JP4146117B2 - Control device for vehicle power transmission device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for an automatic transmission provided at the rear stage of an engine, and in particular, controls the automatic transmission by obtaining an input torque input to the automatic transmission in consideration of an inertia torque of the engine. It relates to a technology for improving accuracy.
[0002]
[Prior art]
In a vehicle including an engine that can control the engine speed itself and an automatic transmission that receives torque from the engine, various controls are executed based on the input torque that is input to the automatic transmission. Therefore, it is necessary to accurately grasp the inertia torque that accompanies the change in the engine speed. For this reason, in the clutch-to-clutch shift process, a shift control device is proposed in which the engagement pressure of the engagement-side or release-side hydraulic friction engagement device is corrected in accordance with changes in the input shaft rotation speed of the automatic transmission. Has been. For example, this is the control device described in Japanese Patent Laid-Open No. 2001-182820. According to this, the shift control according to the input torque is executed in consideration of the inertia torque that is released or absorbed as the engine speed changes, so that the shift control is performed at the optimum timing and engagement torque. Thus, a shift shock is preferably prevented.
[0003]
[Problems to be solved by the invention]
By the way, some engines have a function of forcibly changing the rotational speed by themselves. For example, in an engine having an electromagnetically driven valve with variable operation timing and lift amount as an intake valve and an exhaust valve, the engine rotation speed is rapidly increased by selecting the operation timing so as to generate a large intake or exhaust loss. Is reduced. For this reason, when the conventional shift control is applied to a vehicle having an engine and an automatic transmission that can control the engine rotation speed by itself, for example, during the upshift transition period, the engine rotation speed Is not reduced by a reduction in the gear ratio of the automatic transmission, but the shift control is performed on the premise that the inertia of the engine accompanying the decrease in the engine rotational speed has occurred as before, so the shift shock is There was a risk of it occurring.
[0004]
The present invention has been made against the background of the above circumstances, and the purpose of the present invention is that even if an engine having a function of forcibly changing the rotational speed by itself is used, the engine itself is used. An object of the present invention is to provide a shift control device for a vehicle in which an inertia torque associated with a change in the engine rotation speed is required in consideration of a state in which the rotation speed is changed.
[0005]
[Means for Solving the Problems]
The gist of the present invention for achieving this object is as follows: D With Power transmission A vehicle equipped with a device, Power transmission During the switching transition of the device engine From that Power transmission For vehicles that correct the input torque input to the equipment with the inertia torque of the engine Power transmission A control device, Engine inertia torque calculating means for calculating an engine inertia torque based on a decrease rate of the engine rotation speed, and at least one of an operating angle, a lift angle, and a phase of the intake valve and the exhaust valve of the engine, and the engine itself And a self-deceleration correction torque calculating means for calculating a reduction correction torque of the engine inertia torque due to the self-deceleration of the engine when a self-deceleration command for reducing the engine rotation speed is output. By correcting the engine inertia torque calculated by the above-described decrease correction torque calculated by the self-deceleration correction torque calculation means, the engine inertia torque for correcting the input torque is obtained. There is.
[0006]
【The invention's effect】
In this way, By correcting the engine inertia torque calculated by the engine inertia torque calculation means with the decrease correction torque calculated by the self deceleration correction torque calculation means. Inert shuttle is required accurately. By using this inertia torque Power transmission Control during device switching transitions, for example, shift control, Tsu The engagement release control of the close-up clutch is accurately performed.
[0007]
Other aspects of the invention
Here, preferably, the engine includes an electromagnetically driven valve that is opened and closed by an electromagnetically driven device, and the engine rotational speed is controlled using at least one of an operating angle, a lift amount, and a phase of the electromagnetically driven valve. To do. In this way, the engine rotational speed is changed by changing at least one of the operating angle, lift amount, and phase of the electromagnetically driven valve.
[0008]
Preferably, the transition state of the automatic transmission is an upshift transition or a lockup clutch engagement transition, and is a section in which the engine speed is decreased. In this way, the inertia torque can be accurately obtained by taking into consideration the state in which the engine speed is changed by the engine itself while the engine speed is reduced during the upshift transition or the lockup clutch engagement transition. Therefore, the accuracy of the upshift control or the lockup clutch engagement control is improved.
[0009]
Preferably, the input torque input to the automatic transmission is used for controlling the engagement hydraulic pressure of the friction engagement device of the automatic transmission. In this way, the accuracy of the shift control of the automatic transmission is improved.
[0010]
Preferably, the inertia torque correction amount for correcting the inertia torque is changed according to the driving state of the vehicle. In this way, an inertia torque that takes into account the state in which the rotational speed is changed by the engine itself is obtained by changing the correction amount for correcting the inertia torque according to the driving state of the vehicle.
[0011]
Preferably, the driving state of the vehicle is a variable indicating an operating state of at least one of the engine and the automatic transmission. For example, at least one of a variable indicating an engine operating state such as an engine rotational speed and an engine hydraulic oil temperature and a variable indicating an automatic transmission operating state such as a vehicle acceleration state, a vehicle deceleration state, and a hydraulic oil temperature. Is used. In this way, the inertia torque correction amount for correcting the inertia torque is changed based on at least one of the variable indicating the operating state of the engine and the variable indicating the operating state of the automatic transmission.
[0012]
Preferably, during the transition transition of the power transmission device, a center differential that distributes the driving force to the front wheels and the rear wheels of the vehicle during the transition transition of the transfer device that distributes the driving force to the front wheels or the rear wheels of the vehicle. At the time of switching of the differential lock clutch, at the time of switching of the belt clamping pressure control of the continuously variable transmission in which the transmission belt is wound around the variable pulley having a variable effective diameter, for example, between the engine on the input side of the continuously variable transmission For example, when the electromagnetic clutch is engaged for opening / closing the power transmission path. Further preferably, when the gear ratio of the continuously variable transmission is changed by the gear ratio pressure, it is when the gear ratio pressure is switched, and when the gear ratio is changed by the motor, When the control current of the motor is switched.
[0013]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
[0014]
FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device to which a control device according to an embodiment of the present invention is applied. In FIG. 1, the output of the engine 10 as a power source is input to an automatic transmission 16 having a clutch 12 and a torque converter 14, and is transmitted to drive wheels via a differential gear device and an axle (not shown). ing. A first motor generator MG1 that functions as an electric motor and a generator is disposed between the clutch 12 and the torque converter. The torque converter 14 is directly connected between the pump impeller 20 connected to the clutch 12, the turbine impeller 24 connected to the input shaft 22 of the automatic transmission 16, and the pump impeller 20 and the turbine impeller 24. And a stator impeller 30 that is prevented from rotating in one direction by a one-way clutch 28.
[0015]
The automatic transmission 16 includes a first transmission 32 that switches between two stages of high and low, and a second transmission 34 that can switch between a reverse gear and four forward gears. The first transmission 32 is supported by the sun gear S0, the ring gear R0, and the carrier K0 so as to be rotatable, and the planetary gear P0 includes a planetary gear P0 meshed with the sun gear S0 and the ring gear R0, and the sun gear S0 and the carrier. A clutch C0 and a one-way clutch F0 provided between K0 and a brake B0 provided between the sun gear S0 and the housing 38 are provided.
[0016]
The second transmission 34 is supported by the sun gear S1, the ring gear R1, and the carrier K1, and the first planetary gear device 40 including the planetary gear P1 that is meshed with the sun gear S1 and the ring gear R1, and the sun gear S2. A second planetary gear unit 42 including a planetary gear P2 that is rotatably supported by the ring gear R2 and the carrier K2 and meshed with the sun gear S2 and the ring gear R2, and the sun gear S3, the ring gear R3, and the carrier K3 is rotatable. And a third planetary gear unit 44 comprising a planetary gear P3 supported and meshed with the sun gear S3 and the ring gear R3.
[0017]
The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 46. Further, the ring gear R2 is integrally connected to the sun gear S3 and the intermediate shaft 48. A clutch C1 is provided between the ring gear R0 and the intermediate shaft 48, and a clutch C2 is provided between the sun gear S1, the sun gear S2, and the ring gear R0. A band-type brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2 is provided in the housing 38. A one-way clutch F1 and a brake B2 are provided in series between the sun gear S1 and sun gear S2 and the housing 38. The one-way clutch F <b> 1 is configured to be engaged when the sun gear S <b> 1 and the sun gear S <b> 2 try to reversely rotate in the direction opposite to the input shaft 22.
[0018]
A brake B3 is provided between the carrier K1 and the housing 38, and a brake B4 and a one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 38. The one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.
[0019]
In the automatic transmission 16 configured as described above, for example, according to the operation table shown in FIG. 2, it is switched to one of the reverse gears and the five forward gears having different gear ratios. In FIG. 2, “◯” represents the engaged state, the blank represents the released state, “◎” represents the engaged state during engine braking, and “Δ” represents the engagement not involved in power transmission. . As is apparent from FIG. 2, in the upshift from the second shift speed (2nd) to the third shift speed (3rd), a clutch-to-clutch shift that releases the brake B3 and simultaneously engages the brake B2 is performed. A period in which the engagement torque is given in the release process of the brake B3 and a period in which the engagement torque is given in the engagement process of the brake B2 are overlapped. Other speed changes are performed only by engaging or disengaging one clutch or brake. Both the clutch and the brake are hydraulic friction engagement devices that are engaged by a hydraulic actuator.
[0020]
The engine 10 includes a supercharger 54, which will be described later, and in order to reduce fuel consumption, the air-fuel ratio A / F is lower than the stoichiometric air-fuel ratio at light loads by injecting fuel into the cylinder. It is a lean burn engine that performs lean combustion, which is high combustion. The engine 10 includes a pair of left and right banks each composed of three cylinders, and the pair of banks can be operated independently or simultaneously. That is, the number of operating cylinders can be changed.
[0021]
For example, as shown in FIG. 3, an exhaust turbine supercharger (hereinafter referred to as a supercharger) 54 is provided in the intake pipe 50 and the exhaust pipe 52 of the engine 10. The turbocharger 54 is provided in the intake pipe 50 for compressing the intake air to the engine 10 and the turbine impeller 56 that is rotationally driven by the flow of exhaust gas in the exhaust pipe 52. A pump impeller 58 connected to the pump impeller 58 is rotationally driven by a turbine impeller 56. The exhaust pipe 52 is provided with a bypass pipe 61 provided with a waste gate valve 59 and bypassing the turbine impeller 56 in parallel. The exhaust gas amount passing through the turbine impeller 56 and the exhaust gas passing through the bypass pipe 61 are provided. By changing the ratio to the gas amount, the supercharging pressure P in the intake pipe 50 is changed. _a Is to be adjusted. Instead of such an exhaust turbine supercharger, a mechanical pump supercharger that is rotationally driven by an engine or an electric motor may be provided.
[0022]
The intake pipe 50 of the engine 10 is provided with a throttle valve 62 operated by a throttle actuator 60. The throttle valve 62 basically has an operation amount of an accelerator pedal (not shown), that is, an accelerator opening θ. _ACC Opening angle corresponding to _TH However, in order to adjust the output of the engine 10, the opening degree is controlled according to various vehicle conditions such as during a shift transition.
[0023]
As shown in FIG. 3, the first motor generator MG1 is disposed between the engine 10 and the automatic transmission 16, and the clutch 12 is disposed between the engine 10 and the first motor generator MG1. Each hydraulic friction engagement device and the lock-up clutch 26 of the automatic transmission 16 are controlled by a hydraulic control circuit 66 that uses the hydraulic pressure generated from the electric hydraulic pump 64 as a source pressure. The engine 10 is operatively connected to a second motor generator MG2. Then, the fuel cell 70 and the secondary battery 71 functioning as power sources for the first motor generator MG1 and the second motor generator MG2, and the current supplied from them to the first motor generator MG1 and the second motor generator MG2 are controlled. Alternatively, changeover switches 72 and 73 for controlling the current supplied to the secondary battery 71 for charging are provided. These change-over switches 72 and 73 indicate devices having a switch function, and can be constituted by, for example, a semiconductor switching element having an inverter function or the like.
[0024]
Further, as shown in FIG. 4, the engine 10 includes a variable valve mechanism 78 including electromagnetic actuators 76 and 77 that open and close the intake valves (electromagnetically driven valves) 74 and exhaust valves (electromagnetically driven valves) 75 of the cylinders. And a valve drive control device 81 for controlling the operation timing (timing) of the intake valve 74 and the exhaust valve 75 in accordance with a signal from a rotation sensor 80 for detecting the rotation angle of the crankshaft 79. The valve drive control device 81 not only changes the operation timing to the optimal timing according to the engine load, but also includes a timing for operating the engine 10 for four cycles and a timing for operating the two cycles according to the operation cycle switching command. Control to be. Further, for example, by controlling the operation timing (timing) of the intake valve 74 and the exhaust valve 75 to positively increase the rotational resistance, that is, the intake / exhaust resistance, the engine rotational speed N is increased in an upshift or the like. _E Is controlled (decreased). That is, the engine 10 itself has an engine speed N _E To be controlled. For example, as shown in FIG. 5, the electromagnetic actuators 76 and 77 are connected to an intake valve 74 or an exhaust valve 75 and are made of a magnetic material supported so as to be movable in the axial direction of the intake valve 74 or the exhaust valve 75. A disk-shaped movable member 82, a pair of electromagnets 84 and 85 provided at positions sandwiching the movable member 82 to selectively attract the movable member 82, and the movable member 82 are urged toward the neutral position. A pair of springs 86 and 87 are provided.
[0025]
FIG. 6 illustrates a signal input to the electronic control device 90 and a signal output from the electronic control device 90. For example, the electronic control unit 90 includes an accelerator opening θ that is an operation amount of an accelerator pedal. _ACC Accelerator opening signal indicating the throttle opening 62 of the throttle valve 62 _TH , A throttle opening signal indicating the rotational speed N of the output shaft 46 of the automatic transmission 16 _OUT That is, the vehicle speed signal corresponding to the vehicle speed V, the engine speed N _E , A supercharging pressure P in the intake pipe 50 _a , A signal representing the air-fuel ratio A / F, and the operation position S of the shift lever 82 _H , A hydraulic oil temperature of the transmission 16, that is, an AT oil temperature T _OIL Etc. are supplied from a sensor (not shown). Further, from the electronic control unit 90, the accelerator opening θ _ACC Throttle opening θ _TH A signal for driving the throttle actuator 60 for controlling the injection, an injection signal for controlling the amount of fuel injected into the cylinder of the engine 10 from the fuel injection valve, and a hydraulic control circuit for switching the gear stage of the automatic transmission 16 Linear solenoid valve for controlling signals S1, S2, S3 for controlling a shift solenoid for driving a shift valve in 66, engagement / release of lockup clutch 26, slip amount, direct control of brake B3, and clutch-to-clutch shift. Command signal D for driving SLU _SLU , Opening degree θ of first throttle valve 52 _TH Throttle pressure P with a size corresponding to _TH Command signal D for driving linear solenoid valve SLT that generates _SLT , Command value signal D for driving linear solenoid valve SLN for controlling accum back pressure _SLN Are output respectively.
[0026]
The electronic control unit 90 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. By doing so, for example, the actual accelerator opening θ can be obtained from the pre-stored relationship shown in FIG. _ACC (%) Based on throttle opening θ _TH (%) Throttle opening control, shift control for automatically switching the gear stage of the automatic transmission 16, control for engaging, releasing or slipping the lockup clutch 26, supercharging pressure control, air-fuel ratio Control, cylinder selection switching control, operation cycle switching control, and the like are executed. For example, in the shift control described above, for example, the actual accelerator opening θ can be obtained from the previously stored relationship (shift diagram) shown in FIG. _ACC (%) Or throttle opening θ _TH (%) And the vehicle speed V are used to determine the gear position of the automatic transmission 14, and the solenoid valves S1, S2, and S3 of the hydraulic control circuit 66 are driven so as to obtain the determined gear position and engagement state. When the engine brake is generated, the electromagnetic valve S4 is driven. In the process of this shift control, the input torque T of the automatic transmission 16 _IN The input pressure T of the engagement pressure of the hydraulic friction engagement device involved in the shift or the line pressure that is the source pressure thereof is calculated. _IN The size is controlled according to. In the lock-up state change control, the vehicle speed V (output-side rotational speed N) representing the actual vehicle running state from the relationship stored in advance. _OUT ) And the accelerator opening θ representing the driver's required output _ACC Or throttle opening θ _TH The lockup control solenoid in the hydraulic control circuit 66 is determined based on (%) to determine whether it belongs to the engagement region, the release region, or the slip region, and to obtain a state corresponding to the determined region. To control the lock-up clutch 26 to be engaged, released, or slipped. Further, in the cylinder selection switching control, the number of operating cylinders is reduced or the operation of the cylinders whose operation of the valve mechanism is determined to be abnormal is stopped when light load traveling is performed in order to improve fuel efficiency.
[0027]
In FIG. 9, the shift operation device 94 including the shift lever 92 is disposed beside the driver's seat, for example, and the shift lever 92 is a parking position P for locking the output shaft 46 of the automatic transmission 16. The reverse travel position R for reverse travel, the neutral position N where the power transmission path in the automatic transmission 16 is cut off, and the range from the first gear to the fifth gear in the automatic gear shift mode. A forward traveling position D (maximum speed range position) that is automatically shifted, a fourth engine brake traveling position 4 that is automatically shifted in the range from the first gear to the fourth gear and is operated with an engine brake at each gear. , A third engine brake travel position 3 in which automatic transmission is performed in the range from the first speed gear stage to the third speed gear stage and the engine brake is applied at each gear stage, and the range from the first speed gear stage to the second speed gear stage. so A second engine brake travel position 2 where the engine speed is applied and the engine brake is applied at each gear stage and a first engine brake travel position L which is operated at the first speed gear stage and where the engine brake is applied can be operated. Is provided. The shift operation device 94 is provided with a switch (not shown) for detecting each operation position of the shift lever 82, and the operation position S of the shift lever 92 is provided. _H Is output to the electronic control unit 80. The shift operation device 94 is provided with a mode switch 96 for switching to a manual transmission mode for sports driving or the like. When the manual shift mode is selected by the mode change switch 96, a manual shift operation button provided on a steering wheel (not shown) is validated.
[0028]
FIG. 10 is a diagram showing a main part of the hydraulic control circuit 66, that is, a part related to clutch-to-clutch shift control between the second speed gear stage and the third speed gear stage. -3 shift valve 102, 3-4 shift valve 104, B2 release valve 106, B3 control valve 108, relay valve 110, and B2 accumulator 112 are disposed, and the electromagnetic valves S1 to S4 and the linear solenoid valve SLU, Controlled by SLN, SLT, etc.
[0029]
B3 control valve 108 is the hydraulic pressure P of brake B3 _B3 Is applied upward and the linear solenoid control pressure P is applied downward downward. _SLU Is applied, and the hydraulic pressure P of the brake B3 according to their pressure _B3 The spool 114 is arranged coaxially with the spool 114, and engages the brake B2 to release the brake B3. _B2 Is applied upward in the figure, and the linear solenoid control pressure P is at least during a 2 → 3 shift. _SLU Is applied downward, and the hydraulic pressure P of the brake B2 _B2 The plunger 116 is brought into contact with the spool 114 by the application of, and is operated in conjunction with the spool 114. The B range control valve 108 is connected to the D range pressure P via the 1-2 shift valve 100 which is not switched during the 2 → 3 shift. _D Is supplied, and the hydraulic pressure P _B3 Is regulated. Further, between the B3 control valve 108 and the brake B3, there is a hydraulic pressure P from the brake B2. _B2 The relay valve 110 controlled by is provided.
[0030]
The D-range pressure oil passage 118 connected to a manual shift valve (not shown) that is mechanically switched by the shift lever 92 branches through the 1-2 shift valve 100, and one oil passage 118a is connected to the 2-3 shift valve 102. Is connected to the relay valve 110 via the relay valve 110, and is connected to the oil passage 120 of the brake B <b> 3 via the relay valve 110. The other branched oil passage 118b is connected to the import 122 of the B3 control valve 98 via the 3-4 shift valve 104, the B2 release valve 106, and the oil passage 118c, and relayed from the B3 control valve 108 via the oil passage 124. Connected to the valve 110.
[0031]
Another D-range pressure oil passage 126 connected to the manual shift valve branches via the 2-3 shift valve 102, and one oil passage 126a is connected to the oil passage 128 of the brake B2 via an orifice. The oil passage 128 is connected to the oil passage 126a via the B2 release valve 106, the bypass oil passage 134, and the check valve, and is connected to the B2 accumulator 112 via an orifice.
[0032]
The 3-4 shift valve 104 has a signal pressure P of the electromagnetic valve S3 in addition to the communication and blocking of the oil passages 118b and 126b. _S3 Is applied to the B2 release valve 106 via an oil passage 130 in order to apply to the spool end of the B2 release valve 106.
[0033]
The B2 release valve 106 is provided to form a bypass circuit that speeds up the hydraulic drain of the B2 accumulator 112 at the end of release of the brake B2, and includes a spring-loaded spool 132. Signal pressure P of solenoid valve S3 via 104 _S3 Is applied to the end of the spool 132, and communication between the bypass oil passage 134 and the oil passage 128 is interrupted, communication from the D-range pressure oil passage 118b to the oil passage 118c, or an oil passage connected to a signal port at the end of the plunger 126. The communication is switched to 118d and the communication between the oil passage 118e and the oil passage 118c branched from the other D-range pressure oil passage 118a is performed. Therefore, to the import 122 of the B3 control valve 108, the path of the oil passages 118a, 118e and 118c via the 1-2 shift valve 100, the 2-3 shift valve 102, the B2 release valve 106, and the 1-2 shift valve 100, 3-4 shift valve 104, D range pressure P in two paths of oil paths 118b and 118c via B2 release valve 106 _D Is supplied.
[0034]
The B3 control valve 108 opens and closes the import 122 on one of the two lands provided on the spool 114 and opens and closes the drain port EX on the other by the feedback pressure applied to the spool 114 via the feedback signal pressure import 138. Oil pressure P in oil passage 124 connected to outport 140 _B3 It is set as the structure which regulates pressure. Thus, in order to ensure the torque capacity of the brake B3, the B3 control valve 108 is controlled by the linear solenoid control pressure P during 1 → 2, 2 → 1 and 3 → 2 shifts. _SLU Hydraulic pressure P in the hydraulic control range of _B3 Adjust the pressure. Further, the plunger 116 disposed coaxially with the spool 114 has a differential piston shape, and a linear solenoid control pressure P is provided at the diameter difference portion. _SLU , The hydraulic pressure P of the oil passage 128a connected to the oil passage 128 of the brake B2 via the 2-3 shift valve 102 at the end face _B2 Is applied to the spool 114 and has a stroke area that can be brought into contact with and separated from the spool 114. This B3 control valve 108 is further provided with a plunger 136 for changing the spring load on the spool 114 on the side opposite to the plunger 116. The oil passage 118d, the B2 release valve 106, D range pressure P via oil passage 118b _D Can be applied and released. As a result, the hydraulic pressure P of the brake B2 applied to the B3 control valve 108 at the time of 2 → 3 shift. _B2 Hydraulic pressure P with a fixed relationship to _B3 Is reduced while the torque capacity of the brake B3 is secured.
[0035]
The relay valve 110 is constituted by a spring-loaded spool type switching valve, and the oil pressure P of the oil passage 128 is formed on the end surface of the spool biased by the spring. _B2 However, the line pressure P is applied to the other end surface of the spool. _L Are applied in opposition to each other, and the biasing force of the spring and the hydraulic pressure P _B2 And line pressure P based on _L The spool position is determined by the balance based on the thrust based on this, so that the communication between the oil passage 120 of the brake B3 and the oil passages 118a and 124 is switched.
[0036]
FIG. 11 is a functional block diagram for explaining a main part of the control function provided in the shift electronic control unit 80. In the figure, the shift control means 140, for example, from the pre-stored shift diagram shown in FIG. _TH Based on (engine load), the gear position of the automatic transmission 14 is determined, and the solenoid valves S1, S2, S3 of the hydraulic control circuit 66 are driven to obtain the determined gear position and engagement state, and the engine When the brake is generated, the electromagnetic valve S4 is driven. In this shift control process, the estimated input torque T of the automatic transmission 16 is estimated. _IN The line pressure which is the engagement pressure of the hydraulic friction engagement device involved in the shift based on _IN It is controlled to the size according to. For example, in a 2 → 3 upshift from the second gear to the third gear, the brake B3 is released and the brake B2 is engaged at the same time to establish the third gear. That is, when the 2-3 shift valve 102 is switched from the second gear position side to the third gear position side, the D range pressure P _D Supply to the brake B2 and the B2 hydraulic pressure P _B2 Is raised and the engagement of the brake B2 is started, while the B3 hydraulic pressure P adjusted by the B3 control valve 108 and supplied to the brake B3 via the relay valve 110 is increased. _B3 Begins to be discharged from the brake B3 via the relay valve 110 and the 2-3 shift valve 102. Hydraulic pressure P of brake B2 _B2 Is gradually raised by the B2 accumulator 112 in a transient manner. At this time, the oil pressure P of the oil passage 128 _B2 As the engine speed increases, the relay valve 110 is gradually switched from the third speed side to the second speed side, and the hydraulic oil from the brake B3 is depressurized. The relay valve 110 includes a spring biasing force and a B2 hydraulic pressure P. _B2 And line pressure P based on _L Since the spool is configured to be positioned at a position where the thrust based on is balanced, the line pressure P _L Is the input torque T of the automatic transmission 16 _IN As a result, the input torque T _IN Is larger, that is, the line pressure P _L Is larger, the decrease in the engagement torque of the brake B3 is delayed. This line pressure P _L For example, in a 2 → 3 upshift, the higher the value, the lower the engagement torque of the brake B3 and the engagement hydraulic pressure P of the brake B2. _B2 Therefore, in the inertia phase of the 2 → 3 upshift, for example, as shown in FIG. _E Is regulated so as to decrease linearly. Above line pressure P _L Is usually the throttle pressure P output from the linear solenoid valve SLT. _TH The pressure is regulated by a line pressure regulating valve (not shown) so as to be in accordance with the pressure, but is regulated as described above during the shift transition period.
[0037]
In the shifting process, the shift control means 140, for example, as shown in FIG. _TH The actual shift type and input torque T from the pre-stored relationship (map) mapped every time _IN The control values a, b, c, etc. of the linear solenoid valve are determined so as not to increase tie-up and engine blow-up, and a control signal that is the control value is output. For example, in the 2 → 3 upshift, the actual shift type and the input torque T from the relationship shown in FIG. _IN On the basis of the control value, one of the control values b1 to b8 is determined, and a control signal DSLT for driving the linear solenoid valve SLT corresponding to the control value is output. That is, the shift control means 140 performs the input torque T in the 2 → 3 upshift process. _IN For example, the control of the shift hydraulic pressure for executing the 2 → 3 upshift relatively quickly and smoothly is executed based on the above.
[0038]
In addition, the shift control means 140 receives an input torque T input from the engine 10 whose rotational speed is reduced during an upshift, for example, a 2 → 3 upshift. _IN (= T _E + T _I ) Included in the engine 10 _I In other words, the inertia torque T during the upshift is suppressed. _I For example, the variable valve mechanism 78 is operated so as to change at least one of the operating angle, the lift amount, and the phase of the intake valve 74 and the exhaust valve 75. Using the valve mechanism 78, the engine 10 itself outputs a self-deceleration command for reducing the engine rotation speed to the valve drive control device 81. This self-deceleration command determines the opening / closing timing of the intake valve (electromagnetic drive valve) 74 and the exhaust valve (electromagnetic drive valve) 75 of each cylinder driven by the electromagnetic actuators 76 and 77, and the rotational resistance of the engine 10, that is, the intake exhaust resistance. The amount of self-deceleration is determined based on the actual vehicle speed V and the gear position from a relationship (map) obtained experimentally in advance. For example, the self-deceleration is performed by controlling the timing so that the exhaust valve 75 is closed at the bottom dead center and opened at the top dead center while the intake valve 74 is closed, and the compression work is performed. This relationship is set so that the self-deceleration amount increases as the vehicle speed V increases and the upshift speed becomes higher.
[0039]
The self-deceleration determining unit 142 determines whether or not the engine 10 is in a state where self-deceleration is possible, for example, a mechanism for performing the self-deceleration, that is, the variable valve mechanism 78 and the valve drive control device 81 are not in a fail state. Judgment based on things.
[0040]
The input torque calculation means 144 calculates the actual engine speed N from the relationship stored in advance. _E And throttle opening θ _TH Output torque T of engine 10 based on _E Engine torque calculating means 146 for calculating the inertia torque T generated when the engine speed decreases during the upshift. _I And an inertia torque calculating means 148 for calculating the input torque T input from the engine 10 to the automatic transmission 16 at least during shifting. _IN (= T _E + T _I ) Is calculated. The inertia torque calculation means 148 calculates the engine speed N _E Engine inertia generated with a decrease in engine T _IE (= I _E Δωt) is the engine speed N _E Engine inertia torque calculating means 150 for calculating the decrease rate Δω (= dω / dt) of the engine 10 and the engine inertia torque T due to the self-deceleration of the engine 10. _IE Decrease correction torque T _aE Self-deceleration correction torque calculation means 152 for calculating (negative value), and inertia torque T of a rotating body other than the engine 10 in the engine rotation system _ot And an inertial torque calculating means 154 for calculating the inertial torque T generated when the rotational speed of the engine 10 decreases. _I (= T _IE + T _aE + T _ot ) Is calculated, but if the self-decelerability determining means 142 determines that self-deceleration is not possible, the decrease correction torque T _aE Inner shuttle T excluding _I (= T _IE + T _ot ) Is calculated.
[0041]
The learning control means 156 is, for example, the type of shift and the input torque T shown in FIG. _IN Based on the actual tie-up or engine blowing, the control value is corrected so that they do not become large based on the relationship (map) stored in advance for each map. That is, a learning correction value Δb is calculated based on an actual tie-up amount or engine blowing amount from a learning control expression set in advance so as to reduce tie-up or engine blowing, and a control value is calculated using the learning correction value Δb. To correct. For example, for the throttle opening θ1 of 2 → 3 upshift, (b1 + Δb) is set as a new control value b1. For example, when the engine 10 is capable of self-deceleration during a 2 → 3 upshift and when it cannot, the engine speed N _E Hydraulic pressure (engagement pressure) P of the brake B2 according to the amount of decrease _B2 Therefore, in order to use different maps, the normal learning control I executed when the engine 10 cannot self-decelerate and the learning control II executed when the engine 10 can self-decelerate, respectively. It is prepared.
[0042]
FIG. 13 is a flowchart for explaining a main part of the control operation of the electronic control unit 90, that is, the engine inertia correction control operation at the time of upshift. In FIG. 13, in a step (hereinafter, step is omitted) S1 corresponding to the upshift determination means, whether or not an upshift is performed is determined based on, for example, a shift determination result of the shift control means 140. If the determination in S1 is negative, in S2 corresponding to the shift control means 140 and the input torque calculation means 144, the decrease correction torque T _aE Inner shuttle T excluding _I (= T _IE + T _ot ) Is calculated and the inertia torque T _I Including input torque T _IN (= T _E + T _I ), For example, the shift hydraulic pressure control for executing the 2 → 3 upshift relatively quickly and smoothly is executed. Next, in S3 corresponding to the learning control means 156, the learning control I is executed.
[0043]
If the determination in S1 is negative, the engine speed N is determined by the engine 10 itself in S4 corresponding to the self-deceleration determining means 142. _E It is determined whether or not the change is possible. T in FIG. ₁ The time point indicates this state. If the determination in S4 is negative, in S5 corresponding to the shift control means 140 and the input torque calculation means 144, the decrease correction torque T _aE Inner shuttle T excluding _I (= T _IE + T _ot ) Is calculated and the inertia torque T _I Including input torque T _IN (= T _IE + T _I ), For example, the shift hydraulic pressure control for executing the 2 → 3 upshift relatively quickly and smoothly is executed. Next, in S6 corresponding to the learning control means 156, the learning control I is executed.
[0044]
However, if the determination in S4 is affirmative, in S7 corresponding to the shift control means 140 and the input torque calculation means 144, the decrease correction torque T _aE Inner Shuttle T including _I (= T _IE + T _aE + T _ot ) Is calculated and the inertia torque T _I Including input torque T _IN (= T _E + T _I ), For example, the shift hydraulic pressure control for executing the 2 → 3 upshift relatively quickly and smoothly is executed. T in FIG. ₂ For example, the engine speed N is determined by a decrease in the engagement pressure of the brake B3 and an increase in the engagement pressure of the brake B2 by hydraulic control in response to, for example, a 2 → 3 upshift output. _E Indicates the starting point of the inertia phase where the decrease of ₂ The point in time is the engine speed N _E The end point of decrease, that is, the end point of the inertia phase. In the shift hydraulic pressure control, the engine speed N in the inertia phase section _E So that the input torque T decreases linearly. _IN The hydraulic control is performed according to the above. Then, in S6 corresponding to the learning control means 156, the learning control II is executed. The broken line in FIG. 14 indicates the decrease correction torque T as described above. _aE Inner Shuttle T including _I The change in the vehicle driving torque when the hydraulic control of 2 → 3 upshift is performed based on this, and the solid line indicates the decrease correction torque T _aE The conventional vehicle drive torque when not considering is shown.
[0045]
As described above, according to this embodiment, when the automatic transmission 16 is upshifted, the engine speed N is determined by the engine 10 itself. _E The input torque T by considering the state of changing _IN Inner shuttle T included in _I Is accurately calculated, so the inertia torque T _I Is used to accurately perform control at the time of switching transition of the automatic transmission 16, for example, 2 → 3 upshift control. Such a technique is applied also during the engagement control of the lockup clutch 26 and the engagement control of the center clutch that transmits the driving force to other wheels via the transfer device, and the same effect can be obtained.
[0046]
Further, according to this embodiment, the engine 10 includes the intake valve (electromagnetic drive valve) 74 and the exhaust valve (electromagnetic drive valve) 75 of each cylinder that is opened and closed by the electromagnetic drive device 81, and the intake valve of each cylinder. 74 and engine exhaust speed 75 using at least one of the operating angle, lift amount, and phase of exhaust valve 75. _E Therefore, the engine 10 itself has its rotational speed N without affecting the outside during the upshift transition period. _E Is changed (decreased).
[0047]
Further, according to this embodiment, the switching transition of the automatic transmission 16 is an upshift transition or a lockup clutch engagement transition, and the engine rotational speed N _E Since the engine speed is reduced, the engine speed N during the upshift transition or the lockup clutch engagement transition _E The inertia torque T can be reduced by considering the state in which the rotational speed is changed by the engine 10 itself in a state where the engine speed is lowered. _I Therefore, the accuracy of the upshift control or the lockup clutch engagement control is improved.
[0048]
In addition, according to the present embodiment, the input torque T input to the automatic transmission device 16. _IN Is used for controlling the engagement hydraulic pressure of the brake B2 in the friction engagement device of the automatic transmission 16, for example, in the 2 → 3 upshift, the accuracy of the shift control of the automatic transmission 16 is improved.
[0049]
As mentioned above, although one Example of this invention was described based on drawing, this invention is applied also in another aspect.
[0050]
For example, in the above-described embodiment, the engine inertia torque T _I (= T _IE + T _aE + T _ot ) Decrease correction torque (inner torque correction amount) T _aE May be changed (corrected) according to the driving state of the vehicle. In this way, the engine inertia torque T in which the degree of change (decrease) in the rotational speed by the engine 10 itself is more accurately considered. _I Is required. The driving state of the vehicle includes a variable indicating an operating state of at least one of the engine 10 and the automatic transmission 16, for example, an engine speed N _E At least one of a variable indicating the operating state of the engine 10 such as the operating oil temperature of the engine 10 and a variable indicating the operating state of the automatic transmission 16 such as the vehicle acceleration state, the vehicle deceleration state, and the operating oil temperature is used. It is done.
[0051]
In the above-described embodiment, the input torque T _IN The engagement pressure P of the brake B2 during the transition period of 2 → 3 upshift which is a clutch-to-clutch upshift based on _B2 Is line pressure P _L Although the pressure was indirectly regulated from the above, the engagement pressure P of the brake B2 _B2 May be directly regulated by a linear solenoid valve or the like.
[0052]
In the above-described embodiment, the input torque T _IN The engagement pressure P of the brake B2 during the transition period of 2 → 3 upshift which is a clutch-to-clutch upshift based on _B2 However, it may be applied to an engagement pressure at another gear stage, and may be applied to an engagement pressure at the time of engagement of a lockup clutch, a clutch engagement pressure of a transfer device or a center differential.
[0053]
Further, although the engine 10 of the above-described embodiment is switchable between 2 cycles and 4 cycles, it may be non-switchable, and the engine 10 itself has a rotational speed N. _E The intake valve 74 and the exhaust valve 75 do not necessarily need to be electromagnetically driven. If at least one of the operating angle, the lift amount, and the phase can be automatically adjusted, the intake valve 74 and the exhaust valve 75 are driven to open and close by a cam or the like. It may be a thing.
[0054]
In the above-described embodiment, the time of upshifting of the automatic transmission 16 has been described as the transition of the power transmission device. However, when the lockup clutch 26 is engaged, although not shown, The transmission belt is wrapped around a variable pulley with a variable effective diameter during the transition transition of the transfer device that distributes the driving force to the rear wheels, or during the transition transition of the center differential diff lock clutch that distributes the driving force to the front and rear wheels of the vehicle. The switching of the transmission ratio of the continuously variable transmission may be performed when an electromagnetic clutch that is provided in the preceding stage of the continuously variable transmission and opens and closes a power transmission path with the engine is engaged. When the gear ratio of the continuously variable transmission is changed by changing the gear ratio pressure, the gear ratio pressure is switched, and when the gear ratio of the continuously variable transmission is changed by a motor. Is when the control current of the motor is switched.
[0055]
In addition, although not illustrated one by one, the present invention can be implemented in variously modified and improved modes based on the knowledge of those skilled in the art.
[Brief description of the drawings]
FIG. 1 is a diagram illustrating a configuration of an automatic transmission for a vehicle including a hydraulic friction engagement device to which a control device according to an embodiment of the present invention is applied.
2 is a chart showing a relationship between a combination of operations of a plurality of hydraulic friction engagement devices and a gear stage established thereby in the automatic transmission of FIG. 1; FIG.
FIG. 3 is a diagram for explaining a main part of a prime mover and a drive system of a vehicle including the automatic transmission of FIG. 1;
4 is a diagram illustrating a variable valve mechanism provided in each cylinder of the engine of FIG. 1; FIG.
5 is a diagram illustrating a configuration of an electromagnetic actuator that is provided in the variable valve mechanism of FIG. 4 and opens and closes an intake valve or an exhaust valve at a desired timing.
6 is a diagram for explaining input / output signals of an electronic control unit provided in the vehicle shown in FIGS. 1 to 3; FIG.
7 is a diagram illustrating a relationship between an opening degree of a throttle valve that is opened and closed by a throttle actuator and an accelerator pedal operation amount in the vehicle of FIG. 3;
8 is a diagram showing a shift diagram used for shift control executed by the electronic control unit of FIG. 6; FIG.
FIG. 9 is a diagram showing a shift operation device provided in the vehicle of FIG. 1;
10 is a diagram illustrating a main part of a hydraulic control circuit for controlling the automatic transmission of FIG. 1; FIG.
11 is a functional block diagram illustrating a main part of a control function of the electronic control device of FIG. 6;
12 is a diagram showing a relationship (map) stored in advance that is used for hydraulic control at the time of shifting in the shift control device of FIG. 11;
13 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. 6;
14 is a time chart for explaining a main part of a control operation of the electronic control device of FIG. 6;
[Explanation of symbols]
10: Engine
16: Automatic transmission (power transmission device)
74: Intake valve (electromagnetically driven valve)
75: Exhaust valve (electromagnetically driven valve)
90: Electronic control device (shift control device)

Claims (12)

In a vehicle equipped with engine and a power transmission device, the vehicle power transmission apparatus for correcting an input torque inputted from the engine to the power transmission device in the inertia torque of the engine at the transition for change power transmission device A control device,
Engine inertia torque calculating means for calculating the engine inertia torque based on the decrease rate of the engine speed,
When a self-deceleration command for changing the engine rotation speed by the engine itself is output by changing at least one of the operating angle, lift angle, and phase of the intake valve and exhaust valve of the engine, the self-deceleration of the engine Self-deceleration correction torque calculation means for calculating a reduction correction torque of the engine inertia torque;
An inertia torque of the engine for correcting the input torque by correcting the engine inertia calculated by the engine inertia torque calculating means with a decrease correction torque calculated by the self-deceleration correction torque calculating means. A control device for a vehicle power transmission device. 2. The control device for a vehicle power transmission device according to claim 1, wherein the intake valve and the exhaust valve are configured as electromagnetically driven valves that are opened and closed by an electromagnetically driven device.   2. The control device for a vehicle power transmission device according to claim 1, wherein the switching transition time of the power transmission device is an upshift transition time or a lockup clutch engagement transition time.   2. The control device for a vehicle power transmission device according to claim 1, wherein the input torque input to the power transmission device is used for engagement control of a friction device provided in the power transmission device. The control device for a vehicle power transmission device according to claim 1, wherein the decrease correction torque is changed according to a driving state of the vehicle.   6. The control device for a vehicle power transmission device according to claim 5, wherein the driving state of the vehicle is a variable indicating an operating state of at least one of the engine and the power transmission device.   2. The control device for a vehicle power transmission device according to claim 1, wherein the switching transition of the power transmission device is a transition of engagement of a transfer device that distributes driving force to a front wheel or a rear wheel of the vehicle.   2. The control device for a vehicle power transmission device according to claim 1, wherein the switching transition of the power transmission device is a switching transition of a diff lock clutch of a center differential that distributes driving force to the front wheels and rear wheels of the vehicle.   2. The control of the vehicle power transmission device according to claim 1, wherein the switching state of the power transmission device is a switching time of belt clamping pressure control of a continuously variable transmission in which a transmission belt is wound around a variable pulley having a variable effective diameter. apparatus.   5. The control device for a vehicle power transmission device according to claim 4, wherein the friction device provided in the power transmission device is an electromagnetic clutch that opens and closes a power transmission path.   10. The control device for a vehicle power transmission device according to claim 9, wherein the switching transition of the power transmission device is a switching of a gear ratio pressure that changes a gear ratio of the continuously variable transmission.   10. The control device for a vehicle power transmission device according to claim 9, wherein the switching transition of the power transmission device is a switching of a control current of a motor that changes a gear ratio of the continuously variable transmission.

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