JP2020204353A - Vehicular control apparatus - Google Patents

Abstract

To provide a vehicular control apparatus capable of predicting occurrence of a failure in an automatic transmission before the failure actually occurs.SOLUTION: An electronic control apparatus 90 learns, as a first learning value PAs and a second learning value PBs, respectively, first constant-pressure standby pressure PA and second constant-pressure standby pressure PB that are each instruction pressure for hydraulic oil to be supplied to a hydraulic friction engagement device. In a case where at least one of conditions is established, that is, (a) the first learning value PAs and second learning value PBs are not converged within a first given travel time Tpred1, (b) the first learning value PAs and second learning value PBs reach an upper limit value Pmax or lower limit value Pmin within a second given travel time Tpred2, and (c) a deviation between the correlating first learning value PAs and second learning value PBs is equal to or more than a differential pressure determination value ΔPjdg2, an occurrence of a failure in a stepped transmission unit 18 is predicted.SELECTED DRAWING: Figure 14

Description

The present invention relates to a vehicle control device that predicts the occurrence of a failure in an automatic transmission.

In a vehicle equipped with an automatic transmission in which clutch-to-clutch shifting is performed by controlling the hydraulic pressure supplied to the hydraulic friction engaging device, the release side friction engaging device and the engaging side friction engaging device A control device is known that prevents the engine from blowing up by increasing the overlapping state having a predetermined torque capacity. For example, the vehicle control device described in Patent Document 1 is that.

Japanese Unexamined Patent Publication No. 6-341540

In the vehicle control device described in Patent Document 1, if the engine blows up even if the overlap state is increased to the maximum, it is determined that an abnormality (failure has occurred). Then, after the abnormality is determined, the clutch-to-clutch shift determined to be abnormal is prohibited, and the engine is prevented from blowing up. However, when it is determined to be abnormal, a failure has already occurred, and there is a risk of damaging the friction material, hydraulic oil, hydraulic system, etc. of the hydraulic friction engaging device.

The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a vehicle control device capable of predicting the occurrence of a failure in an automatic transmission before an actual failure occurs. There is.

The gist of the first invention is a control device for a vehicle including an automatic transmission in which shift control is performed by controlling the hydraulic pressure supplied to the hydraulic friction engaging device, which is supplied. It is provided with a learning unit for learning the hydraulic pressure and a failure prediction unit for predicting whether or not a failure will occur in the automatic transmission based on the learning value of the hydraulic pressure learned in the learning unit (a). ) The learning value does not converge within the first predetermined mileage or the first predetermined mileage from the start of use of the automatic transmission, and (b) the second predetermined from the start of use of the automatic transmission. When the learning value reaches a preset upper limit value or lower limit value within a traveling time or a second predetermined traveling distance, and (c) when a plurality of the learning values related to each other are learned by the learning unit. When at least one condition that the deviation between the plurality of learned values is equal to or greater than a predetermined determination value is satisfied, the failure prediction unit predicts the occurrence of a failure in the automatic transmission.

According to the vehicle control device of the first invention, (a) the learning value does not converge within the first predetermined mileage or the first predetermined mileage from the start of use of the automatic transmission (b). ) The learning value has reached a preset upper limit value or lower limit value within a second predetermined traveling time or a second predetermined traveling distance from the start of use of the automatic transmission, and (c) the learning unit. When at least one condition that the deviation between the plurality of learned values is equal to or greater than a predetermined determination value is satisfied when a plurality of the learned values related to each other are learned, the failure prediction unit performs the automatic transmission. Predict the occurrence of machine failures. When one of the conditions (a), (b), and (c), which are signs of failure, is satisfied, the occurrence of failure in the automatic transmission is predicted before the failure actually occurs. Will be done. Therefore, by performing appropriate maintenance before the failure actually occurs, damage to the friction material, hydraulic oil, hydraulic system, etc. of the hydraulic friction engaging device in the event of an actual failure can be avoided. ..

The gist of the second invention is that, in the first invention, when the failure prediction unit predicts the occurrence of a failure in the automatic transmission, the automatic operation mode is set and the running in which the failure is likely to occur in the automatic transmission. Do not use patterns. As described above, since the traveling pattern in which the automatic operation mode is set and the failure is likely to occur is not used, the occurrence of the failure in the automatic transmission is suppressed as compared with the case where the automatic operation mode is not set.

The gist of the third invention is that, in the second invention, the urgency determination unit for determining the urgency of the automatic operation mode is provided, and the urgency determination unit determines the urgency according to the urgency. Set to automatic operation mode. As a result, when the urgency is relatively high, the automatic operation mode is set to suppress the occurrence of failure in the automatic transmission, and when the urgency is relatively low and the manual operation mode is set, the automatic operation is performed. It is possible to drive manually by the driver without setting the mode.

It is a skeleton diagram which illustrates the structure of the power transmission device in the vehicle which carries the electronic control device which concerns on this invention. It is a hydraulic circuit diagram which illustrates a part of the structure of the hydraulic control circuit which performs the shift control of the stepped transmission part in the power transmission device of FIG. An operation showing a combination of operations of a hydraulic friction engaging device used for forming each shift stage in a stepped transmission portion provided in the power transmission device of FIG. 1 and a combination of solenoid patterns in each shift stage. It is a chart. In the power transmission device of FIG. 1, it is a collinear diagram which can represent the relative relationship of the rotation speed of each rotating element which the connection state is different for each shift stage on a straight line. It is a figure which shows an example of the shift line diagram used for the shift control of a stepped transmission part shown in FIG. 1, and the power source switching map used for switching control between engine running and motor running, and shows the relationship between them. Is. It is a figure explaining the input / output signal of the electronic control apparatus which concerns on this invention, and is the functional block diagram explaining the main part of the control function of an electronic control apparatus. This is a configuration example of a vehicle equipped with the electronic control device shown in FIG. This is an example of learning the indicated pressure of the hydraulic oil supplied to the first brake, which is a hydraulic friction engaging device that controls the speed change of the stepped speed change unit shown in FIG. This is an example of a learning value map that stores the first learning value of the first constant pressure standby pressure PA at the indicated pressure of the hydraulic oil supplied to the first brake shown in FIG. This is an example of a learning value map that stores the second learning value of the second constant pressure standby pressure PB at the indicated pressure of the hydraulic oil supplied to the first brake shown in FIG. This is an example of the transition of the first learning value of the first constant pressure standby pressure at the indicated pressure of the hydraulic oil supplied to the first brake shown in FIG. This is another example of the transition of the first learning value of the first constant pressure standby pressure at the indicated pressure of the hydraulic oil supplied to the first brake shown in FIG. This is an example of changes in the first learning value of the first constant pressure standby pressure and the second learning value of the second constant pressure standby pressure at the indicated pressure of the hydraulic oil supplied to the first brake shown in FIG. This is an example of a flowchart for explaining the control operation of the electronic control device shown in FIG.

Hereinafter, examples of the present invention will be described in detail with reference to the drawings. In the following examples, the drawings are appropriately simplified or deformed, and the dimensional ratios and shapes of each part are not necessarily drawn accurately.

FIG. 1 is a skeleton diagram illustrating the configuration of a power transmission device 14 in a vehicle 10 on which the electronic control device 90 according to the present invention is mounted.

The power transmission device 14 is configured substantially symmetrically with respect to the rotation center line C, and the lower half of the rotation center line C is omitted in the outline diagram of FIG. The power transmission device 14 is used, for example, in a hybrid vehicle. The power transmission device 14 provides an input shaft 22, a differential unit 16, a stepped speed change unit 18, and an output shaft 26 between an engine 12 which is an internal combustion engine such as a gasoline engine or a diesel engine and a drive wheel (not shown). Be prepared.

The input shaft 22 is an input rotating member in the power transmission device 14 arranged on a common rotation center line C in the case 20 as a non-rotating member attached to the vehicle body. The differential unit 16 is a continuously variable transmission unit that is directly connected to the input shaft 22 or indirectly via a pulsation absorption damper (not shown). The stepped speed change unit 18 is connected to the differential unit 16 via a transmission member 24. The output shaft 26 is an output rotating member in the power transmission device 14 connected to the stepped transmission unit 18.

The differential unit 16 mechanically distributes the power input from the input shaft 22 to the first electric motor MG1 and the second electric motor MG2. The second electric motor MG2 is operably connected to the transmission member 24 so as to rotate integrally. The first electric motor MG1 and the second electric motor MG2 are each connected to a power storage device via an inverter (not shown). By controlling the inverter, the rotation of the first electric motor MG1 and the second electric motor MG2 is controlled, respectively. Both the first electric motor MG1 and the second electric motor MG2 are so-called motor generators that function as a motor and a generator. The differential unit 16 is mainly composed of a single pinion type distribution planetary gear device 28. The distribution planetary gear device 28 includes a sun gear S0, a pinion P0, a carrier CA0, and a ring gear R0. The first electric motor MG1, the second electric motor MG2, and the distribution planetary gear device 28 are connected as shown in FIG.

The stepped speed change unit 18 is provided between the transmission member 24 and the output shaft 26. The stepped transmission unit 18 includes a single pinion type first planetary gear device 30, a single pinion type second planetary gear device 32, a first clutch C1, a second clutch C2, a first brake B1, a second brake B2, and the like. It is a planetary gear type multi-speed transmission equipped with a one-way clutch F1 and functions as a stepped automatic transmission. The first planetary gear device 30 includes a sun gear S1, a pinion P1, a carrier CA1, and a ring gear R1. The second planetary gear device 32 includes a sun gear S2, a pinion P2, a carrier CA2, and a ring gear R2. The first planetary gear device 30, the second planetary gear device 32, the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the one-way clutch F1 are connected as shown in FIG. There is. Here, the first clutch C1 and the second clutch C2 are hydraulic friction engaging devices that selectively engage and disengage, and the first brake B1 and the second brake B2 selectively apply to the case 20 which is a non-rotating member. It is a hydraulic friction engagement device that connects and disconnects. The stepped speed change unit 18 shifts the rotation of the transmission member 24 and outputs the speed to the output shaft 26. The stepped transmission unit 18 corresponds to the "automatic transmission" in the present invention, and the first clutch C1, the second clutch C2, the first brake B1 and the second brake B2 are the "hydraulic friction" in the present invention. Corresponds to "engagement device".

FIG. 2 is a flood control circuit diagram illustrating a part of the configuration of the flood control circuit 50 that controls the speed change of the stepped speed change unit 18 in the power transmission device 14 of FIG.

The hydraulic control circuit 50 engages with hydraulic friction engaging devices (first clutch C1, second clutch C2, first brake B1, and second brake B2) which are engaging elements provided in the stepped speed change unit 18. The first linear solenoid valve SL1, the second linear solenoid valve SL2, the third linear solenoid valve SL3, and the fourth linear are configured to control the hydraulic pressure of the hydraulic oil supplied to each hydraulic actuator for controlling the fitting state. Solenoid valve SL4 (hereinafter, simply referred to as "linear solenoid valve SL" when not particularly distinguished), first solenoid valve SC1, second solenoid valve SC2 (hereinafter, simply referred to as "solenoid valve SC" when not particularly distinguished). ), And a switching valve 52.

The linear solenoid valve SL is, for example, a solenoid valve of a solenoid that is controlled based on a command signal input from an electronic control device 90 (see FIG. 6) described later, using a line pressure regulated by a regulator valve (not shown) as a source pressure. It is an electromagnetic valve that outputs the hydraulic pressure of hydraulic oil in response to the command signal according to the force.

The flood control output from the first linear solenoid valve SL1 is supplied to the hydraulic actuator C1a for controlling the engaged state of the first clutch C1. The flood control output from the second linear solenoid valve SL2 is supplied to the hydraulic actuator C2a for controlling the engaged state of the second clutch C2. The flood control output from the third linear solenoid valve SL3 is supplied to the hydraulic actuator B1a for controlling the engaged state of the first brake B1. The flood control output from the fourth linear solenoid valve SL4 is supplied to the hydraulic actuator B2a for controlling the engaged state of the second brake B2.

The solenoid valve SC switches between an ON state in which the oil pressure is output to the switching valve 52 and an OFF state in which the oil pressure is not output, based on the command signal input from the electronic control device 90. The solenoid valve SC is preferably a normally closed ON-OFF valve.

The state in which the oil pressure from the first solenoid valve SC1 is supplied is said to be ON, and the state in which the oil pressure from the first solenoid valve SC1 is not supplied means that the first solenoid valve SC1 is OFF. And. The state in which the oil pressure from the second solenoid valve SC2 is supplied is said to be ON, and the state in which the oil pressure from the second solenoid valve SC2 is not supplied means that the second solenoid valve SC2 is OFF. And. The switching valve 52 is provided with a spring 54 for urging the spool valve in the switching valve 52. When the first solenoid valve SC1 is OFF and the second solenoid valve SC2 is OFF, the spool valve in the switching valve 52 is urged by the urging force of the spring 54, so that the switching valve 52 is in the OFF state. .. When the first solenoid valve SC1 is ON and the second solenoid valve SC2 is OFF, the spool valve in the switching valve 52 is moved against the urging force of the spring 54, so that the switching valve 52 is turned on. To. When the first solenoid valve SC1 is ON and the second solenoid valve SC2 is ON, the spool valve in the switching valve 52 is urged by the urging force of the spring 54, so that the switching valve 52 is turned off. ..

As shown in FIG. 3, which will be described later, while the vehicle 10 is traveling in the drive range, the first solenoid valve SC1 is turned ON and the second solenoid valve SC2 is turned OFF in the hydraulic control circuit 50 shown in FIG. The oil passage 58 between the source of the original pressure and the second linear solenoid valve SL2 and the third linear solenoid valve SL3 is made conductive. While the vehicle 10 is traveling in the reverse range, both the first solenoid valve SC1 and the second solenoid valve SC2 are turned on, the main pressure supply source and the oil passage 58 are cut off, and the drain port EX in the switching valve 52 is cut off. And the oil passage 58 are made conductive. As a result, even if the second linear solenoid valve SL2 or the third linear solenoid valve SL3 is in the ON fail state while the vehicle 10 is traveling in the reverse range, the second linear solenoid valve SL2 or the third linear solenoid valve SL3 is original. Since no pressure is supplied, it is possible to prevent the vehicle 10 from being locked by locking the one-way clutch F1.

FIG. 3 shows a combination of operations of the hydraulic friction engaging device used for forming each shift stage in the stepped transmission unit 18 provided in the power transmission device 14 of FIG. 1 and a combination of solenoid patterns in each shift stage. It is an operation chart which also shows. In the hydraulic friction engaging device of FIG. 3, “◯” represents an engaged state and “blank” represents an released state. In the solenoid pattern of FIG. 3, “◯” represents a state in which the oil pressure is output, and “blank” represents a state in which no oil pressure is output.

In FIG. 3, "P", "R", "N", and "D" are parking ranges, reverse ranges, neutral ranges, and drive ranges that are selectively selected by manual operation of a shift lever (not shown). Each range is shown. The parking range and the neutral range are non-driving ranges selected when the vehicle 10 is not driven, the reverse range is the traveling range selected when the vehicle 10 is driven backward, and the drive range is the driving range selected when the vehicle 10 is driven forward. The driving range that is sometimes selected. By controlling the linear solenoid valve SL and the solenoid valve SC so as to have the solenoid pattern shown in FIG. 3, the hydraulic friction engaging device (first clutch C1, second clutch C2, first brake B1, and second brake B1) The combination of the disconnection and disconnection states of the brake B2) is controlled. The range of the power transmission device 14 is switched according to the combination of the disconnection states of the hydraulic friction engagement device. That is, by changing the combination of the hydraulic friction engaging devices to be engaged, the shift stage formed by the stepped transmission unit 18 can be switched.

FIG. 4 is a collinear diagram capable of linearly representing the relative relationship of the rotational speeds of the rotating elements having different connection states for each shift stage in the power transmission device 14 of FIG. The co-line diagram of FIG. 4 is from a horizontal axis showing the relationship between the gear ratios of the distribution planetary gear device 28, the first planetary gear device 30, and the second planetary gear device 32, and a vertical axis showing the relative rotation speed. The horizontal line X1 indicates the rotation speed zero, and the horizontal line XG indicates the rotation speed of the transmission member 24.

The three vertical lines Y1, Y2, and Y3 indicate the relative rotation speeds of the sun gear S0, the carrier CA0, and the ring gear R0 in order from the left side, and the distance between the three vertical lines Y1 to Y3 is the distribution planetary gear. It is determined according to the gear ratio of the device 28. The four vertical lines Y4, Y5, Y6, and Y7 indicate the relative rotation speeds of the sun gear S1, the carrier CA1 and the ring gear R2, the ring gear R1 and the carrier CA2, and the sun gear S2, respectively, in order from the right. The intervals between the vertical lines Y4 to Y7 are determined according to the gear ratios of the first planetary gear device 30 and the second planetary gear device 32, respectively.

In the stepped speed change unit 18, as shown in FIG. 4, the first clutch C1 and the second brake B2 (one-way clutch F1) are engaged with each other, so that the intersection of the vertical line Y7 and the horizontal line XG and the vertical line The output shaft in the first speed shift (1st) at the intersection of the diagonal straight line L1 passing through the intersection of Y5 and the horizontal line X1 and the vertical line Y6 indicating the rotation speed of the rotating element connected to the output shaft 26. The rotation speed of 26 is shown. The second speed shift stage is the intersection of the diagonal straight line L2 determined by the engagement of the first clutch C1 and the first brake B1 and the vertical line Y6 indicating the rotation speed of the rotating element connected to the output shaft 26. The rotation speed of the output shaft 26 at (2nd) is shown. At the intersection of the horizontal straight line L3 determined by the engagement of the first clutch C1 and the second clutch C2 and the vertical line Y6 indicating the rotation speed of the rotating element connected to the output shaft 26, the third speed shift stage. The rotation speed of the output shaft 26 at (3rd) is shown. At the intersection of the diagonal straight line L4 determined by the engagement of the second clutch C2 and the first brake B1 and the vertical line Y6 indicating the rotation speed of the rotating element connected to the output shaft 26, the fourth speed shift stage. The rotation speed of the output shaft 26 in (4th) is shown.

As described above, the stepped speed change unit is changed by changing the combination of the hydraulic friction engaging devices (first clutch C1, second clutch C2, first brake B1, and second brake B2) to be engaged. The shift stage formed by 18 is switched.

FIG. 5 is a diagram showing an example of a shift line diagram used for shift control of the stepped transmission unit 18 shown in FIG. 1 and a power source switching map used for switching control between engine traveling and motor traveling, respectively. It is a figure which shows the relationship of. As shown in FIG. 5, a relationship (shift line diagram) having an upshift line (solid line) and a downshift line (broken line) stored in advance with the vehicle speed V [km / h] and the required driving force P_req [N] as variables. , Shift map), it is determined whether or not the shift should be executed based on the actual vehicle speed V and the required driving force P_req. Further, the motor running is executed in a relatively low vehicle speed range where the vehicle speed V shown by a thick solid line generally decreases, or in a low load region where the required driving force P_req is low. Further, the motor running is applied when the charging state (charging capacity) SOC [%] of the power storage device connected to the second electric motor MG2 via the inverter is equal to or higher than a predetermined value. By forming the shift stage of the stepped speed change unit 18 based on this shift line diagram, the fuel efficiency of the vehicle 10 becomes advantageous.

FIG. 6 is a diagram for explaining an input / output signal of the electronic control device 90 according to the present invention, and is a functional block diagram for explaining a main part of a control function of the electronic control device 90. FIG. 7 is a configuration example of the vehicle 10 equipped with the electronic control device 90 shown in FIG.

The electronic control device 90 is configured to include, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU follows a program stored in the ROM in advance while using the temporary storage function of the RAM. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control device 90 is designed to execute control of the vehicle 10 such as hybrid drive control for the engine 12, the first electric motor MG1, the second electric motor MG2, and the like, and for engine control and electric motor control as necessary. It is configured to include each computer for use, hydraulic control, etc. The electronic control device 90 corresponds to the "control device" in the present invention.

The electronic control device 90 includes a surrounding environment recognition device 60, a driving parameter detection device 62, a vehicle position information detection device 64, a vehicle-to-vehicle communication device 66, a road traffic information communication device 68, a switch group 70, an engine control device 72, and a brake. A control device 74, a steering control device 76, a driving force control device 78, a display device 80, and a speaker buzzer 82 are connected. These devices and various sensors are connected to the electronic control device 90 directly or via a communication network such as CAN (Control Area Network) constructed in the vehicle 10.

The surrounding environment recognition device 60 is a peripheral information acquisition sensor for directly acquiring information on the road on which the vehicle 10 is traveling and information on objects existing in the vicinity. As the ambient environment recognition device 60, the vehicle 10 includes a lidar (Laser Imaging Detection and Ranking) 40a, 40b, 40c, 40d, radars 42a, 42b, 42c, and a camera 44 having a solid-state image sensor.

The riders 40a, 40b, 40c, and 40d detect an object in front of the vehicle 10, an object on the front side of the vehicle 10, an object behind the vehicle 10, and an object on the rear side of the vehicle 10, respectively. The object information about the object detected by the riders 40a, 40b, 40c, 40d is output to the electronic control device 90. The object information includes the distance and direction (position) of the detected object from the vehicle 10.

The radars 42a, 42b, 42c are, for example, millimeter wave radars. The radars 42a, 42b, and 42c detect an object in front of the vehicle 10, an object in the vicinity of the front of the vehicle 10, and an object in the vicinity of the rear of the vehicle 10, respectively. The object information about the object detected by the radars 42a, 42b, 42c is output to the electronic control device 90. The object information includes the distance and direction (position) of the detected object from the vehicle 10. The electronic control device 90 determines the position of the object in substantially the entire circumference of the vehicle 10 based on the object information input from the riders 40a, 40b, 40c, 40d and the object information input from the radars 42a, 42b, 42c. You can recognize the speed.

The camera 44 is provided, for example, on the vehicle interior side of the windshield of the vehicle 10 and images the front of the vehicle 10. The image pickup information captured by the camera 44 is output to the electronic control device 90. Based on the image pickup information input from the camera 44, the electronic control device 90 compares the three-dimensional road shape data, the three-dimensional object data, etc. stored in advance with the lane marking data, guardrails, curbs, etc. It is possible to recognize data on objects and the position and speed of other vehicles and pedestrians.

The traveling parameter detection device 62 includes traveling information of the vehicle 10, specifically, vehicle speed V, accelerator pedal operation information, brake pedal operation information, steering operation information, acceleration Acc, and inclination angle θr of the traveling road. rad] (the uphill slope is "+"), the road surface friction coefficient estimated value μs, etc. are detected, and the detected data is output to the electronic control device 90.

The own vehicle position information detection device 64 is, for example, a known navigation system. For example, based on GPS (Global Positioning System: Global Positioning System) that accurately measures the current position on the earth by radio waves emitted by artificial satellites, the current position (own vehicle position information) of the vehicle 10 that is the own vehicle is determined. To detect. Then, the navigation system identifies the position of the vehicle 10 on the map data stored in advance. The map data stored in advance includes road data and facility data. The road data includes road branching, merging point information, maximum vehicle speed information at the branching road, and the like. The facility data has data representing the location information of each facility and the facility type (home, restaurant, parking lot, repair base such as car dealer (including car dealers who use it on a daily basis)) information.

The vehicle-to-vehicle communication device 66 is a device that directly transmits / receives vehicle-to-vehicle communication information with another vehicle in the vicinity of the vehicle 10. The vehicle-to-vehicle communication device 66 communicates without going through a center, which is an external device such as a server or a vehicle information and communication system. Vehicle-to-vehicle communication information includes vehicle information, traveling information, traffic environment information, and the like. The vehicle information includes information indicating a vehicle type such as a passenger car, a truck, and a two-wheeled vehicle. The traveling information includes information such as vehicle speed V, traveling parameters such as accelerator pedal operation information, and own vehicle position information. The traffic environment information includes, for example, information such as road congestion and construction.

The vehicle information and communication system 68 receives traffic information such as traffic congestion in real time from, for example, a vehicle information and communication system (VICS: Vehicle Information and Communication System (registered trademark)), and stores the received traffic information in advance as described above. It is a device that displays on the saved map data.

The switch group 70 is various switches related to the driver's driving support control. For example, an auto cruise setting switch, a preceding vehicle tracking setting switch, a lane keep setting switch, a lane deviation prevention setting switch, an overtaking execution setting switch, and a vehicle speed V required for each control performed when these setting switches are turned on. It is composed of a switch for setting the inter-vehicle distance, inter-vehicle time, speed limit, etc., or a switch for releasing these setting switches. The auto-cruise setting switch is a switch for setting an auto-cruise mode in which the vehicle speed V is set to a preset predetermined speed for traveling control. The preceding vehicle tracking setting switch is a switch that sets a preceding vehicle tracking control mode in which the distance between the vehicle and the preceding vehicle is maintained at a predetermined value set in advance to perform tracking control. The lane keep setting switch is a switch for setting the lane keep control that keeps the traveling lane in the setting lane and controls the traveling. The lane departure prevention setting switch is a switch that sets the deviation prevention control from the traveling lane. The overtaking execution setting switch is a setting switch for executing overtaking control of the preceding vehicle (vehicle to be overtaken).

The vehicle 10 includes an automatic driving mode, which is a driving method by an automatic driving system, in addition to a manual driving mode, which is a driving method by a driver's driving operation. Note that automatic driving means that all or part of the driving operations such as acceleration, deceleration, and steering of the vehicle 10 are executed regardless of the driving operations of the driver.

While the vehicle 10 is traveling in the automatic driving mode, for example, map data stored in advance in the navigation system which is the own vehicle position information detection device 64, the current position of the vehicle 10, and the vehicle 10 recognized by the surrounding environment recognition device 60. The vehicle 10 along the target route set by the driver based on the surrounding information (position, traveling direction, etc. of other vehicles), the vehicle speed V, the acceleration Acc, etc. of the vehicle 10 detected by the traveling parameter detection device 62. A travel plan is created, that is, the course of the vehicle 10 is determined.

Based on the course of the vehicle 10 and the map data described above, the inclination angle θr of the road on which the vehicle 10 is going to travel is acquired. Then, according to the current vehicle speed V and the inclination angle θr of the road on which the vehicle 10 is going to travel, the future target engine rotation speed Ne_tgt [rpm], the target throttle opening degree θth_tgt [%], and the target of the stepped transmission unit 18 The speed change gear_tgt is determined. In this way, changes in the operating state of the engine 12 and the stepped speed change unit 18 in the future are predicted from the travel plan, and prior to changes in the actual operating state of the engine 12 and the stepped speed change unit 18. Command values for operation control of the engine 12 and the stepped transmission unit 18 are prepared. The electronic control device 90 automatically sets the operating state of the engine 12 and the stepped speed change unit 18 by using the command value of the above-mentioned operation control so that the actual operating state of the engine 12 and the stepped speed change unit 18 becomes as predicted. Is controlled.

However, if, for example, a pedestrian suddenly jumps out in front of the vehicle 10 while driving in the automatic driving mode, this is detected by the surrounding environment recognition device 60, and the vehicle violates the traveling plan of the vehicle 10. 10 is urgently stopped.

The engine control device 72 is a known control unit that controls the throttle actuator, fuel injection device, ignition device, and the like of the vehicle 10 to control the engine torque Te [Nm] output from the engine 12. While traveling in the automatic operation mode, the engine control device 72 enables operation control of the engine 12 according to acceleration and deceleration of the vehicle 10 according to the travel plan.

The brake control device 74 electrically controls the braking torque of the mechanical brake provided on each wheel of the vehicle 10. While traveling in the automatic driving mode, the brake control device 74 enables deceleration control of the vehicle 10 according to the traveling plan.

The steering control device 76 controls the assist torque by the electric power steering motor provided in the steering system of the vehicle 10. While traveling in the automatic driving mode, the steering control device 76 enables steering of the vehicle 10 according to the traveling plan.

The driving force control device 78 controls so that the driving force generated by the engine 12 and the second electric motor MG2, which are the driving force sources, is transmitted to the left and right driving wheels via the stepped transmission unit 18. For example, the driving force control device 78 includes a first clutch C1, a second clutch C2, a first brake B1, and a second brake B2. While traveling in the automatic driving mode, the driving force control device 78 enables the formation of gears in the stepped gears 18 of the vehicle 10 according to the travel plan.

The display device 80 is a device that visually notifies the driver of, for example, a display, an alarm lamp, or the like. The speaker buzzer 82 is a device that gives an auditory notification to the driver. The display device 80 and the speaker buzzer 82 appropriately issue an alarm to the driver when an abnormality occurs in various devices of the vehicle 10.

FIG. 8 is an example of learning the indicated pressure of the hydraulic oil supplied to the first brake B1, which is a hydraulic friction engaging device that controls the speed change of the stepped speed change unit 18 shown in FIG. FIG. 8 shows a case where the stepped transmission unit 18 is upshifted from the third speed shift stage (3rd) to the fourth speed shift stage (4th) (that is, in the clutch toe clutch control, the first brake B1 is released from the released state. This is an example of (when the first clutch C1 is transitioned from the engaged state to the released state) to the engaged state. The horizontal axis is the time t [ms], the vertical axis is the shift stage from the top, the MG2 rotation speed Nmg2 [rpm] representing the rotation speed of the second motor MG2, the output torque Tout [Nm] of the output shaft 26, and the engagement side indicated pressure. Pcon [MPa] and release side instruction pressure Pdis [MPa]. The engaging side instruction pressure Pcon is the instruction pressure of the hydraulic oil of the first brake B1 which is the engagement side in the clutch toe clutch control, and the release side instruction pressure Pdis is the release side in the clutch toe clutch control. 1 This is the indicated pressure of the hydraulic oil of the clutch C1.

In the state of the vehicle 10 before the time t0, the gear in the stepped gear 18 is the third gear. The engaging side instruction pressure Pcon is set to zero, and the first brake B1 is in the released state. The release side instruction pressure Pdis is set to the maximum hydraulic pressure in which the fully engaged state is obtained, and the first clutch C1 is set to be in the fully engaged state.

At time t0, it is determined that the gears in the stepped gear 18 are switched from the third gears to the fourth gears based on the shift diagram shown in FIG. The time t0 is the start time of the shift control. At time t0, the release side instruction pressure Pdis is once lowered from the maximum oil pressure that maintains the fully engaged state to a predetermined oil pressure.

At time t1, the engaging side indicated pressure Pcon is once increased, and packing to close the pack clearance of the first brake B1 is started.

At time t2, the engaging side indicated pressure Pcon is reduced to the first constant pressure standby pressure PA [MPa], which is lower than the indicated pressure at the start of packing. By setting the engaging side indicated pressure Pcon to the indicated pressure at the start of packing and the first constant pressure standby pressure PA, the first brake B1 is quickly packed.

At time t3, the release-side indicated pressure Pdis is then reduced to zero at time t5 while being depressurized at a constant rate of change. As a result, the transmission member 24 is connected to the output shaft 26 via the stepped transmission unit 18 in a state where both the first clutch C1 and the first brake B1 are in a half-engaged state, and the output torque Tout of the output shaft 26 is increased. It gradually decreases.

At time t4, the engaging side indicated pressure Pcon is increased from the first constant pressure standby pressure PA thereafter at a constant rate of change. Then, at time t6, the engaging side indicated pressure Pcon is increased to the second constant pressure standby pressure PB [MPa] (> first constant pressure standby pressure PA). During the period from time t6 to time t7, the engaging side indicated pressure Pcon is maintained at the second constant pressure standby pressure PB. The period from time t3 to time t7 is the so-called torque phase in which the output torque Tout is changing, and the first clutch C1 in the engaged state is released, while the first brake B1 in the released state is released. Gradually engaged.

At time t7, the engaging side indicated pressure Pcon is increased from the second constant pressure standby pressure PB at a constant rate of change thereafter, and the inertia phase is started. At time t8, the inertia phase ends. At time t9, the engaging side indicated pressure Pcon is increased to the maximum oil pressure that maintains the fully engaged state. Here, the inertia phase is the rotation speed of the transmission member 24, which is the input-side rotating member of the stepped speed change unit 18, within the speed change period (the period from the start of the stepped speed change control to the end of the shift control). MG2 rotation speed Nmg2, which is the same value as, is the third speed synchronous rotation speed Nmg2_3rd [rpm] (theoretical MG2 rotation speed calculated from the gear ratio γ_3rd and the vehicle speed V in the third gear, which is the gear before shifting). It is a period during which the 4th speed synchronous rotation speed Nmg2_4th [rpm] (the theoretical MG2 rotation speed calculated from the gear ratio γ_4th and the vehicle speed V in the 4th speed shift stage after shifting).

In this way, the hydraulic friction engaging device engaged by the clutch-to-clutch control is switched from the first clutch C1 to the first brake B1. Since the second electric motor MG2 and the drive wheels are traveling in a state of being connected to each other so as to be able to transmit power via the stepped speed change unit 18, the MG2 rotation speed Nmg2 is the third speed synchronous rotation speed Nmg2_3rd during the inertia phase period. When the shift is completed, the 4th speed synchronous rotation speed becomes Nmg2_4th. Therefore, the inertia phase start timing can be known from the difference between the actual MG2 rotation speed Nmg2 and the third synchronous rotation speed Nmg2_3rd. Further, the inertia phase end timing can be known from the difference between the actual MG2 rotation speed Nmg2 and the fourth speed synchronous rotation speed Nmg2_4th.

By the way, the pack clearance of the hydraulic friction engaging device varies from solid to solid (unit to unit), or increases due to clutch wear. Therefore, the first constant pressure standby pressure PA and the second constant pressure standby pressure PB in the engaging side indicated pressure Pcon of the hydraulic oil supplied to the first brake B1 on the engaging side are the first learning value PAs and the second learning value PBs. Each is learned as. For example, in this learning, the differential pressure ΔPAB between the second constant pressure standby pressure PB and the first constant pressure standby pressure PA and the period of the torque phase are set to a predetermined period (that is, the start timing of the inertia phase is the start time of shift control. It is learned (so that the time is a predetermined time after the time t0). The first constant pressure standby pressure PA and the second constant pressure standby pressure PB are feedback-controlled by the learned first learning value PAs and the second learning value PBs. The first constant pressure standby pressure PA and the second constant pressure standby pressure PB correspond to the "operating hydraulic pressure" in the present invention, and the first learning value PAs and the second learning value PBs correspond to the "learning value" in the present invention. To do.

In the case of a shift other than the shift from the 3rd gear to the 4th gear, the first constant pressure standby pressure PA and the first constant pressure standby pressure PA in the hydraulic friction engaging device on the engaging side in the clutch toe clutch control are similarly applied. 2 Learning of constant pressure standby pressure PB is performed.

FIG. 9 is an example of a learning value map for storing the first learning value PAs of the first constant pressure standby pressure PA in the engaging side indicated pressure Pcon of the hydraulic oil supplied to the first brake B1 shown in FIG. The learning value map of the first constant pressure standby pressure PA is divided into 10 parts every 10% with respect to the range (zero to maximum value) of the input torque Tin [Nm] input to the stepped transmission unit 18. .. The shifts are 1-2 shifts (shifts from the 1st gear to the 2nd gear), 2-3 shifts (shifts from the 2nd gear to the 3rd gear), 3-4. It is divided into three types: shifting (shifting from the 3rd gear to the 4th gear). As shown in the operation chart of FIG. 3, in the case of 1-2 shift and 3-4 shift, the engagement of the hydraulic oil of the first brake B1 which is the hydraulic friction engagement device on the engagement side is engaged. The first constant pressure standby pressure PA of the side indicated pressure Pcon is learned, and in the case of 2-3 shifts, the engaging side indicated pressure Pcon of the hydraulic oil of the second clutch C2 which is the hydraulic friction engaging device on the engaging side The first constant pressure standby pressure PA is learned. In this way, the first constant pressure standby pressure PA is learned for each learning division divided into 30 blocks according to the input torque Tin and the type of shifting, and the first learning value PAs learned in each learning division is stored. To. PA121 to PA3410 shown in FIG. 9 are register names in which the first learning value PAs are stored in each learning category.

FIG. 10 is an example of a learning value map for storing the second learning value PBs of the second constant pressure standby pressure PB in the engaging side indicated pressure Pcon of the hydraulic oil supplied to the first brake B1 shown in FIG. The learning value map of the second constant pressure standby pressure PB is also divided into 30 blocks according to the input torque Tin and the type of shifting, as in the learning value map storing the first learning value PAs described above. Therefore, the second constant pressure standby pressure PB is learned for each of the divided learning categories, and the second learning values PBs learned in each learning category are stored. PB121 to PB3410 shown in FIG. 10 are register names in which the second learning values PBs are stored in each learning category.

FIG. 11 is an example of a transition of the first learning value PAs of the first constant pressure standby pressure PA at the engaging side indicated pressure Pcon of the hydraulic oil supplied to the first brake B1 shown in FIG. The horizontal axis is the running time Run [hour] from the start of use of the stepped transmission unit 18, and the vertical axis is the first learning value PAs. In FIG. 11, the normal transition of the first learning value PAs in the same learning category is shown by a solid line, and the abnormal transition is shown by a broken line. The "at the start of use of the stepped speed change unit 18" is a starting point of the durable traveling time clutch described later. For example, the hydraulic friction engagement device of the stepped speed change unit 18 mounted on the vehicle 10. This means the time when (first clutch C1, second clutch C2, first brake B1, second brake B2) is used for the first time in practical use.

When the operation of the first brake B1 is normal, the stepped speed change unit 18 executes the speed change operation several times in the initial stage within the first predetermined running time Tpred1 from the start of use of the stepped speed change unit 18. Then, the first learning value PAs converges (stable). Convergence (stable) is a state in which the first learning value PAs hardly change before and after learning, that is, a state in which the difference between the first learning value PAs learned last time and the first learning value PAs learned this time is small. In the case of a normal transition, the first learning value PAs at the start of use of the stepped transmission 18 is the initial value DA0, which is within the first predetermined running time Tpred1 from the start of use of the stepped transmission 18. The first learning value PAs converges in the traveling time TA. After that, as the shift operation is repeated, the pack clearance increases, so that the first learning value PAs gradually increases. The first predetermined running time Tpred1 is experimentally or designedly set in advance as a period during which the first learning value PAs of the first brake B1 converges and stabilizes in the case of a normal transition.

If the first learning value PAs does not converge in the initial stage within the first predetermined traveling time Tpred1 from the start of use of the stepped speed change unit 18, the transition of the first learning value PAs is abnormal, and this first learning The fact that the values PAs do not converge is a sign that a failure occurs in the first brake B1 of the stepped transmission unit 18. For example, as shown by the broken line in FIG. 11, when the first learning value PAs increases or decreases without converging even after the lapse of the first predetermined running time Tpred1, the transition of the first learning value PAs is abnormal. Is.

Similar to the transition of the first learning value PAs, when the second learning value PBs increases or decreases without converging after the lapse of a predetermined traveling time from the start of use of the stepped transmission unit 18, the transition of the second learning value PBs Is abnormal, and the fact that the second learning value PBs does not converge is a sign that a failure occurs in the first brake B1 of the stepped transmission unit 18. The predetermined running time in this case is a time that is experimentally or designedly set in advance as a running time that converges when the second learning value PBs is in a normal transition.

FIG. 12 is another example of the transition of the first learning value PAs of the first constant pressure standby pressure PA in the engaging side indicated pressure Pcon of the hydraulic oil supplied to the first brake B1 shown in FIG. The horizontal axis represents the traveling time Run from the start of use of the stepped transmission unit 18, and the vertical axis represents the first learning value PAs. In FIG. 12, the normal transition of the first learning value PAs in the same learning category is shown by a solid line, and the abnormal transition is shown by a broken line.

The normal transition of the first learning value PAs is the same as in FIG. 11 described above. The first learning value PAs is smaller than the upper limit value Pmax [MPa] and larger than the lower limit value Pmin [MPa] until the endurance running time Trife of the first brake B1 elapses. Durable running time Trife is a running time (durable life) that can be used under a standard usage environment. The upper limit value Pmax and the lower limit value Pmin are set experimentally or designly in advance as upper and lower limits that can be set as a range of the indicated pressure of the hydraulic oil in which the first brake B1 operates normally. Therefore, when the first learning value PAs is the upper limit value Pmax or the lower limit value Pmin, the operation of the first brake B1 may not be normal.

When the first learning value PAs has reached the upper limit value Pmax within the second predetermined traveling time Tpred2 (<durable traveling time Trife) from the start of use of the stepped transmission unit 18, the first learning value PAs The transition of is abnormal. Specifically, the value DA3 of the first learning value PAs has reached the upper limit value Pmax in the traveling time T3 before the lapse of the second predetermined traveling time Tpred2. Similarly, even when the value of the first learning value PAs reaches the lower limit value Pmin within the second predetermined traveling time Tpred2 from the start of use of the stepped transmission unit 18, the transition of the first learning value PAs Is abnormal. Although the first learning value PAs may approach the upper limit value Pmax or the lower limit value Pmin in the running time in the vicinity of the useful running time Trife, it is abnormal to reach the upper limit value Pmax or the lower limit value Pmin in the stage before that. Is. The second predetermined running time Tpred2 is experimentally or designedly set in advance as a running time in which the first learning value PAs does not reach the upper limit value Pmax or the lower limit value Pmin in the case of a normal transition.

When the first learning value PAs reaches the upper limit value Pmax or the lower limit value Pmin within the second predetermined running time Tpred2 from the start of use of the stepped transmission unit 18, the transition of the first learning value PAs is abnormal. The fact that the first learning value PAs reaches the upper limit value Pmax or the lower limit value Pmin is a sign that a failure occurs in the first brake B1 of the stepped transmission unit 18.

Similar to the transition of the first learning value PAs, when the second learning value PBs reaches the upper limit value Pmax or the lower limit value Pmin within a predetermined traveling time from the start of use of the stepped transmission unit 18, the second learning value PBs The transition is abnormal, and the fact that the second learning value PBs reaches the upper limit value Pmax or the lower limit value Pmin is a sign that a failure occurs in the first brake B1 of the stepped transmission unit 18. The predetermined running time in this case is a time that is experimentally or designedly set in advance as a running time in which the second learning value PBs does not reach the upper limit value Pmax or the lower limit value Pmin in the case of a normal transition.

FIG. 13 shows the first learning value PAs of the first constant pressure standby pressure PA and the second learning value of the second constant pressure standby pressure PB at the engaging side indicated pressure Pcon of the hydraulic oil supplied to the first brake B1 shown in FIG. This is an example of the transition of PBs. The horizontal axis represents the traveling time Run from the start of use of the stepped transmission unit 18, and the vertical axis represents the first learning value PAs and the second learning value PBs. In FIG. 13, the normal transition of the first learning value PAs in the same learning category is shown by a solid line, and the abnormal transition is shown by a broken line.

The first learning value PAs and the second learning value PBs are related to each other because they are the indicated pressures of the hydraulic oil that packs and semi-engages the first brake B1, and in the case of a normal transition, the second learning value. The deviation between the value PBs and the first learning value PAs does not exceed a predetermined determination value (the rise and fall of the values of the second learning value PBs and the first learning value PAs proceed substantially in agreement). That is, the dissociation between the learning values of the second learning value PBs and the first learning value PAs, which are related to each other, does not exceed the predetermined determination value.

As shown by the solid line in FIG. 13, in the case of normal transition, the second learning value PBs was the initial value DB0 at the start of use of the stepped transmission unit 18, but the traveling time TB was higher than the time TA described later. It converged first and then started to rise. What had the first learning value PAs as the initial value DA0 at the start of use of the stepped transmission unit 18 converged to the value DAA in the traveling time TA (> traveling time TB), and then started to increase. In the traveling time TA, the second learning value PBs is the value DBA. Even in the traveling time TA in which the learning differential pressure value ΔPABs (= PBs-PAs), which is the differential pressure between the second learning value PBs and the first learning value PAs, is the largest, the learning differential pressure value ΔPABs, the value DBA and the value DAA, The differential pressure (= DBA-DAA) is less than the differential pressure determination value ΔPjdg2. That is, the learning differential pressure value ΔPABs between the second learning value PBs and the first learning value PAs is less than the differential pressure determination value ΔPjdg2 in any of the traveling time Runs. The differential pressure determination value ΔPjdg2 is set experimentally or designly in advance as the maximum value of the learning differential pressure value ΔPABs between the second learning value PBs and the first learning value PAs in the case of a normal transition. The differential pressure determination value ΔPjdg2 corresponds to the “predetermined determination value” in the present invention.

As shown by the broken line in FIG. 13, even after the second learning value PBs started to increase in the traveling time TB, the first learning value PAs continued to decrease without turning to increase, and the learning differential pressure value ΔPABs was the differential pressure determination value. When ΔPjdg2 or more, the transition of the first learning value PAs and the second learning value PBs is abnormal. The fact that the learned differential pressure value ΔPABs becomes the differential pressure determination value ΔPjdg2 or more is a sign that a failure occurs in the first brake B1 of the stepped transmission unit 18.

Returning to FIG. 6, the main parts of the control function of the electronic control device 90 will be described from here. The electronic control device 90 functionally includes a travel control unit 90a, a learning unit 90b, a failure prediction unit 90c, an urgency determination unit 90d, and a storage unit 90e.

The learning unit 90b learns the indicated pressure of the hydraulic oil supplied to the hydraulic friction engaging device that controls the speed change of the stepped speed change unit 18. For example, the first constant pressure standby pressure PA and the second constant pressure standby pressure PB of the first brake B1 in the above-mentioned 3-4 shift are learned. The first learning value PAs and the second learning value PBs learned by the learning unit 90b are stored in the learning value map stored in the storage unit 90e.

The failure prediction unit 90c predicts whether or not a failure will occur in the stepped transmission unit 18 based on the first learning value PAs and the second learning value PBs of the hydraulic oil learned by the learning unit 90b. In addition, "prediction of whether or not a failure will occur" is to estimate in advance whether or not there is a certain degree of possibility of failure, and it is estimated that a failure will occur with 100% accuracy. is not.

When the first learning value PAs does not converge within the first predetermined traveling time Tpred1 from the start of use of the stepped speed change unit 18, the failure prediction unit 90c causes a failure in the stepped speed change unit 18. Predict. For example, as shown by a broken line in FIG. 11, in the traveling time T1 after the lapse of the first predetermined traveling time Tpred1, the first learning value PAs in any learning category is the value DA1, which is next to the traveling time T1. The first learning value PAs in the same learning category at the learned travel time T2 is the value DA2. The learning at the running time T1 is the previous learning, and the learning at the running time T2 is the current learning. When the absolute value of the fluctuation amount ΔPAs (= DA2-DA1) of the first learning value PAs in the previous learning and the current learning exceeds the convergence test value ΔPjdg1, it is assumed that the first learning value PAs has not converged. The failure prediction unit 90c predicts the occurrence of a failure in the stepped speed change unit 18. In this way, it is predicted that a failure will occur in the stepped transmission unit 18 during the traveling time T2. The convergence test value ΔPjdg1 is experimentally or designed in advance as a judgment value in the case of non-convergence based on the amount of fluctuation before and after learning after learning in the case where the first learning value PAs is in a normal transition in the same learning category. Is set to.

When the first learning value PAs reaches the preset upper limit value Pmax or lower limit value Pmin within the second predetermined traveling time Tpred2 from the start of use of the stepped transmission unit 18, the failure prediction unit 90c It is predicted that a failure will occur in the stepped transmission unit 18. For example, as shown by a broken line in FIG. 12, when the value DA3 of the first learning value PAs in any learning category reaches the upper limit value Pmax in the traveling time T3 before the lapse of the second predetermined traveling time Tpred2, The failure prediction unit 90c predicts the occurrence of a failure in the stepped speed change unit 18. In this way, it is predicted that a failure will occur in the stepped transmission unit 18 during the traveling time T3.

In the failure prediction unit 90c, the first learning value PAs and the second learning value PBs related to each other are learned by the learning unit 90b, and the learning differential pressure value ΔPABs representing the difference between the first learning value PAs and the second learning value PBs. When (= PAs-PBs) is the differential pressure determination value ΔPjdg2 or more, the failure prediction unit 90c predicts the occurrence of a failure in the stepped speed change unit 18. For example, as shown by a broken line in FIG. 13, the learning differential pressure value ΔPABs (=) indicating the difference between the value DA4 of the first learning value PAs and the value DB4 of the second learning value PBs in an arbitrary learning category in the traveling time T4. When DB4-DA4) is the differential pressure determination value ΔPjdg2 or more, the failure prediction unit 90c predicts the occurrence of a failure in the stepped speed change unit 18. In this way, it is predicted that the stepped transmission unit 18 will fail during the traveling time T4.

When the failure prediction unit 90c predicts the occurrence of a failure in the stepped speed change unit 18, the urgency determination unit 90d determines the urgency. The degree of urgency is determined based on the content of the failure when the predicted failure occurs, the running time until the predicted failure occurs, and the probability of occurrence. When the urgency determination unit 90d determines that the urgency is low, the urgency determination unit 90d informs the driver that a failure is predicted to occur. On the other hand, when the urgency determination unit 90d determines that the urgency is high, the driver is notified that a failure is predicted and the driver is switched to the automatic operation mode.

If the failure prediction unit 90c does not predict the occurrence of a failure in the stepped speed change unit 18, the travel control unit 90a maintains and does not change the current travel method of the manual operation mode or the automatic operation mode.

When the failure prediction unit 90c predicts the occurrence of a failure in the stepped speed change unit 18 and the urgency determination unit 90d determines that the urgency is high, the travel control unit 90a sets the travel method to the automatic operation mode. , Do not use driving patterns that are prone to failure. For example, instead of using a shift stage in which a failure is likely to occur, a new shift diagram is applied by removing the corresponding shift line from the shift diagram. In addition, the operation control of the engine 12 is performed so as to conform to this new shift diagram. Specifically, when a failure is likely to occur in the upshift of 2-3 shifts, the upshift line of 2 → 3 is removed from the shift line diagram, and the upshift line of 3 → 4 is upshifted by 2 → 4. Apply a new shift diagram as a shift line. Further, the engine torque Te output from the engine 12 is controlled so as to conform to the fact that the upshift of the third shift stage is not used.

When the failure prediction unit 90c predicts the occurrence of a failure in the stepped transmission unit 18 and the urgency determination unit 90d determines that the urgency is low, the travel control unit 90a maintains the current travel method. It does not change.

FIG. 14 is an example of a flowchart for explaining the control operation of the electronic control device 90 shown in FIG. The flowchart of FIG. 14 is repeatedly executed. Hereinafter, based on FIG. 14, when the stepped speed change unit 18 is upshifted from the third speed shift stage (3rd) to the fourth speed shift stage (4th), the first gear on the engaging side in the clutch toe clutch control. 1 A case where the engaging side instruction pressure Pcon of the hydraulic oil supplied to the brake B1 is learned will be described as an example.

First, in step S10 corresponding to the learning unit 90b, the first constant pressure standby pressure PA and the second constant pressure standby pressure PB of the engaging side instruction pressure Pcon are learned as the first learning value PAs and the second learning value PBs, respectively. Then step S20 is executed.

In step S20 corresponding to the failure prediction unit 90c, it is determined whether or not the first learning value PAs and the second learning value PBs have converged within the first predetermined traveling time Tpred1 from the start of use of the stepped speed change unit 18. Will be done. For example, the first learning value PAs (1st learning value PAs) learned in the previous execution of the flowchart in the same learning division stored in the storage unit 90e after the lapse of the first predetermined traveling time Tpred1 from the start of use of the stepped speed change unit 18. Or, when the absolute value of the difference between the second learning value PBs) and the first learning value PAs (or the second learning value PBs) learned in the execution of this flowchart exceeds the convergence test value ΔPjdg1, the first It is determined that the learning value PAs have not converged. If the determination in step S20 is affirmed, step S30 is executed. If the determination in step S20 is denied, step S60 is executed.

In step S30 corresponding to the failure prediction unit 90c, at least one of the first learning value PAs and the second learning value PBs is the upper limit value Pmax or the lower limit within the second predetermined traveling time Tpred2 from the start of use of the stepped transmission unit 18. It is determined whether or not the value Pmin has been reached. If the determination in step S30 is affirmed, step S60 is executed. If the determination in step S30 is denied, step S40 is executed.

In step S40 corresponding to the failure prediction unit 90c, the first learning value PAs and the second learning value PBs related to each other are learned, and the learning differential pressure value representing the deviation between the first learning value PAs and the second learning value PBs. It is determined whether or not ΔPABs (= PBs−PAs) is equal to or greater than the differential pressure determination value ΔPjdg2. If the determination in step S40 is affirmed, step S60 is executed. If the determination in step S40 is denied, step S50 is executed.

In step S50 corresponding to the travel control unit 90a, the current travel method is maintained. Then step S100 is executed.

In step S60 corresponding to the urgency determination unit 90d, it is determined whether or not the urgency is high. If the determination in step S60 is affirmed, step S70 is executed. If the determination in step S60 is denied, step S90 is executed.

In step S70 corresponding to the urgency determination unit 90d, the driver is informed that the occurrence of a failure is predicted and that the traveling method is set to the automatic driving mode. Then step S80 is executed.

In step S80 corresponding to the travel control unit 90a, the travel method is set to the automatic operation mode, and a travel pattern in which a failure is likely to occur is not used. Preferably, in this step, which is executed when the urgency is determined to be high in step S60, when the urgency is extremely high, the destination on the target route set in the automatic operation mode is the nearest repair base. If the degree of urgency is not higher than that, the destination on the target route set in the automatic operation mode is the home or the repair base that is used on a daily basis. As a result, appropriate maintenance of the vehicle 10 can be performed without delay according to the degree of urgency. Then step S100 is executed.

In step S90 corresponding to the urgency determination unit 90d, the driver is informed that a failure is predicted to occur. Then step S100 is executed.

In step S100 corresponding to the storage unit 90e, the first learning value PAs and the second learning value PBs learned in step S10 are overwritten by the respective learning value maps stored in the storage unit 90e and saved (memory). Will be done. The first learning value PAs and the second learning value PBs that are overwritten and stored in this learning value map are set as the previous learning values in the next and subsequent executions of the flowchart of FIG. And it becomes a return.

According to this embodiment, (a) the first learning value PAs and the second learning value PBs do not converge within the first predetermined traveling time Tpred1 from the start of use of the stepped speed change unit 18, and (b) the stepped speed change unit 18. At least one of the first learning value PAs and the second learning value PBs has reached the preset upper limit value Pmax or lower limit value Pmin within the second predetermined running time Tpred2 from the start of use of the transmission unit 18 (c). ) The learning unit 90b learns the first learning value PAs and the second learning value PBs that are related to each other, and the learning differential pressure value ΔPABs indicating the difference between the first learning value PAs and the second learning value PBs is the differential pressure determination value. When at least one condition of ΔPjdg2 or more is satisfied, the failure prediction unit 90c predicts the occurrence of a failure in the stepped speed change unit 18. When one of the conditions (a), (b), and (c), which are signs of failure, is satisfied, the failure is predicted to occur before the failure actually occurs. Therefore, by performing appropriate maintenance before the failure actually occurs, damage to the friction material, hydraulic oil, hydraulic system, etc. of the hydraulic friction engaging device in the event of an actual failure can be avoided. ..

According to this embodiment, when the failure prediction unit 90c predicts the occurrence of a failure in the stepped transmission unit 18, the traveling method is set to the automatic operation mode, and the traveling pattern in which the failure is likely to occur in the stepped transmission unit 18 is established. Not used. In this way, since the traveling method is set to the automatic operation mode and the traveling pattern in which failures are likely to occur is not used, the occurrence of failures in the stepped speed change unit 18 is suppressed as compared with the case where the automatic operation mode is not set. To.

According to this embodiment, when the failure prediction unit 90c predicts the occurrence of a failure in the stepped speed change unit 18, an urgency determination unit 90d for determining the urgency of setting the traveling method to the automatic operation mode is provided. When the urgency determined by the urgency determination unit 90d is high, the automatic operation mode is set. As a result, when the urgency is relatively high, the automatic operation mode is set to suppress the occurrence of failure in the stepped transmission unit 18, and when the urgency is relatively low and the manual operation mode is set, It is possible to drive manually by the driver without switching to the automatic driving mode.

Although the examples of the present invention have been described in detail with reference to the drawings, the present invention also applies to other aspects.

In the above-described embodiment, the second electric motor MG2 is operatively connected to the transmission member 24 so as to rotate integrally, but the present invention is not limited to this. For example, the second electric motor MG2 may be operatively connected to the output shaft 26 so as to rotate integrally.

In the above-described embodiment, the vehicle 10 includes the riders 40a, 40b, 40c, 40d, the radars 42a, 42b, 42c, and the camera 44, but it is not always necessary to duplicate them. For example, if the vehicle 10 can recognize the position and speed of an object that exists substantially all around, the vehicle 10 can be a rider 40a, 40b, 40c, 40d, a radar 42a, 42b, 42c, and a camera 44. You only need to have at least one of them. Further, the vehicle 10 is provided with a plurality of riders 40a, 40b, 40c, 40d and radars 42a, 42b, 42c, respectively, but these are abbreviated as vehicle 10 because the installation position and the number of installations are determined according to the scanning range. As long as it can scan the entire circumference, the number of installations may be one. The camera 44 may be a monocular camera or a stereo camera.

In the above-described embodiment, in order to acquire information on the road on which the vehicle 10 is traveling and information on objects existing in the vicinity, the surrounding environment recognition device 60, the own vehicle position information detection device 64, the vehicle-to-vehicle communication device 66, And the road traffic information communication device 68 was provided, but the present invention is not limited to this. For example, the vehicle 10 may be configured to include a part of these devices as long as the position and speed of an object existing substantially around the entire circumference of the vehicle 10 can be recognized.

Although not particularly described in the above-described embodiment, different values may be set for the convergence test value ΔPjdg1, the upper limit value Pmax, the lower limit value Pmin, and the differential pressure judgment value ΔPjdg2 for each learning category, and the same values may be set. It may be set.

In the above-described embodiment, the first constant pressure standby pressure PA and the second constant pressure standby pressure PB in the first brake B1 are used as the engagement side hydraulic friction engagement device that learns the engagement side instruction pressure Pcon in the clutch toe clutch control. The explanation is given as an example, but the present invention is not limited to this. For example, the first constant pressure standby pressure PA and the second constant pressure standby pressure PB of the hydraulic oil of the hydraulic friction engaging device other than the first brake B1 such as the first clutch C1, the second clutch C2, and the second brake B2 It may be learned that the occurrence of a failure in the stepped speed change unit 18 may be predicted.

In the above-described embodiment, the learning of the engaging side instruction pressure Pcon of the clutch-to-clutch control in the case of the upshift of the stepped transmission unit 18 has been described, but the present invention is not limited to this. For example, the engaging side instruction pressure Pcon of the clutch toe clutch control in the case of downshift of the stepped transmission unit 18 is learned, and it is predicted whether or not a failure will occur in the stepped transmission unit 18 based on the learned value. May be done.

In the above-described embodiment, the failure prediction unit 90c predicts whether or not a failure will occur in the stepped speed change unit 18 based on the running time Run from the start of use of the stepped speed change unit 18. Not limited. For example, based on the mileage Mrun [km] from the start of use of the stepped speed change unit 18, (a) the first learning value within the first predetermined mileage Mpred1 from the start of use of the stepped speed change unit 18. PAs and the second learning value PBs do not converge, and (b) at least one of the first learning value PAs and the second learning value PBs is set in advance within the second predetermined mileage Mpred2 from the start of use of the stepped speed change unit 18. The set upper limit value Pmax or lower limit value Pmin has been reached, and (c) the first learning value PAs and the second learning value PBs related to each other are learned by the learning unit 90b, and the first learning value PAs and the second learning value are learned. When at least one condition that the learning differential pressure value ΔPABs indicating the deviation from the value PBs is the differential pressure determination value ΔPjdg2 or more is satisfied, the failure prediction unit 90c predicts the occurrence of a failure in the stepped transmission unit 18. You may. When the mileage Mrun is used as a reference in this way, the first predetermined mileage Mpred1 is experimentally or experimentally set in advance as a mileage in which the first learning value PAs of the first brake B1 converges and stabilizes in the case of a normal transition. The second predetermined mileage Mpred2 is set by design, and is set experimentally or designly in advance as a mileage in which the first learning value PAs does not reach the upper limit value Pmax or the lower limit value Pmin in the case of a normal transition. ..

It should be noted that the above description is merely an embodiment of the present invention, and the present invention can be carried out in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art without departing from the spirit thereof.

10: Vehicle 18: Stepped transmission (automatic transmission)
90: Electronic control device (control device)
90b: Learning unit 90c: Failure prediction unit B1: First brake (hydraulic friction engagement device)
B2: Second brake (hydraulic friction engagement device)
C1: First clutch (hydraulic friction engagement device)
C2: Second clutch (hydraulic friction engagement device)
Mpred1: First predetermined mileage Mpred2: Second predetermined mileage PA: First constant pressure standby pressure (operating oil pressure)
PAs: 1st learning value (learning value)
PB: Second constant pressure standby pressure (operating flood control)
PBs: 2nd learning value (learning value)
Pmax: Upper limit value Pmin: Lower limit value Tpred1: First predetermined running time Tpred2: Second predetermined running time ΔPjdg2: Differential pressure judgment value (predetermined judgment value)

Claims (1)

A vehicle control device including an automatic transmission in which shift control is performed by controlling the hydraulic pressure supplied to the hydraulic friction engagement device.
A learning unit that learns the supplied hydraulic pressure and a failure prediction unit that predicts whether or not a failure will occur in the automatic transmission based on the learning value of the hydraulic pressure learned by the learning unit. Prepare,
The learning value does not converge within the first predetermined traveling time or the first predetermined traveling distance from the start of use of the automatic transmission, and within the second predetermined traveling time from the start of use of the automatic transmission. When the learning value has reached a preset upper limit value or lower limit value within the second predetermined mileage, and when a plurality of the learning values related to each other are learned by the learning unit, the plurality of the learning values are mutual. A vehicle control device, characterized in that, when at least one condition that the deviation between the two is equal to or greater than a predetermined determination value is satisfied, the failure prediction unit predicts the occurrence of a failure in the automatic transmission.

Images