JP2023109109A - Vehicular control apparatus - Google Patents

Abstract

To suppress a reduction in the learning frequency while suppressing erroneous learning of packing learning of a lockup clutch when starting or stopping an engine is overlapped while executing the packing learning.SOLUTION: During execution of packing learning, in a case where an engine is started or stopped when an elapsed period of time from a start point of packing control is longer than a target value of a packing completion time, a point of time of starting or stopping the engine is determined to be a point of time where the packing is completed, and instruction pressure of a lockup clutch to be used for the next packing control is corrected toward higher pressure side. Therefore, in a case where the instruction pressure of the lockup clutch is determined to be in shortage at the point in time of starting or stopping the engine, the instruction pressure can be corrected toward higher pressure, and it is possible to prevent the packing completion time from being unstably calculated during a start transition or stop transition of the engine.SELECTED DRAWING: Figure 3

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle having a disengaging clutch provided between an engine and an electric motor, and a hydrodynamic transmission with a lockup clutch provided between the electric motor and drive wheels. be.

an engine; an electric motor coupled to a power transmission path between the engine and drive wheels so as to be capable of transmitting power; and an electric motor provided between the engine and the electric motor in the power transmission path. A control device for a vehicle is well known, which includes a disconnecting clutch that connects and disconnects, and a hydrodynamic transmission having a lockup clutch that is provided between the electric motor and the drive wheels in the power transmission path. . For example, a vehicle control device described in Patent Document 1 is one of them. This patent document 1 discloses starting the engine by igniting the engine while switching the disconnecting clutch from the disengaged state to the engaged state with the lockup clutch slipped.

JP 2014-73705 A

By the way, in order to improve the control accuracy when switching the lock-up clutch from the released state to the slip state or the engaged state, the packing required from the start of packing control of the lock-up clutch to the packing completion state is Based on the completion time, packing learning may be performed to correct the indicated pressure of the lockup clutch used for packing control by learning. On the other hand, during electric driving (=BEV driving) in which the vehicle is driven using only the electric motor as a power source with the engine stopped, the engine is started even though the connecting/disconnecting clutch is in the disengaged state. In fact, the disconnect clutch is switched to the engaged state. On the other hand, at least during engine running (=HEV running) in which the engine is used as a power source, the disconnecting clutch is engaged, but when the engine is stopped, the disconnecting clutch is released. can be switched to Therefore, if the engine is started or stopped at the same time during the execution of packing learning, the rotation speed of the electric motor fluctuates due to switching between the engaged state and the disengaged state of the disconnecting clutch, resulting in lockup. The input side rotational speed of the clutch also fluctuates. In this case, the differential rotation speed of the lockup clutch may fluctuate due to factors other than the completion of packing of the lockup clutch. If so, it becomes difficult to stably calculate the packing completion time, so there is a risk that the command pressure of the lockup clutch will be erroneously learned. On the other hand, if the packing learning is uniformly prohibited when the starting or stopping of the engine overlaps during the execution of the packing learning, the opportunity to perform the packing learning will be reduced, and the command pressure of the lockup clutch will be reduced. There is a risk that the learning frequency of

The present invention has been made in view of the above circumstances, and its object is to prevent an error in packing learning when the engine is started or stopped at the same time during the execution of packing learning of the lockup clutch. It is an object of the present invention to provide a vehicle control device capable of suppressing a decrease in learning frequency while suppressing learning.

The gist of the first invention is that: (a) an engine; A disconnecting clutch that connects and disconnects the engine with the electric motor provided between and a hydrodynamic transmission device having a lockup clutch provided between the electric motor and the drive wheels in the power transmission path (b) controlling the lock-up clutch to be in any one of a disengaged state, a slip state, and an engaged state; (c) a lockup clutch control unit that executes packing control to control the lockup clutch so as to bring the pack clearance into a packing completion state in which pack clearance is reduced; (d) a disengagement clutch control unit that switches the disengagement clutch from the engagement state to the disengagement state when the engine is stopped while switching to the engagement state; (e) a learning control unit that performs packing learning for correcting the instruction pressure of the lockup clutch used for the packing control by learning based on the packing completion time required until During execution of the packing learning, the learning control unit is configured to prevent the engine from starting or stopping when the elapsed time from the start of the packing control is longer than the target value of the packing completion time. When it is started, the time point at which the engine starts or stops is determined as the time point at which the packing completion state is reached, and the indicated pressure of the lockup clutch used for the next packing control is set. To correct to the pressure increasing side.

According to the first invention, during execution of packing learning, when the elapsed time from the start of packing control is longer than the target value of the packing completion time, the engine is not started or stopped. If it is started, it is determined that the packing completion state is reached when the engine starts or stops, and the indicated pressure of the lockup clutch used for the next packing control is set to the pressure increasing side. Therefore, when it can be determined that the indicated pressure of the lock-up clutch is insufficient at the time of starting or stopping the engine, the indicated pressure can be corrected to the pressure increasing side, and during the transient start or stop of the engine. Unstable calculation of the packing completion time during transients is avoided. Therefore, when the engine is started or stopped at the same time as the packing learning of the lockup clutch is being executed, it is possible to suppress the reduction in the learning frequency while suppressing the erroneous learning of the packing learning.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram for explaining a schematic configuration of a vehicle to which the present invention is applied, and is a diagram for explaining main parts of a control system and control functions for various controls in the vehicle; FIG. 5 is a diagram showing an example of a time chart when slip control during acceleration is executed; It is a flowchart for explaining the main part of the control operation of the electronic control unit, when the start or stop of the engine overlaps during the execution of the LU clutch pack end pressure learning, learning frequency while suppressing the erroneous learning of the LU clutch pack end pressure learning 4 is a flowchart for explaining a control operation for suppressing a decrease in .

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

FIG. 1 is a diagram for explaining a schematic configuration of a vehicle 10 to which the present invention is applied, and is a diagram for explaining control functions and main parts of a control system for various controls in the vehicle 10. As shown in FIG. In FIG. 1, a vehicle 10 is a hybrid vehicle having an engine 12 and an electric motor MG that function as a power source SP. The vehicle 10 also includes drive wheels 14 and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14 .

The engine 12 is a known internal combustion engine such as a gasoline engine or a diesel engine. An engine control device 50 including a throttle actuator, a fuel injection device, an ignition device, and the like provided in the vehicle 10 is controlled by an electronic control device 90, which will be described later, to control the engine 12. The engine torque Te, which is the output torque of the engine 12, is controlled by the engine 12. is controlled.

The electric motor MG is a rotating electric machine having a function as a motor that generates mechanical power from electric power and a function as a generator that generates power from mechanical power, and is a so-called motor generator. Electric motor MG is connected to a battery 54 provided in vehicle 10 via an inverter 52 provided in vehicle 10 . The battery 54 is a power storage device that transfers electric power to and from the electric motor MG. In the electric motor MG, the MG torque Tm, which is the output torque of the electric motor MG, is controlled by controlling the inverter 52 by the electronic control unit 90, which will be described later. For example, when the rotation direction of the electric motor MG is the same rotation direction as the engine 12 is running, the MG torque Tm is a power running torque when the positive torque is on the acceleration side, and is a regenerative torque when the negative torque is on the deceleration side. be. Electric power is also synonymous with electrical energy when not specifically distinguished. The power is also synonymous with drive power, torque, and force unless otherwise distinguished.

The power transmission device 16 includes a K0 clutch 20, a torque converter 22, an automatic transmission 24, etc. in a case 18, which is a non-rotating member attached to the vehicle body. K0 clutch 20 is a clutch provided between engine 12 and electric motor MG in a power transmission path between engine 12 and driving wheels 14 . Torque converter 22 is connected to engine 12 via K0 clutch 20 . Automatic transmission 24 is connected to torque converter 22 and is interposed in a power transmission path between torque converter 22 and drive wheels 14 . The power transmission device 16 includes a propeller shaft 28 connected to a transmission output shaft 26 which is an output rotating member of an automatic transmission 24, a differential gear 30 connected to the propeller shaft 28, and a gear 1 connected to the differential gear 30. A pair of drive shafts 32 and the like are provided. The power transmission device 16 also includes an engine connection shaft 34 that connects the engine 12 and the K0 clutch 20, an electric motor connection shaft 36 that connects the K0 clutch 20 and the torque converter 22, and the like.

The electric motor MG is connected to the electric motor connecting shaft 36 within the case 18 so as to be able to transmit power. In other words, the electric motor MG is connected to a power transmission path between the engine 12 and the drive wheels 14, particularly a power transmission path between the K0 clutch 20 and the torque converter 22 so that power can be transmitted. In other words, the electric motor MG is connected to the torque converter 22 and the automatic transmission 24 without the K0 clutch 20 so that power can be transmitted.

The torque converter 22 includes a pump impeller 22 a connected to an electric motor connecting shaft 36 and a turbine impeller 22 b connected to a transmission input shaft 38 which is an input rotating member of the automatic transmission 24 . Pump impeller 22 a is an input member of torque converter 22 , and turbine impeller 22 b is an output member of torque converter 22 . The electric motor connecting shaft 36 is also an input rotating member of the torque converter 22 . The transmission input shaft 38 is also an output rotating member of the torque converter 22 integrally formed with a turbine shaft rotationally driven by the turbine impeller 22b. The torque converter 22 is provided between the electric motor MG and the driving wheels 14 in the power transmission path between the engine 12 and the driving wheels 14, and converts the power from the power source SP to the electric motor connecting shaft 36 via fluid. It is a hydrodynamic transmission device that transmits to the machine input shaft 38 . The torque converter 22 includes an LU clutch 40 that connects the pump impeller 22 a and the turbine impeller 22 b , that is, connects the electric motor connection shaft 36 and the transmission input shaft 38 . The LU clutch 40 is a direct coupling clutch that connects the input and output rotating members of the torque converter 22, that is, a known lockup clutch.

The LU clutch 40 is a hydraulic friction engagement device configured by, for example, a multi-plate or single-plate clutch. The LU clutch 40 is operated by changing the LU torque Tlu, which is the torque capacity of the LU clutch 40, by the LU hydraulic pressure PRlu, which is the regulated hydraulic pressure supplied from the hydraulic control circuit 56 provided in the vehicle 10. That is, the control state is switched. The control state of the LU clutch 40 includes a release state (also referred to as a complete release state) in which the LU clutch 40 is released, a slip state in which the LU clutch 40 is engaged with slippage, and a slip state in which the LU clutch 40 is engaged. There is an engaged state (also called fully engaged state) in which 40 is engaged. By disengaging the LU clutch 40, the torque converter 22 is brought into a torque converter state in which a torque amplification effect can be obtained. Further, by engaging the LU clutch 40, the torque converter 22 is brought into a lockup state in which the pump impeller 22a and the turbine impeller 22b are rotated integrally.

The automatic transmission 24 is a known planetary gear type automatic transmission including, for example, one or more sets of planetary gears (not shown) and an engagement device CB. The engagement device CB includes, for example, a plurality of known hydraulic friction engagement devices. The engagement device CB changes its torque capacity CB torque Tcb by the CB oil pressure PRcb, which is the regulated oil pressure supplied from the oil pressure control circuit 56, to change the engagement state, the slip state, and the like. A control state such as a released state is switched.

The automatic transmission 24 has a plurality of gear ratios (also referred to as gear ratios) γat (=AT input rotation speed Ni/AT output rotation speed No) that differ by engagement of any one of the engagement devices CB. is a stepped transmission in which any one of gear stages (also referred to as gear stages) is formed. The automatic transmission 24 switches between gear stages according to the driver's accelerator operation, the vehicle speed V, and the like, by an electronic control unit 90, which will be described later. The AT input rotation speed Ni is the rotation speed of the transmission input shaft 38 and the input rotation speed of the automatic transmission 24 . The AT input rotational speed Ni is equal to the turbine rotational speed Nt, which is the output rotational speed of the torque converter 22, that is, the torque converter output rotational speed. The AT input rotation speed Ni can be represented by the turbine rotation speed Nt. The AT output rotation speed No is the rotation speed of the transmission output shaft 26 and the output rotation speed of the automatic transmission 24 .

The K0 clutch 20 is a hydraulic friction engagement device composed of, for example, a multi-plate or single-plate clutch. The K0 clutch 20 changes the K0 torque Tk0, which is the torque capacity of the K0 clutch 20, by the K0 hydraulic pressure PRk0, which is the regulated hydraulic pressure supplied from the hydraulic control circuit 56, so that the engaged state, the slip state, and the disengaged state. A control state such as state is switched.

In the vehicle 10, when the K0 clutch 20 is engaged, the engine 12 and the torque converter 22 are connected so as to be able to transmit power. On the other hand, when the K0 clutch 20 is released, power transmission between the engine 12 and the torque converter 22 is cut off. Since the electric motor MG is connected to the torque converter 22, the K0 clutch 20 functions as a connecting/disconnecting clutch that connects/disconnects the engine 12 with the electric motor MG.

In the power transmission device 16, when the K0 clutch 20 is engaged, the power output from the engine 12 is transmitted from the engine connection shaft 34 to the K0 clutch 20, the electric motor connection shaft 36, the torque converter 22, the automatic transmission 24, The power is transmitted to the drive wheels 14 through the propeller shaft 28, the differential gear 30, the drive shaft 32, and the like. The power output from the electric motor MG is transmitted from the electric motor connecting shaft 36 to the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, the drive shaft 32, etc. regardless of the control state of the K0 clutch 20. The power is transmitted to the driving wheels 14 through successively.

The vehicle 10 includes a mechanical oil pump MOP 58, an electric oil pump EOP 60, a pump motor 62, and the like. The MOP 58 is connected to the pump impeller 22 a and is driven to rotate by the power source SP to discharge hydraulic oil OIL used in the power transmission device 16 . The pump motor 62 is a motor dedicated to the EOP 60 for rotating the EOP 60 . The EOP 60 is rotationally driven by the pump motor 62 to discharge hydraulic oil OIL. Hydraulic oil OIL discharged from the MOP 58 and the EOP 60 is supplied to the hydraulic control circuit 56 . The hydraulic control circuit 56 supplies the CB hydraulic pressure PRcb, the K0 hydraulic pressure PRk0, the LU hydraulic pressure PRlu, etc., each of which is adjusted based on the hydraulic oil OIL discharged from the MOP 58 and/or the EOP 60 .

The vehicle 10 further includes an electronic control unit 90 that includes a control unit for the vehicle 10 . The electronic control unit 90 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, and an input/output interface. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control unit 90 includes computers for engine control, electric motor control, clutch control, transmission control, etc., as required.

The electronic control unit 90 includes various sensors provided in the vehicle 10 (for example, the engine rotation speed sensor 70, the turbine rotation speed sensor 72, the output rotation speed sensor 74, the MG rotation speed sensor 76, the accelerator opening sensor 78, the throttle valve Various signals based on values detected by the opening sensor 80, the brake switch 82, the battery sensor 84, the oil temperature sensor 86, etc. (for example, the engine speed Ne, which is the speed of the engine 12, and the AT input speed Ni) Turbine rotation speed Nt, AT output rotation speed No corresponding to vehicle speed V, MG rotation speed Nm, which is the rotation speed of electric motor MG, and accelerator opening θacc, which is the amount of accelerator operation by the driver representing the magnitude of acceleration operation by the driver. , the throttle valve opening θth which is the opening of the electronic throttle valve, the brake-on signal Bon which is a signal indicating that the brake pedal for operating the wheel brake is being operated by the driver, the battery temperature THbat of the battery 54, and A battery charging/discharging current Ibat, a battery voltage Vbat, a working oil temperature THoil which is the temperature of the working oil OIL in the hydraulic control circuit 56, etc.) are respectively supplied. The MG rotation speed Nm has the same value as the input rotation speed of the torque converter 22, that is, the torque converter input rotation speed.

From the electronic control device 90, various command signals (for example, engine Control command signal Se, MG control command signal Sm for controlling the electric motor MG, CB hydraulic control command signal Scb for controlling the engagement device CB, K0 hydraulic control command signals Sk0 and LU for controlling the K0 clutch 20 LU oil pressure control command signal Slu for controlling the clutch 40, EOP control command signal Seop for controlling the EOP 60, etc.) are respectively output.

Each hydraulic control command signal S will be described by exemplifying the LU hydraulic control command signal Slu. The electronic control unit 90 calculates the LU clutch command pressure Splu, which is the command pressure of the LU clutch 40 for supplying the regulated LU hydraulic pressure PRlu from the hydraulic control circuit 56, as a command value for the LU hydraulic pressure PRlu. The command pressure is the target hydraulic pressure commanded by the electronic control unit 90 for the hydraulic oil OIL supplied to the engagement device, and is the actual hydraulic pressure supplied to the engagement device according to this command pressure. Actual oil pressure changes. The electronic control unit 90 converts the LU clutch command pressure Splu into an LU command current value Silu for driving the LU solenoid SLlu provided in the hydraulic control circuit 56 . The LU solenoid SLlu is a solenoid valve for the LU clutch 40 that outputs the LU hydraulic pressure PRlu. The LU command current value Silu is a command current for a solenoid driver, which is a drive circuit provided in the electronic control unit 90 and drives the LU solenoid SLlu. The LU hydraulic control command signal Slu is a drive current or drive voltage for the solenoid driver to drive the LU solenoid SLlu based on the LU command current value Silu. That is, the LU clutch command pressure Splu is converted into the LU hydraulic control command signal Slu and output to the hydraulic control circuit 56 . In this embodiment, for the sake of convenience, the LU clutch command pressure Splu and the LU hydraulic control command signal Slu are treated as the same.

In order to realize various controls in the vehicle 10, the electronic control unit 90 includes power source control means, namely a power source control section 92, K0 clutch control means, namely a K0 clutch control section 94, transmission control means, namely a transmission control section 96, LU clutch control means, ie LU clutch control section 98, and learning control means, ie learning control section 99, are provided.

The power source control unit 92 functions as engine control means, ie, an engine control unit 92a, for controlling the operation of the engine 12, and functions as an electric motor control unit, ie, an electric motor control unit 92b, for controlling the operation of the electric motor MG via the inverter 52. and , and is hybrid control means, ie, a hybrid control section, for executing hybrid drive control by the engine 12 and the electric motor MG by means of these control functions.

The power source control unit 92 calculates the amount of driving demand for the vehicle 10 by the driver, for example, by applying the accelerator opening θacc and the vehicle speed V to the driving demand amount map. The required drive amount map is a relationship that is experimentally or design-experimentally obtained and stored, that is, a predetermined relationship. The required drive amount is, for example, the required drive torque Trdem at the drive wheels 14 . The required driving torque Trdem [Nm] is, in other words, the required driving power Prdem [W] at the vehicle speed V at that time. As the required driving amount, the required driving force Frdem [N] at the driving wheels 14, the required AT output torque at the transmission output shaft 26, and the like can be used. In the calculation of the drive demand amount, the AT output rotation speed No or the like may be used instead of the vehicle speed V. FIG. The power source control unit 92 generates an engine control command signal Se for controlling the engine 12 so as to realize the required drive power Prdem, taking into account the transmission loss, auxiliary load, gear ratio γat of the automatic transmission 24, etc. and an MG control command signal Sm for controlling the motor MG.

The power source control unit 92 establishes the motor drive mode, that is, the BEV drive mode, as the drive mode for driving the vehicle 10 when the required drive torque Trdem can be covered only by the output of the electric motor MG. In the BEV drive mode, when the K0 clutch 20 is released, the engine 12 is stopped and the electric motor MG is used as the power source SP to drive. drive mode. On the other hand, the power source control unit 92 establishes the engine drive mode, that is, the HEV drive mode as the drive mode when the required drive torque Trdem cannot be met without using at least the output of the engine 12 . The HEV drive mode is a hybrid drive mode in which engine running, that is, hybrid running (=HEV running), in which the vehicle runs using at least the engine 12 as the power source SP, is possible while the K0 clutch 20 is engaged. On the other hand, even if the required driving torque Trdem can be covered only by the output of the electric motor MG, the power source control unit 92 is controlled when the battery 54 needs to be charged, when the engine 12 or the like needs to be warmed up, or when the hydraulic oil is required to be warmed up. When the temperature THoil is extremely low, the HEV drive mode is established as the drive mode.

The power source control unit 92, particularly the engine control unit 92a, determines whether there is an engine start request, which is a request to start the engine 12 to switch the control state of the engine 12 from the stopped state to the operating state. For example, in the BEV drive mode, the engine control unit 92a determines whether or not the required drive torque Trdem has increased beyond the range that can be covered by the output of the electric motor MG alone, or whether or not the engine 12 or the like needs to be warmed up. Alternatively, it is determined whether or not there is an engine start request based on whether or not charging of the battery 54 is required.

The K0 clutch control unit 94 controls the K0 clutch 20 so as to start the engine 12 when the engine control unit 92a determines that there is an engine start request. For example, the K0 clutch control unit 94 provides the K0 oil pressure for controlling the released K0 clutch 20 toward the engaged state so as to obtain the K0 torque Tk0 for transmitting the cranking torque Tcr to the engine 12 side. A control command signal Sk0 is output to the hydraulic control circuit 56 . The cranking torque Tcr is a predetermined torque required for cranking the engine 12 to increase the engine rotation speed Ne.

When the power source control unit 92 determines that there is an engine start request, the power source control unit 92 controls the engine 12 and the electric motor MG to start the engine 12 . For example, the electric motor control unit 92b outputs to the inverter 52 an MG control command signal Sm for causing the electric motor MG to output the cranking torque Tcr in accordance with the switching of the K0 clutch 20 to the engaged state. Further, the engine control unit 92 a outputs an engine control command signal Se for starting fuel supply, engine ignition, etc. to the engine control device 50 in conjunction with cranking of the engine 12 .

The power source control unit 92, particularly the engine control unit 92a, determines whether or not there is an engine stop request, which is a request to stop the engine 12 to switch the control state of the engine 12 from the operating state to the stopped state. For example, in the HEV drive mode, the engine control unit 92a does not need to warm up the engine 12 or the like, and does not need to charge the battery 54 when the required drive torque Trdem is within a range that can be covered only by the output of the electric motor MG. It is determined whether or not there is an engine stop request based on whether or not there is an engine stop request.

When the engine control unit 92a determines that there is an engine stop request, it outputs an engine control command signal Se for gradually decreasing the engine torque Te to the engine control device 50. FIG. When the engine control unit 92a determines that there is an engine stop request, the K0 clutch control unit 94 releases the engaged K0 clutch 20 after the engine torque Te is gradually reduced by the engine control unit 92a. A K0 oil pressure control command signal Sk0 is output to the oil pressure control circuit 56 for control. After the K0 clutch control unit 94 switches the K0 clutch 20 to the disengaged state, the engine control unit 92a outputs an engine control command signal Se for cutting fuel to stop the fuel supply to the engine 12. Output to

In this manner, the K0 clutch control unit 94 switches the K0 clutch 20 from the released state to the engaged state when the engine 12 is started, and switches the K0 clutch 20 from the engaged state to the released state when the engine 12 is stopped. It is the control unit.

The transmission control unit 96 performs shift determination of the automatic transmission 24 using, for example, a shift map having a predetermined relationship, and performs shift control of the automatic transmission 24 as necessary, that is, according to the result of the shift determination. to the hydraulic control circuit 56. In the shift control of the automatic transmission 24, the transmission control unit 96 switches, for example, the disengagement side engagement device of the engagement device CB to the disengaged state and the engagement side engagement device of the engagement device CB. is switched to the engaged state, and the gear shift of the automatic transmission 24 is performed. The shift map is a predetermined relationship having a shift line for judging the shift of the automatic transmission 24 on two-dimensional coordinates having, for example, the vehicle speed V and the required drive torque Trdem as variables. In the shift map, the AT output rotational speed No may be used instead of the vehicle speed V, and the required driving force Frdem, the accelerator opening θacc, the throttle valve opening θth, etc. may be used instead of the required driving torque Trdem. can be

The LU clutch control unit 98 controls the LU clutch 40 to be in any one of a released state, a slip state, and an engaged state. Department. Specifically, the LU clutch control unit 98 determines the control region using, for example, a lockup region diagram that is a predetermined relationship, and the LU that realizes the control state corresponding to the determined control region. An LU hydraulic control command signal Slu for supplying the hydraulic pressure PRlu to the LU clutch 40 is output to the hydraulic control circuit 56 . The lockup area diagram is a predetermined lockup area having a complete release area, i.e., lockup off area, a slip area, and a complete engagement area, i.e., lockup area, on two-dimensional coordinates having, for example, vehicle speed V and required drive torque Trdem as variables. relationship. During BEV travel, the K0 clutch 20 is in a disengaged state, and control for avoiding engine stall is unnecessary. Therefore, in the BEV drive mode, a lockup off region is set in a low vehicle speed region near a stop. A slip region or a lockup region is set so that the LU clutch 40 is not released in order to improve the power transmission efficiency except in the low vehicle speed region.

When the LU clutch control unit 98 determines that the control region is the lockup region, the LU hydraulic pressure PRlu for obtaining the LU torque Tlu capable of transmitting the input torque to the LU clutch 40, that is, the LU input torque Tinlu. Lockup control of the LU clutch 40 is executed to set the LU clutch 40 to the fully engaged state. The LU input torque Tinlu is the total torque of the engine torque Te and the MG torque Tm during HEV running, and is the MG torque Tm during BEV running. The LU torque Tlu that can transmit the LU input torque Tinlu is, for example, a torque value obtained by multiplying the LU input torque Tinlu by a safety factor (>1).

If the LU torque Tlu is smaller than the LU input torque Tinlu, the LU clutch 40 will slip. When the LU clutch control unit 98 determines that the control region is the slip region, the target LU slip amount Nslplut, which is the target value of the slip amount of the LU clutch 40, that is, the LU slip amount Nslplu, is applied to the LU input torque Tinlu. Slip control of the LU clutch 40 is executed by setting the LU oil pressure PRlu for realizing The LU slip amount Nslpl is the difference (=Nm-Nt) between the torque converter input rotation speed (=MG rotation speed Nm) and the torque converter output rotation speed (=turbine rotation speed Nt). During HEV running, the engine rotation speed Ne may be used instead of the MG rotation speed Nm. In the lockup region diagram, the slip region is set, for example, in a low vehicle speed region compared to the lockup region, and in a region where lockup control is difficult to execute, the slip state is used to improve energy efficiency and drivability. It is an area for planning. The slip region is also a region that is set in consideration of drivability, muffled sound, etc. (for example, NV (noise/vibration) performance).

During execution of the slip control of the LU clutch 40, the LU clutch control unit 98 adjusts the LU oil pressure PRlu through feedback control so that the actual LU slip amount Nslplur, which is the actual value of the LU slip amount Nslplu, becomes the target LU slip amount Nslplut. Correct the LU torque Tlu. The LU clutch control unit 98 corrects the LU torque Tlu by adding a feedback LU oil pressure PRlufb as a feedback amount to a feedforward LU oil pressure PRluff as a feedforward amount of the LU oil pressure PRlu. The feedback LU oil pressure PRlufb is a correction amount of the LU oil pressure PRlu that corrects the feedforward LU oil pressure PRluff. The LU clutch control unit 98 calculates the feedforward LU hydraulic pressure PRluff using, for example, a map or function in which values corresponding to the LU input torque Tinlu and the target LU slip amount Nslplut are predetermined. The above map or function is determined in advance such that, for example, the larger the LU input torque Tinlu, the larger the value of the feedforward LU hydraulic pressure PRluff. The LU clutch control unit 98 calculates a proportional term (P component), an integral term (I component), and a and a differential term (D component) is used to calculate the feedback LU oil pressure PRlufb. The slip control of the LU clutch 40 includes slip control during acceleration when the control region reaches the slip region, particularly slip region during acceleration, after acceleration from the start, slip control during deceleration executed during deceleration when the accelerator is off, and the like.

FIG. 2 is a diagram showing an example of a time chart when slip control during acceleration is executed. In FIG. 2, at time t1, for example, during start acceleration in the BEV drive mode, it is determined that the control region has reached the slip region during acceleration, so packing control of the LU clutch 40, that is, LU packing control is started. indicates the point in time. The packing control is a control to bring the friction engagement device into a packed state in which the pack clearance in the friction plates of the friction engagement device or the like is closed, that is, the packing completion state. The packing completion state of the friction engagement device is a state in which the friction engagement device begins to have a torque capacity if the hydraulic pressure supplied to the friction engagement device is increased from the packing completion state. The LU packing control is packing control, ie engagement preparation control, for controlling the LU clutch 40 from the released state to the packing completed state. Thus, the LU clutch control unit 98 executes LU packing control. In the LU packing control, first, in order to improve the initial responsiveness of the LU hydraulic pressure PRlu, quick apply (=QA) is executed to output the LU clutch command pressure Splu that temporarily becomes a high rapid filling pressure (at time t1 -t2 time point), then, in order to complete the packing of the LU clutch 40, a constant pressure standby for packing is executed, that is, a constant pressure standby for packing is executed to output the LU clutch instruction pressure Splu that is the constant pressure standby pressure ( t2 time-t3 time point). After the predetermined QA time and the constant pressure waiting time A, which are the times required for the LU packing control, have elapsed since the start of the LU packing control, the acceleration slip control is started (see time t3). In acceleration slip control, the constant pressure standby for slip control that outputs the LU clutch instruction pressure Splu, which is a higher constant pressure standby pressure than the constant pressure standby for packing, is performed so that the actual LU slip amount Nslplur approaches the target LU slip amount Nslplut. is executed (see time t3-time t4), and then a sweep-up that gradually increases the LU clutch command pressure Splu is carried out (see time t4-t5). After that, differential rotation control is executed to correct the LU clutch command pressure Splu by feedback control so that the actual LU slip amount Nslplur becomes the target LU slip amount Nslplut (see time t5-t6). When it is determined that the control region has reached the lockup region, the LU clutch command pressure Splu is stepwise increased so as to bring the LU clutch 40 into the fully engaged state (see time t6), and the LU clutch 40 is locked. Lock-up control of the LU clutch 40 is executed to maintain the up state (see after time t6).

When the LU clutch 40 is switched from the released state to the slip state or the engaged state, the learning control unit 99 sets the LU clutch command pressure Splu used for LU packing control, that is, the command pressure Splupk for LU packing control (see FIG. 2). is corrected by learning, that is, the packing learning of the LU clutch 40 is performed. The command pressure Splupk for LU packing control that brings the LU clutch 40 into the packing completion state is the pack end pressure of the LU clutch 40, and in this embodiment, packing learning of the LU clutch 40 is called LU clutch pack end pressure learning. .

Specifically, the learning control unit 99 learns the LU clutch pack end pressure based on the time required for the LU clutch 40 to enter the packing completion state from the start of the LU packing control, that is, the LU packing completion time TMlupk. I do. The learning control unit 99 determines whether or not the LU clutch 40 has reached the packing completion state, for example, based on whether or not the change speed of the actual LU slip amount Nslplur has reached or exceeded a predetermined change speed ΔNslpf. The predetermined change speed ΔNslpf is a predetermined threshold value for judging that the LU clutch 40 has reached the packing completion state based on the amount of change in the actual LU slip amount Nslplur. The learning control unit 99 calculates the period from the start of the LU packing control to the time when it is determined that the LU clutch 40 has reached the packing completion state as the LU packing completion time TMlupk. The learning control unit 99 corrects the command pressure Splupk for LU packing control by correcting at least one of the rapid filling pressure, QA time, constant pressure standby pressure, and constant pressure standby time A in LU packing control, for example. do.

When the LU packing completion time TMlupk is longer than the LU packing completion target time TMlupkt, the learning control unit 99 determines that the LU packing control indicated pressure Splupk is insufficient, and increases the LU packing control indicated pressure Splupk. Splupk is corrected to increase pressure. For example, when the LU packing completion time TMlupk is longer than the LU packing completion target time TMlupkt, the learning control unit 99 sets the LU packing control instruction pressure Splupk in the current LU packing control to rapid filling. For LU packing control in the next LU packing control by at least one of increasing the pressure, increasing the QA time, increasing the constant pressure standby pressure, and increasing the constant pressure standby time A Corrects the indicated pressure Splupk to the pressure increasing side. On the other hand, when the LU packing completion time TMlupk is shorter than the LU packing completion target time TMlupkt, the learning control unit 99 determines that the LU packing control instruction pressure Splupk is excessive, and performs LU packing control. The command pressure Splupk is corrected to the reduced pressure side. For example, when the LU packing completion time TMlupk is shorter than the LU packing completion target time TMlupkt, the learning control unit 99 sets the LU packing control instruction pressure Splupk in the current LU packing control to rapid filling. For LU packing control in the next LU packing control by at least one of lowering the pressure, shortening the QA time, lowering the constant pressure standby pressure, and shortening the constant pressure standby time A The indicated pressure Splupk is corrected to the reduced pressure side. The LU packing completion target time TMlupkt is a target value of the LU packing completion time TMlupk predetermined in consideration of, for example, responsiveness and shock suppression.

By the way, for example, in a situation where the LU clutch 40 is switched from the released state to the slip state or the engaged state during BEV travel, during the execution of the LU clutch pack end pressure learning, the required driving torque Trdem increases. Engine 12 may be started. Alternatively, for example, when the LU clutch 40 is switched from the released state to the slip state or the engaged state during HEV travel due to the need to charge the battery 54, the LU clutch pack end pressure learning is being performed. In addition, the engine 12 may be stopped because the charging of the battery 54 is deemed unnecessary. Since the K0 clutch 20 is switched to the engaged state during the start transition of the engine 12, or because the K0 clutch 20 is switched to the disengaged state during the stop transition of the engine 12, the MG rotation speed Nm, that is, the torque converter input rotation speed fluctuates. However, the LU slip amount Nslplus may fluctuate. In other words, the LU slip amount Nslbl can fluctuate due to factors other than the packing completion state of the LU clutch 40 . Therefore, if the starting or stopping of the engine 12 overlaps during the execution of the LU clutch pack end pressure learning, it becomes difficult to stably calculate the LU packing completion time TMlupk, and the command pressure Splupk for LU packing control may be erroneously learned. On the other hand, if the starting or stopping of the engine 12 overlaps during execution of LU clutch pack end pressure learning, if LU clutch pack end pressure learning is uniformly prohibited, there will be an opportunity to perform LU clutch pack end pressure learning. As a result, the learning frequency of the LU packing control command pressure Splupk may decrease.

Therefore, when the engine 12 is started or stopped at the same time while the LU clutch pack end pressure learning is being performed, the learning control unit 99 controls the LU packing before it is determined that the LU clutch 40 has reached the packing completion state. If the starting or stopping of the engine 12 is started before the elapsed time from the start of control, that is, the packing start elapsed time TMprpk exceeds the LU packing completion target time TMlupkt, LU clutch pack end pressure learning is prohibited. , the LU clutch pack end pressure learning is completed without correcting the LU packing control command pressure Splupk. On the other hand, when the engine 12 is started or stopped during the execution of the LU clutch pack end pressure learning, the learning control unit 99 performs packing before it is determined that the LU clutch 40 has reached the packing completion state. When the start or stop of the engine 12 is started after the start elapsed time TMprpk exceeds the LU packing completion target time TMlupkt, the LU clutch 40 enters the packing completion state at the time when the start or stop of the engine 12 is started. It is determined that the LU packing control command pressure Splupk is insufficient, and the LU packing control command pressure Splupk is corrected to the pressure increasing side. That is, the learning control unit 99 starts or stops the engine 12 when the packing start elapsed time TMprpk is longer than the LU packing completion target time TMlupkt during execution of the LU clutch pack end pressure learning. When the engine 12 is started or stopped, it is determined that the LU clutch 40 is in the packing completion state, and the LU packing control command pressure Splupk in the next LU packing control is determined. is corrected to increase pressure. Basically, the LU clutch pack end pressure learning is started at the start of the LU packing control, and the LU packing completion time TMlupk is calculated at the time when it is determined that the LU clutch 40 is in the packing completion state. LU clutch pack end pressure learning is terminated when the LU pack filling control command pressure Splupk is corrected. The pack filling start elapsed time TMprpk is also the elapsed time from the start of the LU clutch pack end pressure learning, that is, the learning start elapsed time.

Specifically, the learning control unit 99 determines whether or not the LU packing completion time TMlupk has been calculated during execution of the LU clutch pack end pressure learning, that is, whether or not the LU packing completion time TMlupk has been determined. judge. When the learning control unit 99 determines that the LU packing completion time TMlupk has already been determined, the learning control unit 99 sets a correction amount for correcting the LU packing control instruction pressure Splupk based on the LU packing completion time TMlupk. A learning value is calculated to correct the indicated pressure Splupk for LU packing control in the next LU packing control. The corrected LU packing control instruction pressure Splupk obtained by adding the correction amount calculated based on the LU packing completion time TMlupk may be used as the learning value. This correction amount has both a positive value and a negative value.

When the learning control unit 99 determines that the LU packing completion time TMlupk has not been determined, it determines whether the packing start elapsed time TMprpk is longer than the LU packing completion target time TMlupkt. Further, when the learning control unit 99 determines that the LU packing completion time TMlupk has not been determined, it determines whether the engine 12 is in transition to start or stop, that is, whether the engine 12 has started or stopped. It is determined whether or not

When the learning control unit 99 determines that the engine 12 is not in the transition of starting or in the transition of stopping, it determines whether or not the LU clutch 40 is in the packing completion state, that is, calculates the LU packing completion time TMlupk. run continuously.

When the learning control unit 99 determines that the packing start elapsed time TMprpk is within the LU packing completion target time TMlupkt, and determines that the engine 12 is in transition to start or stop, the LU clutch The pack end pressure learning is prohibited, and the LU clutch pack end pressure learning is ended without correcting the LU pack filling control instruction pressure Splupk.

When the learning control unit 99 determines that the packing start elapsed time TMprpk is longer than the LU packing completion target time TMlupkt, the learning control unit 99 determines that the engine 12 is in the transitional state of starting or stopping. is determined as the LU packing completion time TMlupk. The learning control unit 99 calculates a learning value for correcting the LU packing control instruction pressure Splupk based on the LU packing completion time TMlupk, that is, the packing start elapsed time TMprpk longer than the LU packing completion target time TMlupkt. , the indicated pressure Splupk for LU packing control in the next LU packing control is corrected to the pressure increasing side.

FIG. 3 is a flowchart for explaining the main part of the control operation of the electronic control unit 90. When the start or stop of the engine 12 overlaps during execution of the LU clutch pack end pressure learning, an error in the LU clutch pack end pressure learning will occur. FIG. 10 is a flowchart for explaining a control operation for suppressing a decrease in learning frequency while suppressing learning, which is executed, for example, from the start of LU clutch pack end pressure learning.

In FIG. 3, each step in the flow chart corresponds to the function of the learning control section 99 . In step (hereinafter, step is omitted) S10, it is determined whether or not the LU packing completion time TMlupk has been determined. If the determination in S10 is negative, it is determined in S20 whether or not the packing start elapsed time TMprpk is longer than the LU packing completion target time TMlupkt. In S30 if the determination in S20 is negative, or in S40 if the determination in S20 is affirmative, it is determined whether the engine 12 is in transition to start or stop. If either of the judgment in S30 and the judgment in S40 is negative, in S50, it is judged whether or not the LU clutch 40 is in the packing completion state, that is, the LU packing completion time TMlupk is calculated. is continuously executed. After S50, the process returns to S10. If the determination in S30 is affirmative, LU clutch pack end pressure learning is prohibited in S60. In this case, the LU clutch pack end pressure learning is terminated without correcting the LU packing control command pressure Splupk. If the determination in S40 is affirmative, in S70, the packing start elapsed time TMprpk at the time when the engine 12 starts or stops is determined as the LU packing completion time TMlupk. If the determination in S10 is affirmative, or following S70, in S80, the learning value of the LU packing control instruction pressure Splupk is calculated based on the LU packing completion time TMlupk. When executed following S70 above, the LU packing control instruction pressure Splupk is corrected to the pressure increasing side based on the LU packing completion time TMlupk, which is set as the packing start elapsed time TMprpk longer than the LU packing completion target time TMlupkt. be done.

As described above, according to the present embodiment, during execution of LU clutch pack end pressure learning, when the packing start elapsed time TMprpk is longer than the LU packing completion target time TMlupkt, the engine 12 is started. Alternatively, when the stop is started, it is determined that the time when the engine 12 starts or stops is the time when the packing is completed, and the indicated pressure for LU packing control in the next LU packing control Since Splupk is corrected to the pressure increasing side, when it can be judged that the command pressure Splupk for LU packing control is insufficient at the time of starting or stopping the engine 12, the command pressure Splupk for LU packing control is corrected to the pressure increasing side. and avoids unstable calculation of the LU packing completion time TMlupk during the start transient or stop transient of the engine 12 . Therefore, when the start or stop of the engine 12 overlaps during execution of the LU clutch pack end pressure learning, it is possible to suppress a decrease in the learning frequency while suppressing erroneous learning of the LU clutch pack end pressure learning. Further, by performing the LU clutch pack end pressure learning of the present embodiment, it is possible to reduce the shock when the LU clutch 40 is engaged and to improve the response.

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

For example, in the above embodiment, the target value of the LU packing completion time TMlupk may be the LU packing completion target time range. When adopting the LU packing completion target time range as the target value of the LU packing completion time TMlupk, the learning control unit 99 determines that when the LU packing completion time TMlupk is within the LU packing completion target time range, the current LU The indicated pressure Splupk for LU packing control in packing control is maintained next time. Further, when the LU packing completion time TMlupk is longer than the maximum value of the LU packing completion target time range, the learning control unit 99 corrects the LU packing control instruction pressure Splupk to the pressure increasing side. Further, when the LU packing completion time TMlupk is shorter than the minimum value of the LU packing completion target time range, the learning control unit 99 corrects the LU packing control instruction pressure Splupk to the pressure reducing side. Further, when the engine 12 is started or stopped during execution of the LU clutch pack end pressure learning, the learning control unit 99 starts packing before it is determined that the LU clutch 40 has reached the packing completion state. If the engine 12 starts or stops before the elapsed time TMprpk exceeds the maximum value of the LU pack filling completion target time range, the LU clutch pack end pressure learning is prohibited. Further, when the engine 12 is started or stopped during execution of the LU clutch pack end pressure learning, the learning control unit 99 starts packing before it is determined that the LU clutch 40 has reached the packing completion state. When starting or stopping of the engine 12 is started after the elapsed time TMprpk exceeds the maximum value of the LU packing completion target time range, the LU clutch 40 is packed when the starting or stopping of the engine 12 is started. It is determined that the completion state has been reached, and the command pressure Splupk for LU packing control is corrected to the pressure increasing side.

Further, in the above-described embodiment, the present invention is applied during execution of LU clutch pack end pressure learning during LU packing control during switching transition from the released state of the LU clutch 40 to the slip state or the engaged state. However, it is not limited to this aspect. For example, during the execution of LU clutch pack end pressure learning during LU packing control that is executed only for LU clutch pack end pressure learning and not during the transition from the disengaged state to the slip state or the engaged state. can also apply the present invention.

Further, in the above-described embodiment, the automatic transmission 24 is a planetary gear type automatic transmission, but it is not limited to this aspect. For example, the automatic transmission 24 may be a synchronous mesh parallel twin-shaft automatic transmission including a known DCT (Dual Clutch Transmission), a known belt-type continuously variable transmission, or the like. Note that the automatic transmission 24 does not necessarily have to be provided.

Further, in the above-described embodiment, the torque converter 22 is used as the hydrodynamic transmission device, but the present invention is not limited to this aspect. For example, instead of the torque converter 22, another hydrodynamic transmission such as a fluid coupling that does not amplify torque may be used as the hydrodynamic transmission. In short, a power source including an engine and an electric motor, a disengaging clutch provided between the engine and the electric motor, and a hydrodynamic transmission having a lockup clutch provided between the electric motor and the drive wheels. The present invention can be applied to any vehicle provided with

It should be noted that what has been described above is just one embodiment, and the present invention can be implemented in aspects with various modifications and improvements based on the knowledge of those skilled in the art.

10: Vehicle 12: Engine 14: Driving Wheel 20: K0 Clutch (Disconnection Clutch)
22: Torque converter (hydraulic transmission)
40: LU clutch (lockup clutch)
90: Electronic control device (control device)
94: K0 clutch control section (connection/disconnection clutch control section)
98: LU clutch control unit (lockup clutch control unit)
99: Learning control unit MG: Electric motor

Claims (1)

an engine; an electric motor coupled to a power transmission path between the engine and drive wheels so as to be capable of transmitting power; and an electric motor provided between the engine and the electric motor in the power transmission path. A control device for a vehicle comprising a disconnecting clutch that connects and disconnects, and a hydrodynamic transmission device having a lockup clutch provided between the electric motor and the drive wheels in the power transmission path,
The lock-up clutch is controlled to be in any one of a released state, a slip state, and an engaged state, and the locked state is changed from the released state to a packing completion state in which the pack clearance is reduced. a lock-up clutch control unit that performs packing control that controls the up-clutch;
a disconnecting clutch control unit that switches the disconnecting clutch from a released state to an engaged state when the engine is started and switches the disconnecting clutch from the engaged state to the released state when the engine is stopped;
Packing learning for correcting the command pressure of the lockup clutch used for the packing control by learning based on the packing completion time required from the start of the packing control to the packing completion state. a learning control unit that performs
contains
During the execution of the packing learning, the learning control unit starts or stops the engine when the elapsed time from the start of the packing control is longer than the target value of the packing completion time. is started, the timing at which the starting or stopping of the engine is started is determined as the timing at which the packing completion state is reached, and the indicated pressure of the lockup clutch used for the next packing control is corrected to the pressure increasing side.

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