JP6588199B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device including a belt type continuously variable transmission having a torque converter with a lock-up clutch.

  In a belt-type continuously variable transmission (CVT), a belt (including a chain) wound around these is pinched by a primary pulley and a secondary pulley, and torque is transmitted by a frictional force generated between each pulley and the belt. The belt clamping pressure is applied by applying hydraulic pressure to the movable pulley of each pulley. However, if the hydraulic pressure is low, the belt clamping pressure is insufficient and slippage (belt slip) occurs between each pulley and the belt. Torque transmission becomes impossible.

  The oil pressure is generated by an oil pump and supplied to each pulley via a hydraulic circuit. However, due to the characteristics of the oil pump, the characteristics of the hydraulic circuit, etc., the pulsation (hydraulic pulsation or May also occur). When hydraulic pulsation occurs, the hydraulic pressure applied to each pulley periodically decreases, so that there is a possibility that belt slipping will occur due to insufficient belt clamping pressure.

  In order to avoid belt slip caused by this hydraulic pulsation, a surplus pressure is set in anticipation of a decrease in hydraulic pressure due to the hydraulic pulsation, and a hydraulic pressure higher by this surplus pressure is applied to each pulley, so that even if hydraulic pulsation occurs Technology has also been developed to prevent belt slip.

  Patent Document 1 discloses a technique for appropriately correcting surplus pressure with respect to hydraulic pulsation so that the surplus pressure can be reduced to the minimum necessary. In this technique, the amplitude and period of hydraulic pulsation are detected based on the detection value by the hydraulic sensor, the hydraulic pressure correction amount is obtained based on the detected maximum amplitude, and the target supply hydraulic pressure is increased by this hydraulic pressure correction amount. to correct. Thereby, when the hydraulic pulsation is not generated, the surplus pressure can be reduced, and deterioration of fuel consumption and the like can be suppressed.

JP 2012-219947 A

  In the case of CVT for vehicles, it has been found that when oil vibration occurs, not only belt slip occurs due to a decrease in hydraulic pressure, but also changes in vehicle behavior (for example, vehicle vibration called judder) may occur. Such changes in vehicle behavior may cause the driver to feel uncomfortable and must be suppressed.

  Belt slip caused by oil vibration occurs because the oil pressure decreases when oil vibration occurs, so belt slip can be suppressed by avoiding oil pressure drop, but changes in vehicle behavior caused by oil vibration Cannot be suppressed without the occurrence of oil vibration itself. Therefore, in the technique of applying surplus pressure when oil vibration occurs as in Patent Document 1, belt slip can be suppressed, but generation of oil vibration itself cannot be suppressed, and changes in vehicle behavior accompanying oil vibration can be suppressed. It cannot be suppressed.

  The present invention was devised in view of such problems, and can suppress the occurrence of hydraulic pulsation (hydraulic vibration), thereby suppressing the occurrence of belt slip and the occurrence of a change in vehicle behavior. An object of the present invention is to provide a vehicle control apparatus.

  The present inventor has investigated the cause of the occurrence of the oil vibration from the situation of the vehicle in which the oil vibration accompanied by the change in the vehicle behavior described above has occurred. According to this, it has been found that the occurrence of the oil vibration is caused by the decrease in the voltage of the power source (vehicle battery) of the solenoid valve that controls the clamping pressure of the belt type continuously variable transmission. That is, it has been found that oil vibration occurs because the power supply voltage of the solenoid valve decreases and the operation of the solenoid valve becomes unstable.

  One of the causes of such a decrease in power supply voltage is so-called alternator regenerative control performed in a vehicle in which oil vibration has occurred. In the alternator regenerative control, by performing regenerative power generation at the time of deceleration, power generation using the power of a vehicle drive source such as an engine is suppressed at times other than at the time of deceleration to ensure traveling performance. Of course, even when the vehicle is not decelerating, power is generated by the alternator using the power of the vehicle drive source as appropriate so that the power supply voltage remains above the lower limit of the allowable voltage range. It tends to decrease to near the value.

Therefore, the alternator regenerative control was stopped. However, for example, when the electric load was high and the engine rotation speed was low, the power supply voltage was lowered and oil vibration was generated.
Therefore, it has been found that it is difficult to sufficiently suppress the occurrence of oil vibration by simply canceling power generation suppression other than during deceleration, and it is also necessary to promote power generation.
In order to achieve the above object, the present inventor has invented a vehicle control apparatus described below based on such knowledge.

(1) That is, a vehicle control apparatus according to the present invention includes a belt-type continuously variable transmission having a belt-type continuously variable transmission mechanism that controls the clamping pressure of the belt by adjusting hydraulic pressure with a solenoid valve, and a vehicle drive source. A generator driven by the engine, a battery charged by the power generated by the generator and supplying power to the solenoid valve, and a lock-up clutch provided between the engine and the belt-type continuously variable transmission mechanism A torque converter for controlling the vehicle, a voltage sensor for detecting the voltage of the battery, a vehicle speed sensor for detecting the vehicle speed of the vehicle, and the vehicle speed detected by the vehicle speed sensor as a reference The lockup clutch is engaged in an engagement operation region that is higher than the vehicle speed, and the vehicle speed is less than the reference vehicle speed. A lock-up clutch control means release operating range for releasing the lock-up clutch, when the control condition including that the voltage of the battery sensed by the voltage sensor is below a predetermined voltage is satisfied, the reference vehicle speed A lockup control operation area changing means for increasing the release operation area by increasing the vehicle speed, wherein the lockup clutch control means has the vehicle speed equal to or higher than the reference vehicle speed after the release operation area is expanded. The gist is to engage the lock-up clutch in the engagement operation region.

  (2) A map that includes a load sensor that detects a load of the engine, and that defines the engagement operation region and the disengagement operation region with the reference vehicle speed corresponding to the engine load as a boundary, the voltage sensor A normal time map in which the first reference vehicle speed is applied as the reference vehicle speed, and the voltage detected by the voltage sensor is lower than the predetermined voltage. And a low-voltage time map in which a second reference vehicle speed higher than the first reference vehicle speed is applied as the reference vehicle speed, and the lockup control operation region changing means includes the voltage sensor The normal time map or the low voltage time map is selected in accordance with the voltage detected in step S1, and the lockup clutch control means is configured to operate the lockup control operation. Using the map area changing means has selected, it is preferable to control the engagement and disengagement of the lock-up clutch based on said sensed by the vehicle speed and the load sensor which is detected by the vehicle speed sensor load.

  (3) It is preferable that the predetermined voltage is set to a value higher than a lower limit value of an appropriate voltage range of the battery.

  (4) An engine rotation sensor that detects the rotation speed of the engine is provided, and the control condition includes that the rotation speed of the engine detected by the engine rotation sensor is equal to or higher than a predetermined rotation speed. Is preferred.

  (5) Moreover, it is also preferable that the reference vehicle speed is variably set so as to increase as the battery voltage decreases.

  (6) Regenerative control means is further provided that performs power generation by the generator only when the vehicle is decelerated on condition that the voltage of the battery detected by the voltage sensor is equal to or higher than a second predetermined voltage. The second predetermined voltage is preferably equal to or higher than the predetermined voltage.

  According to the vehicle control apparatus of the present invention, when the battery voltage drop is detected, the frequency of releasing the lockup clutch is increased, and the frequency of increasing the rotational speed of the engine by releasing the lockup clutch is increased. When the engine speed increases, the rotational speed of the generator driven by the engine increases and the generated power increases, so that the amount of power supplied to the battery is increased and the voltage of the battery increases.

  When the battery voltage decreases, the behavior of the solenoid valve driven by the battery power becomes unstable and causes oil vibration. However, as described above, the battery voltage is increased. Can be suppressed.

Thus, since the occurrence of oil vibration itself can be suppressed, belt slip due to oil vibration can be suppressed, fluctuations in vehicle behavior can be suppressed, and the driver can be prevented from feeling uncomfortable due to fluctuations in vehicle behavior.
In particular, problems that occur in the transmission can be solved by the transmission.

1 is an overall system diagram illustrating a vehicle drive system and a control system to which a vehicle control device according to an embodiment of the present invention is applied. It is a figure explaining the control conditions concerning lockup control by the control device of the vehicle concerning one embodiment of the present invention. It is a figure which shows the normal time map and low voltage time map concerning the lockup control by the control apparatus of the vehicle concerning one Embodiment of this invention. It is a figure explaining the lockup vehicle speed concerning the lockup control by the control apparatus of the vehicle concerning one embodiment of the present invention. It is a flowchart explaining the lock-up control by the vehicle control apparatus which concerns on one Embodiment of this invention. It is a flowchart explaining the lock-up control by the vehicle control apparatus which concerns on one Embodiment of this invention. It is a flowchart explaining the regeneration control by the vehicle control apparatus which concerns on one Embodiment of this invention. It is a flowchart explaining lockup control in consideration of regenerative control by the vehicle control device according to an embodiment of the present invention.

  Embodiments of the present invention will be described below with reference to the drawings. Note that the embodiment described below is merely an example, and there is no intention to exclude various modifications and technical applications that are not explicitly described in the following embodiment. Each configuration of the following embodiments can be implemented with various modifications without departing from the spirit thereof, and can be selected as necessary or can be appropriately combined.

[1. Overall system configuration]
FIG. 1 is a configuration diagram showing a vehicle drive system and a control system according to the present embodiment. In FIG. 1, a thin solid arrow indicates a signal flow, a thick arrow indicates a signal power, and a white arrow and a thin broken arrow indicate a flow of hydraulic oil.

  As shown in FIG. 1, a vehicle drive system includes an engine (internal combustion engine) 1, a torque converter 2, a forward / reverse switching mechanism 3, and a belt type continuously variable transmission mechanism (also referred to as a variator) 4 as an automatic transmission mechanism. And a final reduction mechanism 5 and drive wheels 6 and 6. The belt-type continuously variable transmission 100 (hereinafter referred to as CVT 100) can be obtained by housing the torque converter 2, the forward / reverse switching mechanism 3, the belt-type continuously variable transmission mechanism 4, and the final reduction mechanism 5 in a transmission case (not shown). Composed.

  The engine 1 is equipped with an output torque control actuator 10 that performs output torque control by a throttle valve opening / closing operation, a fuel cut operation, or the like. As a result, the engine 1 can control the output torque by an engine control signal from the outside in addition to the output torque control by the accelerator operation by the driver.

  Further, a generator (alternator) 104 is connected to the output shaft 11 of the engine 1 via a power transmission mechanism 102 such as a belt & pulley mechanism, and the generator 104 generates power by the rotation of the output shaft 11. The battery 106 is charged with the power generated by the generator 104.

  The torque converter 2 is a starting element having a torque increasing function, and when the torque increasing function is not required, the lock-up clutch 20 that can directly connect the engine output shaft 11 (= torque converter input shaft) and the torque converter output shaft 21. Have The torque converter 2 is provided with a pump impeller 23 connected to the engine output shaft 11 via a converter housing 22, a turbine liner 24 connected to the torque converter output shaft 21, and a case via a one-way clutch 25. The stator 26 is a constituent element.

  Further, the lock-up clutch 20 is controlled to be switched between a lock-up state (clutch complete engagement state) and an unlock-up state (clutch complete release state) according to the vehicle state and driving state. In addition, between the lock-up state and the unlock-up state, the slip lock-up state (clutch slip engagement state, that is, the rotational speed of the rotary member on the input side of the lock-up clutch and the differential rotation between the rotary member on the output side) However, a state in which torque is transmitted from the input side to the output side) may be provided.

  The switching control and the clutch engagement force in the lock-up state or the slip lock-up state, that is, the control of the torque transmission capacity of the clutch are performed by controlling the hydraulic pressure supplied to the lock-up clutch 20. This supply hydraulic pressure is the differential pressure between two oil chambers (not shown) before and after the lockup clutch 20, that is, the differential pressure between the torque converter supply pressure Pa in the apply chamber and the torque converter release pressure Pr in the release chamber (lockup differential pressure). ) ΔP (= Pa−Pr).

  The forward / reverse switching mechanism 3 is a mechanism that switches an input rotation direction to the belt type continuously variable transmission mechanism 4 between a forward rotation direction during forward traveling and a reverse rotation direction during backward traveling. The forward / reverse switching mechanism 3 includes a double pinion planetary gear 30, a forward clutch 31 (forward friction engagement element) composed of a plurality of clutch plates, and a reverse brake 32 (reverse friction engagement) composed of a plurality of brake plates. Element).

  The forward clutch 31 is engaged by the forward clutch pressure Pfc when a forward travel range such as the D range (drive range) is selected. The reverse brake 32 is engaged by the reverse brake pressure Prb when the R range that is the reverse travel range is selected. The forward clutch 31 and the reverse brake 32 are both released by draining the forward clutch pressure Pfc and the reverse brake pressure Prb when the N range (neutral range, non-traveling range) is selected.

  The belt-type continuously variable transmission mechanism 4 is a gear ratio that is a ratio between the transmission input rotational speed and the transmission output rotational speed by changing the belt contact diameter with respect to the pulley (that is, transmission input rotational speed / transmission output rotational speed). Is provided with a continuously variable transmission function that changes the speed continuously, and includes a primary pulley 42, a secondary pulley 43, and a belt 44. The primary pulley 42 includes a fixed pulley 42 a and a slide pulley 42 b, and the slide pulley 42 b moves in the axial direction according to the primary pressure Ppri guided to the primary pressure chamber 45. The secondary pulley 43 includes a fixed pulley 43 a and a slide pulley 43 b, and the slide pulley 43 b moves in the axial direction according to the secondary pressure Psec guided to the secondary pressure chamber 46.

  The sheave surfaces that are the opposing surfaces of the fixed pulley 42a and the slide pulley 42b of the primary pulley 42 and the sheave surfaces that are the opposing surfaces of the fixed pulley 43a and the slide pulley 43b of the secondary pulley 43 are all V-shaped. The flank surfaces on both sides of the belt 44 are in contact with these sheave surfaces. The gear ratio is changed by changing the winding radius of the belt 44 around the primary pulley 42 and the secondary pulley 43 according to the movement of the slide pulleys 42b and 43b.

  The final reduction mechanism 5 is a mechanism that decelerates the transmission output rotation from the transmission output shaft 41 of the belt-type continuously variable transmission mechanism 4 and transmits it to the left and right drive wheels 6 and 6 while providing a differential function. The final reduction mechanism 5 is interposed between the transmission output shaft 41 and the left and right drive shafts 51, 51, and is provided on the first gear 52 provided on the transmission output shaft 41 and the idler shaft 50. It has a second gear 53 and a third gear 54, a final reduction gear 55, and a differential gear 56 having a differential function.

  As shown in FIG. 1, the vehicle control system includes a hydraulic control unit 7 and a CVT electronic control unit 8 (automatic transmission control unit (ATCU), hereinafter also referred to as CVTECU 8) as a control system of the CVT 100, and an engine. As a control system, an engine electronic control unit 9 (hereinafter referred to as engine ECU 9) is provided, and a generator electronic control unit 108 (hereinafter referred to as generator ECU 108) for controlling the generator 104 is further provided. The CVTECU 8 and the engine ECU 9 exchange information.

  Each of the electronic control units (ECUs) 8, 9, 108 includes an input / output device, a storage device (ROM, RAM, etc.) incorporating a number of control programs, a central processing unit (CPU), a timer counter, etc. It is configured with. Further, each ECU 8, 9, 108 operates by receiving electric power from the battery 106, and each solenoid 72 to 77 provided in the hydraulic control unit 7 described later receives electric power from the battery 106 controlled by the CVTECU 8. Operate.

  The hydraulic control unit 7 includes a primary pressure Ppri guided to the primary pressure chamber 45, a secondary pressure Psec guided to the secondary pressure chamber 46, a forward clutch pressure Pfc to the forward clutch 31, and a reverse brake pressure Prb to the reverse brake 32. It is a control unit that produces The hydraulic control unit 7 includes an oil pump 70 and a hydraulic control circuit 71. The hydraulic control circuit 71 includes a line pressure solenoid 72, a primary pressure solenoid 73, a secondary pressure solenoid 74, a forward clutch pressure solenoid 75, A reverse brake pressure solenoid 76 and a lockup solenoid 77 are provided.

The line pressure solenoid 72 adjusts the hydraulic oil pumped from the oil pump 70 to the instructed line pressure PL in response to the line pressure instruction output from the CVTECU 8.
The primary pressure solenoid 73 adjusts the pressure to the primary pressure Ppri that is instructed with the line pressure PL as the original pressure in accordance with the primary pressure instruction output from the CVTECU 8.
In response to the secondary pressure instruction output from the CVTECU 8, the secondary pressure solenoid 74 adjusts the secondary pressure Psec to the instructed secondary pressure Psec using the line pressure PL as the original pressure.

The forward clutch pressure solenoid 75 adjusts the pressure to the forward clutch pressure Pfc instructed using the line pressure PL as the original pressure in accordance with the forward clutch pressure instruction output from the CVT ECU 8.
The reverse brake pressure solenoid 76 adjusts the pressure to the reverse brake pressure Prb instructed with the line pressure PL as the original pressure in accordance with the reverse brake pressure instruction output from the CVTECU 8.

The lockup solenoid 77 generates a solenoid pressure Psol as an instruction signal pressure to the lockup control valve 78 in accordance with an instruction from the CVTECU 8.
Further, the lockup control valve 78 uses the solenoid pressure Psol as the operation signal pressure, and the lockup differential pressure ΔP (ΔP = Pa−Pr), which is the differential pressure between the oil chambers before and after the lockup clutch 20, is instructed from the CVTECU 8. A torque converter supply pressure and a torque converter release pressure are generated so as to be based on the values.

  The CVTECU 8 outputs an instruction to obtain the target line pressure according to the throttle opening degree to the line pressure solenoid 72, and issues an instruction to obtain the target gear ratio according to the vehicle speed, the throttle opening degree, etc. to the primary pressure solenoid 73 and the secondary The shift hydraulic pressure control to be output to the pressure solenoid 74, the forward / backward switching control to output the instruction to control the engagement / release of the forward clutch 31 and the reverse brake 32 to the forward clutch pressure solenoid 75 and the reverse brake pressure solenoid 76, and the lock An instruction is output to the up solenoid 77 to control the engagement, release, slip engagement and the like of the lockup clutch 20.

  The CVT ECU 8 includes a primary rotation sensor 80, a secondary rotation sensor 81, a secondary pressure sensor 82, an oil temperature sensor 83, an inhibitor switch 84, a brake switch 85, an accelerator opening sensor 86, a primary pressure sensor 87, a throttle opening sensor 88, a line Various sensors such as a pressure sensor 89, a vehicle speed sensor 90, a voltage sensor 91, and an engine rotation sensor 92 are connected, and sensor information and switch information detected by these sensors are input.

The throttle opening sensor 88 is a load sensor that detects a throttle opening TP corresponding to the engine load. Further, the voltage sensor 91 detects the voltage (inter-terminal voltage) BV of the battery 106 that is a power source of the in-vehicle devices.
Further, each of the ECUs 8, 9, and 108 processes the sensor information with a noise removal filter to reduce the influence of noise and use it for each control.

  The CVTECU 8 is a characteristic functional element in the control device of the vehicle, and is based on the vehicle speed detected by the vehicle speed sensor 90 and the throttle opening (engine load) detected by the throttle opening sensor 88. The lockup clutch control unit (lockup clutch control means) 8a for controlling the engagement and release, and the operation region for lockup control are changed based on the voltage of the battery 106 (voltage between terminals) detected by the voltage sensor 91. And a lockup control operation region changing unit (lockup control operation region changing means) 8b.

The vehicle control apparatus according to the present embodiment is provided in sensors such as a vehicle speed sensor 90, a voltage sensor 91, and an engine rotation sensor 92, a lockup clutch control unit 8a, a lockup control operation region changing unit 8b, and a generator ECU 108 described later. And a regenerative control unit (regeneration control means) 108a.
Hereinafter, control of the lockup clutch (lockup control) and power generation control by the generator 104 will be described in detail.

[Lock-up control]
In the control device according to the present embodiment, control related to engagement and release of the lockup clutch 20 is performed with different characteristics depending on the state of the voltage BV of the battery 106. That is, engagement and release of the lockup clutch 20 are performed based on the map, but when the voltage BV of the battery 106 is equal to or higher than the first predetermined voltage (also simply referred to as the predetermined voltage) BV ₁ , the normal time map is used. When the voltage BV is less than the first predetermined voltage BV _1, a low voltage time map in which a region for releasing the lockup clutch 20 is expanded is used. The first predetermined voltage BV ₁ is set to a value larger than the remaining capacity lower limit value of the battery 106 (lower limit value of the appropriate voltage range).

However, as shown in FIG. 2, the conditions for using the low voltage time map (conditions with control) include a predetermined engine speed (engine speed) Ne in addition to a condition (battery voltage condition) related to the voltage BV of the battery 106. A condition (engine speed condition) relating to the engine speed Ne that the engine speed (predetermined speed) Ne is ₁₂ or more is provided. In addition, hysteresis is provided between the control-on condition and the control-off condition so that hunting does not occur when switching between control-on and control-out.

That is, in order to determine the control-on condition (condition for switching from the control-off state to the control-on state), the control-on determination first predetermined voltage BV ₁₁ and the control-on determination predetermined engine speed Ne ₁₂ are provided. In order to determine the conditions (conditions for switching from the control-on state to the control-off state), the first predetermined voltage for control loss determination BV ₁₂ (BV ₁₂ > BV ₁₁ ) and the predetermined engine speed Ne ₁₁ for control loss determination (Ne ₁₁ <Ne ₁₂ ) is provided.

The control-on condition is that the voltage BV is less than the control-on determination first predetermined voltage BV ₁₁ and the engine speed Ne is equal to or greater than the control-on determination predetermined engine speed Ne ₁₂ , and the control loss condition is In this case, the voltage BV is not less than the first predetermined voltage BV ₁₂ for control loss determination or the engine speed Ne is not more than the predetermined engine speed Ne ₁₁ for control loss determination.

  The purpose of the control using such a low voltage time map is to increase the rotation speed of the engine 1 by expanding the release region of the lockup clutch 20 and increasing the frequency of the converter state in which the lockup clutch 20 is turned off. In order to increase the frequency and increase the amount of power generated by the generator 104, avoid the decrease in the voltage BV of the battery 106, and avoid the occurrence of unstable behavior of the solenoid valve of the CVT 100 due to the decrease in the battery voltage. is there.

Therefore, when the voltage BV of the battery 106 is high (the first predetermined voltage BV ₁₁ or BV ₁₂ or higher), the control using the low voltage time map is unnecessary, and therefore the battery voltage condition is provided. . Further, the predetermined engine speeds Ne _{11 and} Ne ₁₂ relating to the engine speed condition are assumed to be during cranking when the engine 1 is started, and the voltage BV of the battery 106 greatly fluctuates during cranking. Even when the voltage BV of the battery 106 is sufficiently high, it is determined that the voltage BV of the battery 106 is low (is less than the first predetermined voltage BV ₁₁ or BV ₁₂ ), and the control is determined based on the battery voltage condition. There is. In order to avoid such a situation, an engine speed condition is provided.

[Lockup control map]
Next, a lockup control map used for engaging and releasing the lockup clutch 20, that is, a normal time map and a low voltage time map will be described. As shown in FIG. 3, the lockup control map uses the vehicle speed VS and the throttle opening TP as the engine load as parameters, and in which region on the map the operating point determined from the vehicle speed VS and the throttle opening TP is located. It is determined whether or not the lockup clutch 20 is released (lockup off) and engaged (lockup on).

  In FIG. 3, the thin solid line and the broken line indicate the normal time map switching line, and the thick solid line and the broken line indicate the low voltage time map switching line. Further, each solid line is a switching line from lock-up off to lock-up on (on switching line), and each broken line is a switching line from lock-up on to lock-up off (off switching line). A region between each solid line and each broken line is a holding region, and hysteresis is provided on the ON switching line and the OFF switching line so that hunting does not occur when switching between lockup OFF and ON.

In the present embodiment, the reference vehicle speeds (first reference vehicle speeds) VS ₁₁ and VS ₁₂ for determination are set low in the region where the throttle opening TP is small in the off-switch line and the on-switch line of the normal time map. In the region where the throttle opening TP is large, the determination reference vehicle speed (first reference vehicle speed) VS ₁₁ and VS ₁₂ are set high. This is to increase the lockup on range as much as possible, but when the throttle opening TP is large, the torque increase function of the torque converter 2 can be used as a lockup off until the vehicle speed VS increases to some extent. .

On the other hand, the off-switching line and the on-switching line of the low voltage map are set to constant vehicle speed reference vehicle speeds (second reference vehicle speeds) VS ₂₁ and VS ₂₂ regardless of the throttle opening TP. This is because, as described above, the low voltage map is used in order to increase the amount of power generated by the generator 104 by expanding the disengagement region of the lockup clutch 20 and increasing the rotational speed of the engine 1. Regardless of the throttle opening TP, the engine speed is set so as to be the engine speed necessary to increase the voltage BV. As a result, while the low voltage map is selected, the engine speed is unnecessarily increased due to the throttle opening TP, or the engine speed necessary to increase the voltage BV of the battery 106 cannot be obtained. Can be avoided.

  In the present embodiment, as indicated by the thick solid line and the broken line in FIG. 4, the on-switching line and the off-switching line of the low voltage map are constant regardless of the voltage BV of the battery 106, but in FIG. As shown by the thin solid line and the broken line, the on-switching line and the off-switching line of the low voltage time map are set to the higher vehicle speed side as the voltage BV is lower, and the vehicle speed is lower as the voltage BV is higher. It may be variably set on the side. Thus, the lower the voltage BV of the battery 106 is, the more the release region of the lockup clutch 20 is expanded, and the voltage BV of the battery 106 can be quickly increased. Further, as the voltage BV of the battery 106 is higher, it is possible to suppress the expansion of the disengagement region of the lockup clutch 20 and secure the engagement region, thereby improving the fuel consumption.

[Regenerative control]
Generator ECU 108 controls the operation of generator 104. In particular, the generator ECU 108 is provided with a regeneration control unit 108a that performs regeneration control (alternator regeneration control). In this regenerative control, only the regenerative power generation that drives the generator 104 while recovering the traveling energy when the vehicle is decelerated when the accelerator pedal is released (accelerator off) and the fuel injection to the engine 1 is cut off when the regenerative control is performed. In the case of powering the vehicle, the field current of the generator 104 is cut off and power generation is stopped. As a result, the power generation load of the engine 1 is reduced, and the driving performance of the vehicle can be ensured by using more of the output torque of the engine 1 for driving the vehicle, and the improvement of fuel consumption can be promoted. During regenerative control, the lockup clutch 20 is engaged (lockup on).

However, this regeneration control is illustrated in the flow chart will be described later (FIG. 7), the voltage BV of the battery 106 is performed on condition that the second predetermined voltage BV _21, BV ₂₂ or more, the voltage BV of the battery 106 is first 2 When the voltage is less than the predetermined voltages BV _{21 and} BV ₂₂ , the regeneration control is prohibited, and power generation is performed to drive the generator 104 using the output torque of the engine 1. Voltage BV is the remaining capacity of the battery 106: corresponding to (SOC State of Charge), the second predetermined voltage BV _21, BV ₂₂ corresponds to the power generation limit lower values for the remaining capacity. The power generation limit lower limit value is set to a value larger than the remaining capacity lower limit value of the battery 106 (lower limit value of the appropriate voltage range), and when the remaining capacity of the battery 106 approaches the remaining capacity lower limit value, the generator 104 generates power by generating power. 106 is charged, and the remaining capacity is secured so as not to be lower than the lower limit of the remaining capacity.

Here, the second predetermined voltage BV for prohibition determination is applied to the second predetermined voltage as well as the first predetermined voltages BV ₁₁ and BV ₁₂ so that hunting does not occur in the determination of prohibition and permission of the regeneration control. ₂₁ and a second predetermined voltage BV ₂₂ (BV ₂₂ > BV ₂₁ ) for permission determination are provided. Here, the second predetermined voltages BV _{21 and} BV ₂₂ are set to values equal to the first predetermined voltages BV ₁₁ and BV ₁₂ . That is, the prohibition determination second predetermined voltage BV ₂₁ is set to a value equal to the control ON determination first predetermined voltage BV _11, and the permission determination second predetermined voltage BV ₂₂ is equal to the control loss determination first predetermined voltage BV ₁₂ . It is set to an equal value.

[Action and effect]
Since the vehicle control apparatus according to the present embodiment is configured as described above, for example, lock-up control can be performed as shown in the flowcharts of FIGS. 5 and 6, as shown in FIGS. 7 and 8. Regenerative control can be performed as shown in each flowchart. 5 to 8 are repeated at a predetermined control cycle until the key switch is turned off when the key switch of the vehicle is turned on.

[Lock-up control]
In the lock-up control, first, as shown in FIG. 5, the control map for determining whether the lock-up clutch 20 is engaged or released is changed between a normal time map and a low voltage state. Change to one of the maps as appropriate. 5 and 6, the flag F <b> 1 is 0 in the case of the control loss state using the normal time map, and is 1 in the control ON state using the low voltage time map. The initial value is 0.

  As shown in FIG. 5, first, the voltage (power supply voltage) BV of the battery 106 detected by the voltage sensor 91, the rotation speed (engine speed) Ne of the engine 1 detected by the engine rotation sensor 92, and the time point The flag F1 is read (step A10). Then, it is determined whether or not the flag F1 is 0 (step A20). If the flag F1 is 0, it is determined whether or not a condition with control is satisfied (step A30). Then, it is determined whether the control loss condition is satisfied (step A50).

In the determination of the on-control condition in step A30, it is determined whether or not the voltage BV is equal to or lower than the first predetermined voltage BV ₁₁ for on-control determination and the engine speed Ne is equal to or higher than the predetermined engine speed Ne ₁₂ for on-control determination. judge. Here, if an affirmative determination is made, the flag F1 is set to 1 (step A40), and if a negative determination is made, the flag F1 is kept at 0.

On the other hand, in the determination of the control loss condition in step A50, the voltage BV is equal to or higher than the first predetermined voltage BV ₁₂ for control loss determination, or the engine speed Ne is equal to or lower than the predetermined engine speed Ne ₁₁ for control loss determination. It is determined whether or not. Here, if an affirmative determination is made, the flag F1 is set to 0 (step A60), and if a negative determination is made, the flag F1 remains at 1.

  In this way, whether to use the normal time map (flag F1 = 0) or the low voltage time map (flag F1 = 1) is set as the control map of the lockup control, and the lockup clutch control unit 8a As shown in FIG. 6, the engagement and release of the lockup clutch 20 are controlled based on the selected control map.

  As shown in FIG. 6, first, the vehicle speed VS detected by the vehicle speed sensor 90, the throttle opening TP detected by the throttle opening sensor 88, and the flag F1 at that time are read (step B10). Then, it is determined whether or not the flag F1 is 0 (step B20). If the flag F1 is 0, the normal time map is selected (step B30). If the flag F1 is 1, the voltage drop time map is selected. Is selected (step B40).

  Then, it is currently determined whether or not the lockup is on (LU on), that is, whether or not the lockup clutch 20 is engaged (step B50). If an affirmative determination is made in this step B50 that lock-up is on, the operating point related to the vehicle speed VS and the throttle opening TP is set to lock-up off (LU off) using the control map selected in step B30 or B40. It is determined whether or not the area continues for a predetermined time (step B60). If an affirmative determination is made in step B60, the lock-up is switched off (step B70). If a negative determination is made in step B60, lock-up on is continued.

  On the other hand, if a negative determination of lockup off is made in step B50, using the control map selected in step B30 or B40, the operating points related to the vehicle speed VS and the throttle opening TP are locked on (LU on). It is determined whether or not the area continues for a predetermined time (step B80). If an affirmative determination is made in step B80, the lockup is switched on (step B90), and if a negative determination is made in step B80, the lockup off is continued.

In this way, when the voltage BV of the battery 106 is low (BV <BV ₁₁ ), the lockup control is performed using the low voltage map, so that the release region of the lockup clutch 20 is expanded and locked. The frequency of the converter state in which the up clutch 20 is turned off can be increased. As a result, the frequency at which the rotational speed of the engine 1 increases can be increased, the amount of power generated by the generator 104 can be increased, and a decrease in the voltage BV of the battery 106 can be avoided.

  If the decrease in the voltage BV of the battery 106 can be avoided, the occurrence of unstable behavior of the solenoid valves (line pressure solenoid 72, primary pressure solenoid 73, secondary pressure solenoid 74) of the CVT 100 due to the decrease in the voltage BV is avoided. It is possible to prevent occurrence of oil vibration in the hydraulic system of the CVT 100.

Since the occurrence of oil vibration itself can be avoided, not only the occurrence of belt slip caused by oil vibration but also the change in vehicle behavior caused by oil vibration (for example, vehicle vibration called judder) can be avoided. Generation | occurrence | production can also be avoided and the possibility of giving a driver discomfort by the change of both behavior can also be eliminated.
Moreover, since this is not a technique for applying excess oil pressure, it is possible to avoid the occurrence of belt slip and the change in vehicle behavior without increasing the load on the hydraulic pressure supply system such as an oil pump.

[Regenerative control]
In the regenerative control performed by the present control device, the regenerative control unit 108a determines whether the regenerative control is permitted or prohibited, as shown in FIG. 7 and 8, the flag F2 is a control flag that is 0 when the regenerative control is permitted, and is 1 when the regenerative control is prohibited. The initial value is 0. .

  As shown in FIG. 7, the voltage (power supply voltage) BV of the battery 106 detected by the voltage sensor 91 and the flag F2 at that time are read (step C10). Then, it is determined whether or not the flag F2 is 0 (step C20). If the flag F2 is 0 (regenerative control is permitted), it is determined whether the regenerative control prohibition condition is satisfied (step C30). If the flag F2 is 1 (regenerative control is prohibited), it is determined whether the regenerative control permission condition is satisfied (step C40).

The determination of the prohibition condition for the regeneration control in step C30, decides whether or not the voltage BV is less than the second predetermined voltage BV ₂₁ for inhibition determination. Here, if an affirmative determination is made, the flag F2 is set to 1 to prohibit regenerative control (step C50). If a negative determination is made, the flag F2 remains at 0 and permission for regenerative control is continued.

On the other hand, in the determination of the permission condition for the regeneration control in Step C40, it is determined whether or not the voltage BV is equal to or higher than the second predetermined voltage BV ₂₂ for permission determination. Here, if an affirmative determination is made, the flag F2 is set to 0 and regenerative control is permitted (step C60). If a negative determination is made, the flag F2 remains at 1 and the regenerative control is prohibited.

  If the flag F2 is set to 0 and regenerative control is permitted, only regenerative power generation that drives the generator 104 while recovering travel energy when the vehicle is decelerated when fuel injection to the engine 1 is cut off is generated. In the case of powering the vehicle, the field current of the generator 104 is cut off and power generation is stopped. As a result, the power generation load of the engine 1 is reduced, and the driving performance of the vehicle can be ensured by using more of the output torque of the engine 1 for driving the vehicle, and the improvement of fuel consumption can be promoted.

  If the flag F2 is set to 1 and regenerative control is prohibited, the generator 104 is always driven while using the output torque of the engine 1 to generate power, and the battery 106 is charged by the generated power. Thus, the SOC of the battery 106 can be recovered, and problems due to a decrease in the SOC of the battery 106 can be avoided. Recovering the SOC of the battery 106 recovers the voltage BV of the battery 106, which can avoid the occurrence of unstable behavior of the solenoid valve of the CVT 100 due to the decrease in the voltage BV. It is possible to prevent the occurrence of system oil vibration.

  Note that, during regenerative power generation by regenerative control, lock-up on (LU on) is performed, so lock-up considering regenerative control is performed as shown in FIG. That is, it is determined whether or not the flag F2 is 0 (step D10). If the flag F2 is 0, it is determined whether the accelerator is on or off (step D20). If the accelerator is on, the lock-up shown in FIG. Control is performed (step D30). If the accelerator is off, lock-up on (LU on) is set (step D40). Then, regenerative power generation is performed to drive the generator 104 while cutting fuel injection into the engine 1 and collecting travel energy as the vehicle decelerates.

As described above, when the voltage BV of the battery 106 falls below the predetermined voltage BV ₁₁ , control is performed to widen the release operation region in which the lockup is released, so that the recovery of the voltage BV of the battery 106 is accelerated and the voltage of the battery 106 is increased. Since the frequency with which the BV becomes equal to or higher than the predetermined voltage BV ₁₂ is also increased, the frequency is also increased, and it is possible to promote the vehicle driving performance and the improvement of the fuel consumption by the regenerative control.

[Others]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications or a part of the embodiments are implemented without departing from the spirit of the present invention. be able to.

For example, in the above embodiment, regenerative control is performed in addition to control for widening the release operation region, but regenerative control is not essential. When the voltage BV of the battery 106 drops below the predetermined voltage BV ₁₁ , only the control for widening the release operation region in which the lockup is released is performed, and the drop in the voltage BV is suppressed, and the hydraulic pulsation caused by the drop in the voltage BV The object of the present invention of suppressing the occurrence of (oil vibration) can be achieved. In this case, the control can be executed by directly using FIGS. 5 and 6 used in the above embodiment.

The first predetermined voltage BV ₁ of the battery 106 under the control-in-control condition for expanding the release operation range (voltages BV ₁₁ and BV ₁₂ when hysteresis is applied) and the second predetermined voltage BV ₂ of the battery 106 under the regenerative control prohibition condition (When hysteresis is applied, the voltages BV ₂₁ and BV ₂₂ ) are set to the same value to make a simple control configuration, but the first predetermined voltage BV ₁ and the second predetermined voltage BV ₂ do not have to be matched. .

However, during regenerative control, power generation is limited to regenerative operation and the lockup clutch 20 is engaged (lockup on), so that there is a control range for controlling the release operation range and a control range for regenerative control. When the first predetermined voltage BV ₁ and the second predetermined voltage BV ₂ do not coincide with each other, it is necessary to prevent the second predetermined voltage BV ₂ from being higher than the first predetermined voltage BV _1. Will be set to.

  In the above embodiment, the engine speed condition is provided in addition to the battery voltage condition in the condition using the low voltage time map (condition with control). For example, this control is performed when the engine 1 is started. The engine speed condition can be omitted if it is configured to start on the condition that the process is completed.

1 Engine (drive source)
2 Torque converter 20 Lock-up clutch 4 Belt type continuously variable transmission mechanism (automatic transmission mechanism)
6 Drive Wheel 7 Hydraulic Control Unit 77 Lockup Solenoid 78 Lockup Control Valve 8 CVTECU (Transmission Control Device)
8a Lock-up clutch control unit (lock-up clutch control means)
8b Operation region changing part for lockup control (operating region changing means for lockup control)
88 Throttle opening sensor (load sensor)
90 Vehicle speed sensor 91 Voltage sensor 92 Engine rotation sensor 104 Generator (alternator)
106 Battery (power supply)
108 generator ECU
108a Regenerative control unit (regenerative control means)

Claims (6)

A belt-type continuously variable transmission having a belt-type continuously variable transmission mechanism that adjusts the hydraulic pressure by a solenoid valve to control the clamping pressure of the belt;
A generator driven by an engine that is a driving source of the vehicle;
A battery that is charged by power generated by the generator and supplies power to the solenoid valve;
A device for controlling a vehicle, comprising: a torque converter with a lock-up clutch provided between the engine and the belt-type continuously variable transmission mechanism;
A voltage sensor for detecting the voltage of the battery;
A vehicle speed sensor for detecting the vehicle speed of the vehicle;
A lock that engages the lock-up clutch in an engagement operation region in which the vehicle speed detected by the vehicle speed sensor is equal to or higher than a reference vehicle speed, and releases the lock-up clutch in a release operation region in which the vehicle speed is less than the reference vehicle speed. An up clutch control means;
When a control condition including that the voltage of the battery detected by the voltage sensor has fallen below a predetermined voltage is satisfied, the lockup control operation area changing means for increasing the release operation area by increasing the reference vehicle speed. And comprising
The lockup clutch control means is a vehicle control device that engages the lockup clutch in the engagement operation region in which the vehicle speed is equal to or higher than the reference vehicle speed after the release operation region is expanded. A load sensor for detecting the load of the engine;
A map that defines the engagement operation region and the disengagement operation region on the basis of the reference vehicle speed according to the engine load, and when the voltage detected by the voltage sensor is equal to or higher than the predetermined voltage. A normal time map in which the first reference vehicle speed is applied as the reference vehicle speed, and the first reference vehicle speed used as the reference vehicle speed when the voltage detected by the voltage sensor falls below the predetermined voltage. A low-voltage time map to which a second reference vehicle speed higher than that is applied, and
The operation region changing means for lockup control selects either the normal time map and the low voltage time map according to the voltage detected by the voltage sensor,
The lock-up clutch control means uses the map selected by the lock-up control driving area changing means, based on the vehicle speed detected by the vehicle speed sensor and the load detected by the load sensor. 2. The vehicle control device according to claim 1, which controls engagement and disengagement of the clutch. The vehicle control device according to claim 1, wherein the predetermined voltage is set to a value higher than a lower limit value of an appropriate voltage range of the battery. An engine rotation sensor for detecting the rotation speed of the engine;
The vehicle control device according to any one of claims 1 to 3, wherein the control condition includes that the rotation speed of the engine detected by the engine rotation sensor is equal to or higher than a predetermined rotation speed. The vehicle control device according to any one of claims 1 to 4, wherein the reference vehicle speed is variably set so as to increase as the voltage of the battery decreases. Regenerative control means for performing power generation by the generator only during deceleration of the vehicle on condition that the voltage of the battery detected by the voltage sensor is equal to or higher than a second predetermined voltage;
The vehicle control device according to any one of claims 1 to 5, wherein the second predetermined voltage is equal to or higher than the predetermined voltage.

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