JP2019113116A - Vehicular control apparatus - Google Patents

Abstract

To provide a vehicular control apparatus capable of setting a shift learning value of an automatic transmission as an optimum value quickly.SOLUTION: A control apparatus performs: collecting an initial specification value of an automatic transmission and a temporal change value thereof from a plurality of other vehicles with automatic transmissions; calculating a learning representative value from learning values of a given number of vehicles with many number of times of learning for respective a plurality of initial specification value groups and a plurality of temporal change value groups, in which the collected values are categorized; calculating an optimal learning value on the basis of the learning representative value as a learning value of the vehicle that belongs to either of the initial specification value groups and temporal change value groups; calculating an optimal learning value for the optimal leaning value on the basis of the learning representative value; and replacing the learning value of the vehicle with the optimal leaning value. This sets an optimal value quickly as a shift learning value of the automatic transmission and suppresses deterioration in a shift performance of the automatic transmission such as the occurrence of a shift shock.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a control device for a vehicle that promptly sets a shift learning value of an automatic transmission to an optimum value.

  According to Patent Document 1, in a vehicle provided with an automatic transmission, when it is detected that a difference in the current road condition is detected in a vehicle that performs learning control in which the learning of shift control is reflected on the traveling state information of the vehicle. A control that prohibits learning control corresponding to current road conditions is described.

Japanese Patent Application Laid-Open No. 09-292011

  By the way, in the above-mentioned conventional vehicle, since it is necessary to perform learning for each input torque, for each temperature, and for each shift gear based on the actual travel of the own vehicle, learning for every input torque and each shift gear is completed. While it takes time to do so and learning conditions do not progress under running conditions that are used less frequently by the driver, the surface condition of the friction material changes due to the shift, which may deteriorate the shift performance. For example, in a vehicle driven by a driver with a drive-oriented driver who always sets the throttle opening to WOT (full open), the sequential shift learning value in WOT is optimum, but sequential shift learning in partial (non-full open) is There was a case where shift shock did occur without progressing. Further, since shift learning is prohibited in the extremely low temperature region, the shift learning value may not be an optimum value, and therefore, there may be a shift shock.

  The present invention has been made against the background described above, and it is an object of the present invention to provide a control device of a vehicle capable of promptly setting the gear shift learning value of an automatic transmission to an optimum value. is there.

  The subject matter of the present invention is a control device of a vehicle including an automatic transmission and performing shift learning of the automatic transmission, wherein (a) the automatic transmission mounted on a plurality of other vehicles Initial specification value classification means for collecting initial specification values including pack clearances and initial learning values, and classifying the plurality of initial specification value groups into a plurality of initial specification value groups respectively having approximate values; (b) the plurality of others Aging value classification means for collecting aging values including the number of shifts of an automatic transmission mounted on a vehicle and total heat amount to the friction material, and classifying the aging values into a plurality of aging value groups respectively having values approximate to each other And (c) learning of the plurality of other vehicles for each of a plurality of initial specification value groups and a plurality of aging value groups classified by the initial specification value classification unit and the aging data classification unit. Number of times Learning representative value calculation means for calculating a learning representative value from the learning values of a large number of predetermined number of other vehicles, (d) a learning value of the vehicle belonging to any of the initial specification value group and any of the time series change value group And (e) learning value rewriting means for rewriting the learning value of the vehicle to the optimum value calculated by the optimum value calculating means, as (e) calculating the optimum learning value based on the learning representative value. And means.

  According to the vehicle control device of the present invention, the initial specification values and the time-dependent change values of the automatic transmission are collected from the plurality of other vehicles provided with the automatic transmission, and the plurality of initial specification value groups into which they are classified The learning representative value is calculated from the learning values of a predetermined number of vehicles having a large number of learning times for each of the plurality of time-varying value groups, and the vehicles belonging to any of the initial specification value group and any of the time-varying value groups The optimal learning value is calculated on the basis of the learning representative value as the learning value of 1, the optimal learning value is calculated on the basis of the learning representative value as the optimal learning value, and the learning value of the vehicle is rewritten to the optimal learning value. Be As a result, the shift learning value of the automatic transmission is promptly set to the optimum value, and the deterioration of the shift performance of the automatic transmission, such as the occurrence of shift shock, is suppressed.

BRIEF DESCRIPTION OF THE DRAWINGS It is the schematic explaining the drive device and electronic control part of the vehicle to which this invention is applied. It is a skeleton figure which illustrates the structure of the drive device with which the vehicle of FIG. 1 is equipped. It is an engagement table | surface which demonstrates the combination of the friction engagement apparatus which establishes the automatic shift speed which comprises a part of drive device of FIG. FIG. 6 is a diagram showing a shift diagram used for shift control by the electronic control unit of FIG. 1; It is a chart showing a relation between a plurality of initial specification value groups and a plurality of time-dependent change value groups obtained by the control of the electronic control unit of FIG. 1 and a learning representative value corresponding to a combination of those groups. It is a flowchart explaining the principal part of the control action of the electronic control unit of FIG. It is a skeleton figure which shows the other structural example of the automatic transmission provided in the vehicle of FIG. It is an engagement table | surface explaining the combination of the friction engagement apparatus which establishes the automatic gear stage of FIG.

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

  FIG. 1 is a view for explaining the schematic configuration of a vehicle 10 to which the present invention is applied. The vehicle 10 includes an engine 12 functioning as a motive power source, a drive wheel 14, and an electric continuously variable transmission 16 and an automatic transmission 18 provided on a power transmission path between the engine 12 and the drive wheel 14. ing. The dynamic transmission 18 is configured, for example, as shown in the skeleton view of FIG. The electric continuously variable transmission 16 includes a mechanical oil pump MOP directly driven to rotate by the engine 12, and a differential gear mechanism in which rotating elements are connected to the engine 12, the first electric motor MG1 and the second electric motor MG2. The automatic transmission 18 is provided with the direct transmission torque from the engine 12 and the output torque of the second electric motor MG2.

  For example, as shown in FIG. 3, the automatic transmission 18 is advanced by a plurality of stages (four stages in this embodiment) by selectively operating the hydraulic friction engagement devices C1, C2, B1, B2 and B3. A stage and a reverse stage are obtained by engagement of two of the hydraulic friction engagement devices C1, C2, B1, B2, B3. With regard to the forward gear, the gear is switched by so-called clutch-to-clutch shifting, in which the release and engagement of one of the two hydraulic friction engagement devices take place.

  Returning to FIG. 1, the hydraulic control circuit 20 includes a solenoid valve so as to operate in accordance with a command from the electronic control unit 22 using hydraulic oil supplied from the mechanical oil pump MOP and the electric oil pump EOP as a hydraulic source. The engagement and release of the hydraulic friction engagement devices C1, C2, B1, B2 and B3 in the transmission 18 are controlled using the solenoid valve.

  The electronic control unit 22 includes, for example, a so-called microcomputer provided with a CPU, a RAM, a ROM, an input / output interface and the like, and the CPU follows a program stored in advance in the ROM while using a temporary storage function of the RAM. The output of the engine 12 is controlled by performing signal processing, and based on the actual vehicle speed V (km / h) and the accelerator opening Acc (%), for example, from the pre-stored shift map shown in FIG. The transmission ratio of the transmission 16 and the automatic transmission 18 is controlled, and various controls such as switching of the hydraulic pump are executed. For example, the electronic control unit 22 calculates the required driving force of the driver based on the degree of opening of the accelerator pedal (not shown), and controls the output of the engine 12 so that the required driving force can be obtained with the minimum fuel consumption. The first control motor MG1 and the second control motor MG2 in the electric continuously variable transmission 16 and the solenoid valves in the hydraulic control circuit 20 are controlled, and the engine 12 and the engine using the first control motor MG1 and the second control motor MG2 The traveling or the electric traveling using the second electric motor MG2 is selected.

  Further, when the automatic driving / manual driving selection switch 32 is operated by the driver to the automatic driving side, the electronic control device 22 automates a part of the driving operation of the driver necessary for causing the vehicle to travel. The automatic operation control such as the partial automatic operation control or the complete automatic operation which does not require the driver's operation between the set target values is performed.

  The electronic control unit 22 is a so-called clutch that simultaneously releases the hydraulic friction engagement device on the release side of the two hydraulic friction engagement devices and engages the hydraulic friction engagement device on the engagement side. A transmission control means is provided for switching the forward gear position of the automatic transmission 18 by the two-clutch transmission. In addition, the electronic control unit 22 controls the engagement pressure and / or the engagement side of the release side hydraulic friction engagement device so as to suppress tie-up and engine blowing by learning correction every shift. A learning correction means is provided that generates a learning correction value of the engagement pressure of the hydraulic friction engagement device for each input torque and each gear and applies to the next clutch-to-clutch shift.

  The electronic control unit 22 can use road traffic information, infrastructure information, and other vehicles that can be used for automatic driving and the like between the server 28 provided at a center (not shown) and the other vehicle via the transmitter / receiver 24. Information on the automatic transmission that it has (initial specification values, aging values, learning correction values, etc.), and its statistical values are exchanged.

  The server 28 is composed of an electronic control unit and a transceiver. The server 28 collects initial specification values including pack clearances and initial learning values of automatic transmissions mounted on a plurality of other vehicles, and sets a plurality of initial specification value groups A1 to A1 having values approximate to each other. Collecting time-lapse values including initial specification value classification means classified into A4, the number of shifts of the automatic transmission mounted on the plurality of other vehicles, and the total heat quantity to the friction material, mutually approximate values are A time-lapse value classification unit classified into a plurality of time-lapse value groups B1 to B4 respectively, a plurality of initial specification value groups and a plurality of initial specification value groups classified by the initial specification value classification unit and the time-lapse value classification unit Learning representative value calculating means for calculating a learning representative value C (C11 to C44) from the learning values of the predetermined number of other vehicles having a large number of times of learning among the plurality of other vehicles for each time-lapse value group As a learning value of the vehicle 10 belonging to any of the initial specification value group and any of the time-variation value group, the optimum learning value D is calculated based on the learning representative value C (C11 to C44) from the following equation (1) It includes optimal learning value calculation means to be calculated, and learning value rewriting means for rewriting the learning value of the vehicle 10 to the optimal value calculated by the optimum value calculation means.

D = E-(E-C) x correction factor (1)
However, E is a learning value (for example, default value) already set to the vehicle 10.

  FIG. 5 is a chart showing the relationship between a plurality of initial specification value groups A1 to A4 and a plurality of time-dependent change value groups B1 to B4 and learning representative values C (C11 to C44) corresponding to combinations of those groups. .

  FIG. 6 is a flowchart for explaining the main part of the control operation of the server 28. In FIG. 6, in S1, data such as an initial specification value A, a time-dependent change value B, and a learning value C of another vehicle obtained by communication are read. Next, in S2 to S4 corresponding to the initial specification value classification means, whether the read initial specification value A is a group A1 of a1 ≦ A <a2 or a group A2 of a2 ≦ A <a3. It is determined that a3 3 A <a4 group A3 or a4 A A group A4. In S5 to S8, the initial specification value A for which the determination is affirmed is classified into groups A1, A2, A3 and A4. Be done. Next, in S9 to S11 corresponding to the time-varying value classification means, the read time-lapse value B is the group B1 of b1 ≦ B <b2, or the group B2 of b2 ≦ B <b3, or b3 ≦ It is determined that B <b4 is group B3 or b4 ≦ B is group B4, and in S12 to S15, the temporal change value B for which the determination is affirmed is classified into groups B1, B2, B3, and B4. .

  Subsequently, in S16 corresponding to the learning representative value calculating means, learning among the plurality of other vehicles belonging to the plurality of initial specification value groups A1 to A4 and the plurality of temporal change value groups B1 to B4 is performed. The learning representative value C (C11 to C44) is calculated from the average value or the median value of the learning values of the predetermined number of vehicles, for example 10 other vehicles, which has a large number of times. Then, in S17 corresponding to the optimum learning value calculating means and the learning value rewriting means, as learning values of the vehicle 10 belonging to any of the initial specification value groups A1 to A4 and any of the time-lapse change value groups B1 to B4 The optimum learning value D is calculated based on the learning representative value C (C11 to C44) from the equation (1), and a vehicle belonging to any of the initial specification value groups A1 to A4 and any of the time-lapse change value groups B1 to B4 Ten learning values are rewritten to the optimum learning value D.

  FIG. 7 shows an example where the vehicle 10 is a so-called one-motor hybrid vehicle. The vehicle 10 includes an engine 12 functioning as a motive power source, an engagement / disengagement clutch K0, an electric motor MG, and an eight-speed automatic transmission 50 having a torque converter TC with a clutch Bs permitting rotation of a stator in series. It is a 1-motor hybrid vehicle. Automatic transmission 50 is configured, for example, as shown in the skeleton diagram of FIG. 7, and hydraulic friction engagement devices C1, C2, C3, C4, C1, B1, B2 are selectively operated as shown, for example, in FIG. As a result, a plurality of (eight in this embodiment) forward gears and one reverse gear can be obtained.

  Although the example in which the server 28 performs the control shown in FIG. 6 has been described in the first embodiment described above, the electronic control unit 22 may execute all or part of the control shown in FIG. Good.

  Although the first and second embodiments described above are hybrid vehicles having an engine and electric motors MG, MG1, and MG2 as drive sources, they may be electric vehicles having only electric motors as drive sources. In short, any vehicle provided with an automatic transmission may be used.

  Further, in the above-described first and second embodiments, in the case of unmanned automatic driving, the learning control of FIG. 6 may not be performed.

10: Vehicle 18, 50: Automatic transmission 22: Electronic control unit (control unit)

Claims (1)

A control device of a vehicle provided with an automatic transmission and performing shift learning of the automatic transmission,
Initial specifications for collecting initial specification values including pack clearances and initial learning values of automatic transmissions mounted on a plurality of other vehicles and classifying into initial specification value groups each having values approximate to each other Value classification means,
The temporal change value including the number of shift of the automatic transmission mounted on the plurality of other vehicles and the total heat quantity to the friction material is collected, and classified into a plurality of temporal change value groups respectively having values approximate to each other Change value classification means,
The number of times of learning among the plurality of other vehicles is large for each of the plurality of initial specification value groups and the plurality of aging value groups classified by the initial specification value classification unit and the aging value classification unit. Learning representative value calculating means for calculating a learning representative value from a predetermined number of learning values of other vehicles;
Optimal learning value calculating means for calculating an optimal learning value based on the learning representative value as the learning value of the vehicle belonging to any of the initial specification value group and any of the time-lapse change value group;
And a learning value rewriting unit that rewrites the learning value of the vehicle to the optimum value calculated by the optimum value calculating unit.

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