WO2010050016A1 - Control device for automatic transmission - Google Patents

Control device for automatic transmission Download PDF

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Publication number
WO2010050016A1
WO2010050016A1 PCT/JP2008/069649 JP2008069649W WO2010050016A1 WO 2010050016 A1 WO2010050016 A1 WO 2010050016A1 JP 2008069649 W JP2008069649 W JP 2008069649W WO 2010050016 A1 WO2010050016 A1 WO 2010050016A1
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WO
WIPO (PCT)
Prior art keywords
candidate
automatic transmission
driving force
combination
shift
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Application number
PCT/JP2008/069649
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French (fr)
Japanese (ja)
Inventor
則己 浅原
種甲 金
雅人 吉川
Original Assignee
トヨタ自動車株式会社
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Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2008/069649 priority Critical patent/WO2010050016A1/en
Publication of WO2010050016A1 publication Critical patent/WO2010050016A1/en

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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
    • F16H61/0202—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 electric
    • F16H61/0204—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 electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—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 electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • 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
    • F16H59/74—Inputs being a function of engine parameters

Definitions

  • the present invention relates to a control device for an automatic transmission that selects an optimum gear in accordance with various conditions from a plurality of shift speeds.
  • a shift stage is selected in accordance with various target conditions.
  • candidate gear speeds capable of realizing the target driving force are first selected, and the target engine torque and the engine speed for realizing the target driving force at each candidate gear speed are selected. Each calculation is performed. Then, the throttle opening for realizing the target engine torque and the engine speed at each candidate gear stage is obtained, the one having the best fuel consumption characteristics is selected from each throttle opening, and the throttle valve is opened. And a technique for controlling the automatic transmission to a gear position corresponding to the throttle opening degree.
  • Patent Document 1 a shift prohibition flag is set at a shift stage that cannot be selected because the target drive force cannot be realized, and the target drive force is selected from other shift stages at which the shift prohibition flag is not set.
  • a technique for selecting a material that can achieve good fuel consumption characteristics is also disclosed.
  • Patent Documents 2 and 3 disclose techniques for preventing a humming noise caused by engine vibration of an internal combustion engine.
  • the technique of Patent Document 2 when the automatic transmission is in a lock-up operation and the engine speed is determined to be equal to or less than a predetermined value, the shift stage of the automatic transmission is shifted down as compared with the normal shift control. Is.
  • generation of engine vibration due to excessive reduction in the engine speed is prevented, so that generation of a booming noise is prevented.
  • the technique of Patent Document 3 is to release the lockup clutch so that the slip amount is maximized when the automatic transmission is not in the lockup operation region, and absorb the torque fluctuation of the internal combustion engine by the torque converter. .
  • generation of engine vibration accompanying torque fluctuation of the internal combustion engine is prevented, so that generation of a booming noise is prevented.
  • JP-A-5-263904 Japanese Utility Model Publication No. 5-32869 JP-A-6-193727
  • the present invention improves the disadvantages of the conventional example, prevents the occurrence of a humming noise, and can generate a target driving force on the drive wheels while maintaining good fuel efficiency. It is an object of the present invention to provide a control device.
  • all operating points of the engine capable of realizing the target driving force are obtained for each shift stage of the automatic transmission, and the shift stages related to all the operating points are automatically determined.
  • All gear stage candidate setting means to be set as gear stage candidates for the transmission, and one of the gear stage candidates that can operate the engine and prevent the generation of a booming noise Selection candidate selection means for selecting noise based on the operating point; request speed setting means for setting the gear position candidate selected by the noise prevention candidate selection means as a required gear position of the automatic transmission; Shift control means for controlling the automatic transmission is provided.
  • a driving force is selected as the target driving force from among the gear speed candidates selected by the booming noise prevention candidate selecting means.
  • margin driving force candidate selecting means for selecting a margin having a predetermined size or more based on the operating point of the engine related to the gear position candidate.
  • the required shift state setting means is configured to set the shift speed candidate selected by the margin driving force candidate selection means as the required shift speed of the automatic transmission.
  • a gear having a good fuel consumption characteristic is selected from the gear speed candidates selected by the booming noise prevention candidate selecting means.
  • Optimal fuel consumption candidate selection means for selecting based on the operating point of the engine related to the stage candidate is provided.
  • the required shift state setting means is configured to set the shift speed candidate selected by the optimum fuel efficiency candidate selection means as the required shift speed of the automatic transmission.
  • the driving force is selected from the gear position candidates selected by the booming noise prevention candidate selecting means as the target driving force.
  • a margin driving force candidate selection means for selecting a margin having a margin of a predetermined size or more based on the operating point of the engine related to the gear position candidate, and a gear stage candidate selected by the margin driving force candidate selection means
  • an optimum fuel consumption candidate selecting means for selecting one having good fuel consumption characteristics based on the operating point of the engine related to the gear position candidate.
  • the required shift state setting means is configured to set the shift speed candidate selected by the optimum fuel efficiency candidate selection means as the required shift speed of the automatic transmission.
  • the invention according to claim 5 obtains all operating points of the engine capable of realizing the target driving force for each combination of the shift stage of the automatic transmission and the operating state of the lockup clutch.
  • All combination candidate setting means for setting the combinations related to all the operating points as the combination candidates of the shift stage of the automatic transmission and the operation state of the lock-up clutch, and the engine can be operated from the combination candidates and the noise
  • the selection of the noise prevention candidate selection means that can prevent the occurrence of the occurrence based on the operating point of the engine related to the combination candidate, and the shift of the automatic transmission related to the combination candidate selected by the noise reduction prevention candidate selection means
  • the operation state of the gear and the lock-up clutch is changed to the required gear of the automatic transmission and the required Requested shift state setting means for setting as a state, shift control means for controlling the automatic transmission so as to be in the requested shift stage, and lockup clutch control means for controlling the lockup clutch so as to be in the requested operation state Is provided.
  • the driving force is selected from the combination candidates selected by the booming noise prevention candidate selecting means with respect to the target driving force.
  • margin driving force candidate selection means for selecting a margin having a predetermined size or more based on the operating point of the engine related to the combination candidate.
  • the shift speed of the automatic transmission and the operating state of the lock-up clutch relating to the combination candidate selected by the margin driving force candidate selection means are set to the required shift speed of the automatic transmission and
  • the required shift state setting means is configured to set the required operation state of the lockup clutch.
  • a combination candidate having a good fuel consumption characteristic is selected from the combination candidates selected by the booming noise prevention candidate selecting means.
  • Optimal fuel consumption candidate selection means for selecting based on the operating point of the engine is provided.
  • the operating speed of the automatic transmission and the lock-up clutch according to the combination candidate selected by the optimum fuel efficiency candidate selecting means are set to the required speed of the automatic transmission and the The required shift state setting means is configured to set the lockup clutch as the required operating state.
  • the driving force is selected from the combination candidates selected by the booming noise prevention candidate selecting means with respect to the target driving force.
  • Margin driving force candidate selection means for selecting a margin having a predetermined size or more based on the operating point of the engine related to the combination candidate, and a combination candidate selected by the margin driving force candidate selection means
  • Optimal fuel consumption candidate selection means for selecting a fuel efficiency characteristic based on the operating point of the engine related to the combination candidate is provided.
  • the operating speed of the automatic transmission and the lock-up clutch according to the combination candidate selected by the optimum fuel efficiency candidate selecting means are set to the required speed of the automatic transmission and the The required shift state setting means is configured to set the lockup clutch as the required operating state.
  • the control device for an automatic transmission according to the present invention is one other than the gear stage of the automatic transmission that can first generate a target driving force and prevent the generation of a booming noise by the booming noise prevention candidate selecting means.
  • a combination other than the combination of the shift stage of the automatic transmission and the operation state of the lock-up clutch capable of generating the target driving force and preventing the generation of a booming noise is excluded. For this reason, this control device can prevent the occurrence of a booming noise.
  • this control device is a candidate that can generate the target driving force and that can prevent the generation of a booming noise, and has a driving force with a margin of a predetermined magnitude or more with respect to the target driving force.
  • this control device Since the selection is made, not only can the driver's discomfort due to the booming sound be prevented in advance, but also the drivability can be improved. In addition, since this control device selects a candidate with good fuel consumption characteristics from candidates that can generate the target driving force and prevent the generation of a booming noise, the driver's discomfort due to the booming noise. Can be prevented in advance, and fuel efficiency can be improved. In addition, this control device is a candidate that can generate the target driving force and that can prevent the generation of a booming noise, and has a driving force with a margin of a predetermined magnitude or more with respect to the target driving force. Among them, those with good fuel consumption characteristics are selected.
  • this control apparatus can not only prevent the driver's unpleasant feeling due to the booming noise in advance, but also achieve both improvement in drivability and improvement in fuel consumption characteristics.
  • the control device for an automatic transmission according to the present invention can improve the drivability and the functional blocks related to the selection requirements of the shift stage of the automatic transmission or the above combination that can prevent the occurrence of a booming noise.
  • Function block according to the selection requirements for the shift stage of the automatic transmission or the above combination that can ensure a sufficient margin driving force, and the function block according to the selection requirements for the shift stage of the automatic transmission or the above combination that can ensure the best fuel efficiency characteristics And can be set independently. Therefore, this automatic transmission control device can individually change the functional blocks related to the respective selection requirements.
  • the function blocks related to each selection requirement can be changed to new ones or newly constructed with less man-hours.
  • the other could become unsatisfied by establishing any one of prevention of muffler noise, improvement of drivability, and improvement of fuel consumption characteristics. It took a lot of man-hours to find the setting conditions that would satisfy all of the requirements.
  • the control device for the automatic transmission can set each functional block individually, it is possible to realize all the things that are difficult to be established at the same time with fewer man-hours than before.
  • FIG. 1 is a diagram showing an example of a vehicle to which an automatic transmission control device according to the present invention is applied.
  • FIG. 2 is a schematic diagram of the torque converter and the lockup clutch.
  • FIG. 3 is a flowchart for explaining the operation of the control device for the automatic transmission according to the present invention.
  • FIG. 4 is a functional block diagram for explaining the overall configuration of the setting operation of the required shift stage of the automatic transmission and the required operating state of the lockup clutch.
  • FIG. 5 is a diagram showing an example of the engine operable region map.
  • FIG. 6 is a diagram showing an example of a necessary margin driving force determination map.
  • FIG. 7 is a diagram illustrating an example of a fuel efficiency characteristic determination map.
  • ECU Electronice control unit
  • SYMBOLS Automatic transmission
  • Torque converter 21
  • Pump impeller 22
  • Turbine runner 23
  • Stator 30
  • Lockup clutch 31
  • 1st engagement means 32
  • 2nd engagement means 40
  • Internal combustion engine 52
  • Differential gear 61
  • Vehicle speed sensor 62
  • Vehicle longitudinal acceleration sensor 63
  • Accelerator operation amount Detection means 64
  • the control device for the automatic transmission is prepared as a function of the electronic control unit (ECU) 1 shown in FIG.
  • the electronic control unit 1 includes a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) that stores a predetermined control program in advance, and a RAM (Random Access Memory) that temporarily stores the calculation results of the CPU. , And a backup RAM for storing information prepared in advance.
  • CPU Central Processing Unit
  • ROM Read Only Memory
  • RAM Random Access Memory
  • the automatic transmission 10 to be controlled by the control device and the vehicle on which the automatic transmission 10 is mounted will be described.
  • an FR (front engine / rear drive) vehicle will be described as an example, but the present invention can also be applied to an FF (front engine / front drive) vehicle and a four-wheel drive vehicle.
  • This automatic transmission 10 is not only a stepped automatic transmission that switches gears among a plurality of gears corresponding to a constant gear ratio, but also a continuously variable transmission that seamlessly changes the gear ratio. Even if it is possible to switch gears among a plurality of gears set corresponding to a fixed gear ratio, this is also included.
  • an automatic transmission 10 having eight shift speeds is illustrated.
  • the automatic transmission 10 is provided with a torque converter 20 that transmits an output torque of an engine serving as a drive source (in this example, the internal combustion engine 40 is illustrated) to the shift stage side.
  • the torque converter 20 includes an impeller (pump impeller 21) on the torque input side to which engine torque (output torque of the internal combustion engine 40 (hereinafter referred to as “engine torque”)) is transmitted, A torque output side impeller (turbine runner 22) that transmits engine torque to a gear on the gear side, and an impeller that controls the flow direction of fluid (so-called ATF) between the pump impeller 21 and the turbine runner 22 ( Stator 23).
  • ATF flow direction of fluid
  • the pump impeller 21 is rotated by the engine torque, and the fluid delivered along with the rotation circulates between the pump impeller 21, the turbine runner 22, and the stator 23.
  • the turbine runner 22 is rotated by the circulation of the fluid, and the input torque (engine torque) of the pump impeller 21 is transmitted to the gear on the gear stage side by the rotation. That is, the torque converter 20 transmits torque by the flow of fluid.
  • this torque converter 20 converts part of the kinetic energy into heat energy by friction between the pump impeller 21 and the like and the fluid, all of the input engine torque is transmitted to the gear on the gear stage side. I can't.
  • the automatic transmission 10 is provided with a lock-up clutch 30 that directly connects the pump impeller 21 and the turbine runner 22 to rotate integrally.
  • the lock-up clutch 30 rotates integrally with the first runner 31 made of a friction material or the like that rotates integrally with the pump impeller 21 and the turbine runner 22.
  • Second engaging means 32 made of a friction material or the like.
  • the lock-up clutch 30 is in a released state in which the first engaging means 31 and the second engaging means 32 are separated from each other, and in an engaged state in which the first engaging means 31 and the second engaging means 32 are in contact with each other. And controlled.
  • the lock-up clutch 30 is controlled to be released when torque increase is required.
  • the lockup clutch 30 is controlled from the disengaged state to the engaged state when the input torque (engine torque) of the pump impeller 21 is transmitted to the gear on the 100% gear stage side, and the first engagement means 31 side is controlled.
  • the pump impeller 21 and the turbine runner 22 on the second engagement means 32 side are integrally rotated.
  • the rotational torque (output torque of the automatic transmission 10) that has passed through the gear group of the required shift speed according to the target driving force F is transmitted to the propeller shaft 51, and the rotational torque of the propeller shaft 51 is It is input to a differential device 52 equipped with a reduction gear.
  • the rotational torque input to the differential 52 is decelerated by the final reduction ratio ⁇ f of the speed reducer and distributed to the left and right drive shafts 53 RL and 53 RR , and is supplied to the drive wheels W RL and W RR as drive torque. Communicated. Therefore, the target driving force F can be generated in each of the driving wheels W RL and W RR .
  • the electronic control unit 1 controls the shifting operation of the automatic transmission 10 to the required shift stage, the releasing operation and the engaging operation of the lockup clutch 30.
  • the electronic control unit 1 includes a required shift speed setting means for setting the required shift speed and a required operating state (that is, a released state or an engaged state) of the lockup clutch 30, and a shift to the required shift speed. Shift control means for controlling the speed and lockup clutch control means for controlling the lockup clutch 30 to the required operating state are provided.
  • the required shift state setting means sets the required shift stage of the automatic transmission 10 and the required operation state of the lockup clutch 30 according to the target driving force F generated in the drive wheels W RL and W RR as a general rule.
  • the internal combustion engine 40 capable of realizing the target driving force F for each combination of the shift stage of the automatic transmission 10 and the operating state of the lockup clutch 30. From the viewpoint of generating the driving wheels W RL and W RR , any combination thereof can be applied. However, among these combinations, there are those that generate a booming noise (including vibration) accompanying torque fluctuations of the internal combustion engine 40, and those that are inferior in fuel consumption characteristics.
  • the operating point of the internal combustion engine 40 is represented by engine torque and engine speed (engine speed).
  • the target driving force F represents the driver's request
  • the driving force W RL , W RR must be a combination that generates the target driving force F.
  • the generation of the booming noise causes the driver to feel uncomfortable
  • the combination since the generation of the booming noise causes the driver to feel uncomfortable, when selecting the combination, the combination must be able to prevent the generation of the booming noise. Therefore, the generation of the target driving force F in the driving wheels W RL and W RR and the prevention of the occurrence of a humming noise can be achieved by selecting a combination of the gear position of the automatic transmission 10 and the operating state of the lockup clutch 30. It becomes an indispensable requirement when doing. For this reason, when selecting the combination, it is necessary to select a combination that satisfies the essential requirements and that has excellent fuel consumption characteristics.
  • some combinations that satisfy the essential requirements may generate the target driving force F with a substantially maximum magnitude.
  • the target driving force F when the target driving force F is generated in the driving wheels W RL and W RR in a substantially maximum state, there is no room for generating a driving force larger than that.
  • control such as switching the shift stage of the automatic transmission 10 to the downshift side is necessary, and drivability for the driver There is a risk of worsening.
  • the combination of the above-mentioned essential requirements is selected to be somewhat larger than the target driving force F. It is necessary to select a driving force (hereinafter referred to as “extra driving force”) that can generate Fsur and suppress deterioration in drivability.
  • the priority order of the vehicle requirements is increased in the order of improvement of fuel consumption characteristics, improvement of drivability, and prevention of the generation of humming noise. .
  • the combination that can generate the marginal driving force Fsur is selected from the combinations that satisfy the above-described essential requirements, and the combination that has the most excellent fuel consumption characteristics is selected from the combinations.
  • the electronic control device 1 is provided with all combination candidate setting means for setting all the combination candidates for the gear position of the automatic transmission 10 and the operating state of the lockup clutch 30.
  • the all combination candidate setting means obtains all the operating points of the internal combustion engine 40 capable of realizing the target driving force F for each combination of the shift stage of the automatic transmission 10 and the operating state of the lockup clutch 30, A combination related to the operating point is set as a combination candidate of the gear position of the automatic transmission 10 and the operating state of the lockup clutch 30.
  • the electronic control device 1 selects a humming noise prevention candidate selecting unit that selects an operation that can operate the internal combustion engine 40 and can prevent the generation of a humming sound from among a certain combination candidate, and a certain combination.
  • a margin driving force candidate selection means for selecting a candidate that generates a driving force with a margin greater than or equal to a predetermined magnitude with respect to the target driving force F hereinafter referred to as “margin driving force”
  • Optimum fuel consumption candidate selection means for selecting a combination having good fuel consumption characteristics from among the combination candidates is provided.
  • the target driving force calculation means of the electronic control device 1 obtains the target driving force F of the driving wheels W RL and W RR (step ST1).
  • the target driving force F is a target value in the future according to the driver's accelerator operation (for example, after the shift response time of the automatic transmission 10 has elapsed), for example, and corresponds to the future vehicle speed Vf and the driver's accelerator operation. It is obtained based on the accelerator opening ⁇ acc (or throttle opening).
  • the target driving force F is derived using a target driving force map representing the correspondence relationship between the vehicle speed V, the accelerator opening ⁇ acc (or throttle opening), and the target driving force F. In FIG. 4, the target driving force F corresponding to the vehicle speed V and the accelerator opening ⁇ acc is illustrated.
  • the future vehicle speed Vf may be estimated from the vehicle speed V detected by the vehicle speed sensor 61, the shift response time of the automatic transmission 10, the rate of change of the acceleration G, and the like.
  • the vehicle speed V may be obtained by using a detection value (wheel speed) of a wheel speed sensor (not shown) provided on each wheel W FL , W FR , W RL , W RR instead of the vehicle speed sensor 61.
  • the acceleration G is the acceleration in the longitudinal direction of the vehicle, and may be detected using the vehicle longitudinal acceleration sensor 62.
  • the accelerator opening degree ⁇ acc is detected by the accelerator operation amount detection means 63.
  • the accelerator operation amount detection means 63 may detect a depression amount of an accelerator pedal (not shown) (that is, a movement amount of the accelerator pedal), or may directly detect the accelerator opening. If the throttle opening is used, the throttle opening may be detected by the throttle opening detecting means.
  • the electronic control unit 1 obtains the output torque (hereinafter referred to as “target T / M output torque”) To of the automatic transmission 10 necessary for generating the target driving force F in the driving wheels W RL and W RR .
  • target T / M output torque is the rotational torque on the output shaft (not shown) of the automatic transmission 10 and corresponds to the rotational torque of the propeller shaft 51. Therefore, the target T / M output torque To is obtained using the following formula 1.
  • “R” in Equation 1 is the dynamic load radius of the drive wheels W RL and W RR , and “ ⁇ f” is the final reduction ratio of the reduction gear described above.
  • a target T / M output torque calculation means for obtaining the target T / M output torque To is prepared in the electronic control unit 1.
  • the all-combination candidate setting means of the electronic control unit 1 rotates torque of the turbine runner 22 for generating the target T / M output torque To at the output shaft of the automatic transmission 10 (hereinafter referred to as “predicted turbine torque”).
  • All Tt (x) are obtained for each gear position (step ST3).
  • “X” in the parenthesis represents a target gear position, and according to the target gear speed, 1st (first gear stage), 2nd (second gear stage),... 7th (7th speed gear stage) or 8th (8th speed gear stage) is applied.
  • the predicted turbine torque Tt (x) is obtained using the following equation 2.
  • “ ⁇ (x)” in Equation 2 represents the gear ratio of the target gear.
  • this all combination candidate setting means sets the rotational speed (hereinafter referred to as “predicted turbine rotational speed”) Nt (x) of the turbine runner 22 when the target T / M output torque To is generated. All are obtained for each gear position (step ST4).
  • the predicted turbine rotational speed Nt (x) is obtained using the following formula 3.
  • Nt (x) No (x) / ⁇ (x) ... (3)
  • No (x) in Equation 3 is referred to as the rotational speed of the output shaft of the automatic transmission 10 when the target T / M output torque To is generated (hereinafter referred to as “predicted T / M output rotational speed”). ). With respect to the predicted T / M output rotational speed No (x), the actual rotational speed of the output shaft of the automatic transmission 10 (hereinafter referred to as “actual T / M output rotational speed”) No. And the response time (shift response time) tag (x) required for each is determined for each shift stage by the following equation (4). “DNodt” in Equation 4 is obtained by differentiating the actual T / M output rotation speed No with respect to time.
  • the actual T / M output rotational speed No uses, for example, a detection value of a rotation sensor 64 that detects a rotation angle of an output shaft of the automatic transmission 10, a propeller shaft 51, or an input shaft (not shown) of the differential device 52, and the like. Find it.
  • the all-combination candidate setting means obtains the predicted turbine torque Tt (x) and the predicted turbine rotational speed Nt (x) at all gear speeds, and then realizes the engine torque (hereinafter referred to as “predicted engine torque (predicted engine torque (predicted engine torque)”).
  • the “x” in the parentheses represents the target gear position as described above.
  • “y” in the parenthesis represents the operating state of the lockup clutch 30, luoff (the released state of the lockup clutch 30) or luon (the engaged state of the lockup clutch 30), The slip state of the lock-up clutch 30 is applied.
  • the predicted engine torque Te (x, luoff) when the lockup clutch 30 is in the released state is obtained as follows.
  • the all-combination candidate setting means firstly rotates torque of the pump impeller 21 when the lockup clutch 30 capable of realizing the predicted turbine torque Tt (x) is in a released state (hereinafter referred to as “predicted pump torque”). All Tp (x, luoff) are obtained for each gear position.
  • the predicted pump torque Tp (x, luoff) is obtained by using, for example, the following Equation 5 in consideration of torque transmission loss due to the fluid of the torque converter 20. “ ⁇ ” in Expression 5 is the torque transmission efficiency between the pump impeller 21 and the turbine runner 22 ( ⁇ ⁇ 100%).
  • a model showing the correspondence between the predicted pump torque Tp (x, luoff) and the predicted turbine torque Tt (x) is set in advance, and the predicted pump torque Tp is determined from the model and the predicted turbine torque Tt (x). (X, luoff) may be obtained.
  • Tp (x, luoff) Tt (x) ⁇ 100 / ⁇ (5)
  • Te (x, luoff) Tp (x, luoff) + Tei ... (6)
  • the pump impeller 21 and the turbine runner 22 rotate together, so that the predicted pump torque Tp (x, luon) and the predicted turbine torque Tt (x) at that time match. To do. Also at this time, an inertia torque Tei is generated in the internal combustion engine 40. For this reason, the predicted engine torque Te (x, luon) when the lockup clutch 30 is in the engaged state is calculated for each shift stage using the following equation 7 which adds the inertia torque Tei to the predicted turbine torque Tt (x). Ask all.
  • Te (x, luon) Tt (x) + Tei ... (7)
  • the all-combination candidate setting means first sets the rotational speed of the pump impeller 21 when the lockup clutch 30 capable of realizing the predicted turbine rotational speed Nt (x) is released (hereinafter referred to as “predicted pump rotational speed”). .) All Np (x, luoff) are obtained for each gear position.
  • the predicted pump rotation speed Np (x, luoff) is obtained using, for example, the following equation 8 taking into account the loss of torque transmission due to the fluid of the torque converter 20.
  • a model showing the correspondence between the predicted pump speed Np (x, luoff) and the predicted turbine speed Nt (x) is set in advance, and the prediction is made from the model and the predicted turbine speed Nt (x).
  • the pump rotation speed Np (x, luoff) may be obtained.
  • Np (x, luoff) Nt (x) ⁇ 100 / ⁇ (8)
  • the engine speed Ne is influenced by the inertia torque Tei. Therefore, the engine speed change rate ⁇ ne (> 100%) due to the inertia torque Te is predicted, and the engine speed change rate ⁇ ne and the predicted pump speed Np (x, luoff) obtained by the above equation 8 are as follows. Substituting into Equation 9 above, all predicted engine speeds Ne (x, luoff) when the lock-up clutch 30 is in the disengaged state are obtained for each gear position.
  • Ne (x, luoff) Np (x, luoff) ⁇ 100 / ⁇ ne (9)
  • the predicted engine speed Ne (x, luon) when the lockup clutch 30 is engaged is obtained as follows.
  • the predicted pump speed Np (x, luon) at that time matches the predicted turbine speed Nt (x). Also at this time, it is necessary to consider the engine speed change rate ⁇ ne due to the inertia torque Tei of the internal combustion engine 40. For this reason, the predicted engine speed Ne (x, luon) when the lockup clutch 30 is engaged is changed by the following equation 10 using the predicted turbine speed Nt (x) and the engine speed change rate ⁇ ne. Find all for each stage.
  • Ne (x, luon) Nt (x) ⁇ 100 / ⁇ ne (10)
  • the all-combination candidate setting means determines the predicted operating point of the internal combustion engine 40 (that is, the predicted engine torque Te (x, y) and the predicted engine for each gear position, which also takes into account the operating state of the lockup clutch 30. All the rotation speeds Ne (x, y)) are obtained.
  • the electronic control unit 1 according to the present embodiment narrows down all combinations of the gear positions of the automatic transmission 10 and the operating state of the lockup clutch 30 to those according to the vehicle requirements, and the automatic transmission 10 The required shift speed and the required operating state of the lockup clutch 30 are set.
  • the electronic control device 1 operates the internal combustion engine 40 from among all the combination candidates so that the internal combustion engine 40 can be operated and the generation of the bulk noise can be prevented by the booming noise prevention candidate selection means. Narrow down based on points.
  • the picking-up noise prevention candidate selection unit is configured to display the engine operable region map shown in FIG. 5 for each combination candidate for the predicted engine torque Te (x, y) and the predicted engine speed Ne (x, y) related to all the combination candidates.
  • a combination that can operate the internal combustion engine 40 and that can prevent the generation of a booming noise is selected from all the combination candidates (step ST6).
  • a combination candidate in which the operating point of the internal combustion engine 40 (the predicted engine torque Te (x, y) and the predicted engine speed Ne (x, y)) is out of the engine operable region is selected as the automatic transmission 10.
  • the first speed gear stage (1st), the second speed gear stage (2nd), the seventh speed gear stage (7th), and the eighth speed gear stage. (8th) is excluded. Thereby, in this vehicle, generation
  • the engine operable region map refers to the engine torque Te and the engine rotation that can prevent the generation of a booming noise in the region of the operating point (engine torque Te and engine speed Ne) at which the operation of the internal combustion engine 40 can be realized.
  • This is map data showing an engine operable region (hatched portion in FIG. 5) to which a condition of several Ne (NV requirement line in FIG. 5) is added, and is set in advance through experiments and simulations.
  • the engine operable region includes a condition relating to the upper limit of the engine torque Te that can be generated in the internal combustion engine 40 (maximum engine torque line in FIG. 5) and a condition relating to the lower limit of the engine torque Te (minimum engine torque in FIG. 5).
  • the surplus driving force candidate selecting means of the electronic control unit 1 is based on the predicted engine torque Te (x, y) and the predicted engine speed Ne (x, y) of each combination narrowed down in step ST6. Furthermore Filter from the combinations of respective driving wheels W RL, to the combination of the operating states of the shift speed and the lock-up clutch 30 of the automatic transmission 10 there is a predetermined size or more margin can be generated driving force W RR (Step ST7). Thereby, in this vehicle, the target driving force F is generated with a margin in the driving wheels WRL and WRR .
  • the margin driving force candidate selection means is driven by the combination for each combination of the candidate shift stage of the automatic transmission 10 and the candidate operation state of the lockup clutch 30 that are first narrowed down in step ST6.
  • wheels W RL determine the maximum driving force Fmax (x, y) generated in the W RR.
  • the margin driving force candidate selecting means obtains margin driving force Fsur (x, y) obtained by subtracting the target driving force F from the maximum driving force Fmax (x, y) as shown in the following equation 11, and the margin driving force is obtained. It is determined for each combination remaining as a candidate whether or not the force Fsur (x, y) is greater than or equal to a predetermined magnitude.
  • the required margin driving force Fsur0 varies depending on the state of the vehicle such as the vehicle speed. For example, when the vehicle speed V is high or the acceleration G is large, even if the necessary margin driving force Fsur0 is small, there is no problem in traveling, and drivability is unlikely to deteriorate. Therefore, here, the necessary margin driving force Fsur0 corresponding to the vehicle speed V and acceleration G (which may take environmental information such as road surface gradient into consideration) is obtained from the necessary margin driving force map of FIG.
  • the necessary margin driving force map is map data for obtaining an optimum necessary margin driving force Fsur0 that allows a vehicle to travel with a margin when the vehicle is at the vehicle speed V or the like. This is set in advance through experiments and simulations.
  • the margin driving force candidate selection means compares the margin driving force Fsur (x, y) with the necessary margin driving force Fsur0, which is a threshold value, and determines that “Fsur (x, y) ⁇ Fsur0”.
  • the required transmission speed of the automatic transmission 10 and the required operating state of the lock-up clutch 30 are left as setting targets.
  • the surplus driving force candidate selection means determines that “Fsur (x, y) ⁇ Fsur0”
  • this combination is set as the target shift speed of the automatic transmission 10 and the required operation state of the lockup clutch 30.
  • the sixth speed gear stage (6th) is further excluded, and the third speed gear stage (3th), the fourth speed gear stage (4th) and the fifth speed stage are independent of the operating state of the lockup clutch 30.
  • the speed gear (5th) remains as a candidate.
  • the optimum fuel consumption candidate selecting means of the electronic control unit 1 shows the predicted engine torque Te (x, y) and the predicted engine speed Ne (x, y) of each combination narrowed down in step ST7, respectively, in FIG.
  • the combinations are further narrowed down to combinations of the gear position of the automatic transmission 10 and the operating state of the lock-up clutch 30 having the best fuel efficiency characteristics from the respective combinations (step ST8).
  • the fuel efficiency characteristic determination map is a map that has been set in advance through experiments and simulations for fuel efficiency characteristics (for example, fuel efficiency expressed by contour lines here) with respect to a combination of engine torque Te and engine speed Ne (that is, operating point). It is.
  • the required shift state setting means of the present embodiment sets the shift state of the automatic transmission 10 and the operation state of the lockup clutch 30 relating to the combination thus narrowed down to the required shift step and the lockup clutch of the automatic transmission 10, respectively.
  • 30 is set as the required operating state (requested lock-up clutch operating state, required L / U operating state) (step ST9).
  • the electronic control unit 1 controls the shift stage of the automatic transmission 10 so that the shift control unit reaches the required shift stage, and the lockup clutch control unit enters the requested operation state.
  • the lockup clutch 30 is controlled (step ST10).
  • a muffled sound is generated from a combination of the gear position of the automatic transmission 10 capable of generating the target driving force F and the operating state of the lockup clutch 30. Those that are likely to occur are excluded first.
  • the automatic transmission control device is a combination candidate of the gear position of the automatic transmission 10 and the operation state of the lockup clutch 30 that can generate the target driving force F and prevent the generation of a booming noise. Among them, the one having the marginal driving force Fsur corresponding to the vehicle speed V and the like and having the best fuel consumption characteristics is selected. For this reason, this automatic transmission control device can prevent the occurrence of a booming noise.
  • this automatic transmission control device generates a driving force having a margin with respect to the target driving force F in the driving wheels W RL and W RR in addition to preventing the generation of the booming noise.
  • the control device for the automatic transmission according to the present embodiment can prevent the generation of a muffled noise and generate the target driving force F on the driving wheels W RL and W RR with the best fuel consumption characteristics. Therefore, such a useful effect can be obtained.
  • control device for the automatic transmission can select the combination of the gear position of the automatic transmission 10 and the operating state of the lock-up clutch 30 (that is, the engine operable region map in FIG. 5).
  • the selection requirements for the combination of the functional blocks related to the setting conditions) and the operating state of the lockup clutch 30 that can ensure sufficient driving force Fsur that can improve drivability that is, FIG. 6).
  • the functional blocks related to the fuel consumption characteristic determination map setting condition) are set independently.
  • each selection requirement can be applied even when, for example, the specifications of the internal combustion engine 40 or the vehicle are changed or applied to another internal combustion engine or vehicle.
  • the functional blocks according to can be changed to new ones or newly constructed with less man-hours.
  • the functional block here refers to a vehicle requirement (prevention of humming noise, improvement of drivability or fuel consumption) from among the combination of the input gear position of the automatic transmission 10 and the operating state of the lockup clutch 30. It means a computing means in the electronic control unit 1 for selecting a candidate according to (improvement of characteristics).
  • the above-mentioned requirements relating to the respective vehicle requirements are as follows. Since the functional blocks can be set individually, all these vehicle requirements that are difficult to be satisfied at the same time can be realized with fewer man-hours than before.
  • the present invention is not necessarily limited thereto.
  • the priority order is set in the order of improvement of fuel efficiency characteristics, improvement of drivability, and prevention of the generation of a booming noise, the prevention of the generation of the highest priority booming noise is satisfied.
  • the combination of the required shift speed of the automatic transmission 10 and the required operation state of the lock-up clutch 30 is excluded from the candidate combinations, but the present invention is not necessarily limited thereto.
  • the target driving force F can be generated and the generation of a booming noise can be prevented.
  • the one having the most marginal driving force Fsur corresponding to the vehicle speed V or the like may be selected.
  • the shift stage and lock-up of the automatic transmission 10 that can generate the target driving force F and can prevent the generation of a booming noise.
  • the automatic transmission control device of the present embodiment can be applied to any vehicle requirements required for the vehicle, and sets the optimum priority order of various vehicle requirements according to the vehicle specifications.
  • the combination of the gear position of the automatic transmission 10 and the operating state of the lock-up clutch 30 that are candidates in order from the functional block relating to the vehicle requirement having the higher priority may be selected.
  • the combination of the gear position of the automatic transmission 10 and the operating state of the lockup clutch 30 is determined based on the operating point of the internal combustion engine 40 (predicted engine torque Te (x, y) and predicted engine speed Ne (x , Y)).
  • the calculation processing speed may be lowered by taking into account the conditions when the lock-up clutch 30 is in the released state. is there. Accordingly, in such a speed range, the configuration is such that only the gear stage of the automatic transmission 10 is narrowed down based on the operating point of the internal combustion engine 40 on the assumption that the lockup clutch 30 is in the engaged state. In this case, it is possible to perform a quick calculation process.
  • control device for an automatic transmission is useful for the technology of preventing the generation of a muffler noise and generating the target driving force on the drive wheels while maintaining good fuel efficiency. It is.

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Abstract

An electronic control device (1) has shift position candidate setting means for obtaining operation points of an engine (40), which operation points can each realize a target driving force for each shift position of an automatic transmission (10), and setting, as shift position candidates for the automatic transmission, shift positions relating to all the operation points; selection means for selecting, among the shift position candidates and based on the operation points relating to the shift position candidates, a candidate at which the engine (40) can be operated and at which generation of muffled sound can be prevented; requested shift condition setting means for setting, as the required shift position of the automatic transmission (10), the shift position candidate selected by the selection means; and shift control means for controlling the automatic transmission (10) to obtain the requested shift position.

Description

自動変速機の制御装置Control device for automatic transmission
　本発明は、複数の変速段の中から諸条件に合わせた最適なものを選択させる自動変速機の制御装置に関する。 The present invention relates to a control device for an automatic transmission that selects an optimum gear in accordance with various conditions from a plurality of shift speeds.
　従来、多段の自動変速機においては、様々な目標とする条件に合わせた変速段の選択が為されている。例えば、下記の特許文献１には、先ず目標駆動力を実現させることが可能な候補変速段を選択し、その各候補変速段で目標駆動力を実現させる際の目標機関トルクと機関回転数の算出を夫々行う。そして、その各候補変速段における目標機関トルクと機関回転数を実現させるスロットル開度を求め、その夫々のスロットル開度の中から最も燃費特性が良いものを選択して、スロットル弁をそのスロットル開度に制御すると共にそのスロットル開度に対応する変速段に自動変速機を制御する、という技術について開示されている。また、この特許文献１には、目標駆動力を実現できないが為に選択し得ない変速段に変速禁止フラグを立てて、その変速禁止フラグが立っていない他の変速段の中から目標駆動力と良好な燃費特性の実現を図り得るものを選択する、という技術についても開示されている。 Conventionally, in a multi-stage automatic transmission, a shift stage is selected in accordance with various target conditions. For example, in Patent Document 1 below, candidate gear speeds capable of realizing the target driving force are first selected, and the target engine torque and the engine speed for realizing the target driving force at each candidate gear speed are selected. Each calculation is performed. Then, the throttle opening for realizing the target engine torque and the engine speed at each candidate gear stage is obtained, the one having the best fuel consumption characteristics is selected from each throttle opening, and the throttle valve is opened. And a technique for controlling the automatic transmission to a gear position corresponding to the throttle opening degree. Further, in Patent Document 1, a shift prohibition flag is set at a shift stage that cannot be selected because the target drive force cannot be realized, and the target drive force is selected from other shift stages at which the shift prohibition flag is not set. A technique for selecting a material that can achieve good fuel consumption characteristics is also disclosed.
　また、下記の特許文献２及び３には、内燃機関の機関振動が原因となって発生するこもり音を防止する為の技術について開示されている。特許文献２の技術は、自動変速機がロックアップ作動時で且つ機関回転数が所定値以下と判定されたときに、その自動変速機の変速段を通常変速制御時よりもシフトダウンする、というものである。この特許文献２の技術によれば、機関回転数が過度に低下することによる機関振動の発生が防止されるので、こもり音の発生が防止される。また、特許文献３の技術は、自動変速機がロックアップ作動領域でないときにスリップ量が最大になるようロックアップクラッチを解放し、内燃機関のトルク変動をトルクコンバータで吸収させる、というものである。この特許文献３の技術によれば、内燃機関のトルク変動に伴う機関振動の発生が防止されるので、こもり音の発生が防止される。 Also, the following Patent Documents 2 and 3 disclose techniques for preventing a humming noise caused by engine vibration of an internal combustion engine. According to the technique of Patent Document 2, when the automatic transmission is in a lock-up operation and the engine speed is determined to be equal to or less than a predetermined value, the shift stage of the automatic transmission is shifted down as compared with the normal shift control. Is. According to the technique disclosed in Patent Document 2, generation of engine vibration due to excessive reduction in the engine speed is prevented, so that generation of a booming noise is prevented. The technique of Patent Document 3 is to release the lockup clutch so that the slip amount is maximized when the automatic transmission is not in the lockup operation region, and absorb the torque fluctuation of the internal combustion engine by the torque converter. . According to the technique of Patent Document 3, generation of engine vibration accompanying torque fluctuation of the internal combustion engine is prevented, so that generation of a booming noise is prevented.
特開平５－２６３９０４号公報JP-A-5-263904 実開平５－３２８６９号公報Japanese Utility Model Publication No. 5-32869 特開平６－１９３７２７号公報JP-A-6-193727
　しかしながら、上記特許文献１に記載の技術においては、こもり音について何ら考慮されておらず、そのこもり音の発生を未然に防ぐことができない。また、上記特許文献２に記載の技術においては、所定の条件下（自動変速機がロックアップ作動時で且つ機関回転数が所定値以下のとき）でこもり音の発生を防ぐことはできるが、その際に必ずしも目標駆動力を発生させつつ良好な燃費性能が実現されているとは限らない。更に、この特許文献２に記載の技術においては、その条件から外れてしまったときにこもり音の発生を防ぐことができず、また、そのときに、こもり音の発生の防止、目標駆動力の発生及び良好な燃費性能を全て実現することができない。また、上記特許文献３に記載の技術においては、こもり音が検出されてから所定の条件下（ロックアップ作動領域でないとき）でその発生を抑える為の制御を行うので、未然にこもり音の発生を防ぐことができない。つまり、これら従来から知られている技術では、未然に内燃機関の機関振動によるこもり音の発生を防ぎ、且つ、良好な燃費性能を維持したまま目標駆動力を駆動輪に発生させることができない。 However, in the technique described in the above-mentioned Patent Document 1, no noise is taken into account, and the generation of the noise can not be prevented. Further, in the technique described in Patent Document 2, it is possible to prevent the occurrence of a booming noise under a predetermined condition (when the automatic transmission is in a lockup operation and the engine speed is a predetermined value or less), In that case, good fuel efficiency is not always realized while generating the target driving force. Furthermore, in the technique described in Patent Document 2, it is impossible to prevent the occurrence of a booming noise when the condition is not met, and at that time, it is possible to prevent the occurrence of a booming noise and to reduce the target driving force. Generation and good fuel efficiency cannot be realized at all. Further, in the technique described in Patent Document 3, since control is performed to suppress the occurrence of noise under a predetermined condition (when it is not in the lock-up operation region) after the noise is detected, the noise is generated in advance. Can not prevent. That is, with these conventionally known techniques, it is not possible to prevent the generation of a booming noise due to engine vibration of the internal combustion engine and to generate the target driving force on the driving wheels while maintaining good fuel efficiency.
　そこで、本発明は、かかる従来例の有する不都合を改善し、未然にこもり音の発生を防止すると共に、良好な燃費性能を維持したまま目標駆動力を駆動輪に発生させることのできる自動変速機の制御装置を提供することを、その目的とする。 SUMMARY OF THE INVENTION Accordingly, the present invention improves the disadvantages of the conventional example, prevents the occurrence of a humming noise, and can generate a target driving force on the drive wheels while maintaining good fuel efficiency. It is an object of the present invention to provide a control device.
　上記目的を達成する為、請求項１記載の発明では、自動変速機の変速段毎に目標駆動力の実現が可能なエンジンの作動点を全て求め、その全ての作動点に係る変速段を自動変速機の変速段候補として設定する全変速段候補設定手段と、その変速段候補の中からエンジンの運転が可能で且つこもり音の発生の防止が可能なものを当該変速段候補に係るエンジンの作動点に基づいて選択するこもり音防止候補選択手段と、こもり音防止候補選択手段により選択された変速段候補を自動変速機の要求変速段として設定する要求変速状態設定手段と、その要求変速段となるように自動変速機を制御する変速制御手段と、を設けている。 In order to achieve the above object, according to the first aspect of the present invention, all operating points of the engine capable of realizing the target driving force are obtained for each shift stage of the automatic transmission, and the shift stages related to all the operating points are automatically determined. All gear stage candidate setting means to be set as gear stage candidates for the transmission, and one of the gear stage candidates that can operate the engine and prevent the generation of a booming noise Selection candidate selection means for selecting noise based on the operating point; request speed setting means for setting the gear position candidate selected by the noise prevention candidate selection means as a required gear position of the automatic transmission; Shift control means for controlling the automatic transmission is provided.
　また、上記目的を達成する為、請求項２記載の発明では、上記請求項１記載の発明において、こもり音防止候補選択手段により選択された変速段候補の中から駆動力が前記目標駆動力に対して所定の大きさ以上の余裕のあるものを当該変速段候補に係るエンジンの作動点に基づいて選択する余裕駆動力候補選択手段を設ける。そして、この請求項２記載の発明においては、その余裕駆動力候補選択手段により選択された変速段候補を自動変速機の要求変速段として設定させるように要求変速状態設定手段を構成している。 In order to achieve the above object, according to a second aspect of the present invention, in the first aspect of the present invention, in the first aspect of the present invention, a driving force is selected as the target driving force from among the gear speed candidates selected by the booming noise prevention candidate selecting means. On the other hand, there is provided margin driving force candidate selecting means for selecting a margin having a predetermined size or more based on the operating point of the engine related to the gear position candidate. In the second aspect of the invention, the required shift state setting means is configured to set the shift speed candidate selected by the margin driving force candidate selection means as the required shift speed of the automatic transmission.
　また、上記目的を達成する為、請求項３記載の発明では、上記請求項１記載の発明において、こもり音防止候補選択手段により選択された変速段候補の中から燃費特性の良いものを当該変速段候補に係るエンジンの作動点に基づいて選択する最適燃費候補選択手段を設ける。そして、この請求項３記載の発明においては、その最適燃費候補選択手段により選択された変速段候補を自動変速機の要求変速段として設定させるように要求変速状態設定手段を構成している。 In order to achieve the above object, according to a third aspect of the present invention, in the first aspect of the present invention, a gear having a good fuel consumption characteristic is selected from the gear speed candidates selected by the booming noise prevention candidate selecting means. Optimal fuel consumption candidate selection means for selecting based on the operating point of the engine related to the stage candidate is provided. In the third aspect of the invention, the required shift state setting means is configured to set the shift speed candidate selected by the optimum fuel efficiency candidate selection means as the required shift speed of the automatic transmission.
　また、上記目的を達成する為、請求項４記載の発明では、上記請求項１記載の発明において、こもり音防止候補選択手段により選択された変速段候補の中から駆動力が前記目標駆動力に対して所定の大きさ以上の余裕のあるものを当該変速段候補に係るエンジンの作動点に基づいて選択する余裕駆動力候補選択手段と、この余裕駆動力候補選択手段により選択された変速段候補の中から燃費特性の良いものを当該変速段候補に係るエンジンの作動点に基づいて選択する最適燃費候補選択手段と、を設ける。そして、この請求項４記載の発明においては、その最適燃費候補選択手段により選択された変速段候補を自動変速機の要求変速段として設定させるように要求変速状態設定手段を構成している。 In order to achieve the above object, according to a fourth aspect of the present invention, in the first aspect of the present invention, the driving force is selected from the gear position candidates selected by the booming noise prevention candidate selecting means as the target driving force. On the other hand, a margin driving force candidate selection means for selecting a margin having a margin of a predetermined size or more based on the operating point of the engine related to the gear position candidate, and a gear stage candidate selected by the margin driving force candidate selection means And an optimum fuel consumption candidate selecting means for selecting one having good fuel consumption characteristics based on the operating point of the engine related to the gear position candidate. In the fourth aspect of the invention, the required shift state setting means is configured to set the shift speed candidate selected by the optimum fuel efficiency candidate selection means as the required shift speed of the automatic transmission.
　更に、上記目的を達成する為、請求項５記載の発明では、自動変速機の変速段及びロックアップクラッチの作動状態の組み合わせ毎に目標駆動力の実現が可能なエンジンの作動点を全て求め、その全ての作動点に係る組み合わせを自動変速機の変速段及びロックアップクラッチの作動状態の組み合わせ候補として設定する全組み合わせ候補設定手段と、その組み合わせ候補の中からエンジンの運転が可能で且つこもり音の発生の防止が可能なものを当該組み合わせ候補に係るエンジンの作動点に基づいて選択するこもり音防止候補選択手段と、こもり音防止候補選択手段により選択された組み合わせ候補に係る自動変速機の変速段及びロックアップクラッチの作動状態を当該自動変速機の要求変速段及び当該ロックアップクラッチの要求作動状態として設定する要求変速状態設定手段と、その要求変速段となるように自動変速機を制御する変速制御手段と、その要求作動状態となるようにロックアップクラッチを制御するロックアップクラッチ制御手段と、を設けている。 Furthermore, in order to achieve the above object, the invention according to claim 5 obtains all operating points of the engine capable of realizing the target driving force for each combination of the shift stage of the automatic transmission and the operating state of the lockup clutch. All combination candidate setting means for setting the combinations related to all the operating points as the combination candidates of the shift stage of the automatic transmission and the operation state of the lock-up clutch, and the engine can be operated from the combination candidates and the noise The selection of the noise prevention candidate selection means that can prevent the occurrence of the occurrence based on the operating point of the engine related to the combination candidate, and the shift of the automatic transmission related to the combination candidate selected by the noise reduction prevention candidate selection means The operation state of the gear and the lock-up clutch is changed to the required gear of the automatic transmission and the required Requested shift state setting means for setting as a state, shift control means for controlling the automatic transmission so as to be in the requested shift stage, and lockup clutch control means for controlling the lockup clutch so as to be in the requested operation state Is provided.
　また、上記目的を達成する為、請求項６記載の発明では、上記請求項５記載の発明において、こもり音防止候補選択手段により選択された組み合わせ候補の中から駆動力が前記目標駆動力に対して所定の大きさ以上の余裕のあるものを当該組み合わせ候補に係るエンジンの作動点に基づいて選択する余裕駆動力候補選択手段を設ける。そして、この請求項６記載の発明においては、その余裕駆動力候補選択手段により選択された組み合わせ候補に係る自動変速機の変速段及びロックアップクラッチの作動状態を当該自動変速機の要求変速段及び当該ロックアップクラッチの要求作動状態として設定させるように要求変速状態設定手段を構成している。 In order to achieve the above object, in the invention described in claim 6, in the invention described in claim 5, the driving force is selected from the combination candidates selected by the booming noise prevention candidate selecting means with respect to the target driving force. There is provided margin driving force candidate selection means for selecting a margin having a predetermined size or more based on the operating point of the engine related to the combination candidate. In the sixth aspect of the present invention, the shift speed of the automatic transmission and the operating state of the lock-up clutch relating to the combination candidate selected by the margin driving force candidate selection means are set to the required shift speed of the automatic transmission and The required shift state setting means is configured to set the required operation state of the lockup clutch.
　また、上記目的を達成する為、請求項７記載の発明では、上記請求項５記載の発明において、こもり音防止候補選択手段により選択された組み合わせ候補の中から燃費特性の良いものを当該組み合わせ候補に係るエンジンの作動点に基づいて選択する最適燃費候補選択手段を設ける。そして、この請求項７記載の発明においては、その最適燃費候補選択手段により選択された組み合わせ候補に係る自動変速機の変速段及びロックアップクラッチの作動状態を当該自動変速機の要求変速段及び当該ロックアップクラッチの要求作動状態として設定させるように要求変速状態設定手段を構成している。 In order to achieve the above object, in the invention according to claim 7, in the invention according to claim 5, a combination candidate having a good fuel consumption characteristic is selected from the combination candidates selected by the booming noise prevention candidate selecting means. Optimal fuel consumption candidate selection means for selecting based on the operating point of the engine is provided. According to the seventh aspect of the present invention, the operating speed of the automatic transmission and the lock-up clutch according to the combination candidate selected by the optimum fuel efficiency candidate selecting means are set to the required speed of the automatic transmission and the The required shift state setting means is configured to set the lockup clutch as the required operating state.
　また、上記目的を達成する為、請求項８記載の発明では、上記請求項５記載の発明において、こもり音防止候補選択手段により選択された組み合わせ候補の中から駆動力が前記目標駆動力に対して所定の大きさ以上の余裕のあるものを当該組み合わせ候補に係るエンジンの作動点に基づいて選択する余裕駆動力候補選択手段と、この余裕駆動力候補選択手段により選択された組み合わせ候補の中から燃費特性の良いものを当該組み合わせ候補に係るエンジンの作動点に基づいて選択する最適燃費候補選択手段と、を設ける。そして、この請求項８記載の発明においては、その最適燃費候補選択手段により選択された組み合わせ候補に係る自動変速機の変速段及びロックアップクラッチの作動状態を当該自動変速機の要求変速段及び当該ロックアップクラッチの要求作動状態として設定させるように要求変速状態設定手段を構成している。 In order to achieve the above object, according to the invention described in claim 8, in the invention described in claim 5, the driving force is selected from the combination candidates selected by the booming noise prevention candidate selecting means with respect to the target driving force. Margin driving force candidate selection means for selecting a margin having a predetermined size or more based on the operating point of the engine related to the combination candidate, and a combination candidate selected by the margin driving force candidate selection means Optimal fuel consumption candidate selection means for selecting a fuel efficiency characteristic based on the operating point of the engine related to the combination candidate is provided. In the eighth aspect of the invention, the operating speed of the automatic transmission and the lock-up clutch according to the combination candidate selected by the optimum fuel efficiency candidate selecting means are set to the required speed of the automatic transmission and the The required shift state setting means is configured to set the lockup clutch as the required operating state.
　本発明に係る自動変速機の制御装置は、こもり音防止候補選択手段によって、最初に、目標駆動力の発生が可能で且つこもり音の発生の防止が可能な自動変速機の変速段以外のもの、又は目標駆動力の発生が可能で且つこもり音の発生の防止が可能な自動変速機の変速段とロックアップクラッチの作動状態の組み合わせ以外のものを除外している。これが為、この制御装置は、こもり音の発生を未然に防ぐことができる。また、この制御装置は、その目標駆動力の発生が可能で且つこもり音の発生の防止が可能な候補の中から駆動力が目標駆動力に対して所定の大きさ以上の余裕のあるものを選択しているので、こもり音による運転者の不快感を予め防げるだけでなく、ドライバビリティの向上をも図ることができる。また、この制御装置は、その目標駆動力の発生が可能で且つこもり音の発生の防止が可能な候補の中から燃費特性の良いものを選択しているので、こもり音による運転者の不快感を予め防げるだけでなく、燃費特性の向上をも図ることができる。また、この制御装置は、その目標駆動力の発生が可能で且つこもり音の発生の防止が可能な候補の中から駆動力が目標駆動力に対して所定の大きさ以上の余裕のあるものを選択し、更にその中から燃費特性の良いものを選択している。これが為、この制御装置は、こもり音による運転者の不快感を予め防げるだけでなく、ドライバビリティの向上と燃費特性の向上を両立させることもできる。このように、本発明に係る自動変速機の制御装置は、こもり音の発生を防止し得る自動変速機の変速段又は上記組み合わせの選定要件に係る機能ブロックと、ドライバビリティを向上させることが可能な余裕駆動力を確保し得る自動変速機の変速段又は上記組み合わせの選定要件に係る機能ブロックと、最良の燃費特性を確保し得る自動変速機の変速段又は上記組み合わせの選定要件に係る機能ブロックと、を各々独立して設定することができる。従って、この自動変速機の制御装置は、その夫々の選定要件に係る機能ブロックを個別に変更することが可能なので、例えば内燃機関や車両の諸元を変えた又は別の内燃機関や車両に適用する際にも、各選定要件に係る機能ブロックを少ない工数で夫々に新たなものへと変更又は新規構築することができる。更に、従来においては、こもり音の発生の防止とドライバビリティの向上と燃費特性の向上の内の何れか１つを成立させることによって他のものが不成立になる可能性があったので、その内の必要とする全てを成立させる設定条件を見出す為に多大な工数が必要とされた。しかしながら、この自動変速機の制御装置は、夫々の機能ブロックを個別に設定することができるので、同時に成立させ難い全てのものを従来よりも少ない工数で実現させることができる。 The control device for an automatic transmission according to the present invention is one other than the gear stage of the automatic transmission that can first generate a target driving force and prevent the generation of a booming noise by the booming noise prevention candidate selecting means. Alternatively, a combination other than the combination of the shift stage of the automatic transmission and the operation state of the lock-up clutch capable of generating the target driving force and preventing the generation of a booming noise is excluded. For this reason, this control device can prevent the occurrence of a booming noise. In addition, this control device is a candidate that can generate the target driving force and that can prevent the generation of a booming noise, and has a driving force with a margin of a predetermined magnitude or more with respect to the target driving force. Since the selection is made, not only can the driver's discomfort due to the booming sound be prevented in advance, but also the drivability can be improved. In addition, since this control device selects a candidate with good fuel consumption characteristics from candidates that can generate the target driving force and prevent the generation of a booming noise, the driver's discomfort due to the booming noise. Can be prevented in advance, and fuel efficiency can be improved. In addition, this control device is a candidate that can generate the target driving force and that can prevent the generation of a booming noise, and has a driving force with a margin of a predetermined magnitude or more with respect to the target driving force. Among them, those with good fuel consumption characteristics are selected. For this reason, this control apparatus can not only prevent the driver's unpleasant feeling due to the booming noise in advance, but also achieve both improvement in drivability and improvement in fuel consumption characteristics. As described above, the control device for an automatic transmission according to the present invention can improve the drivability and the functional blocks related to the selection requirements of the shift stage of the automatic transmission or the above combination that can prevent the occurrence of a booming noise. Function block according to the selection requirements for the shift stage of the automatic transmission or the above combination that can ensure a sufficient margin driving force, and the function block according to the selection requirements for the shift stage of the automatic transmission or the above combination that can ensure the best fuel efficiency characteristics And can be set independently. Therefore, this automatic transmission control device can individually change the functional blocks related to the respective selection requirements. For example, it can be applied to an internal combustion engine or a vehicle in which the specifications of the internal combustion engine or the vehicle are changed. In this case, the function blocks related to each selection requirement can be changed to new ones or newly constructed with less man-hours. Furthermore, in the past, there was a possibility that the other could become unsatisfied by establishing any one of prevention of muffler noise, improvement of drivability, and improvement of fuel consumption characteristics. It took a lot of man-hours to find the setting conditions that would satisfy all of the requirements. However, since the control device for the automatic transmission can set each functional block individually, it is possible to realize all the things that are difficult to be established at the same time with fewer man-hours than before.
図１は本発明に係る自動変速機の制御装置の適用対象となる車両の一例を示す図である。FIG. 1 is a diagram showing an example of a vehicle to which an automatic transmission control device according to the present invention is applied. 図２はトルクコンバータ及びロックアップクラッチの概略図である。FIG. 2 is a schematic diagram of the torque converter and the lockup clutch. 図３は本発明に係る自動変速機の制御装置の動作を説明するフローチャートである。FIG. 3 is a flowchart for explaining the operation of the control device for the automatic transmission according to the present invention. 図４は自動変速機の要求変速段とロックアップクラッチの要求作動状態の設定動作の全体構成を説明する機能ブロック図である。FIG. 4 is a functional block diagram for explaining the overall configuration of the setting operation of the required shift stage of the automatic transmission and the required operating state of the lockup clutch. 図５は機関動作可能領域マップの一例を示す図である。FIG. 5 is a diagram showing an example of the engine operable region map. 図６は必要余裕駆動力判定マップの一例を示す図である。FIG. 6 is a diagram showing an example of a necessary margin driving force determination map. 図７は燃費特性判定マップの一例を示す図である。FIG. 7 is a diagram illustrating an example of a fuel efficiency characteristic determination map.
符号の説明Explanation of symbols
　１　電子制御装置（ＥＣＵ）
　１０　自動変速機
　２０　トルクコンバータ
　２１　ポンプインペラ
　２２　タービンランナ
　２３　ステータ
　３０　ロックアップクラッチ
　３１　第１係合手段
　３２　第２係合手段
　４０　内燃機関
　５２　差動装置
　６１　車速センサ
　６２　車両前後加速度センサ
　６３　アクセル操作量検出手段
　６４　回転センサ
　ＷＦＬ，ＷＦＲ，ＷＲＬ，ＷＲＲ　車輪 1 Electronic control unit (ECU)
DESCRIPTION OF SYMBOLS 10 Automatic transmission 20 Torque converter 21 Pump impeller 22 Turbine runner 23 Stator 30 Lockup clutch 31 1st engagement means 32 2nd engagement means 40 Internal combustion engine 52 Differential gear 61 Vehicle speed sensor 62 Vehicle longitudinal acceleration sensor 63 Accelerator operation amount Detection means 64 Rotation sensor W FL , W FR , W RL , W RR wheel
　以下に、本発明に係る自動変速機の制御装置の実施例を図面に基づいて詳細に説明する。尚、この実施例によりこの発明が限定されるものではない。 Hereinafter, an embodiment of a control device for an automatic transmission according to the present invention will be described in detail with reference to the drawings. The present invention is not limited to the embodiments.
　本発明に係る自動変速機の制御装置の実施例を図１から図７に基づいて説明する。 Embodiments of an automatic transmission control device according to the present invention will be described with reference to FIGS.
　本実施例の自動変速機の制御装置は、図１に示す電子制御装置（ＥＣＵ）１の一機能として用意されたものとする。その電子制御装置１は、図示しないＣＰＵ（中央演算処理装置），所定の制御プログラム等を予め記憶しているＲＯＭ（Ｒｅａｄ　Ｏｎｌｙ　Ｍｅｍｏｒｙ），そのＣＰＵの演算結果を一時記憶するＲＡＭ（Ｒａｎｄｏｍ　Ａｃｃｅｓｓ　Ｍｅｍｏｒｙ），予め用意された情報等を記憶するバックアップＲＡＭ等で構成されている。 The control device for the automatic transmission according to the present embodiment is prepared as a function of the electronic control unit (ECU) 1 shown in FIG. The electronic control unit 1 includes a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) that stores a predetermined control program in advance, and a RAM (Random Access Memory) that temporarily stores the calculation results of the CPU. , And a backup RAM for storing information prepared in advance.
　最初に、この制御装置の制御対象となる自動変速機１０とこの自動変速機１０が搭載された車両についての説明を行う。ここでは、ＦＲ（フロントエンジン・リアドライブ）車を例に挙げて説明するが、ＦＦ（フロントエンジン・フロントドライブ）車や四輪駆動車にも適用可能である。 First, the automatic transmission 10 to be controlled by the control device and the vehicle on which the automatic transmission 10 is mounted will be described. Here, an FR (front engine / rear drive) vehicle will be described as an example, but the present invention can also be applied to an FF (front engine / front drive) vehicle and a four-wheel drive vehicle.
　ここで例示する図１の自動変速機１０は、変速比の異なる複数の変速段を有する多段自動変速機である。この自動変速機１０は、一定の変速比に対応させた複数の変速段の間で変速段の切り替えを行う有段自動変速機のみならず、変速比を繋ぎ目無く変化させる無段変速機であっても、一定の変速比に対応させて設定された複数の変速段の間で変速段の切り替えを行えるものであればこれも含む。本実施例においては、８つの変速段を有する自動変速機１０について例示する。 1 is an example of a multi-speed automatic transmission having a plurality of speeds with different speed ratios. This automatic transmission 10 is not only a stepped automatic transmission that switches gears among a plurality of gears corresponding to a constant gear ratio, but also a continuously variable transmission that seamlessly changes the gear ratio. Even if it is possible to switch gears among a plurality of gears set corresponding to a fixed gear ratio, this is also included. In the present embodiment, an automatic transmission 10 having eight shift speeds is illustrated.
　この自動変速機１０には、駆動源たるエンジン（ここでは内燃機関４０を例示する）の出力トルクを変速段側に伝達するトルクコンバータ２０が設けられている。このトルクコンバータ２０は、図２に示す如く、エンジントルク（内燃機関４０の出力トルク（以下、「機関トルク」という。））が伝達されるトルク入力側の羽根車（ポンプインペラ２１）と、その機関トルクを変速段側の歯車に伝達するトルク出力側の羽根車（タービンランナ２２）と、これらのポンプインペラ２１とタービンランナ２２の間の流体（所謂ＡＴＦ）の流動方向を制御する羽根車（ステータ２３）と、を備える。このトルクコンバータ２０においては、機関トルクによってポンプインペラ２１が回転し、その回転に伴い送り出された流体がポンプインペラ２１とタービンランナ２２とステータ２３との間で循環する。そして、このトルクコンバータ２０においては、その流体の循環によってタービンランナ２２が回転し、その回転によってポンプインペラ２１の入力トルク（機関トルク）が変速段側の歯車に伝達される。つまり、このトルクコンバータ２０は、流体の流れによってトルクの伝達が行われる。 The automatic transmission 10 is provided with a torque converter 20 that transmits an output torque of an engine serving as a drive source (in this example, the internal combustion engine 40 is illustrated) to the shift stage side. As shown in FIG. 2, the torque converter 20 includes an impeller (pump impeller 21) on the torque input side to which engine torque (output torque of the internal combustion engine 40 (hereinafter referred to as “engine torque”)) is transmitted, A torque output side impeller (turbine runner 22) that transmits engine torque to a gear on the gear side, and an impeller that controls the flow direction of fluid (so-called ATF) between the pump impeller 21 and the turbine runner 22 ( Stator 23). In the torque converter 20, the pump impeller 21 is rotated by the engine torque, and the fluid delivered along with the rotation circulates between the pump impeller 21, the turbine runner 22, and the stator 23. In the torque converter 20, the turbine runner 22 is rotated by the circulation of the fluid, and the input torque (engine torque) of the pump impeller 21 is transmitted to the gear on the gear stage side by the rotation. That is, the torque converter 20 transmits torque by the flow of fluid.
　ここで、このトルクコンバータ２０は、そのポンプインペラ２１等と流体との間の摩擦によって運動エネルギの一部を熱エネルギに変換するので、入力された機関トルクを全て変速段側の歯車に伝えることができない。これが為、この自動変速機１０には、ポンプインペラ２１とタービンランナ２２を直結して一体回転させるロックアップクラッチ３０が用意されている。そのロックアップクラッチ３０は、図３に示す如く、ポンプインペラ２１と一体になって回転している摩擦材等からなる第１係合手段３１と、タービンランナ２２と一体になって回転している摩擦材等からなる第２係合手段３２と、を備える。このロックアップクラッチ３０は、第１係合手段３１と第２係合手段３２が離れている解放状態と、その第１係合手段３１と第２係合手段３２を接触させている係合状態と、に制御される。このロックアップクラッチ３０は、トルクの増加が必要なときに解放状態に制御される。一方、このロックアップクラッチ３０は、ポンプインペラ２１の入力トルク（機関トルク）を１００％変速段側の歯車に伝達させる際、解放状態から係合状態に制御され、第１係合手段３１側のポンプインペラ２１と第２係合手段３２側のタービンランナ２２を一体回転させる。 Here, since this torque converter 20 converts part of the kinetic energy into heat energy by friction between the pump impeller 21 and the like and the fluid, all of the input engine torque is transmitted to the gear on the gear stage side. I can't. For this reason, the automatic transmission 10 is provided with a lock-up clutch 30 that directly connects the pump impeller 21 and the turbine runner 22 to rotate integrally. As shown in FIG. 3, the lock-up clutch 30 rotates integrally with the first runner 31 made of a friction material or the like that rotates integrally with the pump impeller 21 and the turbine runner 22. Second engaging means 32 made of a friction material or the like. The lock-up clutch 30 is in a released state in which the first engaging means 31 and the second engaging means 32 are separated from each other, and in an engaged state in which the first engaging means 31 and the second engaging means 32 are in contact with each other. And controlled. The lock-up clutch 30 is controlled to be released when torque increase is required. On the other hand, the lockup clutch 30 is controlled from the disengaged state to the engaged state when the input torque (engine torque) of the pump impeller 21 is transmitted to the gear on the 100% gear stage side, and the first engagement means 31 side is controlled. The pump impeller 21 and the turbine runner 22 on the second engagement means 32 side are integrally rotated.
　ここで例示する車両においては、目標駆動力Ｆに応じた要求変速段の歯車群を経た回転トルク（自動変速機１０の出力トルク）がプロペラシャフト５１に伝達され、このプロペラシャフト５１の回転トルクが減速機を備えた差動装置５２に入力される。その差動装置５２に入力された回転トルクは、減速機の最終減速比γｆによって減速されて左右夫々のドライブシャフト５３ＲＬ，５３ＲＲに分配され、駆動トルクとして各駆動輪ＷＲＬ，ＷＲＲに伝達される。従って、その夫々の駆動輪ＷＲＬ，ＷＲＲには、目標駆動力Ｆを発生させることができる。 In the vehicle exemplified here, the rotational torque (output torque of the automatic transmission 10) that has passed through the gear group of the required shift speed according to the target driving force F is transmitted to the propeller shaft 51, and the rotational torque of the propeller shaft 51 is It is input to a differential device 52 equipped with a reduction gear. The rotational torque input to the differential 52 is decelerated by the final reduction ratio γf of the speed reducer and distributed to the left and right drive shafts 53 RL and 53 RR , and is supplied to the drive wheels W RL and W RR as drive torque. Communicated. Therefore, the target driving force F can be generated in each of the driving wheels W RL and W RR .
　本実施例の自動変速機１０は、電子制御装置１によって自動変速機１０の要求変速段への変速動作とロックアップクラッチ３０の解放動作及び係合動作が制御される。これが為、電子制御装置１には、要求変速段の設定とロックアップクラッチ３０の要求作動状態（つまり解放状態又は係合状態）の設定を行う要求変速状態設定手段と、その要求変速段に変速段を制御する変速制御手段と、ロックアップクラッチ３０を要求作動状態に制御するロックアップクラッチ制御手段と、が設けられている。 In the automatic transmission 10 according to the present embodiment, the electronic control unit 1 controls the shifting operation of the automatic transmission 10 to the required shift stage, the releasing operation and the engaging operation of the lockup clutch 30. For this reason, the electronic control unit 1 includes a required shift speed setting means for setting the required shift speed and a required operating state (that is, a released state or an engaged state) of the lockup clutch 30, and a shift to the required shift speed. Shift control means for controlling the speed and lockup clutch control means for controlling the lockup clutch 30 to the required operating state are provided.
　その要求変速状態設定手段は、原則として、駆動輪ＷＲＬ，ＷＲＲに発生させる目標駆動力Ｆに応じて自動変速機１０の要求変速段とロックアップクラッチ３０の要求作動状態を設定する。車両においては、一般に、目標駆動力Ｆを実現し得る内燃機関４０の作動点が自動変速機１０の変速段及びロックアップクラッチ３０の作動状態の組み合わせ毎に存在しており、目標駆動力Ｆを駆動輪ＷＲＬ，ＷＲＲに発生させるという観点に立てば、その何れの組み合わせをも適用することができる。しかしながら、その組み合わせの中には、内燃機関４０のトルク変動等に伴うこもり音（振動も含む）を発生させるもの、燃費特性に劣るものなどが存在している。その内燃機関４０の作動点は、機関トルクと機関回転数（エンジン回転数）とで表される。 The required shift state setting means sets the required shift stage of the automatic transmission 10 and the required operation state of the lockup clutch 30 according to the target driving force F generated in the drive wheels W RL and W RR as a general rule. In a vehicle, generally, there is an operating point of the internal combustion engine 40 capable of realizing the target driving force F for each combination of the shift stage of the automatic transmission 10 and the operating state of the lockup clutch 30. From the viewpoint of generating the driving wheels W RL and W RR , any combination thereof can be applied. However, among these combinations, there are those that generate a booming noise (including vibration) accompanying torque fluctuations of the internal combustion engine 40, and those that are inferior in fuel consumption characteristics. The operating point of the internal combustion engine 40 is represented by engine torque and engine speed (engine speed).
　ここで、目標駆動力Ｆは例えば運転者の要求を表したものなので、その組み合わせを選定する際には、必ず駆動輪ＷＲＬ，ＷＲＲに目標駆動力Ｆを発生させる組み合わせでなければならない。また、こもり音の発生は運転者に不快感を与えてしまうので、その組み合わせを選定する際には、こもり音の発生を未然に防ぐことができる組み合わせでなければならない。従って、駆動輪ＷＲＬ，ＷＲＲに目標駆動力Ｆを発生させること及びこもり音の発生を未然に防止することは、自動変速機１０の変速段及びロックアップクラッチ３０の作動状態の組み合わせを選定する際の必須の要件となる。これが為、その組み合わせを選定する際には、その必須の要件を満足させる組み合わせの中から燃費特性に優れたものを選ぶ必要がある。 Here, since the target driving force F represents the driver's request, for example, when selecting the combination, the driving force W RL , W RR must be a combination that generates the target driving force F. In addition, since the generation of the booming noise causes the driver to feel uncomfortable, when selecting the combination, the combination must be able to prevent the generation of the booming noise. Therefore, the generation of the target driving force F in the driving wheels W RL and W RR and the prevention of the occurrence of a humming noise can be achieved by selecting a combination of the gear position of the automatic transmission 10 and the operating state of the lockup clutch 30. It becomes an indispensable requirement when doing. For this reason, when selecting the combination, it is necessary to select a combination that satisfies the essential requirements and that has excellent fuel consumption characteristics.
　更に、その必須の要件を満たす組み合わせの中には、目標駆動力Ｆを略最大の大きさで発生させるものが存在している場合もある。一般に、目標駆動力Ｆを略最大の状態で駆動輪ＷＲＬ，ＷＲＲに発生させている場合には、それよりも大きな駆動力を発生させる余裕がないので、例えばその後目標駆動力Ｆがより大きくなっていくときにアクセル操作のみで新たな目標駆動力Ｆを得ることができず、自動変速機１０の変速段をダウンシフト側へ切り替えるなどの制御が必要になり、運転者にとってのドライバビリティの悪化を招いてしまう虞がある。これが為、自動変速機１０の変速段とロックアップクラッチ３０の作動状態の組み合わせを選定する際には、上記の必須の要件を満たす組み合わせの中から目標駆動力Ｆに対して或る程度大きめの駆動力（以下、「余裕駆動力」という。）Ｆｓｕｒを発生させることが可能なものを選択して、ドライバビリティの悪化を抑えることが必要になる。 Further, some combinations that satisfy the essential requirements may generate the target driving force F with a substantially maximum magnitude. In general, when the target driving force F is generated in the driving wheels W RL and W RR in a substantially maximum state, there is no room for generating a driving force larger than that. When it becomes larger, it is not possible to obtain a new target driving force F only by the accelerator operation, and control such as switching the shift stage of the automatic transmission 10 to the downshift side is necessary, and drivability for the driver There is a risk of worsening. For this reason, when selecting a combination of the gear position of the automatic transmission 10 and the operating state of the lock-up clutch 30, the combination of the above-mentioned essential requirements is selected to be somewhat larger than the target driving force F. It is necessary to select a driving force (hereinafter referred to as “extra driving force”) that can generate Fsur and suppress deterioration in drivability.
　ドライバビリティの悪化は運転中の運転者に直接伝わるものであるので、本実施例においては、燃費特性の向上、ドライバビリティの向上、こもり音の発生の防止の順に車両要件の優先順位を高くする。これが為、ここでは、上記の必須の要件を満たす組み合わせの中から余裕駆動力Ｆｓｕｒを発生可能なものを選択し、更にその中から最も燃費特性に優れたものを選定させることにする。 Since the deterioration of drivability is directly transmitted to the driver who is driving, in this embodiment, the priority order of the vehicle requirements is increased in the order of improvement of fuel consumption characteristics, improvement of drivability, and prevention of the generation of humming noise. . For this reason, here, the combination that can generate the marginal driving force Fsur is selected from the combinations that satisfy the above-described essential requirements, and the combination that has the most excellent fuel consumption characteristics is selected from the combinations.
　本実施例の電子制御装置１には、自動変速機１０の変速段及びロックアップクラッチ３０の作動状態の全ての組み合わせ候補を設定する全組み合わせ候補設定手段が設けられている。その全組み合わせ候補設定手段とは、自動変速機１０の変速段及びロックアップクラッチ３０の作動状態の組み合わせ毎に目標駆動力Ｆの実現が可能な内燃機関４０の作動点を全て求め、その全ての作動点に係る組み合わせを自動変速機１０の変速段及びロックアップクラッチ３０の作動状態の組み合わせ候補として設定するものである。 The electronic control device 1 according to the present embodiment is provided with all combination candidate setting means for setting all the combination candidates for the gear position of the automatic transmission 10 and the operating state of the lockup clutch 30. The all combination candidate setting means obtains all the operating points of the internal combustion engine 40 capable of realizing the target driving force F for each combination of the shift stage of the automatic transmission 10 and the operating state of the lockup clutch 30, A combination related to the operating point is set as a combination candidate of the gear position of the automatic transmission 10 and the operating state of the lockup clutch 30.
　また、この電子制御装置１には、或る組み合わせ候補の中から内燃機関４０の運転が可能で且つこもり音の発生の防止が可能なものを選択するこもり音防止候補選択手段と、或る組み合わせ候補の中から目標駆動力Ｆに対して所定の大きさ以上の余裕のある駆動力（以下、「余裕駆動力」という。）を発生させるものを選択する余裕駆動力候補選択手段と、或る組み合わせ候補の中から燃費特性の良いもの選択する最適燃費候補選択手段と、を設けている。 Further, the electronic control device 1 selects a humming noise prevention candidate selecting unit that selects an operation that can operate the internal combustion engine 40 and can prevent the generation of a humming sound from among a certain combination candidate, and a certain combination. A margin driving force candidate selection means for selecting a candidate that generates a driving force with a margin greater than or equal to a predetermined magnitude with respect to the target driving force F (hereinafter referred to as “margin driving force”); Optimum fuel consumption candidate selection means for selecting a combination having good fuel consumption characteristics from among the combination candidates is provided.
　以下に、自動変速機１０の要求変速段及びロックアップクラッチ３０の要求作動状態の組み合わせの選定動作及びその組み合わせへの変速動作の具体的な一例について図３のフローチャートと図４の要求変速状態の設定動作の説明図に基づき説明する。 Hereinafter, a specific example of the selection operation of the combination of the required shift stage of the automatic transmission 10 and the required operation state of the lockup clutch 30 and the shift operation to the combination will be described with reference to the flowchart of FIG. 3 and the required shift state of FIG. The setting operation will be described with reference to an explanatory diagram.
　最初に、電子制御装置１の目標駆動力算出手段は、駆動輪ＷＲＬ，ＷＲＲの目標駆動力Ｆを求める（ステップＳＴ１）。その目標駆動力Ｆは、例えば運転者のアクセル操作に応じた将来（例えば自動変速機１０の変速応答時間経過後等）の目標値であり、将来の車速Ｖｆと運転者のアクセル操作に呼応したアクセル開度θａｃｃ（又はスロットル開度）に基づいて求める。例えば、この目標駆動力Ｆは、車速Ｖとアクセル開度θａｃｃ（又はスロットル開度）と目標駆動力Ｆの対応関係について表した目標駆動力マップを用いて導き出す。尚、図４においては、車速Ｖとアクセル開度θａｃｃに応じた目標駆動力Ｆを求めるものとして例示している。 First, the target driving force calculation means of the electronic control device 1 obtains the target driving force F of the driving wheels W RL and W RR (step ST1). The target driving force F is a target value in the future according to the driver's accelerator operation (for example, after the shift response time of the automatic transmission 10 has elapsed), for example, and corresponds to the future vehicle speed Vf and the driver's accelerator operation. It is obtained based on the accelerator opening θacc (or throttle opening). For example, the target driving force F is derived using a target driving force map representing the correspondence relationship between the vehicle speed V, the accelerator opening θacc (or throttle opening), and the target driving force F. In FIG. 4, the target driving force F corresponding to the vehicle speed V and the accelerator opening θacc is illustrated.
　ここで、将来の車速Ｖｆは、例えば車速センサ６１の検出した車速Ｖと自動変速機１０の変速応答時間と加速度Ｇの変化率等から推定すればよい。その車速Ｖについては、車速センサ６１に替えて、各車輪ＷＦＬ，ＷＦＲ，ＷＲＬ，ＷＲＲに設けた図示しない車輪速センサの検出値（車輪速度）を用いて求めてもよい。その加速度Ｇは、車両の前後方向の加速度のことであり、車両前後加速度センサ６２を用いて検出すればよい。 Here, the future vehicle speed Vf may be estimated from the vehicle speed V detected by the vehicle speed sensor 61, the shift response time of the automatic transmission 10, the rate of change of the acceleration G, and the like. The vehicle speed V may be obtained by using a detection value (wheel speed) of a wheel speed sensor (not shown) provided on each wheel W FL , W FR , W RL , W RR instead of the vehicle speed sensor 61. The acceleration G is the acceleration in the longitudinal direction of the vehicle, and may be detected using the vehicle longitudinal acceleration sensor 62.
　また、アクセル開度θａｃｃは、アクセル操作量検出手段６３によって検出させる。そのアクセル操作量検出手段６３は、図示しないアクセルペダルの踏み込み量（つまりアクセルペダルの移動量）を検出するものであってもよく、アクセル開度を直接検出するものであってもよい。尚、スロットル開度を用いるならば、そのスロットル開度は、スロットル開度検出手段によって検出させればよい。 Further, the accelerator opening degree θacc is detected by the accelerator operation amount detection means 63. The accelerator operation amount detection means 63 may detect a depression amount of an accelerator pedal (not shown) (that is, a movement amount of the accelerator pedal), or may directly detect the accelerator opening. If the throttle opening is used, the throttle opening may be detected by the throttle opening detecting means.
　電子制御装置１は、その目標駆動力Ｆを駆動輪ＷＲＬ，ＷＲＲに発生させる為に必要な自動変速機１０の出力トルク（以下、「目標Ｔ／Ｍ出力トルク」という。）Ｔｏを求める（ステップＳＴ２）。その目標Ｔ／Ｍ出力トルクＴｏとは、自動変速機１０の出力軸（図示略）における回転トルクのことであり、プロペラシャフト５１の回転トルクに相当する。従って、この目標Ｔ／Ｍ出力トルクＴｏは、下記の式１を用いて求める。その式１の「ｒ」は駆動輪ＷＲＬ，ＷＲＲの動荷重半径であり、「γｆ」は上述した減速機の最終減速比である。ここでは、その目標Ｔ／Ｍ出力トルクＴｏを求める目標Ｔ／Ｍ出力トルク算出手段が電子制御装置１に用意されている。 The electronic control unit 1 obtains the output torque (hereinafter referred to as “target T / M output torque”) To of the automatic transmission 10 necessary for generating the target driving force F in the driving wheels W RL and W RR . (Step ST2). The target T / M output torque To is the rotational torque on the output shaft (not shown) of the automatic transmission 10 and corresponds to the rotational torque of the propeller shaft 51. Therefore, the target T / M output torque To is obtained using the following formula 1. “R” in Equation 1 is the dynamic load radius of the drive wheels W RL and W RR , and “γf” is the final reduction ratio of the reduction gear described above. Here, a target T / M output torque calculation means for obtaining the target T / M output torque To is prepared in the electronic control unit 1.
　Ｔｏ＝（ｒ／γｆ）×Ｆ　　…　　（１） To = (r / γf) × F ... (1)
　電子制御装置１の全組み合わせ候補設定手段は、その目標Ｔ／Ｍ出力トルクＴｏを自動変速機１０の出力軸で発生させる為のタービンランナ２２の回転トルク（以下、「予測タービントルク」という。）Ｔｔ（ｘ）を夫々の変速段毎に全て求める（ステップＳＴ３）。その括弧内の「ｘ」は、対象となる変速段について表したものであり、その対象の変速段に応じて、１ｓｔ（第１速ギヤ段）、２ｎｄ（第２速ギヤ段）、…、７ｔｈ（第７速ギヤ段）又は８ｔｈ（第８速ギヤ段）が当て嵌まる。また、予測タービントルクＴｔ（ｘ）は、下記の式２を用いて求める。その式２の「γ（ｘ）」は、対象となる変速段の変速比を表したものである。 The all-combination candidate setting means of the electronic control unit 1 rotates torque of the turbine runner 22 for generating the target T / M output torque To at the output shaft of the automatic transmission 10 (hereinafter referred to as “predicted turbine torque”). All Tt (x) are obtained for each gear position (step ST3). “X” in the parenthesis represents a target gear position, and according to the target gear speed, 1st (first gear stage), 2nd (second gear stage),... 7th (7th speed gear stage) or 8th (8th speed gear stage) is applied. Further, the predicted turbine torque Tt (x) is obtained using the following equation 2. “Γ (x)” in Equation 2 represents the gear ratio of the target gear.
　Ｔｔ（ｘ）＝Ｔｏ／γ（ｘ）　　…　　（２） Tt (x) = To / γ (x) ... (2)
　また、この全組み合わせ候補設定手段は、その目標Ｔ／Ｍ出力トルクＴｏを発生させているときのタービンランナ２２の回転数（以下、「予測タービン回転数」という。）Ｎｔ（ｘ）を夫々の変速段毎に全て求める（ステップＳＴ４）。その予測タービン回転数Ｎｔ（ｘ）は、下記の式３を用いて求める。 Further, this all combination candidate setting means sets the rotational speed (hereinafter referred to as “predicted turbine rotational speed”) Nt (x) of the turbine runner 22 when the target T / M output torque To is generated. All are obtained for each gear position (step ST4). The predicted turbine rotational speed Nt (x) is obtained using the following formula 3.
　Ｎｔ（ｘ）＝Ｎｏ（ｘ）／γ（ｘ）　　…　　（３） Nt (x) = No (x) / γ (x) ... (3)
　その式３の「Ｎｏ（ｘ）」は、目標Ｔ／Ｍ出力トルクＴｏを発生させているときの自動変速機１０の出力軸の回転数（以下、「予測Ｔ／Ｍ出力回転数」という。）のことである。この予測Ｔ／Ｍ出力回転数Ｎｏ（ｘ）については、実際の自動変速機１０の出力軸の回転数（以下、「実Ｔ／Ｍ出力回転数」という。）Ｎｏと、各変速段における変速に要する応答時間（変速応答時間）ｔｌａｇ（ｘ）と、を用いて下記の式４で夫々の変速段毎に全て求める。その式４の「ｄＮｏｄｔ」は、実Ｔ／Ｍ出力回転数Ｎｏを時間で微分したものである。その実Ｔ／Ｍ出力回転数Ｎｏは、例えば自動変速機１０の出力軸、プロペラシャフト５１又は差動装置５２の入力軸（図示略）の回転角等を検出する回転センサ６４の検出値を利用して求めればよい。 “No (x)” in Equation 3 is referred to as the rotational speed of the output shaft of the automatic transmission 10 when the target T / M output torque To is generated (hereinafter referred to as “predicted T / M output rotational speed”). ). With respect to the predicted T / M output rotational speed No (x), the actual rotational speed of the output shaft of the automatic transmission 10 (hereinafter referred to as “actual T / M output rotational speed”) No. And the response time (shift response time) tag (x) required for each is determined for each shift stage by the following equation (4). “DNodt” in Equation 4 is obtained by differentiating the actual T / M output rotation speed No with respect to time. The actual T / M output rotational speed No uses, for example, a detection value of a rotation sensor 64 that detects a rotation angle of an output shaft of the automatic transmission 10, a propeller shaft 51, or an input shaft (not shown) of the differential device 52, and the like. Find it.
　Ｎｏ（ｘ）＝ｄＮｏｄｔ×ｔｌａｇ（ｘ）　　…　　（４） No (x) = dNodt x flag (x) ... (4)
　また、全組み合わせ候補設定手段は、全ての変速段における予測タービントルクＴｔ（ｘ）と予測タービン回転数Ｎｔ（ｘ）を求めた後、これらを実現させる機関トルク（以下、「予測機関トルク（予測エンジントルク）」という。）Ｔｅ（ｘ，ｙ）と機関回転数（以下、「予測機関回転数（予測エンジン回転数）」という。）Ｎｅ（ｘ，ｙ）を自動変速機１０の変速段及びロックアップクラッチ３０の作動状態の全ての組み合わせ毎に求める（ステップＳＴ５）。その括弧内の「ｘ」は、上記と同様に、対象となる変速段について表したものである。また、その括弧内の「ｙ」は、ロックアップクラッチ３０の作動状態を表したものであり、ｌｕｏｆｆ（ロックアップクラッチ３０の解放状態）又はｌｕｏｎ（ロックアップクラッチ３０の係合状態）、更にはロックアップクラッチ３０のスリップ状態が当て嵌まる。 The all-combination candidate setting means obtains the predicted turbine torque Tt (x) and the predicted turbine rotational speed Nt (x) at all gear speeds, and then realizes the engine torque (hereinafter referred to as “predicted engine torque (predicted engine torque (predicted engine torque)”). Engine ()) Te) (x, y) and engine speed (hereinafter referred to as “predicted engine speed (predicted engine speed)”) Ne (x, y) It calculates | requires for every combination of the operating state of the lockup clutch 30 (step ST5). The “x” in the parentheses represents the target gear position as described above. In addition, “y” in the parenthesis represents the operating state of the lockup clutch 30, luoff (the released state of the lockup clutch 30) or luon (the engaged state of the lockup clutch 30), The slip state of the lock-up clutch 30 is applied.
　ロックアップクラッチ３０が解放状態のときの予測機関トルクＴｅ（ｘ，ｌｕｏｆｆ）については、次のようにして求める。 The predicted engine torque Te (x, luoff) when the lockup clutch 30 is in the released state is obtained as follows.
　全組み合わせ候補設定手段は、先ず、予測タービントルクＴｔ（ｘ）を実現させることが可能なロックアップクラッチ３０が解放状態のときのポンプインペラ２１の回転トルク（以下、「予測ポンプトルク」という。）Ｔｐ（ｘ，ｌｕｏｆｆ）を変速段毎に全て求める。その予測ポンプトルクＴｐ（ｘ，ｌｕｏｆｆ）は、トルクコンバータ２０の流体によるトルク伝達の損失を考慮に入れて、例えば下記の式５を用いて求める。その式５の「η」は、ポンプインペラ２１とタービンランナ２２との間のトルク伝達効率である（η＜１００％）。尚、その予測ポンプトルクＴｐ（ｘ，ｌｕｏｆｆ）と予測タービントルクＴｔ（ｘ）の対応関係を示すモデルを予め設定しておき、そのモデルと予測タービントルクＴｔ（ｘ）とからその予測ポンプトルクＴｐ（ｘ，ｌｕｏｆｆ）を求めるようにしてもよい。 The all-combination candidate setting means firstly rotates torque of the pump impeller 21 when the lockup clutch 30 capable of realizing the predicted turbine torque Tt (x) is in a released state (hereinafter referred to as “predicted pump torque”). All Tp (x, luoff) are obtained for each gear position. The predicted pump torque Tp (x, luoff) is obtained by using, for example, the following Equation 5 in consideration of torque transmission loss due to the fluid of the torque converter 20. “Η” in Expression 5 is the torque transmission efficiency between the pump impeller 21 and the turbine runner 22 (η <100%). A model showing the correspondence between the predicted pump torque Tp (x, luoff) and the predicted turbine torque Tt (x) is set in advance, and the predicted pump torque Tp is determined from the model and the predicted turbine torque Tt (x). (X, luoff) may be obtained.
　Ｔｐ（ｘ，ｌｕｏｆｆ）＝Ｔｔ（ｘ）×１００／η　　…　　（５） Tp (x, luoff) = Tt (x) × 100 / η (5)
　ここで、内燃機関４０には、慣性によるイナーシャトルクＴｅｉが発生する。これが為、ロックアップクラッチ３０が解放状態のときの予測機関トルクＴｅ（ｘ，ｌｕｏｆｆ）は、上記式５で求めた予測ポンプトルクＴｐ（ｘ，ｌｕｏｆｆ）にイナーシャトルクＴｅｉを加算した大きさになるので、下記の式６を用いて求める。 Here, inertia torque Tei due to inertia occurs in the internal combustion engine 40. For this reason, the predicted engine torque Te (x, luoff) when the lockup clutch 30 is in the disengaged state has a magnitude obtained by adding the inertia torque Tei to the predicted pump torque Tp (x, luoff) obtained by the above equation 5. Therefore, it calculates | requires using the following formula | equation 6.
　Ｔｅ（ｘ，ｌｕｏｆｆ）＝Ｔｐ（ｘ，ｌｕｏｆｆ）＋Ｔｅｉ　　…　　（６） Te (x, luoff) = Tp (x, luoff) + Tei ... (6)
　一方、ロックアップクラッチ３０が係合状態のときの予測機関トルクＴｅ（ｘ，ｌｕｏｎ）については、次のようにして求める。 On the other hand, the predicted engine torque Te (x, luon) when the lockup clutch 30 is engaged is obtained as follows.
　ロックアップクラッチ３０が係合状態のときには、ポンプインペラ２１とタービンランナ２２が一体になって回転するので、そのときの予測ポンプトルクＴｐ（ｘ，ｌｕｏｎ）と予測タービントルクＴｔ（ｘ）とが一致する。また、このときにも、内燃機関４０には、イナーシャトルクＴｅｉが発生する。これが為、ロックアップクラッチ３０が係合状態のときの予測機関トルクＴｅ（ｘ，ｌｕｏｎ）は、予測タービントルクＴｔ（ｘ）にイナーシャトルクＴｅｉを加算する下記の式７を用いて変速段毎に全て求める。 When the lock-up clutch 30 is in the engaged state, the pump impeller 21 and the turbine runner 22 rotate together, so that the predicted pump torque Tp (x, luon) and the predicted turbine torque Tt (x) at that time match. To do. Also at this time, an inertia torque Tei is generated in the internal combustion engine 40. For this reason, the predicted engine torque Te (x, luon) when the lockup clutch 30 is in the engaged state is calculated for each shift stage using the following equation 7 which adds the inertia torque Tei to the predicted turbine torque Tt (x). Ask all.
　Ｔｅ（ｘ，ｌｕｏｎ）＝Ｔｔ（ｘ）＋Ｔｅｉ　　…　　（７） Te (x, luon) = Tt (x) + Tei ... (7)
　また、ロックアップクラッチ３０が解放状態のときの予測機関回転数Ｎｅ（ｘ，ｌｕｏｆｆ）については、次のようにして求める。 Further, the predicted engine speed Ne (x, luoff) when the lockup clutch 30 is in the released state is obtained as follows.
　全組み合わせ候補設定手段は、先ず、予測タービン回転数Ｎｔ（ｘ）を実現させることが可能なロックアップクラッチ３０が解放状態のときのポンプインペラ２１の回転数（以下、「予測ポンプ回転数」という。）Ｎｐ（ｘ，ｌｕｏｆｆ）を変速段毎に全て求める。その予測ポンプ回転数Ｎｐ（ｘ，ｌｕｏｆｆ）は、トルクコンバータ２０の流体によるトルク伝達の損失を考慮に入れて、例えば下記の式８を用いて求める。尚、その予測ポンプ回転数Ｎｐ（ｘ，ｌｕｏｆｆ）と予測タービン回転数Ｎｔ（ｘ）の対応関係を示すモデルを予め設定しておき、そのモデルと予測タービン回転数Ｎｔ（ｘ）とからその予測ポンプ回転数Ｎｐ（ｘ，ｌｕｏｆｆ）を求めるようにしてもよい。 The all-combination candidate setting means first sets the rotational speed of the pump impeller 21 when the lockup clutch 30 capable of realizing the predicted turbine rotational speed Nt (x) is released (hereinafter referred to as “predicted pump rotational speed”). .) All Np (x, luoff) are obtained for each gear position. The predicted pump rotation speed Np (x, luoff) is obtained using, for example, the following equation 8 taking into account the loss of torque transmission due to the fluid of the torque converter 20. A model showing the correspondence between the predicted pump speed Np (x, luoff) and the predicted turbine speed Nt (x) is set in advance, and the prediction is made from the model and the predicted turbine speed Nt (x). The pump rotation speed Np (x, luoff) may be obtained.
　Ｎｐ（ｘ，ｌｕｏｆｆ）＝Ｎｔ（ｘ）×１００／η　　…　　（８） Np (x, luoff) = Nt (x) × 100 / η (8)
　ここで、機関回転数Ｎｅは、イナーシャトルクＴｅｉの影響を受けている。これが為、そのイナーシャトルクＴｅｉによる機関回転数変化率ηｎｅ（＞１００％）を予測し、その機関回転数変化率ηｎｅと上記式８で求めた予測ポンプ回転数Ｎｐ（ｘ，ｌｕｏｆｆ）とを下記の式９に代入して、ロックアップクラッチ３０が解放状態のときの予測機関回転数Ｎｅ（ｘ，ｌｕｏｆｆ）を変速段毎に全て求める。 Here, the engine speed Ne is influenced by the inertia torque Tei. Therefore, the engine speed change rate ηne (> 100%) due to the inertia torque Te is predicted, and the engine speed change rate ηne and the predicted pump speed Np (x, luoff) obtained by the above equation 8 are as follows. Substituting into Equation 9 above, all predicted engine speeds Ne (x, luoff) when the lock-up clutch 30 is in the disengaged state are obtained for each gear position.
　Ｎｅ（ｘ，ｌｕｏｆｆ）＝Ｎｐ（ｘ，ｌｕｏｆｆ）×１００／ηｎｅ　　…　　（９） Ne (x, luoff) = Np (x, luoff) × 100 / ηne (9)
　一方、ロックアップクラッチ３０が係合状態のときの予測機関回転数Ｎｅ（ｘ，ｌｕｏｎ）については、次のようにして求める。 On the other hand, the predicted engine speed Ne (x, luon) when the lockup clutch 30 is engaged is obtained as follows.
　ロックアップクラッチ３０が係合状態のときには、そのときの予測ポンプ回転数Ｎｐ（ｘ，ｌｕｏｎ）と予測タービン回転数Ｎｔ（ｘ）とが一致する。また、このときにも、内燃機関４０のイナーシャトルクＴｅｉによる機関回転数変化率ηｎｅを考慮する必要がある。これが為、ロックアップクラッチ３０が係合状態のときの予測機関回転数Ｎｅ（ｘ，ｌｕｏｎ）は、予測タービン回転数Ｎｔ（ｘ）と機関回転数変化率ηｎｅを用いた下記の式１０により変速段毎に全て求める。 When the lockup clutch 30 is engaged, the predicted pump speed Np (x, luon) at that time matches the predicted turbine speed Nt (x). Also at this time, it is necessary to consider the engine speed change rate ηne due to the inertia torque Tei of the internal combustion engine 40. For this reason, the predicted engine speed Ne (x, luon) when the lockup clutch 30 is engaged is changed by the following equation 10 using the predicted turbine speed Nt (x) and the engine speed change rate ηne. Find all for each stage.
　Ｎｅ（ｘ，ｌｕｏｎ）＝Ｎｔ（ｘ）×１００／ηｎｅ　　…　　（１０） Ne (x, luon) = Nt (x) × 100 / ηne (10)
　このようにして、全組み合わせ候補設定手段は、ロックアップクラッチ３０の作動状態についても加味した変速段毎の予測される内燃機関４０の作動点（つまり予測機関トルクＴｅ（ｘ，ｙ）と予測機関回転数Ｎｅ（ｘ，ｙ））を全て求める。そして、その後、本実施例の電子制御装置１は、その自動変速機１０の変速段及びロックアップクラッチ３０の作動状態の全ての組み合わせ候補を車両要件に応じたものへと絞り込み、自動変速機１０の要求変速段とロックアップクラッチ３０の要求作動状態の設定を行う。 In this way, the all-combination candidate setting means determines the predicted operating point of the internal combustion engine 40 (that is, the predicted engine torque Te (x, y) and the predicted engine for each gear position, which also takes into account the operating state of the lockup clutch 30. All the rotation speeds Ne (x, y)) are obtained. After that, the electronic control unit 1 according to the present embodiment narrows down all combinations of the gear positions of the automatic transmission 10 and the operating state of the lockup clutch 30 to those according to the vehicle requirements, and the automatic transmission 10 The required shift speed and the required operating state of the lockup clutch 30 are set.
　先ず、電子制御装置１は、こもり音防止候補選択手段によって、その全ての組み合わせ候補の中から内燃機関４０の運転が可能で且つこもり音の発生の防止が可能なものへと内燃機関４０の作動点に基づき絞り込ませる。そのこもり音防止候補選択手段は、その全ての組み合わせ候補に係る予測機関トルクＴｅ（ｘ，ｙ）及び予測機関回転数Ｎｅ（ｘ，ｙ）を組み合わせ候補毎に図５に示す機関動作可能領域マップに照らし合わせて、その全ての組み合わせ候補の中から内燃機関４０の運転が可能で且つこもり音の発生の防止が可能なものを選択する（ステップＳＴ６）。 First, the electronic control device 1 operates the internal combustion engine 40 from among all the combination candidates so that the internal combustion engine 40 can be operated and the generation of the bulk noise can be prevented by the booming noise prevention candidate selection means. Narrow down based on points. The picking-up noise prevention candidate selection unit is configured to display the engine operable region map shown in FIG. 5 for each combination candidate for the predicted engine torque Te (x, y) and the predicted engine speed Ne (x, y) related to all the combination candidates. In view of the above, a combination that can operate the internal combustion engine 40 and that can prevent the generation of a booming noise is selected from all the combination candidates (step ST6).
　このステップＳＴ６においては、内燃機関４０の作動点（予測機関トルクＴｅ（ｘ，ｙ）と予測機関回転数Ｎｅ（ｘ，ｙ））が機関動作可能領域から外れている組み合わせ候補を自動変速機１０の要求変速段とロックアップクラッチ３０の要求作動状態の設定対象から除外する。図４の例示においては、ロックアップクラッチ３０の作動状態に拘わらず、第１速ギヤ段（１ｓｔ）、第２速ギヤ段（２ｎｄ）、第７速ギヤ段（７ｔｈ）及び第８速ギヤ段（８ｔｈ）が除外されている。これにより、この車両においては、未然にこもり音の発生が防止されることになる。 In this step ST6, a combination candidate in which the operating point of the internal combustion engine 40 (the predicted engine torque Te (x, y) and the predicted engine speed Ne (x, y)) is out of the engine operable region is selected as the automatic transmission 10. Are excluded from setting targets of the required shift speed and the required operating state of the lock-up clutch 30. In the illustration of FIG. 4, regardless of the operating state of the lockup clutch 30, the first speed gear stage (1st), the second speed gear stage (2nd), the seventh speed gear stage (7th), and the eighth speed gear stage. (8th) is excluded. Thereby, in this vehicle, generation | occurrence | production of a booming noise is prevented beforehand.
　ここで、その機関動作可能領域マップとは、内燃機関４０の運転を実現できる作動点（機関トルクＴｅ及び機関回転数Ｎｅ）の領域に、こもり音の発生を防止し得る機関トルクＴｅと機関回転数Ｎｅの条件（図５のＮＶ要件線）を加えた機関動作可能領域（図５のハッチング部分）について示しているマップデータであり、予め実験やシミュレーションを行って設定しておく。その機関動作可能領域は、その内燃機関４０で発生可能な機関トルクＴｅの上限に係る条件（図５の最大機関トルク線）と、その機関トルクＴｅの下限に係る条件（図５の最小機関トルク線）と、その内燃機関４０で許容し得る機関回転数Ｎｅの上限に係る条件（図５の最大機関回転数線であって、例えば所謂レブリミット）と、その内燃機関４０を安定した状態で運転し得る機関回転数Ｎｅの下限に係る条件（図５の最小機関回転数線であって、例えばアイドリング回転数）と、ＮＶ要件線と、で囲まれた領域である。こもり音は内燃機関４０が低回転で且つ高トルクのときに発生し易いので、ＮＶ要件線は、そのようなときを除くものとする。 Here, the engine operable region map refers to the engine torque Te and the engine rotation that can prevent the generation of a booming noise in the region of the operating point (engine torque Te and engine speed Ne) at which the operation of the internal combustion engine 40 can be realized. This is map data showing an engine operable region (hatched portion in FIG. 5) to which a condition of several Ne (NV requirement line in FIG. 5) is added, and is set in advance through experiments and simulations. The engine operable region includes a condition relating to the upper limit of the engine torque Te that can be generated in the internal combustion engine 40 (maximum engine torque line in FIG. 5) and a condition relating to the lower limit of the engine torque Te (minimum engine torque in FIG. 5). Line), conditions relating to the upper limit of the engine speed Ne allowable for the internal combustion engine 40 (the maximum engine speed line in FIG. 5, for example, a so-called rev limit), and the internal combustion engine 40 operated in a stable state. This is a region surrounded by a condition relating to the lower limit of the possible engine speed Ne (the minimum engine speed line in FIG. 5, for example, idling speed) and the NV requirement line. Since the booming noise is likely to occur when the internal combustion engine 40 is at a low speed and a high torque, the NV requirement line excludes such a case.
　続いて、電子制御装置１の余裕駆動力候補選択手段は、ステップＳＴ６で絞り込まれた各組み合わせの予測機関トルクＴｅ（ｘ，ｙ）と予測機関回転数Ｎｅ（ｘ，ｙ）に基づいて、その夫々の組み合わせの中から駆動輪ＷＲＬ，ＷＲＲで発生可能な駆動力に所定の大きさ以上の余裕がある自動変速機１０の変速段とロックアップクラッチ３０の作動状態の組み合わせへと更に絞り込む（ステップＳＴ７）。これにより、この車両においては、目標駆動力Ｆが駆動輪ＷＲＬ，ＷＲＲに余裕を持って発生することになる。 Subsequently, the surplus driving force candidate selecting means of the electronic control unit 1 is based on the predicted engine torque Te (x, y) and the predicted engine speed Ne (x, y) of each combination narrowed down in step ST6. Furthermore Filter from the combinations of respective driving wheels W RL, to the combination of the operating states of the shift speed and the lock-up clutch 30 of the automatic transmission 10 there is a predetermined size or more margin can be generated driving force W RR (Step ST7). Thereby, in this vehicle, the target driving force F is generated with a margin in the driving wheels WRL and WRR .
　その際、余裕駆動力候補選択手段は、図４に示す如く、先ずステップＳＴ６で絞り込まれた自動変速機１０の候補変速段とロックアップクラッチ３０の候補作動状態の組み合わせ毎に、その組み合わせによって駆動輪ＷＲＬ，ＷＲＲに発生する最大駆動力Ｆｍａｘ（ｘ，ｙ）を求める。 At that time, as shown in FIG. 4, the margin driving force candidate selection means is driven by the combination for each combination of the candidate shift stage of the automatic transmission 10 and the candidate operation state of the lockup clutch 30 that are first narrowed down in step ST6. wheels W RL, determine the maximum driving force Fmax (x, y) generated in the W RR.
　そして、この余裕駆動力候補選択手段は、その最大駆動力Ｆｍａｘ（ｘ，ｙ）から目標駆動力Ｆを下記の式１１の如く減算した余裕駆動力Ｆｓｕｒ（ｘ，ｙ）を求め、その余裕駆動力Ｆｓｕｒ（ｘ，ｙ）が所定の大きさ以上あるのか否かの判定を候補として残っている組み合わせ毎に行う。 The margin driving force candidate selecting means obtains margin driving force Fsur (x, y) obtained by subtracting the target driving force F from the maximum driving force Fmax (x, y) as shown in the following equation 11, and the margin driving force is obtained. It is determined for each combination remaining as a candidate whether or not the force Fsur (x, y) is greater than or equal to a predetermined magnitude.
　Ｆｓｕｒ（ｘ，ｙ）＝Ｆｍａｘ（ｘ，ｙ）－Ｆ　　…　　（１１） Fsur (x, y) = Fmax (x, y) −F (11)
　ここで、必要とされる余裕駆動力（以下、「必要余裕駆動力」という。）Ｆｓｕｒ０の大きさは、車速等の車両の置かれている状態に応じて異なる。例えば、車速Ｖが高いときや加速度Ｇが大きいときには、必要余裕駆動力Ｆｓｕｒ０が小さくても走行に支障がなく、ドライバビリティの悪化を招きにくい。これが為、ここでは、車速Ｖや加速度Ｇ（路面勾配等の環境情報についても考慮に入れてよい）に応じた必要余裕駆動力Ｆｓｕｒ０を図６の必要余裕駆動力マップから求め、余裕駆動力Ｆｓｕｒ（ｘ，ｙ）がその必要余裕駆動力Ｆｓｕｒ０を満たしているのか否かによって、自動変速機１０の変速段とロックアップクラッチ３０の作動状態の組み合わせの更なる絞り込みを行う。その必要余裕駆動力マップとは、車両がその車速Ｖ等の状態にあるときに余裕のある走行を可能とする最適な必要余裕駆動力Ｆｓｕｒ０について求める為のマップデータであり、それらの対応関係について予め実験やシミュレーションを行い設定しておいたものである。 Here, the required margin driving force (hereinafter referred to as “necessary margin driving force”) Fsur0 varies depending on the state of the vehicle such as the vehicle speed. For example, when the vehicle speed V is high or the acceleration G is large, even if the necessary margin driving force Fsur0 is small, there is no problem in traveling, and drivability is unlikely to deteriorate. Therefore, here, the necessary margin driving force Fsur0 corresponding to the vehicle speed V and acceleration G (which may take environmental information such as road surface gradient into consideration) is obtained from the necessary margin driving force map of FIG. Depending on whether (x, y) satisfies the necessary marginal driving force Fsur0, the combination of the gear position of the automatic transmission 10 and the operating state of the lockup clutch 30 is further narrowed down. The necessary margin driving force map is map data for obtaining an optimum necessary margin driving force Fsur0 that allows a vehicle to travel with a margin when the vehicle is at the vehicle speed V or the like. This is set in advance through experiments and simulations.
　余裕駆動力候補選択手段は、余裕駆動力Ｆｓｕｒ（ｘ，ｙ）と閾値たる必要余裕駆動力Ｆｓｕｒ０との比較を行い、「Ｆｓｕｒ（ｘ，ｙ）≧Ｆｓｕｒ０」と判定したときに、かかる組み合わせを自動変速機１０の要求変速段とロックアップクラッチ３０の要求作動状態の設定対象として残す。一方、この余裕駆動力候補選択手段は、「Ｆｓｕｒ（ｘ，ｙ）＜Ｆｓｕｒ０」と判定したときに、かかる組み合わせを自動変速機１０の要求変速段とロックアップクラッチ３０の要求作動状態の設定対象から除外する。図４の例示においては、更に第６速ギヤ段（６ｔｈ）が除外され、ロックアップクラッチ３０の作動状態に関係なく第３速ギヤ段（３ｔｈ）、第４速ギヤ段（４ｔｈ）及び第５速ギヤ段（５ｔｈ）が候補として残っている。 The margin driving force candidate selection means compares the margin driving force Fsur (x, y) with the necessary margin driving force Fsur0, which is a threshold value, and determines that “Fsur (x, y) ≧ Fsur0”. The required transmission speed of the automatic transmission 10 and the required operating state of the lock-up clutch 30 are left as setting targets. On the other hand, when the surplus driving force candidate selection means determines that “Fsur (x, y) <Fsur0”, this combination is set as the target shift speed of the automatic transmission 10 and the required operation state of the lockup clutch 30. Exclude from In the illustration of FIG. 4, the sixth speed gear stage (6th) is further excluded, and the third speed gear stage (3th), the fourth speed gear stage (4th) and the fifth speed stage are independent of the operating state of the lockup clutch 30. The speed gear (5th) remains as a candidate.
　続いて、電子制御装置１の最適燃費候補選択手段は、ステップＳＴ７で絞り込まれた各組み合わせの予測機関トルクＴｅ（ｘ，ｙ）と予測機関回転数Ｎｅ（ｘ，ｙ）を夫々図７に示す燃費特性判定マップに照らし合わせて、その夫々の組み合わせの中から最も燃費特性の良好な自動変速機１０の変速段とロックアップクラッチ３０の作動状態の組み合わせへと更に絞り込む（ステップＳＴ８）。これにより、この車両においては、最良な燃費特性での運転が可能になる。その燃費特性判定マップとは、機関トルクＴｅと機関回転数Ｎｅの組み合わせ（つまり作動点）に対する燃費特性（例えばここでは等高線で表した燃費効率）について予め実験やシミュレーションを行い設定しておいたものである。 Subsequently, the optimum fuel consumption candidate selecting means of the electronic control unit 1 shows the predicted engine torque Te (x, y) and the predicted engine speed Ne (x, y) of each combination narrowed down in step ST7, respectively, in FIG. In light of the fuel efficiency characteristic determination map, the combinations are further narrowed down to combinations of the gear position of the automatic transmission 10 and the operating state of the lock-up clutch 30 having the best fuel efficiency characteristics from the respective combinations (step ST8). As a result, this vehicle can be driven with the best fuel consumption characteristics. The fuel efficiency characteristic determination map is a map that has been set in advance through experiments and simulations for fuel efficiency characteristics (for example, fuel efficiency expressed by contour lines here) with respect to a combination of engine torque Te and engine speed Ne (that is, operating point). It is.
　本実施例の要求変速状態設定手段は、そのようにして絞り込まれた組み合わせに係る自動変速機１０の変速段とロックアップクラッチ３０の作動状態を各々自動変速機１０の要求変速段とロックアップクラッチ３０の要求作動状態（要求ロックアップクラッチ作動状態、要求Ｌ／Ｕ作動状態）として設定する（ステップＳＴ９）。 The required shift state setting means of the present embodiment sets the shift state of the automatic transmission 10 and the operation state of the lockup clutch 30 relating to the combination thus narrowed down to the required shift step and the lockup clutch of the automatic transmission 10, respectively. 30 is set as the required operating state (requested lock-up clutch operating state, required L / U operating state) (step ST9).
　そして、本実施例の電子制御装置１は、変速制御手段がその要求変速段となるように自動変速機１０の変速段を制御すると共に、ロックアップクラッチ制御手段がその要求作動状態となるようにロックアップクラッチ３０を制御する（ステップＳＴ１０）。これにより、この車両においては、未然にこもり音の発生が防止され、最も燃費特性の良好な状態を保ったまま駆動力が駆動輪ＷＲＬ，ＷＲＲに余裕を持って発生することになる。 The electronic control unit 1 according to this embodiment controls the shift stage of the automatic transmission 10 so that the shift control unit reaches the required shift stage, and the lockup clutch control unit enters the requested operation state. The lockup clutch 30 is controlled (step ST10). As a result, in this vehicle, the generation of a booming noise is prevented, and the driving force is generated with a margin in the drive wheels W RL and W RR while maintaining the best fuel consumption characteristics.
　以上示した如く、本実施例の自動変速機の制御装置によれば、目標駆動力Ｆの発生が可能な自動変速機１０の変速段とロックアップクラッチ３０の作動状態の組み合わせの中からこもり音の発生の可能性のあるものを最初に除外している。そして、この自動変速機の制御装置は、その目標駆動力Ｆの発生が可能で且つこもり音の発生の防止が可能な自動変速機１０の変速段とロックアップクラッチ３０の作動状態の組み合わせ候補の中から、車速Ｖ等に応じた余裕駆動力Ｆｓｕｒがあり且つ最も燃費特性に優れたものを選択する。これが為、この自動変速機の制御装置は、こもり音の発生を未然に防ぐことができる。更に、この自動変速機の制御装置は、そのこもり音の発生を防止することに加えて、目標駆動力Ｆに対して余裕のある大きさの駆動力を駆動輪ＷＲＬ，ＷＲＲに発生させることができ、且つ、最良の燃費特性を得ることができるので、こもり音による運転者の不快感を予め防げるだけでなく、ドライバビリティの向上と燃費特性の向上を両立させることができる。このように、本実施例の自動変速機の制御装置は、未然にこもり音の発生を防止し、且つ、最良な燃費特性で目標駆動力Ｆを駆動輪ＷＲＬ，ＷＲＲに発生させることができるので、かかる有用な効果を得ることができる。 As described above, according to the automatic transmission control apparatus of the present embodiment, a muffled sound is generated from a combination of the gear position of the automatic transmission 10 capable of generating the target driving force F and the operating state of the lockup clutch 30. Those that are likely to occur are excluded first. The automatic transmission control device is a combination candidate of the gear position of the automatic transmission 10 and the operation state of the lockup clutch 30 that can generate the target driving force F and prevent the generation of a booming noise. Among them, the one having the marginal driving force Fsur corresponding to the vehicle speed V and the like and having the best fuel consumption characteristics is selected. For this reason, this automatic transmission control device can prevent the occurrence of a booming noise. Further, this automatic transmission control device generates a driving force having a margin with respect to the target driving force F in the driving wheels W RL and W RR in addition to preventing the generation of the booming noise. In addition, since it is possible to obtain the best fuel consumption characteristics, it is possible not only to prevent the driver from feeling uncomfortable due to the muffled noise in advance, but also to improve both drivability and fuel consumption characteristics. As described above, the control device for the automatic transmission according to the present embodiment can prevent the generation of a muffled noise and generate the target driving force F on the driving wheels W RL and W RR with the best fuel consumption characteristics. Therefore, such a useful effect can be obtained.
　更に、この自動変速機の制御装置は、こもり音の発生を防止し得る自動変速機１０の変速段とロックアップクラッチ３０の作動状態の組み合わせの選定要件（つまり図５の機関動作可能領域マップの設定条件）に係る機能ブロックと、ドライバビリティを向上させることが可能な余裕駆動力Ｆｓｕｒを確保し得る自動変速機１０の変速段とロックアップクラッチ３０の作動状態の組み合わせの選定要件（つまり図６の必要余裕駆動力判定マップの設定条件）に係る機能ブロックと、最良の燃費特性を確保し得る自動変速機１０の変速段とロックアップクラッチ３０の作動状態の組み合わせの選定要件（つまり図７の燃費特性判定マップの設定条件）に係る機能ブロックと、を各々独立して設定している。従って、その夫々の選定要件に係る機能ブロックを個別に変更することが可能なので、例えば内燃機関４０や車両の諸元を変えた又は別の内燃機関や車両に適用する際にも、各選定要件に係る機能ブロックは、少ない工数で夫々に新たなものへと変更又は新規構築することができる。尚、ここで言う機能ブロックとは、入力されてきた自動変速機１０の変速段とロックアップクラッチ３０の作動状態の組み合わせの中から車両要件（こもり音の発生の防止、ドライバビリティの向上又は燃費特性の向上）に応じた候補となるものを選定する為の電子制御装置１における演算手段のことを指す。 Further, the control device for the automatic transmission can select the combination of the gear position of the automatic transmission 10 and the operating state of the lock-up clutch 30 (that is, the engine operable region map in FIG. 5). The selection requirements for the combination of the functional blocks related to the setting conditions) and the operating state of the lockup clutch 30 that can ensure sufficient driving force Fsur that can improve drivability (that is, FIG. 6). (Required margin driving force determination map setting condition) and a selection requirement of the combination of the shift stage of the automatic transmission 10 and the operating state of the lock-up clutch 30 that can ensure the best fuel consumption characteristics (that is, FIG. 7) And the functional blocks related to the fuel consumption characteristic determination map setting condition) are set independently. Accordingly, since the functional blocks related to the respective selection requirements can be individually changed, each selection requirement can be applied even when, for example, the specifications of the internal combustion engine 40 or the vehicle are changed or applied to another internal combustion engine or vehicle. The functional blocks according to can be changed to new ones or newly constructed with less man-hours. The functional block here refers to a vehicle requirement (prevention of humming noise, improvement of drivability or fuel consumption) from among the combination of the input gear position of the automatic transmission 10 and the operating state of the lockup clutch 30. It means a computing means in the electronic control unit 1 for selecting a candidate according to (improvement of characteristics).
　また更に、こもり音の発生の防止とドライバビリティの向上と燃費特性の向上とは、お互いに或る１つの車両要件を成立させることによって他の車両要件が成立できなくなる可能性の高いものである。従って、従来はこれらの車両要件を全て成立させる設定条件を見出す為に多大な工数が必要とされたが、本実施例の自動変速機の制御装置によれば、夫々の車両要件に係る上記の機能ブロックを個別に設定することができるので、同時に成立させ難いこれら全ての車両要件を従来よりも少ない工数で実現させることができる。 Furthermore, the prevention of the generation of a booming noise, the improvement of drivability, and the improvement of fuel consumption characteristics are likely to make it impossible to establish other vehicle requirements by establishing one vehicle requirement. . Therefore, in the past, a great amount of man-hours was required to find the setting conditions for satisfying all of these vehicle requirements. However, according to the control device for the automatic transmission of the present embodiment, the above-mentioned requirements relating to the respective vehicle requirements are as follows. Since the functional blocks can be set individually, all these vehicle requirements that are difficult to be satisfied at the same time can be realized with fewer man-hours than before.
　ところで、本実施例においては、こもり音の発生の防止とドライバビリティの向上と燃費特性の向上の３つの車両要件を全て成立させるものとして例示したが、必ずしもこれに限定するものではない。また、本実施例においては、燃費特性の向上、ドライバビリティの向上、こもり音の発生の防止の順に高くなる優先順位を設定しているので、最も優先順位の高いこもり音の発生の防止を満たすことのできない組み合わせから順番に、自動変速機１０の要求変速段とロックアップクラッチ３０の要求作動状態の組み合わせの候補から除外させるようにしているが、必ずしもこれに限定するものではない。例えば、こもり音の発生の防止を必須要件とした車両において、燃費特性よりもドライバビリティの向上に重きを置く場合には、目標駆動力Ｆの発生が可能で且つこもり音の発生の防止が可能な自動変速機１０の変速段とロックアップクラッチ３０の作動状態の組み合わせの中から車速Ｖ等に応じた最も余裕駆動力Ｆｓｕｒのあるものを選択させてもよい。また、かかる車両においてドライバビリティよりも燃費特性の向上に重きを置く場合には、目標駆動力Ｆの発生が可能で且つこもり音の発生の防止が可能な自動変速機１０の変速段とロックアップクラッチ３０の作動状態の組み合わせの中から最も燃費特性に優れたものを選択させてもよい。更に、本実施例においては、そのような３つの車両要件を例に挙げているが、これら以外の車両要件又はこれらから置き換える他の車両要件が必要とされるならば、その別の車両要件についても同様の考えのもとに個別設定できるよう構成すればよい。つまり、本実施例の自動変速機の制御装置は、車両に求められる如何様な車両要件についても適用可能であり、また、車両の仕様等に応じた最適な各種車両要件の優先順位を設定し、その優先順位の高い車両要件に係る機能ブロックから順番に候補となる自動変速機１０の変速段及びロックアップクラッチ３０の作動状態の組み合わせの選定を実行させるよう構成すればよい。 By the way, in the present embodiment, the three vehicle requirements of preventing the generation of a booming noise, improving drivability, and improving fuel efficiency characteristics are exemplified, but the present invention is not necessarily limited thereto. Further, in this embodiment, since the priority order is set in the order of improvement of fuel efficiency characteristics, improvement of drivability, and prevention of the generation of a booming noise, the prevention of the generation of the highest priority booming noise is satisfied. In order from the combination that cannot be performed, the combination of the required shift speed of the automatic transmission 10 and the required operation state of the lock-up clutch 30 is excluded from the candidate combinations, but the present invention is not necessarily limited thereto. For example, in a vehicle that is required to prevent the generation of a booming noise, if the emphasis is on improving drivability rather than the fuel consumption characteristics, the target driving force F can be generated and the generation of a booming noise can be prevented. Of the combinations of the speed of the automatic transmission 10 and the operating state of the lockup clutch 30, the one having the most marginal driving force Fsur corresponding to the vehicle speed V or the like may be selected. Further, in the case where the improvement in fuel consumption characteristics is more important than the drivability in such a vehicle, the shift stage and lock-up of the automatic transmission 10 that can generate the target driving force F and can prevent the generation of a booming noise. You may make it select the thing with the most excellent fuel-consumption characteristics from the combination of the operating state of the clutch 30. FIG. Furthermore, in the present embodiment, such three vehicle requirements are given as an example, but if other vehicle requirements or other vehicle requirements that replace them are required, other vehicle requirements will be described. May be configured to be individually set based on the same idea. In other words, the automatic transmission control device of the present embodiment can be applied to any vehicle requirements required for the vehicle, and sets the optimum priority order of various vehicle requirements according to the vehicle specifications. The combination of the gear position of the automatic transmission 10 and the operating state of the lock-up clutch 30 that are candidates in order from the functional block relating to the vehicle requirement having the higher priority may be selected.
　更に、本実施例においては、自動変速機１０の変速段及びロックアップクラッチ３０の作動状態の組み合わせを内燃機関４０の作動点（予測機関トルクＴｅ（ｘ，ｙ）と予測機関回転数Ｎｅ（ｘ，ｙ））に基づいて絞り込んでいくものとした。しかしながら、例えばロックアップクラッチ係合領域での継続的な運転が明確な速度域においては、ロックアップクラッチ３０が解放状態のときの条件まで考慮に入れることによって演算処理速度の低下を招く可能性がある。従って、かかる速度域においては、ロックアップクラッチ３０が係合状態にあることを前提にして、自動変速機１０の変速段のみを内燃機関４０の作動点に基づいて絞り込んでいく形態に置き換えて構成してもよく、これにより迅速な演算処理を行うことができる。 Further, in the present embodiment, the combination of the gear position of the automatic transmission 10 and the operating state of the lockup clutch 30 is determined based on the operating point of the internal combustion engine 40 (predicted engine torque Te (x, y) and predicted engine speed Ne (x , Y)). However, for example, in a speed range where the continuous operation in the lock-up clutch engagement region is clear, the calculation processing speed may be lowered by taking into account the conditions when the lock-up clutch 30 is in the released state. is there. Accordingly, in such a speed range, the configuration is such that only the gear stage of the automatic transmission 10 is narrowed down based on the operating point of the internal combustion engine 40 on the assumption that the lockup clutch 30 is in the engaged state. In this case, it is possible to perform a quick calculation process.
　以上のように、本発明に係る自動変速機の制御装置は、未然にこもり音の発生を防止すると共に、良好な燃費性能を維持したまま目標駆動力を駆動輪に発生させる、という技術に有用である。 As described above, the control device for an automatic transmission according to the present invention is useful for the technology of preventing the generation of a muffler noise and generating the target driving force on the drive wheels while maintaining good fuel efficiency. It is.

Claims (8)

  1. 　自動変速機の変速段毎に目標駆動力の実現が可能なエンジンの作動点を全て求め、該全ての作動点に係る変速段を前記自動変速機の変速段候補として設定する全変速段候補設定手段と、
    　前記変速段候補の中から前記エンジンの運転が可能で且つこもり音の発生の防止が可能なものを当該変速段候補に係るエンジンの作動点に基づいて選択するこもり音防止候補選択手段と、
    　前記こもり音防止候補選択手段により選択された変速段候補を前記自動変速機の要求変速段として設定する要求変速状態設定手段と、
    　前記要求変速段となるように前記自動変速機を制御する変速制御手段と、
    　を設けたことを特徴とする自動変速機の制御装置。     All gear stage candidate settings for obtaining all engine operating points capable of realizing the target driving force for each gear stage of the automatic transmission and setting gear stages related to all the operating points as gear stage candidates for the automatic transmission Means,
    A humming noise prevention candidate selecting means for selecting, based on the operating point of the engine related to the gear position candidate, the engine capable of operating the engine and preventing the generation of a booming noise from among the gear position candidates;
    Requested shift state setting means for setting the shift speed candidate selected by the booming noise prevention candidate selecting means as the required shift speed of the automatic transmission;
    Shift control means for controlling the automatic transmission to achieve the required shift speed;
    A control device for an automatic transmission, characterized by comprising:
  2. 　前記こもり音防止候補選択手段により選択された変速段候補の中から駆動力が前記目標駆動力に対して所定の大きさ以上の余裕のあるものを当該変速段候補に係るエンジンの作動点に基づいて選択する余裕駆動力候補選択手段を設け、
    　前記要求変速状態設定手段は、前記余裕駆動力候補選択手段により選択された変速段候補を前記自動変速機の要求変速段として設定させるように構成したことを特徴とする請求項１記載の自動変速機の制御装置。     Based on the operating point of the engine related to the gear position candidate, the gear position candidate selected by the booming noise prevention candidate selecting means has a driving force with a margin greater than a predetermined magnitude with respect to the target driving force. Provide margin driving force candidate selection means to select
    The automatic shift according to claim 1, wherein the required shift state setting means is configured to set the shift speed candidate selected by the marginal driving force candidate selection means as the required shift speed of the automatic transmission. Machine control device.
  3. 　前記こもり音防止候補選択手段により選択された変速段候補の中から燃費特性の良いものを当該変速段候補に係るエンジンの作動点に基づいて選択する最適燃費候補選択手段を設け、
    　前記要求変速状態設定手段は、前記最適燃費候補選択手段により選択された変速段候補を前記自動変速機の要求変速段として設定させるように構成したことを特徴とする請求項１記載の自動変速機の制御装置。     Optimum fuel consumption candidate selection means is provided for selecting, from the gear position candidates selected by the booming noise prevention candidate selection means, those having good fuel efficiency characteristics based on the operating point of the engine related to the gear position candidates,
    2. The automatic transmission according to claim 1, wherein the required shift state setting means is configured to set the shift speed candidate selected by the optimum fuel efficiency candidate selection means as a required shift speed of the automatic transmission. Control device.
  4. 　前記こもり音防止候補選択手段により選択された変速段候補の中から駆動力が前記目標駆動力に対して所定の大きさ以上の余裕のあるものを当該変速段候補に係るエンジンの作動点に基づいて選択する余裕駆動力候補選択手段と、
    　前記余裕駆動力候補選択手段により選択された変速段候補の中から燃費特性の良いものを当該変速段候補に係るエンジンの作動点に基づいて選択する最適燃費候補選択手段と、
    　を設け、
    　前記要求変速状態設定手段は、前記最適燃費候補選択手段により選択された変速段候補を前記自動変速機の要求変速段として設定させるように構成したことを特徴とする請求項１記載の自動変速機の制御装置。     Based on the operating point of the engine related to the gear position candidate, the gear position candidate selected by the booming noise prevention candidate selecting means has a driving force with a margin greater than a predetermined magnitude with respect to the target driving force. Margin driving force candidate selection means to select,
    An optimum fuel efficiency candidate selection means for selecting, from the gear speed candidates selected by the margin driving force candidate selection means, one having good fuel efficiency characteristics based on the operating point of the engine related to the gear speed candidate;
    Provided,
    2. The automatic transmission according to claim 1, wherein the required shift state setting means is configured to set the shift speed candidate selected by the optimum fuel efficiency candidate selection means as a required shift speed of the automatic transmission. Control device.
  5. 　自動変速機の変速段及びロックアップクラッチの作動状態の組み合わせ毎に目標駆動力の実現が可能なエンジンの作動点を全て求め、該全ての作動点に係る組み合わせを前記自動変速機の変速段及び前記ロックアップクラッチの作動状態の組み合わせ候補として設定する全組み合わせ候補設定手段と、
    　前記組み合わせ候補の中から前記エンジンの運転が可能で且つこもり音の発生の防止が可能なものを当該組み合わせ候補に係るエンジンの作動点に基づいて選択するこもり音防止候補選択手段と、
    　前記こもり音防止候補選択手段により選択された組み合わせ候補に係る自動変速機の変速段及びロックアップクラッチの作動状態を当該自動変速機の要求変速段及び当該ロックアップクラッチの要求作動状態として設定する要求変速状態設定手段と、
    　前記要求変速段となるように前記自動変速機を制御する変速制御手段と、
    　前記要求作動状態となるように前記ロックアップクラッチを制御するロックアップクラッチ制御手段と、
    　を設けたことを特徴とする自動変速機の制御装置。     For each combination of the shift stage of the automatic transmission and the operating state of the lockup clutch, all the operating points of the engine capable of realizing the target driving force are obtained, and the combinations related to all the operating points are determined as the shift stage of the automatic transmission All combination candidate setting means for setting as a combination candidate of the operation state of the lockup clutch;
    A humming noise prevention candidate selecting means for selecting, based on the operating point of the engine related to the combination candidate, the engine that can operate the engine and prevent the occurrence of a booming noise from the combination candidates;
    A request to set the shift state of the automatic transmission and the operation state of the lock-up clutch relating to the combination candidate selected by the candidate for preventing noise from booming as the request shift state of the automatic transmission and the request operation state of the lock-up clutch. Shift state setting means;
    Shift control means for controlling the automatic transmission to achieve the required shift speed;
    Lock-up clutch control means for controlling the lock-up clutch so as to be in the requested operation state;
    A control device for an automatic transmission, characterized by comprising:
  6. 　前記こもり音防止候補選択手段により選択された組み合わせ候補の中から駆動力が前記目標駆動力に対して所定の大きさ以上の余裕のあるものを当該組み合わせ候補に係るエンジンの作動点に基づいて選択する余裕駆動力候補選択手段を設け、
    　前記要求変速状態設定手段は、前記余裕駆動力候補選択手段により選択された組み合わせ候補に係る自動変速機の変速段及びロックアップクラッチの作動状態を当該自動変速機の要求変速段及び当該ロックアップクラッチの要求作動状態として設定させるように構成したことを特徴とする請求項５記載の自動変速機の制御装置。     Based on the operating point of the engine related to the combination candidate, the combination candidate selected by the booming noise prevention candidate selection means has a driving force with a margin greater than a predetermined magnitude with respect to the target driving force. A margin driving force candidate selection means is provided,
    The required shift state setting means is configured to change the operation state of the automatic transmission shift stage and the lockup clutch according to the combination candidate selected by the marginal driving force candidate selection means to the required shift stage and the lockup clutch of the automatic transmission. 6. The automatic transmission control apparatus according to claim 5, wherein the automatic transmission control apparatus is configured to be set as a required operation state.
  7. 　前記こもり音防止候補選択手段により選択された組み合わせ候補の中から燃費特性の良いものを当該組み合わせ候補に係るエンジンの作動点に基づいて選択する最適燃費候補選択手段を設け、
    　前記要求変速状態設定手段は、前記最適燃費候補選択手段により選択された組み合わせ候補に係る自動変速機の変速段及びロックアップクラッチの作動状態を当該自動変速機の要求変速段及び当該ロックアップクラッチの要求作動状態として設定させるように構成したことを特徴とする請求項５記載の自動変速機の制御装置。     Optimum fuel consumption candidate selection means is provided for selecting, from the combination candidates selected by the booming noise prevention candidate selection means, those having good fuel efficiency characteristics based on the operating point of the engine related to the combination candidate,
    The required shift state setting means determines the operation state of the automatic transmission shift stage and the lockup clutch according to the combination candidate selected by the optimum fuel efficiency candidate selection means, and determines the required shift stage of the automatic transmission and the lockup clutch. 6. The automatic transmission control device according to claim 5, wherein the automatic transmission control device is configured to be set as a requested operation state.
  8. 　前記こもり音防止候補選択手段により選択された組み合わせ候補の中から駆動力が前記目標駆動力に対して所定の大きさ以上の余裕のあるものを当該組み合わせ候補に係るエンジンの作動点に基づいて選択する余裕駆動力候補選択手段と、
    　前記余裕駆動力候補選択手段により選択された組み合わせ候補の中から燃費特性の良いものを当該組み合わせ候補に係るエンジンの作動点に基づいて選択する最適燃費候補選択手段と、
    　を設け、
    　前記要求変速状態設定手段は、前記最適燃費候補選択手段により選択された組み合わせ候補に係る自動変速機の変速段及びロックアップクラッチの作動状態を当該自動変速機の要求変速段及び当該ロックアップクラッチの要求作動状態として設定させるように構成したことを特徴とする請求項５記載の自動変速機の制御装置。     Based on the engine operating point related to the combination candidate, the combination candidate selected by the booming noise prevention candidate selection means has a driving force with a margin greater than a predetermined magnitude with respect to the target driving force. Margin driving force candidate selection means to perform,
    Optimal fuel consumption candidate selection means for selecting a combination having good fuel consumption characteristics from the combination candidates selected by the margin driving force candidate selection means based on the operating point of the engine related to the combination candidate;
    Provided,
    The required shift state setting means determines the operation state of the automatic transmission shift stage and the lock-up clutch according to the combination candidate selected by the optimum fuel efficiency candidate selection means, and determines the required shift stage of the automatic transmission and the lock-up clutch. 6. The automatic transmission control device according to claim 5, wherein the automatic transmission control device is configured to be set as a requested operation state.
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