JP2019007591A - Control device for vehicle - Google Patents

Control device for vehicle Download PDF

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JP2019007591A
JP2019007591A JP2017125567A JP2017125567A JP2019007591A JP 2019007591 A JP2019007591 A JP 2019007591A JP 2017125567 A JP2017125567 A JP 2017125567A JP 2017125567 A JP2017125567 A JP 2017125567A JP 2019007591 A JP2019007591 A JP 2019007591A
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pressure
engagement
engine
control
operation amount
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JP7111448B2 (en
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隆太 木下
Ryuta Kinoshita
隆太 木下
永田　幸司
Koji Nagata
幸司 永田
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Toyota Motor Corp
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Abstract

To suppress the deterioration of drivability caused by the abrupt engagement of a friction engagement device by a boost of the engagement transition pressure of the friction engagement device according to an accelerator operation amount when connecting a connection/disconnection device.SOLUTION: Constant-pressure standby pressures Pcw, Pbw are boosted by pressure increase correction values α, β at an accelerator-on time, constant-pressure standby pressures Pcw+α, Pbw+β are thereby properly controlled according to input torque, on the other hand, at the restoration of stop-&-start control for starting an engine when starting a vehicle by bringing an automatic transmission into a D-range, the pressure increase correction of the constant-pressure standby pressure Pcw at the accelerator-on time is limited, and the standby pressure is maintained at low pressure until reaching a time t3 at which a delay timer is established. Therefore, when engine torque corresponding to the accelerator operation amount cannot be outputted at the transition of a start of the engine, the deterioration of drivability by the abrupt engagement of a first clutch C1 resulting from the constant-pressure standby pressure Pcw+α which is boosted by the pressure increase correction is suppressed.SELECTED DRAWING: Figure 3

Description

本発明は車両用制御装置に係り、特に、エンジンと駆動輪との間の動力伝達を断接する摩擦係合装置を係合させる際の係合過渡圧を制御する車両用制御装置に関するものである。   The present invention relates to a vehicle control device, and more particularly to a vehicle control device that controls an engagement transient pressure when a friction engagement device that connects and disconnects power transmission between an engine and a drive wheel is engaged. .

アクセル操作量に応じて出力制御される走行用のエンジンと、係合圧を制御可能な摩擦係合装置により前記エンジンと駆動輪との間の動力伝達を接続遮断する断接装置と、を有する車両が広く用いられている。特許文献１に記載の車両はその一例で、断接装置として自動変速機を備えている。特許文献１にはまた、自動変速機の変速時に摩擦係合装置を係合させる際の係合過渡圧（変速圧）を、アクセル操作量に対応するスロットル弁開度等に応じて補正する技術が記載されている。   An engine for traveling whose output is controlled according to an accelerator operation amount; and a connecting / disconnecting device for connecting and disconnecting power transmission between the engine and the drive wheels by a friction engagement device capable of controlling the engagement pressure. Vehicles are widely used. The vehicle described in Patent Document 1 is an example, and includes an automatic transmission as a connection / disconnection device. Patent Document 1 also discloses a technique for correcting an engagement transient pressure (shift pressure) when a friction engagement device is engaged during a shift of an automatic transmission according to a throttle valve opening corresponding to an accelerator operation amount. Is described.

特開平５−２４８５３１号公報Japanese Patent Laid-Open No. 5-248531

ところで、前記摩擦係合装置の係合過渡圧の制御においては、アクセル操作量が大きい場合すなわちエンジンからの入力トルクが大きい場合には、小さい場合に比較して係合過渡圧を高くすることにより、入力トルクに応じて係合過渡圧を適切に制御することが可能で、係合ショック等を抑制しつつ摩擦係合装置を適切に係合させることができる。しかしながら、例えば車両停止時にエンジンを回転停止させるエンジン自動停止制御からの復帰時など、摩擦係合装置の係合と並行してエンジンが回転停止状態から始動させられる場合、エンジンが始動過渡時で必ずしもアクセル操作量に応じたエンジントルクが出力されないため、係合過渡圧が高過ぎて摩擦係合装置の急係合によりドラビリ（駆動力変動など）が悪化する可能性があった。   By the way, in the control of the engagement transient pressure of the friction engagement device, when the accelerator operation amount is large, that is, when the input torque from the engine is large, the engagement transient pressure is increased compared to the case where it is small. In addition, it is possible to appropriately control the engagement transient pressure according to the input torque, and it is possible to appropriately engage the friction engagement device while suppressing the engagement shock and the like. However, when the engine is started from the rotation stop state in parallel with the engagement of the friction engagement device, for example, when returning from the engine automatic stop control that stops the rotation of the engine when the vehicle is stopped, the engine is not necessarily in the start transition state. Since the engine torque corresponding to the accelerator operation amount is not output, the engagement transient pressure is too high, and the drivability (driving force fluctuation or the like) may be deteriorated due to the sudden engagement of the friction engagement device.

本発明は以上の事情を背景として為されたもので、その目的とするところは、摩擦係合装置の係合により断接装置を接続する際に、アクセル操作量に応じて摩擦係合装置の係合過渡圧が高くされることにより、その摩擦係合装置の急係合によってドラビリが悪化することを抑制することにある。   The present invention has been made against the background of the above circumstances. The object of the present invention is to connect the connecting / disconnecting device by the engagement of the friction engaging device. By increasing the engagement transient pressure, it is intended to prevent the drivability from deteriorating due to the sudden engagement of the friction engagement device.

かかる目的を達成するために、本発明は、(a) アクセル操作量に応じて出力制御される走行用のエンジンと、係合圧を制御可能な摩擦係合装置により前記エンジンと駆動輪との間の動力伝達を接続遮断する断接装置と、を有する車両に適用され、(b) 前記摩擦係合装置を係合させる際の係合過渡圧（係合過渡時の係合圧）を制御する係合圧制御部を備えている車両用制御装置において、(c) 前記係合圧制御部は、前記アクセル操作量が大きい場合には小さい場合に比較して前記係合過渡圧を高くする一方、前記摩擦係合装置の係合により前記断接装置を接続する際に、前記エンジンが回転停止状態から始動させられる場合には、前記アクセル操作量に応じた前記係合過渡圧の制御を制限してその係合過渡圧を低圧に維持することを特徴とする。   In order to achieve such an object, the present invention provides: (a) a traveling engine whose output is controlled according to an accelerator operation amount; and a friction engagement device capable of controlling an engagement pressure. And a connection / disconnection device that disconnects power transmission between the two, and (b) controls engagement transient pressure (engagement pressure at the time of engagement transition) when the friction engagement device is engaged. (C) The engagement pressure control unit increases the engagement transient pressure when the accelerator operation amount is large compared to when the accelerator operation amount is small. On the other hand, when the engine is started from the rotation stop state when the connection / disconnection device is connected by the engagement of the friction engagement device, the engagement transient pressure is controlled according to the accelerator operation amount. It is characterized by restricting and maintaining the engagement transient pressure at a low pressure.

このような車両用制御装置においては、アクセル操作量が大きい場合は小さい場合に比較して摩擦係合装置の係合過渡圧が高くされることにより、エンジンからの入力トルクに応じて係合過渡圧が適切に制御され、アクセル操作の有無等に拘らず摩擦係合装置を適切に係合させることができる。一方、摩擦係合装置の係合により断接装置を接続する際にエンジンが始動させられる場合には、アクセル操作量に応じた係合過渡圧の制御が制限されて係合過渡圧が低圧に維持されるため、エンジンが始動過渡時でアクセル操作量に応じたエンジントルクが出力されない場合に、高い係合過渡圧に起因する摩擦係合装置の急係合によってドラビリが悪化することが抑制される。   In such a vehicle control device, when the accelerator operation amount is large, the engagement transient pressure of the friction engagement device is increased as compared with the case where the accelerator operation amount is small, so that the engagement transient pressure according to the input torque from the engine. Is appropriately controlled, and the friction engagement device can be appropriately engaged regardless of whether or not the accelerator is operated. On the other hand, when the engine is started when the connection / disconnection device is connected by the engagement of the friction engagement device, the control of the engagement transient pressure according to the accelerator operation amount is limited, and the engagement transient pressure is lowered. Therefore, when the engine torque is not output in response to the accelerator operation amount at the time of the start transition, the deterioration of the drivability due to the sudden engagement of the friction engagement device due to the high engagement transient pressure is suppressed. The

本発明の一実施例である車両用制御装置を備えている車両の駆動系統を説明するブロック線図で、油圧回路を併せて示した図である。It is a block diagram explaining the drive system of the vehicle provided with the control apparatus for vehicles which is one Example of this invention, and is the figure which also showed the hydraulic circuit. 図１の車両制御用ＥＣＵが機能的に備えている増圧補正部の作動を具体的に説明するフローチャートである。2 is a flowchart for specifically explaining the operation of a pressure increase correction unit functionally included in the vehicle control ECU of FIG. 1. 図２のフローチャートに従って増圧補正制御が行なわれた場合の各部の変化を示すタイムチャートの一例である。It is an example of the time chart which shows the change of each part when the pressure increase correction | amendment control is performed according to the flowchart of FIG. 本発明の他の実施例を説明する図で、図２の代わりに実行されるフローチャートである。It is a figure explaining the other Example of this invention, and is a flowchart performed instead of FIG. 従来の増圧補正制御を説明する図で、各部の変化を示すタイムチャートの一例である。It is a figure explaining the conventional pressure increase correction | amendment control, and is an example of the time chart which shows the change of each part.

アクセル操作量は、出力要求量に応じて運転者によって操作されるアクセルペダル等の出力要求操作部材の操作量で、出力要求量に相当し、エンジンのスロットル弁開度がアクセル操作量に応じて制御される場合は、そのスロットル弁開度で代用しても良い。走行用のエンジンは、ガソリンエンジン、ディーゼルエンジン等の内燃機関である。エンジンの他に電動モータ等が併用されても良い。断接装置は、変速比（＝入力回転速度／出力回転速度）が異なる複数のギヤ段を形成することができる自動変速機や、前進用クラッチおよび後進用ブレーキを有する前後進切換装置、或いは発進クラッチなどで、摩擦係合装置としては油圧によって係合圧が制御される油圧式摩擦係合装置が好適に用いられるが、電磁式クラッチ等が用いられても良い。   The accelerator operation amount is the operation amount of an output request operation member such as an accelerator pedal operated by the driver according to the output request amount, and corresponds to the output request amount, and the throttle valve opening of the engine depends on the accelerator operation amount. If controlled, the throttle valve opening may be substituted. The traveling engine is an internal combustion engine such as a gasoline engine or a diesel engine. In addition to the engine, an electric motor or the like may be used in combination. The connecting / disconnecting device may be an automatic transmission capable of forming a plurality of gear stages having different gear ratios (= input rotation speed / output rotation speed), a forward / reverse switching device having a forward clutch and a reverse brake, or a start As a friction engagement device for a clutch or the like, a hydraulic friction engagement device whose engagement pressure is controlled by hydraulic pressure is preferably used, but an electromagnetic clutch or the like may be used.

本発明は、例えば(a) アクセル操作量に応じて出力制御される走行用のエンジンと、係合圧を制御可能な摩擦係合装置により前記エンジンと駆動輪との間の動力伝達を接続遮断する断接装置と、その断接装置が接続される走行レンジと断接装置が遮断される非走行レンジとに切り換えることができるレンジ選択装置と、を有する車両に適用され、(b) 前記摩擦係合装置を係合させる際の係合過渡圧を制御する係合圧制御部を備えている車両用制御装置において、(c) 前記非走行レンジが選択された車両停止時に前記エンジンを回転停止させるエンジン自動停止制御を行なう一方、エンジン自動停止制御の実行中に前記レンジ選択装置によって前記非走行レンジから前記走行レンジへ切り換えるレンジ切換操作が行なわれると、前記エンジンを始動するとともに前記摩擦係合装置の係合により前記断接装置を接続して走行可能とする復帰制御を行なうストップ＆スタート制御部を備えており、(d) 前記係合圧制御部は、前記アクセル操作量が大きい場合には小さい場合に比較して前記係合過渡圧を高くする一方、前記ストップ＆スタート制御部により前記復帰制御が行なわれる際には、前記アクセル操作量に応じた前記係合過渡圧の制御を制限して係合過渡圧を低圧に維持するように構成される。レンジ選択装置としては、例えばシフトレバーが用いられるが、押釦スイッチやスライドスイッチ等が用いられても良い。なお、本発明の実施に際しては、必ずしもストップ＆スタート制御やレンジ切換操作は必要でなく、例えば走行レンジでの惰性走行中にニュートラル制御で断接装置を遮断するとともにエンジンを回転停止させる一方、アクセル操作等の加速意思に基づいて、断接装置を接続するとともにエンジンを始動する場合にも適用され得る。また、走行レンジでの車両停車時にニュートラル制御で断接装置を遮断するとともにエンジンを回転停止させる一方、アクセル操作やブレーキ解除等の発進意思に基づいて、断接装置を接続するとともにエンジンを始動する場合にも適用され得るなど、種々の態様が可能である。   In the present invention, for example, (a) a driving engine whose output is controlled in accordance with an accelerator operation amount, and a friction engagement device capable of controlling the engagement pressure are used to disconnect power transmission between the engine and drive wheels. Applied to a vehicle having a connecting / disconnecting device and a range selection device capable of switching between a traveling range to which the connecting / disconnecting device is connected and a non-traveling range in which the connecting / disconnecting device is disconnected, and (b) the friction In the vehicle control device including an engagement pressure control unit that controls an engagement transient pressure when the engagement device is engaged, (c) the rotation of the engine is stopped when the vehicle is stopped when the non-traveling range is selected. While the engine automatic stop control is performed, the engine is started when a range switching operation for switching from the non-travel range to the travel range is performed by the range selection device during the execution of the engine automatic stop control. And a stop-and-start control unit that performs a return control that allows the connecting / disconnecting device to travel by engagement of the friction engagement device, and (d) the engagement pressure control unit includes the accelerator When the operation amount is large, the engagement transient pressure is made higher than when the operation amount is small. On the other hand, when the return control is performed by the stop & start control unit, the engagement according to the accelerator operation amount is performed. It is configured to limit the control of the transient pressure and maintain the engagement transient pressure at a low pressure. For example, a shift lever is used as the range selection device, but a push button switch, a slide switch, or the like may be used. In implementing the present invention, stop & start control and range switching operation are not necessarily required. For example, during inertial traveling in the traveling range, the connecting / disconnecting device is shut off by neutral control and the engine is stopped. The present invention can also be applied to a case where the connection / disconnection device is connected and the engine is started based on the intention of acceleration such as operation. In addition, when the vehicle is stopped in the travel range, the connection / disconnection device is shut off by neutral control and the engine is stopped, while the connection / disconnection device is connected and the engine is started based on the intention to start such as accelerator operation or brake release. Various aspects are possible, such as being applicable to cases.

係合圧制御部は、例えばアクセル操作量が大きい場合には小さい場合に比較して係合過渡圧が高くなるように係合過渡圧を増圧補正し、アクセル操作量に応じた係合過渡圧の制御の制限は、前記係合過渡圧の増圧補正を制限するように構成される。係合過渡圧の増圧補正は、例えばアクセル操作量に応じて連続的或いは段階的に係合過渡圧を増圧しても良いが、アクセル操作されていないアクセルＯＦＦ時には増圧補正無しで、アクセル操作されたアクセルＯＮ時には一定圧だけ係合過渡圧を増圧補正するだけでも良い。係合過渡圧は、例えば油圧式摩擦係合装置の場合、摩擦係合装置を係合させる際の急速充填（ファーストフィル）後の定圧待機圧が適当であるが、定圧待機後に係合圧を所定の変化率で増加させる漸増時の係合圧を増圧したり、漸増時の変化率（増加率）を大きくしたり、或いは定圧待機時間を短くして漸増開始時間を早くしたりするなど、種々の態様が可能である。油圧式摩擦係合装置の場合、係合圧は係合油圧に対応する。なお、係合圧制御部の態様としては、例えばアクセルＯＮ時を基準としてアクセルＯＦＦ時に係合過渡圧を減圧補正するものでも良く、その場合はエンジン始動時にはアクセル操作に拘らずアクセルＯＦＦ時と同様の減圧補正を行なって係合過渡圧を低圧に維持するようにすれば良い。   For example, when the accelerator operation amount is large, the engagement pressure control unit corrects the engagement transient pressure so that the engagement transient pressure is higher than when the accelerator operation amount is small, and the engagement transient according to the accelerator operation amount is corrected. The pressure control limit is configured to limit the pressure increase correction of the engagement transient pressure. For the correction of the engagement transient pressure, for example, the engagement transient pressure may be increased continuously or stepwise according to the accelerator operation amount. However, when the accelerator is not operated and the accelerator is OFF, the acceleration is not corrected. When the operated accelerator is ON, the engagement transient pressure may be corrected only by increasing the pressure. For example, in the case of a hydraulic friction engagement device, the engagement transient pressure is suitably a constant pressure standby pressure after rapid filling (first fill) when engaging the friction engagement device. Increasing the engagement pressure at the time of gradual increase to increase at a predetermined rate of change, increasing the rate of change at the time of gradual increase (increase rate), or shortening the constant pressure standby time to increase the gradual increase start time, etc. Various embodiments are possible. In the case of a hydraulic friction engagement device, the engagement pressure corresponds to the engagement oil pressure. As an aspect of the engagement pressure control unit, for example, the engagement transient pressure may be corrected to be reduced when the accelerator is OFF with reference to the accelerator ON. In this case, the engine is started at the same time as the accelerator OFF regardless of the accelerator operation. Thus, the engagement transient pressure may be maintained at a low pressure.

上記増圧補正の制限は、例えばエンジン回転速度またはエンジントルクが所定値以上になる予め定められた制限解除条件を満たすまで、係合過渡圧の増圧補正を遅延させるように定められるが、増圧幅を小さくしたり増圧補正を完全に禁止したりしても良いなど、種々の態様が可能である。制限解除条件としては、エンジン回転速度またはエンジントルクが所定値以上になるだけでなく、その状態が所定時間以上継続する安定状態を要件としても良い。また、摩擦係合装置の係合制御開始時からの経過時間や、エンジン始動制御開始時からの経過時間が、予め定められた判定時間を超えたか否かによって判断することもできる。係合過渡圧を減圧補正する場合も同様である。   The limitation of the pressure increase correction is determined so as to delay the pressure increase correction of the engagement transient pressure until a predetermined limit release condition is satisfied, for example, when the engine rotation speed or the engine torque is equal to or higher than a predetermined value. Various modes are possible such as reducing the pressure width or completely prohibiting the pressure increase correction. As a restriction release condition, not only the engine rotation speed or the engine torque becomes a predetermined value or more, but also a stable state in which the state continues for a predetermined time or more may be a requirement. It is also possible to determine whether the elapsed time from the start of the engagement control of the friction engagement device or the elapsed time from the start of the engine start control has exceeded a predetermined determination time. The same applies when correcting the engagement transient pressure to a reduced pressure.

本発明はまた、例えば(a) 前記断接装置は、複数の油圧式摩擦係合装置の係合解放状態に応じて変速比が異なる複数の走行ギヤ段を形成するとともに、総ての油圧式摩擦係合装置が解放されることにより動力伝達を遮断する自動変速機であり、(b) 前記ストップ＆スタート制御部は、前記復帰制御を行なう際に、前記複数の走行ギヤ段の中の所定の発進ギヤ段を形成する第１係合装置に加えてスクォート制御用の第２係合装置を係合させることにより、その発進ギヤ段よりも変速比が小さいスクォートギヤ段を一時的に形成した後に、その第２係合装置を解放して前記発進ギヤ段を形成するスクォート制御を行なうもので、(c) 前記係合圧制御部の前記アクセル操作量に応じた前記係合過渡圧の増圧補正の制限は、前記スクォートギヤ段が形成されるタイミングに合わせて前記係合過渡圧の増圧補正が行なわれるように、その増圧補正を遅延させるように定められる。復帰制御時に発進ギヤ段に先立って変速比が小さいスクォートギヤ段が形成されることにより、走行レンジへ移行する際の駆動力変動が抑制される。また、復帰制御時にアクセル操作された場合には、スクォートギヤ段が形成されるタイミングに合わせて係合過渡圧の増圧補正が行なわれるように増圧補正が遅延させられるため、その遅延の間にエンジントルクが立ち上がることで摩擦係合装置の急係合による駆動力変動が抑制されるとともに、その遅延に拘らず入力トルク不足で摩擦係合装置が急係合させられても、スクォートギヤ段は発進ギヤ段よりも変速比が小さいため駆動力変動が低減される。なお、本発明の実施に際してスクォート制御は必ずしも必要でなく、ストップ＆スタート制御の復帰時等の車両発進時に発進ギヤ段を直接形成しても良い。   The present invention also provides, for example, (a) the connecting / disconnecting device forms a plurality of traveling gear stages having different gear ratios according to the disengaged states of the plurality of hydraulic friction engagement devices, and all the hydraulic types An automatic transmission that cuts off power transmission when the friction engagement device is released; and (b) the stop and start control unit performs predetermined control among the plurality of traveling gear stages when performing the return control. By engaging the second engaging device for squat control in addition to the first engaging device for forming the starting gear step, a squat gear step having a gear ratio smaller than that of the starting gear step is temporarily formed. Later, the second engagement device is released to perform the squat control to form the starting gear stage. (C) Increase of the engagement transient pressure according to the accelerator operation amount of the engagement pressure control unit The limitation of pressure correction is that the squat gear stage is formed. That way pressure increase correction of the engagement transient pressure in accordance with the timing is performed, it is defined as delaying the pressure increase correction. By forming a squat gear stage having a small gear ratio prior to the starting gear stage during the return control, fluctuations in driving force when shifting to the travel range are suppressed. In addition, when the accelerator is operated during the return control, the pressure increase correction is delayed so that the engagement transient pressure is corrected in accordance with the timing when the squat gear is formed. As the engine torque rises, fluctuations in the driving force due to sudden engagement of the friction engagement device are suppressed, and even if the friction engagement device is suddenly engaged due to insufficient input torque regardless of the delay, the squat gear stage Since the gear ratio is smaller than that of the starting gear, fluctuations in driving force are reduced. It should be noted that the squat control is not necessarily required in the implementation of the present invention, and the starting gear stage may be directly formed when the vehicle starts, such as when the stop and start control is returned.

断接装置が油圧式摩擦係合装置を備えている場合、例えばエンジンによって回転駆動されて油圧を出力する機械式オイルポンプと、ポンプ用電動モータにより回転駆動されて油圧を出力する電動式オイルポンプとを有する油圧回路が設けられ、それ等の機械式オイルポンプおよび電動式オイルポンプの両方から油圧式摩擦係合装置に作動油が供給されるように構成することが望ましい。電動式オイルポンプは、例えば機械式オイルポンプによって十分な作動油が得られない場合に補助的に作動させられて待機油圧を出力するように用いられるが、エンジンに比べて応答性が優れていることから、断接装置の接続時等に一時的に作動させられて補助油圧を出力するだけでも良い。また、機械式オイルポンプの作動、非作動に拘らず、車両の運転スイッチ（イグニッションスイッチなど）がＯＮの間は電動式オイルポンプを常時作動させて補助油圧を出力しても良いなど、種々の態様が可能である。なお、機械式オイルポンプおよび電動式オイルポンプの何れか一方が設けられるだけでも良い。   When the connecting / disconnecting device includes a hydraulic friction engagement device, for example, a mechanical oil pump that is driven to rotate by an engine and outputs hydraulic pressure, and an electric oil pump that is driven to rotate by an electric motor for pump and outputs hydraulic pressure It is desirable that hydraulic oil is provided to the hydraulic friction engagement device from both the mechanical oil pump and the electric oil pump. The electric oil pump is used to output the standby hydraulic pressure when the hydraulic oil pump, for example, does not provide sufficient hydraulic oil, but is more responsive than the engine. Therefore, the auxiliary hydraulic pressure may be output only when it is temporarily activated when the connection / disconnection device is connected. In addition, regardless of whether the mechanical oil pump is activated or deactivated, the electric oil pump may be operated at all times and the auxiliary oil pressure may be output while the vehicle operation switch (ignition switch, etc.) is ON. Embodiments are possible. Note that only one of a mechanical oil pump and an electric oil pump may be provided.

以下、本発明の実施例を、図面を参照して詳細に説明する。
図１は、本発明の一実施例である車両用制御装置を備えている車両１０の駆動系統を説明するブロック線図で、油圧回路１２を併せて示した図である。車両１０は、走行用駆動力源として内燃機関であるエンジン２０を備えており、そのエンジン２０の出力は、トルクコンバータ（Ｔ／Ｃ）２２から自動変速機２４を経て差動歯車装置２８に伝達され、左右の駆動輪３０に分配される。トルクコンバータ２２は、エンジン２０に連結されたポンプ翼車と、自動変速機２４の入力軸に連結されたタービン翼車とを備えており、流体（作動油）を介して動力伝達を行うとともに、ポンプ翼車には機械式オイルポンプ４０が連結されており、エンジン２０により回転駆動されて油圧を出力することにより、油圧回路１２の油圧源として用いられる。 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a block diagram for explaining a drive system of a vehicle 10 having a vehicle control apparatus according to an embodiment of the present invention, and is a diagram showing a hydraulic circuit 12 together. The vehicle 10 includes an engine 20 that is an internal combustion engine as a driving force source for traveling, and the output of the engine 20 is transmitted from a torque converter (T / C) 22 to a differential gear device 28 via an automatic transmission 24. And distributed to the left and right drive wheels 30. The torque converter 22 includes a pump impeller connected to the engine 20 and a turbine impeller connected to an input shaft of the automatic transmission 24, and transmits power through a fluid (hydraulic oil). A mechanical oil pump 40 is connected to the pump impeller, and is used as a hydraulic pressure source of the hydraulic circuit 12 by being driven to rotate by the engine 20 and outputting hydraulic pressure.

自動変速機２４は、油圧式摩擦係合装置として複数のクラッチＣ１、・・・、ブレーキＢ１、・・・（以下、特に区別しない場合は単に係合装置ＣＢという）を有する遊星歯車式の有段変速機で、係合装置ＣＢの係合解放状態に応じて変速比が異なる複数（例えば４速〜８速程度）の前進ギヤ段および一つの後進ギヤ段が形成される。また、総ての係合装置ＣＢが解放されることにより、動力伝達を遮断するニュートラル状態になる。具体的には、単一の第１クラッチＣ１が係合させられることによって変速比が最も大きい前進用の第１速ギヤ段が形成され、第１クラッチＣ１および第１ブレーキＢ１が係合させられることによって変速比が２番目に大きい第２速ギヤ段が形成される。本実施例では、第１クラッチＣ１が第１係合装置で、第１速ギヤ段が発進ギヤ段に相当し、第１ブレーキＢ１が第２係合装置で、第２速ギヤ段がスクォートギヤ段に相当する。第３速ギヤ段以上のギヤ段をスクォートギヤ段に設定することもできる。上記自動変速機２４の係合装置ＣＢには、油圧回路１２に設けられた油圧作動制御部３２から作動油が供給されるようになっている。油圧作動制御部３２は、油路を切り換える電磁切換弁や油圧を制御する電磁調圧弁等が設けられたバルブボデーなどで、複数の係合装置ＣＢの油圧を電気的に任意のタイミングで個別に制御して係合解放制御することができる。自動変速機２４は、エンジン２０と駆動輪３０との間の動力伝達を接続遮断する断接装置に相当する。   The automatic transmission 24 has a plurality of clutches C1,..., A brake B1,... (Hereinafter referred to simply as an engagement device CB unless otherwise specified) as hydraulic friction engagement devices. In the step transmission, a plurality of forward gear stages (for example, about 4th to 8th speeds) and one reverse gear stage having different speed ratios according to the disengagement state of the engagement device CB are formed. Further, when all the engagement devices CB are released, a neutral state in which power transmission is interrupted is established. Specifically, the forward first speed gear stage having the largest speed ratio is formed by engaging the single first clutch C1, and the first clutch C1 and the first brake B1 are engaged. As a result, the second speed gear stage having the second largest gear ratio is formed. In this embodiment, the first clutch C1 is a first engagement device, the first speed gear stage is equivalent to a start gear stage, the first brake B1 is a second engagement device, and the second speed gear stage is a squat gear. Corresponds to the step. It is also possible to set the gear stage beyond the third speed gear stage to the squat gear stage. The engagement device CB of the automatic transmission 24 is supplied with hydraulic oil from a hydraulic operation control unit 32 provided in the hydraulic circuit 12. The hydraulic operation control unit 32 is a valve body provided with an electromagnetic switching valve for switching the oil passage, an electromagnetic pressure regulating valve for controlling the hydraulic pressure, and the like, and individually controls the hydraulic pressure of the plurality of engagement devices CB at an arbitrary timing. It is possible to control the engagement and release. The automatic transmission 24 corresponds to a connection / disconnection device that connects and disconnects power transmission between the engine 20 and the drive wheels 30.

油圧回路１２は、エンジン２０によって回転駆動される機械式オイルポンプ４０の他に電動式オイルポンプ４２を備えている。電動式オイルポンプ４２は、ポンプ用電動モータ４４によって任意の時間に任意の駆動トルクで回転駆動される。これ等の機械式オイルポンプ４０および電動式オイルポンプ４２は、共通の吸い込み口（ストレーナ）４６を備えているとともに途中の分岐点４８で分岐している吸入油路５０、５２に接続されており、トランスミッションケースの下部に設けられたオイルパン３４に還流した作動油を吸い込み口４６から吸い上げて吐出油路５４、５６に吐出する。吐出油路５４、５６は、連結点５８で互いに連結されて油圧作動制御部３２に作動油を供給するが、吐出油路５６には、機械式オイルポンプ４０から吐出された作動油が電動式オイルポンプ４２側へ流入することを防止するための逆止弁６０が設けられている。また、吐出油路５６と吸入油路５２との間には、リリーフ弁６２を有する還流油路６４が接続されており、吐出油路５６内の油圧が所定のリリーフ圧以上になった場合には、その吐出油路５６内の作動油がリリーフ弁６２を介して吸入油路５２へ還流されるようになっている。   The hydraulic circuit 12 includes an electric oil pump 42 in addition to the mechanical oil pump 40 that is rotationally driven by the engine 20. The electric oil pump 42 is driven to rotate at an arbitrary driving torque at an arbitrary time by the pump electric motor 44. These mechanical oil pump 40 and electric oil pump 42 have a common suction port (strainer) 46 and are connected to intake oil passages 50 and 52 branched at a branch point 48 in the middle. Then, the working oil recirculated to the oil pan 34 provided in the lower part of the transmission case is sucked up from the suction port 46 and discharged to the discharge oil passages 54 and 56. The discharge oil passages 54 and 56 are connected to each other at a connection point 58 and supply the hydraulic oil to the hydraulic operation control unit 32. The hydraulic oil discharged from the mechanical oil pump 40 is electrically driven into the discharge oil passage 56. A check valve 60 for preventing the oil pump 42 from flowing in is provided. A recirculation oil path 64 having a relief valve 62 is connected between the discharge oil path 56 and the suction oil path 52, and the hydraulic pressure in the discharge oil path 56 becomes equal to or higher than a predetermined relief pressure. The hydraulic oil in the discharge oil passage 56 is returned to the suction oil passage 52 via the relief valve 62.

車両１０はまた、各種の制御を行なうコントローラとして車両制御用ＥＣＵ（電子制御装置）７０およびポンプ制御用ＥＣＵ８０を備えている。車両制御用ＥＣＵ７０およびポンプ制御用ＥＣＵ８０は、何れもマイクロコンピュータを備えて構成されており、ＲＡＭ等の一時記憶機能を利用しつつＲＯＭに予め定められたプログラムに従って所定の信号処理を行う。車両制御用ＥＣＵ７０には、シフトレバー８４のシフト操作を検出するシフト操作検出スイッチ８６からシフト操作信号Ｐｓｈが供給されるとともに、出力要求量に応じて運転者によって踏込み操作されるアクセルペダル８８の踏込み操作量（アクセル操作量）を検出するアクセル操作量センサ９０から、そのアクセル操作量Ａｃｃを表す信号が供給される。また、エンジン回転速度ＮＥ、車速Ｖに対応する出力回転速度Ｎｏｕｔなど、制御に必要な種々の情報が供給されるようになっている。シフトレバー８４は、例えば運転席の近傍に配設され、少なくともＤ位置、Ｒ位置、Ｐ位置、Ｎ位置へ手動操作できるようになっており、Ｄ位置への移動操作によって前進走行用のＤ（ドライブ）レンジを選択することができ、Ｒ位置への移動操作によって後進走行用のＲ（リバース）レンジを選択することができる。また、Ｐ位置は駐車用のＰ（パーキング）レンジを選択する位置で、Ｎ位置は動力伝達を遮断するＮ（ニュートラル）レンジを選択する位置である。このシフトレバー８４はレンジ選択装置に相当し、ＤレンジおよびＲレンジが走行レンジで、ＰレンジおよびＮレンジが非走行レンジである。また、アクセルペダル８８は、出力要求操作部材に相当する。エンジン２０のスロットル弁がアクセルペダル８８に機械的に連結されている場合など、スロットル弁開度がアクセル操作量Ａｃｃに対応して開閉される場合は、アクセル操作量Ａｃｃの代わりにスロットル弁開度センサによってスロットル弁開度を検出するだけでも良い。   The vehicle 10 also includes a vehicle control ECU (electronic control unit) 70 and a pump control ECU 80 as controllers for performing various controls. Each of the vehicle control ECU 70 and the pump control ECU 80 includes a microcomputer, and performs predetermined signal processing according to a program predetermined in the ROM while using a temporary storage function such as a RAM. The vehicle control ECU 70 is supplied with a shift operation signal Psh from a shift operation detection switch 86 that detects a shift operation of the shift lever 84, and is depressed by an accelerator pedal 88 that is depressed by a driver according to an output request amount. A signal representing the accelerator operation amount Acc is supplied from an accelerator operation amount sensor 90 that detects the operation amount (accelerator operation amount). Further, various information necessary for control such as the engine rotation speed NE and the output rotation speed Nout corresponding to the vehicle speed V are supplied. The shift lever 84 is disposed near the driver's seat, for example, and can be manually operated to at least the D position, R position, P position, and N position. Drive) range can be selected, and the R (reverse) range for reverse travel can be selected by moving to the R position. The P position is a position for selecting a P (parking) range for parking, and the N position is a position for selecting an N (neutral) range for interrupting power transmission. The shift lever 84 corresponds to a range selection device, and the D range and R range are travel ranges, and the P range and N range are non-travel ranges. The accelerator pedal 88 corresponds to an output request operation member. When the throttle valve opening is opened or closed corresponding to the accelerator operation amount Acc, such as when the throttle valve of the engine 20 is mechanically connected to the accelerator pedal 88, the throttle valve opening is used instead of the accelerator operation amount Acc. It is only necessary to detect the throttle valve opening by a sensor.

車両制御用ＥＣＵ７０は、例えばアクセル操作量Ａｃｃ等に応じてエンジン２０の出力制御を行うとともに、シフトレバー８４によるレンジ選択操作に従って油圧作動制御部３２を制御することにより、自動変速機２４のギヤ段を切り換える。具体的には、シフトレバー８４によってＤレンジが選択された場合は所定の前進ギヤ段を形成し、Ｒレンジが選択された場合は後進ギヤ段を形成する。また、ＰレンジまたはＮレンジが選択された場合は、総ての係合装置ＣＢを解放してニュートラル状態にする。すなわち、本実施例は、シフトレバー８４によるレンジ選択操作に応じてシフトバイワイヤ方式で油圧作動制御部３２の油路を切り換えたり油圧制御を行なったりすることにより、自動変速機２４のギヤ段を電気的に切り換えるのである。   The vehicle control ECU 70 controls the output of the engine 20 in accordance with, for example, the accelerator operation amount Acc, and controls the hydraulic operation control unit 32 in accordance with the range selection operation by the shift lever 84, whereby the gear stage of the automatic transmission 24 is controlled. Switch. Specifically, a predetermined forward gear is formed when the D range is selected by the shift lever 84, and a reverse gear is formed when the R range is selected. When the P range or the N range is selected, all the engagement devices CB are released to the neutral state. That is, in this embodiment, the gear stage of the automatic transmission 24 is electrically changed by switching the oil passage of the hydraulic operation control unit 32 or performing hydraulic control by a shift-by-wire method according to the range selection operation by the shift lever 84. Is switched automatically.

ポンプ制御用ＥＣＵ８０は、モータドライバー８２を介してポンプ用電動モータ４４を回転駆動することにより、電動式オイルポンプ４２から所定の油量の作動油を出力するもので、必要油量すなわち必要油圧に応じて任意の時間に任意の駆動トルク（モータ電流）でポンプ用電動モータ４４を回転駆動することができる。   The pump control ECU 80 outputs a predetermined amount of hydraulic oil from the electric oil pump 42 by rotationally driving the pump electric motor 44 via the motor driver 82, so that the required oil amount, that is, the required hydraulic pressure is obtained. Accordingly, the pump electric motor 44 can be rotationally driven at an arbitrary driving torque (motor current) at an arbitrary time.

前記車両制御用ＥＣＵ７０はまた、機能的にストップ＆スタート（Ｓ＆Ｓ）制御部７２および係合圧制御部７４を備えている。すなわち、この車両制御用ＥＣＵ７０は、車両用制御装置に相当する。ストップ＆スタート制御部７２は、更にエンジン自動停止制御部７２ａおよび復帰制御部７２ｂを機能的に備えており、エンジン自動停止制御部７２ａは、少なくともシフトレバー８４がＮ位置またはＰ位置へ操作された非走行レンジ選択時であって且つ車速Ｖが略０の車両停止時に、エンジン２０への燃料供給等を停止して回転停止させるエンジン自動停止制御を実行する。また、再発進時における自動変速機２４の係合装置ＣＢの係合制御に備えて、ポンプ制御用ＥＣＵ８０を介してポンプ用電動モータ４４を作動させることにより、電動式オイルポンプ４２から予め定められた所定の待機油圧を出力させる。本実施例では、エンジン２０が回転停止させられるエンジン自動停止制御の実行中は、常時、電動式オイルポンプ４２から待機油圧が出力される。なお、エンジン２０の回転停止に伴う機械式オイルポンプ４０の出力油圧の低下に拘らず、各部の潤滑に必要な油圧等を確保するために、エンジン回転速度ＮＥが予め定められた判定値以下になったら、エンジン自動停止制御の実行の有無に拘らずポンプ用電動モータ４４を作動させて電動式オイルポンプ４２から所定の油圧を出力するようにしても良い。   The vehicle control ECU 70 is also functionally provided with a stop & start (S & S) control unit 72 and an engagement pressure control unit 74. That is, the vehicle control ECU 70 corresponds to a vehicle control device. The stop & start control unit 72 further includes an engine automatic stop control unit 72a and a return control unit 72b. The engine automatic stop control unit 72a has at least the shift lever 84 operated to the N position or the P position. When the vehicle is stopped when the non-traveling range is selected and the vehicle speed V is substantially 0, the engine automatic stop control for stopping the rotation by stopping the fuel supply to the engine 20 is executed. Further, in preparation for the engagement control of the engagement device CB of the automatic transmission 24 at the time of re-starting, the electric oil pump 42 is predetermined by operating the pump electric motor 44 via the pump control ECU 80. The predetermined standby hydraulic pressure is output. In the present embodiment, the standby hydraulic pressure is always output from the electric oil pump 42 during the execution of the engine automatic stop control in which the rotation of the engine 20 is stopped. It should be noted that the engine rotational speed NE is less than or equal to a predetermined determination value in order to ensure the hydraulic pressure necessary for lubrication of each part regardless of the decrease in the output hydraulic pressure of the mechanical oil pump 40 due to the rotation stop of the engine 20. Then, the pump electric motor 44 may be operated to output a predetermined oil pressure from the electric oil pump 42 regardless of whether or not the engine automatic stop control is executed.

復帰制御部７２ｂは、上記エンジン自動停止制御の実行中にシフトレバー８４がＮ位置またはＰ位置からＤ位置へ操作された場合、すなわち非走行レンジから前進用の走行レンジへ切り換えるＤレンジ切換操作が行なわれた場合に、エンジン２０を始動するとともに、係合装置ＣＢの係合により所定の前進ギヤ段を形成して前進走行可能とする復帰制御を行なう。本実施例では、第１クラッチＣ１および第１ブレーキＢ１を係合させてスクォートギヤ段（第２速ギヤ段）を一時的に形成した後、第１ブレーキＢ１を解放して発進ギヤ段（第１速ギヤ段）を形成するスクォート制御を実行する。   When the shift lever 84 is operated from the N position or the P position to the D position during the execution of the engine automatic stop control, that is, the return control unit 72b performs a D range switching operation for switching from the non-travel range to the forward travel range. When it is performed, the engine 20 is started, and a return control is performed so that a predetermined forward gear stage is formed by the engagement of the engagement device CB so that the vehicle can travel forward. In this embodiment, the first clutch C1 and the first brake B1 are engaged to form a squat gear (second gear) temporarily, and then the first brake B1 is released to start the gear (first gear). The squat control that forms the first gear) is executed.

図３は、エンジン自動停止制御からの復帰時にスクォート制御が行なわれた場合の各部の変化を示すタイムチャートの一例で、時間ｔ１は、シフトレバー８４がＤ位置へ操作された時間、すなわちＤレンジ切換操作が行なわれた時間である。このＤレンジ切換操作に伴って、第１クラッチＣ１の油圧を制御する電磁調圧弁に対する指示圧（実線）が直ちに上昇させられ、実油圧（破線）は前記電動式オイルポンプ４２による待機油圧に基づいて、指示圧に遅れて上昇させられる。また、エンジン２０の始動制御が開始されることにより、エンジン回転速度ＮＥが上昇させられるが、各部のイナーシャ等により立上りが遅く、機械式オイルポンプ４０からの作動油の供給量はエンジン回転速度ＮＥに応じて増加する。回転速度ＮＴは、自動変速機２４の入力回転速度に相当するタービン回転速度である。図３は、Ｄレンジ切換操作に続いて比較的短時間でアクセルペダル８８が踏込み操作され、そのアクセル操作量Ａｃｃに応じてエンジン２０のスロットル弁開度が開き制御された場合である。また、図３の車両前後Ｇは、車両前後方向の加速度で駆動力変化に対応している。エンジン状態フラグは、エンジン２０が安定した運転状態である（ＯＮ）か否（ＯＦＦ）かの判断フラグで、例えばエンジン回転速度ＮＥが所定値以上の状態が所定時間以上継続したか否かによって判断できる。   FIG. 3 is an example of a time chart showing the change of each part when the squat control is performed at the time of return from the engine automatic stop control. The time t1 is the time when the shift lever 84 is operated to the D position, that is, the D range. This is the time when the switching operation was performed. With this D range switching operation, the command pressure (solid line) for the electromagnetic pressure regulating valve that controls the hydraulic pressure of the first clutch C1 is immediately increased, and the actual hydraulic pressure (broken line) is based on the standby hydraulic pressure by the electric oil pump 42. Thus, it is increased with a delay from the indicated pressure. Further, the engine rotation speed NE is increased by starting control of the engine 20, but the rise is slow due to the inertia of each part or the like, and the amount of hydraulic oil supplied from the mechanical oil pump 40 is the engine rotation speed NE. It increases according to. The rotational speed NT is a turbine rotational speed corresponding to the input rotational speed of the automatic transmission 24. FIG. 3 shows a case where the accelerator pedal 88 is depressed in a relatively short time following the D range switching operation, and the throttle valve opening of the engine 20 is controlled to open according to the accelerator operation amount Acc. Further, the vehicle front-rear G in FIG. 3 corresponds to the driving force change by the acceleration in the vehicle front-rear direction. The engine state flag is a determination flag as to whether or not the engine 20 is in a stable operation state (ON) or not (OFF). For example, the engine state flag is determined based on whether or not a state where the engine rotational speed NE has exceeded a predetermined value has continued for a predetermined time. it can.

機械式オイルポンプ４０からの作動油供給量の立上りが遅いことから、スクォートギヤ段（第２速ギヤ段）を形成するために第１クラッチＣ１および第１ブレーキＢ１に対して直ちに油圧供給を開始すると、電動式オイルポンプ４２による待機油圧に拘らず作動油不足になる可能性がある。このため、本実施例では、第１クラッチＣ１および第１ブレーキＢ１を共に係合させるのに必要な必要クラッチ圧を供給可能になったか否かを判断し、必要クラッチ圧が供給可能になった段階（時間ｔ２）で、スクォートギヤ段である第２速ギヤ段を形成するために第１ブレーキＢ１の係合制御、すなわち第１ブレーキＢ１を係合させるための油圧供給制御を実行する。必要クラッチ圧を供給可能であるか否かは、機械式オイルポンプ４０および電動式オイルポンプ４２の両方から油圧作動制御部３２に供給される作動油量に基づいて判断でき、電動式オイルポンプ４２の供給量は待機油圧で略一定であるため、機械式オイルポンプ４０の供給量すなわちエンジン回転速度ＮＥが予め定められた判定値以上になったか否か、エンジン回転速度ＮＥが所定の判定値以上の状態が所定時間以上継続したか否か、等によって判断することができる。また、例えばエンジン始動要求後の経過時間、具体的にはシフトレバー８４によるＤレンジ切換操作（図３の時間ｔ１）後の経過時間、或いはエンジン始動開始時からの経過時間、エンジン完爆判定後の経過時間等が、予め定められた所定の判定時間を超えた場合に、第１クラッチＣ１および第１ブレーキＢ１を共に係合させるのに必要な必要クラッチ圧を供給可能になったと判断しても良いなど、種々の態様が可能である。第１クラッチＣ１についても、この判断後に油圧供給制御を開始するようにしても良い。第１クラッチＣ１および第１ブレーキＢ１を共に係合させるのに必要な必要クラッチ圧を供給可能になることがスクォート条件である。   Since the rise of the hydraulic oil supply amount from the mechanical oil pump 40 is slow, the hydraulic pressure supply immediately starts to the first clutch C1 and the first brake B1 to form the squat gear stage (second gear stage). Then, there is a possibility that the hydraulic oil will be insufficient regardless of the standby hydraulic pressure by the electric oil pump 42. For this reason, in this embodiment, it is determined whether or not the necessary clutch pressure necessary for engaging both the first clutch C1 and the first brake B1 can be supplied, and the necessary clutch pressure can be supplied. At the stage (time t2), the engagement control of the first brake B1, that is, the hydraulic pressure supply control for engaging the first brake B1, is executed to form the second gear stage which is the squat gear stage. Whether or not the required clutch pressure can be supplied can be determined based on the amount of hydraulic oil supplied from both the mechanical oil pump 40 and the electric oil pump 42 to the hydraulic operation control unit 32. The electric oil pump 42 Since the supply amount of the engine oil pump 40 is substantially constant at the standby hydraulic pressure, whether the supply amount of the mechanical oil pump 40, that is, the engine rotational speed NE is equal to or higher than a predetermined determination value, the engine rotational speed NE is equal to or higher than a predetermined determination value. It can be determined by whether or not the above state has continued for a predetermined time or more. Further, for example, the elapsed time after the engine start request, specifically, the elapsed time after the D range switching operation (time t1 in FIG. 3) by the shift lever 84, the elapsed time from the start of the engine start, or after the engine complete explosion determination When the elapsed time or the like exceeds a predetermined determination time, it is determined that the necessary clutch pressure required to engage both the first clutch C1 and the first brake B1 can be supplied. Various embodiments are possible, such as For the first clutch C1, the hydraulic pressure supply control may be started after this determination. The squat condition is that the necessary clutch pressure necessary to engage both the first clutch C1 and the first brake B1 can be supplied.

スクォート制御は、第１ブレーキＢ１の係合により第１クラッチＣ１の係合と合わせて一時的に第２速ギヤ段を形成した後に、第１ブレーキＢ１のみを解放して発進ギヤ段である第１速ギヤ段を成立させるもので、スクォート油圧（Ｂ１油圧）を、例えば図３に示すような予め定められた油圧制御パターンに従って増減変化させる。図３の時間ｔ４は、スクォート油圧制御すなわち第１ブレーキＢ１の係合解放制御が終了した時間である。電動式オイルポンプ４２は、例えばこのスクォート油圧制御の終了に伴って待機油圧の出力制御が終了されるが、エンジン回転速度ＮＥ等に基づいて待機油圧の出力制御を終了しても良い。   The squat control is a start gear stage in which only the first brake B1 is released after the second speed gear stage is temporarily formed by the engagement of the first brake B1 together with the engagement of the first clutch C1. The first gear is established, and the squat oil pressure (B1 oil pressure) is increased or decreased according to a predetermined oil pressure control pattern as shown in FIG. 3, for example. The time t4 in FIG. 3 is the time when the squat hydraulic control, that is, the engagement release control of the first brake B1 is completed. For example, the electric oil pump 42 ends the standby hydraulic pressure output control with the completion of the squat hydraulic pressure control. However, the standby hydraulic pressure output control may be terminated based on the engine speed NE or the like.

このように発進ギヤ段に先立って一時的に変速比が小さいスクォートギヤ段が形成されることにより、非走行レンジから走行レンジへ移行する際の駆動トルク変化が緩やかになり、車両前後Ｇの変動が軽減される。特に、本実施例では第１クラッチＣ１および第１ブレーキＢ１を共に係合させるのに必要な必要クラッチ圧を供給可能か否かを判断するスクォート条件を満たした後に、スクォートギヤ段を形成する第１ブレーキＢ１に対する油圧供給を開始するため、作動油不足を生じることなく第１クラッチＣ１および第１ブレーキＢ１の係合制御が円滑に行なわれるようになり、走行レンジへ切り換える際の車両前後Ｇの変動が抑制される。すなわち、Ｄレンジ切換操作が行なわれた場合に、第１クラッチＣ１および第１ブレーキＢ１の係合制御を直ちに開始すると、エンジン２０の運転開始遅れ等で機械式オイルポンプ４０からの作動油の供給が遅れるため、電動式オイルポンプ４２による待機油圧の供給に拘らず作動油が不足し、第１クラッチＣ１および第１ブレーキＢ１の係合制御が不安定になる可能性があった。   As described above, the squat gear stage having a small gear ratio is temporarily formed prior to the starting gear stage, so that a change in driving torque when shifting from the non-traveling range to the traveling range becomes gradual, and the vehicle front and rear G changes. Is reduced. In particular, in this embodiment, the squat gear stage is formed after satisfying the squat condition for determining whether or not the necessary clutch pressure necessary for engaging both the first clutch C1 and the first brake B1 can be supplied. Since the hydraulic pressure supply to one brake B1 is started, the engagement control of the first clutch C1 and the first brake B1 can be performed smoothly without causing a shortage of hydraulic oil. Variation is suppressed. That is, if the engagement control of the first clutch C1 and the first brake B1 is immediately started when the D range switching operation is performed, the supply of hydraulic oil from the mechanical oil pump 40 due to a delay in the start of operation of the engine 20 or the like. Therefore, there is a possibility that the hydraulic oil becomes insufficient regardless of the standby hydraulic pressure supplied by the electric oil pump 42, and the engagement control of the first clutch C1 and the first brake B1 becomes unstable.

前記係合圧制御部７４は、係合装置ＣＢを係合させる際の係合過渡圧を、アクセル操作量Ａｃｃが大きい場合には小さい場合に比較して高くする増圧補正部７４ａを機能的に備えている。すなわち、係合装置ＣＢを係合させる際に、例えば図３に示すように高圧Ｐｃｆ、Ｐｂｆで急速充填（ファーストフィル）した後の定圧待機圧Ｐｃｗ、Ｐｂｗについて、アクセル操作量Ａｃｃが略０のアクセルＯＦＦ時には増圧補正せず、定圧待機圧Ｐｃｗ、Ｐｂｗのままであるが、アクセルペダル８８が踏込み操作されたアクセルＯＮ時には、予め定められた増圧補正値α、βだけ増圧補正する。増圧補正値α、βは、例えばアクセル操作量Ａｃｃに応じて連続的に増加するように予め定められたデータマップや演算式等により可変設定されるが、予め一定値が定められても良い。このようにアクセル操作量Ａｃｃに応じて定圧待機圧Ｐｃｗ、Ｐｂｗが増圧補正されることにより、エンジン２０からの入力トルクの有無や相違に拘らず、係合ショックを抑制しつつ所定の応答性で係合装置ＣＢを適切に係合させることができる。   The engagement pressure control unit 74 is functionally provided with a pressure increase correction unit 74a for increasing the engagement transient pressure when the engagement device CB is engaged when the accelerator operation amount Acc is large compared to a small case. In preparation. That is, when engaging the engagement device CB, for example, as shown in FIG. 3, the accelerator operation amount Acc is substantially zero for the constant pressure standby pressures Pcw and Pbw after rapid filling (first fill) with the high pressures Pcf and Pbf. When the accelerator is OFF, the pressure increase correction is not performed and the constant pressure standby pressures Pcw and Pbw are maintained. However, when the accelerator pedal 88 is depressed, the pressure increase correction is performed by predetermined pressure increase correction values α and β. The pressure increase correction values α and β are variably set by a predetermined data map, an arithmetic expression, or the like so as to continuously increase in accordance with the accelerator operation amount Acc, for example. . In this way, the constant pressure standby pressures Pcw and Pbw are corrected to increase in accordance with the accelerator operation amount Acc, so that a predetermined response can be achieved while suppressing the engagement shock regardless of the presence or absence of input torque from the engine 20. Thus, the engaging device CB can be appropriately engaged.

増圧補正部７４ａはまた、図２のフローチャートのステップＳ１〜Ｓ５（以下、単にＳ１〜Ｓ５という）に従って信号処理を実行し、ストップ＆スタート制御部７２により復帰制御が行なわれる際には、アクセル操作量Ａｃｃに応じた定圧待機圧Ｐｃｗ、Ｐｂｗの増圧補正が制限されるようになっている。図２のＳ１では、シフトレバー８４をＮ位置またはＰ位置からＤ位置へ操作するＤレンジ切換操作が行なわれたか否かを、シフト操作信号Ｐｓｈによって判断する。Ｄレンジ切換操作が行なわれなければそのまま終了するが、Ｄレンジ切換操作が行なわれた場合はＳ２以下を実行する。Ｓ２では、アクセルペダル８８が踏込み操作されたアクセルＯＮか否かを判断し、アクセルＯＮでなければ増圧補正の必要がないためそのまま終了するが、アクセルＯＮ時にはＳ３以下を実行する。   The pressure increase correction unit 74a also executes signal processing in accordance with steps S1 to S5 (hereinafter simply referred to as S1 to S5) in the flowchart of FIG. 2, and when the return control is performed by the stop & start control unit 72, the accelerator The pressure increase correction of the constant pressure standby pressures Pcw and Pbw corresponding to the operation amount Acc is limited. In S1 of FIG. 2, it is determined by the shift operation signal Psh whether or not the D range switching operation for operating the shift lever 84 from the N position or the P position to the D position has been performed. If the D range switching operation is not performed, the process ends. If the D range switching operation is performed, S2 and subsequent steps are executed. In S2, it is determined whether or not the accelerator pedal 88 has been depressed, and if it is not the accelerator ON, the pressure increase correction is not necessary and the process is terminated. However, when the accelerator is ON, S3 and subsequent steps are executed.

Ｓ３では、ストップ＆スタート制御の復帰時か否か、具体的には車両が停車状態でエンジン２０の始動制御が並行して行なわれるか否かを判断し、復帰時でない場合すなわちエンジン２０が運転状態である場合には、直ちにＳ５を実行し、係合過渡圧である定圧待機圧Ｐｃｗ、Ｐｂｗをそれぞれ所定の増圧補正値α、βだけ増圧する。一方、ストップ＆スタート制御の復帰時で、エンジン２０の始動制御が並行して行なわれる場合には、Ｓ４を実行し、予め定められた遅延タイマが成立するまで定圧待機圧Ｐｃｗ、Ｐｂｗの増圧補正を遅延させる。Ｓ４の遅延タイマは、増圧補正の制限を解除する解除条件に相当し、本実施例ではスクォートギヤ段が形成されるタイミングに合わせて定圧待機圧Ｐｃｗ、Ｐｂｗが増圧補正されるように、スクォート油圧である第１ブレーキＢ１の油圧制御の開始時間（図３の時間ｔ２）を基準として、遅延タイマの遅延時間（判定時間）が定められる。図３の時間ｔ３は、遅延タイマが成立してＳ４の判断がＹＥＳ（肯定）になった時間であり、続いてＳ５が実行されることにより、時間ｔ３以後の定圧待機圧Ｐｃｗ、Ｐｂｗには増圧補正値α、βが加算される。図３では、第１クラッチＣ１の定圧待機圧Ｐｃｗの増圧補正のみが、遅延タイマが成立するまで制限されている。油圧制御の応答遅れを考慮して、上記遅延時間すなわち制限解除条件を定めることが望ましい。   In S3, it is determined whether or not the stop and start control is returned, specifically, whether or not the start control of the engine 20 is performed in parallel while the vehicle is stopped. If it is in the state, S5 is immediately executed, and the constant pressure standby pressures Pcw and Pbw that are the engagement transient pressures are increased by predetermined pressure increase correction values α and β, respectively. On the other hand, when the start control of the engine 20 is performed in parallel with the return of the stop & start control, S4 is executed and the constant pressure standby pressures Pcw and Pbw are increased until a predetermined delay timer is established. Delay correction. The delay timer of S4 corresponds to a release condition for releasing the restriction of the pressure increase correction. In this embodiment, the constant pressure standby pressures Pcw and Pbw are corrected to be increased in accordance with the timing at which the squat gear is formed. The delay time (determination time) of the delay timer is determined on the basis of the hydraulic control start time (time t2 in FIG. 3) of the first brake B1, which is the squat hydraulic pressure. The time t3 in FIG. 3 is the time when the delay timer is established and the determination in S4 is YES (affirmed). Subsequently, when S5 is executed, the constant pressure standby pressures Pcw and Pbw after the time t3 are The pressure increase correction values α and β are added. In FIG. 3, only the pressure increase correction of the constant pressure standby pressure Pcw of the first clutch C1 is limited until the delay timer is established. It is desirable to determine the delay time, that is, the restriction release condition in consideration of the response delay of the hydraulic control.

このようにエンジン２０の始動制御を伴うストップ＆スタート制御の復帰時には、予め定められた遅延タイマが成立するまで定圧待機圧Ｐｃｗ、Ｐｂｗの増圧補正が遅延させられるため、その間にエンジントルクが上昇させられることにより、増圧された定圧待機圧Ｐｃｗ＋α、Ｐｂｗ＋βによって係合装置ＣＢが適切に係合させられるようになり、車両前後Ｇの変動が軽減される。特に、スクォートギヤ段が形成されるタイミングに合わせて定圧待機圧Ｐｃｗ、Ｐｂｗが増圧補正されるように、遅延タイマが定められているため、その遅延の間にエンジントルクが上昇させられることで係合装置ＣＢの急係合による駆動力変動が抑制されるだけでなく、その遅延に拘らず入力トルク不足で係合装置ＣＢが急係合させられても、スクォートギヤ段は発進ギヤ段よりも変速比が小さいため駆動力変動が低減される。これに対し、例えば図５のタイムチャートに示されるように、アクセルＯＮ時には、エンジン始動過渡時であっても定圧待機圧Ｐｃｗ、Ｐｂｗが増圧補正値α、βだけ増圧される場合には、エンジントルクが立ち上がる前に増圧された定圧待機圧Ｐｃｗ＋α、Ｐｂｗ＋βによって第１クラッチＣ１や第１ブレーキＢ１が急係合させられ、車両前後Ｇが大きく変動して運転者に違和感を生じさせる可能性があった。特に、先行して係合制御が行なわれる第１クラッチＣ１が係合して変速比が大きい第１速ギヤ段が形成されると、より大きな駆動力変動が生じる可能性がある。   As described above, when the stop and start control accompanied by the start control of the engine 20 is restored, the increase correction of the constant pressure standby pressures Pcw and Pbw is delayed until a predetermined delay timer is established, so that the engine torque increases during that time. As a result, the engagement device CB is appropriately engaged by the increased constant pressure standby pressures Pcw + α and Pbw + β, and fluctuations in the vehicle longitudinal G are reduced. In particular, since the delay timer is set so that the constant pressure standby pressures Pcw and Pbw are increased and corrected in accordance with the timing when the squat gear stage is formed, the engine torque is increased during the delay. Not only is the fluctuation in driving force due to the sudden engagement of the engagement device CB suppressed, but even if the engagement device CB is suddenly engaged due to insufficient input torque regardless of the delay, the squat gear stage is greater than the starting gear stage. However, since the gear ratio is small, fluctuations in driving force are reduced. On the other hand, for example, as shown in the time chart of FIG. 5, when the accelerator is ON, the constant pressure standby pressures Pcw and Pbw are increased by the pressure increase correction values α and β even during the engine start transition. The first clutch C1 and the first brake B1 are suddenly engaged by the constant pressure standby pressures Pcw + α and Pbw + β that are increased before the engine torque rises, and the vehicle front-rear G can fluctuate greatly, causing a driver to feel uncomfortable. There was sex. In particular, when the first clutch C1 to which the engagement control is performed in advance is engaged and the first speed gear stage having a large gear ratio is formed, a larger driving force variation may occur.

このように本実施例の車両制御用ＥＣＵ７０においては、アクセルＯＮ時に係合装置ＣＢの定圧待機圧Ｐｃｗ、Ｐｂｗが増圧補正値α、βだけ高くされることにより、エンジン２０からの入力トルクに応じて定圧待機圧Ｐｃｗ＋α、Ｐｂｗ＋βが適切に制御され、アクセル操作量Ａｃｃの相違や有無に拘らず係合装置ＣＢを適切に係合させることができる。一方、係合装置ＣＢの係合により自動変速機２４をＤレンジにして車両１０を発進させる際にエンジン２０が始動させられるストップ＆スタート制御の復帰時には、アクセルＯＮ時の定圧待機圧Ｐｃｗ、Ｐｂｗの増圧補正が制限され、遅延タイマが成立するまで低圧に維持されるため、エンジン２０が始動過渡時でアクセル操作量Ａｃｃに応じたエンジントルクが出力されない場合に、増圧補正による高圧の定圧待機圧Ｐｃｗ＋α、Ｐｂｗ＋βに起因する係合装置ＣＢの急係合によってドラビリが悪化することが抑制される。   As described above, in the vehicle control ECU 70 according to the present embodiment, the constant pressure standby pressures Pcw and Pbw of the engagement device CB are increased by the pressure increase correction values α and β when the accelerator is turned on, so as to respond to the input torque from the engine 20. Thus, the constant pressure standby pressures Pcw + α and Pbw + β are appropriately controlled, and the engagement device CB can be appropriately engaged regardless of the difference or presence of the accelerator operation amount Acc. On the other hand, the constant pressure standby pressures Pcw and Pbw when the accelerator is ON are restored at the time of return of the stop & start control in which the engine 20 is started when the automatic transmission 24 is set to the D range by the engagement of the engagement device CB and the vehicle 10 is started. Pressure increase correction is limited, and the low pressure is maintained until the delay timer is established. Therefore, when the engine 20 does not output the engine torque corresponding to the accelerator operation amount Acc during the start-up transition, the high pressure constant pressure by the pressure increase correction Deterioration of drivability due to sudden engagement of the engagement device CB caused by the standby pressures Pcw + α and Pbw + β is suppressed.

また、本実施例では、遅延タイマが成立した後に定圧待機圧Ｐｃｗ、Ｐｂｗが増圧補正されるため、エンジン２０のトルクの立上りに拘らず係合ショックを抑制しつつ係合装置ＣＢを適切に係合させることが可能で、良好な発進応答性能を確保することができる。   In this embodiment, since the constant pressure standby pressures Pcw and Pbw are corrected to increase after the delay timer is established, the engagement device CB can be appropriately controlled while suppressing the engagement shock regardless of the rising of the torque of the engine 20. It can be engaged, and good start response performance can be ensured.

なお、上記実施例ではスクォートギヤ段が形成されるタイミングに合わせて定圧待機圧Ｐｃｗ、Ｐｂｗが増圧補正されるように遅延タイマが定められていたが、Ｓ４の遅延タイマとして、例えばシフトレバー８４によるＤレンジ切換操作時（図３の時間ｔ１）、或いはエンジン始動制御開始時を基準として、エンジン回転速度ＮＥまたはエンジントルクが所定値以上になるように、或いはその所定値以上の状態が所定時間以上継続するように、実験等により遅延時間が定められても良い。   In the above embodiment, the delay timer is set so that the constant pressure standby pressures Pcw and Pbw are increased and corrected in accordance with the timing when the squat gear is formed. However, as the delay timer in S4, for example, the shift lever 84 is used. The engine rotation speed NE or the engine torque is equal to or higher than a predetermined value, or the state equal to or higher than the predetermined value is determined for a predetermined time with reference to the D range switching operation (time t1 in FIG. 3) or at the start of engine start control. The delay time may be determined by experiments or the like so as to continue.

また、図４のフローチャートのＳ４−１に示すように、エンジン２０の運転状態（燃焼状態）が安定することを制限解除条件として定めることもできる。すなわち、例えば前記図３のエンジン状態フラグがＯＮになるまで増圧補正が遅延されるようにする。また、エンジン回転速度ＮＥやエンジントルクが所定の判定値以上になったか否か、或いはその判定値以上の状態が所定時間以上継続したか否か、等によって運転状態が安定したか否かを判断することもできる。油圧制御の応答遅れを考慮して制限解除条件を定めることが望ましい。そして、エンジン２０の運転状態が安定した後にＳ５の増圧補正が実施されることにより、エンジン２０が始動過渡時でアクセル操作量Ａｃｃに応じたエンジントルクが出力されない場合に、増圧補正による高圧の定圧待機圧Ｐｃｗ＋α、Ｐｂｗ＋βに起因する係合装置ＣＢの急係合によってドラビリが悪化することが抑制されるとともに、エンジントルクが立ち上がった後に定圧待機圧Ｐｃｗ、Ｐｂｗが増圧補正されることにより、エンジントルクに応じて係合ショックを抑制しつつ係合装置ＣＢを適切に係合させることができるなど、実質的に前記実施例と同様の作用効果が得られる。   Moreover, as shown to S4-1 of the flowchart of FIG. 4, it can also be determined as restriction | limiting cancellation conditions that the driving | running state (combustion state) of the engine 20 is stabilized. That is, for example, the pressure increase correction is delayed until the engine state flag in FIG. 3 is turned on. Further, it is determined whether or not the driving state has been stabilized based on whether or not the engine speed NE or the engine torque has exceeded a predetermined determination value, or whether or not the state exceeding the determination value has continued for a predetermined time or more. You can also It is desirable to determine the restriction release condition in consideration of the response delay of the hydraulic control. Then, the pressure increase correction in S5 is performed after the operating state of the engine 20 is stabilized, so that when the engine 20 does not output an engine torque corresponding to the accelerator operation amount Acc at the start transition, the high pressure by the pressure increase correction is obtained. As a result of the rapid engagement of the engagement device CB caused by the constant pressure standby pressures Pcw + α and Pbw + β, it is suppressed that the drivability is deteriorated, and the constant pressure standby pressures Pcw and Pbw are corrected to increase after the engine torque rises. The operation and effect substantially similar to those of the above-described embodiment can be obtained, for example, the engagement device CB can be appropriately engaged while suppressing the engagement shock according to the engine torque.

以上、本発明の実施例を図面に基づいて詳細に説明したが、これ等はあくまでも一実施形態であり、本発明は当業者の知識に基づいて種々の変更、改良を加えた態様で実施することができる。   As mentioned above, although the Example of this invention was described in detail based on drawing, these are one Embodiment to the last, This invention is implemented in the aspect which added the various change and improvement based on the knowledge of those skilled in the art. be able to.

１０：車両 ２０：エンジン ２４：自動変速機（断接装置） ７０：車両制御用ＥＣＵ（車両用制御装置） ７４：係合圧制御部 ７４ａ：増圧補正部 Ｃ１：第１クラッチ（摩擦係合装置） Ｂ１：第１ブレーキ（摩擦係合装置） Ａｃｃ：アクセル操作量 Ｐｃｗ、Ｐｂｗ：定圧待機圧（係合過渡圧） α、β：増圧補正値   10: Vehicle 20: Engine 24: Automatic transmission (connection / disconnection device) 70: ECU for vehicle control (control device for vehicle) 74: Engagement pressure control unit 74a: Pressure increase correction unit C1: First clutch (friction engagement) B) First brake (friction engagement device) Acc: accelerator operation amount Pcw, Pbw: constant pressure standby pressure (engagement transient pressure) α, β: pressure increase correction value

Claims (1)

アクセル操作量に応じて出力制御される走行用のエンジンと、係合圧を制御可能な摩擦係合装置により前記エンジンと駆動輪との間の動力伝達を接続遮断する断接装置と、を有する車両に適用され、
前記摩擦係合装置を係合させる際の係合過渡圧を制御する係合圧制御部を備えている車両用制御装置において、
前記係合圧制御部は、前記アクセル操作量が大きい場合には小さい場合に比較して前記係合過渡圧を高くする一方、前記摩擦係合装置の係合により前記断接装置を接続する際に、前記エンジンが回転停止状態から始動させられる場合には、前記アクセル操作量に応じた前記係合過渡圧の制御を制限して該係合過渡圧を低圧に維持する
ことを特徴とする車両用制御装置。 An engine for traveling whose output is controlled according to an accelerator operation amount; and a connecting / disconnecting device for connecting and disconnecting power transmission between the engine and the drive wheels by a friction engagement device capable of controlling the engagement pressure. Applied to the vehicle,
In the vehicle control device including an engagement pressure control unit that controls an engagement transient pressure when the friction engagement device is engaged,
When the accelerator operation amount is large, the engagement pressure control unit increases the engagement transient pressure as compared with the case where the accelerator operation amount is small, while the engagement / disengagement device is connected by the engagement of the friction engagement device. In addition, when the engine is started from a rotation stop state, the control of the engagement transient pressure according to the accelerator operation amount is limited to maintain the engagement transient pressure at a low pressure. Control device.
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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02142965A (en) * 1988-11-24 1990-06-01 Komatsu Ltd Controller for transmission
JPH11303981A (en) * 1998-04-17 1999-11-02 Toyota Motor Corp Controller for restarting of vehicular engine
JP2009014135A (en) * 2007-07-06 2009-01-22 Toyota Motor Corp Automatic speed change control device
JP2017008957A (en) * 2015-06-16 2017-01-12 トヨタ自動車株式会社 Power transmission control device

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008201229A (en) 2007-02-19 2008-09-04 Toyota Motor Corp Controller for drive device for vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02142965A (en) * 1988-11-24 1990-06-01 Komatsu Ltd Controller for transmission
JPH11303981A (en) * 1998-04-17 1999-11-02 Toyota Motor Corp Controller for restarting of vehicular engine
JP2009014135A (en) * 2007-07-06 2009-01-22 Toyota Motor Corp Automatic speed change control device
JP2017008957A (en) * 2015-06-16 2017-01-12 トヨタ自動車株式会社 Power transmission control device

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