JP4457560B2 - Vehicle control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention is directed to an engine that operates by combustion of fuel, a rotating machine that is operatively connected to the engine and that operates as at least a generator, and an automatic in which shifting is performed by at least one of release and engagement of an engagement device. The present invention relates to a vehicle control device including a transmission, and more particularly to a technique for controlling a shift of the automatic transmission when an accelerator or a throttle is fully opened.
[0002]
[Prior art]
In an automatic transmission in which a shift is executed by at least one of release and engagement of a hydraulic friction engagement device, the shift is determined in advance so that the engine rotation speed does not enter the over-rotation region when the accelerator or throttle is fully opened. A vehicle that learns and controls a set shift line is known. For example, as shown in Patent Document 1, when the automatic transmission shifts, the engine rotational speed is temporarily reduced due to the small overlap between the engagement pressure on the engagement side and the engagement pressure on the release side of the hydraulic friction engagement device. Hydraulic control that suppresses the occurrence of overshoot (engine blow), which is an increase, and learning to change the shift line so that the maximum value of the actual engine speed matches the preset value of the engine speed It has been proposed that control be performed in conjunction with it.
[0003]
[Patent Document 1]
Japanese Patent No. 3322054
[Patent Document 2]
JP-A-10-196778
[Patent Document 3]
JP 2000-205398 A
[0004]
[Problems to be solved by the invention]
However, the shift line used for shifting the automatic transmission is not limited to the overspeed range in consideration of delays in response to shifts caused by devices for executing the engagement control, such as hydraulic actuators and electromagnetic actuators, and variations thereof. Learning control was provided with a margin so as not to enter. For this reason, there is a possibility that the engine power performance may not be maximized within a range that does not enter the over-rotation region at the time of shifting when the accelerator or the throttle is fully opened.
[0005]
The present invention has been made against the background of the above circumstances. The object of the present invention is to control the rotational speed of the engine at the time of shifting when the accelerator or the throttle is fully opened, and thereby to change the engine speed at the time of shifting of the automatic transmission. An object of the present invention is to provide a vehicle control device that maximizes the power performance within a range that does not enter the over-rotation region.
[0006]
[First Means for Solving the Problems]
  To achieve this object, the gist of the present invention is as follows: (a) an engine that operates by combustion of fuel, a rotating machine that is operatively connected to the engine and operates as at least a generator, and an engagement device A vehicle control device including an automatic transmission that performs a shift by at least one of releasing and engaging the engine, and (b) an engine rotation control that controls the rotation speed of the engine by operating the rotating machine Means, (c) a shift control means for controlling the shift of the automatic transmission, and (d) a shift line used for the shift of the automatic transmission when the accelerator or throttle is fully opened by the shift control means. Shift line changing means for changing based on whether or not the rotational speed of the engine can be reduced during the fully open upshift of the automatic transmission by the control means.(E) When the engine speed control means can reduce the speed of the engine during the full-up upshift of the automatic transmission, the speed change means changes the speed of the engine. Compared to the case where the speed cannot be lowered during the fully open upshift, the shift line set at the higher vehicle speed side is used.There is.
[0007]
[Effect of the first invention]
  In this case, a shift line used for shifting the accelerator or the throttle when the throttle is fully opened by the shift control means causes the engine rotation control means to operate the rotating machine so that the rotation speed of the engine becomes the automatic speed. Since it is changed by the shift line changing means based on whether or not it can be lowered during the fully open upshift of the transmission,That isWhen the engine speed can be reduced during the fully open upshift of the automatic transmission by the engine rotation control means, compared to when the engine speed cannot be reduced during the fully open upshift of the automatic transmission. Therefore, the shift line set on the higher vehicle speed side is used.BecauseThe gear shift is executed at a higher engine rotation speed. As a result, the power performance of the engine is maximized within a range that does not enter the overspeed region, and the acceleration performance is improved.
[0008]
[Other aspects of the first invention]
  Here, preferably, it comprises learning control means for learning and controlling a shift-related parameter related to shifting of the automatic transmission when the accelerator or throttle is fully opened, and the learning control means includes the engagement device of the automatic transmission. The shift line used when shifting is executed by at least one of release and engagement ofA blow that generates an engagement control value for engaging the engagement device of the automatic transmission during the shift process when learning control is performed so that the maximum engine speed of the engine at the shift process becomes a predetermined target value. Alternatively, the learning control is performed so that the tie-up state is suppressed and the shift line is changed.The shift line used when the engine speed can be reduced during the fully-open upshift of the automatic transmission by the engine rotation control means at the next and subsequent shifts after learning control.Decreasing the engine rotation speed The smaller the operation amount, the lower the vehicle speed side.Learning control. In this way, if, for example, blowing of the engine speed occurs during the shift control of the automatic transmission by the shift control means, at least the disengagement and engagement of the engagement device of the automatic transmission by the learning control means. Since the engagement control value is learned and controlled so that blowing of the engine rotation speed is suppressed when the learning control of the shift line when the shift is executed by one side, the subsequent engine rotation speed is controlled. The learning control of the shift line is stably executed when the speed can be lowered during the fully open upshift of the automatic transmission.
[0009]
  Preferably, the learning control means sets the shift line used when a shift is executed by at least one of releasing and engaging the engagement device of the automatic transmission.The maximum engine speed in the shifting process is set to a predetermined target value.In the case of learning control, the engagement device of the automatic transmissionTheOperationTo makeEngagement control valueBlowing or tie-up conditions that occur during the shifting process are suppressedThis is executed at the next and subsequent shifts after learning control. In this way, when, for example, blowing of the engine rotation speed occurs during the shift control of the automatic transmission by the shift control means, the engagement control value is suppressed from being blown by the engine rotation speed by the learning control means. Since the shift line learning control is executed after the learning control is performed, the stable learning control is executed.
[0010]
[Second means for solving the problem]
  To achieve this object, the gist of the present invention is as follows: (a) an engine that operates by combustion of fuel, a rotating machine that is operatively connected to the engine and operates as at least a generator, and an engagement device A vehicle control device including an automatic transmission that performs a shift by at least one of releasing and engaging the engine, and (b) an engine rotation control that controls the rotation speed of the engine by operating the rotating machine Means, (c) shift control means for controlling the shift of the automatic transmission, and (d) learning control means for learning and controlling shift-related parameters related to the shift of the automatic transmission when the accelerator or throttle is fully opened. (E) the learning control unit is configured to perform learning control based on whether or not the engine rotation control unit can reduce the rotation speed of the engine during the full-open upshift of the automatic transmission. Der things to changeIf it is not possible to lower the speed, the engine speed during the speed change process is controlled so that the speed of the engine cannot be lowered so as to change to a predetermined change. The shift-related parameter set on the high vehicle speed side compared to the shift-related parameter when the engine speed cannot be decreased using the learning value determined based on the engine speed decrease operation amount controlled by the engine rotation control means Control learning of parametersThe
[0011]
[Effect of the second invention]
  In this case, the learning control means performs learning control based on whether or not the rotation speed of the engine can be reduced during the fully-open upshift of the automatic transmission by operating the rotating machine by the engine rotation control means. changeIf it is not possible to decrease, learning control of the shift-related parameter when it is not possible to decrease so that the rotational speed of the engine in the speed change process becomes a predetermined change, while if it can be decreased, it is determined in advance. Based on the relationship, the engine speed control means is set on the high vehicle speed side compared to the shift-related parameter when it is not possible to decrease using the learning value determined based on the engine rotation speed decrease operation amount. Learning control of shift related parametersTherefore, when the engine speed can be reduced during the fully open upshift of the automatic transmission by the engine rotation control means, the engine speed cannot be reduced during the fully open upshift of the automatic transmission. In contrast, the learning control means learns and controls the shift-related parameters related to the shift of the automatic transmission set to the higher vehicle speed side, and the shift is executed at a higher engine rotation speed. As a result, the power performance of the engine is maximized within a range that does not enter the overspeed region, and the acceleration performance is improved.
[0012]
[Other aspects of the second invention]
  Here, preferably, the learning control means determines whether the engine speed is reduced by the engine speed control means based on whether or not the engine speed can be reduced during the fully open upshift of the automatic transmission. Or used for shifting the automatic transmission when the throttle is fully open.StrangeLearning control of the speed lineIf it is not possible to decrease, learning control is performed for the shift line when it is not possible to decrease so that the maximum rotational speed of the engine in the speed change process becomes a predetermined target value. Learning control is performed on the shift line set on the high vehicle speed side compared to the shift line when it is not possible to decrease so that the lower speed operation amount decreases.The In this way, when the engine rotation speed can be reduced during the fully-open up shift of the automatic transmission by the engine rotation control means, and the engine rotation speed decreases during the fully-open up shift of the automatic transmission. Since the learning control means changes the learning control of the shift line when it is not possible, the learning value of the shift line according to the state of decrease in the rotational speed of the engine is used.
[0013]
  Preferably, the learning control means is configured to engage the automatic transmission based on whether or not the engine rotation speed can be reduced by the engine rotation control means during the fully open upshift of the automatic transmission. The learning value of the engagement control value for engaging the device is changed.If it is not possible to decrease, the learning value of the engagement control value is changed so that the blow or tie-up state generated in the shifting process is suppressed. The learning value of the engagement control value is changed so as to increase as the amount of decrease operation increases.The In this way, when the engine rotation speed can be reduced during the fully-open up shift of the automatic transmission by the engine rotation control means, and the engine rotation speed decreases during the fully-open up shift of the automatic transmission. Since the learning control means changes the learning value of the engagement control value when it is not possible, the learning value of the engagement control value according to the reduced state of the rotational speed of the engine is used.
[0014]
  Preferably, the learning control means is an operation amount for decreasing the engine speed controlled by the engine speed control means.So that the larger theThe engagement control value during shifting of the automatic transmission is changed. According to this configuration, the shift control unit uses the learning value of the engagement control value changed by the learning control unit based on the engine rotation speed reduction operation amount controlled by the engine rotation control unit. Shifting of the automatic transmission according to the control state of the rotational speed of the engine is promptly executed.
[0015]
  Preferably, the learning control means is an operation amount for decreasing the engine speed controlled by the engine speed control means.So that the larger theThe learning value of the engagement control value used for the next shift of the automatic transmission is subjected to learning control. According to this configuration, the engagement used for the next shift of the automatic transmission that is learning-controlled by the learning control unit based on the operation amount for decreasing the engine rotation speed controlled by the engine rotation control unit. The shift of the automatic transmission according to the control state of the rotational speed of the engine is promptly executed by the shift control means with the control value.
[0016]
  Preferably, the learning control means is configured to determine an actual engine rotation speed at the start of a decrease in the engine rotation speed.Is calculated by subtracting the extra rotation speed from the preset overspeed.Target engine speed andTo matchThe learning control is performed at the start point of the decrease in the rotational speed of the engine. In this way, since the learning control means learns and controls the start point of the decrease in the engine speed, the shift is executed at a higher engine speed.
[0017]
  Preferably, the learning control means learns and controls a starting point for determining a decrease start time of the engine speed based on the engine speed.The starting point is learned and controlled so as to delay if the maximum engine speed in the shifting process is low compared to a predetermined target value.The If it does in this way, learning control means carries out learning control of the fall start time of an engine speed.
[0018]
  In a preferred embodiment, the learning control means learns and controls a starting point for determining a starting point of a decrease in the rotational speed of the engine based on the speed of the vehicle.The starting point is learned and controlled so as to move to the higher vehicle speed side if the maximum engine speed in the shifting process is lower than a predetermined target value.The If it does in this way, learning control means carries out learning control of the fall start time of an engine speed.
[0019]
[Third Means for Solving the Problems]
  To achieve this object, the gist of the present invention is as follows: (a) an engine that operates by combustion of fuel, a rotating machine that is operatively connected to the engine and operates as at least a generator, and an engagement device A vehicle control device including an automatic transmission that performs a shift by at least one of releasing and engaging the engine, and (b) an engine rotation control that controls the rotation speed of the engine by operating the rotating machine Means, (c) shift control means for controlling the shift of the automatic transmission, and (d) learning control means for learning and controlling shift-related parameters related to the shift of the automatic transmission when the accelerator or throttle is fully opened. (E)The learning control means includesThe automatic transmission when the accelerator or throttle is fully openedFully openOdor during shiftingBeforeThe engine speed is controlled by the engine speed control means.DeclineWhen possibleCan be set to a higher rotational speed in a range where the rotational speed of the engine does not fall within the range of the preset excessive rotational speed,Learning control is performed at the start point of the decrease in the rotational speed of the engine.
[0020]
[Effect of the third invention]
  If it does in this way, the rotation speed of the engine will be increased by operating the rotating machine by the engine rotation control means.DeclineIf possible, the learning control meansIn order that the rotational speed of the engine can be set to a higher rotational speed within a range that does not fall within a preset excessive rotational speed region,Since learning control is performed at the time when the engine rotational speed starts to decrease, gear shifting is performed at a higher engine rotational speed. As a result, the power performance of the engine is maximized within a range that does not enter the overspeed region, and the acceleration performance is improved.
[0021]
[Other aspects of the third invention]
  Here, preferably, the learning control means is configured to determine an actual engine speed at the start of a decrease in the engine speed.Is calculated by subtracting the extra rotation speed from the preset overspeed.Target engine speed andTo matchThe learning control is performed at the start point of the decrease in the rotational speed of the engine. In this way, the learning control means suitably learns and controls the start point of the decrease in the engine speed, so that the shift is executed at a higher engine speed.
[0022]
  Preferably, the learning control means learns and controls a starting point for determining a decrease start time of the engine speed based on the engine speed.The starting point is learned and controlled so as to delay if the maximum engine speed in the shifting process is lower than the target engine speed.The In this way, the learning control means suitably performs learning control at the time when the engine speed starts to decrease.
[0023]
  In a preferred embodiment, the learning control means learns and controls a starting point for determining a starting point of a decrease in the rotational speed of the engine based on the speed of the vehicle.If the maximum engine speed in the speed change process is lower than the target engine speed, the starting point is learned and controlled to move to the higher vehicle speed side.The In this way, the learning control means suitably performs learning control at the time when the engine speed starts to decrease.
[0024]
  Preferably, the learning control means is a starting point for determining a start time point at which the rotation speed of the engine decreases.LateTotal timeAs a new starting pointThe start point of the decrease in the rotational speed of the engine is determined. In this way, the learning control means suitably performs learning control at the time when the engine speed starts to decrease.
[0025]
  Preferably, the learning control means includes a frontLatenessTo control the learning timeThe delay time is learned and controlled so that the maximum engine speed in the shifting process is longer when the engine speed is lower than the target engine speed.The In this way, the learning control means suitably learns and controls the start point of the decrease in the engine speed, so that the shift is executed at a higher engine speed.
[0026]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
[0027]
FIG. 1 is a skeleton diagram illustrating the configuration of a power transmission device 8 for a hybrid vehicle to which the present invention is applied. In FIG. 1, the output of the engine 10 as a driving power source for driving composed of an internal combustion engine is input to an automatic transmission 16 via an input clutch 12 and a torque converter 14 as a fluid power transmission device. Not transmitted to the drive wheel via the differential gear device and the axle. Between the input clutch 12 and the torque converter 14, a first motor generator MG1 that functions as an electric motor and a generator as a rotating machine coupled to the engine 10 is disposed. The torque converter 14 includes a pump impeller 20 connected to the input clutch 12, a turbine impeller 24 connected to the input shaft 22 of the automatic transmission 16, and a space between the pump impeller 20 and the turbine impeller 24. A lockup clutch 26 for direct connection and a stator impeller 30 that is prevented from rotating in one direction by a one-way clutch 28 are provided.
[0028]
The automatic transmission 16 includes a first transmission unit 32 that switches between two stages of high and low, and a second transmission unit 34 that can switch between a reverse transmission stage and four forward stages. The first transmission unit 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.
[0029]
The second transmission unit 34 is supported by the sun gear S1, the ring gear R1, and the carrier K1 so as to be rotatable, and the first planetary gear device 40 including the planetary gear P1 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.
[0030]
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.
[0031]
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.
[0032]
In the automatic transmission 16 configured as described above, for example, in accordance with the operation table shown in FIG. 2, the reverse speed and the gear ratio γ (the rotational speed N of the input shaft 22)._IN/ Rotation speed N of output shaft 46_OUT) Are sequentially switched to one of the five forward speeds (1st to 5th). In FIG. 2, “◯” indicates engagement, a blank indicates release, “◎” indicates engagement during engine brake or driving force source braking by regenerative braking of the first motor generator MG1, and “Δ” indicates power transmission. Represents an engagement that is not involved. The clutches C0 to C2 and the brakes B0 to B4 are all hydraulic friction engagement devices that are engaged by a hydraulic actuator. As is apparent from FIG. 2, the so-called second gear stage and the third gear stage are achieved by releasing one of the brake B2 and the brake B3 and simultaneously engaging the other. This is a clutch-to-clutch shift.
[0033]
As shown in FIG. 3, an exhaust turbine supercharger 54 is provided in the intake pipe 50 and the exhaust pipe 52 of the engine 10, and a bypass passage 58 having a waste gate valve 56 is provided in the exhaust pipe 52. The supercharging pressure in the intake pipe 50 can be adjusted by changing the turbine rotation by controlling the flow rate of the exhaust gas flowing through the bypass passage 58 provided in parallel. The intake pipe 50 is provided with an electronic throttle valve 62 that is controlled to open and close by a throttle actuator 60. As shown in FIG. 7, the electronic throttle valve 62 basically has an accelerator operation amount A that represents the driver's required output amount._CCOpening angle corresponding to_THIt is controlled to become.
[0034]
Further, in the engine 10, as shown in FIG. 4, an intake valve 74 and an exhaust valve 75 provided in each cylinder have an opening / closing timing, an opening / closing period, a lift amount, etc. in accordance with a command from an electronic control unit to be described later. It is composed of an electrically controlled open / close control valve, that is, an electromagnetically driven valve. The engine 10 includes a variable valve mechanism 78 that includes an intake valve 74 and an exhaust valve 75 and electromagnetic actuators 76 and 77 that are electric actuators for opening and closing them, and a crankshaft rotation that detects the rotation angle of the crankshaft 79. A valve drive control device 81 that controls the opening / closing timing, lift amount, and operating angle (opening / closing speed) of the intake valve 74 and the exhaust valve 75 in accordance with a signal from the angle sensor 80 is provided. The valve drive control device 81 not only changes the opening / closing timing and the like to the optimal timing according to the engine load, but also includes a timing for operating the engine 10 in four cycles and a timing for operating in two cycles according to the operation cycle switching command. Control to be. Further, by changing the operation timing of the intake valve 74 and the exhaust valve 75 or changing the number of operating cylinders, the engine itself can rotate the engine speed N._EFor example, by opening and closing the exhaust valve 75 according to normal control while the intake valve 74 is closed, the rotation of the engine is generated by generating rotational resistance by the compression work of the piston and consuming rotational energy. Speed N_ECan be forcibly and rapidly reduced, and the opening of the intake valve 74 is controlled so that the engine speed N_EThe rate of change can be adjusted. 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. The intake valve 74 and the exhaust valve 75 correspond to an electrically operated on / off valve that can be electrically opened and closed.
[0035]
The first motor generator MG1 is disposed between the engine 10 and the automatic transmission 16, and the input 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 that functions as an electric motor or a generator as a rotating machine. Then, the fuel cell 70 and the secondary battery 71 functioning as a power source 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. Or power supply changeover switches 72 and 73 for controlling the current supplied to the secondary battery 71 for charging. The power supply changeover switches 72 and 73 indicate devices having a switching function, and may be constituted by, for example, a semiconductor switching element having an inverter function or the like.
[0036]
FIG. 6 is a block diagram illustrating a control system provided in the power transmission device 8 of the present embodiment. In FIG. 6, signals input to the electronic control device 90 and signals output from the electronic control device 90 are illustrated. For example, the electronic control unit 90 includes an accelerator opening A that is an operation amount of an accelerator pedal detected by an accelerator operation amount sensor._CC, An opening degree signal of the throttle valve 62 detected by the throttle opening degree sensor._TH, A throttle opening signal indicating the rotation speed N of the output shaft 46 detected by the output shaft rotation speed sensor 47_OUTThat is, the vehicle speed signal corresponding to the vehicle speed V, the turbine rotational speed N detected by the turbine rotational speed sensor 91._T(= Rotational speed N of the input shaft 22_IN), The engine speed N detected by the engine speed sensor_E, A supercharging pressure P in the intake pipe 50_a, A signal representing the air-fuel ratio A / F, the operation position P of the shift lever 92_SH, A hydraulic oil temperature of the transmission 16, that is, an AT oil temperature T_OILEtc. are supplied from a sensor (not shown). Further, from the electronic control unit 90, the accelerator opening A_CCThrottle opening θ_THA 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 the shift solenoid for driving the 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, The opening θ of the throttle valve 62_THThrottle pressure P with a size corresponding to_THCommand 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_SLNAre output respectively.
[0037]
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 A can be obtained from the pre-stored relationship shown in FIG._CC(%) Based on throttle opening θ_THThrottle opening control for controlling (%), 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 A can be calculated from the pre-stored relationship shown in FIG._CC(%) Or throttle opening θ_TH(%) And the vehicle speed V (km / h), the gear position of the automatic transmission 16 is determined, and the solenoid valve S1 of the hydraulic control circuit 66 so as to obtain the determined gear position and engagement state, When S2 and S3 are driven to generate engine braking, the solenoid valve S4 is driven. The shift line in the shift diagram of FIG. 8 indicates the actual accelerator opening A._CC(%) Or throttle opening θ_THWhether the actual vehicle speed V crosses the line on the horizontal line indicating (%), that is, the value (shift speed vehicle speed) V at which a shift on the shift line is to be executed_SFor determining whether or not the value V is exceeded._SThat is, it is stored in advance as a series of shift point vehicle speeds. In the process of this shift control, the input torque T of the automatic transmission 16_INThe 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._INThe 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._OUTAccelerator opening A indicating the driver's required output amount_CCOr throttle opening θ_THThe 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. In the cylinder selection switching control, the number of operating cylinders is decreased or the operation of the cylinder for which the operation of the variable valve mechanism 78 is determined to be abnormal is stopped when the vehicle is lightly loaded to improve fuel efficiency.
[0038]
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 92, and the operation position P of the shift lever 92 is detected._SHIs output to the electronic control unit 90. 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.
[0039]
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.
[0040]
B3 control valve 108 is the hydraulic pressure P of brake B3_B3Is applied upward and the linear solenoid control pressure P is applied downward downward._SLUIs applied, and the hydraulic pressure P of the brake B3 according to their pressure_B3The spool 114 is arranged coaxially with the spool 114, and engages the brake B2 to release the brake B3._B2Is applied upward in the figure, and the linear solenoid control pressure P is at least during a 2 → 3 shift._SLUIs applied downward, and the hydraulic pressure P of the brake B2_B2The 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._DIs supplied, and the hydraulic pressure P_B3Is regulated. Further, there is a hydraulic pressure P from the brake B2 between the B3 control valve 108 and the brake B3._B2The relay valve 110 controlled by is provided.
[0041]
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 108 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.
[0042]
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.
[0043]
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._S3Is 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.
[0044]
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, has a spring-loaded spool 132, and the 3-4 shift valve. Signal pressure P of solenoid valve S3 via 104_S3Is applied to the end of the spool 132 to connect and shut off the bypass oil passage 134 and the oil passage 128, the communication from the D range pressure oil passage 118b to the oil passage 118c, or the oil passage connected to the signal port at the end of the plunger 136. 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 and blocked. 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_DIs supplied.
[0045]
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 of the oil passage 124 connected to the outport 139_B3It 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._SLUHydraulic pressure P in the hydraulic control range of_B3Adjust 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_B2Is applied to the spool 114 and has a stroke area that can be brought into contact with and separated from the spool 114. The 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 end surface of the plunger 136 has the oil passage 118d, the B2 release valve 106, and D range pressure P with line pressure as source pressure via oil passage 118b_DCan 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._B2Hydraulic pressure P with a fixed relationship to_B3Is reduced while the torque capacity of the brake B3 is secured.
[0046]
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._B2However, the line pressure P is applied to the other end surface of the spool._LAre applied in opposition to each other, and the urging force of the spring and the hydraulic pressure P_B2And line pressure P based on_LThe 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.
[0047]
FIG. 11 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 90. In the figure, the shift control means 140, for example, from the pre-stored shift diagram shown in FIG._THBased on (engine load), the gear position of the automatic transmission 16 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._INThe line pressure which is the engagement pressure of the hydraulic friction engagement device involved in the shift based on_INIt is controlled to the size according to. FIG. 12 is a time chart for explaining the operation in the clutch-to-clutch shift from, for example, the second gear to the third gear by the shift control means 140. In the figure, 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_DSupply to the brake B2 and the B2 hydraulic pressure P_B2Is 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._B3Begins 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_B2Is gradually raised by the B2 accumulator 112 in a transient manner. At this time, the oil pressure P of the oil passage 128_B2As the engine speed increases, the relay valve 110 is gradually switched from the second speed side to the third 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._B2And line pressure P based on_LSince the spool is configured to be positioned at a position where the thrust based on is balanced, the line pressure P_LIs the input torque T of the automatic transmission 16_INAs a result, the input torque T_INIs larger, that is, the line pressure P_LIs larger, the decrease in the engagement torque of the brake B3 is delayed. This line pressure P_LFor 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._B2In the inertia phase of the 2 → 3 upshift, for example, as shown in FIG._EIs regulated so as to decrease linearly. Above line pressure P_LIs usually the throttle pressure P output from the linear solenoid valve SLT._THThe 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.
[0048]
Further, the shift control means 140 is operated by a learning control means 152, which will be described later, in an engine speed N as shown in FIG._EOr turbine rotational speed N_TThe shift hydraulic pressure is controlled based on the engagement pressure of the hydraulic friction engagement device that is learning-controlled so as to suppress the occurrence of blow F or tie-up, which is a temporary sudden increase in the pressure.
[0049]
The fully open upshift start determining means 142 is an accelerator opening A that is an operation amount of an accelerator pedal detected by an accelerator operation amount sensor (not shown) when the accelerator or throttle is fully open (WOT)._CCIs the determination value at which the accelerator is fully opened, or the opening θ of the throttle valve 62 detected by a throttle valve opening sensor (not shown)._THIt is determined whether or not the fully open upshift is started based on whether or not the upshift is started when it is determined that the throttle opening signal representing the value is equal to or greater than the determination value for fully opening the throttle. For example, the throttle valve opening θ among the shift lines (solid lines) shown in FIG._THIt is determined whether or not the vehicle speed has reached a portion where the value is 100%.
[0050]
The rotating machine availability determination means 144 operates the rotating machine, that is, the first motor generator MG1 or the second motor generator MG2 in the engine 10 to rotate the rotational speed N of the engine 10._EFor example, based on the occurrence of a mechanical or electrical failure of the first motor generator MG1 or the second motor generator MG2, a failure of the power supply changeover switches 72 and 73, and the like. The first motor generator MG1 or the second motor generator MG2 is operated to determine whether or not it is in a state where control for power generation, that is, charging of the secondary battery 71 is possible.
[0051]
The engine rotation control means 146 is configured so that the rotational speed N of the engine 10_EIn order to reduce the power, the engine deceleration command E is sent to the power supply changeover switches 72 and 73 so that the secondary battery 71 is charged temporarily by the power generated by the first motor generator MG1 or the second motor generator MG2. The kinetic energy of the engine 10 is converted into the rotational motion of the first motor generator MG1 or the second motor generator MG2 to generate electric power, and the kinetic energy of the engine 10 is reduced. That is, the engine deceleration command E is generated by the rotational speed N of the engine due to the rotational resistance of the first motor generator MG1 or the second motor generator MG2._EThis corresponds to the engine rotation speed reduction operation amount that decelerates the engine speed. When the upshift is determined, the engine rotation control means 146 determines the engine rotation speed N._EEngine speed N after shifting_EAThe lowering is controlled. The engine rotation control means 146 is an engine rotation speed N as shown in FIG._EOr turbine rotational speed N_TIn order to suppress the blow F, which is a temporary sudden rise, the command is sent to the power supply selector switches 72 and 73 to control the first motor generator MG1 or the second motor generator MG2, and the first motor generator MG1 or the second motor generator MG1 is controlled. 2 Engine rotational speed N by generating rotational resistance of motor generator MG2_EIs actively reduced to reduce the blowing F.
[0052]
The shift line changing means 148 operates the first motor generator MG1 or the second motor generator MG2 by the rotating machine availability determining means 144 to rotate the rotational speed N of the engine 10._EThe shift line used for the shift control of the automatic transmission 16 is changed (selected) depending on whether it is possible or not based on whether or not the reduction of the shift is possible. For example, a shift line A indicated by a dotted line in FIG._E13 is an example of setting a shift line for use when it is not possible to decrease the speed, and a shift line B shown by a solid line in FIG._EThis is an example of a shift line that is set on the higher vehicle speed side than the shift line A in order to be used when it is possible to reduce this. The shift line A in FIG. 13 is used for a 2 → 3 upshift of the shift lines (solid lines) used for the upshift in the shift diagram shown in FIG._THIndicates a part corresponding to fully open (100%). Since the shift line B in FIG. 13 is a case where the first motor generator MG1 or the second motor generator MG2 can be used compared to the shift line A, the engine speed N_ESince the speed reduction is executed promptly and the shift response is good, the vehicle speed is set to a higher vehicle speed.
[0053]
The torque down control means 150 is an engine rotation speed N as shown in FIG._EOr turbine rotational speed N_TIn order to suppress the blow F, which is a temporary sudden increase, the amount of fuel injected from the fuel injection valve into the cylinder of the engine 10 is temporarily reduced, the ignition timing of the engine 10 is retarded, or the throttle Throttle opening θ by actuator 60_THIs output to a torque reduction device (not shown), and the engine speed N_EDecrease.
[0054]
The learning control unit 152 includes a hydraulic pressure learning control unit 154 and a shift line learning control unit 156, and suppresses, for example, blow F generated in the shift process in the shift control of the automatic transmission 16 by the shift control unit 140. In order to perform the learning control of the engagement pressure of the hydraulic frictional engagement device or to execute a shift at a higher speed in a range where the engine speed does not enter the over-rotation region when the automatic transmission 16 is shifted, for example, FIG. The change line shown in Fig. 6 is controlled by learning.
[0055]
The hydraulic pressure learning control means 154 is such that, for example, in a clutch-to-clutch shift of the automatic transmission 16 shown in FIG. In order to suppress the tie-up state generated by the blow F generated by the lap) and the large overlap of the engagement torque between the release side and the engagement side (overlap), the engagement of the hydraulic friction engagement device The pressure learning control is executed. Specifically, for example, a technique described in Japanese Patent Laid-Open No. 9-257123, that is, a hydraulic signal S for controlling the engagement pressure to release the release side hydraulic friction engagement device._PB3AT in FIG.₁Line pressure P at which the original pressure, that is, the engagement pressure of the hydraulic frictional engagement device is maximized at the time_LLower predetermined value S_PB3ADAnd set its value S_PB3ADA technique is used in which the clutch-to-clutch shift is executed satisfactorily by preventing the blow F and tie-up state by learning control. For example, in the 2 → 3 upshift, the engagement pressure P of the brake B3_B3When there is a blow F due to low pressure, the engagement pressure P of the brake B3_B3So that the signal S is increased._PB3ADIs set to a high value. Further, for example, the technique described in Japanese Patent Laid-Open No. 10-196778, that is, the remaining hydraulic pressure when the engagement pressure of the release-side hydraulic friction engagement device is gradually reduced, and the engagement of the engagement-side hydraulic friction engagement device. When the hydraulic control of the automatic transmission 16 is executed by a plurality of learning controls so that the start time when gradually increasing the pressure, the engagement pressure, etc. are blown, and the F or tie-up state is prevented. When the blow F or the tie-up state is converged to a predetermined value by the learning control, a technique may be used in which the learning control as a whole is promptly performed by prohibiting other learning controls. . Further, for example, the technique described in Japanese Patent Laid-Open No. 2001-65679, that is, in order to appropriately perform an upshift when the accelerator is OFF, (a) the input rotation speed N_INIs the estimated input rotational speed N after upshifting_INPIn order for the hydraulic friction engagement device to be appropriately engaged in synchronization with the timing synchronized with the time, the pre-stored time required for the piston stroke of the hydraulic cylinder of the hydraulic friction engagement device and the input rotational speed N_INIs the estimated input rotational speed N after upshifting_INPIs compared with the estimated time required to synchronize with the engine, and the hydraulic pressure supply start time for operating the hydraulic friction engagement device is controlled, or (b) the engine is braked and decelerated when the accelerator is off In order to prevent this, the hydraulic friction engagement device for bringing the automatic transmission 16 into the drive state when the accelerator is on is released when the accelerator is off, so that the engine brake is not generated and deceleration is prevented. Also, the engagement of the hydraulic friction engagement device is started with the engagement pressure of the hydraulic friction engagement device released so that the hydraulic friction engagement device released when the accelerator is OFF is quickly engaged when the accelerator is ON. A technique that is controlled so as to be maintained at a predetermined engagement pressure (low pressure standby pressure) that is not performed may be used.
[0056]
Further, the hydraulic pressure learning control means 154 replaces the learning control of the engagement pressure of the hydraulic friction engagement device of the automatic transmission 16 described above in order to suppress the occurrence of the blowing F. In order to suppress the occurrence of the engine rotation speed N, the torque reduction control means 150 or the rotating machine availability determination means 144 operates the first motor generator MG1 or the second motor generator MG2 to thereby rotate the engine speed N._EWhen it is determined that the engine speed is decreased, the engine speed control means 146 causes the engine speed N_ETo reduce the occurrence of blow F and reduce the engine speed N_EThe engagement pressure of the hydraulic friction engagement device of the automatic transmission 16 used for the next shift is learned and controlled on the basis of the decrease amount (decrease operation amount), that is, the generation amount of the blow F. The engine speed N by the engine speed control means 146 here_EIs performed only to suppress the generation of the blow F, and the engine speed N before the shift is changed._EBEngine speed N after shifting_EAEach of them is executed independently from that executed to control the lowering.
[0057]
Hereinafter, learning control of the engagement pressure of the hydraulic friction engagement device by the hydraulic pressure learning control unit 154 when the generation of the blow F is suppressed by the engine rotation control unit 146 will be described by taking, for example, a 2 → 3 up shift as an example. To do. The hydraulic pressure learning control means 154 is configured to prevent the engine speed N from being increased so that the size of the blow F is not excessive._EThe brake B3 engagement pressure P during the next clutch-to-clutch upshift is determined according to the amount of decrease (corresponding to the decrease operation amount)._B3And brake B2 engagement pressure P_B2Correct. For example, from the previously stored relationship (data map) shown in FIGS. 14 (a) and 14 (b), the amount of change (1), (2), (3) in the rotating machine corresponding to the engine speed reduction operation amount. Brake B3 engagement based on any one of ▼, ▲ 4 ▼, ▲ 5 ▼ and throttle opening ▲ 1, ▼ 2, ▲ 3 ▼, ▲ 4 ▼, ▲ 5 ▼, ▲ 6 ▼ Pressure P_B3Oil pressure correction amount (hydraulic learning) P_B311To P_B356And the engagement pressure P of the brake B2_B2Hydraulic pressure correction amount P for_B211To P_B256And the determined hydraulic correction amount, that is, the learned correction value, is used as the previous engagement pressure P of the brake B3._B3And brake B2 engagement pressure P_B2(When the blow F is larger than the target value) or subtracted (when the blow F is smaller than the target value and tends to tie up), the engagement pressure P of the brake B3 at the next clutch-to-clutch upshift is obtained._B3And brake B2 engagement pressure P_B2Is corrected as a whole.
[0058]
The amount of change (1), (2), (3), (4), (5) in the above rotating machine increases the rotational resistance of the first motor generator MG1 or the second motor generator MG2, that is, the power generation amount. Rotational speed N_E Indicates the engine speed reduction operation amount that increases the amount of decrease that actively reduces the throttle opening, and throttle opening (1), (2), (3), (4), (5), and (6) are also increased in order. Throttle opening θ_THThe relationship shown in (a) and (b) of FIG. 14 indicates that the throttle opening degree θ increases as the engine speed reduction operation amount increases._THThe hydraulic pressure correction amount, that is, the learned hydraulic pressure is increased as the pressure is increased. In other words, it is experimentally obtained in advance so that the blow F is decreased. The throttle opening (6) corresponds to the throttle opening when the throttle is fully opened.
[0059]
FIG. 15 is a diagram showing another example of a pre-stored relationship used in the hydraulic pressure learning control means 154. FIGS. 15 (a) and 15 (b) are shown in FIGS. 14 (a) and 14 (b). It corresponds. The relationship shown in FIGS. 15 (a) and 15 (b) is a continuous linear function. Like (a) and (b) in FIG. 14, the rotational speed change amount, that is, the engine rotational speed reduction manipulated variable is The larger the release side engagement pressure, for example, the engagement pressure P of the brake B3._B3The hydraulic pressure correction amount and the engagement side hydraulic pressure, for example, the engagement pressure P of the brake B2_B2The oil pressure correction amount, that is, the learned oil pressure is increased, in other words, it is experimentally obtained in advance so that the blow F is reduced.
[0060]
The control amount when the generation of the blow F is suppressed by the torque down control means 150 is the engine speed N when the generation of the blow F is suppressed by the engine rotation control means 146._E14 (a) and (b) in FIG. 14 even when the generation of the blow F is suppressed by the torque-down control means 150. The engagement pressure P of the brake B3 at the time of the next clutch-to-clutch upshift using the relationship (data map) stored in advance_B3And brake B2 engagement pressure P_B2Can be corrected.
[0061]
The shift line learning control unit 156 determines the result of determination by the rotating machine availability determination unit 144, that is, the rotational speed N of the engine 10 by the engine rotation control unit 146._EThe learning control of the shift line is changed according to whether or not the shift is reduced. Each learning control according to the determination result of the rotating machine availability determination unit 144 will be described below. The shift line learning control is performed by learning and controlling a shift parameter, for example, an engagement pressure of a hydraulic friction engagement device, according to a determination result of the rotating machine availability determination unit 144, so Rotational speed N_EIs performed in order to improve the power performance, that is, the acceleration performance by performing the shift at the higher rotation speed within the range not entering the over-rotation region.
[0062]
When it is determined by the rotating machine availability determining means 144 that the first motor generator MG1 or the second motor generator MG2 cannot be used, that is, the first motor generator MG1 or the second motor generator MG2 is operated to rotate the engine 10. Speed N_EThe shift line learning control in the case where it is determined that the engine speed is not reduced is changed (selected) by the shift line changing means 148 and the rotational speed N of the engine 10 is changed._ELearning control is performed on the shift line A (dotted line A shown in FIG. 13) in the case where the decrease in the speed is not possible. During the upshift period of the automatic transmission 16 based on the pre-learning shift line A, the time when the vehicle speed reaches the shift line A is the start time of the shift, that is, the engine speed N associated with the upshift._EA command signal is output by the shift control means 140 to drive the hydraulic pressure control circuit 66 as a starting point for determining the start point of the decrease in the engine speed, and the rotational speed N of the engine 10_EMaximum engine speed N_EMAXIs a preset target engine speed N_E ^*The above-described shift line A is learned and controlled so as to substantially match. Target engine speed N_E ^*Is the engine speed N_ESince the gear shift is executed at a higher speed within a range that does not enter the over-rotation region, the maximum is considered in consideration of the extra rotation speed based on the variation of the hydraulic friction engagement device, the shift response, etc. Is set in advance. In this learning control, the automatic transmission 16 starts the shift hydraulic pressure control by the shift control means 140 when the vehicle speed reaches the shift line A based on the shift line A, so that the vehicle speed reaches the shift line A. This is considered as the starting point of the shift hydraulic pressure control._EIs the hydraulic control start value N_ESIs the starting point of the shift hydraulic control, and the hydraulic control start value N_ESLearning control may be performed.
[0063]
Next, when it is determined by the rotating machine availability determination means 144 that the first motor generator MG1 or the second motor generator MG2 can be used, that is, the first motor generator MG1 or the second motor generator MG2 is operated. Rotational speed N of engine 10_EThe learning control of the shift line when it is determined that the engine speed is reduced is changed (selected) by the shift line changing means 148, and the rotational speed N of the engine 10 is changed._ELearning control is performed on the shift line B (solid line B shown in FIG. 13) when the decrease of the shift is possible. FIG. 16 shows the engine speed N by the engine speed control means 146 in the case of an upshift when the accelerator or throttle is fully opened._E14 shows the relationship between the decrease control amount (rotational speed change amount) and the learned value for the shift line B shown in FIG. Engine speed N during upshift when accelerator or throttle is fully open_EEngine speed N before shifting_EBEngine speed N after shifting_EAWhen the engine speed is controlled to decrease, the engine rotation speed N by the engine rotation control means 146 is all reduced._EWhen it is not possible to cover with the lowering control amount, the shift line B indicates the engine speed N_ELearning value SHI so that it can be moved to the high vehicle speed side or the low vehicle speed side according to the decrease control amount of₁₂To SHI₅₂Learning correction is performed based on For example, engine speed N_EWhen the decrease control amount (decrease operation amount) is small, the vehicle is moved to the low vehicle speed side. Also, the engine speed N_EWhen the amount of decrease control is substantially zero, the shift line B substantially matches the shift line A shown in FIG. In this learning control, the engine speed N by the engine speed control means 146 is determined._EThe learning value (SHI) depends on the amount of decrease in operation (▲ 1 ▼ to ▲ 5 ▼)₁₂To SHI₅₂) Are provided by being distinguished into a plurality of values.
[0064]
Similarly, the first motor generator MG1 or the second motor generator MG2 can be used by the rotating machine availability determination means 144, and the rotational speed N of the engine 10 can be used._EAnother learning control in which the lowering start point learning control means 158 is used instead of the control of the shift line learning control means 156 when it is determined that the lowering is reduced is shown below. FIG. 17 shows the case where the first motor generator MG1 or the second motor generator MG2 can be used, that is, when the first motor generator MG1 or the second motor generator MG2 is operated to rotate the rotational speed N of the engine 10._E6 is a time chart showing a 2 → 3 upshift operation when the accelerator is fully opened when the acceleration is lowered. After the 2 → 3 upshift is determined based on the shift line A (t in FIG.₁Time) Engine speed N_EDecrease command judgment value N_EOVIs reached, the first motor generator MG1 or the second motor generator MG2 is operated, and the rotational speed N of the engine 10 is reached._EThe engine rotation control means 146 outputs a lowering command D to the power supply changeover switches 72 and 73 (t in FIG. 17)._ThreeTime). Engine speed N_EIs the response delay time t_RMaximum engine speed N with a delay_EMAXStarts to decrease after increasing to (t in FIG. 17)._FiveTime). Then engine speed N_EIs the engine speed N after the shift (third gear)_E3(T in FIG. 17₆Time). Since the gear position (third gear) after the subsequent shift is established, the engagement pressure of the brake B2 on the engagement side is increased. Engine speed N immediately before the above shift_EMAXIs the engine speed N_EIs the value at the start of the decrease in engine speed N before shifting_EIt is also the maximum value of. Further, the decrease command determination value N_EOVIs the engine speed N_EStart point t_FiveIs the starting point. In the shift control operation of the automatic transmission 16, the lowering start time learning control means 158 is provided with the engine speed N_EIs the preset overspeed N_EPIn order not to fall within the range of_EMAXIs the overspeed N_EPTo spare rotation speed N_EYTarget maximum engine speed N minus_EMAX ^*The decrease command determination value N so as to substantially match_EOVLearning control. In this case, the maximum engine speed N_EMAXIs the target maximum engine speed N_EMAX ^*If it is low compared with the lowering command determination value N_EOVIs controlled so as to increase. Above margin rotational speed N_EYAfter the lowering command D is output to the power supply selector switches 72 and 73, the first motor generator MG1 or the second motor generator MG2 is actually operated and the engine speed N_EResponse delay time t until_RIt is a value set in advance based on the fact that there is a variation in.
[0065]
Further, the decrease start time learning control means 158 is configured to decrease the decrease command determination value N as described above._EOVInstead of learning, the lowering command determination value N_EOVIs set to be constant, and the decrease command determination value N_EOVEngine speed N_EReached (at t in FIG._ThreeAdjustment time t_FIs provided so that the lowering command D is output, and the maximum engine speed N_EMAXIs the target maximum engine speed N_EMAX ^*The above adjustment time t so as to approximately match_FLearning control may be performed. In this case, the maximum engine speed N_EMAXIs the target maximum engine speed N_EMAX ^*If it is low compared to the adjustment time t_FIs controlled so as to become longer.
[0066]
Similarly, the decrease start time learning control means 158 is configured to reduce the decrease command determination value N as described above._EOVIs changed by learning, the shift determination based on the shift line A is executed, and the time point when the vehicle speed V reaches the shift line B is determined as the rotational speed N of the engine 10._EThe engine rotation control means 146 may be a starting point for outputting the lowering command D so that the lowering is reduced. In this case, the maximum engine speed N_EMAXIs the target maximum engine speed N_EMAX ^*If so, the learning control is performed so that the shift line B moves to the higher vehicle speed side.
[0067]
FIG. 18 is a flowchart for explaining the main part of the control operation of the electronic control unit 90, that is, the control operation in the 2 → 3 upshift when the throttle is fully opened in the automatic transmission 16. In FIG. 18, in step (hereinafter, step is omitted) S1 corresponding to the fully open upshift start determining means 142, the accelerator pedal opening is the accelerator pedal operation amount detected by the accelerator operation amount sensor (not shown). Degree A_CCIt is determined whether or not the upshift is started when it is determined that the accelerator opening signal indicating the accelerator is fully opened, for example, whether or not the vehicle speed V has reached the shift line A shown in FIG. It is determined based on. This shift line A is a shift line used for upshifting in the shift diagram shown in FIG. 8 used in a normal shift only by switching the engagement pressure of the hydraulic friction engagement device of the automatic transmission 16. The solid valve is used for 2 → 3 upshifting, and the throttle valve opening shows a part of the fully open side. If the determination in S1 is negative, this routine is terminated. If the determination is affirmative, in S2 corresponding to the rotating machine availability determination unit 144, the rotating machine, that is, the first motor generator MG1 or the second motor generator. It is determined whether or not MG2 can be used. If the determination at S1 is affirmative, switching of the engagement pressure of the hydraulic friction engagement device is executed by a transmission hydraulic pressure control routine H shown in FIG. 19 corresponding to the transmission control means 140. If the determination in S2 is affirmative, the rotational speed N of the engine 10 is determined using the first motor generator MG1 or the second motor generator MG2 in S3 to S5._EAfter that, learning control of the shift line is performed. If the determination in S2 is negative, a shift by switching the engagement pressure of the hydraulic friction engagement device is performed in S6 to S9, and then a shift line learning control is performed.
[0068]
In S3 corresponding to the shift line changing means 148, the first motor generator MG1 or the second motor generator MG2 is operated to rotate the engine speed N._E13 is used as the first upshift line, which is used in the case where the decrease of the shift is possible. Since this shift line B is a case where the first motor generator MG1 or the second motor generator MG2 can be used compared to the shift line A, the engine speed N_ESince the decrease in the speed is executed promptly and the shift response is good, it is set at a higher vehicle speed side. As a result, the upshift is executed on the higher vehicle speed side, so that, for example, in the case of a 2 → 3 upshift, the acceleration performance at the second gear is improved.
[0069]
Next, in S4 corresponding to the engine rotation control means 146, the lowering command determination value N set in advance is set._EOVEngine speed N_EIs reached, a lowering command D is output to the power supply selector switches 72 and 73 so that the first motor generator MG1 or the second motor generator MG2 operates as a generator (t in FIG. 17)._ThreeTime), the rotational resistance of the first motor generator MG1 or the second motor generator MG2 is generated, and the engine speed N_E Is actively reduced and the engine speed N_EIs the engine speed N immediately before shifting_EMAX(T in FIG. 17_FiveEngine speed N after shifting from time)_EAControlled (decreased). When S4 is being executed, the shift hydraulic pressure control routine H is being executed at the same time, and at the same time as S4 is completed, the shift hydraulic pressure control routine H is also completed to complete the shift (t in FIG. 17).₆Time). At this time, the engine speed N_EIs reduced by the engine rotation control means 146, and the change of the engagement pressure of the hydraulic friction engagement device by the speed change control means 140 operated in the speed change hydraulic control routine H is the change of the gear stage accompanying the speed change. Engine speed N associated with the engagement (slip) of the hydraulic friction engagement device_E Does not contribute to the decline.
[0070]
Next, in S5 corresponding to the decrease start time learning control means 158 which is learning control used in place of the control of the shift line learning control means 156, the engine speed N_EIs the preset overspeed N_EPIn order not to fall within the range of_EMAXIs the overspeed N_EPTo spare rotation speed N_EYTarget maximum engine speed N minus_EMAX ^*The decrease command determination value N so as to substantially match_EOVIs learning controlled. At this time, the maximum engine speed N_EMAXIs the target maximum engine speed N_EMAX ^*If it is low compared with the lowering command determination value N_EOVIs controlled so as to increase.
[0071]
Next, the operation of S6 to S9 when the determination of S2 is negative will be described. In S6 corresponding to the shift line changing means 148, the first motor generator MG1 or the second motor generator MG2 is operated to rotate the rotational speed N of the engine 10._E13 is used as the second upshift line, which is used when it is not possible to reduce the shift.
[0072]
Next, in S7 corresponding to the shift control means 140, an upshift is performed by switching the engagement pressure of the hydraulic friction engagement device of the automatic transmission 16, and the engine speed N_EIs reduced. For example, in the 2 → 3 upshift, the release of the brake B3 and the engagement of the brake B2 are executed to establish the second gear. This S7 is the same as the control operation executed in the shift hydraulic pressure control routine H. That is, when the determination at S1 is affirmative and the determination at S2 is negative, the same control operation as that in the shift hydraulic pressure control routine H is executed in S6 to S7.
[0073]
Next, at S8 corresponding to the oil pressure learning control means 154, for example, the engine speed N as shown in FIG. 12 generated during the shift control executed at S7._EIn order to suppress the blow F and the tie-up state (not shown), the engagement pressure of the hydraulic friction engagement device is learned and controlled. For example, in the 2 → 3 upshift, the decrease in the engagement pressure of the brake B3, which is the hydraulic friction engagement device on the release side, is delayed so that the generation of the blow F as shown in FIG. 12 is suppressed. Hydraulic signal S_PB3ADLearning is controlled so as to be increased. In addition, in order to suppress the occurrence of the blow F, the torque-down control means 150 temporarily reduces the amount of fuel injected from the fuel injection valve into the cylinder of the engine 10, or changes the ignition timing of the engine 10. The throttle opening θ is retarded or throttled by the throttle actuator 60_THIs output to a torque reduction device (not shown) and the engine speed N_EMay be reduced. At this time, the larger the control amount for suppressing the blow F by the torque down control means 150, that is, the greater the occurrence of the blow F, the greater the engagement pressure P of the brake B3 at the next shift._B3And brake B2 engagement pressure P_B2Is increased so as to suppress the generation of the blow F (see FIG. 14).
[0074]
Next, in S9 corresponding to the shift line learning control means 156, the rotational speed N of the engine 10 during the upshift period of the automatic transmission 16 is determined._EMaximum engine speed N_EMAXIs a preset target engine speed N_E ^*The shift line A is learned and controlled so as to substantially match. At this time, the maximum engine speed N_EMAXIs the target engine speed N_E ^*If so, the learning control is performed so that the shift line A moves to the higher vehicle speed side. In this learning control, the time when the vehicle speed V reaches the shift line A is the time when the shift starts, that is, the engine speed N associated with the upshift_EThe starting point for determining the start point of the decrease in engine speed N_EIs the hydraulic control start judgment value N_ESIs the starting point of the shift hydraulic control, and the hydraulic control start determination value N_ESMay be controlled by learning.
[0075]
Next, another embodiment of the present invention will be described. In the following description, parts common to those in the above-described embodiment are denoted by the same reference numerals and description thereof is omitted.
[0076]
In S4 of the above-described embodiment, in order to suppress the generation of the blow F, the power supply changeover switch 72 is configured so that the engine rotation control means 146 controls at least one of the first motor generator MG1 and the second motor generator MG2. And the engine rotation speed N by generating a rotation resistance of the first motor generator MG1 or the second motor generator MG2._EMay be positively reduced to reduce the blowing F. Further, based on the engine rotation speed reduction operation amount by the engine rotation control means 146, the engagement pressure of the hydraulic friction engagement device when the hydraulic speed learning control means 154 executes the next transmission hydraulic pressure control routine H is determined. Learning control may be performed. For example, from the previously stored relationship (data map) shown in FIGS. 14 (a) and 14 (b), the amount of change (1), (2), (3) in the rotating machine corresponding to the engine speed reduction operation amount. Brake B3 engagement based on any one of ▼, ▲ 4 ▼, ▲ 5 ▼ and throttle opening ▲ 1, ▼ 2, ▲ 3 ▼, ▲ 4 ▼, ▲ 5 ▼, ▲ 6 ▼ Pressure P_B3Oil pressure correction amount (hydraulic learning) P_B311To P_B356And the engagement pressure P of the brake B2_B2Hydraulic pressure correction amount P for_B211To P_B256And the determined hydraulic pressure correction amount, that is, the learned correction value is the previous engagement pressure P of the brake B3._B3And brake B2 engagement pressure P_B2(When the blow F is larger than the target value) or subtracted (when the blow F is smaller than the target value and tends to tie up), the engagement pressure of the brake B3 at the next clutch-to-clutch upshift is obtained. P_B3And brake B2 engagement pressure P_B2Is corrected as a whole. Further, when the blow F is suppressed by the engine rotation control means 146, since the hydraulic control of the engagement pressure of the hydraulic friction engagement device is being executed, for example, the engagement pressure P of the brake B3 described above._B3Hydraulic pressure correction amount P for_B311To P_B356Alternatively, the engagement pressure P of the brake B2_B2Hydraulic pressure correction amount P for_B211To P_B256The engagement pressure P of the brake B3 used for the current shift using_B3Alternatively, the engagement pressure P of the brake B2_B2May be corrected.
[0077]
In S5 of the above-described embodiment, the decrease command determination value N is determined by the decrease start time learning control unit 158._EOVIs learned and controlled, but the lowering command determination value N_EOVIs set to be constant, and the decrease command determination value N_EOVEngine speed N_EReached (at t in FIG._ThreeAdjustment time t_FSo that the lowering command D is output and the maximum engine speed N_EMAXIs the target maximum engine speed N_EMAX ^*The above adjustment time t so as to approximately match_FLearning control may be performed. In this case, the maximum engine speed N_EMAXIs the target maximum engine speed N_EMAX ^*If it is low compared to the adjustment time t_FIs controlled so as to become longer. Further, the fact that the vehicle speed has reached the shift line B based on the shift line B indicates that the rotational speed N of the engine 10_EIt is good also as a starting point from which the lowering command D for lowering is output. In this case, the maximum engine speed N_EMAXIs the target maximum engine speed N_EMAX ^*If so, the learning control is performed so that the shift line B moves to the higher vehicle speed side.
[0078]
In S4 of the embodiment, the engine speed N_EEngine speed N before shifting_EBEngine speed N after shifting_EAWhen the engine speed is controlled to decrease, the engine rotation speed N by the engine rotation control means 146 is all reduced._EWhen the lowering operation amount cannot be covered, the shift line B indicates the engine speed N_ELearning value SHI so that it can be moved to the high vehicle speed side or the low vehicle speed side according to the amount of decrease operation₁₂To SHI₅₂Learning correction may be performed based on the above. For example, engine speed N_EWhen the amount of operation for lowering is small, the vehicle is moved to the low vehicle speed side. Also, the engine speed N_EWhen the amount of operation for lowering is substantially zero, the shift line B substantially matches the shift line A shown in FIG. In this learning control, the engine speed N by the engine speed control means 146 is determined._EThe learning value (SHI) depends on the amount of decrease in operation (▲ 1 ▼ to ▲ 5 ▼)₁₂To SHI₅₂) Is differentiated into a plurality of values.
[0079]
As described above, according to the present embodiment, the shift line A or the shift line used for shifting the automatic transmission 16 when the accelerator or throttle is fully opened by the shift control unit 140 (S7) or the engine rotation control unit 146 (S4). B operates the rotating machine (motor generators MG1 and MG2) by the engine rotation control means 146 to rotate the rotational speed N of the engine 10._EIs changed by the shift line changing means 148 (S3 or S6) based on whether or not the engine can be controlled._EIs controllable, the rotational speed N of the engine 10_EEngine speed N compared to when control is not possible_EThe gear shift is executed at a higher rotation. As a result, the power performance of the engine is maximized within a range that does not enter the overspeed region, and the acceleration performance is improved.
[0080]
Further, according to this embodiment, the engine rotation control means 146 (S4) operates the rotating machines (motor generators MG1, MG2) to rotate the engine 10 at the rotational speed N._EThe learning control means 152 (S5 or S9) changes the learning control based on whether or not the engine 10 can be controlled._EIs controllable, the rotational speed N of the engine 10_EThe learning control means 152 performs learning control of a shift-related parameter related to the shift of the automatic transmission 16 set on the higher vehicle speed side, for example, the shift line B, as compared with the case where the engine speed N is not controllable._EThe gear shift is executed at a higher rotation. As a result, the power performance of the engine is maximized within a range that does not enter the overspeed region, and the acceleration performance is improved.
[0081]
Further, according to the present embodiment, the learning control means 152 (S5 or S9) operates the rotating machines (motor generators MG1, MG2) by the engine rotation control means 146 (S4) to rotate the rotational speed N of the engine 10._EThe shift line A or the shift line B used for the shift of the automatic transmission when the accelerator or throttle is fully opened is determined by the shift control means 140 (S7) or the engine rotation control means 146 (S4). Since learning control is performed, the rotation speed of the engine 10 and the rotation speed N of the engine 10 can be controlled._ESince the learning control means 152 changes the learning control of the shift line A or the shift line B when the engine is not controllable, the rotational speed N of the engine 10_EThe learning value of the shift line A or the shift line B corresponding to the control state is used.
[0082]
Further, according to the present embodiment, the learning control means 152 (S5, S8, S9) operates the rotating machines (motor generators MG1, MG2) by the engine rotation control means 146 (S4) to rotate the rotational speed N of the engine 10._ESince the engagement control value for engaging the hydraulic friction engagement device of the automatic transmission 16, that is, the oil pressure learning value of the engagement oil pressure value, is changed based on whether or not the engine can be controlled. 10 rotational speed N_E14, for example, as shown in FIG. 14, an oil pressure learning value of the engagement oil pressure value corresponding to the engine rotational speed decrease amount (1) to (5) by operating the rotating machines (motor generators MG 1, MG 2). For example, in the case of 2 → 3 upshift when the throttle opening is fully open, the learning value (P_B316To P_B356Or P_B216To P_B256) Is used.
[0083]
Further, according to the present embodiment, the learning control means 152 (S5, S8, S9) is the rotation speed N of the engine 10 controlled by the engine rotation control means 146 (S4)._ESince the hydraulic pressure value of the engagement hydraulic pressure value during the shift of the automatic transmission 16 is changed based on the decrease operation amount of the automatic transmission 16, the engine rotation control means 146 causes the rotation speed N of the engine 10 to change._EThe shift of the automatic transmission 16 according to the control state is promptly executed.
[0084]
Further, according to the present embodiment, the learning control means 152 (S5, S8, S9) is the rotation speed N of the engine 10 controlled by the engine rotation control means 146 (S4)._ESince the hydraulic pressure learning value of the engagement hydraulic pressure value used for the next shift of the automatic transmission 16 is learned and controlled based on the lowering operation amount, the engine rotation control means 146 performs the rotation speed N of the engine 10._EThe next shift of the automatic transmission 16 according to the control state is promptly executed.
[0085]
Further, according to this embodiment, the learning control means 152 (S5, S8, S9)_EThe actual engine speed at the start of the decrease_EMAXAnd target engine speed, for example, target maximum engine speed N_EMAX ^*Based on the rotational speed N of the engine 10_EThe engine rotation speed N_EThe gear shift is executed at a higher rotation.
[0086]
Further, according to this embodiment, the learning control means 152 (S5, S8, S9)_EBased on the rotational speed N of the engine 10_ELearning starting means for determining the starting point of the decrease in the engine speed, the learning control means 152 controls the engine speed N_EThe learning start control is suitably performed at the time when the decrease starts.
[0087]
Further, according to the present embodiment, the learning control means 152 (S5, S8, S9) is based on the speed of the vehicle and the rotational speed N of the engine 10 is determined._ELearning starting means for determining the starting point of the decrease of the engine 10, the learning control means 152 causes the rotational speed N of the engine 10 to be determined._EThe learning start control is performed at the time when the decrease starts.
[0088]
Further, according to the present embodiment, during the shift of the automatic transmission 16 when the accelerator or throttle is fully opened, the engine 10 is rotated by the engine rotation control means 146 (S4) to operate the rotating machine (motor generators MG1, MG2). Speed N_ECan be controlled by the learning control means 152 (S5)._ELearning start control is performed so that the engine speed N_EThe gear shift is executed at a higher rotation. As a result, the power performance of the engine is maximized within a range that does not enter the overspeed region, and the acceleration performance is improved.
[0089]
Further, according to the present embodiment, the learning control unit 152 (S5)_EEngine speed at the start of the decrease of the engine, for example, maximum engine speed N_EMAXAnd target engine speed, for example, target maximum engine speed N_EMAX ^*Based on the rotational speed N of the engine 10_EThe learning control means 152 controls the engine rotation speed N to_ESince the learning start control is suitably performed, the engine speed N_EThe gear shift is executed at a higher rotation.
[0090]
Further, according to the present embodiment, the learning control unit 152 (S5)_EIs, for example, a decrease command determination value N_EOVThe rotational speed N of the engine 10 based on reaching_EDecrease command determination value N that determines the starting point for determining the start point of decrease_EOVTherefore, the learning control means 152 causes the engine speed N to be controlled._EThe learning start control is suitably performed at the time when the decrease starts.
[0091]
Further, according to the present embodiment, the learning control means 152 (S5) determines the rotational speed N of the engine 10 based on the fact that the speed of the vehicle has reached the shift line B._ESince learning control is performed on the shift line B for determining the starting point for determining the start point of the decrease in the engine speed, the engine speed N_EThe learning start control is suitably performed at the time when the decrease starts.
[0092]
The learning control means 152 (S5)_EDelay time from the starting point to determine the start point_FBased on the rotational speed N of the engine 10_EIs determined by the learning control means 152 so that the engine speed N_EThe learning start control is suitably performed at the time when the decrease starts.
[0093]
Further, according to the present embodiment, the learning control unit 152 (S5)_EDelay time from the starting point to determine the start point_FTherefore, the learning control means 152 causes the engine speed N to be controlled._ESince the learning start control is suitably performed, the engine speed N_EThe gear shift is executed at a higher rotation.
[0094]
FIG. 20 is a motor-driven on-off valve that is another embodiment of the on-off control valve, and representatively shows an intake valve among intake valves and exhaust valves provided in the engine 10. In FIG. 20, the intake pipe 220 of the engine 10 is provided with a rotation shaft 222 in a direction orthogonal to the air flow direction in the intake pipe 220 so as to be rotatable around its axis. A disc-shaped intake valve 224 is fixed to the moving shaft 222. The pinion 230 fixed to the output shaft 228 of the electric motor 226 fixed to the intake pipe 220 of the engine 10 and the gear 232 fixed to the shaft end of the rotating shaft 222 are engaged with each other, whereby the intake valve 224 is driven to open and close by an electric motor 226 which is an electric actuator.
[0095]
As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.
[0096]
For example, in the above-described embodiment, the learning control unit 152 performs a shift by at least one of releasing and engaging the clutch C or the brake B that is the hydraulic friction engagement device of the automatic transmission 16 and Engine speed N by shifting_EFor example, after executing the learning control (S6 to S9) of the shift line A when the shift is executed only by at least one of the release and engagement of the clutch C or the brake B, the engine rotation control is performed. Its engine speed N by means 146 (S4)_EThe learning control (S3 to S5) of the shift line B in the case where control is possible may be executed. In this way, for example, the engine speed N during the shift control of the automatic transmission 16 by the shift control means 140._EWhen the shift is executed only by the hydraulic friction engagement device of the automatic transmission 16 by the learning control unit 152, learning control (S6 to S9) of the shift line A is executed. When the engagement hydraulic pressure value is_ESince the learning control is performed on the side where the blow of air is suppressed, the engine speed N after that_EThe learning control (S3 to S5) of the shift line B when the control is possible is stably executed.
[0097]
In the above-described embodiment, the learning control unit 152 performs a shift by at least one of releasing and engaging the clutch C or the brake B that is the hydraulic friction engagement device of the automatic transmission 16, and Engine speed N by shifting_EFor example, when learning control (S6 to S9) of the shift line A is executed when the shift is executed only by at least one of the release and engagement of the clutch C or the brake B, the automatic The learning control of the shift line A may be executed after the learning control of the engagement hydraulic pressure value for operating the hydraulic friction engagement device of the transmission 16 is executed. In this case, during the shift control of the automatic transmission 16 by the shift control means 140, for example, the engine speed N_EWhen the blow occurs, the learning control means 152 (hydraulic learning control means 154) causes the engagement hydraulic pressure value to be changed to the engine speed N._ESince the learning control of the shift line A is executed after the learning control is performed to the side where the blow of air is suppressed, stable learning control is executed.
[0098]
Further, the engine rotation speed N by the engine rotation control means 146 of the above-described embodiment is also described._EThe amount of decrease in control over the rotational speed N_EThe engine speed control unit 146 uses the engine rotation control means 146 to rotate the engine speed N._EIt is good also as the time which is changing.
[0099]
The engine 10 of the above-described embodiment includes the electromagnetically driven valves 28 and 29, and the intake valve 20 and the exhaust valve 22 are opened and closed by electromagnetic actuators 24 and 26. It is only necessary to provide a valve. In addition, a motor-driven on-off valve is shown as another embodiment of the on-off control valve, but instead of the electromagnetically driven valve or the motor-driven on-off valve, an intake valve and an exhaust valve are synchronized with the rotation of the crankshaft. A well-known valve operating mechanism that opens and closes the valve may be provided with a variable mechanism. For example, there are various types of valve mechanisms such as OHV type, OHC type, and DOHC type. For example, in the DOHC type, rotation of the crankshaft of the engine is performed by a crankshaft pulley, timing belt, camshaft pulley, camshaft. The intake valve or exhaust valve is driven to open and close via a rocker arm or valve lifter attached to the intake valve or exhaust valve. In this type of engine, the rocker arm or camshaft pulley is provided with a variable mechanism, and at least one camshaft is variable so that the timing of synchronization between the intake valve camshaft and the exhaust valve camshaft is variable. By installing a mechanism or changing (switching) the characteristics (profile shape) of the camshaft, the lift amount, opening angle or opening / closing timing of the valve can be changed, and the engine speed can be suitably changed by the engine itself. The
[0100]
Further, the engine 10 of the above-described embodiment is an internal combustion engine such as a gasoline engine or a diesel engine, and it is sufficient that at least the engine is provided as a driving power source for travel. The operating characteristics of at least one of the intake valve and the exhaust valve are sufficient. For example, an intake valve or exhaust valve such as the electromagnetically driven valves 28 and 29, or a vehicle not provided with the exhaust turbine supercharger 54 provided in the intake pipe 50 and the exhaust pipe 52 of the engine 10. The present invention can also be applied.
[0101]
In addition, at least one of the rotating machine, that is, the first motor generator MG1 and the second motor generator MG2 connected to the engine 10 of the above-described embodiment may be provided. It may be indirectly connected to the engine 10 via That is, it is only necessary that the rotating machine is operatively connected to the engine 10 so that the rotating machine can function as at least a generator.
[0102]
In the above-described embodiment, the case of the 2 → 3 up shift operation as the control operation of the automatic transmission 16 when the accelerator or the throttle is fully opened has been described, but the 1 → 2 up shift, 3 → 4 up shift, 4 → 5 It may be an upshift.
[0103]
In the above-described embodiment, the automatic transmission 16 is a forward five-speed transmission composed of a combination of three planetary gear units 40, 42, and 44. However, the hydraulic frictional engagement of the clutch C or the brake B is possible. As long as the transmission is of a type to which the device is engaged, the number of planetary gear units constituting the automatic transmission 16 may be different from three, or a forward six-speed transmission, It can be a forward four-speed transmission or the like. In addition, the automatic transmission 16 is continuously variable in a stepless manner to a transmission unit constituted by a clutch or brake hydraulic friction engagement device or a one-way clutch, for example, a sub-transmission such as forward / reverse switching or forward two-stage. It may be a combination of continuously variable transmissions that can be changed.
[0104]
In the above-described embodiment, the clutch C or the brake B that is an engagement element of the automatic transmission 16 is a hydraulic friction engagement device. However, an electromagnetic engagement device such as an electromagnetic clutch or a magnetic powder clutch is used. There may be. In this case, for example, the learning control means 152 learns and controls the engagement pressure value of the electromagnetic clutch, that is, the engagement control value.
[0105]
The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram illustrating a power transmission device for a hybrid vehicle to which the present invention is applied.
2 is a diagram showing a relationship between a combination of operations of a plurality of hydraulic friction engagement devices and a shift speed established thereby in the automatic transmission of FIG. 1; FIG.
3 is a schematic configuration diagram of a power transmission device of the hybrid vehicle in FIG. 1. FIG.
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 block diagram illustrating a main part of an input / output system of an electronic control device provided in the power transmission device of FIG. 1;
7 is a diagram showing a relationship between an engine throttle valve opening and an accelerator operation amount in the power transmission device of FIG. 1; FIG.
8 is a diagram for explaining a shift diagram used for shift control of the automatic transmission in the power transmission device of FIG. 1; 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 included in the electronic control device of FIG. 6;
12 is a time chart for explaining a shift control operation by switching an engagement pressure in clutch-to-clutch shift by the electronic control unit of FIG. 6;
13 is a shift line used when the first motor generator MG1 or the second motor generator MG2 used in the shift control operation of the electronic control device of FIG. 6 is operated to decrease or not to decrease the engine rotation speed. It is an example of setting.
14 is a diagram showing a pre-stored data map used by the hydraulic pressure learning control unit of FIG. 11, wherein (a) shows a learning correction value for learning correction of the engagement pressure of the release side hydraulic friction engagement device. The relationship used for determination is shown, and (b) shows the relationship used for determining a learning correction value for learning correction of the engagement pressure of the engagement side hydraulic friction engagement device.
15 is a diagram showing a pre-stored relationship used by the hydraulic pressure learning control unit of FIG. 11, and (a) and (b) are diagrams corresponding to (a) and (b) of FIG.
16 is a diagram showing a pre-stored data map used by the shift line learning control means of FIG. 11, and shows a relationship used for determining a learning correction value for learning correction of the shift line B shown in FIG. Show.
17 is a main part of the control operation of the electronic control unit of FIG. 6, that is, a 2 → 3 upshift when the accelerator is fully opened when the first motor generator MG1 or the second motor generator MG2 is operated to reduce the engine speed. It is a time chart which shows.
18 is a flowchart for explaining a main part of the control operation of the electronic control unit of FIG. 6, that is, a control operation in a 2 → 3 upshift when the throttle of the automatic transmission is fully opened.
FIG. 19 is a flowchart for explaining a main part of the control operation of the electronic control unit of FIG. 6, that is, a shift hydraulic pressure control in a 2 → 3 upshift when the throttle of the automatic transmission is fully opened.
FIG. 20 is a diagram illustrating a configuration of a motor-driven on-off valve that is an on-off control valve that functions as an intake valve and an exhaust valve in another embodiment of the present invention, with a part cut away.
[Explanation of symbols]
10: Engine
16: Automatic transmission
140: Shift control means
146: Engine rotation control means
148: Shift line changing means
152: Learning control means
MG1, MG2: Motor generator (rotating machine)

Claims (17)

An engine that operates by combustion of fuel, a rotating machine that is operatively connected to the engine and that operates as at least a generator, and an automatic transmission that performs shifting by at least one of releasing and engaging the engagement device A vehicle control device comprising:
Engine rotation control means for controlling the rotation speed of the engine by operating the rotating machine;
Shift control means for controlling the shift of the automatic transmission;
Whether a shift line used for shifting the automatic transmission when the accelerator or throttle is fully opened by the shift control means can be reduced by the engine rotation control means during the fully open upshift of the automatic transmission. a shift line change means to change based on whether, viewed including,
When the engine speed can be reduced during the fully open upshift of the automatic transmission by the engine rotation control means, the shift speed changing means is configured to change the engine speed during the fully open upshift of the automatic transmission. Compared with a case where the speed cannot be lowered , a vehicle control device using a shift line set at a higher vehicle speed side . An engine that operates by combustion of fuel, a rotating machine that is operatively connected to the engine and that operates as at least a generator, and an automatic transmission that performs shifting by at least one of releasing and engaging the engagement device A vehicle control device comprising:
Engine rotation control means for controlling the rotation speed of the engine by operating the rotating machine;
Shift control means for controlling the shift of the automatic transmission;
Learning control means for learning and controlling a shift-related parameter related to the shift of the automatic transmission when the accelerator or throttle is fully opened;
The learning control means, the Ri engine rotation controller der what rotational speed of the engine changes the learning control based on whether it can drop into the fully open upshift of the automatic transmission by, if not possible under low The learning-related parameters when the engine speed cannot be decreased are learned and controlled so that the engine rotational speed in the speed change process becomes a predetermined change, while the engine speed is determined from a predetermined relationship when the engine speed can be decreased. Learning a shift-related parameter set on the high vehicle speed side compared to a shift-related parameter when the decrease is not possible using a learning value determined on the basis of the operation amount for decreasing the rotational speed of the engine controlled by the control means control to control apparatus for a vehicle according to claim Rukoto. The learning control means determines whether the engine rotation control means automatically reduces the engine speed when the accelerator or throttle is fully open based on whether the engine speed can be reduced during the fully open upshift of the automatic transmission. all SANYO learning control variable speed line that is used to shifting of the transmission, if it is not possible under low if the maximum rotational speed of the engine in the speed change process is not possible under low to a predetermined target value Learning control of the shift line of the engine, and when the speed can be lowered, the lower the engine speed, the lower the operation amount, the higher the speed change line compared to the speed change line when the speed cannot be lowered. the vehicle control apparatus according to claim 2 you learning control shift lines set in the vehicle speed side. The learning control means engages and engages the engagement device of the automatic transmission based on whether or not the engine rotation speed can be reduced by the engine rotation control means during the fully open upshift of the automatic transmission. der which changes the learned value of the engaging control value Ri for the learning value of the engaging control value as blown or tie-up conditions occur in the speed change process is suppressed when not possible under low while changing the control apparatus for a vehicle according to claim 2 to change the learned value of the engaging control value to be larger the larger the reduction operation amount of the rotational speed of the engine, if possible under low. The learning control means changes the engagement control value during a shift of the automatic transmission such that the learning control means increases as the amount of operation for decreasing the engine speed controlled by the engine rotation control means increases. The vehicle control device according to claim 2. The learning control means learns the engagement control value used for the next shift of the automatic transmission so that the larger the operation amount for decreasing the engine rotation speed controlled by the engine rotation control means, the larger the operation amount. 3. The vehicle control device according to claim 2, wherein the learning control of the value is performed. The learning control means to match the engine rotational speed of the target the actual engine speed decreases at the start point of the rotational speed of said engine by subtracting a margin rotational speed from overspeed set in advance, the engine The vehicle control device according to claim 2, wherein learning control is performed at a time point when the rotation speed of the vehicle starts to decrease. The learning control means state, and are not learning control start point for determining the decrease start time of the rotational speed of the engine based on the rotational speed of the engine, the maximum rotational speed of a predetermined target of the engine in the speed change process the vehicle control apparatus according to claim 7 you learning control the origin to the delay a low compared with the value. The learning control means, said der which learning control an origin for determining the decrease start time of the rotational speed of the engine based on the speed of the vehicle is, the maximum rotational speed is a predetermined target value of the engine in the speed change process the vehicle control apparatus according to claim 7 you learning control the starting point to move to the lower if a high vehicle speed side as compared with. Learning control means for learning and controlling a shift-related parameter related to the shift of the automatic transmission when the accelerator or throttle is fully opened;
The learning control means uses the shift line used when shifting is performed by at least one of release and engagement of the engagement device of the automatic transmission, and the maximum rotational speed of the engine in the shifting process is a predetermined target. When the learning control is performed so as to be a value, the learning control is performed so that the blow control or the tie-up state generated in the shifting process is suppressed in order to engage the engagement device of the automatic transmission. And the shift line used when the engine speed can be reduced during the fully-up-up shift of the automatic transmission by the engine rotation control means at the next and subsequent shifts after learning control of the shift line. 2. The vehicle control device according to claim 1 , wherein learning control is performed so that the lower the engine rotation speed, the smaller the operation amount, the lower the vehicle speed . The learning control means uses the shift line used when shifting is performed by at least one of release and engagement of the engagement device of the automatic transmission and the maximum rotational speed of the engine in a shifting process is a predetermined target. When learning control is performed so as to be a value, the learning control is performed so that the blow control or the tie-up state generated in the shifting process is suppressed in the engagement control value for operating the engagement device of the automatic transmission. The vehicle control device according to claim 10, wherein the vehicle control device is executed at the time of the next and subsequent shifts after being performed. An engine that operates by combustion of fuel, a rotating machine that is operatively connected to the engine and that operates as at least a generator, and an automatic transmission that performs shifting by at least one of releasing and engaging the engagement device A vehicle control device comprising:
Engine rotation control means for controlling the rotation speed of the engine by operating the rotating machine;
Shift control means for controlling the shift of the automatic transmission;
Learning control means for learning and controlling a shift-related parameter related to the shift of the automatic transmission when the accelerator or throttle is fully opened;
The learning control means, wherein when the rotational speed of the engine by the previous SL engine rotation control means Te accelerator or fully open upshift in odor of the automatic transmission when the throttle is fully open as possible decrease the rotational speed of the engine A vehicle control apparatus that performs learning control of a decrease start point of the engine speed so that the engine speed can be increased within a range that does not fall within a preset overspeed area . The learning control means is configured so that the actual engine rotation speed at the start of the decrease in the engine rotation speed matches a target engine rotation speed obtained by subtracting a surplus rotation speed from a preset overspeed . The vehicle control device according to claim 12, wherein learning control is performed for a time point at which the rotational speed starts to decrease. The learning control means state, and are not learning control start point for determining the decrease start time of the rotational speed of the engine based on the rotational speed of the engine, the maximum rotational speed of the engine in the shift process of the target the vehicle control apparatus according to claim 13 you learning control the origin to the delay a low as compared with the engine rotational speed. The learning control means state, and are not learning control start point for determining the decrease start time of the rotational speed of the engine based on the speed of the vehicle, the engine maximum revolution speed of the engine in the shift process of the target control device for the vehicle according to claim 13 the origin you learning control so as to move as compared to the rotational speed to lower if a high vehicle speed side. Claim the learning control means is to determine the reduction start of the rotational speed of the engine after the lapse of only a starting point or al delay time for determining the reduction start of the rotation speed as a new starting point of the engine 13 vehicle control devices. The learning control means state, and are not learning control before Kioso extended time, the delay time so that the maximum rotational speed of the engine is prolonged if lower as compared to the engine rotational speed of the target in the speed change process the vehicle control apparatus according to claim 16 you learning control.

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