JP2016183747A - Controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To set standby pressure of an engagement device for gear change that is engaged when a specific shift stage is formed from a neutral state, in detail.SOLUTION: A controller of a drive transmission device for a vehicle, when a specific shift stage is formed from a neutral state in a specific travel state, sets standby pressure of a specific engagement device (34S) so as to be made higher as transmission output torque becomes larger, according to the transmission output torque requesting that a transmission is output from a gear change output member.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a control device that controls a vehicle drive transmission device.

  From the viewpoint of reducing exhaust gas from vehicles and improving vehicle fuel efficiency, vehicles equipped with an idling stop function have been put into practical use. For example, Japanese Unexamined Patent Application Publication No. 2010-223399 (Patent Document 1) discloses a vehicle drive transmission device having such an idling stop function and a control device for controlling the drive transmission device. The vehicle drive transmission device disclosed in Patent Document 1 includes a fluid coupling [torque converter 11] and a transmission [on a power transmission path that connects a first driving force source [engine E] and a first wheel [wheel 6 (front wheel)]. And a second driving force source [rotating electrical machine MG] that is drivingly connected to the second wheel [wheel 6 (rear wheel)]. Then, the control device disclosed in Patent Document 1 sets the gear shift engagement devices [clutch C1, C2, C3, brakes B1, B2] provided in the transmission to a neutral state (neutral) during idling stop control. State).

  When returning from the idling stop control, the shifting engagement device is re-engaged to transmit the driving force of the driving force source to the wheels. In that case, the operation | movement calculated | required when re-engaging a gearshift engagement apparatus may differ according to the condition calculated | required by a drive transmission apparatus. For example, there may be a case where it is desired to quickly form a gear and drive a wheel quickly, or a case where it is not necessary to form a gear quickly but a shock transmitted to the wheel is reduced as much as possible. However, until now, there has been no technique that can appropriately re-engage the shift engagement device in accordance with such a situation.

JP 2010-223399 A

  When forming a specific shift stage from the neutral state, it is desirable to appropriately re-engage the shift engagement device according to the situation required for the drive transmission device.

The control device according to the present disclosure is:
A drive transmission device including a fluid coupling and a transmission in a power transmission path connecting the first drive force source and the first wheel; and a drive transmission connected to a second wheel different from the first wheel; A control device that controls the drive transmission device in a vehicle comprising: a second driving force source that is drivingly coupled to the first wheel on the downstream side of the power transmission path;
The transmission includes a transmission input member that is drivingly connected to the fluid coupling, a transmission output member that is drivingly connected to the first wheel, and a plurality of transmission engagement devices, and the transmission engagement. One of a plurality of shift speeds that change the rotational speed of the shift input member according to the respective engagement states of the device and transmit it to the shift output member, or between the shift input member and the shift output member A neutral state that interrupts the power transmission between, can be selectively formed,
In a specific traveling state in which the rotational speed of the shift input member is higher than the synchronous rotational speed determined according to the rotational speed of the shift output member, a specific shift stage that is one of the plurality of shift stages from the neutral state A friction engagement device that is engaged to form the specific shift stage according to a transmission output torque required for the transmission as a torque output from the transmission output member by the transmission. A standby pressure, which is an engagement pressure during standby before the main engagement of the specific engagement device which is one of the above, is set to increase as the transmission output torque increases.

  According to this configuration, when the specific shift stage is formed in the specific traveling state, the transmission output torque required for the transmission as the torque output from the transmission output member by the transmission from the standby pressure of the specific engagement device. Can be set according to In particular, even if the drive transmission device to be controlled is configured to include the second driving force source separately from the transmission provided in the power transmission path connecting the first driving force source and the first wheel, the first driving force source The standby pressure of the specific engagement device can be appropriately set based on the torque share on the side. That is, when the specific shift stage is formed from the neutral state, the shift engagement device can be appropriately re-engaged according to the situation required for the drive transmission device. Then, by setting the standby pressure of the specific engagement device to be lower as the transmission output torque becomes smaller, for example, the shock transmitted to the first wheel when the specific shift speed is formed can be reduced. Further, by setting the standby pressure of the specific engagement device higher as the transmission output torque increases, for example, it is possible to form a specific shift stage at an early stage, thereby improving the torque transmission response.

  Further features and advantages of the technology according to the present disclosure will become more apparent from the following description of exemplary and non-limiting embodiments described with reference to the drawings.

Schematic of a vehicle equipped with a drive transmission device according to an embodiment Schematic diagram of drive transmission device Block diagram showing schematic configuration of control device Table showing an example of torque rate map Time chart showing an example of specific engagement control Time chart showing an example of specific engagement control Flow chart showing processing procedure of specific engagement control Flow chart showing processing procedure of special hydraulic pressure setting control Schematic which shows a part of drive transmission device of another aspect

  An embodiment of the control device will be described. The control device 1 of the present embodiment controls the drive transmission device 3 provided in the vehicle 5 including the first driving force source 31 and the second driving force source 37 as the driving force source of the wheels 51. In the present embodiment, as an example, the drive transmission device 3 and the control device 1 for a vehicle 5 (hybrid vehicle) that includes an internal combustion engine as the first driving force source 31 and a rotating electrical machine as the second driving force source 37. Will be described.

  In the following description, “drive coupling” means a state in which two rotating elements are coupled so as to be able to transmit a driving force (synonymous with torque). This concept includes a state in which the two rotating elements are connected so as to rotate integrally, and a state in which the driving force is transmitted through one or more transmission members. Such transmission members include various members (shafts, gear mechanisms, belts, etc.) that transmit rotation at the same speed or at different speeds, and engaging devices (frictions) that selectively transmit rotation and driving force. Engagement devices, meshing engagement devices, etc.).

  The “rotary electric machine” is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator that performs both functions of the motor and the generator as necessary.

  In addition, regarding the state of engagement of the friction engagement device, the “engagement state” means a state where a transmission torque capacity is generated in the friction engagement device. Here, the transmission torque capacity is the maximum torque that the friction engagement device can transmit by friction, and the magnitude thereof is a pair of engagement members (input side engagement member and output side engagement) of the friction engagement device. It is determined in proportion to the pressure (engagement pressure) that presses the members) against each other. The “engaged state” includes a “directly engaged state” in which there is no rotational speed difference (slip) between the pair of engaging members and a “sliding engaged state” in which there is a rotational speed difference. The “released state” means a state in which no transmission torque capacity is generated in the friction engagement device.

  As shown in FIGS. 1 and 2, the drive transmission device 3 includes a fluid coupling 33 and a transmission 34 in a power transmission path connecting the first driving force source 31 and the first wheel 51 </ b> A. The drive transmission device 3 further includes a counter gear mechanism and a differential gear device (not shown) in a power transmission path connecting the first driving force source 31 and the first wheel 51A. The fluid coupling 33, the transmission 34, the counter gear mechanism, and the differential gear device are provided in the order of description from the first driving force source 31 side in the power transmission path. The second driving force source 37 is drivingly connected to a second wheel 51B different from the first wheel 51A. The first wheel 51 </ b> A and the second wheel 51 </ b> B are wheels 51 that can rotate independently of each other. In the present embodiment, the first wheel 51 </ b> A is the front wheel 51 (front wheel) of the vehicle 5 and the second wheel 51 </ b> A. The wheel 51 </ b> B is a wheel 51 (rear wheel) on the rear side of the vehicle 5. Of course, the reverse is also possible.

  In the present embodiment, an internal combustion engine is used as the first driving force source 31. An internal combustion engine is a prime mover (such as a gasoline engine or a diesel engine) that is driven by combustion of fuel inside the engine to extract power. An input member 32 is drivingly connected to an internal combustion engine output shaft (such as a crankshaft) that is an output shaft of the internal combustion engine. The output shaft of the internal combustion engine and the input member 32 may be directly connected or may be connected via another member such as a damper. The input member 32 is composed of, for example, a shaft member. The input member 32 is drivingly connected to the fluid coupling 33.

  The fluid coupling 33 includes a coupling input side member 33A and a coupling output side member 33B. The joint input side member 33A is connected to rotate integrally with the input member 32. The joint output side member 33B is coupled to rotate integrally with the speed change input member 34A. The fluid coupling 33 further includes a stator 33C having a one-way clutch between the coupling input side member 33A and the coupling output side member 33B. The fluid coupling 33 further includes a direct coupling engagement device 33D between the input member 32 coupled to the coupling input side member 33A and the transmission input member 34A coupled to the coupling output side member 33B. The fluid coupling 33 of this embodiment is configured as a torque converter with a lockup function. Torque transmission between the input member 32 and the speed change input member 34A is performed via hydraulic oil filled in the fluid coupling 33 when the direct coupling engagement device 33D is released, and for direct coupling when the direct coupling is engaged. This is done via the engagement device 33D.

  The transmission 34 includes a transmission input member 34A, a transmission output member 34B, and a plurality of transmission engagement devices 34C. The transmission input member 34A is constituted by, for example, a shaft member. The transmission input member 34A is coupled and connected so as to rotate integrally with the joint output side member 33B of the fluid coupling 33. The speed change output member 34B is constituted by, for example, an external gear formed on the outer peripheral surface of a cylindrical member. The speed change output member 34B is drivingly connected to the first wheel 51A via a counter gear mechanism, a differential gear device, and a pair of left and right output members 35.

  As shown in FIG. 2, the transmission 34 includes one or more clutches 34 </ b> X and one or more brakes 34 </ b> Y as the shifting engagement device 34 </ b> C. The transmission 34 may include one or a plurality of one-way clutches 34Z as the shift engagement device 34C. The transmission 34 selectively selects one of a plurality of shift stages that changes the rotational speed of the transmission input member 34A and transmits it to the transmission output member 34B according to the state of engagement of the transmission engagement device 34C. Can be formed. For example, the transmission 34 forms a gear position according to the combination of the engaged gear engaging devices 34C by selectively engaging two of the plurality of gear engaging devices 34C. To do. The transmission 34 shifts the rotational speed of the transmission input member 34A based on the transmission ratio according to the formed shift speed, and transmits it to the transmission output member 34B. The “transmission ratio” is a ratio of the rotational speed of the transmission input member 34A to the rotational speed of the transmission output member 34B, and is calculated as a value obtained by dividing the rotational speed of the transmission input member 34A by the rotational speed of the transmission output member 34B. The Further, the transmission 34 cuts off the power transmission between the transmission input member 34A and the transmission output member 34B in addition to the plurality of gears according to the state of engagement of the transmission engagement device 34C. It is possible to selectively form a neutral state (hereinafter referred to as “neutral stage”). The transmission 34 forms a neutral stage by releasing at least one of the two gear-engaging devices 34C for forming each gear stage.

  In the present embodiment, as the second driving force source 37, a rotating electrical machine having a driving force generation method different from that of the first driving force source 31 (internal combustion engine) is used. In this embodiment, the rotating electrical machine as the second driving force source 37 is drivingly connected to a second wheel 51B different from the first wheel 51A. The rotating electrical machine as the second driving force source 37 is connected to a power storage device via an inverter device (not shown). The rotating electrical machine as the second driving force source 37 receives power from the power storage device and performs powering, or supplies power generated by the inertial force of the vehicle 5 to the power storage device to store the power.

  As shown in FIG. 3, the control device 1 that functions as a core member that controls the operation of each part of the drive transmission device 3 includes an integrated control unit 11, a second driving force source control unit 12, a travel mode reception unit 13, A torque rate determination unit 14 and an engagement control unit 15 are provided. Each of these functional units is configured by software (program) stored in a storage medium such as a memory, hardware such as a separately provided arithmetic circuit, or both. Each functional unit is configured to be able to exchange information with each other. The control device 1 is configured to be able to acquire information on detection results of various sensors (first sensor 61 to fourth sensor 64) provided in each part of the vehicle 5.

  The first sensor 61 detects the accelerator opening corresponding to the depression amount of the accelerator pedal of the vehicle 5. The second sensor 62 detects the rotational speed of the transmission output member 34B or the rotational speed of a member (for example, the first wheel 51A) that rotates in synchronization with the transmission output member 34B. Note that “synchronous rotation” means rotating together or rotating at a proportional rotation speed. The control device 1 can calculate the vehicle speed based on the detection result of the second sensor 62. The third sensor 63 detects the rotational speed of the transmission input member 34A or the rotational speed of a member that rotates in synchronization with the transmission input member 34A (for example, the joint output side member 33B). The fourth sensor 64 detects the rotation speed of the input member 32 or a member that rotates in synchronization with the input member 32 (for example, the joint input side member 33A). In addition to these, the control device 1 may be configured to be able to acquire information such as the amount of brake operation, the rotational speed of the second driving force source 37, the amount of power stored in the power storage device, and the like.

  The integrated control unit 11 performs various controls (torque control, rotation) performed on the first driving force source 31, the fluid coupling 33, the transmission device 34 (transmission engagement device 34 </ b> C), the second driving force source 37, and the like. (Speed control, engagement control, etc.) are integrated into the entire vehicle. The integrated control unit 11 calculates a vehicle required torque required for driving the vehicle 5 (wheel 51) based on sensor detection information (mainly information on the accelerator opening and the vehicle speed). In the present embodiment, the integrated control unit 11 also considers the torque burden ratio between the first driving force source 31 and the second driving force source 37 with respect to the vehicle required torque, and the first driving force source required torque and the second driving force. Each source required torque is calculated. The first driving force source required torque is a torque required for the first driving force source 31 as a torque output from the first driving force source 31 in order to cover the vehicle required torque. The second driving force source required torque is a torque required for the second driving force source 37 as a torque output from the second driving force source 37 in order to cover the vehicle required torque.

  In the present embodiment, the integrated control unit 11 determines a target shift speed that is formed in the transmission 34. Further, the integrated control unit 11 calculates the transmission output torque based on the determined gear ratio of the target shift speed and the first driving force source required torque. The transmission output torque is a torque required for the transmission 34 as a torque output from the transmission output member 34B by the transmission 34 in order to cover the vehicle required torque.

  The integrated control unit 11 of this embodiment is configured to perform idling stop control. The idling stop control is a control for stopping the first driving force source 31 by stopping the fuel supply to the internal combustion engine as the first driving force source 31 when a predetermined idling stop condition is satisfied. During the idling stop control, the main power source of the vehicle 5 is maintained in a state where the first driving force source 31 is stopped in a state where the vehicle 5 can be kept running. That is, the first driving force source 31 is maintained in a stopped state while the vehicle 5 is traveling, or the first driving force source 31 is maintained in a stopped state while the vehicle 5 is stopped. Is done. In the present embodiment, the idling stop condition is determined in advance based on the rotational speed of the first driving force source 31, the accelerator opening, the vehicle speed, and the like. For example, the vehicle 5 is stopped (the vehicle speed is zero), or the output of the first driving force source 31 is decreased when the vehicle 5 is in a coast state (the accelerator opening is equal to or less than a predetermined value). The idling stop condition is determined such that the rotational speed of one driving force source 31 is reduced). When the idling stop condition is not satisfied, the integrated control unit 11 resumes the fuel supply to the internal combustion engine as the first driving force source 31 and also performs the control to restart the first driving force source 31. .

  In the present embodiment, the control device 1 (integrated control unit 11) controls the operating point (output torque and rotation speed) of the first driving force source 31 via the first driving force source control device 20. For example, the first driving force source control device 20 controls the first driving force source 31 so as to output the first driving force source required torque determined by the integrated control unit 11.

  The second driving force source control unit 12 controls the operating point (output torque and rotational speed) of the second driving force source 37. For example, the second driving force source 37 controls the second driving force source 37 so as to output the second driving force source required torque determined by the integrated control unit 11.

  The travel mode reception unit 13 receives the travel mode of the vehicle 5 selected by the driver. The travel mode reception unit 13 receives a selection of a specific travel mode from a plurality of travel modes that are predetermined with respect to the travel characteristics of the vehicle 5. In the present embodiment, as an example, a snow mode, an economy mode, a normal mode, and a sport mode are predetermined as a plurality of travel modes (see FIG. 4). The torque responsiveness required in each of these travel modes increases in the order of snow mode → economy mode → normal mode → sport mode. The traveling mode reception unit 13 detects a driver's selection operation on a mode selection switch (including both a mechanical switch and a software switch) installed in the vehicle 5, for example, thereby selecting a selected traveling mode (hereinafter, “ "Selected travel mode" is accepted.

  As shown in FIG. 4, in the present embodiment, a torque rate corresponding to the magnitude of the transmission output torque is associated in advance and mapped for each of a plurality of travel modes having different required torque responsiveness. . The torque rate is an index representing torque transmission strength (a concept including both the magnitude and speed of torque to be transmitted). The torque rate map is stored in a storage medium such as a memory together with each function unit of the control device 1. In the torque rate map, the torque rate is set to increase as the transmission output torque increases if the traveling mode is the same. Further, the torque rate is set to increase as the torque response required in each travel mode increases if the transmission output torque has the same magnitude. That is, the torque rate is set so as to increase as the torque response required in the selected travel mode increases and to increase as the transmission output torque increases. Note that the combinations of the selected travel mode and the transmission output torque having the same torque rate can be regarded as equivalent from the viewpoint of the required torque transmission strength. The torque rate determination unit 14 determines the torque rate based on the torque rate map, the selected travel mode received by the travel mode reception unit 13, and the transmission output torque calculated by the integrated control unit 11. In the present embodiment, the torque rate corresponds to a “correlation index”.

  The engagement control unit 15 controls the engagement state of the plurality of shift engagement devices 34 </ b> C provided in the transmission 34. The engagement control unit 15 controls the respective engagement states of the plurality of shift engagement devices 34 </ b> C so as to form the target shift stage determined by the integrated control unit 11. Further, the engagement control unit 15 controls the state of engagement of the direct coupling engagement device 33 </ b> D provided in the fluid coupling 33. In the present embodiment, the direct coupling engagement device 33D and the plurality of transmission engagement devices 34C (clutch 34X, brake 34Y) other than the one-way clutch 34Z are hydraulically driven friction engagement devices. The engagement control unit 15 controls the hydraulic pressure supplied to each of the direct coupling engagement device 33D and the gear shift engagement device 34C via the hydraulic pressure control device 41, so that the direct coupling engagement device 33D and the gear shift engagement device 33C. Each engagement state of the engagement device 34C is controlled.

  The engagement pressure of each engagement device changes in proportion to the magnitude of the hydraulic pressure supplied to the engagement device. In response to this, the magnitude of the transmission torque capacity generated in each engagement device changes in proportion to the magnitude of the hydraulic pressure supplied to the engagement device. Then, the engagement state of each engagement device is controlled to one of a direct engagement state, a slip engagement state, and a release state according to the supplied hydraulic pressure. The hydraulic control device 41 includes a hydraulic control valve (such as a linear solenoid valve) for adjusting the hydraulic pressure of hydraulic oil supplied from an oil pump (not shown). The oil pump may be, for example, a mechanical pump driven by the input member 32, the transmission input member 34A, or the like, an electric pump driven by a pump rotary electric machine, or the like. The hydraulic control device 41 adjusts the opening degree of the hydraulic control valve in accordance with the hydraulic pressure command from the engagement control unit 15, thereby supplying hydraulic fluid corresponding to the hydraulic pressure command to each engagement device.

  For example, when executing the idling stop control, the engagement control unit 15 controls the engagement states of the plurality of shift engagement devices 34C so as to form a neutral stage. For example, the engagement control unit 15 releases one of the gear shift engagement devices 34C to be engaged in order to form the target shift stage determined by the integrated control unit 11 at that time. Thus, a neutral stage is formed. After completion of the idling stop control, the engagement control unit 15 re-engages the shift engagement device 34C released during the idling stop control to re-engage the target shift stage. When the target shift stage is changed by the integrated control unit 11 during the idling stop control, the respective engagement states of the plurality of shift engagement devices 34C are changed according to the changed target shift stage. It only needs to be adjusted. Hereinafter, the shift stage formed at the end of the idling stop control is referred to as a “specific shift stage”, and the shift engagement device 34C that is finally engaged to form the specific shift stage is referred to as “specific engagement”. This will be described as “device 34S”.

  Referring to the characteristic functions of the engagement control unit 15, the engagement control unit 15 according to the present embodiment forms a specific shift stage that is one of a plurality of shift stages from the neutral stage in a specific travel state. In addition, the standby pressure of the specific engagement device 34S is set based on the transmission output torque. Here, the “specific traveling state” is a traveling state in which the rotational speed Nin of the transmission input member 34A is higher than the synchronous rotational speed Nsyn that is determined according to the rotational speed Nout (or vehicle speed) of the transmission output member 34B. The synchronous rotational speed Nsyn is calculated as a value obtained by multiplying the rotational speed Nout of the speed change output member 34B by the speed ratio of the specific gear stage formed by the engagement of the specific engagement device 34S.

  For example, in a situation where the internal combustion engine as the first driving force source 31 is restarted immediately after the idling stop control is finished, the rotational speed of the first driving force source 31 becomes equal to or higher than the idle speed, while the vehicle speed is relatively high. Since it may be low, it may become a specific driving state. Further, as described above, the neutral stage is formed during the execution of the idling stop control, and the specific engagement device 34S is engaged after the idling stop control is completed, so that the specific shift stage is formed. In view of such circumstances, as an example, the engagement control unit 15 sets the standby pressure of the specific engagement device 34S based on the transmission output torque when returning from the idling stop control in the low vehicle speed state. . The low vehicle speed state is a state where the vehicle speed is equal to or lower than a predetermined low vehicle speed determination threshold.

  As shown in FIGS. 5 and 6, the engagement control unit 15 changes the engagement pressure command for the specific engagement device 34 </ b> S along a predetermined change pattern. In the precharge period Pp, the engagement control unit 15 sets the engagement pressure command for the specific engagement device 34S to a predetermined precharge pressure. In the standby period Pw after the precharge period Pp, the engagement control unit 15 sets the engagement pressure command for the specific engagement device 34S to a standby pressure that is lower than the precharge pressure and according to the transmission output torque. To do. In the sweep period Ps after the standby period Pw, the engagement control unit 15 gradually increases the engagement pressure command for the specific engagement device 34S. In the present embodiment, the sweep period Ps is the “period for main engagement” of the specific engagement device 34S, and the standby period Pw is also the “period during standby before the main engagement” of the specific engagement device 34S. I can say that.

  The standby control setting in the case where the specific shift speed is formed from the neutral speed in the specific travel state (hereinafter referred to as “specific engagement control”) will be described in further detail. The standby pressure of the device 34S is set to increase as the transmission output torque increases. That is, the engagement control unit 15 sets the standby pressure of the specific engagement device 34S to be lower as the transmission output torque is smaller and higher as the transmission output torque is larger. Further, the engagement control unit 15 increases the torque responsiveness required for the standby pressure of the specific engagement device 34S in the selected travel mode according to the selected travel mode selected from the plurality of travel modes. Set to be higher according to That is, the engagement control unit 15 decreases the standby pressure of the specific engagement device 34S as the torque response required in the selected travel mode is lower and as the torque response required in the selected travel mode is higher. Set as follows. With regard to the four travel modes of the present embodiment, the engagement control unit 15 sets the standby pressure of the specific engagement device 34S so as to increase in the order of snow mode → economy mode → normal mode → sport mode.

  Referring to another characteristic function of the engagement control unit 15, the engagement control unit 15 of the present embodiment is configured so that the change rate of the engagement pressure when the specific engagement device 34 </ b> S is fully engaged in the specific engagement control. (Increase rate) is set based on the transmission output torque. The engagement control unit 15 increases the engagement pressure during the main engagement of the specific engagement device 34S at a time change rate set so as to increase as the transmission output torque increases. That is, the engagement control unit 15 is set so that the engagement pressure during the main engagement of the specific engagement device 34S is smaller as the transmission output torque is smaller and is larger as the transmission output torque is larger. Increase with time change rate. Further, the engagement control unit 15 requests the engagement pressure at the time of the main engagement of the specific engagement device 34S in the selected travel mode according to the selected travel mode selected from the plurality of travel modes. The torque response is increased at a time change rate set so as to increase as the torque response increases. That is, the engagement control unit 15 lowers the engagement pressure at the time of the main engagement of the specific engagement device 34S as the torque response required in the selected travel mode is lower, and the torque required in the selected travel mode. Increasing at a rate of time change set so as to increase as the responsiveness increases. Regarding the four travel modes of the present embodiment, the engagement control unit 15 increases the engagement pressure at the time of the main engagement of the specific engagement device 34S in the order of snow mode → economy mode → normal mode → sport mode. Increase at the time change rate set as follows.

  Thus, in the present embodiment, the standby pressure of the specific engagement device 34S and the rate of increase of the engagement pressure at the time of the main engagement are two common indexes (that is, the transmission output torque and the selected travel mode). Set based on. Each of the travel modes and the transmission output torque are determined by a torque rate set so as to increase as the torque response required in each travel mode increases and to increase as the transmission output torque increases. Associated. For this reason, the engagement control unit 15 of the present embodiment uses the torque rate determined by the torque rate determination unit 14 as a single index, and the standby pressure of the specific engagement device 34S and the main engagement based on the torque rate. The increase rate of the engagement pressure at the time is set respectively. That is, in the specific engagement control, the engagement control unit 15 sets the standby pressure of the specific engagement device 34S higher as the torque rate becomes higher based on only the torque rate directly, The engagement pressure during the main engagement of the combined device 34S is increased at a higher time change rate.

  FIG. 5 shows a time chart of the specific engagement control when the torque rate is “0”. FIG. 6 shows a time chart of the specific engagement control when the torque rate is “100”. In FIG. 6, for the purpose of facilitating comparison, the engagement pressure command when the torque rate is “0” is indicated by a thin broken line. The standby pressure of the specific engagement device 34S and the increase rate of the engagement pressure during the main engagement are both higher when the torque rate is “100” than when the torque rate is “0”. I understand that. Then, when the torque rate is “100”, the G behavior is the previous one at time t12 before time t13 when the standby period Pw ends (corresponding to time t02 when the torque rate is “0”). You can see that it appears. It can also be seen that when the torque rate is “100”, the sweep period Ps is also shorter than when the torque rate is “0” ((t14−t13) <(t03−t02)).

  The specific engagement control is executed according to the processing procedure shown in FIG. First, it is determined whether or not a neutral stage is formed (step # 01). If any one of the gears is already formed (# 01: No), the specific engagement control is terminated. When the neutral stage is formed (# 01: Yes), when the specific engagement device 34S is re-engaged (# 02: Yes), it is determined whether or not it is in the specific traveling state. For example, whether or not the rotational speed Nin of the shift input member 34A detected by the third sensor 63 is higher than the synchronous rotational speed Nsyn that is determined in proportion to the rotational speed Nout of the shift output member 34B detected by the second sensor 62. Is determined (# 03). Note that the proportionality coefficient for calculating the synchronous rotational speed Nsyn is a gear ratio of a specific gear stage formed by re-engaging the specific engagement device 34S.

  If the rotational speed Nin of the transmission input member 34A is higher than the synchronous rotational speed Nsyn (# 03: Yes), a special hydraulic pressure setting process is executed (# 05). In the special hydraulic pressure setting process, as shown in FIG. 8, information on the selected travel mode is acquired through the travel mode reception unit 13 (# 11), and the transmission output torque calculated by the integrated control unit 11 is acquired (#). 12). The torque rate is determined based on the acquired information on the selected travel mode, the transmission output torque, and the torque rate map (# 13). Based on the determined torque rate, the standby pressure of the specific engagement device 34S is set (# 14), and the increase rate (sweep gradient) of the engagement pressure during the main engagement of the specific engagement device 34S is set. (# 15). As described above, the standby pressure of the specific engagement device 34S is set to increase as the torque rate increases, and as a result, increases as the torque response required in the selected travel mode increases, and The transmission output torque is set to increase as the output torque increases. Further, the rate of increase of the engagement pressure during the main engagement of the specific engagement device 34S is also set to increase as the torque rate increases, resulting in a higher torque response required in the selected travel mode. It is set to be higher as the transmission output torque is increased and to be higher as the transmission output torque is increased.

  On the other hand, when the rotational speed Nin of the shift input member 34A is equal to or lower than the synchronous rotational speed Nsyn (# 03: No), the normal hydraulic pressure setting process is executed (# 05). In the normal hydraulic pressure setting process, the standby pressure of the specific engagement device 34S is, for example, at least one of the accelerator opening detected by the first sensor 61 and the rotational speed of the first driving force source 31 detected by the fourth sensor 64. It can be set accordingly. Thereafter, for example, the rotational speed of the first driving force source 31 may be controlled. The processes of steps # 03 to # 05 are repeated, and when the re-engagement of the specific engagement device 34S is finished (# 06: Yes), the specific engagement control is ended.

[Other Embodiments]
(1) In the above embodiment, in the specific engagement control, the configuration in which the standby pressure of the specific engagement device 34S is set based on both the transmission output torque and the selected travel mode has been described as an example. However, without being limited to such a configuration, the standby pressure of the specific engagement device 34S may be set based on only the transmission output torque, for example, without depending on the selected travel mode.

(2) In the above embodiment, in the specific engagement control, the standby pressure of the specific engagement device 34S is set based on the torque rate associated with the combination of the transmission output torque and the selected travel mode. Described as an example. However, without being limited to such a configuration, the standby pressure of the specific engagement device 34S may be set directly based on at least one of the transmission output torque and the selected travel mode, for example, without using the torque rate. good.

(3) In the above-described embodiment, in the specific engagement control, based on the transmission output torque and the selected travel mode, in addition to the standby pressure of the specific engagement device 34S, the change rate of the engagement pressure during the main engagement is also determined. The configuration in which is set as an example has been described. However, without being limited to such a configuration, for example, the rate of change of the engagement pressure when the specific engagement device 34S is fully engaged may be set uniformly. Alternatively, the change rate of the engagement pressure during the main engagement of the specific engagement device 34S may be set based on the torque (transmission device input torque) transmitted to the transmission input member 34A of the transmission device 34.

(4) In the above embodiment, in the specific engagement control, the change rate of the engagement pressure when the specific engagement device 34S is fully engaged is set based on both the transmission output torque and the selected travel mode. The configuration has been described as an example. However, the present invention is not limited to such a configuration, and the rate of change of the engagement pressure during the main engagement of the specific engagement device 34S is set based on, for example, only one of the transmission output torque and the selected travel mode. May be.

(5) In the above embodiment, in the specific engagement control, the change rate of the engagement pressure at the time of the main engagement of the specific engagement device 34S is the torque associated with the combination of the transmission output torque and the selected travel mode. The configuration set based on the rate has been described as an example. However, without being limited to such a configuration, the change rate of the engagement pressure at the time of the main engagement of the specific engagement device 34S can be directly compared with, for example, the transmission output torque and the selected travel mode without using the torque rate. It may be set based on at least one.

(6) In the above embodiment, the configuration in which the specific engagement control is executed at the end of the idling stop control has been described as an example. However, the present invention is not limited to such a configuration. For example, even when the first driving force source 31 is being driven, if the specific shift stage is formed from the neutral stage in the specific running state, Engagement control is preferably executed.

(7) In the above embodiment, the configuration in which the control device 1 includes the second driving force source control unit 12 and the control device 1 directly controls the operating point of the second driving force source 37 has been described as an example. However, the control device 1 (integrated control unit 11) is not limited to such a configuration, and the control device 1 (integrated control unit 11) can control the first driving force source 31 through the second driving force source control device, similarly to the control of the operating point for the first driving force source 31. The operating point of the two driving force sources 37 may be controlled. The control device 1 may include a first driving force source control unit, and the control device 1 may directly control the operating point of the first driving force source 31.

(8) In the above-described embodiment, the example in which the drive transmission device 3 in which a torque converter with a lock-up function is used as the fluid coupling 33 is a control target has been described. However, without being limited to such a configuration, in the drive transmission device 3 to be controlled, for example, the fluid coupling 33 includes a torque converter that does not have a lockup function, a fluid coupling that does not have a torque amplification function, or the like. It may be used.

(9) In the above embodiment, in the vehicle 5 in which the second driving force source 37 is drivingly connected to the second wheel 51B different from the first wheel 51A to which the first driving force source 31 and the transmission 34 are drivingly connected. The example which made the drive transmission device 3 control object was demonstrated. However, the present invention is not limited to such a configuration. For example, as shown in FIG. 9, in the vehicle 5 provided with the drive transmission device 3 to be controlled, the second driving force source 37 is more powerful than the transmission device 34. It may be drivingly connected to the first wheel 51A on the downstream side of the transmission path.

(10) In the above embodiment, the example in which the drive transmission device 3 in the vehicle 5 in which the internal combustion engine is used as the first driving force source 31 is a control target has been described. However, without being limited to such a configuration, for example, a rotating electrical machine may be used as the first driving force source 31 in the vehicle 5 provided with the drive transmission device 3 to be controlled.

  Note that the configurations disclosed in each of the above-described embodiments (including the above-described embodiments and other embodiments; the same applies hereinafter) are applied in combination with the configurations disclosed in the other embodiments unless a contradiction arises. It is also possible.

  Regarding other configurations, it should be understood that the embodiments disclosed herein are merely examples in all respects. Accordingly, those skilled in the art can make various modifications as appropriate without departing from the spirit of the present disclosure.

[Outline of Embodiment]
In summary, the control device according to the present disclosure preferably includes the following configurations.

[1]
What is the drive transmission device including the fluid coupling (33) and the transmission (34) in the power transmission path connecting the first drive force source (31) and the first wheel (51A), and the first wheel (51A)? A second driving force source (37) that is drivingly connected to a different second wheel (51B) or drivingly connected to the first wheel (51A) on the downstream side of the power transmission path with respect to the transmission (34); A control device (1) for controlling the drive transmission device (3) in a vehicle (5) comprising:
The transmission (34) includes a transmission input member (34A) drivingly connected to the fluid coupling (33), a transmission output member (34B) drivingly connected to the first wheel (51A), and a plurality of transmissions. Engaging device (34C), and changing the rotational speed (Nin) of the transmission input member (34A) according to the respective engagement states of the shifting engagement device (34C) One of a plurality of shift speeds to be transmitted to the shift output member (34B) or a neutral state in which the power transmission between the shift input member (34A) and the shift output member (34B) is cut off. Can be formed,
A plurality of the shifts from the neutral state in a specific traveling state in which the rotational speed (Nin) of the shift input member (34A) is higher than the synchronous rotational speed (Nsyn) determined according to the rotational speed of the shift output member (34B). A transmission output torque required for the transmission (34) as a torque output from the transmission output member (34B) by the transmission (34) when a specific shift stage that is one of the stages is formed. Accordingly, the standby which is the engagement pressure during the standby before the main engagement of the specific engagement device (34S) which is one of the friction engagement devices engaged to form the specific shift speed. The pressure is set to increase as the transmission output torque increases.

  According to this configuration, when the specific shift stage is formed in the specific traveling state, the transmission output torque required for the transmission as the torque output from the transmission output member by the transmission from the standby pressure of the specific engagement device. Can be set according to In particular, even if the drive transmission device to be controlled is configured to include the second driving force source separately from the transmission provided in the power transmission path connecting the first driving force source and the first wheel, the first driving force source The standby pressure of the specific engagement device can be appropriately set based on the torque share on the side. That is, when the specific shift stage is formed from the neutral state, the shift engagement device can be appropriately re-engaged according to the situation required for the drive transmission device. Then, by setting the standby pressure of the specific engagement device to be lower as the transmission output torque becomes smaller, for example, the shock transmitted to the first wheel when the specific shift speed is formed can be reduced. Further, by setting the standby pressure of the specific engagement device higher as the transmission output torque increases, for example, it is possible to form a specific shift stage at an early stage, thereby improving the torque transmission response.

[2]
When the specific shift stage is formed from the neutral state in the specific travel state, according to the selected travel mode selected from a plurality of travel modes predetermined with respect to the travel characteristics of the vehicle (5), The standby pressure of the specific engagement device (34S) is set to increase as the torque response required in the selected travel mode increases.

  According to this configuration, when the specific shift stage is formed in the specific travel state, the standby pressure of the specific engagement device can be set more appropriately according to the selected travel mode. That is, when the specific shift stage is formed from the neutral state, the shift engagement device can be re-engaged more appropriately according to the situation required for the drive transmission device. In addition, by setting the standby pressure of the specific engagement device to be lower as the torque response required in the selected travel mode is lower, for example, the shock transmitted to the first wheel when the specific shift speed is formed is more sure. Can be reduced. Further, by setting the standby pressure of the specific engagement device higher as the torque response required in the selected travel mode becomes higher, for example, the response of torque transmission can be further improved.

[3]
Correlation that is set such that each of the travel modes and the transmission output torque increase as the torque response required in the selected travel mode increases and increase as the transmission output torque increases. Are linked by metrics,
The standby pressure of the specific engagement device (34S) is set to increase as the correlation index increases.

  According to this configuration, the standby pressure of the specific engagement device when the specific shift stage is formed in the specific travel state is simplified based on a single correlation index that associates each of the travel modes with the transmission output torque. And it can be set appropriately.

  The control device according to the present disclosure only needs to exhibit at least one of the effects described above.

  The technology according to the present disclosure can be used for a control device that controls, for example, a drive transmission device for a vehicle.

DESCRIPTION OF SYMBOLS 1 Control apparatus 3 Drive transmission apparatus 5 Vehicle 31 1st drive force source 33 Fluid coupling 34 Transmission 34A Shift input member 34B Shift output member 34C Shift engagement device 34S Specific engagement device 37 Second drive force source 51A First wheel 51B second wheel

Claims (3)

A drive transmission device including a fluid coupling and a transmission in a power transmission path connecting the first drive force source and the first wheel; and a drive transmission connected to a second wheel different from the first wheel; A control device that controls the drive transmission device in a vehicle comprising: a second driving force source that is drivingly coupled to the first wheel on the downstream side of the power transmission path;
The transmission includes a transmission input member that is drivingly connected to the fluid coupling, a transmission output member that is drivingly connected to the first wheel, and a plurality of transmission engagement devices, and the transmission engagement. One of a plurality of shift speeds that change the rotational speed of the shift input member according to the respective engagement states of the device and transmit it to the shift output member, or between the shift input member and the shift output member A neutral state that interrupts the power transmission between, can be selectively formed,
In a specific traveling state in which the rotational speed of the shift input member is higher than the synchronous rotational speed determined according to the rotational speed of the shift output member, a specific shift stage that is one of the plurality of shift stages from the neutral state A friction engagement device that is engaged to form the specific shift stage according to a transmission output torque required for the transmission as a torque output from the transmission output member by the transmission. A control device for setting a standby pressure, which is an engagement pressure during standby before the main engagement of the specific engagement device, which is one of the above, to increase as the transmission output torque increases.   When the specific shift stage is formed from the neutral state in the specific travel state, the specific engagement is also performed according to a selected travel mode selected from a plurality of travel modes determined in advance with respect to the travel characteristics of the vehicle. The control device according to claim 1, wherein the standby pressure of the device is set so as to increase as torque response required in the selected travel mode increases. Correlation that is set such that each of the travel modes and the transmission output torque increase as the torque response required in the selected travel mode increases and increase as the transmission output torque increases. Are linked by metrics,
The control device according to claim 2, wherein the standby pressure of the specific engagement device is set to increase as the correlation index increases.

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