example, within the upshift period, the engine rotational speed control means 108 Based on the control result, for example, because the engine 10 itself is in a state in which the rotational speed can be reduced, the learning control means 114 determines whether the engine rotational speed reduction has been performed by the engine rotational speed control means 108. Since the learning correction value of the engagement pressure at the time of shifting of the automatic transmission 16 is changed, the learning correction value corresponding to whether or not the intended engine speed reduction has been performed is used, and depending on the engine state Further, the shift shock is suitably prevented by the optimum shift control.

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

  For example, the learning control unit 114 (S9) of the above-described embodiment corrects the engagement pressure of the hydraulic friction engagement device during the shift of the automatic transmission 16 by learning. The engagement pressure or the slip engagement pressure may be corrected by learning.

In each embodiment described above, although the engine rotational speed N controllable cylinder switching and driving cycle number change capable engine 10 as engine _E has been used, which can either cylinders switching and the number of operating cycles change It may be an engine.

  Further, although the lock-up clutch 26 of the above-described embodiment is provided in the torque converter 14, it may be provided in a fluid coupling.

  In the above-described embodiment, the automatic transmission 16 has the fifth forward speed. However, the automatic transmission 16 may be configured to have the fourth forward speed or the sixth forward speed. Further, although the above-described upshift has been described for the 2 → 3 clutch-to-clutch upshift, it may be an upshift at another gear stage.

  In the above-described embodiment, the MG 1 and the exhaust turbine supercharger 54 are provided, but they 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 to which the control apparatus of one Example of this invention was applied. 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 for explaining a configuration of an electromagnetic actuator provided in the variable valve mechanism of FIG. 4 to open and close an intake valve or an exhaust valve at a desired timing. 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 figure which shows the relationship memorize | stored beforehand used in order to determine the change of the driving cycle of an engine by the driving cycle change determination means of FIG. It is a functional block diagram explaining the principal part of the control function of the electronic controller of FIG. FIG. 9 is a chart showing learning parameters used in the learning control means of FIG. 8, wherein (a) is an overlap between the engagement of the release-side hydraulic friction engagement device and the engagement of the engagement-side hydraulic friction engagement device. (B) is a clutch in which the engagement of the disengagement side hydraulic friction engagement device and the engagement of the engagement side hydraulic friction engagement device are underlapped. The learning parameters used in the toe clutch up shift are shown. It is a flowchart explaining the principal part of the control action of the electronic controller of FIG. It is a time chart explaining the principal part of the control action of the electronic controller of FIG.

Explanation of symbols

10: Engine 16: Automatic transmission 26: Lock-up clutch 90: Electronic control unit 102: Engine rotational speed control enable / disable determining means 104: Transmission hydraulic pressure control means 106: Lock-up clutch control means 108: Engine rotational speed control means 110: Operation Operation mode determination means 112: Engine rotation speed reduction speed change means 114: Learning control means

Claims (4)

Comprehensive control device for a vehicle including an engine and an automatic transmission capable of controlling the engine speed itself,
Engine rotation control availability determination means for determining whether or not the engine itself is in a state capable of performing control for reducing the engine rotation speed;
Shift hydraulic control means for controlling the engagement pressure of the hydraulic friction engagement device involved in the shift for shifting the automatic transmission,
The overall control apparatus for a vehicle, wherein the shift hydraulic pressure control means changes the hydraulic control for the shift according to a determination result of the engine rotation control availability determination means. Comprehensive control device for a vehicle including an engine and an automatic transmission capable of controlling the engine speed itself,
Engine rotation control availability determination means for determining whether or not the engine itself is in a state capable of performing control for reducing the engine rotation speed;
If it is determined by the engine rotation control enable / disable determining means that the engine speed cannot be controlled by the engine itself, the engagement of the disengagement hydraulic frictional engagement device during engagement of the automatic transmission is engaged. The hydraulic control is performed so that the engagement of the combined hydraulic frictional engagement device overlaps, but it has been determined that the engine itself can perform the rotational speed reduction control by the engine rotation control enable / disable determining unit. Shift hydraulic control means for performing hydraulic control so that the engagement of the release-side hydraulic frictional engagement device and the engagement of the engagement-side hydraulic frictional engagement device underlap,
A vehicle overall control apparatus comprising: The comprehensive control apparatus for a vehicle according to claim 2, wherein the engine rotation speed reduction by the engine rotation speed control means is executed during the underlap period. Comprehensive control device for a vehicle including an engine and an automatic transmission capable of controlling the engine speed itself,
Engine rotational speed control means for temporarily reducing the rotational speed by the engine itself when shifting the automatic transmission;
And a learning control means for changing a learning correction value of the automatic transmission based on a control result by the engine rotation speed control means.

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