JP2010018255A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device for improving the fuel economy of an engine. <P>SOLUTION: The vehicle control device is provided with: an engine; a transmission; and an engaging element which is engaged when any gear ratio is achieved by the transmission and which connects an input member and an output member of the transmission to transmit power. This vehicle control device includes: an efficiency determination means (step S2) for determining whether or not the efficiency of the engine satisfies a reference value; an estimation means (step S3) for, when it is determined that the efficiency of the engine does not satisfy the reference value, estimating a power loss to be generated due to the slip of the engaging element, and for estimating the improvement of the engine efficiency to be generated due to a change in engine speed; a comparison means (step S4) for comparing the power loss with the improvement of the engine efficiency, and for determining which is larger; and a slide control means (step S5) for, when it is determined that the improvement of the engine efficiency is larger than the power loss, changing the engine speed by causing the engaging element to slip. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle control device in which a power transmission path connected to an engine is provided with a stepped transmission capable of controlling a gear ratio stepwise.

  In general, a vehicle is known in which a stepped transmission capable of controlling a gear ratio in a stepwise manner is provided on a power transmission path from an engine to a wheel. In the vehicle described in Patent Document 1, a transmission is provided on the output side of the engine, and the transmission includes three sets of planetary gear units, four clutches, and two brakes. When the drive position is selected, the transmission can selectively switch from the first speed to the eighth speed, and when the reverse position is selected, two kinds of reverse gears can be selected by the transmission. It is. With such a configuration, it is supposed that the transmission gears can be multi-staged, the speed ratio can be widened, smooth speed change characteristics can be obtained, and the fuel efficiency of the engine can be improved. A vehicle control device having a multi-stage transmission is also described in Patent Documents 2 to 4.

JP 2005-273768 A JP 2007-292227 A JP 2004-322935 A JP 2004-1000094 A

  However, in the multi-stage transmission described in Patent Document 1, since the engine speed changes stepwise with respect to the change in vehicle speed, it is not always possible to use an operating state in which the engine combustion efficiency is good. There was room for improvement in that regard.

  The present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a vehicle control apparatus that can further improve the fuel consumption of the engine.

  In order to achieve the above object, an invention according to claim 1 is arranged in an engine that generates power by burning fuel, a power transmission path that is output from the engine, and has an input rotational speed and an output rotational speed. A transmission capable of changing the transmission ratio between the transmission and the transmission, and the transmission is engaged when the transmission achieves any one of the transmission ratios, and power is transmitted between the input member and the output member of the transmission. In the vehicle control device comprising an engaging element that can be connected, an efficiency determination for determining whether or not a combustion efficiency of the engine satisfies a predetermined reference value as a value indicating that the combustion efficiency of the engine is relatively high And when the engine combustion efficiency of the engine does not satisfy the reference value, the engine speed is changed by sliding the engagement element to be engaged when setting one of the gear ratios with the transmission. Assuming that Estimating means for estimating power loss caused by slippage of the joint element and estimating an improvement in engine combustion efficiency caused by change in engine speed, power loss estimated by the estimating means, and the estimating means Comparing means for comparing the improvement in engine efficiency estimated by the above and determining which is greater, and the comparison means, the improvement in the combustion efficiency of the engine is greater than the power loss. And a slip control means for sliding the engagement element to change the engine speed when it is determined.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, in the power transmission path from the engine to the wheels, a power running that converts electrical energy into kinetic energy and regeneration that converts kinetic energy into electrical energy. A motor / generator capable of performing the operation, and having a required output calculation means for obtaining a required output of the engine based on a required driving force in the front-rear direction in the vehicle, and the efficiency determination means includes the engine rotation Whether or not the combustion efficiency of the engine satisfies the reference value using the number and the engine torque, and whether or not the actual output represented by the engine speed and the engine torque satisfies the required output Means for determining, wherein the engine speed and the engine torque do not satisfy the reference value, and the actual output is the required output When it is determined that the value is not satisfied, the slip control means powers the motor / generator so as to slide the engagement element and relatively reduce the difference between the required output and the actual output. It is characterized by including a means for regenerating.

  According to the invention of claim 1, when it is determined that the combustion efficiency of the engine does not satisfy the reference value, it is assumed that the engine speed is changed by sliding the engagement element, and the engagement element The power loss caused by the slip is estimated, and the improvement in the combustion efficiency of the engine caused by the change in the engine speed is estimated. Then, the estimated power loss is compared with the estimated improvement in engine combustion efficiency to determine which is greater. Further, if it is determined that the improvement in engine combustion efficiency is greater than the power loss, the engine speed is changed by sliding the engagement element. Therefore, the combustion efficiency of the engine can be improved.

  According to the invention of claim 2, in addition to obtaining the same effect as that of the invention of claim 1, the required output of the engine is obtained based on the required driving force in the front-rear direction in the vehicle. Further, it is determined whether or not the actual output of the engine satisfies the required output. Further, when it is determined that the actual output of the engine does not satisfy the required output and the combustion efficiency of the engine does not satisfy the reference value, the engagement element is slid, and the required output and the actual output of the engine The motor / generator is powered or regenerated so that the difference between the two is relatively small. Therefore, the combustion efficiency of the engine can be improved, and the difference between the required driving force in the vehicle and the actual driving force can be relatively reduced, and drivability is improved.

  The transmission according to the present invention is a transmission that is arranged in a power transmission path from the engine to the wheels, and is a stepped transmission that can change the speed ratio between the input rotation speed and the output rotation speed in stages. . The number of gear ratios (gear) that can be selected by the stepped transmission may be any gear as long as it is two or more. As the stepped transmission, a gear transmission can be used. For example, a planetary gear type transmission or a selection gear type transmission can be used. The engagement elements in this invention can be engaged and disengaged, and the engagement elements can be engaged or released to achieve any gear ratio in the transmission. When the engagement element is engaged, the input member and the output member of the transmission are connected so as to be able to transmit power. The engagement elements of this invention include clutches and brakes. The clutch includes a clutch that transmits power by frictional force or electromagnetic force. The brake includes a brake that generates a braking force by a frictional force or an electromagnetic force. The engagement element in the present invention is configured to be able to perform slip control. That is, the torque capacity can be changed steplessly. The input member and the output member of the present invention are rotating elements that transmit power. Examples of the input member and the output member include a rotating shaft, a gear, a carrier, a connecting drum, a sprocket, a chain, a pulley, and a belt. The wheel in this invention may be either a front wheel or a rear wheel.

  In the present invention, the engaging element can be slid to cause a rotational speed difference between the rotating elements that are connected so that power can be transmitted by the engagement of the engaging element. For example, when an engagement element is engaged and a predetermined gear stage is selected in the transmission, the engine speed is changed by sliding the engagement element engaged to set the gear stage. The fuel consumption of the engine can be improved. In addition, when an engagement element is engaged and a predetermined gear stage is selected in the transmission, the engagement element that is released is released when a gear stage having a gear ratio smaller than that gear stage is set. In addition, by engaging the engaging elements to be engaged with each other while sliding, the engine speed can be reduced and the fuel efficiency of the engine can be improved. In the present invention, a motor / generator is provided on a path from the engine to the wheels. Further, the motor / generator may be arranged either upstream or downstream of the engagement element in the transmission direction of power from the engine to the wheels.

  Next, a specific example of the present invention will be described with reference to FIG. The vehicle 1 targeted by the present invention is equipped with an engine 2 as a driving power source. The engine 2 is a power device that generates power by burning fuel, and an internal combustion engine such as a gasoline engine, a diesel engine, or an LPG engine can be used as the engine 2. In the engine 2, an electronic throttle valve is provided in the intake pipe, and air is taken into the combustion chamber via the intake pipe. The heat energy generated by the combustion of fuel in this combustion chamber is converted into the rotational motion of the crankshaft 3. An accelerator pedal operated by the driver is provided in the interior of the vehicle 1. By adjusting the opening degree of the electronic throttle valve regardless of the accelerator opening degree indicating the depression amount of the accelerator pedal or the accelerator opening degree. The output torque of the engine 2 can be controlled. The engine 2 is provided with an ignition device and a fuel injection device, and the engine torque can be controlled by controlling the ignition timing or the fuel injection amount.

  A fluid transmission device 4 capable of transmitting power to the crankshaft 3 of the engine 2 is provided. This fluid transmission device 4 is a device that can transmit power by the kinetic energy of fluid. The fluid transmission device 4 includes a pump impeller 5 and a turbine runner 6, and the pump impeller 5 rotates integrally with the crankshaft 3 so as to be able to transmit power to the crankshaft 3 with a front cover 7 interposed therebetween. So that they are connected. An input shaft 8 is connected to the turbine runner 6 so that power can be transmitted. Further, a lockup clutch 9 is provided between the input shaft 8 and the front cover 7 that can transmit power by frictional force. The operation of the lockup clutch 9 is controlled by hydraulic pressure and is engaged with or released from the front and cover 7. When the lock-up clutch 9 is slip controlled, its torque capacity can be controlled steplessly. Further, when the lock-up clutch 9 is released, torque can be amplified.

  Further, the input shaft 8 is disposed coaxially with the crankshaft 3, and a transmission 10 is provided in a power transmission path from the crankshaft 3 to wheels (not shown). The transmission 10 is provided inside a hollow casing 11. The transmission 10 is a stepped transmission that can change a ratio between an input rotation speed and an output rotation speed, that is, a gear ratio stepwise (discontinuously). In this specific example, an automatic transmission having a plurality of sets of transmission units is used as the stepped transmission. Specifically, the transmission 10 includes a first transmission unit 12 and a second transmission unit 13. The first transmission unit 12 constitutes a sub-transmission unit, and the first transmission unit 12 is configured by a double pinion type planetary gear mechanism. The first transmission unit 12 includes a sun gear 14 that is an external tooth, a ring gear 15 that is an internal tooth disposed coaxially with the sun gear 14, a pinion gear 16 that is meshed with the sun gear 14, and the pinion gear 16 and the ring gear. And a carrier 18 that supports the two types of pinion gears 16 and 17 so as to be capable of rotating and revolving integrally. As described above, the first transmission unit 12 has three rotating elements connected to each other so as to be differentially rotatable, that is, the sun gear 14, the ring gear 15, and the carrier 18. The sun gear 14 is fixed to the casing 11 without rotating.

  Further, the second transmission unit 13 is disposed on the outer peripheral side of the input shaft 8. The second transmission unit 13 constitutes a main transmission unit, and the second transmission unit 13 includes a plurality of sets of planetary gear mechanisms. The first planetary gear mechanism 19 constituting the second transmission unit 13 includes a first sun gear 20 and a ring gear 21 that are arranged on the same axis, a long pinion gear 22 meshed with the first sun gear 20 and the ring gear 21, It has a carrier 23 that supports a long pinion gear 22 so that it can rotate and revolve. As described above, the first planetary gear mechanism 19 has three rotating elements connected to each other so as to be differentially rotatable, that is, the first sun gear 20 and the ring gears 21 and 23 carriers. An output gear 24 that rotates integrally with the ring gear 21 is provided. Wheels are connected to the output gear 24 so that power can be transmitted.

  Further, the second planetary gear mechanism 25 constituting a part of the second transmission unit 13 is disposed coaxially with the first sun gear 20 and has a second sun gear 26 having fewer teeth than the first sun gear 20. And a short pinion gear 27 meshed with the second sun gear 26 and the long pinion gear 22, and a carrier 23 that supports the long pinion gear 22 and the short pinion gear 27 so as to be capable of rotating and integrally revolving. That is, the carrier 23 of the second transmission unit 13 is shared by the first planetary gear mechanism 19 and the second planetary gear mechanism 25. As described above, the second transmission unit 13 is a Ravigneaux type planetary gear mechanism constituted by the first planetary gear mechanism 19 and the second planetary gear mechanism 25.

  Next, a clutch as an engagement element that connects or releases the rotation elements included in the first transmission unit 12 and the second transmission unit 13, and an engagement that selectively stops (fixes) the rotation element. The brake as an element will be described. First, a first clutch C1 for selectively connecting or releasing the ring gear 15 and the second sun gear 26 is provided. A second clutch C2 for selectively connecting or releasing the carrier 23 and the input shaft 8 is provided. Further, a third clutch C3 for selectively connecting or releasing the ring gear 15 and the first sun gear 20 is provided. Furthermore, a fourth clutch C4 for selectively connecting or releasing the carrier 18 and the first sun gear 20 is provided. Further, a first brake B1 for stopping the first sun gear 20 is provided. Further, a second brake B2 for stopping the carrier 23 is provided.

  In this embodiment, a wet multi-plate clutch can be used as the first clutch C1 to the fourth clutch C4. That is, this multi-plate clutch has a plurality of annular disks and a plurality of annular plates arranged in a direction along the axis of the input shaft 8. Friction materials are attached to both end faces of the disk and plate. This is a clutch in which a pressing force in the direction along the axis is applied to the disk and the plate, and power is transmitted by a frictional force. The multi-plate clutch is wet, and the multi-plate clutch is cooled and lubricated by the lubricating oil supplied or enclosed in the casing 11. Further, in this embodiment, wet multi-plate brakes are used as the first brake B1 and the second brake B2. That is, this multi-plate brake has a plurality of annular discs arranged in a direction along the axis of the input shaft 8 and a plurality of annular plates, and the disc and the plates are pushed in the direction along the axis. It is a brake that applies a pressure and generates a braking force by a frictional force. The multi-plate brake is wet, and the multi-plate brake is cooled and lubricated by the lubricating oil supplied or enclosed in the casing 11.

  Further, an actuator 28 is provided that generates power for engaging or releasing the first clutch C1 to the fourth clutch C4, and for generating power for engaging and releasing the first brake B1 and the second brake B2. Yes. As the actuator 28, any one of an actuator that converts hydraulic pressure into operating force, an actuator that converts torque of an electric motor into operating force, and an actuator that converts magnetic attraction force of a solenoid into operating force can be used. In this embodiment, control for slipping each engagement element, that is, a slip amount can be given. For example, if the actuator 28 is a hydraulic actuator, the slip amount increases when the oil pressure acting on the engagement element is lowered, and the slip amount decreases when the oil pressure acting on the engagement element is raised. Further, if the actuator 28 is an actuator using a solenoid valve, when the current value supplied to the solenoid is decreased, the slip amount of the engagement element increases, and when the current value supplied to the solenoid is increased, the engagement is increased. The amount of slip of the element is reduced. If the actuator 28 is an actuator using an electric motor, the slip amount of the engaging element increases when the torque of the electric motor is reduced, and the slip amount of the engaging element decreases when the torque of the electric motor is increased. To do. As described above, the clutch and the brake are configured such that their torque capacities can be changed steplessly.

  Furthermore, a control system for controlling a system mounted on the vehicle 1 will be described. An electronic control unit 29 is provided as a controller for controlling a system mounted on the vehicle 1. The electronic control unit 29 includes a request for starting the engine 2, an accelerator opening degree indicating the depression state of the accelerator pedal, and a brake pedal. Sensors and switches for detecting the depressed state, the shift position, the vehicle speed, the engine speed, the input speed of the transmission 10 (the speed of the input shaft 8), the output speed of the transmission 10 (the speed of the output gear 24), etc. The detection signal is input. The electronic control unit 29 stores data for controlling the engine output, data for controlling the gear position of the transmission 10, and data for controlling engagement and disengagement of the lockup clutch 9. The above data includes an arithmetic expression and a map. Based on the signal input to the electronic control device 29 and the data stored in the electronic control device 29, a signal for controlling the engine speed and the engine torque and a signal for controlling the actuator 28 are output.

  For example, when there is a request to start the engine 2, fuel is supplied to the combustion chamber, and the mixture of fuel and air is ignited and burned, and the thermal energy is converted into kinetic energy of the crankshaft 3. . The torque of the crankshaft 3 is transmitted to the input shaft 8 via the fluid transmission device 4. An engine control map is stored as data for controlling the output of the engine 2. This engine control map will be described later. Further, a lockup clutch control map is stored in the electronic control unit 29 as data for controlling engagement and release of the lockup clutch 9. This lock-up clutch control map defines a region where the lock-up clutch 9 is engaged and a region where the lock-up clutch 9 is released using the vehicle speed and the accelerator opening as parameters. In this embodiment, the lockup clutch 9 can be controlled under conditions other than the lockup clutch control map. The control will be described later.

  On the other hand, when a shift position selection device (not shown) provided in the vehicle 1 is operated, a parking (P) position, a reverse (R) position, a neutral (N) position, and a drive (D) position can be selected. is there. When the shift position is switched, control for engaging and releasing the clutch and brake shown in FIG. 2 is performed. First, when the parking position is selected or when the neutral position is selected, all the brakes and clutches are released. Therefore, power transmission between the input shaft 8 and the output gear 24 is interrupted.

  On the other hand, when the drive position or the reverse position is selected, the input shaft 8 and the output gear 24 are connected so that power can be transmitted. The electronic control unit 29 stores a shift map for controlling the shift stage of the transmission 10, and at the drive position, the shift stage of the transmission 10 is selected based on the shift map and the shift is performed. Control to switch the stage is performed. In this shift map, the shift speed to be selected is divided by shift lines using the vehicle speed and the accelerator opening as parameters. Specifically, the first speed (1st), the second speed (2nd), the third speed (3rd), the fourth speed (4th), the fifth speed (5th), the sixth speed ( 6th), 7th speed (5th), and 8th speed (6th) are selected by shift lines. Then, when the vehicle speed and the accelerator opening cross the shift line shown in the shift map, the gear position of the transmission 10 is changed. That is, an upshift or a downshift is performed in the transmission 10. A hysteresis is provided in advance between the upshift shift line and the downshift shift line. FIG. 3 shows the operating state of the clutch and the brake when the drive position or the reverse position is selected. In FIG. 3, the mark “◯” means that the clutch or the brake is engaged. Furthermore, the “x” mark in FIG. 3 means that the clutch or brake is released.

  Next, the state of the rotating element when the drive position or the reverse position is selected will be described based on the alignment chart of FIG. First, when the first speed is selected, the first clutch C1 and the second brake B2 are engaged, and the other clutches and brakes are released. Here, when engine torque is input to the carrier 18 of the first transmission unit 12 via the input shaft 8, the fixed sun gear 14 becomes a reaction force element, and the ring gear 15 rotates forward. On the other hand, in the second transmission unit 13, torque is input from the ring gear 15 of the first transmission unit 12 to the second sun gear 26, and the carrier 23 fixed by engagement of the second brake B 2 is a reaction force element. Thus, torque is output from the ring gear 21. In this way, the ring gear 21 rotates forward. When the first speed is selected, the rotation speed of the output gear 24 is lower than the rotation speed of the input shaft 8, which is a so-called deceleration state, and the speed ratio of the transmission 10 is “1”. Is also big. Note that, regardless of whether the drive position or the reverse position is selected, when the engine torque is transmitted to the carrier 18 of the first transmission unit 12, the reaction force is received by the sun gear 14.

  Next, when the second speed is selected, the first clutch C1 and the first brake B1 are engaged, and the other clutches and brakes are released. Here, when the engine torque is transmitted to the ring gear 15 of the first transmission unit 12 in the same way as the first speed, the first sun gear 20 becomes a reaction force element in the second transmission unit 13, and the torque from the ring gear 21 is increased. Is output. When the second speed is selected, the output gear 24 is in a so-called decelerating state where the rotational speed of the output gear 24 is lower than the rotational speed of the input shaft 8, and the transmission gear ratio is "1". Is also big. In FIG. 4, the rotation speed of the input shaft 8 is shown to be constant, and the rotation speed of the output gear 24 is higher at the second speed than at the first speed. That is, the speed ratio is smaller at the second speed than at the first speed.

  Next, when the third speed is selected, the first clutch C1 and the third clutch C3 are engaged, and the other clutches and brakes are released. Here, when the engine torque is transmitted to the ring gear 15 of the first transmission unit 12 in the same manner as the first speed, in the second transmission unit 13, all four rotating elements rotate integrally. When the third speed is selected, the output gear 24 is in a so-called decelerating state in which the rotational speed of the output gear 24 is lower than the rotational speed of the input shaft 8, and the transmission gear ratio is "1". Is also big. Note that the rotation speed of the output gear 24 is higher at the third speed than at the second speed. That is, the gear ratio is smaller at the third speed than at the second speed.

  Next, when the fourth speed is selected, the first clutch C1 and the fourth clutch C4 are engaged, and the other clutches and brakes are released. Here, when the engine torque is transmitted to the ring gear 15 of the first transmission unit 12 as in the first speed, the second sun gear 26 becomes a reaction force element in the second transmission unit 13 and the output gear 24 It rotates forward. When the fourth speed is selected, the output gear 24 is in a so-called decelerating state where the rotational speed of the output gear 24 is lower than the rotational speed of the input shaft 8, and the transmission gear ratio is "1". Is also big. Note that the rotation speed of the output gear 24 is higher in the fourth speed than in the third speed. That is, the gear ratio is smaller at the fourth speed than at the third speed.

  Next, when the fifth speed is selected, the first clutch C1 and the second clutch C2 are engaged, and the other clutches and brakes are released. Here, when the engine torque is transmitted to the carrier 23 of the second transmission unit 13, the second sun gear 26 of the second transmission unit 13 becomes a reaction force element and the output gear 24 is positive as in the first speed. Rotate. When the fifth speed is selected, the output gear 24 is in a so-called decelerating state where the rotational speed of the output gear 24 is lower than the rotational speed of the input shaft 8, and the transmission gear ratio is "1". Is also big. Note that the rotation speed of the output gear 24 is higher at the fifth speed than at the fourth speed. That is, the gear ratio is smaller at the fifth speed than at the fourth speed.

  Next, when the sixth speed is selected, the second clutch C2 and the fourth clutch C4 are engaged, and the other clutches and brakes are released. Here, when the engine torque is transmitted to the carrier 23 of the second transmission unit 13, all four rotation elements of the second transmission unit 13 rotate together, and the rotational speed and output of the input shaft 8 are output. The rotational speed of the gear 24 matches. That is, the transmission gear ratio is “1”.

  Next, when the seventh speed is selected, the second clutch C2 and the third clutch C3 are engaged, and the other clutches and brakes are released. Here, when the engine torque is transmitted to the carrier 23 of the second transmission unit 13, the first sun gear 20 of the second transmission unit 13 takes charge of the reaction force, and torque is output from the output gear 24. . At the seventh speed, the rotational speed of the output gear 24 is higher than the rotational speed of the input shaft 8. That is, the transmission ratio of the transmission 10 is less than “1”.

  Next, when the eighth speed is selected, the second clutch C2 and the first brake B1 are engaged, and the other clutches and brakes are released. Here, when the engine torque is transmitted to the carrier 23 of the second transmission unit 13, the first sun gear 20 of the second transmission unit 13 takes charge of the reaction force, and torque is output from the output gear 24. . At the eighth speed, the rotational speed of the output gear 24 is higher than the rotational speed of the input shaft 8. Further, the rotation speed of the output gear 24 is higher at the eighth speed than at the seventh speed. That is, the speed ratio of the transmission 10 is smaller at the eighth speed than at the seventh speed.

  Furthermore, when the reverse position is selected, either the first reverse (Rev1) or the second reverse (Rev2) can be selected. When the first reverse is selected, the third clutch C3 and the second brake B2 are engaged, and the other clutches and brakes are released. Therefore, when engine torque is transmitted to the first sun gear 20 of the second transmission unit 13 via the ring gear 15 of the first transmission unit 12, the carrier 23 of the second transmission unit 13 becomes a reaction force element. A torque that reversely rotates the output gear 24 is generated.

  On the other hand, when the second reverse is selected, the fourth clutch C4 and the second brake B2 are engaged, and the other clutches and brakes are released. Therefore, when the engine torque is transmitted to the first sun gear 20 of the second transmission unit 13 via the carrier 18 of the first transmission unit 12, the carrier 23 of the second transmission unit 13 becomes a reaction force element. A torque that reversely rotates the output gear 24 is generated. At this time, the rotation speed of the output gear 24 is higher in the second reverse than in the first reverse. That is, the gear ratio is larger in the second reverse than in the first reverse. The first reverse and the second reverse are selectively used depending on conditions such as the vehicle speed and the accelerator opening.

  As described above, in the vehicle 1, the upshift and the downshift can be performed by the transmission 10 based on the shift map stored in advance in the electronic control unit 29. Here, the upshift is a shift in which the number indicating the shift speed is increased. When the upshift is performed, the transmission ratio of the transmission 10 is relatively decreased. Further, downft is a shift in which the number indicating the shift speed is small, and when a downshift is performed, the gear ratio of the transmission 10 becomes relatively large. By the way, when the shift speed of the transmission 10 is controlled based on the shift map, since the transmission 10 is a stepped transmission, the engine speed changes stepwise with respect to the change in the vehicle speed. Specifically, when a downshift is performed in the transmission 10, the engine speed increases stepwise. On the contrary, if the upshift is performed by the transmission 10, the engine speed decreases stepwise. For this reason, there is a possibility that the engine 2 is operated in a state where the combustion efficiency is not optimal.

  Control for coping with such inconvenience will be described based on the flowchart of FIG. The control of FIG. 1 corresponds to the invention of claim 1. The control shown in FIG. 1 is pseudo intermediate stage control, and the engagement element is controlled by conditions other than the shift map. The meaning of the pseudo intermediate stage control will be described later. When the control of FIG. 1 is started, first, a signal input to the electronic control unit 29 is processed, and the engine output and the gear stage of the transmission 10 are controlled based on the processing result (step S1). . In step S1, for example, when the drive position is selected as the shift position and the vehicle 1 is traveling, the required driving force in the front-rear direction of the vehicle 1 is obtained based on the vehicle speed and the accelerator opening. Further, in FIG. 1, for the purpose of bringing the actual driving force of the vehicle 1 closer to the required driving force, the gear stage currently selected by the transmission 10 is determined using the shift map, and the required output to the engine 1 is determined. Is required. This required output is represented by engine speed and torque.

  In step S2 following this step S1, it is determined whether or not the actual output of the engine 2 expressed by the engine speed and the engine torque satisfies the required output. Further, in this step S2, it is determined whether or not the combustion efficiency of the engine 2 is in a reference value that is predetermined as a relatively high value, for example, in the highest range. The characteristic diagram of FIG. 5 can be used for the determination in step S2. In the characteristic diagram of FIG. 5, the horizontal axis indicates the engine speed (Ne), and the vertical axis indicates the engine torque (Te). Moreover, the optimum fuel consumption line is shown in the characteristic diagram of FIG. When the combustion efficiency represented by the engine speed and the engine torque matches the optimum fuel consumption line, it means that the combustion efficiency of the engine 2 is optimal. Further, FIG. 5 shows necessary output lines. This required output line represents the required output for the engine 2 and is represented by a line that has equal power even if the engine torque and the rotational speed are different. In FIG. 5, one required output line is shown for convenience, but a plurality of required output lines can be set stepwise or steplessly for each different accelerator opening.

  If the operating point indicating the engine speed and engine torque at the time of determination in step S2 is located at the intersection of any required output line and the optimum fuel consumption line, the determination is positive in step S2. To return. That is, because the combustion efficiency of the engine is in the highest range depending on the speed stage currently selected in the transmission 10, there is no need to form a pseudo intermediate stage in the transmission 10.

  On the other hand, a case will be described in which a negative determination is made in step S2 because the engine 2 is at the operating point a at the time of determination in step S2. The engine speed Na at the operating point a is lower than the engine speed at the intersection t ′ between the optimum fuel consumption line and the necessary output line. Further, at the operating point a, the engine torque Ta. As described above, since the transmission 10 is configured to change the gear ratio stepwise, when the gear position of the transmission 10 is changed based on the required driving force, the engine speed is stepped with respect to the change in vehicle speed. Changes. For this reason, the operating point may deviate from the required output line, and the operating point may deviate from the optimum fuel consumption line.

  Thus, when the engine 2 is at the operating point a at the time of determination in step S2, a negative determination is made in step S2, and the currently selected gear stage (N speed) in the transmission 10 and N− Assuming that the engagement element is slid between the first speed, the slip loss of the engagement element and the combustion efficiency of the engine 2 when the engagement element is slid are calculated (step S3). The N-1 speed means a shift stage that is one stage lower than the current shift stage (N). For example, if the current gear stage is the sixth speed, the N-1 speed is the fifth speed, and if the current gear stage is the fourth speed, the N-1 speed is the third speed, If the gear stage is the third speed, the N-1 speed is the second speed. When the engine 2 is at the operating point a, in step S3, in order to bring the operating point a of the engine 2 closer to the optimum fuel consumption line, the engagement element is slid to reduce the load on the engine 2, and the engine speed is reduced. Assume control to be raised. Further, it is assumed that the engine speed is changed by sliding the engagement element so that the operation state of the engine 2 increases from the engine speed Na. The power loss caused by the slipping of the engaging element, that is, the slipping loss P1 [kw] can be obtained by Expression (1).

  P1 = C × (Nx−Na) × (Ta × Tx) (1)

  In Expression (1), “C” is a constant. The amount of increase from the engine speed Na to the engine speed Nx is represented by ΔN. Here, Nx is the engine speed at the operating point x, Ta is the engine torque at the operating point a, and Tx is the engine torque at the operating point x. In practice, an experiment or simulation is performed in advance, and the heat loss is determined stepwise or steplessly for each slip amount of the engaging element, and the data (map) is stored in the electronic control unit 29. In step S3, the data may be read. Further, in step S3, the combustion efficiency of the engine 2 due to the change (increase) in the engine speed is obtained stepwise or steplessly in correspondence with the stepless or stepwise change in the slip amount of the engaging element. The engine output improvement allowance P2 [kw] due to the improvement in fuel efficiency of the engine 2 when the engagement element is slid can be calculated by, for example, Expression (2).

  P2 = Ta × Na−Tx × Nx (∫ (Nx · Tx) / ∫ (Na · Ta)) (2)

And while sliding the engagement element at N speed and downshifting to N-1 speed,
P1 <P2
If there is an operating point x, the slip control is performed so as to be the operating point x. In FIG. 5, the operating point x is shown. In practice, an experiment or simulation is performed in advance, and the relationship between the slip amount of the engagement element and the combustion efficiency of the engine 2 is converted into data (map) and stored in the electronic control unit 29. Just read the data. After the above step S3, the slip loss of the engagement element is compared with the increase in engine efficiency (reduction in fuel consumption) caused by the slip of the engagement element. It is determined whether or not the slip loss is greater than the slip loss (step S4). The determination in step S4 is performed stepwise or steplessly within the range of the slip amount that can be set by the engagement element. In step S4, when comparing the slip loss of the engagement element with the improvement in engine efficiency, both may be converted into energy that is the same physical quantity and compared. If a negative determination is made in step S4, the process returns. On the other hand, when an affirmative determination is made in step S4, the actual slip amount of the engagement element is controlled so as to be the slip amount of the engagement element determined affirmative in step S4 (step S5). ), Return.

  For example, when the eighth speed is selected as the gear position of the transmission 10 and the process proceeds to step S5, it is possible to control to slide either the second clutch C2 or the first brake B1. . Further, when the seventh speed is selected as the gear position of the transmission 10, when the process proceeds to step S5, it is possible to perform control to slide either the second clutch C2 or the third clutch C3. . Further, when the sixth speed is selected as the shift speed of the transmission 10, when the process proceeds to step S5, it is possible to control to slide either the second clutch C2 or the fourth clutch C4. .

  Further, when the fifth speed is selected as the shift speed of the transmission 10, when the process proceeds to step S5, it is possible to control to slide either the first clutch C1 or the second clutch C2. . Further, when the fourth speed is selected as the gear position of the transmission 10, when the process proceeds to step S5, it is possible to control to slide either the first clutch C1 or the fourth clutch C4. . Further, when the third speed is selected as the gear position of the transmission 10, when the process proceeds to step S5, it is possible to control to slide either the first clutch C1 or the third clutch C3. . Further, when the second speed is selected as the gear position of the transmission 10, when the process proceeds to step S5, it is possible to control to slide either the first clutch C1 or the second brake B2. .

  Further, when a hydraulic actuator is used as the actuator 28 and the second speed or the eighth speed is selected, the process proceeds to step S5, and when either one of the engagement elements is slid, a brake is performed instead of the clutch. Slipping is advantageous in that the amount of slippage of the brake can be controlled with high accuracy. This is because an oil passage for supplying pressure oil acting on the brake and a hydraulic chamber are formed in the casing 11, and it is possible to avoid a decrease in hydraulic pressure in the hydraulic chamber from being hindered by centrifugal force due to rotation of the rotating element. It is.

  Further, in step S5, an engagement element to be slid out of the two engagement elements engaged to set the gear position can be determined in advance. For example, the first clutch C1 can be slid at the first speed to the fifth speed, and the second clutch C2 can be slid at the fifth speed to the eighth speed. This is because, when the number of the engaging elements to be slid is limited to two, the durability of the engaging elements is higher than that of the other engaging elements, and the design and maintenance are easy. In step S5, when it is predicted that the slip amount of one engagement element is larger than a predetermined value, the two engagement elements engaged to set the gear position are It is also possible to slide together. This predetermined value is a reference value that is recognized as a decrease in durability of the engaging element when the sliding of the engaging element repeatedly occurs, and the predetermined value is a value obtained by experiment or simulation. This predetermined value may be stored in the electronic control unit 29 and used when the engagement element is slid in step S5.

  As described above, when one or both of the engagement elements are slid, a gear having a gear ratio between the selected gear and a gear smaller than that gear, that is, an intermediate gear. A step is formed. In this way, the intermediate shift stage formed by sliding the engaging element is the above-described pseudo intermediate stage. As described above, when the control of FIG. 1 is executed, the engine output (rotation speed and torque) can be brought close to a state in which the combustion efficiency becomes maximum. Therefore, the fuel consumption of the engine can be improved.

  By the way, in step S5, in addition to the control for sliding the engagement element engaged in order to set a predetermined gear position in the transmission 10, it is also possible to perform the control for sliding the lock-up clutch 9. . Thus, when the lock-up clutch 9 is slid, the engine load is reduced and the engine speed is increased, so that fuel efficiency can be improved. An example of the case where the control for sliding the engagement element and the control for sliding the lock-up clutch 9 are performed in parallel will be described with reference to the time chart of FIG. In FIG. 6, the change rate NeΔ of the engine speed is shown on the vertical axis, and the time is shown on the horizontal axis. If an affirmative determination is made in step S4, the target value of the engine speed change rate increases after time t1, and the target value of the engine speed change rate is substantially constant after time t2.

  As shown in FIG. 6, after time t1, control is performed to bring the change rate of the engine speed close to the target change rate by sliding the engagement element, and from time t2, the slip amount of the engagement element is controlled. By performing the control and the slip amount control of the lock-up clutch (L / C) 9 at the same time, control is performed to bring the change rate of the engine speed close to the target change rate. After time t3, the actual change rate of the engine speed is brought close to the target change rate only by controlling the slip amount of the lockup clutch 9. Here, the reason why the slip amount of the engagement element is controlled prior to the control of the slip amount of the lockup clutch 9 is that the slip amount of the lockup clutch 9 is controlled by the control of the slip amount of the engagement element. This is because responsiveness is higher than control. This is because the length of the oil passage is short and the pipe resistance is low. Further, switching from the slip amount control of the engagement element to the slip amount control of the lockup clutch 9 has an advantage that the cooling performance of the fluid transmission device 4 is high and is thermally advantageous.

  Further, in step S5, in addition to the control for sliding the engagement element engaged to set the predetermined gear position in the transmission 10, another example of performing the control for sliding the lockup clutch 9 is as follows: This will be described with reference to the time chart of FIG. Prior to time t1, the actual change rate of the engine speed is set to be equal to or higher than the target change rate by controlling the slip amount of the lockup clutch (L / C) 9. After the time t1, the actual change rate of the engine speed obtained by controlling the slip amount of the lockup clutch 9 is smaller than the target change rate. Therefore, after time t1, in addition to slip control of the lock-up clutch 9, the difference between the actual change rate of the engine speed and the target change rate is made relative by sliding the engagement element (transmission clutch). Less. In FIG. 7, the slip amount of the engagement element (transmission clutch) is a region indicated by hatching.

  Next, the case where the engine speed and the engine torque are determined to be negative in step S2 due to the engine speed and the engine torque being at the operating point b will be described. In this case, in order to increase the engine efficiency by reducing the engine speed, it is assumed in step S3 that a shift stage that is one step higher than the current shift stage is set, and at that time, Assuming that the engagement elements to be combined are slid for convenience, a slip loss at that time and an increase in engine efficiency caused by reducing the engine speed are obtained. For example, when the first clutch C1 and the fourth clutch C4 are engaged to achieve the fourth speed, the fourth clutch C4 is completely released and the second clutch is engaged at the fifth speed. Control to slide C2. Of course, the first clutch C1 is maintained in the engaged state.

  In step S4, it is determined whether or not the increase in engine efficiency caused by lowering the engine speed is greater than the slip loss in the engagement element. If a negative determination is made in step S4, the process returns. If a positive determination is made in step S4, the process proceeds to step S5 to set a shift stage that is one step higher than the current shift stage. Control is performed to slide at least one of the engaging elements to be engaged. Note that the control for reducing the engine speed by sliding the engagement element and improving the efficiency of the engine is executed regardless of which of the first to seventh speeds the current gear stage is. Is possible. As described above, the intermediate shift stage formed by sliding the engagement element to be engaged at the shift stage higher than the current shift stage is also included in the pseudo intermediate stage.

  Here, the correspondence between the functional means shown in FIG. 1 and the configuration of the invention of the present invention will be described. Step S2 corresponds to the efficiency judging means of the present invention, and step S3 is the estimation of the present invention. Step S4 corresponds to the comparison means of the present invention, and step S5 corresponds to the slip control means of the present invention. The optimum fuel consumption line corresponds to the reference value of the present invention. The correspondence relationship between the configuration shown in FIG. 2 and the configuration of the present invention will be described. The engine 2 corresponds to the engine 2 of the present invention, the transmission 10 corresponds to the transmission 10 of the present invention, and the input. The shaft 8 corresponds to the input member of the present invention, the output gear 24 corresponds to the output member of the present invention, the first clutch C1 to the fourth clutch C4, and the first brake B1 and the second brake B2 It corresponds to the engaging element of the invention.

  By the way, in the vehicle 1 shown in FIG. 2, it is possible to provide the motor / generator 30 in the power transmission path from the engine 2 to the wheels. The motor / generator 30 can perform power running to convert electrical energy into kinetic energy and regeneration to convert kinetic energy into electrical energy. A three-phase AC motor generator can be used as the motor generator 30, and a power source (not shown) is connected to the motor generator 30. As the power source, a secondary battery that can be charged and discharged, for example, a battery or a capacitor can be used. As the power source, in addition to the secondary battery, a fuel cell that generates an electromotive force by a reaction between hydrogen and oxygen can be used. The motor / generator 30 has a rotor 31 and a stator 32, and the stator 32 is fixed to the casing 11. The rotor 31 is connected to the input shaft 8 so that power can be transmitted. The power running and regeneration of the motor / generator 30 are controlled by the electronic control unit 29.

  Next, another control that can be executed by the vehicle 1 having the motor / generator 30 will be described with reference to the flowchart of FIG. FIG. 8 corresponds to claim 2. In the flowchart of FIG. 8, the same processes as those in the flowchart of FIG. 1 are denoted by the same step numbers as in FIG. The determination in step S2 of the flowchart of FIG. 8 will be described using the characteristic diagram of FIG. The technical meaning of FIG. 9 is basically the same as FIG. The operating point a shown in FIG. 9 is located on the necessary output line and on the optimum fuel consumption line. In this case, a positive determination is made in step S2. On the other hand, as shown in FIG. 9, since the driving point c when the N speed is selected in the transmission 10 is at a position deviating from the necessary output line and on the optimum fuel consumption line, step S2 Is judged negatively. The engine torque at the operating point c is lower than the engine torque of the necessary output line at the same rotation speed Ne1. Further, since the driving point e when the N-1 speed is selected in the transmission 10 is on the necessary output line and at a position outside the optimum fuel consumption line, a negative determination is made in step S2. The engine torque at the operating point e is lower than the engine torque at the operating point b on the optimum fuel consumption line at the same engine speed Ne2.

  If a negative determination is made in step S2, the following control is performed to place the operating point of the engine 2 on the optimum fuel consumption line and apparently on the necessary output line. First, it is assumed that the motor / generator 30 is controlled so that the operating point of the engine 2 is apparently moved, and the difference between the operating point before the movement and the operating point after the movement and the required output is calculated as follows. It is determined whether or not compensation is possible under the control of the generator (MG) 30 (step S6). When it is the above-described operating point c, it is assumed that the apparent operating point is changed to the operating point f without changing the engine speed. In this assumption, it is determined in step S6 whether or not the torque deficiency corresponding to the difference between the operating point e and the operating point f can be generated by powering the motor / generator 30.

  On the other hand, when it is the operating point e, it is assumed that the apparent operating point is changed to the operating point b without changing the engine speed. In this assumption, it is determined in step S6 whether or not the surplus torque corresponding to the difference between the operating point b and the operating point e can be generated as the regenerative torque of the motor / generator 30. When powering the motor / generator 30, the determination in step S6 is performed using the maximum torque uniquely obtained from the rating of the motor / generator 30 and the outputtable torque of the motor / generator 30 obtained from the power of the power source. Do it. On the other hand, when regenerating with the motor / generator 30, the regenerative torque uniquely obtained from the rating of the motor / generator 30 and the regenerative torque of the motor / generator 30 obtained from the power chargeable to the power source are used. The determination in step S6 is made.

  If the determination in step S6 is affirmative, the operating point of the engine 2 is changed, and the motor / generator 30 compensates for the torque shortage or surplus torque due to the change of the operating point. The control is performed so that the operating point is positioned on the optimum fuel consumption line and apparently positioned on the necessary output line (step S7), and the process returns. In step S7, for example, the operation point of the engine 2 shown in FIG. 8 is moved from the operation point c to f and the motor / generator 30 is powered, or the operation point e is changed to the operation point b. It moves and performs control to regenerate the motor / generator 30.

  On the other hand, if a negative determination is made in step S6, a shortage of torque corresponding to the difference between before and after the change of the operating point of the engine 2 can be compensated by the power running of the motor / generator 30. In addition, it is possible to compensate for the surplus of torque corresponding to the control for changing the engine output or the difference between before and after the change of the operating point of the engine 2 by regeneration of the motor / generator 30. Control to change engine output. First, assuming that the operating point of the engine 2 is changed from the operating point c to the operating point f, a negative result is obtained in step S6 because the shortage of torque at that time cannot be compensated by the power running of the motor / generator 30. The control performed in step S3 when the determination is made will be described.

  In FIG. 9, when the engine speed is relatively increased from the operating point c, the interval between the optimum fuel consumption line and the necessary output line is narrowed. That is, the higher the engine speed, the smaller the torque that is compensated by the power running of the motor / generator 30. Therefore, it is assumed that the engine speed is increased so that the insufficient torque corresponding to the difference between the optimum fuel consumption line and the necessary output line becomes a torque that can be compensated by the power running of the motor / generator 30. For example, if the driving point c is changed to the driving point d, the deficient torque corresponding to the difference between the optimum fuel consumption line and the required output line can be compensated by the power running of the motor / generator 30 to the driving point c. A control is assumed in which the engagement element engaged at the current gear stage is slid in the transmission 10 so that the engine speed increases from the corresponding rotational speed to the rotational speed corresponding to the operating point d. Then, the slip loss when the engagement element is slid and the increase in the combustion efficiency of the engine 2 are obtained.

  Subsequent to step S3, the same determination as in step S4 described above is performed. If a negative determination is made in step S4, the process returns. If the determination in step S4 is affirmative, the engagement element of the transmission 10 is slid to increase the engine speed to a speed corresponding to the operating point d, and the engine torque corresponds to the operating point d. Control to increase the torque is performed (step S8), and the process returns. Further, in this step S 8, control is performed to compensate for the insufficient torque corresponding to the difference between the operating point d and the required output line at the same rotational speed as the operating point d by the power running of the motor / generator 30.

  Next, in step S6, it is assumed that the operating point of the engine 2 is changed from the operating point b to the operating point e, and because the surplus torque at that time cannot be compensated by the regeneration of the motor generator 30, The control performed in step S3 when a negative determination is made in step S6 will be described.

  In FIG. 9, when the engine speed is relatively lower than the operating point b, the interval between the optimum fuel consumption line and the required output line is narrowed. That is, as the engine speed is relatively decreased, the torque to be compensated by the regeneration of the motor / generator 30 tends to be relatively reduced. Therefore, it is assumed that the engine speed is decreased so that the surplus torque corresponding to the difference between the optimum fuel consumption line and the required output line becomes a torque that can be compensated by regeneration of the motor / generator 30. For example, if the driving point b is changed to the driving point g, the surplus torque corresponding to the difference between the optimum fuel consumption line and the necessary output line can be compensated by the regeneration of the motor / generator 30. The engagement element that is engaged at a shift speed higher than the current shift speed is slid by the transmission 10 so that the engine speed decreases from the corresponding rotation speed to the rotation speed corresponding to the operating point g. Assume control. Then, the slip loss when the engagement element is slid and the increase in the combustion efficiency of the engine 2 are obtained.

  Subsequent to step S3, the same determination as in step S4 described above is performed. If a negative determination is made in step S4, the process returns. If the determination in step S4 is affirmative, the engagement element of the transmission 10 is slid to reduce the engine speed to a speed corresponding to the operating point g, and the engine torque corresponds to the operating point g. The control is performed to reduce the value to the value to be executed (step S8), and the process returns. Further, in this step S 8, control is performed to supplement the surplus torque corresponding to the difference between the operating point g and the necessary output line at the same rotational speed as the operating point g by regeneration of the motor / generator 30.

  As described above, when the control of FIG. 8 is executed, the same effect as the control of FIG. 1 can be obtained with respect to a portion that performs the same processing as the control of FIG. In addition, in the control of FIG. 8, the operating point of the engine 2 can be positioned on the optimum fuel consumption line, and the operating point of the engine 2 can be apparently positioned on the necessary output line. On the other hand, actual driving force is generated without excess and deficiency, and drivability is improved. Here, the correspondence between the functional means shown in FIG. 8 and the configuration of the present invention will be described. Step S1 corresponds to the necessary output calculating means of the present invention, and step S8 is the slip control of the present invention. Corresponds to means. The motor / generator 30 shown in FIG. 2 corresponds to the motor / generator of the present invention.

  In the above two control examples, it is not determined whether or not the driving point is positioned on the optimal fuel consumption line in step S2, but the driving point is in a certain range in the direction of torque higher than the optimal fuel consumption line. It may be determined whether or not it is within. That is, the reference value in the present invention may have a certain width in the direction of the torque. The selectable shift stage is a transmission from the first speed to the seventh speed, the selectable shift stage is a transmission from the first speed to the sixth speed, and the selectable shift stage is from the first speed to the fifth speed. 1 or FIG. 1, even if the transmission up to the speed, the selectable shift stage is the transmission from the first speed to the fourth speed, and the selectable shift stage is the transmission from the first speed to the third speed. 8 controls can be executed. Further, the reference value in the present invention may be stored in the electronic control unit 29 as a numerical value instead of the characteristic line shown in FIGS. Alternatively, an arithmetic expression for obtaining the reference value may be used. Further, when setting the gear stage of the transmission, the transmission shown in FIG. 2 is configured to engage a plurality of, more specifically, two engaging elements. The control shown in FIGS. 1 and 8 can also be applied to a transmission that engages to form a shift stage or a transmission that engages a single engagement element to form a shift stage. Further, the vehicle that is the target of executing the control of FIG. 8 may be configured such that the motor / generator rotates integrally with the output gear 24. Or the motor generator may be provided in the path | route from the output gear 24 to a wheel. The motor / generator may be a direct current type instead of an alternating current type.

It is a flowchart which shows the control of this invention. It is a skeleton figure which shows the structure of the vehicle which can perform control of this invention. FIG. 3 is a chart showing an operation of an engagement element that forms a gear stage in the transmission shown in FIG. FIG. 3 is a collinear diagram showing the number of rotations of a rotating element constituting the transmission shown in FIG. 2. FIG. 3 is a characteristic diagram showing the relationship between the engine speed and torque shown in FIG. 2. FIG. 3 is a time chart showing control that can be executed by the transmission shown in FIG. 2. FIG. FIG. 4 is a time chart showing another control that can be executed by the transmission shown in FIG. 2. FIG. It is a flowchart which shows the other control of this invention. FIG. 9 is a characteristic diagram illustrating another control shown in FIG. 8.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Engine, 8 ... Input shaft, 10 ... Transmission, 24 ... Output gear, 30 ... Motor generator, C1 ... First clutch, C2 ... Second clutch, C3 ... Third clutch, C4 ... First 4 clutches, B1 ... 1st brake, B2 ... 2nd brake.

Claims (2)

An engine that generates power by burning fuel, and a transmission that is arranged in a transmission path of power output from the engine and that can change the speed ratio between the input rotation speed and the output rotation speed in stages. And an engagement element that is engaged when the transmission achieves any one of the gear ratios and that connects the input member and the output member of the transmission so as to transmit power. In the device
Efficiency judging means for judging whether or not the combustion efficiency of the engine satisfies a predetermined reference value as a value indicating that the engine is relatively high;
When it is determined that the combustion efficiency of the engine does not satisfy a reference value, the engine speed is changed by sliding an engagement element to be engaged when setting one of the gear ratios with the transmission. Assuming that the power loss caused by the slip of the engaging element is estimated, and the estimation means for estimating the improvement in the combustion efficiency of the engine caused by the change in the engine speed,
Comparing means for comparing the power loss estimated by the estimating means with the improvement in engine efficiency estimated by the estimating means to determine which is greater;
And a slip control means for sliding the engagement element to change the engine speed when the comparison means determines that the improvement in the combustion efficiency of the engine is greater than the power loss. A control apparatus for a vehicle. In the power transmission path from the engine to the wheels, a motor generator capable of performing power running to convert electrical energy into kinetic energy and regeneration to convert kinetic energy into electrical energy is provided.
Based on the required driving force in the front-rear direction in the vehicle, there is a required output calculating means for determining the required output of the engine,
The efficiency determination means determines whether or not the combustion efficiency of the engine satisfies the reference value using the engine speed and engine torque, and an actual output represented by the engine speed and engine torque is obtained. Means for determining whether or not the required output is satisfied,
When it is determined that the engine speed and the engine torque do not satisfy the reference value and the actual output does not satisfy the required output, the slip control means slides the engagement element, and The vehicle control device according to claim 1, further comprising means for powering or regenerating the motor / generator so as to relatively reduce a difference between the required output and the actual output.

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