JP2022068045A - Control device for vehicle - Google Patents

Abstract

To provide a control device for a vehicle capable of quickly optimizing hydraulic control using power-on downshift where shifting frequencies are easily reduced to change over the shift stage of a stepped transmission.SOLUTION: An electronic control device 90 for a vehicle 10, which performs learning in hydraulic control to change over the shift stage by changing over the engagement combination of a plurality of hydraulic engagement devices CB provided in a compound transmission 42, reflects a learning value Poff in coast downshift to the hydraulic control in the power-on downshift when a leaning frequency Nlrn in the power-on downshift is less than a predetermined frequency Npred, and reflects a learning value Pon in the power-on downshift to the hydraulic control in the power-on downshift when the learning frequency Nlrn in the power-on downshift is equal to or higher than the predetermined frequency Npred.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control device that reflects a learned value in hydraulic control for switching gears of a stepped transmission.

There is known a vehicle control device that learns in hydraulic control in which the shift stage of a stepped transmission is switched by a power on / down shift when a predetermined condition is satisfied. For example, the vehicle control device described in Patent Document 1 is that.

Japanese Unexamined Patent Publication No. 2018-17267

In learning in hydraulic control, it is common to perform learning by dividing the area according to the driving state of the vehicle. However, depending on the road conditions on which the vehicle travels and the driving method by the driver, for example, the frequency of shifting due to power-on-downshift is very low, and it may take a long time from delivery of the vehicle to completion of learning. That is, there is a possibility that the shift period and reduction of shift shock are not optimized in the hydraulic control in which the shift stage of the stepped transmission is switched by the power on / down shift for a long period until the learning is completed.

The present invention has been made in the background of the above circumstances, and an object thereof is to promptly perform hydraulic control in which the shift stage of a stepped transmission is switched by a power-on-down shift in which the shift frequency tends to be low. The purpose is to provide a vehicle control device that can be optimized.

The gist of the first invention is a vehicle control device that learns in hydraulic control for switching gears by switching a combination of engagements of a plurality of hydraulic engagement devices provided in a stepped transmission. Therefore, (a) when the number of learnings in the power-on-downshift is less than a predetermined number, the learning value in the coast downshift is reflected in the hydraulic control in the power-on-downshift, and (b) in the power-on-downshift. When the number of learnings is equal to or greater than the predetermined number of times, the hydraulic control in the power-on-downshift reflects the learning value in the power-on-downshift.

According to the vehicle control device of the first invention, (a) when the number of learnings in the power-on-downshift is less than a predetermined number, the learning value in the coast downshift is reflected in the hydraulic control in the power-on-downshift. (B) When the number of learnings in the power-on-downshift is equal to or greater than the predetermined number of times, the learning value in the power-on-downshift is reflected in the hydraulic control in the power-on-downshift. Depending on the road conditions on which the vehicle is driven and the way the driver drives, the frequency of shifts due to power-on-downshift is very low, and it may take a long time from delivery of the vehicle to completion of learning in power-on-downshift. .. However, even if the number of learnings in the power-on-downshift is small after delivery, the hydraulic pressure control in the power-on-downshift is swiftly performed by reflecting the learning value in the coast downshift in the hydraulic pressure control in the power-on-downshift. Optimized. If the number of learnings in the power-on-downshift is more than a predetermined number, the learning value in the power-on-downshift is reflected in the hydraulic control in the power-on-downshift, so that the hydraulic control in the power-on-downshift is coast-downshifted. The hydraulic control that switches the shift stage of the stepped transmission is optimized rather than reflecting the learning value in.

According to the vehicle control device of the second invention, in the first invention, (a) the number of learnings in the power-on-downshift is less than the predetermined number of times, and the learning value in the power-on-downshift is a predetermined specified amount. If it has never been exceeded, the learning value in the coast downshift is reflected in the hydraulic control in the power-on-downshift up to the specified amount, and (b) the number of learnings in the power-on-downshift is the same. If the number of times is less than a predetermined number and the learning value in the power-on-downshift has exceeded the specified amount even once, the learning value in the power-on-downshift is reflected in the hydraulic control in the power-on-downshift. To. If the learning value in the power-on-downshift never exceeds the specified amount that does not cause overcorrection, the hydraulic control in the power-on-downshift reflects the learning value in the coast downshift up to the specified amount. To. As a result, even if the learning value in the coast downshift is reflected in the hydraulic control in the power-on-downshift, overcorrection is avoided. On the other hand, if the learning value in the power-on-downshift has exceeded a predetermined specified amount even once, it will be overcorrected even if the learning value in the power-on-downshift is reflected in the hydraulic control in the power-on-downshift. There is no need to optimize hydraulic control in power-on-downshift.

According to the vehicle control device of the third invention, in the second invention, the specified amount is set for each hydraulic engagement device. The range of characteristic variation due to, for example, manufacturing variation may differ for each hydraulic engagement device. Therefore, by setting the specified amount according to the range of characteristic variation for each hydraulic engagement device, hydraulic control in power-on-downshift is quickly optimized while accurately avoiding overcorrection. To.

According to the vehicle control device of the fourth invention, in the second invention, the specified amount is set for each vehicle speed region. The shift period and shift shock in hydraulic control, in which the shift stage of the stepped transmission is switched by power-on-downshift, differ depending on the magnitude of the vehicle speed. Therefore, when the specified amount is set for each vehicle speed region, the hydraulic pressure in the power-on-downshift is accurately avoided as compared with the case where the specified amount is not set for each vehicle speed region. Control is optimized quickly.

According to the vehicle control device of the fifth invention, in the invention of any one of the first invention to the fourth invention, the learning value in the coast downshift is learned in the region where the regenerative torque is larger than the predetermined torque value. Including the ones. In the region where the regenerative torque is larger than the predetermined torque value, the shift frequency due to the coast downshift tends to be higher than in the region where the regenerative torque is equal to or less than the predetermined torque value. In this way, the learning value in the coast downshift including the one learned in the region where the regenerative torque tends to increase frequently is reflected in the hydraulic control in the power-on-downshift, so that the hydraulic control in the power-on-downshift is controlled. Is quickly optimized.

FIG. 3 is a schematic configuration diagram of a vehicle provided with an electronic control device according to a first embodiment of the present invention, and is a functional block diagram showing a main part of a control function for various controls in the vehicle. It is an engagement operation table explaining the relationship between the shift operation of the stepped transmission part shown in FIG. 1 and the combination of disconnection and connection of the engagement device used therefor. It is a collinear diagram which shows the relative relationship of the rotation speed of each rotating element in a stepless speed change part and a stepped speed change part shown in FIG. 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 driving force source switching map used for switching control between engine running and motor running. This is an example of a flowchart for explaining the control operation of the electronic control device shown in FIG. 1. FIG. 3 is a schematic configuration diagram of a vehicle provided with an electronic control device according to a second embodiment of the present invention, and is a functional block diagram showing a main part of a control function for various controls in the vehicle.

Hereinafter, each embodiment of the present invention will be described in detail with reference to the drawings. In each of the following examples, the figure is appropriately simplified or modified, and the dimensional ratio and shape of each part are not always drawn accurately.

FIG. 1 is a schematic configuration diagram of a vehicle 10 provided with an electronic control device 90 according to a first embodiment of the present invention, and is a functional block diagram showing a main part of a control function for various controls in the vehicle 10. The vehicle 10 is a hybrid vehicle and includes an engine 12, a first rotary electric machine MG1, a second rotary electric machine MG2, a power transmission device 16, a drive wheel 14, and an electronic control device 90.

The engine 12 is composed of an internal combustion engine such as a gasoline engine or a diesel engine, and is a driving force source for traveling of the vehicle 10. In the engine 12, the engine torque Te [Nm] output from the engine 12 is controlled by controlling the engine control device 50 including the electronic throttle valve, the fuel injection device, the ignition device, etc. by the electronic control device 90 described later. Will be done.

The first rotary electric machine MG1 and the second rotary electric machine MG2 are rotary electric machines having a function as an electric machine (motor) and a function as a generator (generator), and are so-called motor generators. The first rotary electric machine MG1 and the second rotary electric machine MG2 can be a driving force source for traveling of the vehicle 10. The first rotary electric machine MG1 and the second rotary electric machine MG2 are each connected to the battery 54 provided in the vehicle 10 via the inverter 52 provided in the vehicle 10. In the first rotary electric machine MG1 and the second rotary electric machine MG2, the MG1 torque Tg [Nm] and the second rotation are output from the first rotary electric machine MG1 by controlling the inverter 52 by the electronic control device 90 described later, respectively. The MG2 torque Tm [Nm] output from the electric MG2 is controlled. The torque output from the rotary electric machine is, for example, in the case of forward rotation, the positive torque on the acceleration side is the power running torque, and the negative torque on the deceleration side is the regenerative torque. When the MG1 torque Tg and MG2 torque Tm output from the first rotary electric machine MG1 and the second rotary electric machine MG2 are power running torques, respectively, the power output from the first rotary electric machine MG1 and the second rotary electric machine MG2 (particularly). When no distinction is made, driving force and torque are also synonymous) is the driving force for traveling.

The battery 54 transfers and receives electric power to each of the first rotary electric machine MG1 and the second rotary electric machine MG2. The battery 54 is a rechargeable secondary battery such as a lithium ion battery or a nickel metal hydride battery. The first rotary electric machine MG1 and the second rotary electric machine MG2 are provided in a transaxle case 18 which is a non-rotating member attached to a vehicle body.

The power transmission device 16 includes an electric continuously variable transmission unit 20 and a mechanical stepped speed change unit 22 arranged in series on a common axis in the transaxle case 18. The continuously variable transmission 20 is directly or indirectly connected to the engine 12 via a damper or the like (not shown). The stepped speed change unit 22 is connected to the output side of the stepless speed change unit 20. The power transmission device 16 includes a differential gear device 26 connected to an output shaft 24 which is an output rotating member of the stepped speed change unit 22, a pair of axles 28 connected to the differential gear device 26, and the like. In the power transmission device 16, the power output from the engine 12 and the second rotary electric machine MG2 is transmitted to the stepped transmission unit 22. The power transmitted to the stepped transmission unit 22 is transmitted to the drive wheels 14 via the differential gear device 26 and the like. The power transmission device 16 configured in this way is suitably used for FR (front engine / rear drive) type vehicles. The stepless speed change unit 20, the stepped speed change unit 22, and the like are configured substantially symmetrically with respect to the common axis line, and the lower half of the axis line is omitted in FIG. The common axis is an axis such as a crank shaft of the engine 12 or a connecting shaft 30 connected to the crank shaft. The stepless speed change unit 20, the stepped speed change unit 22, the differential gear device 26, and the pair of axles 28 in the power transmission device 16 form a power transmission path PT provided between the engine 12 and the drive wheels 14. ing.

The stepless speed change unit 20 includes a first planetary gear device 34 as a power split mechanism that mechanically splits the power of the engine 12 into the first rotary electric machine MG1 and the intermediate transmission member 32. The intermediate transmission member 32 is an output rotation member of the continuously variable transmission unit 20. The first rotary electric machine MG1 is a rotary electric machine to which the power of the engine 12 is transmitted. The second rotary electric machine MG2 is connected to the intermediate transmission member 32 so as to be able to transmit power. The continuously variable transmission 20 is an electric continuously variable transmission in which the differential state of the first planetary gear device 34 is controlled by controlling the operating state of the first rotary electric machine MG1. The first rotary electric machine MG1 is a rotary electric machine capable of controlling the engine rotation speed Ne [rpm], which is the rotation speed of the engine 12. Since the intermediate transmission member 32 is connected to the drive wheel 14 via the stepped speed change unit 22, the second rotary electric machine MG2 is connected to the power transmission path PT so as to be able to transmit power, and the second rotary electric machine MG2 is a drive wheel. It is a rotary electric machine connected to 14 so as to be able to transmit power.

The first planetary gear device 34 is a known single pinion type planetary gear device including a sun gear S0, a carrier CA0, and a ring gear R0.

The stepped transmission unit 22 is a mechanical transmission mechanism as a stepped transmission that constitutes a part of a power transmission path PT between the intermediate transmission member 32 and the drive wheels 14, that is, the first planetary gear device 34 and the drive wheels. It is a stepped transmission that constitutes a part of the power transmission path PT to and from 14. The intermediate transmission member 32 also functions as an input rotation member of the stepped speed change unit 22. The stepped speed change unit 22 is, for example, a plurality of planetary gear devices of the second planetary gear device 36 and the third planetary gear device 38, and a plurality of engaging devices of the clutches C1 and C2, the brakes B1 and B2, and the one-way clutch F1. It is a known planetary gear type automatic transmission equipped with and. Hereinafter, the clutches C1 and C2 and the brakes B1 and B2 are simply referred to as "engagement device CB" unless otherwise specified. The engaging device CB corresponds to the "hydraulic engaging device" in the present invention.

The engagement device CB is a hydraulic friction engagement device composed of a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, or the like. In the engaging device CB, the hydraulic pressure control circuit 56 provided in the vehicle 10 is controlled by the electronic control device 90 described later, and the pressure is adjusted according to each of the controlled hydraulic pressures output from the hydraulic pressure control circuit 56. The disconnection state, which is a state such as engagement or disengagement, is switched, respectively.

The second planetary gear device 36 is a known single pinion type planetary gear device including a sun gear S1, a carrier CA1, and a ring gear R1. The third planetary gear device 38 is a known single pinion type planetary gear device including a sun gear S2, a carrier CA2, and a ring gear R2.

The first planetary gear device 34, the second planetary gear device 36, the third planetary gear device 38, the engaging device CB, the one-way clutch F1, the first rotary electric machine MG1, and the second rotary electric machine MG2 are as shown in FIG. Is linked to.

The engaging device CB has the respective torque capacities of the engaging device CB by the pressure-adjusted control hydraulic pressures output from the solenoid valves (for example, linear solenoid valves) (not shown) provided in the hydraulic control circuit 56. A certain engagement torque is changed.

The stepped speed change unit 22 has a gear ratio γat (= AT input rotation speed Nati [rpm] / AT output rotation speed Nato [ One of a plurality of gears (gear) having different rpm]) is formed. The AT input rotation speed Nati is the input rotation speed of the stepped speed change unit 22, which is equivalent to the rotation speed of the intermediate transmission member 32 and is the rotation speed of the second rotary electric machine MG2, which is the MG2 rotation speed Nm [rpm]. It is the same value. The AT output rotation speed Nato is the output rotation speed of the stepped speed change unit 22 and has the same value as the output rotation speed No [rpm] which is the rotation speed of the output shaft 24. It is also the output rotation speed of the compound transmission 42, which is the entire transmission including the 22. The compound transmission 42 including the stepped transmission unit 22 corresponds to the "stepped transmission" in the present invention.

The operation position POSsh of the shift lever 48 is, for example, each operation position of “P”, “R”, “N”, “D”, and “M”. The P operation position is a parking operation position for selecting a parking position in which the compound transmission 42 is in the neutral state and the rotation of the output shaft 24 is mechanically blocked (locked). The R operation position is a reverse travel operation position that selects a reverse travel position that enables the vehicle 10 to travel backward. The N operating position is a neutral operating position that selects a neutral position in which the compound transmission 42 is in the neutral state. The D operation position is a forward travel operation position that selects a forward travel position that enables forward travel by executing automatic transmission control using all the shift stages of the compound transmission 42. The M operation position is a manual shift operation position that enables manual shift to switch the shift stage of the compound transmission 42 by operation by the driver. In this M operation position, an upshift operation position "+" for upshifting the shift stage for each operation of the shift lever 48, and a downshift operation position "+" for downshifting the shift stage for each operation of the shift lever 48. -"Is provided. When the operation position POSsh is in the D operation position, an automatic transmission mode in which the stepped transmission unit 22 of the compound transmission 42 is automatically changed according to the shift map described later is established. Further, when the operating position POSsh is in the M operating position, a manual shifting mode in which the stepped shifting unit 22 can be shifted by a shifting operation by the driver is established.

FIG. 2 is an engagement operation table for explaining the relationship between the shift operation of the stepped speed change unit 22 shown in FIG. 1 and the combination of the disconnection state of the engagement device CB used therefor. In FIG. 2, “◯” indicates an engaged state, “Δ” indicates an engaged state during engine braking or a coast downshift of the stepped transmission unit 22, and “blank” indicates an released state. In the stepped transmission unit 22, for example, as shown in FIG. 2, as a plurality of transmission stages, the first speed transmission stage (“1st” in FIG. 2) to the fourth speed transmission stage (“4th” in FIG. 2) It is possible to form four forward gears. The gear ratio γat of the first speed gear on the lowest side is the largest, and the gear ratio γat becomes smaller as the gear on the higher side.

FIG. 3 is a collinear diagram showing the relative relationship between the rotational speeds of the rotating elements in the continuously variable transmission unit 20 and the stepped speed change unit 22 shown in FIG. The co-line diagram shown in FIG. 3 has a horizontal axis showing the relationship between the tooth number ratios of the first planetary gear device 34, the second planetary gear device 36, and the third planetary gear device 38, 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 intermediate transmission member 32.

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 first planetary gear. It is determined according to the gear ratio of the device 34 (= the number of teeth of the sun gear Zs / the number of teeth of the ring gear Zr) ρ0. 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 this order from the right. The distance between the vertical lines Y4 to Y7 is determined according to the tooth number ratios ρ1 and ρ2 of the second planetary gear device 36 and the third planetary gear device 38, respectively.

In the stepped speed change unit 22, the clutch C1 and the 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 intersection of the vertical line Y5 and the horizontal line X1 pass diagonally. At the intersection of the straight line L1 and the vertical line Y6 indicating the rotation speed of the rotating element connected to the output shaft 24, the rotation speed of the output shaft 24 in the first speed shift stage (1st) is shown. At the intersection of the diagonal straight line L2 determined by the engagement of the clutch C1 and the brake B1 and the vertical line Y6 indicating the rotation speed of the rotating element connected to the output shaft 24, in the second speed shift stage (2nd). The rotation speed of the output shaft 24 is shown. At the intersection of the horizontal straight line L3 determined by the engagement of the clutch C1 and the clutch C2 and the vertical line Y6 indicating the rotation speed of the rotating element connected to the output shaft 24, in the third speed shift stage (3rd). The rotation speed of the output shaft 24 is shown. At the intersection of the diagonal straight line L4 determined by the engagement of the clutch C2 and the brake B1 and the vertical line Y6 indicating the rotation speed of the rotating element connected to the output shaft 24, in the 4th speed shift stage (4th). The rotation speed of the output shaft 24 is shown.

As described above, by switching the combination of the disengagement states of the plurality of engaging devices CB, the shift stage formed by the stepped transmission unit 22 is switched.

FIG. 4 is a diagram showing an example of a shift line diagram used for shift control of the stepped transmission unit 22 shown in FIG. 1 and a driving force source switching map used for switching control between engine traveling and motor traveling. .. The engine running is a running mode in which at least the engine 12 is used as a driving force source for running. The motor running is a running mode in which the engine 12 is not used as a driving force source for running and the first rotary electric machine MG1 or the second rotary electric machine MG2 is used as a driving force source for running. As shown in FIG. 4, a relationship having an upshift line (solid line) and a downshift line (dashed line) with the vehicle speed V [km / h] and the accelerator opening θacc [%] as variables (shift line diagram, shift map). Is stored in advance. When the points represented by the actual vehicle speed V and the accelerator opening θacc, which are variables, cross the upshift line or the downshift line, the start of shift control is determined. Motor driving is executed in a low vehicle speed region where the vehicle speed V indicated by the alternate long and short dash line A generally decreases, or in a low load region where the accelerator opening θacc is relatively low. Further, the motor running is applied when the charge state value (charge capacity) SOC [%] of the battery 54 connected to the second rotary electric machine MG2 via the inverter 52 is equal to or higher than a predetermined value. By forming the shift stage of the stepped speed change unit 22 based on this shift line diagram, the fuel efficiency of the vehicle 10 becomes advantageous.

Returning to FIG. 1, the vehicle 10 includes an electronic control device 90. The electronic control device 90 includes, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. By performing signal processing, the drive device including the engine 12, the first rotary electric machine MG1, the second rotary electric machine MG2, and the power transmission device 16 of the vehicle 10 is controlled. The electronic control device 90 corresponds to the "control device" in the present invention.

The electronic control device 90 includes various sensors provided in the vehicle 10 (for example, engine rotation speed sensor 70, MG1 rotation speed sensor 72, MG2 rotation speed sensor 74, output rotation speed sensor 76, accelerator opening sensor 78, throttle). Various signals based on the detected values by the valve opening sensor 80, the battery sensor 82, the oil temperature sensor 84, the shift position sensor 88, etc. (for example, the engine rotation speed Ne [rpm], the rotation speed of the first rotary electric machine MG1). MG1 rotation speed Ng [rpm], MG2 rotation speed Nm [rpm] which is the same value as AT input rotation speed Nati [rpm], output rotation speed No [rpm] which is the rotation speed of the output shaft 24 corresponding to the vehicle speed V, operation Accelerator opening θacc [%] as an acceleration operation amount indicating the magnitude of acceleration operation by a person, throttle valve opening θth [%] which is the opening of an electronic throttle valve, battery temperature THbat [° C] of battery 54, and battery. The charge / discharge current Ibat [A], the battery voltage Vbat [V], the hydraulic oil temperature THoil [° C.] in the hydraulic control circuit 56, the operation position POSsh of the shift lever 48, etc.) are input respectively. The MG2 rotation speed sensor 74 and the output rotation speed sensor 76 are, for example, resolvers, and can detect the rotation direction as well as the rotation speed.

From the electronic control device 90, various command signals (for example, engine control signal Se for controlling the engine 12) are transmitted to each device (for example, engine control device 50, inverter 52, hydraulic control circuit 56, etc.) provided in the vehicle 10. , The rotary electric machine control signal Smg for controlling each of the first rotary electric machine MG1 and the second rotary electric machine MG2, the hydraulic control signal Sat for controlling each disconnection state of the engaging device CB, etc.) are output respectively. To.

The electronic control device 90 can appropriately learn and optimize the control variable of the control hydraulic pressure for switching the disconnection state of the engaging device CB in the hydraulic pressure control for switching the shift stage of the compound transmission 42. For example, the instruction hydraulic pressure value for packing to the solenoid valve that controls the control hydraulic pressure of the engagement device CB that switches the disconnection state from the open state to the engagement state is learned and optimized as a control variable.

For example, when the electronic control device 90 learns the instruction hydraulic pressure value for packing for the purpose of optimizing the shift period, it targets the time required from the start of the shift control to the start of inertia and from the start of the shift control to the completion of the shift control. Learning is sequentially performed to adjust the correction value of the indicated hydraulic pressure value for packing so as to approach the time and suppress the variation in the shift period. In this case, the learning value is a correction value that optimizes the magnitude of the instruction hydraulic pressure value for packing that controls the disconnection state of the engaging device CB according to the positive or negative of the deviation between the actual time required and the target time. Learn as. For example, this correction value is the difference between the instruction hydraulic pressure value for packing adjusted by learning and the initial value of the instruction hydraulic pressure value for packing in a state where learning has never been performed. That is, by adding the learned correction value to the initial value, the indicated hydraulic pressure value for packing is brought closer to the optimum condition.

The electronic control device 90 is released for each engagement device CB in each of the hydraulic control for switching the shift stage of the compound transmission 42 in the coast downshift and the hydraulic control for switching the shift stage of the compound transmission 42 in the power on / downshift. Learn the optimum conditions for the indicated hydraulic pressure value for packing when switching from the engaged state to the engaged state. Further, learning of the optimum condition of the indicated hydraulic pressure value for packing is performed separately for each vehicle speed region.

The coast downshift is, for example, a downshift executed by a decrease in vehicle speed V during deceleration traveling with the accelerator off (accelerator opening θacc is zero or substantially zero), and is executed while the accelerator is off in the decelerated traveling state. A shift, that is, a downshift executed by a decrease in the vehicle speed V during coasting (for example, as shown in FIG. 4, the point P0 represented by the actual vehicle speed V and the accelerator opening θacc changed as shown by the arrow X. If). The power-on downshift is a downshift executed by an acceleration request (for example, as shown in FIG. 4, an arrow indicates that the point P0 represented by the actual vehicle speed V and the accelerator opening θacc is depressed by the accelerator pedal. When it changes like Y). Downshifts are synonymous with downshifts, and upshifts are synonymous with upshifts.

Generally, when the MG2 torque Tm of the second rotary electric machine MG2 is the regenerative torque, the coast downshift is executed less frequently in the region where the regenerative torque MG2 torque Tm is small, and the regenerative torque MG2 torque Tm is large. The frequency of execution in the area is high. For example, the frequency of coast downshifting in the region where the regenerative torque MG2 torque Tm is equal to or less than the predetermined torque value Tpred is lower than that in the region where the regenerative torque MG2 torque Tm is larger than the predetermined torque value Tpred. The predetermined torque value Tpred is a lower limit value of the regenerative torque that is expected to increase the frequency of coast downshift execution, and is determined in advance experimentally or by design. The more times the coast downshift is executed, the more times the hydraulic control is learned in the coast downshift. Therefore, the period required from the delivery of the vehicle 10 (for example, the shipment of the vehicle 10 from the factory or the delivery of the vehicle 10 with the engaging device CB replaced and repaired) to the completion of learning to optimize the hydraulic control in the coast downshift. Is more likely to be shorter in the region where the MG2 torque Tm, which is the regenerative torque, is larger than in the region where it is smaller.

Here, the instruction for packing that is learned in the hydraulic pressure control in the coast downshift is expressed as the learning value Poff [Pa] on behalf of the correction value of the hydraulic pressure value, and the instruction for packing that is learned in the hydraulic pressure control in the power on / downshift. The learning value Pont [Pa] is represented as the correction value of the hydraulic pressure value. The learning value Poff and the learning value Pon represent a plurality of learning values for each engaging device CB and each vehicle speed region, respectively.

The electronic control device 90 functionally includes an initial state determination unit 90a, a first learning value determination unit 90b, a second learning value determination unit 90c, a hydraulic control unit 90d, a learning unit 90e, and a learning value storage unit 90f. Hereinafter, the description of the functional block of the electronic control device 90 (including the description of the flowchart of FIG. 5) describes the learning value Pon and the learning value in the same engaging device CB and the same vehicle speed region in order to facilitate the understanding of the invention. This is an example when Poff is learned.

The initial state determination unit 90a determines whether or not the initial state is a predetermined initial state in which the number of learning times Nlrn in the power-on-downshift after delivery of the vehicle 10 is less than the predetermined number of times Npred. The predetermined number of times Npred is the number of times to determine whether or not the progress of learning of hydraulic pressure control in the power-on-downshift has progressed by a certain degree or more, and is determined in advance experimentally or by design. For example, the predetermined number of times Npred is the number of learning times required for the learning value Pon of the hydraulic pressure control in the power-on-downshift to be assumed to converge. That is, when the number of learning times Nlrn is equal to or greater than the predetermined number of times Npred, the learning value Pont is in the vicinity of the converged value even if it has converged or has not converged, and when the number of learning times Nlrn is less than the predetermined number of times Npred, It is unknown whether the learning value Pon has converged.

The first learning value determination unit 90b determines whether or not the learning value Pont in the power-on-downshift of the vehicle 10 is within a predetermined specified amount Pr [Pa]. The predetermined specified amount Pr is within a range that does not cause overcorrection even in consideration of variations in the engaging device CB (for example, characteristic variations due to manufacturing variations) and differences in vehicle speed within the same vehicle speed region. It is a predetermined amount to be represented, and is determined in advance experimentally or by design. The predetermined specified amount Pr is set for each engaging device CB and also for each vehicle speed region.

The second learning value determination unit 90c determines whether or not the learning value Pon in the power-on-downshift of the vehicle 10 has never exceeded a predetermined predetermined amount Pr since the vehicle was delivered.

The hydraulic pressure control unit 90d performs hydraulic pressure control for controlling the engagement (disengagement state) of the engagement device CB when switching the shift stage of the compound transmission 42. The initial state determination unit 90a determines that the number of learnings Nlrn in the power-on-downshift is less than the predetermined number of times Npred, and the first learning value determination unit 90b determines that the learning value Pon in the power-on-downshift is within a predetermined specified amount Pr. When the second learning value determination unit 90c determines that the learning value Pon in the power-on-downshift has never exceeded a predetermined specified amount Pr, the hydraulic control unit 90d determines. The learning value Poff in the coast downshift is reflected in the hydraulic control in the power-on downshift up to a predetermined specified amount Pr. In addition, "reflecting the learning value Poff in the coast downshift in the hydraulic pressure control in the power-on-downshift" means that the control variable of the hydraulic pressure control in the power-on-downshift is corrected by the learning value Poff, and the hydraulic pressure control is executed. Means that. "Within the predetermined specified amount Pr" means that when the learning value Poff is within the predetermined specified amount Pr, the learning value Poff is reflected in the hydraulic control in the power-on-downshift, and the learning value Poff is predetermined. If it is not within the specified amount Pr, it means that the predetermined specified amount Pr is reflected in the hydraulic control in the power-on-downshift.

On the other hand, when the initial state determination unit 90a determines that the number of learning times Nlrn in the power-on-downshift is equal to or greater than the predetermined number of times Npred, the first learning value Pon in the power-on-downshift exceeds the predetermined specified amount Pr. When it is determined by the learning value determination unit 90b, and when it is determined by the second learning value determination unit 90c that the learning value Pon in the power-on-downshift has exceeded a predetermined specified amount Pr even once. When either of them holds, the hydraulic control unit 90d reflects the learning value Pon in the power-on-downshift in the hydraulic control in the power-on-downshift. In addition, "reflecting the learning value Pon in the power-on-downshift in the hydraulic pressure control in the power-on-downshift" means that the control variable of the hydraulic pressure control in the power-on-downshift is corrected by the learning value Pon, and the hydraulic pressure control is executed. Means that. The hydraulic pressure control unit 90d reads out the learning value Poff and the learning value Pon to be reflected in the hydraulic pressure control in the power-on-downshift from the learning value storage unit 90f.

The learning unit 90e executes learning in the hydraulic control in which the shift stage of the compound transmission 42 is switched by the coast downshift and the power on / downshift. Further, the learning unit 90e stores the learning value Poff in the learned coast downshift and the learning value Pon in the power-on downshift in the learning value storage unit 90f, respectively.

The learning value storage unit 90f stores the learning value Poff and the learning value Pon learned by the learning unit 90e, respectively.

FIG. 5 is an example of a flowchart for explaining the control operation of the electronic control device 90 shown in FIG. The flowchart of FIG. 5 is started when it is determined to start the execution of the power-on-downshift.

First, in step S10 corresponding to the function of the initial state determination unit 90a, it is determined whether or not the number of learning times Nlrn in the power-on-downshift is less than the predetermined number of times Npred. If the determination in step S10 is affirmed, step S20 is executed. If the determination in step S10 is denied, step S50 is executed.

In step S20 corresponding to the function of the first learning value determination unit 90b, it is determined whether or not the learning value Pon in the power-on-downshift of the vehicle 10 is within a predetermined specified amount Pr. If the determination in step S20 is affirmed, step S30 is executed. If the determination in step S20 is denied, step S50 is executed.

In step S30 corresponding to the function of the second learning value determination unit 90c, it is determined whether or not the learning value Pon in the power-on-downshift of the vehicle 10 has never exceeded a predetermined predetermined amount Pr. If the determination in step S30 is affirmed, step S40 is executed. If the determination in step S30 is denied, step S50 is executed.

In step S40 corresponding to the function of the hydraulic control unit 90d, the learning value Poff in the coast downshift is reflected in the hydraulic control in the power-on-downshift up to a predetermined specified amount Pr, and the power-on-downshift causes the combined transmission 42. The shift stage of is switched. And it becomes a return.

In step S50 corresponding to the function of the hydraulic control unit 90d, the learning value Pon in the power-on-downshift is reflected in the hydraulic control in the power-on-downshift, and the shift stage of the compound transmission 42 is switched by the power-on-downshift. And it becomes a return.

According to this embodiment, (a) when the number of learning times Nlrn in the power-on-downshift is less than the predetermined number of times Npred and the learning value Pon in the power-on-downshift never exceeds the predetermined specified amount Pr. In, the hydraulic control in the power-on-downshift reflects the learning value Poff in the coast downshift up to the predetermined specified amount Pr, and (b) the number of learnings Nlrn in the power-on-downshift is less than the predetermined number Npred and the power-on. If the learning value Pon in the downshift has exceeded a predetermined specified amount Pr even once, the learning value Pon in the power-on-downshift is reflected in the hydraulic control in the power-on-downshift, and (c) power-on-down. When the number of learning times Nlrn in the shift is Nlrn or more a predetermined number of times, the learning value Pon in the power-on-downshift is reflected in the hydraulic control in the power-on-downshift. Depending on the road conditions on which the vehicle 10 travels and the way the driver drives, the frequency of shifts due to the power-on-downshift is extremely low, and it may take a long time from the delivery of the vehicle 10 to the completion of learning in the power-on-downshift. There is. However, even if the number of learning times Nlrn in the power-on-downshift is small after delivery, the hydraulic control in the power-on-downshift can be quickly controlled by reflecting the learning value Poff in the coast downshift in the hydraulic control in the power-on-downshift. Optimized for. In addition, if the learning value Pont in the power-on-downshift never exceeds the predetermined specified amount Pr that does not cause overcorrection, the hydraulic control in the power-on-downshift is coasted down up to the predetermined specified amount Pr. The learning value Poff in the shift is reflected. Since the learning value Pon in the power-on-downshift and the learning value Poff in the coast-downshift have different convergence values, if the learning value Poff in the coast-downshift is reflected as it is in the hydraulic control in the power-on-downshift, it will be overcorrected. There is a possibility that it will end up. However, in this embodiment, since the learning value Poff in the coast downshift is reflected in the hydraulic control in the power-on-downshift up to a predetermined specified amount Pr, overcorrection is avoided. On the other hand, if the learning value Pon in the power-on-downshift has exceeded a predetermined specified amount Pr even once, it is excessive even if the learning value Pon in the power-on-downshift is reflected in the hydraulic control in the power-on-downshift. Hydraulic control in power-on-downshift is optimized without any correction. When the number of learning times Nlrn in the power-on-downshift is Nlrn or more, the learning value Pon in the power-on-downshift is reflected in the hydraulic pressure control in the power-on-downshift, so that the hydraulic pressure control in the power-on-downshift is coasted down. The hydraulic control in which the shift stage of the compound transmission 42 is switched is optimized rather than the learning value Poff in the shift is reflected.

According to this embodiment, the predetermined specified amount Pr is set for each engaging device CB. The range of characteristic variation due to, for example, manufacturing variation may differ for each engaging device CB. Therefore, by setting a predetermined specified amount Pr according to the range of characteristic variation for each engaging device CB, overcorrection is accurately avoided and hydraulic pressure control in power-on-downshift is quickly optimized. Is made.

According to this embodiment, the predetermined specified amount Pr is set for each vehicle speed region. The shift period, shift shock, and the like in hydraulic control in which the shift stage of the compound transmission 42 is switched by power-on-downshift differ depending on the magnitude of the vehicle speed V. Therefore, when the predetermined specified amount Pr is set for each vehicle speed region, overcorrection is accurately avoided as compared with the case where the predetermined specified amount Pr is not set for each vehicle speed region. Hydraulic control in power-on-downshift is quickly optimized.

According to this embodiment, the learning value Poff in the coast downshift includes the one learned in the region where the regenerative torque is larger than the predetermined torque value Tpred. In the region where the regenerative torque is larger than the predetermined torque value Tpred, the shift frequency due to the coast downshift tends to be higher than in the region where the regenerative torque is equal to or less than the predetermined torque value Tpred. In this way, the learning value Poff in the coast downshift including the one learned in the region where the regenerative torque tends to increase frequently is reflected in the hydraulic control in the power-on-downshift, so that the hydraulic pressure in the power-on-downshift Control is optimized quickly.

FIG. 6 is a schematic configuration diagram of a vehicle 110 provided with an electronic control device 90 according to a second embodiment of the present invention, and is a functional block diagram showing a main part of a control function for various controls in the vehicle 110.

This embodiment is substantially the same as the configuration of the first embodiment described above, except that the composite transmission 42a is used instead of the composite transmission 42 in the first embodiment. The configuration (including the electronic control device 90) other than the compound transmission 42a is the same as that of the first embodiment. Therefore, the description will be centered on the parts different from those of the first embodiment, and the same reference numerals will be given to the parts that are substantially common in function to the first embodiment, and the description thereof will be omitted as appropriate.

The compound transmission 42a is an entire transmission in which the continuously variable transmission 20a and the stepped transmission 22a are combined. The continuously variable transmission unit 20a is configured to include, for example, the continuously variable transmission unit 20 with a brake B0 and a clutch C0. The stepped speed change unit 22a includes, for example, a plurality of planetary gear devices of the second planetary gear device 36, the third planetary gear device 38, and the fourth planetary gear device 40, clutches C1, C2, brakes B1, B2, and B3. It is a known planetary gear type automatic transmission. The first planetary gear device 34, the second planetary gear device 36, the third planetary gear device 38, the fourth planetary gear device 40, and a plurality of clutches C0, C1, C2 and brakes B0, B1, B2, B3. The engaging device, the first rotary electric machine MG1, and the second rotary electric machine MG2 are connected as shown in FIG. The plurality of engaging devices of the clutches C0, C1, C2 and the brakes B0, B1, B2, B3 correspond to the "engaging device" in the present invention. Further, the compound transmission 42a including the stepped transmission unit 22a corresponds to the "stepped transmission" in the present invention.

According to this embodiment, the same effect as that of the first embodiment described above is obtained.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention is also applicable to other aspects.

In the above-mentioned Examples 1 and 2, when the learning value Pon in the power-on-downshift never exceeds the predetermined specified amount Pr, the predetermined amount Pr is limited to the hydraulic control in the power-on-downshift. If the learning value Poff in the coast downshift is reflected and the learning value Pon in the power-on-downshift has exceeded a predetermined specified amount Pr even once, the power-on-downshift is applied to the hydraulic control in the power-on-downshift. However, the present invention is not limited to this aspect, although the learning value Pon in the above is reflected. For example, if the learning number Nlrn in the power-on-downshift is less than the predetermined number Npred regardless of whether the learning value Pon in the power-on-downshift exceeds the predetermined specified amount Pr even once, the power-on-downshift The hydraulic pressure control in the above mode may reflect the learning value Poff in the coast downshift. Depending on the road conditions on which the vehicle 10 travels and the way the driver drives, the frequency of shifts due to the power-on-downshift is extremely low, and it may take a long time from the delivery of the vehicle 10 to the completion of learning in the power-on-downshift. There is. However, even if the number of learning times Nlrn in the power-on-downshift is small after delivery, the hydraulic pressure control in the power-on-downshift can be quickly performed by reflecting the learning value Poff in the coast downshift in the hydraulic pressure control in the power-on-downshift. Can be optimized for.

In the above-mentioned Examples 1 and 2, the learning value Poff in the coast downshift reflected in the hydraulic control of the power-on-downshift is learned in the region where the regenerative torque MG2 torque Tm is larger than the predetermined torque value Tpred. However, it does not necessarily have to be included. The learning value Poff in the coast downshift reflected in the hydraulic control of the power-on-downshift is the regenerative torque. This is because the hydraulic pressure control in the power-on-downshift can be quickly optimized by reflecting the learning value Poff in the coast downshift.

In the above-mentioned Examples 1 and 2, the predetermined specified amount Pr is set for each engaging device CB, but the present invention is not limited to this aspect. For example, even if the characteristic variation caused by the manufacturing variation of each engaging device CB is taken into consideration, the same as the engaging device CB as a predetermined amount indicating the range in which none of the engaging device CB is overcorrected. A predetermined specified amount Pr may be set.

In the above-mentioned Examples 1 and 2, the predetermined specified amount Pr is set for each vehicle speed region, but the present invention is not limited to this aspect. For example, the same predetermined predetermined amount Pr may be set for all vehicle speed regions as a predetermined amount representing a range that does not cause overcorrection even if the vehicle speed regions are different.

In Examples 1 and 2 described above, the learning values Pon and Poff learned as control variables of the control hydraulic pressure are both correction values of the indicated hydraulic pressure values for packing, but the present invention is not limited to this embodiment. For example, the learning values Pon and Poff learned as control variables of the control hydraulic pressure are correction values such as the supply period of the packed control hydraulic pressure, the indicated hydraulic pressure value of the constant pressure standby pressure, and the supply period of the control hydraulic pressure of the constant pressure standby pressure. May be. Further, the learning values Pon and Poff are not limited to the correction value which is the difference between the value adjusted by learning and the initial value, and may be the value of the control variable itself adjusted to the optimum condition by learning. When the learning values Pon and Poff are the values of the control variables themselves adjusted to the optimum conditions by learning, the predetermined specified amount Pr takes into consideration that the variation of the engaging device CB and the vehicle speed region are different. Is a predetermined amount for determining that the value is within the range of the control variable that does not cause overcorrection, and is determined in advance experimentally or by design.

In the above-mentioned Examples 1 and 2, when a predetermined condition (for example, the number of learnings Nlrn in the power-on-downshift is less than the predetermined number Npred) is satisfied, the power-on-downshift is performed when the power-on-downshift is executed. The hydraulic control is an embodiment in which the learning value Poff in the coast downshift is reflected, but the present invention is not limited to this embodiment. For example, when the predetermined condition is satisfied, the learning value Poff learned in the executed coast downshift is overwritten and updated by the learning value Pon in the power-on downshift stored in the learning value storage unit 90f. It may be an embodiment. This is because even in such an embodiment, when the power-on-downshift is executed, the learning value in the coast downshift is reflected in the hydraulic control.

In the above-mentioned Examples 1 and 2, the vehicles 10 and 110 are both hybrid vehicles, but the vehicle is not limited to this, and the vehicles 10 and 110 may be, for example, an electric vehicle not equipped with the engine 12. Further, in the above-described first and second embodiments, the compound transmissions 42 and 42a, which are automatic transmissions, have a continuously variable transmission section 20 and 20a and a stepped transmission section 22 and 22a. Is not limited to this aspect. For example, the vehicles 10 and 110 are composed only of a mode in which an automatic transmission is provided between a driving force source in which an engine 12 and one rotary electric machine are connected so as to be able to transmit power and a drive wheel 14, or a rotary electric machine. An automatic transmission may be provided between the driving force source and the driving wheels 14.

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 within the range not deviating from the gist thereof.

10, 110: Vehicle 42, 42a: Combined transmission (stepped transmission)
90: Electronic control device (control device)
B0, B1, B2, B3: Brake (hydraulic engagement device)
C0, C1, C2: Clutch (hydraulic engagement device)
Nlrn: Number of learnings Npred: Predetermined number of times Poff: Learning value (learning value in coast downshift)
Pon: Learning value (learning value in power-on-downshift)

Claims (1)

A vehicle control device that learns in hydraulic control for switching gears by switching the combination of engagements of a plurality of hydraulic engagement devices provided in a stepped transmission.
When the number of learnings in the power-on-downshift is less than a predetermined number, the learning value in the coast downshift is reflected in the hydraulic control in the power-on-downshift.
A vehicle control device, characterized in that, when the number of learnings in the power-on-downshift is equal to or greater than the predetermined number of times, the learning value in the power-on-downshift is reflected in the hydraulic control in the power-on-downshift.

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