WO2015037435A1 - 自動変速機の油圧制御装置 - Google Patents
自動変速機の油圧制御装置 Download PDFInfo
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- WO2015037435A1 WO2015037435A1 PCT/JP2014/072365 JP2014072365W WO2015037435A1 WO 2015037435 A1 WO2015037435 A1 WO 2015037435A1 JP 2014072365 W JP2014072365 W JP 2014072365W WO 2015037435 A1 WO2015037435 A1 WO 2015037435A1
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- brake
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- clutch
- state
- capacity adjustment
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0021—Generation or control of line pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/066—Control of fluid pressure, e.g. using an accumulator
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0262—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic
- F16H61/0265—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/0437—Smoothing ratio shift by using electrical signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/108—Gear
- F16D2500/1081—Actuation type
- F16D2500/1085—Automatic transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50224—Drive-off
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50239—Soft clutch engagement
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50293—Reduction of vibrations
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70402—Actuator parameters
- F16D2500/70406—Pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H2061/0488—Smoothing ratio shift during range shift from neutral (N) to drive (D)
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2342/00—Calibrating
- F16H2342/04—Calibrating engagement of friction elements
- F16H2342/044—Torque transmitting capability
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
- F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/68—Inputs being a function of gearing status
- F16H59/72—Inputs being a function of gearing status dependent on oil characteristics, e.g. temperature, viscosity
Definitions
- the present invention relates to a hydraulic control device for an automatic transmission mounted on a vehicle, and more particularly to a hydraulic control for an automatic transmission that achieves both reduction of a so-called select shock and startability when a selection operation is performed from a neutral range to a traveling range. Relates to the device.
- Patent Document 1 For example, a technique described in Patent Document 1 has been proposed.
- the hydraulic control device described in Patent Document 1 when the range signal is input to switch from the neutral range (N range) to the travel range (D or R range), the hydraulic pressure is temporarily increased and then rapidly decreased.
- the precharge pressure adjusting means temporarily raises the operating oil pressure temporarily and then rapidly drops it to quickly prepare for fastening the friction engagement element, and then the capacity adjusting means By reducing the shock when the frictional engagement element is completely fastened by the so-called slow pressure increase that gradually raises the operating hydraulic pressure, the selection is completed in a short time and the shock is reduced. Yes.
- each of the shelf pressure and the capacity adjustment pressure at the time of selection is uniquely set without considering the operation / non-operation state of the brake.
- each of the shelf pressure and the capacity adjustment pressure at the time of selection is irrespective of whether the brake is activated or deactivated and the driver's will. It is presumed that the hydraulic pressure is set to a so-called compromised and intermediate hydraulic pressure in consideration of reduction of select shock and startability.
- each of the shelf pressure and the capacity adjustment pressure does not cause the select shock even though the driver is less sensitive to the select shock. Since the hydraulic pressure is taken into consideration, it takes time until the frictional engagement element is engaged, resulting in deterioration of startability. On the other hand, in an operating situation where the sensitivity to the startability is low, each of the shelf pressure and the capacity adjustment pressure is a hydraulic pressure that takes the startability into consideration, which causes a shock when the frictional engagement element is engaged. This is not preferable because it causes the driver to feel uncomfortable.
- the present invention has been made paying attention to such a problem, and at the time of selecting operation from the neutral range to the traveling range, particularly when the brake is in operation, the select shock is reduced, and when the brake is not in operation, startability is improved. It is an object of the present invention to provide a hydraulic control device for an automatic transmission that can be improved.
- the command hydraulic pressure to the start clutch is temporarily increased and then rapidly decreased to the start clutch. While the precharge shelf pressure is generated, the indicated hydraulic pressure is gradually increased after the precharge pressure is lowered to create the capacity adjustment pressure of the starting clutch.
- a brake state detecting means for detecting an operation / non-operation state of a brake of the vehicle on which the automatic transmission is mounted, and the capacity adjustment pressure in the brake non-operation state is determined from the capacity adjustment pressure in the brake operation state. Is also made higher.
- the driver when the brake is in an inoperative state during the selection operation from the neutral range to the travel range, the driver expects startability and the sensitivity to the selection shock is low. Since it can be regarded as lower, by increasing the capacity adjustment pressure, the starting clutch can be quickly engaged, and the starting performance is improved. On the other hand, if the brake is in operation during the select operation from the neutral range to the travel range, the driver can assume that the driver is in a driving situation where the sensitivity to startability is low. Select shock can be further reduced by lowering.
- FIG. 1 is an overall system diagram showing a rear-wheel drive hybrid vehicle to which the present invention is applied. It is a control block diagram which shows the arithmetic processing program in the integrated controller of FIG. It is a figure which shows an example of the target driving force map used for target driving force calculation in the target driving force calculating part of FIG. It is a figure showing the relationship between a mode map and an estimated gradient in the mode selection part of FIG. It is a figure which shows the normal mode map used for selection of the target mode in the mode selection part of FIG. It is a figure which shows the MWSC corresponding
- FIG. 3 is an explanatory diagram illustrating the details of a second clutch hydraulic unit and an AT controller in FIG. 1.
- the time chart which shows the oil pressure change of the 2nd clutch at the time of selection control from N range to D range.
- FIG. 15 is a flowchart for executing a process for changing the hydraulic pressure in FIGS.
- FIG. 15 is a characteristic diagram showing the relationship between the offset hydraulic pressure (offset amount) and the oil temperature in FIGS. Explanatory drawing which shows the modification of the precharge pressure (shelf pressure) in FIG.
- FIGS. 1 to 15 are diagrams showing a more specific first embodiment for carrying out the present invention.
- FIG. 1 is an overall system diagram of a rear-wheel drive hybrid vehicle to which the vehicle control apparatus of the present invention is applied. Is shown.
- the hybrid vehicle in FIG. 1 includes an engine E, a first clutch CL1, a motor generator MG, an automatic transmission AT, a propeller shaft PS, a differential DF, a left drive shaft DSL, a right drive shaft DSR, It has a rear wheel RL (drive wheel) and a right rear wheel RR (drive wheel).
- the automatic transmission AT has an oil pump OP, a second clutch CL2, and a variator V. Note that FL is the left front wheel, and FR is the right front wheel.
- the engine E is, for example, a gasoline engine, and the valve opening degree of the throttle valve is controlled based on a control command from the engine controller 1 described later.
- Engine E functions as a rotational drive source that generates a driving force for driving the vehicle together with motor generator MG.
- a flywheel FW is provided on the output shaft of the engine E.
- the first clutch CL1 is a clutch interposed between the engine E and the motor generator MG, and the control generated by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later. Each operation of fastening and releasing including slip fastening is controlled by the hydraulic pressure.
- the motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and the three-phase AC generated by the inverter 3 is generated based on a control command from a motor controller 2 described later. Controlled and driven by application.
- 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 state is referred to as “power running”), or when the rotor is rotated by an external force.
- the rotor of the motor generator MG is connected to the input shaft of the automatic transmission AT via a damper (not shown).
- the second clutch CL2 is a clutch interposed between the oil pump OP and the variator V in the automatic transmission AT, and based on a control command from an AT controller 7 described later, the second clutch hydraulic unit 8
- the control hydraulic pressure generated by the control unit controls each operation of fastening and releasing including slip fastening.
- the automatic transmission AT mainly includes a known so-called belt-type continuously variable transmission in addition to the second clutch CL2, and is wound around an input-side primary pulley, an output-side secondary pulley, and both pulleys.
- a variator V comprising a belt, a forward / reverse switching mechanism (not shown), and an oil pump OP coupled to the transmission input shaft.
- the variator V is based on a control command from the AT controller 7 and is a variator hydraulic unit.
- the gear ratio is controlled according to the vehicle speed, the accelerator opening degree, and the like by the control hydraulic pressure generated by 31.
- the second clutch CL2 is not newly added as a dedicated clutch, but uses a clutch that is engaged when the automatic transmission AT is forwarded and a brake that is engaged when the automatic transmission AT is reverse.
- 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 gear DF, a left drive shaft DSL, and a right drive shaft DSR as vehicle drive shafts.
- the first clutch CL1 and the second clutch CL2 are, for example, wet multi-plate clutches that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid.
- the brake unit 900 includes a hydraulic pressure pump and a plurality of electromagnetic valves, and ensures a hydraulic pressure corresponding to the required braking torque by increasing the pump pressure, and controls the wheel cylinder pressure by controlling the opening and closing of the electromagnetic valve of each wheel. By-wire control is possible.
- Each wheel FR, FL, RR, RL is provided with a brake rotor 901 and a caliper 902, and generates a friction braking torque by the brake fluid pressure supplied from the brake unit 900.
- the type provided with the accumulator etc. may be sufficient as a hydraulic pressure source, and the structure provided with the electric caliper instead of the hydraulic brake may be sufficient.
- the first travel mode is an electric vehicle travel mode (hereinafter, abbreviated as “EV travel mode”) as a motor use travel mode in which the first clutch CL1 is disengaged and travels using only the power of the motor generator MG as a power source. It is.
- the second travel mode is an engine use travel mode (hereinafter abbreviated as “HEV travel mode”) in which the first clutch CL1 is engaged and the engine E is included in the power source.
- the third travel mode is an abbreviated engine use slip travel mode (hereinafter referred to as “WSC travel mode”) in which the second clutch CL2 is slip-controlled while the first clutch CL1 is engaged and the engine E is included in the power source.
- WSC travel mode engine use slip travel mode
- This “WSC traveling mode” is a mode in which creep traveling can be achieved particularly when the battery SOC is low or the engine water temperature is low.
- the first clutch CL1 is engaged, and the engine E is started using the torque of the motor generator MG.
- the “HEV travel mode” has three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”.
- engine running mode the drive wheels are moved using only engine E as the power source.
- motor-assisted travel mode the drive wheels are moved using the engine E and the motor generator MG as power sources.
- running power generation mode the motor generator MG functions as a generator at the same time as the drive wheels RR and RL are moved using the engine E as a power source.
- the motor generator MG is operated as a generator using the power of the engine E. Further, during deceleration operation, braking energy is regenerated and electric power is generated by the motor generator MG and used for charging the battery 4. Further, as a further mode, there is a “power generation mode” in which the motor generator MG is operated as a generator using the power of the engine E when the vehicle is stopped.
- the hybrid vehicle control system in FIG. 1 includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, a first clutch hydraulic unit 6, an AT controller 7, and a second controller.
- the clutch hydraulic unit 8, the variator hydraulic unit 31, the brake controller 9, and the integrated controller 10 are configured.
- 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 exchange information with each other. Has been.
- Each controller is configured by a microcomputer or the like as is well known.
- the engine controller 1 inputs engine speed information from the engine speed sensor 12, and controls an engine operating point (Ne: engine speed, Te: engine torque) in accordance with a target engine torque command or the like from the integrated controller 10. For example, to a throttle valve actuator (not shown). More detailed engine control contents will be described later.
- Information such as the engine speed Ne is supplied to the integrated controller 10 via the CAN communication line 11.
- the motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, and in accordance with a target motor generator torque command from the integrated controller 10, the motor operating point (Nm: motor generator) of the motor generator MG.
- a command for controlling the rotation speed (Tm: motor generator torque) is output to the inverter 3.
- the motor controller 2 monitors the battery SOC indicating the state of charge of the battery 4.
- the battery SOC information is used as control information for the motor generator MG and supplied to the integrated controller 10 via the CAN communication line 11. Is done.
- the first clutch controller 5 inputs sensor information from the first clutch hydraulic pressure sensor 14 and the first clutch stroke sensor 15, and engages / releases the first clutch CL ⁇ b> 1 according to the first clutch control command from the integrated controller 10.
- a command to control is output to the first clutch hydraulic unit 6.
- Information on the first clutch stroke C1S is supplied to the integrated controller 10 via the CAN communication line 11.
- the AT controller 7 outputs a signal corresponding to the position of the select lever operated by the driver as shown in FIG. 11 in addition to the sensor information of the accelerator opening sensor 16, the vehicle speed sensor 17, and the second clutch hydraulic pressure sensor 18.
- Sensor information from the inhibitor switch 35 and the brake switch 36 to be input respectively, and in response to a second clutch control command from the integrated controller 10, a command for controlling the gear ratio of the variator V to the target gear ratio, and the second clutch CL2 A command for controlling the engagement / release is output to the variator hydraulic unit 31 and the second clutch hydraulic unit 8 in the AT hydraulic control valve.
- Information on the accelerator pedal opening APO, the vehicle speed VSP, and the inhibitor switch 35 is supplied to the integrated controller 10 via the CAN communication line 11. Further, as shown in FIG. 11, sensor information of the oil temperature sensor 37 is also input to the AT controller 7.
- the brake switch 36 is provided in a foot brake of a vehicle, for example, and is turned ON / OFF according to the depression operation of the brake pedal to detect the operation / non-operation state of the brake.
- the brake switch 36 functions as a brake state detecting means for detecting the operation / non-operation state of the vehicle brake.
- the brake controller 9 inputs sensor information from the wheel speed sensor 19 and the brake stroke sensor 20 that detect the wheel speeds of the four wheels. For example, when the brake is depressed, the driver requested braking torque obtained from the brake stroke BS is applied. When the regenerative braking torque is insufficient, the regenerative cooperative brake control is performed based on the regenerative cooperative control command from the integrated controller 10 so that the shortage is supplemented by the mechanical braking torque (braking torque by the friction brake). Needless to say, the brake fluid pressure can be arbitrarily generated not only by the brake fluid pressure corresponding to the driver requested braking torque but also by other control requirements.
- 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 integrated controller 10 detects the motor rotational speed Nm, and the second clutch output rotational speed N2out.
- the information from the G sensor 10b for detecting the longitudinal acceleration and the information obtained via the CAN communication line 11 are input.
- the integrated controller 10 controls the operation of the engine E based on the control command to the engine controller 1, the operation control of the motor generator MG based on the control command to the motor controller 2, and the first control command to the first clutch controller 5. Engagement / release control of the clutch CL1, engagement / release control of the second clutch CL2 and shift control of the variator V by a control command to the AT controller 7 are performed.
- the integrated controller 10 includes a gradient load torque equivalent value calculation unit 600 that calculates a gradient load torque equivalent value that acts on the wheel based on an estimated road gradient that will be described later, and a driver brake when a predetermined condition is satisfied.
- the second clutch protection control unit 700 generates the brake fluid pressure regardless of the pedal operation amount.
- the gradient load torque equivalent value is a value corresponding to the load torque acting on the wheels when the gravity acting on the vehicle due to the road gradient tries to reverse the vehicle.
- a brake that generates mechanical braking torque on a wheel generates braking torque by pressing a brake pad against the brake rotor 901 by a caliper 902. Therefore, when the vehicle is about to move backward due to gravity, the direction of the braking torque is the vehicle forward direction.
- the braking torque that coincides with the vehicle forward direction is defined as the gradient load torque. Since this gradient load torque can be determined by the road surface gradient and the inertia of the vehicle, a gradient load torque equivalent value is calculated based on the vehicle weight or the like preset in the integrated controller 10. Note that the gradient load torque may be set as an equivalent value as it is, or may be set as an equivalent value by adding or subtracting a predetermined value or the like.
- the second clutch protection control unit 700 calculates a braking torque minimum value (braking torque equal to or greater than the above-described gradient load torque) that can avoid a so-called rollback in which the vehicle moves backward when the vehicle stops on a gradient road.
- a braking torque minimum value braking torque equal to or greater than the above-described gradient load torque
- the braking torque minimum value is output to the brake controller 9 as the control lower limit value.
- the brake fluid pressure is applied only to the rear wheels that are drive wheels.
- it may be configured to supply brake fluid pressure to the four wheels in consideration of front and rear wheel distribution or the like, and may be configured to supply brake fluid pressure only to the front wheels.
- the second clutch protection control unit 700 outputs a request for prohibiting the output torque capacity control output to the second clutch CL2 to the AT controller 7 when a predetermined condition is satisfied.
- the calculation in the integrated controller 10 is calculated, for example, every control cycle of 10 msec.
- the integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, an operating point command unit 400, and a shift control unit 500.
- the target driving force calculation unit 100 calculates a target driving force tFoO (driver required torque) from the accelerator pedal opening APO and the vehicle speed VSP using the target driving force map shown in FIG.
- the mode selection unit 200 includes a road surface gradient estimation calculation unit 201 that estimates a road surface gradient based on the detection value of the G sensor 10b.
- the road surface gradient estimation calculation unit 201 calculates the actual acceleration from the wheel speed acceleration average value of the wheel speed sensor 19 and the like, and estimates the road surface gradient from the deviation between the calculation result and the G sensor detection value.
- the mode selection unit 200 includes a mode map selection unit 202 that selects one of two mode maps described later based on the estimated road surface gradient.
- FIG. 4 is a schematic diagram showing the selection logic of the mode map selection unit 202.
- the mode map selection unit 202 switches to the gradient road corresponding mode map when the estimated gradient becomes a predetermined value g2 or more from the state in which the normal mode map is selected.
- the mode is switched to the normal mode map. That is, a hysteresis is provided for the estimated gradient to prevent control hunting during map switching.
- the mode map includes a normal mode map that is selected when the estimated gradient is less than a predetermined value, and a gradient path corresponding mode map that is selected when the estimated gradient is greater than or equal to a predetermined value.
- FIG. 5 shows a normal mode map
- FIG. 6 shows a gradient road corresponding mode map.
- the normal mode map has “EV traveling mode”, “WSC traveling mode”, and “HEV traveling mode”, and calculates the target mode from the accelerator pedal opening APO and the vehicle speed VSP. However, even if the “EV traveling mode” is selected, if the battery SOC is equal to or lower than the predetermined value, the “HEV traveling mode” or the “WSC traveling mode” is forcibly set as the target mode.
- the HEV ⁇ WSC switching line indicates that the rotational speed smaller than the idle rotational speed of the engine E when the automatic transmission AT has a low speed gear ratio in the region below the predetermined accelerator opening APO1. Is set to a region lower than the lower limit vehicle speed VSP1. Further, since a large driving force is required in a region where the accelerator opening APO1 is equal to or larger than the predetermined accelerator opening APO1, the “WSC traveling mode” is set up to a vehicle speed VSP1 ′ region higher than the lower limit vehicle speed VSP1. When the battery SOC is low and the “EV traveling mode” cannot be achieved, the “WSC traveling mode” is selected even when starting.
- the EV road mode area is not set in the slope road mode map, which is different from the normal mode map.
- the WSC travel mode area is different from the normal mode map in that the area is not changed according to the accelerator pedal opening APO and the area is defined only by the lower limit 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.
- the EV travel mode area appears in the normal mode map of FIG. Once the EV area appears in the mode map, this area continues to appear until the SOC falls below 35%.
- the EV travel mode area disappears in the normal mode map of FIG.
- the EV travel mode area disappears from within the mode map, this area continues to disappear until the SOC reaches 50%.
- the operating point command unit 400 uses the accelerator pedal opening APO, the target driving force tFoO (driver required torque), the target mode, the vehicle speed VSP, and the target charging / discharging power tP as transient targets for these operating points.
- a target engine torque, a target motor generator torque, a target second clutch transmission torque capacity TCL2 *, a target speed ratio of the automatic transmission AT, and a first clutch solenoid current command are calculated.
- the operating point command unit 400 is provided with an engine start control unit that starts the engine E when shifting from the “EV travel mode” to the “HEV travel mode”.
- the shift control unit 500 drives and controls a solenoid valve in the automatic transmission AT so as to achieve the target second clutch transmission torque capacity TCL2 * and the target gear ratio in accordance with the shift schedule shown in the shift map.
- a target gear ratio is set in advance based on the vehicle speed VSP and the accelerator pedal opening APO. Details of the second clutch hydraulic unit 8 that controls the second clutch CL2 are shown in FIG.
- the “WSC travel mode” is characterized in that the engine E is maintained in an operating state, and has high responsiveness to changes in driver request torque. Specifically, the first clutch CL1 is completely engaged, the second clutch CL2 is slip-controlled as a transmission torque capacity TCL2 corresponding to the driver request torque, and the vehicle travels using the driving force of the engine E and / or the motor generator MG. .
- the vehicle speed is determined according to the rotational speed of the engine E. End up.
- the engine E has a lower limit value based on the idling engine speed for maintaining the self-sustaining rotation, and the idling engine speed further increases when the engine is idling up due to warm-up operation of the engine.
- the driver request torque is high, there may be a case where it is not possible to quickly shift to the “HEV travel mode”.
- the engine speed is set to While maintaining the predetermined lower limit rotational speed, the second clutch CL2 is slip-controlled, and the “WSC traveling mode” for traveling using the engine torque is selected.
- FIG. 8 is a schematic diagram showing the engine operating point setting process in the “WSC driving mode”
- FIG. 9 is a map showing the target engine speed in the “WSC driving mode”.
- the operating point of the engine E is defined as a point defined by the engine speed and the engine torque. As shown in FIG. 8, it is desirable that the engine operating point be operated on a line connecting the operating points with high output efficiency of the engine E (hereinafter referred to as “ ⁇ line”).
- the target engine torque is feedforward controlled to a value that takes the ⁇ line into consideration.
- the motor generator MG executes the rotational speed feedback control (hereinafter referred to as rotational speed control) with the set engine rotational speed as the target rotational speed. Since the engine E and the motor generator MG are now in a directly connected state, the motor generator MG is controlled so as to maintain the target rotational speed, so that the rotational speed of the engine E is also automatically feedback-controlled. (Hereinafter referred to as “motor ISC control”).
- the torque output from the motor generator MG is automatically controlled so as to fill the deviation between the target engine torque determined in consideration of the ⁇ -ray and the driver request torque.
- a basic torque control amount (regeneration / power running) is given so as to fill the deviation, and further feedback control is performed so as to coincide with the target engine speed.
- the motor generator MG collects the energy corresponding to the increased output, so that the torque input to the second clutch CL2 is set to the driver required torque and efficient power generation is possible.
- the upper limit value of torque that can be generated is determined depending on the state of the battery SOC, the deviation between the required power generation output (SOC required power generation) from the battery SOC and the torque at the current operating point and the torque on the ⁇ line ( ⁇ It is necessary to consider the magnitude relationship with the (line generated power).
- FIG. 8A is a schematic diagram when the ⁇ -ray generated power is larger than the SOC required generated power. Since the engine output torque cannot be increased above the SOC required generated power, the operating point cannot be moved on the ⁇ line. However, fuel efficiency is improved by moving to a more efficient point.
- FIG. 8B is a schematic diagram when the ⁇ -ray generated power is smaller than the SOC required generated power. Since the engine operating point can be moved on the ⁇ line within the range of the SOC required generated power, in this case, it is possible to generate power while maintaining the operating point with the highest fuel efficiency.
- FIG. 8C is a schematic diagram when the engine operating point is higher than the ⁇ -ray.
- the engine torque is reduced on the condition that the battery SOC has a margin, and the shortage is compensated by the power running of the motor generator MG.
- the driver required torque can be achieved while improving the fuel efficiency.
- FIG. 10 is an engine speed map when the vehicle speed is increased in a predetermined state.
- the WSC travel mode region is executed up to a vehicle speed region higher than the lower limit vehicle speed VSP1.
- the target engine speed gradually increases as shown in the map of FIG.
- the slip state of the second clutch CL 2 is canceled and the state shifts to “HEV travel mode”.
- Accelerating the accelerator pedal will be larger if the same vehicle speed increase state as described above is maintained on a gradient road where the estimated gradient is larger than the predetermined gradient (g1 or g2).
- the transmission torque capacity TCL2 of the second clutch CL2 is larger than that on a flat road.
- the WSC travel mode area is enlarged as shown in the map shown in FIG. 9, the second clutch CL2 will continue to slip with a strong engagement force, and the amount of heat generated may be excessive. is there. Therefore, in the gradient road corresponding mode map of FIG. 6 selected when the estimated gradient is large, the WSC travel mode area is not unnecessarily widened, but the area corresponding to the vehicle speed VSP1. This avoids excessive heat generation in the “WSC travel mode”.
- the rotational speed is controlled by the engine E.
- Engine ISC control If it is difficult to control the rotational speed by the motor generator MG, for example, when the limitation is imposed by the battery SOC, or when the controllability of the motor generator MG cannot be ensured at an extremely low temperature, the rotational speed is controlled by the engine E. Implement engine ISC control.
- the engine E itself cannot be reduced below the idling speed in a range lower than the lower limit vehicle speed VSP1 corresponding to the idling engine speed of the engine E at the low speed side gear ratio (area below VSP2).
- the slip amount of the second clutch CL2 increases, which may affect the durability of the second clutch CL2.
- a “MWSC traveling mode” is set in which feedback control is performed to a target rotational speed that is higher than the output rotational speed by a predetermined rotational speed.
- the second clutch CL2 is slip-controlled while the rotational state of the motor generator MG is set to a rotational speed lower than the idle rotational speed of the engine.
- the engine E switches to feedback control in which the idling speed is set as the target speed.
- the engine speed is maintained by the rotational speed feedback control of the motor generator MG.
- the first clutch CL1 is released, the engine speed cannot be controlled to the idle speed by the motor generator MG. Therefore, engine independent rotation control is performed by the engine E itself.
- a pressure regulator valve 8a, a pressure reducing valve 8b, and a clutch pressure regulating valve 8c are configured in the second clutch hydraulic unit 8 of FIG.
- the generated hydraulic pressure is supplied to the second clutch CL2.
- the AT controller 7 of FIG. 1 includes a precharge pressure adjusting means 32 and a capacity adjusting pressure adjusting means 33 together with the oil pressure control means 30, and the precharge pressure adjusting means 32 and the capacity adjusting pressure adjusting means.
- the clutch pressure regulating valve (linear solenoid valve) 8c which is the main element of the second clutch hydraulic unit 8, is directly controlled by the hydraulic control means 30 having 33 at the top.
- the clutch pressure regulating valve 8c is duty-controlled by a command from the hydraulic pressure control means 30, thereby controlling the hydraulic pressure supplied to the second clutch CL2 as the operating hydraulic pressure. Normally, a drive command corresponding to the throttle opening is input to the clutch pressure regulating valve 8c.
- the precharge pressure adjusting means 32 and the capacity adjusting pressure adjusting means 33 are hold pressures when the second clutch CL2 is engaged when a selection operation is performed from the neutral range (N range) to the drive range (D range) that is the travel range. Controls (hydraulic pressure when the piston is stroked).
- the precharge pressure adjusting means 32 and the capacity adjusting pressure adjusting means 33 are supplied with a select signal from the inhibitor switch 35 and ON / OFF information of the brake switch 36. Further, the sensor information of the oil temperature sensor 37 is input to the capacity adjustment pressure adjusting means 33.
- the brake switch 36 is turned on / off in response to the depression of the brake pedal as described above, and the brake operation / non-operation state can be determined from the output.
- the precharge pressure adjusting means 32 is based on a select range signal (range switching signal) from the inhibitor switch 35 that is generated when the select lever is operated, that is, a range signal corresponding to the selected range. Is selected to the D range, and a control command is output to the hydraulic control means 30 according to the ON / OFF information from the brake switch 36, and the hydraulic pressure supplied to the second clutch CL2 is temporarily increased rapidly. Then, the control of suddenly descending is executed.
- range signal range switching signal
- the hydraulic pressure regulated through the precharge pressure regulating means 32 is rapidly increased from the general pressure to the constant pressure Pc simultaneously with the selection operation from the N range to the D range, and the shelf pressure Pa.
- the shelf pressure Pa is continued for a predetermined time Tc that is set in advance, and then suddenly drops to a predetermined pressure v1.
- the so-called step-like shelf pressure Pa for precharging is precharged in the hydraulic chamber of the second clutch CL2 that is engaged during the selection operation from the N range to the D range.
- the capacity adjustment pressure adjusting means 33 receives a precharge end signal from the precharge pressure adjusting means 32, receives ON / OFF information of the brake switch 36, and outputs a control command to the hydraulic control means 30.
- the hydraulic pressure supplied to the second clutch CL2 is controlled as a capacity adjustment pressure Pb1 so as to gradually increase at a predetermined gradient from the point P1 when the shelf pressure Pa suddenly drops. That is, the capacity adjustment pressure Pb1, which is the hydraulic pressure controlled by the capacity adjustment pressure adjusting means 33, should also be referred to as a so-called “backpacking pressure” for the second clutch CL2, and as shown in FIG.
- the time is gradually increased at a predetermined gradient (speed) by the time Ts.
- FIG. 12 shows a change in hydraulic pressure during select control when the brake is OFF when the select operation is performed from the N range to the D range.
- the change in the capacity adjustment pressure when the brake is OFF is indicated by a solid line Pb1
- the change in the capacity adjustment pressure when the brake is ON is indicated by a broken line Pb2. Accordingly, when the brake is ON, the capacity adjustment pressure Pb2 is controlled so as to gradually increase at a predetermined gradient from the point of time v2 when the shelf pressure Pa suddenly drops.
- the command hydraulic pressure of the capacity adjustment pressures Pb1 and Pb2 following the shelf pressure Pa for precharging is Pb1 of the capacity adjustment pressure when the brake is OFF than the command hydraulic pressure of the capacity adjustment pressure Pb2 when the brake is ON. Is set in advance so that the indicated hydraulic pressure becomes larger.
- the command hydraulic pressure of the capacity adjustment pressure Pb2 when the brake is ON and the offset hydraulic pressure Of when the brake is OFF are individually set in advance, and the command hydraulic pressure of the capacity adjustment pressure Pb1 when the brake is OFF is the capacity when the brake is ON.
- the offset oil pressure Of when the brake is turned off is added to the command oil pressure of the adjustment pressure Pb2.
- the capacity adjustment pressure Pb2 when the brake is ON and the capacity adjustment pressure Pb1 when the brake is OFF are selectively switched according to the ON / OFF information of the brake switch 36. Note that the command oil pressure related to the precharge shelf pressure Pa does not change when the brake is ON and when the brake is OFF.
- FIGS. 13A and 13B are diagrams showing changes in hydraulic pressure when the brake shifts from the ON state to the OFF state during the select control based on the select operation from the N range to the D range.
- the command hydraulic pressure command at the time of brake OFF is given by adding the offset hydraulic pressure Of at the time of brake OFF to the command hydraulic pressure at the time of brake ON, and the pressure is increased to the capacity adjustment pressure Pb1 according to the brake OFF state.
- the offset hydraulic pressure at the time of brake OFF added to the capacity adjustment pressure Pb2 at the time of brake ON is not increased at a stretch from the capacity adjustment pressure Pb2 at the time of brake ON to the capacity adjustment pressure Pb1 according to the brake OFF state.
- Of is gradually raised with a predetermined rising gradient (speed). This can be achieved by, for example, a hydraulic pressure increase rate limiter function provided in the capacity adjustment pressure regulating means 33 of FIG.
- the duration of the precharge shelf pressure Pa is continued.
- Tc see FIG. 12
- the offset hydraulic pressure Of at the time of brake OFF is added to the capacity adjustment pressure Pb2 at the time of brake ON, and at the time of brake OFF higher than the capacity adjustment pressure Pb2 at the time of brake ON. It is assumed that an instruction hydraulic pressure of the capacity adjustment pressure Pb1 is given.
- FIGS. 14A and 14B are diagrams showing changes in hydraulic pressure when the brake shifts from the OFF state to the ON state during the select control based on the select operation from the N range to the D range.
- (A) is a diagram in the case where the brake shifts from the OFF state to the ON state while the capacity adjustment pressure Pb1 at the time of brake OFF is being created
- the ON / OFF information of the brake switch 36 is It is ignored and the generation of the capacity adjustment pressure Pb1 according to the brake OFF state is continued without shifting to the generation of the capacity adjustment pressure Pb2 according to the brake ON state. That is, in the case of FIG. 14A, the on / off information of the brake switch is ignored, and the selection control is executed to the end with the capacity adjustment pressure Pb1 corresponding to the brake OFF state. .
- the duration of the precharge shelf pressure Pa is continued. It is assumed that the instruction hydraulic pressure of the capacity adjustment pressure Pb2 corresponding to the brake ON state is applied after Tc (see FIG. 12) has elapsed. As a matter of course, the capacity adjustment pressure Pb2 corresponding to the brake ON state is lower than the capacity adjustment pressure Pb1 corresponding to the brake OFF state by the offset oil pressure Of when the brake is OFF.
- FIG. 15 shows an example of a control procedure executed by the hydraulic control means 30, the precharge pressure regulating means 32, and the capacity adjusting pressure regulating means 33 in FIG. 11 for creating a hydraulic pressure change as shown in FIGS. It is a flowchart to show. Note that the processing of FIG. 15 is repeatedly executed at a predetermined cycle.
- step S1 of FIG. 15 If it is determined in step S1 of FIG. 15 that there has been a selection operation from the N range to the D range, the process proceeds to the next step S2. In step S2, it is determined whether the brake is on or off. If the brake is on, the process proceeds to step S3. If the brake is off, the process proceeds to step S4.
- step S4 which has advanced to the condition of the brake OFF state, since it corresponds to the state of FIG. 12, the command hydraulic pressure for the precharging shelf pressure Pa as shown in FIG. Make shelf pressure Pa.
- step S5 a time count is started by a precharge timer for managing the duration Tc of the shelf pressure Pa for precharge, and the shelf pressure for precharge is set on condition that the precharge timer is up.
- Pa duration Tc ends (step S6). That is, in steps S4 to S6, as shown in FIG. 12, the command oil pressure is rapidly increased from the normal pressure to the oil pressure Pc and continued for a time Tc, and after the time Tc has elapsed, the command oil pressure is suddenly lowered to the oil pressure v1. Thus, a shelf pressure Pa for precharging is created.
- step S7 in FIG. 15 the time counting by the backlash timer for managing the duration Ts of the capacity adjustment pressure pb1 in FIG. 12 is started, and at the same time the backlash hydraulic control at the time of brake OFF in the next step S8.
- the hydraulic control for generating the capacity adjustment pressure pb1 or Pb2 described above is abbreviated as “backlash”. Therefore, in step S8, following the precharge shelf pressure Pa as described above, the command hydraulic pressure is gradually increased only for the time Ts as shown in FIG. 12, thereby generating the capacity adjustment pressure Pb1.
- the capacity adjustment pressure Pb1 here is obtained by adding the offset oil pressure Of when the brake is OFF to the capacity adjustment pressure Pb2 when the brake is ON as described above.
- step S9 of FIG. 15 the selection control is terminated in the next step S19 as time Ts in FIG. 12 elapses. Note that the command hydraulic pressure is returned to the normal pressure after completion of the select control due to the elapse of time Ts.
- step S3 which has advanced to the condition of the brake ON state in step S2 of FIG. 15, it corresponds to the state of (A) or (B) of FIG.
- the command hydraulic pressure for the shelf pressure Pa is output to create the shelf pressure Pa for precharging.
- the time count is started by the precharge timer in step S10, and the duration Tc (FIG. 12) of the shelf pressure Pa for precharge is completed on condition that the precharge timer is timed up (step S11).
- step S12 in FIG. 15 whether or not the brake has shifted from the ON state to the OFF state during the time counting by the precharge timer, that is, the precharge shelf pressure in FIGS. 13 (A) and 13 (B).
- the process proceeds to step S7.
- the processing after step S7 is as described above.
- FIG. 13B as the brake OFF backlash hydraulic control at step S8, following the shelf pressure Pa for precharging, The command hydraulic pressure is gradually increased only for a predetermined time Ts (FIG. 12) to produce the capacity adjustment pressure Pb1 when the brake is OFF.
- the capacity adjustment pressure Pb1 here is obtained by adding the offset oil pressure Of when the brake is OFF to the capacity adjustment pressure Pb2 when the brake is ON as described above.
- step S12 of FIG. 15 as a result of determining whether or not the brake has shifted from the ON state to the OFF state during the time counting by the precharge timer, the brake remains in the ON state without shifting from the ON state to the OFF state. If this is the case, this corresponds to the state of FIG. That is, in steps S13 and S14, as the brake ON backlash hydraulic control, when the precharge shelf pressure Pa suddenly drops following the precharge shelf pressure Pa as shown in FIG. Therefore, the command hydraulic pressure is gradually increased to produce the capacity adjustment pressure Pb2 when the brake is ON.
- the capacity adjustment pressure Pb2 here is a hydraulic pressure that is lower than the capacity adjustment pressure Pb1 when the brake is OFF by an offset oil pressure Of when the brake is OFF, as described above.
- step S13 during execution of the backlash hydraulic control when the brake is ON, in other words, during the time counting by the backlash timer in step S13, it is determined whether or not the brake remains in the ON state in step S15. If the state remains, the brake ON backlash hydraulic control is executed until the backlash timer in step S16 expires. In step S19, the select control ends.
- step S15 when it is determined in step S15 that the brake has shifted from the ON state to the OFF state during execution of the backlash hydraulic control when the brake is ON, in other words, during the time counting by the backlash timer in step S13. Since this is nothing but the state shown in FIG. 13A, the process proceeds to the next step S17.
- step S17 hydraulic pressure increase control is executed in association with switching from the ON state to the OFF state of the brake.
- step S17 the brake shifts from the ON state to the OFF state while the capacity adjustment pressure Pb2 corresponding to the brake ON state is being created. Therefore, at the timing when the brake is switched from the ON state to the OFF state, the capacity adjustment pressure Pb1 when the brake is OFF is obtained by adding the offset oil pressure Of when the brake is OFF to the indicated hydraulic pressure of the capacity adjustment pressure Pb2 when the brake is ON. An instruction hydraulic pressure command is given to increase the capacity adjustment pressure Pb2 according to the brake OFF state.
- the brake adjustment is not increased from the capacity adjustment pressure Pb2 corresponding to the brake ON state to the capacity adjustment pressure Pb1 corresponding to the brake OFF state, but is added to the capacity adjustment pressure Pb2 corresponding to the brake ON state.
- the offset hydraulic pressure Of is gradually increased with a predetermined rising gradient (speed) (so-called slowly increasing pressure).
- step S18 if the level of the capacity adjustment pressure Pb1 corresponding to the brake OFF state is reached with a slow increase of the offset hydraulic pressure Of when the brake is OFF (step S18), the process proceeds to step S8 thereafter. Then, the aforementioned brake-off loosening control is executed, and the selection control is ended in step S19 on condition that the play timer expires in step S9.
- the capacity adjustment pressure Pb1 generated from the point when the precharge shelf pressure Pa in a step shape is suddenly dropped is equal to the offset hydraulic pressure Of when the brake is OFF. Therefore, it is possible to apply a higher hydraulic pressure than when the brake is ON. Conversely, when the brake is ON, a lower hydraulic pressure can be applied by the offset hydraulic pressure Of than when the brake is OFF.
- FIGS. 12 to 15 show an example of the selection operation from the N range to the D range, but the same processing is executed when the selection operation is performed from the N range to the R range.
- the capacity adjustment pressure Pb1 when the brake is turned off is increased or decreased according to the oil temperature.
- the sensor information from the oil temperature sensor 37 is taken into the capacity adjustment pressure adjusting means 33 in FIG. 11, while the capacity adjustment pressure adjusting means 33 has a map relating to the oil temperature-offset hydraulic pressure characteristic as shown in FIG.
- the offset hydraulic pressure Of is increased or decreased to correct the offset hydraulic pressure Of according to the oil temperature.
- the low temperature range is less than 0 degrees and the normal temperature range is 0 degrees or more
- the offset hydraulic pressure Of is substantially zero in the low temperature range
- the offset is offset according to the oil temperature increase in the normal range. It is assumed that the hydraulic pressure Of is gradually reduced.
- the offset hydraulic pressure Of added to the capacity adjustment pressure Pb2 when the brake is turned on increases or decreases according to the oil temperature as the capacity adjustment pressure Pb1 when the brake is turned off.
- the capacity adjustment when the brake is off The pressure Pb1 increases or decreases according to the oil temperature. By doing so, it is possible to avoid variations due to the influence of the oil temperature, particularly when the second clutch CL2 is engaged when the brake is OFF.
- the shelf pressure Pa for precharging is in a single step shape, but it may be in two steps as shown in FIG. 17 as required. It is.
- the capacity adjustment pressure Pb1 generated from the point of time when the precharge shelf pressure Pa in a step shape is suddenly lowered during the selection control based on the selection operation from the N range to the D range.
- the brake is OFF, it is set higher than the capacity adjustment pressure Pb2 when the brake is ON by the offset hydraulic pressure Of.
- the second clutch CL2 can be engaged and the startability is good.
- the brake is on, it can be considered that the driver is in a driving situation in which the sensitivity to startability is low. Can be further reduced.
- the present invention is applied to the hybrid vehicle shown in FIG. 1 as an example.
- the present invention can be similarly applied to other types of vehicles as long as the vehicle includes a starting clutch. It is.
- the FR type hybrid vehicle has been described with reference to FIG. 1, it may be an FF type hybrid vehicle.
- the command hydraulic pressure is gradually increased immediately after the stepped precharge shelf pressure Pa is suddenly lowered to create the capacity adjustment pressure of the starting clutch.
- the indicated hydraulic pressure may be maintained for a predetermined time, and then the indicated hydraulic pressure may be gradually increased to create the capacity adjustment pressure of the starting clutch.
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Abstract
Description
次に、「WSC走行モード」の詳細について説明する。「WSC走行モード」とは、エンジンEが作動した状態を維持している点に特徴があり、ドライバ要求トルク変化に対する応答性が高い。具体的には、第1クラッチCL1を完全締結し、第2クラッチCL2をドライバ要求トルクに応じた伝達トルク容量TCL2としてスリップ制御し、エンジンE及び/又はモータジェネレータMGの駆動力を用いて走行する。
次に、MWSC走行モード領域を設定した理由について説明する。推定勾配が所定勾配(g1もしくはg2)より大きいときに、例えば、ブレーキペダル操作を行うことなく車両を停止状態もしくは微速発進状態に維持しようとすると、平坦路に比べて大きな駆動力が要求される。自車両の荷重負荷に対抗する必要があるからである。
Claims (5)
- ニュートラルレンジから走行レンジにセレクト操作されたときに、発進用クラッチへの指示油圧を一時的に急上昇させた後に急降下させて上記発進用クラッチへのプリチャージ用棚圧を作る一方、上記プリチャージ圧を下降させた後に上記指示油圧を徐々に上昇させて上記発進用クラッチの容量調整圧を作るようにした自動変速機の油圧制御装置において、
上記自動変速機が搭載された車両のブレーキの作動/非作動状態を検出するブレーキ状態検出手段を設け、
上記ブレーキ非作動状態における指示油圧を上記ブレーキ作動状態における指示油圧よりも高くするようにした自動変速機の油圧制御装置。 - 上記ブレーキ非作動状態における容量調整圧を上記ブレーキ作動状態における容量調整圧よりも高くするようにした請求項1に記載の自動変速機の油圧制御装置。
- 上記ブレーキ非作動状態における容量調整圧は上記ブレーキ作動状態における上記容量調整圧に予め設定してあるオフセット量を上乗せしたものである請求項2に記載の自動変速機の油圧制御装置。
- 上記ニュートラルレンジから走行レンジへのセレクト操作に基づいて上記容量調整圧が作り出されている途中で上記ブレーキ作動状態からブレーキ非作動状態に移行したときに、上記ブレーキ作動状態における容量調整圧に対し上記オフセット量を徐々に上昇させながら上乗せして上記ブレーキ非作動状態における容量調整圧を作るようにした請求項3に記載の自動変速機の油圧制御装置。
- 上記オフセット量は作動油の温度に応じて増減させるようにした請求項3または4に記載の自動変速機の油圧制御装置。
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US14/915,837 US10047853B2 (en) | 2013-09-13 | 2014-08-27 | Oil pressure controller for automatic transmission |
CN201480048929.XA CN105518352B (zh) | 2013-09-13 | 2014-08-27 | 自动变速器的油压控制装置 |
EP14843773.4A EP3045779B1 (en) | 2013-09-13 | 2014-08-27 | Oil pressure controller for automatic transmission |
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JPH0328571A (ja) | 1989-06-22 | 1991-02-06 | Nissan Motor Co Ltd | 自動変速機の液圧制御装置 |
JPH0510431A (ja) * | 1991-06-29 | 1993-01-19 | Mazda Motor Corp | 自動変速機の制御装置 |
JPH1137261A (ja) * | 1997-07-17 | 1999-02-12 | Jatco Corp | 自動変速機の作動油圧制御装置 |
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EP3045779B1 (en) | 2020-07-29 |
JP2015055336A (ja) | 2015-03-23 |
EP3045779A4 (en) | 2017-05-31 |
CN105518352A (zh) | 2016-04-20 |
JP5980184B2 (ja) | 2016-08-31 |
US20160208910A1 (en) | 2016-07-21 |
EP3045779A1 (en) | 2016-07-20 |
KR20160032204A (ko) | 2016-03-23 |
US10047853B2 (en) | 2018-08-14 |
CN105518352B (zh) | 2017-07-07 |
KR101795976B1 (ko) | 2017-11-08 |
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