JP4976441B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a control device for a vehicle that controls a line pressure that is a source pressure of a working hydraulic pressure that fastens or releases a driving system frictional engagement element applied to the vehicle.

  Conventionally, the line pressure, which is the source pressure of the hydraulic pressure for engaging or releasing the clutch or brake of the automatic transmission, is as small as possible within the range in which the clutch or brake does not slip depending on the operating state of the automatic transmission. Is controlled. For this reason, a vehicle control device that increases and corrects the line pressure based on the slip amount when a slip occurs in the clutch is known (see, for example, Patent Document 1).

JP 2007-15679 A

  By the way, in the conventional vehicle control device, it is not determined whether the clutch slip has occurred due to insufficient line pressure or whether the command pressure to the clutch has shifted due to the actual pressure, If slip occurs in the clutch, the line pressure is corrected to increase. For this reason, in the case of a slip that is not caused by insufficient line pressure, the line pressure is unnecessarily increased, and there is a concern that pump loss increases and fuel consumption deteriorates.

  The present invention has been made paying attention to the above problem, and it is possible to prevent the line pressure from being increased and corrected when slip fastening does not occur due to insufficient line pressure, thereby preventing deterioration in fuel consumption. The purpose is to provide.

  In order to achieve the above object, in the present invention, the friction that is provided on the power transmission path between the traveling drive source and the drive wheels and that switches between the engaged / released state by controlling the operating hydraulic pressure using the line pressure as the original pressure. In a vehicle control device comprising a minimum line pressure setting means for setting the line pressure to a necessary minimum value in accordance with a driving state of the vehicle having a fastening element, the minimum line pressure setting means includes the friction engagement element. Slip detecting means for detecting the slip engagement state of the friction engagement element, and instruction pressure learning correction means for suppressing the slip engagement state by learning and correcting the instruction pressure of the hydraulic pressure when the slip engagement state of the friction engagement element is detected. And a command pressure learning correction convergence determination unit that determines that the learning correction of the hydraulic pressure by the command pressure learning correction unit has converged, and a slip engagement state of the friction engagement element is detected. When it is determined that the learning correction of the working oil pressure has converged, a line pressure learning correction unit that learns and corrects the line pressure is provided.

  Therefore, in the vehicle control apparatus of the present invention, when the slip engagement state of the friction engagement element is detected by the slip detection means, the instruction pressure of the operating hydraulic pressure is learned and corrected by the instruction pressure learning correction means, and the slip engagement state is detected. Is suppressed, and when the slip engagement state of the friction engagement element is detected by the slip detection means, if the command pressure learning correction has converged, the line pressure learning correction means corrects the line pressure.

  That is, when slip engagement of the friction engagement element occurs, first, slip engagement is suppressed by learning correction of the instruction pressure of the hydraulic pressure, and even if learning correction of the instruction pressure of the hydraulic pressure converges, slip engagement of the friction engagement element occurs. If it is determined that the line pressure is insufficient, the line pressure is learned and corrected to suppress slip engagement.

  Therefore, it is determined whether slip engagement of the frictional engagement element has occurred due to insufficient line pressure or whether it has occurred due to variation between the command pressure to the working hydraulic pressure and the actual pressure, and then the line pressure learning correction is executed. be able to. As a result, it is possible to prevent the line pressure from being increased and corrected when slip engagement occurs without causing the line pressure to be insufficient, thereby preventing deterioration in fuel consumption.

1 is an overall system diagram showing an FR hybrid vehicle (an example of an electric vehicle) by rear wheel drive to which a vehicle control device of Embodiment 1 is applied. It is a control block diagram which shows the arithmetic processing performed with the integrated controller of FR hybrid vehicle to which the vehicle control apparatus of Example 1 was applied. It is a figure which shows the EV-HEV selection map used when performing the mode selection process in the integrated controller of FR hybrid vehicle to which the vehicle control apparatus of Example 1 is applied. It is a figure which shows the target charging / discharging amount map used when performing battery charge control with the integrated controller of FR hybrid vehicle to which the vehicle control apparatus of Example 1 was applied. 1 is a skeleton diagram showing an example of an automatic transmission AT mounted in an FR hybrid vehicle to which a vehicle control device of Embodiment 1 is applied. 3 is a fastening operation table showing a fastening state of each frictional engagement element for each shift stage in an automatic transmission AT mounted on an FR hybrid vehicle to which the vehicle control device of the first embodiment is applied. It is a flowchart which shows the flow of the minimum line pressure setting process (minimum line pressure setting means) performed with the control apparatus of the vehicle of Example 1. FIG. It is a map which shows the relationship between a clutch input torque correction amount and a line pressure correction amount. In the vehicle control apparatus of Example 1, it is the time chart which shows the line pressure characteristic figure at the time of the idling of the traveling drive source before line pressure learning correction | amendment, and clutch input rotation speed, clutch input torque, and actual transmission torque. In the vehicle control apparatus of Example 1, it is the time chart which shows the line pressure characteristic figure at the time of the idling of the travel drive source after instruction pressure learning correction convergence, and clutch input rotation speed, clutch input torque, and actual transmission torque. . In the vehicle control apparatus of Example 1, it is the time chart which shows the line pressure characteristic figure after line pressure learning correction | amendment, and clutch input rotation speed, clutch input torque, and actual transmission torque.

  Hereinafter, the best mode for realizing a vehicle control apparatus of the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram showing a rear-wheel drive FR hybrid vehicle (an example of a vehicle) to which the vehicle control device of the first embodiment is applied.

  As shown in FIG. 1, the drive system of the FR hybrid vehicle in the first embodiment includes an engine Eng, a flywheel FW, a first clutch CL1, a motor / generator (motor) MG, a second clutch CL2, and an automatic The transmission AT, the propeller shaft PS, the differential DF, the left drive shaft DSL, the right drive shaft DSR, the left rear wheel RL, and the right rear wheel RR are included. Note that FL is the left front wheel and FR is the right front wheel.

  The engine Eng is a travel drive source composed of a gasoline engine or a diesel engine. Based on an engine control command from the engine controller 1, engine start control, engine stop control, throttle valve opening control, fuel cut control, etc. Is done. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine Eng and the motor / generator MG, and is generated by the first clutch hydraulic unit 6 based on a first clutch control command from the first clutch controller 5. Engagement / slip engagement (half-clutch state) / release is controlled by the first clutch control oil pressure. As the first clutch CL1, for example, a normally closed dry type in which a complete engagement is maintained by an urging force of a diaphragm spring and a stroke control using a hydraulic actuator 14 having a piston 14a is controlled from a slip engagement to a complete release. A single plate clutch is used.

  The motor / generator MG is a traveling drive source composed of a synchronous motor / generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and is driven by an inverter 3 based on a control command from the motor controller 2. Controlled by applying the created three-phase alternating current. The motor / generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (hereinafter, this operation state is referred to as “powering”), and the rotor is driven from the engine Eng or the drive wheel. When receiving rotational energy, it functions as a generator that generates electromotive force at both ends of the stator coil, and can also charge the battery 4 (hereinafter, this operation state is referred to as “regeneration”). Note that the rotor of the motor / generator MG is connected to the transmission input shaft of the automatic transmission AT via a damper.

  The second clutch CL2 is provided on the power transmission path between the motor / generator MG and the left and right rear wheels RL, RR, and the engaged / released state is switched by controlling the operating hydraulic pressure using the line pressure as a source pressure. It is a friction fastening element. The control of the engagement / slip engagement / release state of the second clutch CL2 is performed by the control hydraulic pressure generated by the second clutch hydraulic unit 8 based on the second clutch control command from the AT controller 7. As the second clutch CL2, for example, a normally open wet multi-plate clutch or wet multi-plate brake capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used. Here, each shift stage of the automatic transmission AT is used. Any of the plurality of frictional engagement elements that are fastened at the time corresponds to.

  The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are built in an AT hydraulic control valve unit CVU attached to the automatic transmission AT.

  The AT hydraulic control valve unit CVU supplies hydraulic oil to the second clutch CL2 and the like, and controls the hydraulic pressure supplied from the hydraulic pressure (line pressure) supplied from an oil pump (not shown) as a source pressure. Here, the line pressure is regulated by controlling the solenoid valve 7 a by the AT controller 7.

  The automatic transmission AT is, for example, a stepped transmission that automatically switches stepped speeds such as forward 7 speed / reverse speed 1 according to vehicle speed, accelerator opening, etc., and the second clutch CL2 Is not newly added as a dedicated clutch, but selects the most suitable clutch or brake to be placed in the torque (power) transmission path among the multiple friction engagement elements that are engaged at each gear stage of the automatic transmission AT is doing. The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

  The hybrid drive system of the first embodiment includes an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), and a drive torque control travel mode (hereinafter referred to as “ It has a driving mode such as “WSC mode”.

  The “EV mode” is a mode in which the first clutch CL1 is disengaged and the vehicle travels only with the power of the motor / generator MG. That is, this is a mode in which only the motor / generator MG is used as a driving source. The “HEV mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels in any of the motor assist travel mode, travel power generation mode, and engine travel mode. That is, this is a mode in which the travel drive source includes at least the engine Eng. The "WSC mode" is used to control the rotational speed of the motor / generator MG when P, N → D select starts from the "HEV mode" or when the D range starts from the "EV mode" or "HEV mode". This mode maintains the slip engagement state of the second clutch CL2 and starts while controlling the clutch torque capacity so that the transmission torque passing through the second clutch CL2 becomes the required drive torque determined according to the vehicle state and driver operation. It is. “WSC” is an abbreviation for “Wet Start clutch”.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the control system of the FR hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. And an AT controller 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can mutually exchange information. ing.

  The engine controller 1 inputs engine speed information from the engine speed sensor 12, a target engine torque command from the integrated controller 10, and other necessary information. Then, a command for controlling the engine operating point (Ne, Te) is output to the throttle valve actuator or the like of the engine Eng.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor / generator MG, a target MG torque command and a target MG rotational speed command from the integrated controller 10, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of the motor / generator MG is output to the inverter 3. The motor controller 2 monitors the battery SOC representing the charge capacity of the battery 4, and this battery SOC information is used as control information for the motor / generator MG and is integrated via the CAN communication line 11. 10 is supplied.

  The first clutch controller 5 inputs sensor information from the first clutch stroke sensor 15 that detects the stroke position of the piston 14a of the hydraulic actuator 14, a target CL1 torque command from the integrated controller 10, and other necessary information. . Then, a command for controlling engagement / slip engagement / release of the first clutch CL1 is output to the first clutch hydraulic unit 6 in the AT hydraulic control valve unit CVU.

  The AT controller 7 inputs information from an accelerator opening sensor 16, a vehicle speed sensor 17, and other sensors 18 (transmission input rotation speed sensor, inhibitor switch, etc.). Then, when driving with the D range selected, a control command for obtaining the searched gear position is searched for the optimum gear position based on the position where the operating point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map. Output to AT hydraulic control valve unit CVU. The shift map is a map in which an upshift line and a downshift line are written according to the accelerator opening and the vehicle speed. In addition to the above automatic shift control, when a target CL2 torque command is input from the integrated controller 10, a command for controlling slip engagement of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve unit CVU. Second clutch control is performed. Further, when a shift control change command is output from the integrated controller 10, a shift control according to the shift control change command is performed instead of the normal shift control.

  The brake controller 9 inputs a wheel speed sensor 19 for detecting the wheel speeds of the four wheels, sensor information from the brake stroke sensor 20, a regenerative cooperative control command from the integrated controller 10, and other necessary information. And, for example, at the time of brake depression, if the regenerative braking force is insufficient with respect to the required braking force required from the brake stroke BS, the shortage is compensated with mechanical braking force (hydraulic braking force or motor braking force) Regenerative cooperative brake control is performed.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The motor rotation number sensor 21 for detecting the motor rotation number Nm and other sensors and switches 22 Necessary information and information via the CAN communication line 11 are input. The target engine torque command to the engine controller 1, the target MG torque command and the target MG speed command to the motor controller 2, the target CL1 torque command to the first clutch controller 5, the target CL2 torque command to the AT controller 7, and the brake controller 9 Regenerative cooperative control command is output.

  FIG. 2 is a control block diagram illustrating calculation processing executed by the integrated controller 10 of the FR hybrid vehicle to which the vehicle control device of the first embodiment is applied. FIG. 3 is a diagram illustrating an EV-HEV selection map used when mode selection processing is performed in the integrated controller 10 of the FR hybrid vehicle to which the vehicle control device of the first embodiment is applied. FIG. 4 is a diagram illustrating a target charge / discharge amount map used when battery charge control is performed by the integrated controller 10 of the FR hybrid vehicle to which the vehicle control device of the first embodiment is applied. Hereinafter, based on FIGS. 2-4, the arithmetic processing performed in the integrated controller 10 of Example 1 is demonstrated.

  As shown in FIG. 2, the integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, and an operating point command unit 400.

  The target driving force calculation unit 100 calculates a target driving force tFoO from the accelerator opening APO and the vehicle speed VSP using the target driving force map.

  The mode selection unit 200 uses the EV-HEV selection map shown in FIG. 3 to select “EV mode” or “HEV mode” as the target travel mode from the accelerator opening APO and the vehicle speed VSP. However, if the battery SOC is equal to or lower than the predetermined value, the “HEV mode” is forcibly set as the target travel mode. Further, at the time of P, N → D selection start from the “HEV mode”, the “WSC mode” is selected as the target travel mode until the vehicle speed VSP reaches the first set vehicle speed VSP1.

  The target charge / discharge calculation unit 300 calculates the target charge / discharge power tP from the battery SOC using the target charge / discharge amount map shown in FIG.

  In the operating point command unit 400, based on input information such as the accelerator opening APO, the target driving force tFoO, the target travel mode, the vehicle speed VSP, the target charge / discharge power tP, etc., the target engine torque is set as the operating point reaching target. And target MG torque, target MG rotation speed, target CL1 torque, and target CL2 torque. Then, the target engine torque command, the target MG torque command, the target MG rotational speed command, the target CL1 torque command, and the target CL2 torque command are output to the controllers 1, 2, 5, and 7 via the CAN communication line 11.

  FIG. 5 is a skeleton diagram illustrating an example of an automatic transmission AT mounted on an FR hybrid vehicle to which the vehicle control device of the first embodiment is applied.

  The automatic transmission AT is a stepped automatic transmission with 7 forward speeds and 1 reverse speed, and driving force from at least one of the engine Eng and the motor generator MG is input from the transmission input shaft Input, The rotational speed is changed by the planetary gear and the seven frictional engagement elements, and is output from the transmission output shaft Output. Next, a transmission gear mechanism between the transmission input shaft Input and the transmission output shaft Output will be described.

  The first planetary gear set GS1, the third planetary gear G3, and the fourth planetary gear G4 by the first planetary gear G1 and the second planetary gear G2 are sequentially arranged on the shaft from the transmission input shaft Input side to the transmission output shaft Output side. The second planetary gear set GS2 by is arranged. Further, a first clutch C1, a second clutch C2, a third clutch C3, a first brake B1, a second brake B2, a third brake B3, and a fourth brake B4 are arranged as friction engagement elements. Further, a first one-way clutch F1 and a second one-way clutch F2 are arranged.

  The first planetary gear G1 is a single pinion planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 that meshes with both gears S1, R1. .

  The second planetary gear G2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 that supports a second pinion P2 meshing with both gears S2 and R2. .

  The third planetary gear G3 is a single pinion planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 that supports a third pinion P3 that meshes with both gears S3 and R3. .

  The fourth planetary gear G4 is a single pinion planetary gear having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports a fourth pinion P4 meshing with both the gears S4 and R4. .

  The transmission input shaft Input is connected to the second ring gear R2 and inputs rotational driving force from at least one of the engine Eng and the motor generator MG. The transmission output shaft Output is connected to the third carrier PC3 and transmits the output rotational driving force to the driving wheels (left and right rear wheels RL, RR) via a final gear or the like.

  The first ring gear R1, the second carrier PC2, and the fourth ring gear R4 are integrally connected by a first connecting member M1. The third ring gear R3 and the fourth carrier PC4 are integrally connected by a second connecting member M2. The first sun gear S1 and the second sun gear S2 are integrally connected by a third connecting member M3.

  The first planetary gear set GS1 includes four rotating elements by connecting the first planetary gear G1 and the second planetary gear G2 with the first connecting member M1 and the third connecting member M3. Is done. Further, the second planetary gear set GS2 is configured to have five rotating elements by connecting the third planetary gear G3 and the fourth planetary gear G4 by the second connecting member M2.

  In the first planetary gear set GS1, torque is input to the second ring gear R2 from the transmission input shaft Input, and the input torque is output to the second planetary gear set GS2 via the first connecting member M1. In the second planetary gear set GS2, torque is directly input to the second connecting member M2 from the transmission input shaft Input, and is also input to the fourth ring gear R4 via the first connecting member M1. Is output from the third carrier PC3 to the transmission output shaft Output.

  The first clutch C1 (input clutch I / C) is a clutch that selectively connects and disconnects the transmission input shaft Input and the second connecting member M2. The second clutch C2 (direct clutch D / C) is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4. The third clutch C3 (H & LR clutch H & LR / C) is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4.

  The second one-way clutch F2 is disposed between the third sun gear S3 and the fourth sun gear S4. Thereby, the third clutch C3 is released, and when the rotational speed of the fourth sun gear S4 is higher than that of the third sun gear S3, the third sun gear S3 and the fourth sun gear S4 generate independent rotational speeds. Therefore, the third planetary gear G3 and the fourth planetary gear G4 are connected via the second connecting member M2, and each planetary gear achieves an independent gear ratio.

  The first brake B1 (front brake Fr / B) is a brake that selectively stops the rotation of the first carrier PC1 with respect to the transmission case Case. The first one-way clutch F1 is disposed in parallel with the first brake B1. The second brake B2 (low brake LOW / B) is a brake that selectively stops the rotation of the third sun gear S3 with respect to the transmission case Case. The third brake B3 (2346 brake 2346 / B) is a brake that selectively stops the rotation of the third connecting member M3 that connects the first sun gear S1 and the second sun gear S2 with respect to the transmission case Case. The fourth brake B4 (reverse brake R / B) is a brake that selectively stops the rotation of the fourth carrier PC4 with respect to the transmission case Case.

  FIG. 6 is a fastening operation table showing a fastening state of each frictional engagement element for each shift stage in the automatic transmission AT mounted on the FR hybrid vehicle to which the vehicle control device of the first embodiment is applied. In FIG. 6, ◯ indicates that the friction engagement element is in an engaged state, (◯) indicates that the friction engagement element is in an engagement state at least when the engine brake is operated, and no mark indicates the friction engagement. Indicates that the element is in a released state.

  Of each frictional engagement element provided in the transmission gear mechanism configured as described above, one of the frictional engagement elements that have been engaged is released, and one of the released frictional engagement elements is engaged. By doing so, it is possible to realize a first reverse speed with seven forward speeds as described below.

  That is, in the “first speed”, only the second brake B2 is engaged, and thereby the first one-way clutch F1 and the second one-way clutch F2 are engaged. In “second speed”, the second brake B2 and the third brake B3 are engaged, and the second one-way clutch F2 is engaged. In “third speed”, the second brake B2, the third brake B3, and the second clutch C2 are engaged, and the first one-way clutch F1 and the second one-way clutch F2 are not engaged. In “fourth speed”, the third brake B3, the second clutch C2, and the third clutch C3 are engaged. In "5th gear", the first clutch C1, the second clutch C2, and the third clutch C3 are engaged. In “6th speed”, the third brake B3, the first clutch C1, and the third clutch C3 are engaged. In “7th speed”, the first brake B1, the first clutch C1, and the third clutch C3 are engaged, and the first one-way clutch F1 is engaged. In “reverse speed”, the fourth brake B4, the first brake B1, and the third clutch C3 are engaged.

  Here, as the second clutch CL2 shown in FIG. 1, a friction engagement element that is engaged at each shift speed can be selected. For example, the second brake B2, “1st speed to 3rd speed”, “ The second clutch C2 is used at the "4th speed", the third clutch C3 is used at the "5th speed", and the first clutch C1 is used at the "6th and 7th speed".

  FIG. 7 is a flowchart showing the flow of line pressure correction processing executed by the vehicle control apparatus of Embodiment 1 (minimum line pressure setting means). Hereinafter, each step of the flowchart shown in FIG. 7 will be described.

  In step S1, it is determined whether or not air blowing has occurred in the travel drive source (engine Eng or motor / generator MG). If YES (air blowing has occurred), the process proceeds to step S2, and NO (no air blowing has occurred). In step S1, step S1 is repeated. Here, the determination of the presence or absence of the occurrence of air blow is made based on whether or not the input rotational speed Nin to the second clutch CL2, that is, the rotational speed of the transmission input shaft input of the automatic transmission AT exceeds the target rotational speed. If the input rotational speed Nin exceeds the target rotational speed, it is determined that the drive source rotational speed has increased excessively and air blow occurs.

  When the input rotational speed Nin to the second clutch CL2 exceeds the target rotational speed, it can be determined that the input rotational speed Nin is higher than the output rotational speed Nout from the second clutch CL2, and the second clutch CL2 Then, differential rotation occurs and a so-called slip fastening state is established. Therefore, this step S1 corresponds to a slip detection means for detecting the slip engagement state of the friction engagement element.

  In the in-gear μ-slip control or WSC mode, when the second clutch CL2 slips more than a predetermined slip amount, that is, the input rotational speed Nin causes the second clutch CL2 to be in a predetermined slip state. When the set value is exceeded, it is determined that an air blow has occurred. Here, the μ slip control means that when the automatic transmission AT is in the first speed stage or the second speed stage in the EV mode, the slip engagement state of the second clutch CL2 is maintained by the rotational speed control of the motor / generator MG. In this control, the clutch torque capacity is controlled so that the transmission torque passing through the clutch CL2 becomes the required drive torque.

  Further, when the automatic transmission AT shifts, even when there is a divergence between the target transmission torque passing through the second clutch CL2 and the actual transmission torque, the rotational speed control of the motor / generator MG is executed in the inertia phase. The input shock to the second clutch CL2 is reduced to adjust the input rotation speed Nin to the target rotation speed, thereby mitigating the shift shock. For this reason, even when the automatic transmission AT shifts, if the second clutch CL2 slips more than a predetermined slip amount, that is, the input rotational speed Nin is set to bring the second clutch CL2 into a predetermined slip state. When the value is exceeded, it is determined that an air blow has occurred.

  In step S2, following the determination of the occurrence of idling in step S1, it is determined whether or not the previously stored learning correction count N of the actual transmission torque Tc in the second clutch CL2 is less than the threshold value N1, YES If it is (less than the threshold value), the process proceeds to step S3. If NO (more than the threshold value), the process proceeds to step S5. Here, if the learning correction count N reaches the threshold value N1, it is considered that the transfer torque learning correction has converged. Therefore, this step S2 is a command pressure learning correction convergence determining means for determining that the learning correction of the hydraulic pressure has converged. Equivalent to.

  In step S3, the learning correction of the actual transmission torque Tc in the second clutch CL2 is executed following the determination that the number of learning corrections N in step S2 is less than the threshold value N1. Here, the learning correction of the actual transmission torque Tc is to adjust the actual transmission torque Tc by adjusting the command pressure of the hydraulic pressure of the second clutch CL2 so as to suppress the slip engagement state of the second clutch CL2. It is. That is, the learning correction is executed by raising the target transmission torque of the second clutch CL2 and following the actual transmission torque Tc. The learning correction amount (correction amount of the actual transmission torque Tc) is set based on the difference ΔTc between the target transmission torque and the actual transmission torque Tc. The target transmission torque is raised by adding the difference ΔTc to the current target transmission torque to obtain a new target transmission torque.

  At this time, the target transmission torque is set by the command pressure to the second clutch CL2, and the actual transmission torque Tc is determined by the actual pressure in the second clutch CL2. In other words, the learning correction of the actual transmission torque Tc is performed by correcting the command pressure to the second clutch CL2 as described above. Therefore, this step S3 learns and corrects the command pressure of the hydraulic pressure of the second clutch CL2. This corresponds to the command pressure learning correction means for suppressing the slip engagement state of the second clutch CL2.

  Note that the μ-slip control during the in-gear and the learning correction in the WSC mode are executed by correcting the actual transmission torque Tc so as to suppress the slip that exceeds the preset slip amount. Further, by correcting the learning of the piston stroke of the second clutch CL2 at the time of shifting, the difference ΔTc between the target transmission torque and the actual transmission torque Tc is corrected, and the learning correction of the actual transmission torque Tc in the second clutch CL2 is executed. May be. Further, the learning correction result of the actual transmission torque Tc at the time of shifting can be reflected on the instructed hydraulic pressure during in-gear.

  In step S4, 1 is added to the clutch transmission torque learning correction number N to obtain a new learning correction number N, and the process proceeds to the end. The new learning correction number N is stored in the memory of the integrated controller 10 or the like.

  In step S5, following the determination that the learning correction count N in step S2 is greater than or equal to the threshold value N1, the driving drive source is blown even if the learning correction of the actual transmission torque Tc has converged. It is determined that the pressure is insufficient, and the process proceeds to step S6. That is, in this step S5, if the difference ΔTc between the target transmission torque and the actual transmission torque Tc does not become small even if the transmission torque learning correction count N exceeds the threshold value N1, the second is because the line pressure PL is insufficient. Even if the indicated pressure of the clutch CL2 is increased, it is considered that the actual pressure does not increase and the difference ΔTc cannot be suppressed. In step S9, which will be described later, the line pressure PL is corrected.

  In step S6, following the determination that the line pressure is insufficient in step S5, the clutch transmission torque correction insufficient amount is calculated, and the process proceeds to step S7. Here, the clutch transmission torque correction deficiency is a difference ΔTc between the target transmission torque and the actual transmission torque Tc that occurs even when the transmission torque learning correction count N exceeds the threshold value N1. This difference ΔTc is calculated by subtracting the actual transmission torque Tc from the target transmission torque when the transmission torque learning correction convergence is considered, that is, when the number N of transmission torque learning corrections reaches the threshold value N1.

  In step S7, the line pressure correction amount ΔPL is calculated, and the process proceeds to step S8. Here, the line pressure correction amount ΔPL is the difference between the clutch transmission torque correction insufficient amount ⇔ line pressure correction amount conversion map shown in FIG. 8 and the difference ΔTc between the target transmission torque and the actual transmission torque calculated in step S6 (clutch transmission torque correction). And a calculation based on a search. It should be noted that the correlation between the difference ΔTc between the target transmission torque and the actual transmission torque, which is the clutch transmission torque correction deficiency, and the line pressure correction amount ΔPL are set in advance.

  In step S8, it is determined whether or not learning correction of the line pressure is permitted. If YES (permitted), the process proceeds to step S9. If NO (prohibited), the process proceeds to the end. In an excessive region such as when the accelerator is depressed, the torque / hydraulic response is affected, making it difficult to perform correction as calculated. Therefore, the learning correction of the line pressure needs to be executed only in a region where the clutch input torque Tin is small or a region where the change amount of the clutch input torque Tin is small. Accordingly, the learning correction permission determination in step S8 is determined based on whether or not the clutch input torque Tin is less than a predetermined value or whether or not the amount of change in the clutch input torque Tin is less than a predetermined value. When the clutch input torque Tin is greater than or equal to a predetermined value, or when the amount of change in the clutch input torque Tin is greater than or equal to a predetermined value, learning correction is prohibited and line pressure learning correction is not executed.

  In step S9, following the determination that learning correction is permitted in step S8, the current line pressure PL is corrected by the line pressure correction amount ΔPL calculated in step S7, and the process proceeds to the end. Here, in steps S5 to S9, when it is determined in step S2 that the learning correction of the hydraulic pressure has converged when the slip engagement state of the second clutch CL2 is detected in step S1, the line pressure is learned and corrected. This corresponds to the line pressure learning correction means.

Next, the operation will be described.
The line pressure learning correction operation in the vehicle control apparatus of the first embodiment will be described.

[Line pressure learning control action]
FIG. 9 is a time chart showing the line pressure characteristic diagram at the time of idling of the travel drive source before the line pressure learning correction, and the clutch input rotation speed, clutch input torque, and actual transmission torque in the vehicle control apparatus of the first embodiment. It is. FIG. 10 shows a line pressure characteristic diagram at the time of occurrence of idling of the travel drive source after convergence of the command pressure learning correction, and time indicating clutch input rotation speed, clutch input torque, and actual transmission torque in the vehicle control apparatus of the first embodiment. It is a chart. FIG. 11 is a time chart showing the line pressure characteristic after the line pressure learning correction and the clutch input rotation speed, the clutch input torque, and the actual transmission torque in the vehicle control apparatus of the first embodiment. In the figure, “clutch” means the second clutch CL2.

  As shown in FIG. 9, when the input rotational speed Nin to the second clutch CL2 exceeds the target rotational speed at time t1, the process proceeds from step S1 to step S2, and the clutch transmission torque correction count N is less than the threshold value N1. If there is, the routine proceeds to step S3, where learning correction of the clutch transmission torque Tc is executed. As a result, the target transmission torque is increased at time t1, and the actual transmission torque Tc gradually increases following the increased target transmission torque. Further, when the input rotational speed Nin to the second clutch CL2 exceeds the target rotational speed at time t1, the clutch input torque Tin is reduced to suppress the increase of the input rotational speed Nin, that is, the idling of the travel drive source. To do.

  If the input rotation speed Nin coincides with the target rotation speed as the actual transmission torque Tc increases at the time t2, the actual transmission torque Tc is maintained in a raised state and the clutch input torque Tin decreased at the time t1. Is raised to a level before time t1. Since the actual transmission torque Tc is increased, the driving drive source is not blown even if the clutch input torque Tin is not reduced. Then, the process proceeds to step S4, and 1 is added to the clutch transmission torque correction number N.

  Next, as shown in FIG. 10, when the input rotational speed Nin to the second clutch CL2 again exceeds the target rotational speed at time t3 and the second clutch CL2 is blown, the process proceeds from step S1 to step S2. If the clutch transmission torque correction count N is less than the threshold value N1, the routine proceeds to step S3, where learning correction of the clutch transmission torque Tc is executed, the target transmission torque is increased at time t3, and the increased target transmission torque. Following this, the actual transmission torque Tc gradually increases. Further, when the input rotational speed Nin to the second clutch CL2 exceeds the target rotational speed at the time t3, the clutch input torque Tin is reduced to suppress the increase of the input rotational speed Nin, that is, the idling of the travel drive source. To do.

  If the clutch transmission torque correction count N becomes equal to or greater than the threshold value N1 at time t4, it is considered that the working hydraulic pressure learning correction has converged in step S2, and the process proceeds to step S5. Even if it is considered that the transmission torque learning correction has converged, it is determined that the line pressure is insufficient due to the occurrence of air blowing, and the learning correction of the actual transmission torque Tc is saturated (the actual transmission torque Tc is further increased). The actual transmission torque Tc is held in a state where it cannot follow the target transmission torque. On the other hand, the clutch input torque Tin is maintained in a state (reduced state) at time t4 in order to suppress an increase in the input rotational speed Nin.

  Further, in the flowchart shown in FIG. 7, the process proceeds from step S5 to step S6 to step S7, and the difference ΔTc between the target transmission torque and the actual transmission torque Tc at time t4 is calculated, and the clutch transmission torque correction that is this difference ΔTc is calculated. The line pressure correction amount ΔPL is obtained based on the shortage amount and the conversion map shown in FIG.

  If it is determined in step S8 that learning correction is possible, the process proceeds to step S9, and as shown in FIG. 11, the line pressure correction amount is compared with the line pressure before learning correction (indicated by a broken line in FIG. 11). The line pressure is corrected by ΔPL (shown by a solid line in FIG. 11), and a new line pressure map is set.

  Thereby, since the line pressure PL is sufficiently secured, as shown in FIG. 11, the input rotational speed Nin of the second clutch CL2 does not exceed the target rotational speed, and the running drive source is not blown. . Further, since the running drive source is not blown, it is not necessary to reduce the input torque Tin to the second clutch CL2, and the input torque Tin can be kept constant. Further, by correcting the line pressure PL, a sufficient line pressure PL is ensured, and the actual transmission torque Tc can be increased by an insufficient amount of clutch transmission torque correction, and can be corrected following the target transmission torque.

  Thus, when the slip engagement state of the second clutch CL2 is detected in step S1, if the learning correction of the working oil pressure is not considered to have converged in step S2, the instruction pressure of the working oil pressure is learned and corrected in step S3. Thus, the slip engagement state of the second clutch CL2 is suppressed.

  On the other hand, when the slip engagement state of the second clutch CL2 is detected in step S1, if it is considered that the learning correction of the hydraulic pressure has converged in step S2, it is determined in step S5 that the line pressure is insufficient. In step S7, the line pressure correction amount ΔPL is calculated based on the transmission torque correction insufficient amount ΔTc obtained in step S6 and the map shown in FIG. 8, and the line pressure is corrected by the line pressure correction amount ΔPL in step S9. To do.

  Thereby, when the slip engagement of the second clutch CL2 occurs, the slip engagement is first suppressed by the learning correction of the command pressure of the hydraulic pressure. Even if it is considered that the learning correction of the command pressure of the working hydraulic pressure has converged, if slip engagement of the second clutch CL2 occurs, it is determined that the line pressure is insufficient, and the line pressure is learned and corrected to suppress slip engagement.

  Therefore, it is determined whether slip engagement of the second clutch CL2 has occurred due to insufficient line pressure or whether it has occurred due to variation between the command pressure to the working hydraulic pressure and actual pressure, and then the line pressure learning correction is executed. can do. As a result, it is possible to prevent the line pressure from being increased and corrected at the time of occurrence of slip engagement that is not caused by insufficient line pressure, and to suppress an increase in pump loss and prevent deterioration in fuel consumption.

  Further, in the vehicle control apparatus of the first embodiment, when the line pressure correction amount ΔPL is calculated in step S7, it is obtained by searching based on the transmission torque correction insufficient amount ΔTc obtained in step S6 and the map shown in FIG. It is configured.

  Therefore, the line pressure PL can be corrected based on the transmission torque correction insufficient amount ΔTc that is the difference ΔTc between the target transmission torque and the actual transmission torque Tc at the time when the learning correction of the command pressure of the working hydraulic pressure has been converged. it can. As a result, the transmission torque correction insufficient amount ΔTc associated with the shortage of the line pressure PL can be made to correspond to the line pressure correction amount ΔPL, and it is possible to prevent the line pressure PL from being increased and corrected more than necessary. It is possible to prevent the PL from being raised unnecessarily, and as a result, fuel efficiency can be improved.

  In step S8, the vehicle control apparatus according to the first embodiment learns whether the clutch input torque Tin is less than a predetermined value or whether the amount of change in the clutch input torque Tin is less than a predetermined value. The correction permission judgment is executed, and when the clutch input torque Tin is equal to or greater than a predetermined value, or when the amount of change in the clutch input torque Tin is equal to or greater than the predetermined value, the learning correction of the line pressure is not performed.

  Therefore, when it is difficult to determine whether slip engagement of the second clutch CL2 has occurred due to insufficient line pressure in an excessive region such as when the accelerator is depressed, the line pressure learning correction is not executed. Thereby, it is possible to prevent the line pressure from being increased and corrected.

  The vehicle control apparatus according to the first embodiment is applied to a hybrid vehicle having an engine Eng and a motor / generator MG as a travel drive source. When the engine Eng and the motor / generator MG are activated in step S1, In the WSC mode in which the second clutch CL2 is slip-engaged or in the μ slip control, it is determined that the slip engagement of the second clutch CL2 is greater than or equal to a predetermined value.

  Thereby, it is possible to prevent the deterioration of the fuel consumption by increasing the line pressure when the slip engagement occurs without causing the line pressure to be insufficient while ensuring the necessary slip engagement state. That is, in a vehicle with many scenes where the second clutch CL2 is slip-engaged like a hybrid vehicle, the effect of the present invention that can prevent the increase correction of the line pressure while suppressing the slip amount more than necessary can be further exhibited. it can.

Next, the effect will be described.
In the vehicle control apparatus of the first embodiment, the effects listed below can be obtained.

  (1) It is provided on the power transmission path between the travel drive source (engine Eng, motor / generator MG) and drive wheels (left and right rear wheels) RL, RR, and controls the hydraulic pressure with line pressure as the source pressure. There is provided a minimum line pressure setting means (FIG. 7) for setting the line pressure to the minimum necessary value in accordance with the driving state of the vehicle having the frictional engagement element (second clutch) CL2 whose engagement / release state is switched. In the vehicle control apparatus, the minimum line pressure setting means (FIG. 7) includes a slip detection means (step S2) for detecting a slip engagement state of the friction engagement element CL2, and a slip engagement state of the friction engagement element CL2. When detected, the hydraulic pressure by the command pressure learning correction means (step S3) and the command pressure learning correction means (step S3) for suppressing the slip engagement state by learning correction of the command pressure of the hydraulic pressure. A command pressure learning correction convergence determining means (step S2) for determining that the learning correction has converged and when the slip engagement state of the frictional engagement element CL2 is detected, it is determined that the learning correction of the hydraulic pressure has converged. In this case, a line pressure learning correction unit (step S5 to step S9) for learning and correcting the line pressure is provided. For this reason, it is possible to prevent the line pressure from being increased and corrected at the time of occurrence of slip fastening that is not caused by insufficient line pressure, thereby preventing deterioration in fuel consumption.

  (2) The line pressure learning correction means (steps S5 to S9) is a command for operating hydraulic pressure when the instruction pressure learning correction convergence determining means (step S2) determines that the learning correction of the hydraulic pressure has converged. The learning correction amount ΔPL of the line pressure PL is calculated based on the difference between the pressure and the actual pressure. For this reason, the transmission torque correction insufficient amount ΔTc associated with the insufficient line pressure can be made to correspond to the line pressure correction amount ΔPL, and it is possible to prevent the line pressure PL from being increased and corrected more than necessary, resulting in an improvement in fuel consumption. Can be achieved.

  (3) The line pressure learning correction means (steps S5 to S9) is configured such that when the input torque to the friction engagement element CL2 is greater than or equal to a set value, or the rate of change of the input torque to the friction engagement element CL2 is a set value. At the time described above, the line pressure learning correction is not executed. For this reason, when it is difficult to determine whether the slip engagement of the frictional engagement element CL2 is caused by a shortage of the command pressure or the shortage of the line pressure, the learning correction of the line pressure PL can be prohibited. It is possible to prevent the PL from being unnecessarily increased and corrected.

  (4) The vehicle is a hybrid vehicle having an electric motor (motor / generator) MG and an engine Eng as a travel drive source, and the slip detection means (step S1) is activated by the electric motor MG and the engine Eng. At this time, if the slip amount when the frictional engagement element CL2 is slip-engaged is equal to or greater than a predetermined value, it is determined that the frictional engagement element CL2 is in the slip engagement state. For this reason, even in a hybrid vehicle where there are many slip engagement scenes of the friction engagement element CL2, it is possible to prevent the line pressure PL from being increased and corrected when slip engagement does not occur due to insufficient line pressure while ensuring the necessary slip amount. it can.

  As mentioned above, although the vehicle control apparatus of the present invention has been described based on the first embodiment, the specific configuration is not limited to the first embodiment, and the invention according to each claim of the claims. Design changes and additions are allowed without departing from the gist.

  In the first embodiment, among the plurality of friction engagement elements in the automatic transmission AT, the one that is engaged at each shift stage corresponds to the second clutch CL2, and this second clutch CL2 is used as the friction engagement element. However, an independent clutch may be provided at a position between the motor / generator MG and the automatic transmission AT, and this may be used as a friction engagement element, or an independent clutch set between the automatic transmission AT and the left and right rear wheels RL and RR. The clutch may be a frictional engagement element.

  Further, in the first embodiment, an example of an automatic transmission of 7 forward speeds and 1 reverse speed as an automatic transmission AT is shown, but the present invention is not limited to this, and is an example of a continuously variable transmission that obtains a continuously variable gear stage. Also good.

  In the first embodiment, an example in which the vehicle control device of the present invention is applied to an FR hybrid vehicle has been described. However, the present invention can be applied not only to an FF hybrid vehicle but also to an engine vehicle having only an engine as a travel drive source. . Furthermore, the present invention can also be applied to an electric vehicle, a fuel cell vehicle, and the like that include only an electric motor (motor) as a travel drive source.

Eng engine (travel drive source)
MG motor / generator (travel drive source)
CL2 2nd clutch (friction engagement element)
AT automatic transmission
LR Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)

Claims (4)

Depending on the driving state of the vehicle having a frictional engagement element that is provided on the power transmission path between the traveling drive source and the drive wheel and that switches the engagement / release state by controlling the hydraulic pressure with the line pressure as the source pressure In the vehicle control device comprising the minimum line pressure setting means for setting the line pressure to a necessary minimum value,
The minimum line pressure setting means includes slip detection means for detecting a slip engagement state of the friction engagement element,
When a slip engagement state of the friction engagement element is detected, an instruction pressure learning correction unit that learns and corrects the instruction pressure of the hydraulic pressure to suppress the slip engagement state;
Command pressure learning correction convergence determination means for determining that the learning correction of the hydraulic pressure by the command pressure learning correction means has converged;
Line pressure learning correction means for learning and correcting the line pressure when it is determined that the learning correction of the hydraulic pressure has converged when the slip engagement state of the friction engagement element is detected. A vehicle control device. The vehicle control device according to claim 1,
The line pressure learning correction unit is configured to determine the line pressure based on a difference between the command pressure of the hydraulic pressure and the actual pressure when the learning correction of the hydraulic pressure is determined to have converged by the command pressure learning correction convergence determination unit. A vehicle control device that calculates a learning correction amount of the vehicle. In the vehicle control device according to claim 1 or 2,
The line pressure learning correction means executes the learning correction of the line pressure when the input torque to the friction engagement element is a set value or more, or when the rate of change of the input torque to the friction engagement element is a set value or more. A vehicle control device characterized by not. In the control apparatus of the vehicle as described in any one of Claims 1-3,
The vehicle is a hybrid vehicle having an electric motor and an engine as a travel drive source,
If the slip amount when the friction engagement element is slip-engaged when the electric motor and the engine are operated is greater than or equal to a predetermined value when the electric motor and the engine are operated, the friction engagement element is in a slip engagement state. A control device for an electric vehicle characterized by determining.

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