Control device for vehicle

Abstract

To provide a control device for a vehicle enabling racing at a power cutoff position while suppressing deterioration of durability performance of a clutch.SOLUTION: In the case where a shift position of an automatic transmission is a power cutoff position and a filling state of oil in a canceler chamber of a predetermined clutch is not a predetermined filling state, rapid filling control is performed. The predetermined clutch is a clutch for the automatic transmission that is disengaged and causes a clutch drum to rotate along with rotation of a power source when the shift position is the power cutoff position. The rapid filling control is control for regulating pressure of oil discharged from a mechanical oil pump so as to maximize a supply amount per unit time of oil to be supplied to the canceler chamber of the predetermined clutch. Due to this configuration, after rotation of the power source is started, oil filling in the canceler chamber can be performed promptly. Thus even if racing of the power source is performed, the disengagement state of the clutch can be easily maintained.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present invention relates to a control device for a vehicle equipped with an automatic transmission having a hydraulic clutch.

Background Art

[0002] A power source, an automatic transmission provided in a power transmission path between the power source and drive wheels, in which any one of a plurality of gear stages is formed by engaging any one of a plurality of engaging devices, a mechanical oil pump that is rotationally driven by the power source and discharges oil, and a hydraulic control circuit that regulates the oil discharged by the mechanical oil pump and supplies it to the engaging device. The engaging device includes a plate, a clutch drum, a piston that presses the plate, a pressure chamber formed between the clutch drum and the piston, in which the pressure generated by supplying oil causes the piston to press the plate, and a canceler chamber formed on the opposite side of the pressure chamber with the piston interposed therebetween, in which the oil supplied causes a force that cancels the thrust generated by the oil in the pressure chamber due to the centrifugal force caused by the rotation of the clutch drum. A control device for a vehicle including a plurality of clutches that are switched to an engaged state when the plate is pressed by the piston is well known. For example, the control device for a vehicle described in Patent Document 1 is such a device. Patent Document 1 discloses that even when the accelerator is turned on while the shift position of the automatic transmission is in the power-off position, the centrifugal hydraulic pressure generated in the pressure chamber of the clutch is canceled by the hydraulic pressure in the canceler chamber, thereby avoiding the occurrence of clutch slip. Patent Document 1 also discloses that when the time from engine start is short and the filling of oil in the canceler chamber is not sufficient, the torque of the engine is limited to address the problem of clutch slip and clutch burning.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, if the engine torque is limited during the period until the filling of oil into the canceler chamber is completed after the engine is started, a new problem occurs in that the racing at the power cut-off position is restricted during that period immediately after the engine is started.

[0005] The present invention has been made against the background of the above circumstances, and an object thereof is to provide a vehicle control device capable of performing racing at the power cut-off position while suppressing a decrease in the durability performance of the clutch.

Means for Solving the Problems

[0006] The gist of the first invention is as follows: (a) a power source, an automatic transmission in which any one of a plurality of gear stages is formed by engaging any one of a plurality of engaging devices provided in a power transmission path between the power source and drive wheels, a mechanical oil pump that is rotationally driven by the power source to discharge oil, and a hydraulic control circuit that regulates the oil discharged by the mechanical oil pump and supplies it to the engaging device. The engaging device includes a plate, a clutch drum, a piston that presses the plate, a pressure chamber formed between the clutch drum and the piston, in which pressure is generated by supplying the oil to generate a thrust force for the piston to press the plate, and a canceler chamber formed on the opposite side of the pressure chamber with the piston interposed therebetween, in which the oil is supplied to generate a force that cancels the thrust force generated by the centrifugal force due to the rotation of the clutch drum. The engaging device includes a plurality of clutches that are switched to an engaged state when the plate is pressed by the piston. A control device for a vehicle, (b) when the shift position of the automatic transmission is a power cut-off position where power transmission in the automatic transmission is cut off, and among the clutches, when the shift position is the power cut-off position, a predetermined clutch that is in a released state and the clutch drum rotates with the rotation of the power source, and the filling state of the oil in the canceler chamber of the predetermined clutch is not in a predetermined filling state capable of generating a force that cancels the thrust force due to the centrifugal force, a rapid filling control unit that performs rapid filling control for rapidly filling the canceler chamber with the oil is included, (c) the rapid filling control unit, as the rapid filling control, regulates the oil discharged by the mechanical oil pump so that the supply amount of the oil supplied to the canceler chamber per unit time for the predetermined clutch is maximized.

Effect of the Invention

[0007] According to the first invention, when the shift position of the automatic transmission is the power-off position and the oil filling state in the canceler chamber of a predetermined clutch is not the predetermined filling state, rapid filling control for rapidly filling the canceler chamber with oil is performed. The predetermined clutch is a clutch of the automatic transmission that is released when the shift position is the power-off position and the clutch drum rotates as the power source rotates. The rapid filling control is control for regulating the oil discharged by the mechanical oil pump so that the supply amount of oil supplied to the canceler chamber per unit time is maximized with respect to the predetermined clutch. As a result, since the oil filling of the canceler chamber is promptly performed after the power source starts rotating, the released state of the clutch is easily maintained even if the power source races. Therefore, it is possible to perform racing in the power-off position while suppressing a decrease in the durability performance of the clutch.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Best Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Embodiment

[0010] FIG. 1 is a diagram for explaining a schematic configuration of a vehicle 10 to which the present invention is applied, and is also a diagram for explaining main parts of a control function and a control system for various controls in the vehicle 10. In FIG. 1, the vehicle 10 includes an engine 12 as a power source, drive wheels 14, and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14.

[0011] The engine 12 is, for example, a known internal combustion engine, and an engine torque Te, which is the torque of the engine 12, is controlled by controlling an engine control device 50 provided in the vehicle 10 by an electronic control device 80 described later. The power transmission device 16 includes a torque converter 20 connected to the engine 12, an automatic transmission 22 connected to the torque converter 20, etc. in a case 18 which is a non-rotating member attached to the vehicle body. Further, the power transmission device 16 includes a propeller shaft 26 connected to the transmission output shaft 24, a differential gear 28 connected to the propeller shaft 26, a pair of drive shafts 30 connected to the differential gear 28, etc. The transmission output shaft 24 is an output rotating member of the automatic transmission 22. Further, the power transmission device 16 includes an engine connecting shaft 32 for connecting the engine 12 and the torque converter 20, etc.

[0012] FIG. 2 is a skeleton diagram for explaining an example of the automatic transmission 22 etc. (see (a) of FIG. 2), and an engagement operation table summarizing the relationship between each gear stage GS of the automatic transmission 22 and each control state of the engagement device CB (see (b) of FIG. 2).

[0013] In Fig. 2(a), the torque converter 20 includes a pump impeller 20p connected to the engine connecting shaft 32 and a turbine impeller 20t connected to the transmission input shaft 34. The transmission input shaft 34 is an input rotating member of the automatic transmission 22. Note that the automatic transmission 22 and the like are configured substantially symmetrically with respect to the axis RC, and the lower half of the axis RC is omitted in Fig. 2. The axis RC is an axis such as the transmission input shaft 34 and the transmission output shaft 24.

[0014] The automatic transmission 22 is a known planetary gear type automatic transmission including a planetary gear device PG and an engagement device CB. The automatic transmission 22 is a stepped transmission in which any one of a plurality of shift stages (also referred to as gear stages GS) having different gear ratios γat (= transmission input rotational speed Ni / transmission output rotational speed No) is formed by the engagement of any one of the engagement devices CB. The transmission input rotational speed Ni is the rotational speed of the transmission input shaft 34, and the transmission output rotational speed No is the rotational speed of the transmission output shaft 24.

[0015] The planetary gear device PG includes a plurality of planetary gear devices, for example, a first planetary gear device 36, a second planetary gear device 38, and a third planetary gear device 40. The engagement device CB is a known hydraulic friction engagement device and includes a plurality of engagement devices, for example, a clutch C and a brake B. The clutch C includes a plurality of clutches, for example, a first clutch C1, a second clutch C2, a third clutch C3, and a fourth clutch C4. The brake B includes a plurality of brakes, for example, a first brake B1 and a second brake B2.

[0016] In the automatic transmission 22, each rotating element of the planetary gear device PG is directly or indirectly connected to some of the others through the engagement device CB, or is connected to the transmission input shaft 34, the case 18, or the transmission output shaft 24. Each rotating element of the planetary gear device PG is a sun gear S1, S2, S3, carriers CA1, CA2, CA3, and ring gears R1, R2, R3.

[0017] The engagement device CB has its operating state, i.e., control state, such as the engaged state, slip state, and released state, switched by changing the engagement torque Tcb by the engagement hydraulic pressure PRcb. The engagement hydraulic pressure PRcb is the pressure of the regulated oil FLD supplied from the hydraulic control circuit 52 (see FIG. 1) provided in the vehicle 10 to the engagement device CB. The engagement torque Tcb is the torque capacity of the engagement device CB. The oil FLD is the hydraulic oil for operating the automatic transmission 22 and the like.

[0018] The automatic transmission 22 has each gear stage GS formed as shown in FIG. 2(b) by switching the control state of the engagement device CB by the electronic control device 80 described later. In FIG. 2(b), "○" represents engagement and the blank represents release. "1st" - "8th" are the forward gear stages from the first gear stage to the eighth gear stage, "Rev" is the reverse gear stage, "N" is the neutral state where no gear stage GS is formed, and "P" represents the neutral state and the state where the rotation of the transmission output shaft 24 is mechanically locked.

[0019] Returning to FIG. 1, the vehicle 10 includes a mechanical oil pump 54 which is a mechanical type oil pump, an electric oil pump 56 which is an electric type oil pump, and a pump motor 58 and the like. The mechanical oil pump 54 is connected to the pump impeller 20p and is rotationally driven by the engine 12 to discharge the oil FLD. The electric oil pump 56 is rotationally driven by the pump motor 58 to discharge the oil FLD. The pump motor 58 is a dedicated motor for the electric oil pump 56 which rotationally drives the electric oil pump 56 and is separate from the engine 12. The hydraulic control circuit 52 supplies the regulated oil FLD for operating the engagement device CB or supplies the oil FLD for lubricating each part of the power transmission device 16 based on the oil FLD discharged by the mechanical oil pump 54 or the electric oil pump 56.

[0020] FIG. 3 is a diagram (see FIG. 3(a)) for explaining the part related to the hydraulic pressure supply to the second clutch C2 in the hydraulic control circuit 52, and is also a partial cross-sectional view (see FIG. 3(b)) showing an example of the second clutch C2.

[0021] In Fig. 3(a), the mechanical oil pump 54 and the electric oil pump 56 each suck up the oil FLD returned to the oil pan 100 provided at the lower part of the case 18, and discharge it to the line pressure oil passage 102 through which the line pressure PL flows, which is provided in the hydraulic control circuit 52.

[0022] In addition to the line pressure oil passage 102, the hydraulic control circuit 52 includes a first regulator valve 104, a second regulator valve 106, a second line pressure oil passage 108, a line pressure solenoid valve SLT, a pressure regulating valve SLC2 for the second clutch, and the like.

[0023] Both the first regulator valve 104 and the second regulator valve 106 are relief type pressure regulating valves. The first regulator valve 104 regulates the line pressure PL based on the oil FLD discharged by at least one of the mechanical oil pump 54 and the electric oil pump 56. The second regulator valve 106 regulates the second line pressure PL2 based on the oil FLD discharged by at least one of the mechanical oil pump 54 and the electric oil pump 56, particularly the oil FLD relieved (discharged) from the first regulator valve 104.

[0024] The line pressure solenoid valve SLT is controlled by the electronic control device 80 so as to output a signal pressure PRslt corresponding to the input torque Tin etc. to the automatic transmission 22 based on the modulator pressure PM to the first regulator valve 104 and the second regulator valve 106. The line pressure PL and the second line pressure PL2 are regulated according to the signal pressure PRslt respectively. The modulator pressure PM is a hydraulic pressure regulated to a constant value by a modulator valve (not shown).

[0025] In the line pressure oil passage 102, in addition to the pressure regulating valve SLC2 for the second clutch, there are provided a pressure regulating valve for the first clutch, a pressure regulating valve for the third clutch, a pressure regulating valve for the fourth clutch, a pressure regulating valve for the first brake, a pressure regulating valve for the second brake, etc., which are not shown. By supplying the engagement oil pressure PRcb regulated by these pressure regulating valves to the pressure chamber of the engagement device CB, each of the engagement devices CB is individually controlled for engagement and release. For example, the pressure regulating valve SLC2 for the second clutch regulates the second clutch pressure PRc2, which is the oil pressure of the oil FLD supplied to the second clutch C2 with the line pressure PL as the source pressure. The oil FLD regulated to the second clutch pressure PRc2 is supplied to the pressure chamber 97 (see (b) of FIG. 3) of the second clutch C2.

[0026] The second line pressure oil passage 108 supplies the oil FLD regulated to the second line pressure PL2 to the lubrication parts 110 of each part, and supplies a part of the oil FLD to the canceler chamber of the clutch C, for example, the canceler chamber 98 (see (b) of FIG. 3) of the second clutch C2. The lubrication parts 110 are the friction engagement parts of the engagement device CB, the meshing parts of the gears, the bearings of each part, etc. The oil FLD supplied to the lubrication parts 110 is returned to the oil pan 100 by natural flow down or the like.

[0027] In (b) of FIG. 3, the second clutch C2 is a wet multi-plate type clutch, and includes a clutch drum 90, a clutch hub 91, a separator plate 92, a friction plate 93, a piston 94, a return spring 95, a spring receiving plate 96, etc. In (b) of FIG. 3, the radially outer peripheral part of the second clutch C2 in the upper half of the axial center RC is shown.

[0028] The separate plates 92 have the outer peripheral edges of a plurality of substantially annular plate shapes spline-fitted to the inner peripheral surface of the cylindrical portion 90a of the clutch drum 90. The friction plates 93 are interposed between the plurality of separate plates 92, and the inner peripheral edges of the plurality of substantially annular plate shapes are spline-fitted to the outer peripheral surface of the clutch hub 91. The piston 94 is provided with a pressing portion 94a extending in the direction of the separate plates 92 and the friction plates 93 at the outer peripheral edge. The separate plates 92 and the friction plates 93 are plates PLT pressed by the piston 94. The return spring 95 is interposed between the piston 94 and the spring receiving plate 96, and biases the piston 94 toward the bottom plate portion 90b side of the clutch drum 90.

[0029] The second clutch C2 further includes a pressure chamber 97 formed between the piston 94 and the bottom plate portion 90b of the clutch drum 90, and a canceler chamber 98 formed on the side opposite to the pressure chamber 97 with the piston 94 interposed therebetween. In the clutch drum 90, an oil passage 99a communicating with the pressure chamber 97 and an oil passage 99b communicating with the canceler chamber 98 are formed. The oil FLD regulated to the second clutch pressure PRc2 is supplied to the pressure chamber 97 from the hydraulic control circuit 52 through the oil passage 99a. The pressure chamber 97 generates a thrust force by which the piston 94 presses the plate PLT when the oil FLD is supplied. The oil FLD regulated to the second line pressure PL2 is supplied to the canceler chamber 98 from the hydraulic control circuit 52 through the oil passage 99b. The canceler chamber 98 generates a force that cancels the thrust force generated by the oil FLD in the pressure chamber 97 due to the centrifugal force caused by the rotation of the clutch drum 90 when the oil FLD is supplied. When the thrust force due to the centrifugal oil pressure generated in the remaining oil in the pressure chamber 97 exceeds the biasing force of the return spring 95, the piston 94 may be advanced and dragging may occur on the plate PLT. The canceler chamber 98 is provided, for example, to prevent the above-described dragging from occurring when the second clutch C2 is disengaged.

[0030] In the second clutch C2, when oil FLD regulated to the second clutch pressure PRc2 is supplied to the pressure chamber 97, the piston 94 is moved in the direction of the plate PLT against the biasing force of the return spring 95 by the second clutch pressure PRc2. When the pressing portion 94a presses the plate PLT due to the movement of the piston 94, the second clutch C2 is switched to the engaged state. Here, although the second clutch C2 is exemplified, the first clutch C1, the third clutch C3, and the fourth clutch C4 basically have the same configuration.

[0031] The vehicle 10 further includes an electronic control unit 80 as a controller including a control device of the vehicle 10 related to the control of the engine 12, the automatic transmission 22, etc. The electronic control unit 80 is configured to include a so-called microcomputer including, for example, a CPU, a RAM, a ROM, an input / output interface, etc.

[0032] Various signals etc. based on detection values by various sensors etc. provided in the vehicle 10 are respectively supplied to the electronic control unit 80. The various sensors etc. are, for example, an engine rotation speed sensor 60, an input rotation speed sensor 62, an output rotation speed sensor 64, an accelerator opening sensor 66, an operation position sensor 68, etc. The various signals etc. are, for example, an engine rotation speed Ne, a transmission input rotation speed Ni, a transmission output rotation speed No, an accelerator opening θacc, an operation position POSop, etc. The engine rotation speed Ne is the rotation speed of the engine 12. The transmission output rotation speed No is the rotation speed corresponding to the vehicle speed V. The accelerator opening θacc is the driver's accelerator operation amount representing the magnitude of the driver's acceleration operation.

[0033] Vehicle 10 is equipped with a shift device 70 having a shift operation member that is operated by a driver to any one of a plurality of operation positions POSop. The shift device 70 is a switching device for switching the shift position (the shift range Rsh is also agreed) of the automatic transmission 22. The operation position POSop is a signal representing the selected state of the power transmission state in the automatic transmission 22, and includes, for example, P, R, N, D operation positions, etc. The shift range Rsh represents the power transmission state of the automatic transmission 22, and includes, for example, P, R, N, D ranges, etc. The P (parking) operation position represents the selected state of the P range of the automatic transmission 22 in which the automatic transmission 22 is in a neutral state and the transmission output shaft 24 is mechanically fixed so as not to rotate. The R (reverse travel) operation position represents the selected state of the R range of the automatic transmission 22 that enables reverse travel. The N (neutral) operation position represents the selected state of the N range of the automatic transmission 22 in which the automatic transmission 22 is in a neutral state. The D (forward travel) operation position represents the selected state of the D range of the automatic transmission 22 that executes automatic transmission control of the automatic transmission 22 to enable forward travel. The D and R ranges are power transmission positions (power transmission ranges) in which power transmission in the automatic transmission 22 is possible. The P and N ranges are power cut-off positions (power cut-off ranges) in which power transmission in the automatic transmission 22 is cut off.

[0034] Various command signals and the like are respectively output from the electronic control device 80 to each device and the like provided in the vehicle 10. Each device and the like are, for example, the engine control device 50, the hydraulic control circuit 52, the pump motor 58, and the like. The various command signals and the like are, for example, the engine control command signal Se, the engagement hydraulic pressure control command signal Scb, the line pressure control command signal Spl, the electric oil pump control command signal Seop, and the like. The engagement hydraulic pressure control command signal Scb is, for example, the indicated hydraulic pressure of the engagement hydraulic pressure PRcb. The line pressure control command signal Spl is, for example, the indicated hydraulic pressure of the line pressure PL.

[0035] The electronic control device 80 includes an engine control unit 82 and a hydraulic control unit 84 in order to realize various controls in the vehicle 10.

[0036] The engine control unit 82 calculates the drive demand amount for the vehicle 10, for example, by applying the accelerator opening θacc and the vehicle speed V to a drive demand amount map obtained experimentally or designed in advance, that is, a predetermined drive demand amount map. The engine control unit 82 outputs an engine control command signal Se for controlling the engine 12 so that the engine torque Te for realizing the drive demand amount can be obtained.

[0037] The hydraulic control unit 84 makes a shift determination of the automatic transmission 22 using, for example, a predetermined shift map, and outputs an engagement hydraulic pressure control command signal Scb for executing shift control of the automatic transmission 22 according to the result of the shift determination.

[0038] Here, the clutch drum 90 of the second clutch C2 is connected to the transmission input shaft 34 and the carrier CA1 of the first planetary gear device 36. The second clutch C2 is a predetermined clutch Cf that is in a released state when the shift range Rsh of the clutch C is in the P or N range (see (b) of FIG. 2) and the clutch drum 90 rotates with the rotation of the engine 12. The clutch hub 91 of the second clutch C2 is connected to the clutch drum 90 via a plate PLT when the second clutch C2 is in an engaged state. Further, the clutch hub 91 is connected to the carrier CA2 of the second planetary gear device 38 (the carrier CA3 of the third planetary gear device 40) and is connected to the case 18 via the second brake B2. The second brake B2 is a predetermined engaging device CBf that is in an engaged state when the shift range Rsh of the engaging device CB is in the P or N range (see (b) of FIG. 2).

[0039] By the way, an operation of revving the engine 12 in the P or N range, that is, racing, may be performed. At this time, if the cancel chamber 98 of the predetermined clutch Cf is not sufficiently filled with the oil FLD, the piston 94 may move by the centrifugal hydraulic pressure of the oil FLD left in the pressure chamber 97, and the predetermined clutch Cf may have a torque capacity, resulting in clutch slip. The predetermined clutch Cf may generate heat due to clutch slip and may have a reduced durability performance.

[0040] Therefore, in order to perform racing in the P and N ranges while suppressing a decrease in the durability performance of the clutch C, the electronic control unit 80 further includes a rapid filling control unit 86.

[0041] When the shift range Rsh is in the P or N range and the filling state of the oil FLD in the canceler chamber 98 of a predetermined clutch Cf is not in the predetermined filling state, the rapid filling control unit 86 performs rapid filling control CNqa. On the other hand, when the filling state of the oil FLD in the canceler chamber 98 reaches the predetermined filling state while the rapid filling control unit 86 is performing the rapid filling control CNqa, the rapid filling control unit 86 ends the rapid filling control CNqa. The predetermined filling state is a state in which a force capable of canceling the thrust due to the centrifugal force in the clutch drum 90 can be generated. The thrust due to the centrifugal force in the clutch drum 90 is the thrust with which the piston 94 presses the plate PLT, which is generated by the oil FLD in the pressure chamber 97 due to the centrifugal force caused by the rotation of the clutch drum 90. The rapid filling control CNqa is control for rapidly filling the canceler chamber 98 with the oil FLD.

[0042] The rapid filling control unit 86 determines whether the filling state of the oil FLD in the canceler chamber 98 of the predetermined clutch Cf is in the predetermined filling state, for example, based on whether the estimated filling rate of the canceler chamber 98 of the predetermined clutch Cf is equal to or higher than a predetermined filling rate. The rapid filling control unit 86 calculates the estimated filling rate of the canceler chamber 98 of the predetermined clutch Cf based on, for example, at least one of the elapsed time since the canceler chamber 98 of the predetermined clutch Cf started rotating, the height of the second line pressure PL2, and the flow rate of the second line pressure PL2. The predetermined filling rate is, for example, a lower limit value of a predetermined estimated filling rate that enables determination that the filling state of the oil FLD in the canceler chamber 98 is in the predetermined filling state.

[0043] As the rapid filling control CNqa, the rapid filling control unit 86 regulates the oil FLD discharged by the mechanical oil pump 54 so that the supply amount per unit time of the oil FLD supplied to the canceler chamber 98 is maximized for the predetermined clutch Cf.

[0044] In this embodiment, the oil FLD to the canceller chamber 98 is supplied via the second line pressure oil passage 108 through which the lubricating oil FLD flows (see Fig. 3). The second line pressure PL2 is regulated by a line pressure solenoid valve SLT that controls the line pressure PL. Therefore, the second line pressure PL2 is increased when the line pressure PL is high and decreased when the line pressure PL is low. For example, when the second line pressure PL2 is increased, the supply rate of the oil FLD to the canceller chamber 98 is increased. On the other hand, the second line pressure PL2 is generated by the surplus oil FLD during the regulation of the line pressure PL. Therefore, as the line pressure PL is increased, it becomes difficult to ensure the flow rate through the second line pressure oil passage 108. Thus, in the rapid filling control CNqa, the rapid filling control unit 86 outputs a line pressure control command signal Spl that sets the commanded oil pressure of the line pressure PL at which the flow rate through the second line pressure oil passage 108 can be maximally ensured. The commanded oil pressure of the line pressure PL at which the flow rate through the second line pressure oil passage 108 can be maximally ensured is, for example, the commanded oil pressure calculated based on the balance between the height of the line pressure PL and the flow rate through the second line pressure oil passage 108.

[0045] Also, in this embodiment, an electric oil pump 56, which is a hydraulic supply device different from the mechanical oil pump 54, is provided for the line pressure PL. Therefore, the rapid filling control unit 86 operates the electric oil pump 56 and increases the supply amount of the oil FLD to the line pressure PL system, thereby increasing the flow rate through the second line pressure oil passage 108. For example, as the rapid filling control CNqa, the rapid filling control unit 86 further outputs an electric oil pump control command signal Seop that controls the rotation speed of the electric oil pump 56 to be a predetermined maximum rotation speed. The predetermined maximum rotation speed is, for example, the rated value of the electric oil pump 56.

[0046] FIG. 4 shows a collinear diagram that can represent the relative relationship of the rotational speeds of each rotating element in the automatic transmission 22 on a straight line. In FIG. 4, when in the P and N ranges, since a predetermined engaging device CBf (for example, the second brake B2) is engaged (see (b) of FIG. 2), if the vehicle is in a stopped state, the differential rotational speed of the second clutch C2 generates the same amount as the transmission input rotational speed Ni. The differential rotational speed of the second clutch C2 is the rotational speed difference between the clutch drum 90 and the clutch hub 91. At this time, when engine 12 is revved, if the rotational speed of the clutch drum 90 increases and there is oil FLD remaining in the pressure chamber 97, the piston 94 may move by centrifugal hydraulic pressure and the second clutch C2 may have a torque capacity. When the second brake B2 remains engaged, the differential rotational speed of the second clutch C2 is increased, and the heat generation amount of the second clutch C2 is increased. On the contrary, when the second brake B2 is released, if the second clutch C2 has a torque capacity, the balance of the rotational speeds in the second planetary gear device 38 and the third planetary gear device 40 changes. For example, when the second clutch C2 has a torque capacity, the clutch hub 91 is rotated along with the clutch drum 90, and the rotation of the clutch hub 91 is increased. As a result, the differential rotational speed of the second clutch C2 is reduced, so the heat generation amount of the second clutch C2 can be reduced to suppress or prevent a decrease in durability performance.

[0047] When the rapid filling control CNqa is being performed, when the accelerator is turned on and the engine rotational speed Ne is increased, the hydraulic control unit 84 performs a release control CNrl to temporarily release the predetermined engaging device CBf even if the shift range Rsh is in the P or N range.

[0048] When the second brake B2 is released, since the balance of the rotational speeds in the second planetary gear device 38 and the third planetary gear device 40 has changed, there is a possibility of shock occurring when the second brake B2 is engaged in the state where the accelerator is on.

[0049] Therefore, when the hydraulic control unit 84 is performing the release control CNrl, if the filling state of the oil FLD in the canceler chamber 98 reaches the predetermined filling state, the release control CNrl is continued until the accelerator is turned off, and after the accelerator is turned off, the predetermined engagement device CBf is switched to the engaged state.

[0050] A state where the canceler chamber 98 of the predetermined clutch Cf is not sufficiently filled with the oil FLD easily occurs, for example, immediately after the engine 12 is started and when the elapsed time since the discharge of the oil FLD from the mechanical oil pump 54 has started is short. Therefore, the rapid filling control unit 86 performs rapid filling control CNqa when the engine 12 is started.

[0051] FIG. 5 is a flowchart for explaining the main part of the control operation of the electronic control unit 80, and is a flowchart for explaining the control operation for performing racing in the P and N ranges while suppressing a decrease in the durability performance of the clutch C, and is repeatedly executed, for example. In the flowchart of FIG. 5, the second clutch C2 is assumed as the predetermined clutch Cf, and the second brake B2 is assumed as the predetermined engagement device CBf.

[0052] In FIG. 5, first, in step S10 (hereinafter, steps are omitted) corresponding to the function of the engine control unit 82, it is determined whether the start control of the engine 12 has been completed. If the determination in this S10 is negative, this routine is terminated. If the determination in this S10 is affirmative, in S20 corresponding to the function of the rapid filling control unit 86, it is determined whether the shift range Rsh is in the P or N range. If the determination in this S20 is affirmative, in S30 corresponding to the function of the rapid filling control unit 86, it is determined whether the estimated filling rate of the canceler chamber 98 of the second clutch C2 is equal to or higher than a predetermined filling rate. If the determination in this S30 is negative, in S40 corresponding to the function of the rapid filling control unit 86, rapid filling control CNqa is performed on the canceler chamber 98 of the second clutch C2. In the rapid filling control CNqa, for example, the optimization of the indicated oil pressure of the line pressure PL and the maximization of the rotational speed of the electric oil pump 56 are performed. Next, in S50 corresponding to the function of the hydraulic control unit 84, it is determined whether the accelerator is on. If the determination in this S50 is affirmative, in S60 corresponding to the function of the hydraulic control unit 84, release control CNrl for setting the second brake B2 in the released state is performed. If the determination in the above S50 is negative, in S70 corresponding to the function of the hydraulic control unit 84, engagement control CNeg for setting the second brake B2 in the engaged state is performed. Next to the above 60, or next to the above S70, the above S20 is executed. On the other hand, if the determination in the above S30 is affirmative, in S80 corresponding to the function of the rapid filling control unit 86, if the rapid filling control CNqa is being executed, it is terminated. Next, in S90 corresponding to the function of the hydraulic control unit 84, it is determined whether the release control CNrl of the second brake B2 is being executed. If the determination in this S90 is negative, this routine is terminated. If the determination in this S90 is affirmative, in S100 corresponding to the function of the hydraulic control unit 84, it is determined whether the accelerator is off. If the determination in this S100 is negative, the process returns to the above S20. If the determination in this S100 is affirmative, in S110 corresponding to the function of the hydraulic control unit 84, engagement control CNeg of the second brake B2 is performed.On the other hand, when the determination in S20 is negative, in S120 corresponding to the function of the rapid filling control unit 86, if the rapid filling control CNqa is being executed, it will be terminated. Next, in S130 corresponding to the function of the hydraulic control unit 84, a gear stage GS corresponding to the D, R ranges, etc. is formed.

[0053] FIG. 6 is a diagram showing an example of a time chart when the control operation shown in the flowchart of FIG. 5 is executed. FIG. 6 shows a case where rapid filling control CNqa is performed on the second clutch C2. In FIG. 6, the time point t1 indicates the time when the vehicle power is turned on in the P range. The time point t2 indicates the time when the start control of the engine 12 is started with the vehicle power turned on. At the beginning when the vehicle power is turned on, since the discharge amount of the oil FLD from the mechanical oil pump 54 is small, the electric oil pump 56 is driven (refer to the time points t1 - t3). At the time point t3 when the start of the engine 12 is completed, since the estimated filling rate of the cancel chamber 98 of the second clutch C2 is less than the required filling rate (= predetermined filling rate), in the present embodiment shown by the solid line, rapid filling control CNqa is started for the cancel chamber 98 of the second clutch C2. In this rapid filling control CNqa, the indicated oil pressure of the line pressure PL is set to an appropriate value, and the rotational speed of the electric oil pump 56 is set to the maximum rotational speed (refer to the time points t3 - t5). Note that depending on the indicated oil pressure of the line pressure PL set at the beginning when the vehicle power is turned on, the appropriate value may be made larger than the initial value. On the other hand, in the comparative example shown by the broken line, at the time point t3 when the start of the engine 12 is completed, the electric oil pump 56 is stopped, and the indicated oil pressure of the line pressure PL is set to the value after the start of the engine 12 is completed. Since the shift range Rsh is the P range, when the start of the engine 12 is completed, engagement control CNeg of the second brake B2 is performed. At the time point t4 before the estimated filling rate of the cancel chamber 98 of the second clutch C2 reaches the required filling rate, since the accelerator is turned on, in the present embodiment, release control CNrl of the second brake B2 is started. The release control CNrl of the second brake B2 continues until the accelerator is turned off (refer to the time points t4 - t6) even when the estimated filling rate of the cancel chamber 98 of the second clutch C2 reaches the required filling rate (refer to the time point t5). When the accelerator is turned off, engagement control CNeg of the second brake B2 is performed (refer to after the time point t6). In the present embodiment, since rapid filling control CNqa is performed, the estimated filling rate of the cancel chamber 98 of the second clutch C2 is increased more quickly compared to the comparative example. Also, in the comparative example, since control for restricting the engine torque Te is performed, the racing of the engine 12 is restricted.In this embodiment, since the rapid filling control CNqa and the release control CNrl are implemented, there is no need to limit the engine torque Te, and the racing of the engine 12 is performed as desired.

[0054] As described above, according to this embodiment, when the shift range Rsh is in the P or N range and the filling state of the oil FLD in the canceler chamber 98 of the predetermined clutch Cf is not in the predetermined filling state, the rapid filling control CNqa is performed. The rapid filling control CNqa is a control for regulating the oil FLD discharged by the mechanical oil pump 54 so that the supply amount of the oil FLD supplied to the canceler chamber 98 per unit time is maximized for the predetermined clutch Cf. Thereby, since the filling of the oil FLD into the canceler chamber 98 is promptly performed after the engine 12 starts rotating, the released state of the predetermined clutch Cf is easily maintained even if the engine 12 races. Therefore, it is possible to perform racing in the P and N ranges while suppressing a decrease in the durability performance of the predetermined clutch Cf.

[0055] Further, according to this embodiment, in the rapid filling control CNqa, the rotation speed of the electric oil pump 56 is further controlled to be a predetermined maximum rotation speed. Thereby, the flow rate flowing through the second line pressure oil passage 108 is increased, and the filling of the oil FLD into the canceler chamber 98 is performed more promptly.

[0056] Further, according to this embodiment, when the rapid filling control CNqa is being performed and the engine rotation speed Ne is increased by turning on the accelerator, even in the P and N ranges, the release control CNrl is performed on the predetermined engagement device CBf. Thereby, even if the engagement (drift-on) of the predetermined clutch Cf occurs due to the centrifugal oil pressure of the oil FLD in the pressure chamber 97, the load (heat generation amount) of the predetermined clutch Cf is reduced.

[0057] Further, according to the present embodiment, when the release control CNrl is being performed and the filling state of the oil FLD in the canceler chamber 98 is set to a predetermined filling state, the predetermined engagement device CBf is switched to the engaged state after the accelerator is turned off. Thereby, the generation of shock due to the engagement of the predetermined engagement device CBf is suppressed.

[0058] Further, according to the present embodiment, when the engine 12 is started, the rapid filling control CNqa is performed. Thereby, when the canceler chamber 98 of the predetermined clutch Cf is not sufficiently filled with the oil FLD, the rapid filling control CNqa is performed.

[0059] As described above, the embodiments of the present invention have been described in detail with reference to the drawings, but the present invention is also applicable in other aspects.

[0060] For example, in the above-described embodiment, the engine 12 is exemplified as the power source, but the present invention is not limited to this aspect, and the power source may be, for example, an electric motor in addition to or instead of the engine 12.

[0061] Note that the above description is merely one embodiment, and the present invention can be implemented in various modified and improved forms based on the knowledge of those skilled in the art.

Description of Reference Numerals

[0062] 10: Vehicle 12: Engine (Power Source) 14: Driving Wheels 18: Case (Non-Rotating Member) 22: Automatic Transmission 52: Hydraulic Control Circuit 54: Mechanical Oil Pump 56: Electric Oil Pump 58: Pump Motor (Dedicated Motor) 80: Electronic Control Unit (Control Unit) 84: Hydraulic Control Section 86: Rapid Filling Control Section 90: Clutch Drum 91: Clutch Hub 92: Separate Plate (Plate) 93: Friction Plate (Plate) 94: Piston 97: Pressure Chamber 98: Canceler Chamber CB: Engagement Device CBf: Predetermined Engagement Device Cf: Predetermined Clutch C (C1, C2, C3, C4): Clutch C2: Second Clutch (Predetermined Clutch) B2: Second Brake (Predetermined Engagement Device) FLD: Oil PLT: Plate

Claims

1. A vehicle control device comprising: a power source; an automatic transmission provided in a power transmission path between the power source and drive wheels, in which any one of a plurality of gear stages is formed by engagement of any one of a plurality of engaging devices; a mechanical oil pump that is rotationally driven by the power source to discharge oil; and a hydraulic control circuit that regulates the oil discharged by the mechanical oil pump and supplies the oil to the engaging device. The engaging device includes a plate, a clutch drum, a piston that presses the plate, a pressure chamber formed between the clutch drum and the piston, in which pressure is generated by supplying oil to generate a thrust force for the piston to press the plate, and a canceller chamber formed on the opposite side of the pressure chamber with the piston interposed therebetween, in which pressure is generated by supplying oil to generate a force that cancels the thrust force generated by the oil in the pressure chamber due to centrifugal force caused by rotation of the clutch drum. The engaging device includes a plurality of clutches that are switched to an engaged state when the plate is pressed by the piston. When the shift position of the automatic transmission is a power cut-off position where power transmission in the automatic transmission is cut off, and when the filling state of the oil in the canceller chamber of a predetermined clutch that is released and whose clutch drum rotates with the rotation of the power source when the shift position is the power cut-off position among the clutches is not a predetermined filling state capable of generating a force that cancels the thrust force due to the centrifugal force, the vehicle control device includes a rapid filling control unit that performs rapid filling control for rapidly filling the canceller chamber with the oil. The rapid filling control unit, as the rapid filling control, regulates the oil discharged by the mechanical oil pump so that the supply amount of the oil supplied to the canceller chamber per unit time is maximized for the predetermined clutch. The vehicle control device is characterized by this.

2. The vehicle further includes an electric oil pump that is rotationally driven by a dedicated motor different from the power source to discharge the oil. The rapid filling control unit, as the rapid filling control, further controls the rotational speed of the electric oil pump to a predetermined maximum rotational speed. The vehicle control device according to claim 1 is characterized by this.

3. ​ The predetermined clutch is connected to the clutch drum via the plate in the engaged state, and further has a clutch hub connected to a non-rotating member of the vehicle via a predetermined engaging device that is engaged when the shift position is the power cut-off position among the engaging devices. When the rapid filling control by the rapid filling control unit is being performed and the accelerator is turned on to increase the rotational speed of the power source, even if the shift position is the power cut-off position, a hydraulic control unit that performs a release control to temporarily release the predetermined engaging device is further included. The vehicle control device according to claim 1 or 2, characterized in that.

4. When the rapid filling control unit is performing the rapid filling control and the filling state of the oil in the canceller chamber reaches the predetermined filling state, the rapid filling control unit ends the rapid filling control. When the hydraulic control unit is performing the release control and the filling state of the oil in the canceller chamber reaches the predetermined filling state, the hydraulic control unit continues the release control until the accelerator is turned off, and switches the predetermined engaging device to the engaged state after the accelerator is turned off. The vehicle control device according to claim 3, characterized in that.

5. The power source includes an engine. The rapid filling control unit performs the rapid filling control when the engine starts. The vehicle control device according to claim 1 or 2, characterized in that.

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