DE60025414T2 - Driving force control of a vehicle - Google Patents

Description

AREA OF INVENTION

The The present invention relates to a driving force control unit for a Vehicle capable of transferring one to the drive wheels Driving force as required the operation to switch the brake pedal.

BACKGROUND THE INVENTION

in the In the prior art, a vehicle is known in which a driving force transferred to the drive wheels is when the transmission is set to a driving range and the vehicle is in an idle state at a certain or a lower vehicle speed, including one Status of stopping the vehicle, located. Such a driving force is called "creeping force" by which an unintentional backward movement the vehicle is prevented on a slope or an improvement is provided when driving in a traffic jam. In this usual Vehicle is generated a creep even when the brake pedal in the idling state at the determined or lower vehicle speed actuated becomes. this leads to to a disadvantage in that such a vehicle compared with a vehicle without generating creep, a strong actuation of the Brake Pedals needed, to stop. Further, because the creep force generated by the rotation of the machine is forcibly suppressed by the braking force, is the vehicle susceptible for vibrations or Sounds.

Around to solve this problem, discloses Japanese Patent Publication No. 1-244930 (i.e. Japanese Patent Application No. 63-71520) has a control unit for one automatic vehicle clutch used in a control system is used to a low grinding torque (creep) to generate when the transmission is switched to a driving range and the vehicle at an extremely low speed emotional. The control unit provides the creep force at a activity the brake pedal is lower than when releasing the brake pedal. According to this Revelation is the servant power by pressing the brake pedal of a high state (strong creep state) to a low state (weak creep state) changed, so the above mentioned Problems such as the need for strong operation of the brake pedal and the vibrations during stopping the vehicle, can be avoided.

In Japanese Patent Publication No. 9-202159 (i.e., Japanese Patent Application No. 8-12457) is a vehicle discloses a starting clutch, in which the starting clutch in half indented is to provide the vehicle with driving force (creep), when the transmission is in a driving range and the Vehicle is moving at an extremely low speed. In this Vehicle becomes the engaged state of the starting clutch in response on a brake operation the driver controlled / regulated, so that the driving force at a activity the brake pedal is lowered (into the weak creep condition), as when releasing the brake pedal.

If however, the creep from the strong creep condition to the weak creep condition in accordance with the operation of the brake pedal is reduced, so takes the transmitted to the drive wheels Driving force off. The driver takes the reduction of the driving force true as a braking force. Therefore, when the brake pedal is depressed, when the vehicle is at a certain or at a lower Vehicle speed is moving, with the machine in the idle state is, so receive the vehicle has a braking force by reducing creep as well through the operation the brake pedal. As a result, feels the driver an inadvertent deceleration of the vehicle.

specially In the vehicle of the prior art, the difference in the Creep force (difference in driving force values) between the strong creep condition and the weak creep condition set larger, to fulfill different purposes, such as for example, the prevention of unintentional backward movement of the vehicle in the Strong creep on a slope, the noise reduction of the vehicle in the weak creep state on actuation the brake pedal and the like. When the driver depresses the brake pedal actuated, so receives he for this reason an inadvertent strong delay, which is bigger as the actual Brake pedal operation and the unpleasant feeling is felt.

Further For example, US-A-5 119 694 discloses a driving force control unit for a Vehicle that allows a driving force from a larger state to switch to a smaller state when a throttle is essentially closed, the vehicle speed lower as a certain vehicle speed is near 0 and the driver the brake pedal is pressed. Of the Low creep condition is therefore produced when the vehicle essentially stopped. The weak creep condition will come to an end maintain the release of the brake to a repeated switching between the smaller state and the larger state to avoid when the brake pedal is pressed repeatedly.

Further EP-A-0832778 discloses a driving force control unit according to the generic term of claim 1. It comprises switching means for switching the magnitude of the driving force, while the accelerator pedal at a vehicle speed within a certain vehicle speed range below a certain vehicle speed is released, wherein the vehicle speed range from 0 to a predetermined vehicle speed of e.g. 10 km / h is enough. When the driver depresses the accelerator pedal at a Vehicle speed below this predetermined vehicle speed releases or when the vehicle speed is released Accelerator pedal below this predetermined vehicle speed drops Thus, the switching means switches the driving force of a normal mode in a creep mode.

OVERVIEW OF THE INVENTION

in the Regard to the mentioned Disadvantage of the prior art attempts the present invention to provide a driving force control unit for a vehicle, which avoids the unexpected strong feeling of delay for the driver. This is controlled by a driving force control unit according to claim 1 reached.

According to the present Invention will be a driving force control unit according to the new Claim 1 provided.

In such driving force control units becomes a reduction the driving force when operated the brake pedal executed only when the difference between the driving force values before and after Reducing the driving force becomes smaller.

Of the Expression "one certain vehicle speed "denotes a vehicle speed just before stopping the vehicle. As one in the preferred embodiments and examples shown may be the specific vehicle speed therefore 5 km / h.

simultaneously denotes "smaller Condition "a weak creep condition. The "smaller one State ", however, contains not just a case that the amount of the drive motor generated driving force is reduced, but also a case that on the drive wheels to be transferred Driving force 0, by the engagement force, a hydraulic engagement element, such as a starting clutch, is completely lowered.

The "vehicle speed" in the phrase "changed after proviso the vehicle speed "includes the vehicle speed itself and its equivalent parameters. As for example, in the preferred embodiments and examples is shown, the driving force in accordance with the gear ratio changed when the vehicle speed and the gear ratio of Start clutch (ratio between Input and output side of the starting clutch) in corresponding relationship are. This is also the case "changed in accordance with the Vehicle speed "includes.

Further becomes the term "closeness" and in particular the wording "approved only near the determined vehicle speed "used in this description The term "proximity" refers to a vehicle speed range from a certain vehicle speed up to the vehicle speed about half of the maximum driving force value and "a certain vehicle speed" is itself as well included in this vehicle speed range. The phrase "approved only within "includes the following three cases: (1) Allowing only in a certain vehicle speed range within close proximity the determined vehicle speed; (2) Allow only at a certain vehicle speed within the vicinity of the determined vehicle speed and (3) allow in the entire vehicle speed range within close proximity the determined vehicle speed.

The Appraisal for the "proximity" (assessment for smaller Driving force values) can not only by the vehicle speed itself, but also by their equivalent Parameters are executed. For example, the assessment may be based on the gear ratio between the entrance and the output side of the starting clutch or based on of the hydraulic pressure instruction value indicating the engagement force of the starting clutch (Driving force transmission capacity [or Drive force value]) controls, taking into account a characteristic, that is, a hydraulic pressure instruction value corresponding to the vehicle speed (Gear ratio) changed. If a driving force value for any vehicle speed or gear ratio below Using coefficients is calculated, which accordingly the vehicle speed or the gear ratio determined and changed may be an assessment based on these coefficients accomplished become.

Well known in the art is an automatic transmission with a fluid torque converter, which is a combination of fluid torque torque converter as a drive force transmission means and a power transmission, including a hydraulic engagement element, such as a hydraulic clutch or a hydraulic brake is made. Such a fluid torque converter is free from external control, and has its own characteristic in that the driving force value to be transmitted decreases with increasing vehicle speed (the torque amplification factor decreases when an input torque of the power transmission machine is transmitted). In such a case, the switching between the strong creep condition and the weak creep condition is performed by switching the engagement force (driving force transmission capacity) of the hydraulic engagement member included in the power transmission to the following two conditions: (1) full engagement state (no slippage occurs), and (2) Condition with lower engagement force or engagement force equal to zero (more slipping). Further, in the strong creep condition, the characteristic of the driving force value to the vehicle speed as stated in the claims is obtained without external control. In this case, the near range at a certain or lower vehicle speed is determined in consideration of the torque amplification factor of the fluid torque converter.

there gives the torque amplification factor of the fluid torque converter relationships between the transmission ratio of Fluid torque converter (which is an index indicating the degree of the Indicating slippage, and besides an equivalence parameter the vehicle speed in the case that the hydraulic Engaging element in the complete Engaged state) and the torque amplification factor at. Is the gear ratio lower (i.e., stronger Slipping and lower vehicle speed), the torque amplification factor increases at.

SHORT DESCRIPTION THE DRAWINGS

1 Fig. 10 is a block diagram showing a drive system of a vehicle to which a drive force control unit according to an embodiment of the invention is attached;

2 Fig. 10 is a flowchart showing a basic control example of the driving force control unit as an illustrative example, which, however, is partly formed not according to the claimed invention;

3 exemplifies relationships between the vehicle speed and the driving force value with reference to the driving force control unit;

4 FIG. 10 is a flowchart when the driving force in the vicinity of a certain vehicle speed is switched to the smaller state; FIG.

5 shows a system configuration of a vehicle provided with a driving force control unit according to an example of the invention;

6 shows a configuration of a braking force control unit according to an example of the invention;

7 shows the control logic of the braking force control unit of 6 , in which 7A shows the logic for obtaining the braking force and 6B shows the logic for allowing operations of the braking force control unit;

8th shows the controls of the driving force control unit, respectively 8A shows the control logic for switching to a weak creep condition, 8B shows the control logic for switching to a strong creep condition for driving and 8C show the control logic for switching to a middle creep condition;

9 Fig. 10 is the control logic for automatically stopping a motor for a drive motor stopping unit according to an example of the invention;

10 shows the controls / regulations of the braking force control unit, respectively 10A shows the control / logic for releasing the held braking force and 10B shows the control logic for judging a creep rise condition;

11 shows the controls of the driving force control unit, wherein 11A and 11B show the control logic for switching to the strong creep condition. It shows each 11A a version for backward movement detection and 11B shows a version for vehicle movement detection;

12 shows the controls of the drive motor stop unit, wherein 12A and 12B show the control logic for automatically starting the machine. Show each 12A a version for backward movement detection and 12B shows a version for vehicle movement detection;

13 shows a possibility of detecting a backward movement of the vehicle, wherein 13A shows a construction of the same, 13B a pulse phase for the ➀-direction of 13A shows or 13C a pulse phase for a ➁-direction of 13A shows;

14 FIG. 10 is a time chart of a vehicle equipped with a driving force control unit according to the invention while the vehicle is running, FIG 14A shows the relationships between elapsed time during idle travel and vehicle speed, 14B shows the relationships between elapsed time during idle running and engine speed, 14C shows the relationships between elapsed time during idle travel and the gear ratio of the starting clutch 14D shows the relationships between elapsed time during an idle run and the drive force value;

15 FIG. 11 is a time chart of a vehicle equipped with a driving force control unit according to the invention while the vehicle is running, FIG 15A a change in vehicle speed when the brake pedal is operated during an idle run at a vehicle speed that is below the vicinity of a certain vehicle speed, and 15B a change in the driving force value when the brake pedal is operated during an idle running at a vehicle speed that is below the vicinity of a certain vehicle speed, and

16 FIG. 10 is a time chart of a vehicle equipped with a driving force control unit according to the invention while the vehicle is running, FIG 16A shows a change in the vehicle speed when the brake pedal is operated in the vicinity of a certain vehicle speed during an idle run, and 16b shows a change in the driving force value when the brake pedal is operated during an idle travel near a certain vehicle speed.

DESCRIPTION THE PREFERRED EMBODIMENTS

A Driving force control unit according to the present invention will be described with reference to the drawings.

<Driving force control / regulation unit>

[Configuration of Driving Force Control Unit]

As in 1 is shown, a driving force control unit DCU includes a starting clutch and the like. In response to a control signal from a control unit CU, the driving force control unit DCU transmits driving force (creep force) to a drive motor 1 generated during idling, by a transmission 3 to drive wheels 8th wherein the driving force is set in a larger state (strong creep condition) or a smaller condition (weak creep condition). A clutch as a starting clutch may be on the input side of the transmission 3 be arranged.

As an example of a combination of the drive force control unit DCU and the transmission 3 (1) is the combination of the starting clutch as an essential part of the driving force control unit DCU and a continuously variable belt transmission (hereinafter referred to as CVT) as a transmission 3 , (2) the combination of a fluid torque converter as an integral part of the drive force control unit DCU and a power transmission as a transmission 3 etc. Specifically, in the last combination (2), the driving force control unit DCU includes a fluid torque converter and a hydraulic engaging element such as a hydraulic clutch (hydraulic brake) provided at the power transmission.

Around a bigger state and to produce a smaller state of the driving force is in combination (1) of starting clutch (hydraulic multi-disc clutch) as an integral part of the drive force control unit DCU pressure oil at a certain oil pressure value from a hydraulic pump based on a by the control unit CU transferred Control signal (hydraulic pressure instruction value) supplied. For example the hydraulic pressure instruction value becomes a linear solenoid valve for controlling the oil pressure value transferred to the starting clutch.

If the oil pressure value is reduced by the hydraulic pump to the starting clutch, so is reduces the contact force of the clutch plate (engagement force) and a smaller driving force state is achieved. If instead the oil pressure value is enlarged, Thus, the contact pressure of the clutch plate increases and a larger driving force state is achieved.

In order to produce a larger state and a smaller state of the driving force in the combination (2), the hydraulic clutch and the like, which are provided at the power transmission as an essential part of the driving force control unit DCU, pressure oil at a certain oil pressure value of of the hydraulic pump based on a hydraulic pressure command value transmitted by the control unit CU directed. In this way, the larger state and the small state are produced.

It It is judged whether the driving force is correct in each state Takes value or not. This may be based on the gear ratio through the input and output side of the starting clutch (in the case of the combination (2) the hydraulic coupling provided at the power transmission) carried out become. When it is judged that the driving force is larger as the correct value, the hydraulic pressure value from the hydraulic pump to Starting clutch be lowered so that the driving force on a correct size controlled / regulated can be.

The Switching the driving force is taking into account the vehicle speed, the operation and release of the accelerator pedal, the actuation and release of the brake pedal as well the switching position of the transmission performed. For that purpose that is Vehicle equipped at least with means for detecting vehicle conditions, such as a vehicle speed meter for detecting the vehicle speed, a throttle switch for detecting states of Accelerator-pedal operation, a brake switch for detecting states of the brake pedal operation and a positioning switch for detecting the shift position of the transmission.

According to the invention the driving force value becomes in the larger driving force state in accordance with changed the vehicle speed. In the case of the combination (1) becomes such a control to change the driving force value, for example, by the following procedures and providing a table in the control unit CU, the relations between the vehicle speed and one of the Starting clutch supplied oil pressure value shows scored. The detected by the vehicle speed measuring device Vehicle speed is input to the control unit CU. Subsequently the control unit CU inputs one based on the table the vehicle speed corresponding hydraulic pressure instruction value in a linear solenoid valve. Pressure oil then becomes the starting clutch supplied based on this hydraulic pressure instruction value. By the input of a vehicle speed gives the control unit CU is a hydraulic pressure instruction value.

in the In case of the combination (2), on the other hand, the control for changing the Driving force value in the larger state according to the vehicle speed due to the characteristic of the fluid torque converter achieved without external control / regulation. The vehicle speed driving force value characteristic of the fluid torque converter in the larger driving force state assumes a maximum when the vehicle speed is 0 km / h.

[Basic control / regulation the driving force control unit during driving]

The Basic control / regulation for the driving force control unit DCU during driving will be described.

The Drive Control Unit DCU allows transmission of driving force from the drive motor to the drive wheels regardless of the release of the accelerator pedal at a certain or a lower vehicle speed when the transmission is in a driving range is switched, and it switches the size of the driving force in a smaller state when the brake pedal is pressed, and in a bigger state, when the brake pedal is released. From a signal from the brake switch determines the control unit CU, whether the brake pedal is pressed or Not.

The reason for switching the driving force to the smaller state when the brake pedal BP is operated is to assist in stopping the vehicle and preventing vibration during the vehicle stop by reducing the driving force (creeping force) not necessary for stopping the vehicle. On the other hand, the reason for switching the driving force to the larger state upon release of the brake pedal in the preparation of starting operation or acceleration of the vehicle and also to be able to withstand a slight slope without braking force. Switching the driving force to the smaller state is carried out for the purpose of loading the machine 1 to reduce and improve fuel consumption by reducing the load on the hydraulic pump of the starting clutch.

If in this preferred embodiment the accelerator pedal is pressed and the transmission is switched to a driving range, so increases the drive force control unit DCU the pressing force of the Clutch plate in the starting clutch regardless of the condition, whether the brake pedal actuated is or not. The driving force is therefore in the larger state or above increased. In this case, there is little or no slipping the clutch plate in the starting clutch.

With reference to a flowchart in FIG 2 A basic control of an illustration example of a drive force control unit when the vehicle is running will be explained is not partially formed according to the claimed invention. As in 2 is shown, a driving range of the transmission is detected and judged (J1), so that driving force is not applied to the driving wheels 8th is transmitted (driving force is zero) if no travel range is set. When the transmission shifts to a driving range, the operation of the accelerator pedal is detected and judged (J2). When the accelerator pedal is operated, the driving force is switched to the larger state. If the accelerator pedal is not operated, the vehicle speed is detected and judged (J3). The driving force is then switched to the larger state or above when the vehicle speed is above a certain vehicle speed. When the vehicle speed is at the determined or lower vehicle speed, the operation of the brake pedal BP is detected and judged (J4). The driving force is switched to the larger state unless the brake pedal BP is operated. On the other hand, the driving force is switched to the smaller state when the brake pedal BP is operated.

[Control of the Driving force value in the larger driving force state]

The driving force control unit DCU changes the driving force value to the larger driving force state according to the vehicle speed. How best in 3 12, the driving force control unit DCU controls the driving force value to exhibit such a characteristic that the driving force value becomes smaller as it goes from the vehicle speed at the maximum driving force value to the determined vehicle speed. As an example, the vehicle speed at the maximum driving force value is 0 km / h and the certain vehicle speed is 5 km / h. In this figure, the driving force value linearly decreases in accordance with the vehicle speed. However, he can lose weight so that he draws a curve shape. In the case of the above-mentioned combination (1), that is, the vehicle is equipped with an automatic transmission in combination with a CVT as the transmission 3 and the starting clutch, the control is performed on the hydraulic pressure value of the starting clutch so as to obtain such a characteristic that the driving force value decreases in accordance with the vehicle speed. On the other hand, in the case of the above-mentioned combination (2), ie, the vehicle with a fluid torque converter, such a fluid torque converter is free from external control and originally has its own characteristic in that the driving force value decreases in accordance with the vehicle speed.

The relationships between the vehicle speed and the driving force value (FIG. 3 ) correspond to the table provided in the control unit CU.

[Switch in the smaller one Driving force condition]

The Driving force control unit DCU switches the driving force from the larger state in the smaller state when the brake pedal is pressed while the driving force in the larger state located. Switching the driving force from the larger state in the smaller state becomes only near a certain vehicle speed at a certain or a lower vehicle speed allowed. Such a restriction is necessary to an unintentional strong delay of the Prevent vehicles. This is because then when switching is allowed in the smaller state while between the larger driving force state and the smaller driving force state, a larger driving force difference (Difference of the driving force values) is present, the driving force with the operation of the brake pedal suddenly decreases by the driver. In the result receives the driver an inadvertent strong delay, which is greater as the extent of Brake pedal operation. The restriction is also needed to a temporary backward movement to prevent the vehicle.

The "proximity of a certain vehicle speed ", in which the switching of the driving force accomplished in this case denotes a vehicle speed range of the specific vehicle speed from (5 km / h) to the vehicle speed at about half of the maximum driving force value and "a certain vehicle speed" itself is also included in the vehicle speed range. The difference between the driving force values in the larger driving force state and the smaller driving force state is in this vehicle speed range low. The driver receives therefore, even then, no unexpected strong delay, when the driving force on actuation the brake pedal is switched to the smaller state.

A switching of the driving force includes the following three cases: (1) switching is permitted only in a certain vehicle speed range within the vicinity of the determined vehicle speed, (2) switching is permitted only at a certain vehicle speed within the vicinity of the determined vehicle speed, and (3 ) Switching is within the entire vehicle speed range within the vicinity of the determined vehicle speed allowed.

With reference to 4 For example, the control of the driving force control unit DCU when switching the driving force in the vicinity of the determined vehicle speed will be explained. Here, the driving force in the larger state, the transmission is switched to a driving range and the accelerator pedal is released.

As in 4 is shown, an operation of the brake pedal is detected (S1) and judged (S2). The larger state is maintained unless the brake pedal is depressed (S3). On the other hand, when the brake pedal is depressed, the vehicle speed is detected (S4).

following a judgment is made as to whether the vehicle speed near the determined vehicle speed or not (S5). Unless they are nearby the determined vehicle speed becomes the larger state maintained (S4), so that the driver is not unintentionally strong delay receives. When the vehicle speed is close to the specific vehicle speed is located, the driving force is switched to the smaller state (S6). Because the difference of driving force values between the larger state and the smaller state is low, the driver receives, even then, when the driving force is switched to the smaller state, no unexpected strong delay.

specially the driving force control unit DCU operates such that they are the driving force of the larger state into the smaller state under the following two circumstances. The gearbox is switched in a driving range and the accelerator pedal is released.

If For example, (1) the vehicle goes up an incline due to inertia and the vehicle speed gradually decreases without depressing the brake pedal, so the driving force becomes at a certain vehicle speed (5 km / h) in the larger state connected. When the driver depresses the brake pedal while the vehicle speed continue gradually decreases and the vehicle speed is near the specific Vehicle speed is, then the driving force is through the operation the brake pedal reduced to the smaller state. Except for Near the certain vehicle speed, the driving force in the greater condition held.

Around for example, (2) the vehicle by the driving force in the larger state to start, the actuation will the brake pedal is released while the vehicle with activated Brake pedal stops and the driving force is changed to the larger state. Becomes the brake pedal is pressed, before the vehicle speed exceeds the certain vehicle speed increases, the driving force is reduced to the smaller state the condition that the vehicle speed when operating the Brake pedals are close by the determined vehicle speed. The driving force will be in the bigger state if the vehicle speed is not close to that determined Vehicle speed is located.

In both cases (1) and (2) switches the driving force control unit DCU the driving force under the condition in the smaller state that the difference in driving force between the larger state and the smaller one Condition is lower (nearby the determined vehicle speed). Since those from the reduced Drive force resulting braking force is lower, receives the Driver even then no unexpected strong delay when the driving force by the brake pedal operation the driver is switched to the smaller state.

If the difference in driving force between the larger state and the smaller one Condition is greater (not nearby the predetermined vehicle speed), so receives the Driver by reducing the driving force an unexpected strong delay, because the braking force resulting from the reduced driving force the vehicle is working. Further, on an increase, the driving force decreases immediately against the slope, the vehicle often moves and temporarily backwards. For this Reason, the reduction of the driving force is not carried out, provided the vehicle speed is not close to the determined vehicle speed located.

[Examples]

The The present invention will be related to the present examples described in more detail. It is self-evident that the present invention is not limited by such specific examples.

<System configuration of the vehicle and More>

The system configuration of a vehicle to which a driving force control unit according to the present invention is attached (hereinafter referred to as a "vehicle") will be described with reference to FIG 5 described. The vehicle is a hybrid vehicle with a machine 1 and egg an electric motor 2 as a drive motor and is equipped with a CVT 3 provided as a transmission. The machine 1 is an internal combustion engine that is operable by gasoline or the like, and the electric motor 2 is operable by electricity.

[Machine (drive motor), CVT (transmission) and engine (drive motor)]

The machine 1 is controlled in an electronic control unit for fuel injection (hereinafter referred to as FI ECU). The FI ECU is integral with an electronic control control unit (hereinafter referred to as MG ECU) and in an electronic fuel injection / control control unit 4 (hereinafter referred to as FI / MG-ECU) installed. The motor 2 is in an electronic engine control unit 5 (hereinafter referred to as MOT-ECU) controlled. Further, the CVT 3 in an electronic CVT control unit 6 (hereinafter referred to as CVT-ECU) controlled.

One with drive wheels 8th . 8th provided drive axle 7 is at the CVT 3 appropriate. Each drive wheel 8th is with a disc brake 9 which includes a wheel cylinder WC and the like ( 6 ). Wheel cylinders WC of disk brakes 9 . 9 are connected to a master cylinder MC via a braking force control unit BCU. When the driver depresses the brake pedal BP, the generated brake pedal load is transmitted to the master cylinder MC by the main power device MP. The brake switch BSW detects whether the brake pedal BP is operated or not.

The machine 1 is an internal combustion engine that uses thermal energy. The machine 1 drives over the CVT 3 and the drive axle 7 the drive wheels 8th . 8th at. To improve fuel economy, the machine can 1 be stopped automatically while the vehicle is stopping. For this reason, the vehicle is equipped with a drive motor stop unit for automatically stopping the machine 1 when a certain automatic engine stop condition is met, equipped.

The motor 2 has a support mode for assisting the engine drive using electric power from a battery, not shown. The motor 2 has a regeneration mode for converting the rotation of the drive axle 7 derived kinetic energy into electrical energy. When the engine does not require assistance from the assist mode (such as when starting on a downhill slope or decelerating the vehicle), the electric energy thus converted is stored in a battery, not shown. Further, the engine points 2 a start mode for starting the machine 1 on.

The CVT 3 includes an endless belt wound between a drive pulley and a driven pulley so as to allow a continuously variable transmission ratio by changing a turning radius of the endless belt. A change in the winding radius is achieved by changing the width of each pulley. The CVT 3 engages a starting clutch and an output shaft around the output of the machine converted by the endless belt 1 via gears on the output side of the starting clutch in the drive axle 7 transferred to. That with the CVT 3 equipped vehicle allows a crawl while the machine 1 is in the idling state, and such a vehicle needs a driving force control unit DCU for reducing the driving force used for the crawl travel.

[Driving force control / regulation unit]

The driving force control unit DCU is in the CVT 3 built-in. The driving force control unit DCU variably controls the driving force transmission capacity of the starting clutch, thereby changing the creeping force. The driving force control unit DCU includes one on the CVT 3 mounted starting clutch and a CVT-ECU to be described later 6 ,

The driving force control unit DCU controls the driving force transmission capacity of the starting clutch and shifts to the predetermined driving force in each creep condition when the CVT-ECU 6 Evaluate conditions (to be described hereinafter) necessary for a weak creep condition, middle creep condition, strong creep condition, or a severe creep condition for driving. A switching of the driving force transmission capacity may be performed while the vehicle is stopped. The driving force control unit DCU changes the driving force value to the strong creep condition according to the vehicle speed. As in 14 is shown, the driving force value in the strong creep condition at the vehicle speed of 0 km / h (when the vehicle stops) assumes the maximum value and assumes the minimum value in the vicinity of the determined vehicle speed (5 km / h). Further, the driving force control unit DCU increases the driving force transmission capacity of the starting clutch and switches to the strong creep condition when a movement or a backward movement of the vehicle when starting the vehicle on a slope is detected. The CVT-ECU 6 judges conditions for switching the creep force and transmits a hydraulic pressure instruction value to Linear solenoid valve of the CVT 3 in which the hydraulic engagement pressure of the starting clutch is controlled. In the driving force control unit DCU, the engaging force of the starting clutch on the CVT becomes 3 set based on the hydraulic pressure instruction value. The driving force transmission capacity is therefore changed and the creep force is adjusted. Since the driving force control unit DCU reduces the driving force, an improved fuel consumption of the vehicle is achieved. The fuel consumption of the vehicle is reduced by reducing the load on the machine 1 , a hydraulic pump of the starting clutch and the like improved. The term "driving force transmission capacity" refers to the maximum driving force (driving torque) transmitted through the starting clutch, therefore, if on the engine 1 generated driving force is greater than the driving force transmission capacity, so the starting clutch does not transfer the residual driving force, which is beyond the driving force transmission capacity, on the drive wheels 8th . 8th ,

If an error detection unit DU a malfunction of the braking force control unit BCU detects, the operations of the driving force control unit DCU limited.

According to this embodiment contains the creep force of the vehicle is three states i. a strong condition, a weak state and a middle state between the high and low states. The driving force transmission capacity is in each state so as to be in the strong state is bigger, is lower in the weak state and in the middle state in between lies.

In this embodiment becomes the strong state (strong creep force) as a strong creep condition and the weak state (weak creep) is called Weak creep condition is referred to and further the middle condition (average creep) referred to as Mittelkriechzustand. In addition, the strong creep state contains a strong creep condition at a vehicle speed of 5 km / h or below and a strong creep condition above the vehicle speed from 5 km / h. Only the first (strong creep condition at a vehicle speed 5 km / h or less) is called a strong creep condition and the latter (strong creep condition above the vehicle speed 5 km / h) is called a strong creep condition for driving.

In the strong creep condition, the driving force is adjusted so that the vehicle is kept stationary on a slope with a tilt angle of 5 degrees. However, in the strong creep condition, the driving force value is decreased in accordance with the vehicle speed ( 14A and 14B ). The strong creep condition is reached when the accelerator pedal is released at a certain or lower vehicle speed (idling state) and the positioning switch PSW has selected a driving range and, moreover, the brake pedal BP is released. The expression "the positioning switch PSW selects a driving range" means that the transmission is switched to a driving range.

In the strong creep condition for driving, the driving force is set to be lower than that in the strong creep condition (FIG. 14D ). The strong creep condition for driving is a pre-state before switching to the weak creep condition. The strong creep condition for driving is not included in the larger state of the claims.

In In the middle creep condition, the driving force basically becomes half size between controlled by the strong creep condition and the weak creep condition. The middle creep condition is an intermediate condition when the driving force in the process of switching from the strong creep condition to the Weak creep condition is gradually reduced.

In the weak creep condition receives almost no driving force. The weak creep condition is reached when the brake pedal BP is depressed. In the weak creep state stops the vehicle or moves at an extremely low speed.

[Positioning switch]

Range positions of the positioning switch PSW are selected by a shift lever. Such area positions are selected from a P range used for parking the vehicle, an N range as a neutral range, an R range for reversing, a D range used for normal driving, and an L range , which is used to get a sudden acceleration or a strong engine braking. The term "driving range" refers to an area position at which the vehicle can move In this vehicle, the driving range includes the D range, the L range, and the R range Further, the D mode as the normal drive mode and the S mode as the sport mode are selected by a mode switch MSW. Information of the positioning switch PSW and the mode switch MSW is given to the CVT-ECU 6 and on to a measuring device 10 transfer. The measuring device 10 shows by the positioning switch PSW and the mode switch respectively selected area information or mode information.

In this embodiment, a reduction of the creep force (switching operation to the middle creep condition and the weak creeping condition) is performed while the positioning switch PSW is in the D range or the L range. While the positioning switch PSW is in the R range, the strong creep condition is maintained. While the positioning switch PSW in the N-range or the P-range becomes no driving force on the drive wheels 8th . 8th transfer. However, the driving force transmission capacity is lowered and the driving force is substantially switched to the weak creep condition. This will be described later in more detail.

[ECU and other]

The in the FI / MG-ECU 4 The included FI-ECU controls the amount of fuel injection such that an optimum air-fuel ratio is achieved and also generally controls the engine 1 , Various types of information, such as a throttle angle and conditions of the engine 1 will be transmitted to the FI-ECU, so that the machine 1 is controlled on the basis of such information. The in the FI / MG-ECU 4 The included MG-ECU mainly controls the MOT-ECU 5 and also judges the automatic engine stop conditions and the automatic engine start conditions. The MG-ECU receives information about the states of the engine 2 and other information, such as the states of the machine 1 , from the FI-ECU and on the basis of such information it sends instructions about a mode switching of the engine 2 to the MOT-ECU 5 , Further, the MG-ECU receives information such as the states of the CVT 3 , States of the machine 1 , Range information of the positioning switch PSW, states of the motor 2 and the like, and on the basis of such information, it judges whether the machine 1 should be automatically stopped or started automatically.

The MOT-ECU 5 controls / regulates the engine 2 based on a control signal from the FI / MG-ECU 4 , The control signal from the FI / MG-ECU 4 Contains mode information indicating the start of the machine 1 through the engine 2 , Assisting the engine start or regeneration of electrical energy and an output request value for the engine 2 instruct and the MOT-ECU 5 sends a command to the motor 2 based on such information. Furthermore, the MOT-ECU receives 5 Information from the engine 2 and transmits information such as the amount of power generated and the capacity of the battery to the FI / MG-ECU 4 ,

The CVT-ECU 6 controls the transmission ratio of the CVT 3 , the driving force transmission capacity of the starting clutch and the like. Various types of information, such as the states of the CVT 3 , the states of the machine 1 Range information of the positioning switch PSW and the like are sent to the CVT-ECU 6 transmitted and on the basis of such information transmits the CVT-ECU 6 a signal to the CVT 3 whose signal is the control of the hydraulic pressure of each of the drive pulley and the driven pulley of the CVT 3 provided cylinder and the control of the hydraulic pressure of the starting clutch contains. As in 6 shown includes the CVT-ECU 6 a control unit CVU for ON / OFF control (shutdown / communication) of the electromagnetic valves SV (A), SV (B), which serve as braking force holding means RU of the braking force control unit BCU. The CVT-ECU 6 transmits an ON and OFF signal of the electromagnetic valves SV (A), SV (B) to the brake force control unit BCU. The CVT-ECU also assesses 6 the switching of the creep force and also judges whether the driving force should be increased as a result of detecting a movement (or a backward movement) of the vehicle during the operation of the braking force control unit BCU. The information of such judgment is sent to the driving force control unit DCU of the CVT 3 transfer. The CVT-ECU 6 comprises an error detection unit DU for the purpose of detecting a malfunction of the braking force control unit BCU.

The CVT-ECU 6 judges switching of the creeping force, and further judges the increase of the driving force upon detection of movement (or backward movement) of the vehicle, and based on the judgment, transmits a hydraulic pressure instruction value to a linear solenoid valve that controls the hydraulic engagement pressure of the starting clutch.

[Brake (Brake force control unit)]

The disc brakes 9 . 9 are designed such that one with the drive wheels 8th rotatable disc rotor is pressed between the moving through the wheel cylinder WC brake shoes ( 5 ) and braking force is obtained by the friction force between them. A brake fluid pressure within the master cylinder MC is transmitted to the wheel cylinders WV via the braking force control unit BCU.

The braking force control unit BCU continuously keeps a brake fluid pressure within a wheel cylinder WC, that is, a braking force after the release of the operation of the brake pedal BP, upright. The braking force control unit BCU includes a control unit CU within the CVT-ECU 6 , The construction of the braking force control unit BCU will be described later in more detail with reference to FIG 6 explained.

One ON / OFF operation of the electromagnetic valve is meant as follows: In the normal-open type solenoid valve, the solenoid valve closes, when the solenoid valve is ON, to a shut-off position, in which the flow of brake fluid is shut off, and when the solenoid valve is OFF, it opens Solenoid valve to a connection position in which the flow of brake fluid allowed is. In the normally-closed type electromagnetic valve, on the other hand, it opens the solenoid valve when the solenoid valve is ON, to a connection position in which a flow of the brake fluid allowed is, and when the solenoid valve is OFF, the solenoid valve closes to a shut-off position in which shuts off the flow of brake fluid is. How later is described, the solenoid valves SV (A), SV (B) in this example of the normal-open type. A drive circuit within the control unit CU leads a supply of electrical streams to the respective coils of the solenoid valves SV (A), SV (B) or terminate it to turn the solenoid valves ON and OFF.

A master cylinder MC is a device for converting the brake pedal operation in the hydraulic pressure. To assist the brake pedal operation, a main power device MP is provided between the master cylinder MC and the brake pedal BP. The main energy device MP boosts the braking force by applying a negative pressure to the machine 1 or compressed air acts on the brake pedal operating force of the driver. A brake switch BSW is provided on the brake pedal BP to detect whether the brake pedal BP is operated or not.

[Driving motor stopping unit]

The drive motor stop unit installed in the vehicle is constituted by the FI / MG-ECU and others. The drive motor stop unit allows automatic engine stop operation while the vehicle is stopped. The conditions for the automatic machine stop are in the FI / MG-ECU 4 and the CVT-ECU 6 assessed. The conditions for the automatic machine stop will be described later. If all conditions for automatic machine stop are met, the FI / MG-ECU will send 4 a machine stop instruction to the machine 1 to the machine 1 stop automatically. Since the drive motor stop unit is the machine 1 automatically stops, an improved fuel consumption of the vehicle is achieved.

The FI / MG-ECU 4 and the CVT-ECU 6 judge conditions for the automatic engine start while the drive motor stop unit is the machine 1 automatically stops. If all the conditions for the automatic machine start are met, the FI / MG-ECU sends 4 a machine start instruction to the MOT-ECU 5 , The MOT-ECU 5 further transmits an engine start instruction to the engine 2 , The motor 2 then starts the machine automatically 1 and at the same time, the driving force is switched to the strong creep condition. The conditions for the automatic engine start will be described later.

If Further, the error detection unit DU a malfunction of the braking force control unit BCU detected, so operation of the drive motor stop unit is prevented.

[Signals]

It describes signals that are transmitted and received in this system. With reference to 5 the letter "F_" before each signal indicates that the signal is flag information which is either 0 or 1. The letter "V_" indicates that the signal is numerical information (unit is optional) and the letter " I_ "indicates that the signal contains several types of information.

A signal will be described by the FI / MG-ECU 4 to the CVT-ECU 6 is transmitted. V_MOTTRQ represents an output torque value of the motor 2 , F_MGSTB is a flag indicating if all in the FI / MG ECU 4 judged machine stop conditions are met. If all conditions are satisfied, the number 1 is determined, and if not, the number 0 is determined. The conditions for the automatic engine stop with respect to F_MGSTB will be described later. When F_MGSTB and F_CVTOK (described below) are both set to 1, the machine becomes 1 automatically stopped. If one of these flags is set to 0, then the machine becomes 1 automatically started.

A signal will be described by the FI / MG-ECU 4 to the CVT-ECU 6 and the MOT-ECU 5 is transmitted. V_NEP represents a machine speed.

A signal will be described by the CVT-ECU 6 to the FI / MG-ECU 4 is transmitted. F_MCRPON is a flag of whether the driving force is in the middle creep condition or not. In the middle creep condition, the number 1 be otherwise, the number 0 is determined. If F_MCRPON is equal to 1, then it is necessary that the machine 1 in the middle creeping state blows out middle air (weaker air than in the strong creep condition). F_AIRSCRP is a heavy air instruction flag in the strong creep condition. If strong air is needed in the strong creep condition, the number 1 is determined, and otherwise the number 0 is determined. If both F_MCRPON and F_AIRSCRP are equal to 0, then the FI / MG-ECU blows 4 weak air in the weak creep condition. In order to keep the engine idling speed at a certain value regardless of the driving force in the strong creep condition, middle creep condition or the weak creep condition, the output of the engine should be adjusted by blowing out appropriate air for the creep condition, the center creep condition or the weak creep condition. When the driving force is in the strong creep condition and a load on the engine 1 higher, so a strong air flow (strong air in strong creep condition) is necessary. The term "air flow" means the supply of air from a throttle valve of the engine 1 bypassing air duct to an intake manifold located at a downstream location of the throttle. The air is controlled by controlling the opening degrees of the air duct.

F_CVTOK is a flag indicating if all in the CVT-ECU 6 judged machine stop conditions are met. If all conditions are fulfilled, the number 1 is determined, and if not, the number 0 is determined. The conditions for the automatic machine stop regarding F_CVTOK will be described later. F_CVTTO is a flag indicating if the oil temperature of the CVT 3 above a certain value. If the oil temperature is at the specified value or above, the number 1 is determined, and if the oil temperature is below the value, the number 0 is determined. The oil temperature of the CVT 3 is obtained from an electric resistance value of the linear solenoid valve which is the hydraulic pressure of the starting clutch in the CVT 3 controls / regulates. F_POSR is a flag showing a state whether the positioning switch PSW is in the R range. When the positioning switch PSW is set in the R range, the number 1 is determined, and if not, the number 0 is determined. F_POSDD is a flag showing a state that the positioning switch PSW selects the D range and the mode switch MSW selects the D mode. When the D range and the D mode (D range / D mode) are selected, the number 1 is determined, and if not, the number 0 is determined. If the FI / MG-ECU 4 does not receive any information indicating a D range / D mode, R range, B range or N range, the FI / MG ECU judges 4 in that either the D range / S mode or the L range is selected.

One from the machine 1 to the FI / MG-ECU 4 and the CVT-ECU 6 transmitted signal will be described. V_ANP represents a vacuum level on the intake manifold of the engine 1 , V_TH represents a throttle angle. V_TW represents a temperature of the cooling water in the machine 1 , V_TA represents the intake temperature of the machine 1 , The brake fluid temperature of the brake force control unit BCU arranged in the engine compartment is obtained from the intake temperature. This is because both temperatures change with respect to the temperature in the engine compartment.

One from the CVT 3 to the FI / MG-ECU 4 and the CVT-ECU 6 transmitted signal is described. V_VSP1 represents a vehicle speed pulse from one of the two vehicle speed sensors included in the CVT 3 are provided. The vehicle speed is calculated based on this vehicle speed pulse.

One from the CVT 3 to the CVT-ECU 6 transmitted signal will be described. V_NDRP represents a pulse representing the number of revolutions in the CVT 3 provided drive pulley shows. V_NDNP represents a pulse representing the number of revolutions of the CVT 3 provided driven pulley shows. V_VSP2 represents a vehicle speed pulse from the other vehicle speed collector in the CVT 3 , V_VSP2 is more accurate than V_VSP1 and V_VSP2 is used to calculate the slip amount of the clutch in the CVT 3 used.

One from the MOT-ECU 5 to the FI / MG-ECU 4 transmitted signal will be described. V_QBAT represents a residual capacity of the battery.

V_ACTTRQ represents an output torque value of the motor 2 , which is the same as V_MOTTRQ. I_MOT represents information such as the amount of generated energy of the engine 2 showing electrical charging. The motor 2 generates all the electrical energy consumed by the vehicle, including the electrical energy for driving the engine.

One from the FI / MG-ECU 4 to the MOT-ECU 5 transmitted signal will be described. V_CMDPWR represents an output request value for the motor 2 , V_ENGTRQ represents an output torque value of the machine 1 , I_MG represents information such as a start mode, a assist mode and a regeneration mode with respect to the engine 2 ,

One from the main power facility MP to the FI / MG-ECU 4 transmitted signal will be described. V_M / PNP represents a detected negative pressure value in a constant pressure chamber of the main power device MP.

One from the positioning switch PSW to the FI / MG-ECU 4 transmitted signal will be described. N or P are transmitted as position information when the positioning switch PSW selects either the N range or the P range.

One from the CVT-ECU 6 to the CVT 3 transmitted signal will be described. V_DRHP represents a hydraulic pressure instruction value transmitted to the linear solenoid valve and the hydraulic pressure within the cylinder of the drive pulley in the CVT 3 controls / regulates. V_DNHP represents a hydraulic pressure instruction value transmitted to the linear solenoid valve and the hydraulic pressure within the cylinder of the driven pulley in the CVT 3 controls / regulates. The gear ratio of the CVT 3 is changed by V_DRHP and V_DNHP. V_SCHP represents a hydraulic pressure instruction value transmitted to the linear solenoid valve and the hydraulic pressure of the starting clutch in the CVT 3 controls / regulates. The engaging force of the starting clutch (driving force transmission capacity) is changed by V_SCHP.

One from the CVT-ECU 6 The signal transmitted to the brake force control unit BCU will be described. F_SOLA is an ON / OFF (closed / open) flag of the electromagnetic valve SV (A) of the braking force control unit BCU (shown in FIG 6 ). For closing (ON) the electromagnetic valve SV (A), the number 1 is determined, and for opening (OFF) of the electromagnetic valve SV (A), the number 0 is determined. F_SOLB is an ON / OFF (closed / open) flag of the electromagnetic valve SV (B) of the braking force control unit BCU (shown in FIG 6 ). For closing (ON) the electromagnetic valve SV (B), the number 1 is determined, and for opening (OFF) of the electromagnetic valve SV (B), the number 0 is determined.

One from the positioning switch PSW to the CVT-ECU 6 transmitted signal will be described. The positioning switch PSW selects the N range, P range, R range, D range or L range, and the selected range is transmitted as position information.

One from the mode switch MSW to the CVT-ECU 6 transmitted signal will be described. The mode switch MSW selects either the D mode (normal running mode) or the S mode (sports driving mode), and the selected mode is transmitted as mode information. The mode switch MSW is a mode selector switch which operates when the positioning switch PSW is set to the D range.

One from the brake switch BSW to the FI / MG-ECU 4 and the CVT-ECU 6 transmitted signal will be described. F_BKSW is a flag indicating a state of operation (ON) or release (OFF) of the brake pedal BP. When the brake pedal BP is operated, the number becomes 1 determines, and when the brake pedal is released, the number 0 certainly.

One from the CVT-ECU 6 to the meter 10 transmitted signal will be described. The positioning switch PSW selects the N range, P range, R range, D range or L range, and the selected range is transmitted as position information. Further, the mode switch MSW selects either the D mode (normal running mode) or the S mode (sports driving mode), and the selected mode is transmitted as mode information.

<Braking force control / regulation unit>

[Construction of Brake Force Control Unit]

The Brake force control unit BCU includes a braking force holding means RU, which is able to do so after releasing the brake pedal BP to hold the braking force. The braking force retention agent RU stops the release of the brake pedal BP continuously the braking force and indicates the braking force after the release of the brake pedal BP and in the Process of increase the driving force of the vehicle in the start state free.

As in 6 1, the brake force control unit BCU is installed in brake fluid passages FP of a hydraulically operable brake device BK in this example. The braking force control unit BCU includes electromagnetic valves SV as braking force holding means RU to connect between a connecting position in which the brake fluid passage FP connecting the master cylinder MC and the wheel cylinders WC is connected, and a shut-off position in which the brake fluid passage FP for maintaining the brake fluid pressure within the wheel cylinder WC is shut off, to switch.

With reference to 6 the braking force control unit BCU will be described. The brake fluid pressure circuit BC of the hydraulically operable brake device BK includes the brake fluid passage FP which connects the brake device BK to the master cylinder MC and the wheel cylinders WC. Since the brake is a very important factor for safe driving, the brake device BK has two separate systems of brake fluid pressure circuits BC (A), BC (B). Therefore, when a system is out of service, the remaining system operates to obtain a minimum braking force.

A master cylinder piston MCP is inserted in a main body of the master cylinder MC. When the driver applies a load to the brake pedal BP, the piston MCP is pressed and pressure is applied to a brake fluid within the master cylinder MC, so that mechanical force is converted into brake fluid pressure, that is, pressure acting on the brake fluid. When the driver releases the brake pedal BP to release the applied load, the piston MCP is returned to the original position by the elastic action of a return spring MCS and the brake fluid pressure is released. With regard to an immunity mechanism, two separate brake fluid pressure circuits BC are provided. For this reason, the in 6 shown master cylinder MC a tandem master cylinder, wherein two pistons MCP, MCP are connected in series with each other, so that the main body of the master cylinder MC is divided into two sections.

A main power MP (brake booster) is provided between the brake pedal BP and the master cylinder MC to facilitate the driver's braking effort. In the 6 main power device MP shown is of the vacuum servo type. The main energy device MP removes negative pressure from an intake manifold of the machine 1 to assist the driver's brake application.

The brake fluid passage FP connects the master cylinder MC with the wheel cylinders WC. The brake fluid passage FP serves as a fluid passage for brake fluid. Brake fluid pressure generated in the master cylinder MC is transmitted to the wheel cylinders WC because a flow of the brake fluid moves through the brake fluid passage FP. When the brake fluid pressure within the wheel cylinders WC is larger, the brake fluid is transmitted through the brake fluid passage FP from the wheel cylinders WC to the master cylinder MC. Since separate brake fluid circuits BC are provided for the reason mentioned above, two separate brake fluid channel systems FP are also provided. The brake fluid pressure circuit BC, as shown by the in 6 formed brake fluid channel is formed of the X-type conductivity, in which a brake fluid pressure circuit BC (A) for braking a front right wheel and a rear left wheel and the other brake fluid pressure circuit BC (B) for braking a front left wheel and a rear right wheel is. The brake fluid pressure circuit may be of a front-rear divider type in which there is a brake fluid pressure circuit for braking the front wheels and the other brake fluid pressure circuit for braking the rear wheels.

The wheel cylinder WC is for each wheel 8th provided such that in the master cylinder MC generated and passed through the brake fluid channel FP to the wheel cylinders WC brake fluid pressure in a mechanical force (braking force) for braking wheels 8th is converted. A piston is inserted into the wheel cylinder WC so that when the piston is pressed by the brake fluid pressure, it operates a brake force for operating brake shoes in the case of disc brakes or brake shoes in the case of drum brakes.

In addition, brake fluid pressure control valves for controlling a brake fluid pressure within the wheel cylinders the front and rear wheels be provided.

With reference to 6 the braking force control unit BCU will be described. The braking force control unit BCU is installed in the brake fluid passage FP connecting the master cylinder MC and the wheel cylinders WC, and includes a solenoid valve SV as the braking force holding means RU. The brake force control unit BCU further includes a restriction D, a check valve CV, and a relief valve RV, if necessary.

The solenoid valve SV is operated by an electric signal from the control unit CU. The solenoid valve SV shuts off a flow of brake fluid within the brake fluid passage FP in its shut-off position to maintain the brake fluid pressure applied to the wheel cylinders WC. A flow of brake fluid within the brake fluid passage FP is allowed to pass when the solenoid valve SV is in an open position. In the 6 shown two solenoid valves SV (A), SV (B) are both in the passage position. The provision of a solenoid valve SV prevents inadvertent backward movement of the vehicle when starting on a slope. This is because when the driver releases the brake pedal BP, the brake fluid pressure within the wheel cylinder WC is maintained. The term "unintentional backward movement" means that the vehicle is moving in an opposite direction due to its own weight, in other words, the vehicle is starting to move downhill on a slope.

The solenoid valve SV can be both of the normal-open type and the normal-closed type. However, in terms of a fail-safe mechanism, a normal open type is preferred. This is because if the electricity is lost due to a malfunction is switched, the brake is not working in a normally closed type solenoid valve SV or the brake is always operating. In normal operation, the solenoid valve SV is turned off when the vehicle stops and is held in the off position until the vehicle starts to move. Conditions for switching the solenoid valve SV to the shut-off position or the passage position will be described later.

If necessary, a throttle D is provided. The throttle D connects always the master cylinder MC and the wheel cylinder WC, regardless of the states the solenoid valve SV, so in the passage position or in the shut-off position. Especially when the solenoid valve SV is in the shut-off position and the driver gradually or Immediately releases the brake pedal BP, the throttle D reduces the brake fluid pressure inside the wheel cylinder WC at a certain speed, by taking brake fluid from the wheel cylinder WC to the master cylinder MC transfers. Such Throttle D can be achieved by providing a flow control valve be formed in the brake fluid channel FP. Alternatively, the throttling D as part of the brake fluid channel FP through a flow resistance (section the channel with reduced area, in which a part of the cross section becomes narrower) may be formed.

By the provision of throttling D is the braking force when the driver gradually or immediately releases the brake pedal BP, gradually reduced, so that even if the solenoid valve SV is in the shut-off position, the brake is not permanent is working. In other words, the decrease speed of the brake fluid pressure within the wheel cylinder lower than the brake pedal load, which exercised by the driver becomes. Therefore, even if the solenoid valve SV itself is in the shut-off position, the braking force after a certain period of time reduces, leaving the vehicle on a slope by the driving force of the drive motor can start to move. On the other hand can the vehicle on a slope go off because of its own weight, just by the Brake pedal BP gradually or released immediately without the accelerator pedal operation of the Driver is necessary.

The Throttling D does not affect the braking force as long as the brake fluid pressure within the master cylinder MC due to the brake pedal operation of Driver is taller as the inside of the wheel cylinder WC. This is because brake fluid is on Basis of a pressure difference between the wheel cylinder WC and the Master cylinder MC, i. from one at higher brake fluid pressure to one others at lower brake fluid pressure, flows. Unless the driver is the brake pedal BP releases, so the brake fluid pressure drops within of the wheel cylinder WC, although it can rise. The Throttling D can be used as a check valve serve to counterflow from the master cylinder MC to the wheel cylinder WC.

The Decrease rate of the brake fluid pressure within the wheel cylinder WC is determined to cause an unexpected backward movement of the vehicle during the To prevent time at which the driver releases the brake pedal and the driving force from the weak creep condition to the strong creep condition is switched.

in the Case that the rate of decrease of brake fluid pressure within the wheel cylinder WC is larger, the vehicle will move backwards on the slope before being sufficient Driving force is obtained because the braking force after release brake pedal BP will be lost instantly, even if the solenoid valve SV is closed. In case of that against it the rate of decrease of brake fluid pressure within the wheel cylinder Toilet is slower, the vehicle will be after the release of the brake pedal Do not move BP backwards on a hillside as the brake will hit the whole Time works. However, it will add extra time and power needed to obtain sufficient driving force against the braking force. As later will be described according to this embodiment the solenoid valve SV returned to the passage position, when driving force is applied to the vehicle and the actuation of the Brake pedal BP is canceled.

Therefore For example, the rate of decrease of the brake fluid pressure within the Wheel cylinder WC by means of the throttling D then when the vehicle by driving power starts to be slower.

The Decrease rate for reducing the brake fluid pressure within The wheel cylinder WC is characterized by the characteristics of the brake fluid or the shape of the restriction D (cross section or length of the Flow channel) certainly. The throttling D can be used as an integral element with the solenoid valve SV and a check valve CV be used. In this case, the number of parts and the space can be reduced.

If necessary, a check valve CV is provided. The check valve CV transmits brake fluid pressure generated within the master cylinder MC to the wheel cylinder WC under the condition that the solenoid valve SV is closed and the driver increases the brake pedal load. The check valve CV operates effectively when the brake fluid pressure generated within the master cylinder MC is greater than that within the wheel cylinder toilet. The check valve CV rapidly increases the brake fluid pressure within the wheel cylinder WC in accordance with the increased brake pedal load.

If an arrangement is used in which the solenoid valve SV is switched from the shut-off position to the forward position, when the brake fluid pressure within the master cylinder MC becomes larger as the one inside the wheel cylinder WC, so there is no need to provide a check valve CV, since the solenoid valve SV itself to the increased brake pedal load responding.

If necessary, will as well a pressure relief valve RV provided. On the condition that the solenoid valve SV is in the shut-off position and the driver is the brake pedal BP gradually or immediately releases the pressure relief valve RV brake fluid inside the wheel cylinder WC in the master cylinder MC until the brake fluid pressure within the wheel cylinder a certain Pressure level (overpressure) reached. The pressure relief valve RV works when the brake fluid pressure inside the wheel cylinder Toilet bigger than the predetermined brake fluid pressure and the brake fluid pressure within of the master cylinder MC. Thus, even if the solenoid valve SV is in the shut-off position, additional brake fluid pressure within of the wheel cylinder WC, which is beyond the necessary brake fluid pressure lies, fast on the overpressure reduced. This provides a trouble-free starting operation of the vehicle sure, even if the driver with force the brake pedal BP more operated as necessary. The provision of the pressure relief valve RV is advantageous when the vehicle is on a slope without support of driving force starts, for example, at a start operation of the Vehicle due to its own weight by releasing the brake pedal BP.

One Brake switch BSW detects whether the brake pedal BP has been actuated is or not. Based on the detected value, the control unit sends CU instructions about whether the solenoid valve SV switched to passage or shut off should be.

One Servo valve (linear solenoid valve), which optionally has degrees a valve opening can be used instead of the arrangement that a pressure relief valve RV and a check valve CV in addition to a solenoid valve SV includes.

[Basic control / regulation the brake force control unit]

• I) Die Bremskraft-Steuer-/Regeleinheit BCU schaltet die Elektromagnetventile SV unter der Bedingung in die Durchlassstellung, dass das Bremspedal BP betätigt wird, während das Fahrzeug anhält.
• (1) Das Fahrzeug muss angehalten sein. Dies liegt daran, dass der Fahrer das Fahrzeug nicht an gewünschten Orten parken kann, wenn die Elektromagnetventile SV in die Absperrstellung geschaltet sind, während sich das Fahrzeug bei hohen Geschwindigkeiten bewegt. Ein Umschalten der Elektromagnetventile SV in die Absperrstellung beeinflusst jedoch die Operationen des Fahrers nicht, wenn das Fahrzeug anhält. Der Zustand „während das Fahrzeug anhält" enthält einen Zustand kurz bevor das Fahrzeug anhält.
• (2) Das Bremspedal BP ist betätigt. Dies liegt daran, dass keine Bremskraft aufrechterhalten wird, wenn das Bremspedal BP nicht gedrückt wird. Es hat keine Bedeutung, das Elektromagnetventil SV in die Absperrstellung zu schalten, während das Bremspedal freigegeben ist. Der Fahrer kann das Fahrzeug mit kraftvoll betätigtem Bremspedal BP an einem Hang sicher anhalten, wenn eine weitere, von den oben erwähnten Bedingungen (1) und (2) verschiedene Bedingung hinzugefügt wird. Für die weitere Bedingung ist es notwendig, dass die Antriebskraft-Übertragungskapazität sich in dem kleineren Zustand befindet, wenn die Elektromagnetventile SV zum Aufrechterhalten von Bremskraft in die Absperrstellung geschaltet werden. Dies führt zu einem verbesserten Kraftstoffverbrauch des Fahrzeugs. Der kleinere Zustand enthält einen Zustand mit einer Antriebskraft gleich Null und einen Zustand, in dem die Maschine 1 stoppt.
• Und II) das Bremskrafthaltemittel RU nimmt nach der Freigabe des Bremspedals BP und in dem Prozess der Erhöhung der Antriebskraft in den Stark-Zustand die Bremskraft zurück (d.h. die Elektromagnetventile SV werden in die Durchlassstellung zurückgebracht).
• (1) Das Bremspedal BP ist freigegeben. Dies liegt daran, dass der Fahrer die Absicht hat, das Fahrzeug zu starten, wenn die Betätigung des Bremspedals BP zurückgenommen wird.
• (2) Die Antriebskraft befindet sich im Prozess der Erhöhung in den Stark-Zustand (Kriechkraft-Zunahmezustand). Dies liegt daran, dass der Fahrer einen plötzlichen Start des Fahrzeugs erleben könnte, wenn die Bremskraft dann zurückgenommen wird, wenn die Antriebskraft den Stark-Zustand erreicht (Starkkriechzustand). Dies tritt stärker an einem Gefälle zutage, da das eigene Gewicht des Fahrzeugs zusätzlich die Antriebskraft des Fahrzeugs an sich beeinflusst.

The basic control of the braking force control unit BCU will be described.

• I) The braking force control unit BCU switches the electromagnetic valves SV to the on-position in the condition that the brake pedal BP is operated while the vehicle is stopped.
• (1) The vehicle must be stopped. This is because the driver can not park the vehicle in desired locations when the solenoid valves SV are switched to the shut-off position while the vehicle is moving at high speeds. However, switching the solenoid valves SV to the shut-off position does not affect the operations of the driver when the vehicle stops. The state "while the vehicle stops" includes a state just before the vehicle stops.
• (2) The brake pedal BP is operated. This is because no braking force is maintained when the brake pedal BP is not depressed. It is not important to switch the solenoid valve SV to the shut-off position while the brake pedal is released. The driver can securely stop the vehicle on a slope with the brake pedal BP depressed forcefully, when another condition other than the above-mentioned conditions (1) and (2) is added. For the other condition, it is necessary that the driving force transmission capacity is in the smaller state when the electromagnetic valves SV are switched to the shut-off position to maintain braking force. This leads to improved fuel consumption of the vehicle. The smaller state includes a state with a driving force equal to zero and a state in which the engine 1 stops.
• And II) the braking force holding means RU decreases the braking force after releasing the brake pedal BP and in the process of increasing the driving force to the strong state (ie, the electromagnetic valves SV are returned to the passing position).
• (1) The brake pedal BP is released. This is because the driver intends to start the vehicle when the operation of the brake pedal BP is released.
• (2) The driving force is in the process of increasing to the strong state (creep force increasing state). This is because the driver might experience a sudden start of the vehicle when the braking force is released when the driving force reaches the strong state (strong creep condition). This is more evident on an incline, since the vehicle's own weight additionally affects the driving force of the vehicle itself.

An easy starting operation of the vehicle without a sudden start on a slope will ever but achieved by increasing the driving force when the braking force is withdrawn after the release of the brake pedal BP and in the process of increasing the driving force in the strong state. There may be a concern that the vehicle is moving backward on a slope when the braking force is returned to the strong state in the process of increasing the driving force. However, rearward movement of the vehicle at the rise is prevented by the inertial force and the rolling resistance (increased driving force) of the vehicle.

The held braking force prevents a backward movement of the vehicle, until the brake force maintenance after the release of the brake pedal BP withdrawn becomes. After that, prevent the inertial force of the vehicle and the like, the backward movement until the driving force Strong condition achieved (Creep-increase state). As the driving force in the strong state increases while a backward movement the vehicle is prevented can result in a hassle Starting operation of the vehicle can be achieved.

Of the Process of increase of driving force in the Stark state contains everyone Time after the driving force occurs and before driving force the strong condition reached. However, if little driving force is received, then one can withdrawal the braking force a backward movement cause the vehicle to rise, albeit on a slope is. Will, however, a greater driving force receive, so can a withdrawal the braking force a sudden Start of the vehicle on a slope effect, although this is advantageous on a slope. The Timing in which the retraction of the braking force is performed should be under consideration the inertial force and the rolling resistance of the vehicle and in comparison with the advantages and disadvantages of the rise / fall be determined. This will be later in relation to [requirement for the creep increase state].

Specific control of the vehicle

With reference to 7 to 13 the control of the vehicle will be described in more detail.

<Conditions for the maintenance of Brake>

• I) Bremsschalter BSW ist EIN.
• II) Der Fahrbereich ist verschieden von Neutral (N-Bereich), Parken (P-Bereich) und Rückwärts (R-Bereich).
• III) Der Betrieb der Bremskraft-Steuer-/Regeleinheit BCU ist zugelassen.
• IV) Die Fahrzeuggeschwindigkeit beträgt 0 km/h.

Hereinafter, the conditions for maintaining the braking force by the braking force control unit BCU will be described. As in 7A is shown, the braking force is maintained when all of the following four conditions are met.

• I) Brake switch BSW is ON.
• II) The driving range is different from neutral (N range), parking (P range) and reverse (R range).
• III) The operation of the braking force control unit BCU is permitted.
• IV) The vehicle speed is 0 km / h.

If all of the above conditions are met, both solenoid valves SV (A), SV (B) switched to the shut-off position, causing the braking force is maintained.

• I) Der Bremsschalter BSW muss EIN sein, anderenfalls wird keine Bremskraft oder wenig Bremskraft in den Radzylindern WC aufrechterhalten.
• II) Der Fahrbereich ist verschieden von Neutral (N-Bereich), Parken (P-Bereich) und Rückwärts (R-Bereich). Dies ist zur Aufhebung eines unnötigen Betriebs der Bremskraft-Steuer-/Regeleinheit BCU im N-Bereich oder P-Bereich und ist im R-Bereich zum Verhindern einer unbeabsichtigten Rückwärtsbewegung des Fahrzeugs mit der Unterstützung der Antriebskraft in dem Starkkriechzustand, da der Starkkriechzustand im Rückwärts-Fahrbereich aufrechterhalten bleibt. Die Bremskraft wird daher aufrechterhalten, während der D-Bereich (Fahrbereich) oder der L-Bereich (niedriger Bereich) ausgewählt ist.
• III) Der Betrieb der Bremskraft-Steuer-/Regeleinheit BCU ist zugelassen. Dies ist zur Erinnerung des Fahrers, das Bremspedal BP ausreichend zu betätigen, bevor Bremskraft aufrechterhalten wird, wodurch eine unbeabsichtigte Rückwärtsbewegung des Fahrzeugs verhindert wird. Da in dem Starkkriechzustand ausreichend Antriebskraft erhalten wird, so dass das Fahrzeug an einem Hang mit einem Neigungswinkel von 5° still stehen kann, betätigt der Fahrer das Bremspedal BP oftmals unzureichend. Wenn in diesem Fall die Elektromagnetventile SV geschlossen sind und die Maschine 1 angehalten ist, so wird sich das Fahrzeug unerwartet nach hinten bewegen. Dagegen ist die Antriebskraft in dem Schwachkriechzustand und dem Mittelkriechzustand nicht ausreichen, um das Fahrzeug an einem Anstieg mit einem Neigungswinkel von 5° ortsfest zu halten. Wenn die Antriebskraft an einem Hang verringert wird, so betätigt der Fahrer mit Kraft das Bremspedal BP. Dies stellt eine ausreichende Bremskraft sicher, was eine Rückwärtsbewegung des Fahrzeugs an dem Hang selbst dann verhindert, wenn die Antriebskraft reduziert wird oder entfällt. Die Steuer-/Regellogik zum Zulassen eines Betriebs der Bremskraft-Steuer-/Regeleinheit BCU wird später beschrieben.
• IV) Die Fahrzeuggeschwindigkeit beträgt 0 km/h. Dies liegt daran, dass der Fahrer eine Stellung zum Parken des Fahrzeugs nicht wählen kann, wenn die Elektromagnetventile SV in die Absperrstellung geschaltet sind, während das Fahrzeug fährt.

The above four conditions are described below.

• I) The brake switch BSW must be ON, otherwise no braking force or little braking force is maintained in the wheel cylinders WC.
• II) The driving range is different from neutral (N range), parking (P range) and reverse (R range). This is for canceling unnecessary operation of the brake force control unit BCU in the N range or P range and is in the R range for preventing unintentional backward movement of the vehicle with the assistance of the driving force in the strong creep condition because the strong creep condition in the reverse Range is maintained. The braking force is therefore maintained while the D range (running range) or the L range (low range) is selected.
• III) The operation of the braking force control unit BCU is permitted. This is to remind the driver to sufficiently operate the brake pedal BP before braking force is maintained, thereby preventing inadvertent reverse movement of the vehicle. Since sufficient driving force is obtained in the strong creep condition so that the vehicle can stand still on a slope with an inclination angle of 5 °, the driver often insufficiently depresses the brake pedal BP. In this case, when the electromagnetic valves SV are closed and the machine 1 is stopped, the vehicle will move unexpectedly backwards. On the other hand, the driving force in the weak creep condition and the center creep condition is insufficient to keep the vehicle stationary on an incline angle of 5 °. When the driving force on a slope is reduced, the driver forcefully depresses the brake pedal BP. This ensures sufficient braking force, which prevents backward movement of the vehicle on the slope even when the driving force is reduced or eliminated. The control logic for allowing an operation of the braking force control unit BCU will be described later.
• IV) The vehicle speed is 0 km / h. This is because the driver has a position can not choose to park the vehicle when the solenoid valves SV are switched to the shut-off position while the vehicle is running.

There while the vehicle stops, while the Vehicle speed is 0 km / h, the braking force can be without any problems are kept in the drive operation. "Vehicle speed is 0 km / h "includes also a state just before the vehicle stops.

[Necessary conditions for allowing operations of the braking force control unit]

With reference to 7B For example, conditions necessary for allowing operation of the brake force control unit BCU are described. Operation of the braking force control unit BCU is permitted while the driving force is either in the weak creep condition or in the center creep condition. In the weak creep condition and the middle creep condition, the driving force is insufficient to keep the vehicle stationary on a slope with a tilt angle of 5 °. For this reason, the driver is forced to operate the brake pedal BP sufficiently before maintaining braking force, so as to obtain sufficient driving force for preventing backward movement of the vehicle. The driving force in the weak creep condition or in the center creep condition is based on a hydraulic pressure instruction value for the linear solenoid valve of the CVT 3 judged in which the hydraulic engagement pressure of the starting clutch is controlled / regulated.

[For the weak creep statement necessary conditions]

• I) Das Getriebe ist im N-Bereich oder im P-Bereich (N-Bereich/P-Bereich).
• II) Die folgenden beiden Bedingungen sind beide erfüllt.

Conditions for transmission of a weak creep instruction are described. As in 8A is shown, the weak creep instruction (F_WCRP) is transmitted if any one of the following conditions I) and II) is satisfied. The conditions are as follows:

• I) The gear is in the N range or in the P range (N range / P range).
• II) The following two conditions are both met.

[(1) Brake force control unit BCU is normal; (2) Brake switch BSW is ON; (3) forward range (D range / L range) is selected and (4) vehicle speed is 5 km / h or below] and further [(5) The vehicle speed is near one certain vehicle speed; (6) The driving force is in Weak creep condition or (7) the vehicle speed is 0 km / h, the driving force is in the middle creep condition and a certain one Time elapsed after switching to the middle creep condition].

If one of the above conditions I) and II) is fulfilled, so the weak creep instruction is transmitted and the driving force is switched to the weak creep condition.

The above conditions are in the motive force control unit DCU judged. The reason for the switching of the driving force is in the weak creep condition in that vibrations of the vehicle are prevented and the Fuel consumption of the vehicle can be improved. In the case of a rise, it is to remind the driver, the brake pedal BP with force to a backward movement prevent the vehicle while the vehicle stops on the slope. In the case of a flat surface or a gradient it to reduce the driving force, so that the vehicle with smaller Braking force can be stopped.

• I) Das Getriebe ist im N-Bereich oder im P-Bereich. Dies dient dazu, dass wenn das Getriebe von einem Nicht-Antriebsbereich (N/P-Bereich) in einen Antriebsbereich D/L/R-Bereich) geschaltet wird und zur selben Zeit das Beschleunigungspedal schnell betätigt wird, die Antriebskraft-Übertragungskapazität der Startkupplung sofort erhöht werden kann, was einen reibungslosen Startbetrieb des Fahrzeugs ermöglicht. Da in dem Schwachkriechzustand Drucköl in eine Öldruckkammer der Startkupplung gefüllt worden ist, existiert kein Zwischenraum oder Spiel für den Vorwärtshub des die Kupplung beaufschlagenden Kolbens. Somit wird die Antriebskraft-Übertragungskapazität durch die Erhöhung des Druckwerts des Drucköls sofort erhöht. Die Antriebskraft wird in den Schwachkriechzustand geschaltet, wenn das Getriebe in den N- oder den P-Bereich geschaltet ist. Dies geschieht, um die Antriebskraft-Übertragungskapazität der Startkupplung im Vorfeld auf die Kapazität im Schwachkriechzustand zu ändern. Antriebskraft wird jedoch von der Maschine 1 nicht auf die Antriebsräder 8, 8 übertragen. Dies ist verschieden vom Schwachkriechzustand, während dem das Getriebe in den D/L-Bereich geschaltet ist. Im N/P-Bereich ist die Verbindung zwischen der Maschine 1 und den Antriebsrädern 8, 8 durch einen Vorwärts-/Rückwärtsbewegungs-Schaltmechanismus, der in Reihe mit der Startkupplung in einem Antriebskraft-Übertragungsweg angeordnet ist, vollständig abgeschnitten. Da in dem N/P-Bereich weder ein Übertragungsweg für die Vorwärtsbewegung, noch ein Übertragungsweg für die Rückwärtsbewegung vorgesehen ist, wird keine Antriebskraft von der Maschine 1 auf die Antriebsräder 8, 8 übertragen.
• II) Die Bedingungen (1) bis (4) sind Basisanforderungen für ein Schalten in den Schwachkriechzustand. Dagegen bezeichnen Bedingungen (5) bis (7) Bedingungen des Fahrzeugs vor dem Schalten in den Schwachkriechzustand.
• (1) Die Bremskraft-Steuer-/Regeleinheit BCU ist normal. Die Bremskraft wird nicht aufrechterhalten, wenn die Bremskraft-Steuer-/Regeleinheit BCU außer Betrieb ist. Da in dem Schwachkriechzustand keine ausreichende Antriebskraft erhalten wird, wird sich das Fahrzeug an einem Hang rückwärts bewegen. Wenn eine Übertragung der Schwachkriechanweisung und ein Umschalten der Antriebskraft in den Schwachkriechzustand ungeachtet unnormaler Zustände des Fahrzeugs, z.B. dass das Elektromagnetventil SV nicht in die Absperrstellung geschaltet wird, stattfinden, so wird in den Radzylindern WC kein Bremsfluiddruck aufrechterhalten (Bremskraft wird nicht aufrechterhalten), wenn das Bremspedal BP freigegeben wird. Wenn daher der Fahrer das Bremspedal BP beim Anfahren am Hang freigibt, so geht Bremskraft plötzlich verloren und das Fahrzeug bewegt sich rückwärts. Ein reibungsloser Startbetrieb ohne unerwartetes Rückwärtsbewegen des Fahrzeugs wird daher durch den Starkkriechzustand erreicht.
• (2) Der Bremsschalter BSW ist EIN. Dies gilt, weil der Fahrer keine Reduzierung der Antriebskraft beabsichtigt.
• (3) Ein Vorwärtsbereich (D/L-Bereich) ist ausgewählt. Dies ist zur Verbesserung des Kraftstoffverbrauchs des Fahrzeugs, während ein Vorwärtsbereich ausgewählt ist. Wenn der Positionierschalter PSW in den D-Bereich geschaltet ist, so wird Antriebskraft ungeachtet der Stellung (D-Modus/S-Modus) des Modusschalters MSW in den Schwachkriechzustand geschaltet. In dem R-Bereich wird jedoch die Antriebskraft nicht in den Schwachkriechzustand geschaltet. Dies ist zur Unterstützung eines Lenkbetriebs des Fahrzeugs in einer Garage, wobei das Fahrzeug im Starkkriechzustand gehalten wird.
• (4) Die Fahrzeuggeschwindigkeit liegt bei 5 km/h oder darunter. Dies gilt, da Antriebskraft der Antriebsräder 8, 8 auf die Maschine 1 oder den Motor 2 durch die Startkupplung des CVT 3 übertragen wird, um eine Maschinenbremsung zu erhalten oder die Erzeugung von Regenerationsenergie durch den Motor 2 durchzuführen.
• (5) Die Fahrzeuggeschwindigkeit ist in der Nähe einer bestimmten Fahrzeuggeschwindigkeit. Der Fahrer wird eine unerwartete starke Verzögerung erfahren, wenn die Antriebskraft von dem Starkkriechzustand in den Schwachkriechzustand durch die Betätigung des Bremspedals BP verringert wird, während die Differenz der Antriebskraftwerte (Differenz der Antriebskraft) zwischen dem Starkkriechzustand und dem Schwachkriechzustand größer ist. Dies liegt daran, dass aus der Reduzierung der Antriebskraft resultierende Bremskraft das Fahrzeug weiter beeinflusst. In diesem Fall wird ein Schalten der Antriebskraft in den kleinen Zustand nur zugelassen, wenn sich die Antriebskraft in der Nähe der bestimmten Fahrzeuggeschwindigkeit befindet, bei welcher die Differenz der Antriebskraft zwischen dem Starkkriechzustand und dem Schwachkriechzustand kleiner ist. In dieser Ausführungsform bezeichnet die Nähe der bestimmten Fahrzeuggeschwindigkeit die Fahrzeuggeschwindigkeit von 4 km/h und 5 km/h (Genauigkeit des Fahrzeuggeschwindigkeits-Messgeräts: 1 km/h). Mit anderen Worten wird die Antriebskraft nur dann in den Schwachkriechzustand reduziert, wenn das Bremspedal BP bei einer Fahrzeuggeschwindigkeit von 4 km/h oder 5 km/h betätigt wird, während sich das Fahrzeug im Starkkriechzustand befindet und sich im Leerlauf bewegt. Mit dieser Bedingung wird die Antriebskraft in den Schwachkriechzustand in der Nähe der bestimmten Fahrzeuggeschwindigkeit nicht nur in dem Fall umgeschaltet, dass das Bremspedal im Leerlauf betätigt wird, wobei die Antriebskraft im Starkkriechzustand gehalten wird, sowie während die Fahrzeuggeschwindigkeit ansteigt, sondern auch in einem Fall, dass das Bremspedal betätigt wird, während die Fahrzeuggeschwindigkeit von einer Fahrzeuggeschwindigkeit oberhalb von 5 km/h abfällt. In dem letzteren Fall sind wenigstens die folgenden beiden Situationen eingeschlossen: Das heißt (1) die Fahrzeuggeschwindigkeit fällt aufgrund eines Anstiegs ab und (2) die Fahrzeuggeschwindigkeit fällt durch fortwährende Bremsbetätigung von einer höheren Fahrzeuggeschwindigkeit oberhalb der bestimmten Fahrzeuggeschwindigkeit aus ab. Solange sich die Fahrzeuggeschwindigkeit nicht in der Nähe der bestimmten Fahrzeuggeschwindigkeit befindet, wird der Starkkriechzustand selbst dann aufrechterhalten, wenn das Bremspedal BP betätigt wird. Dies geschieht, da die Differenz der Antriebskraft zwischen dem Starkkriechzustand und dem Schwachkriechzustand größer ist, wenn sich die Fahrzeuggeschwindigkeit nicht in der Nähe der bestimmten Fahrzeuggeschwindigkeit befindet. In dem Fall wird der Fahrer eine unerwartete starke Verzögerung erfahren, die größer ist als der Betrag der Bremspedalbetätigung. Ein weiterer Grund ist der, dass Lenkbetätigungen in einer Garage vereinfacht werden können, wenn die Antriebskraft in dem Starkkriechzustand gehalten wird.
• (6) Die Antriebskraft ist im Schwachkriechzustand. Dies gilt, da der Schwachkriechzustand, wenn einmal in diesen geschaltet wurde, unabhängig von den Bedingungen (5) und (7) beibehalten wird. Gemäß der Bedingung (5) wird die Antriebskraft in den Schwachkriechzustand umgeschaltet, wenn das Bremspedal BP betätigt wird, während das Fahrzeug in der Nähe der vorbestimmten Fahrzeuggeschwindigkeit fährt, d.h. der Fahrzeuggeschwindigkeit von 4 km/h oder 5 km/h. Daher ist die Bedingung (5) nicht erfüllt, wenn die Fahrzeuggeschwindigkeit niedriger ist als 4 km/h. Der Schwachkriechzustand wird nur durch die Bedingung (5) nicht aufrechterhalten, wenn die Fahrzeuggeschwindigkeit unter 4 km/h liegt. Im Ergebnis wird „die Antriebskraft ist in dem Schwachkriechzustand" benötigt, um den Schwachkriechzustand unterhalb der Fahrzeuggeschwindigkeit von 4 km/h aufrechtzuerhalten.
• (7) Die Fahrzeuggeschwindigkeit beträgt 0 km/h, Antriebskraft ist im Mittelkriechzustand und eine bestimmte Zeitdauer ist nach dem Umschalten in den Mittelkriechzustand verstrichen. Dies gilt, da ein verschlechterter Kraftstoffverbrauch und Vibrationen der Fahrzeugkarosserie während des Anhaltens des Fahrzeugs im Starkkriechzustand verhindert werden, wenn die Antriebskraft in den Schwachkriechzustand umgeschaltet wird. Wenn die Antriebskraft in der Nähe der bestimmten Fahrzeuggeschwindigkeit nicht in den Schwachkriechzustand geändert wird (beispielsweise ist das Bremspedal BP bei der Fahrzeuggeschwindigkeit von 3 km/h betätigt), so wird der Starkkriechzustand aufrechterhalten, selbst wenn das Bremspedal BP betätigt wird. Wenn das Fahrzeug in dieser Situation für eine Weile anhält, so verschlechtert sich der Kraftstoffverbrauch des Fahrzeugs und Vibrationen des Fahrzeugs bleiben bestehen. Wenn daher das Fahrzeug vollständig anhält (Fahrzeuggeschwindigkeit gleich 0 km/h), so wird die Antriebskraft in den Mittelkriechzustand geschaltet, in welchem die Antriebskraft zwischen dem Starkkriechzustand und dem Schwachkriechzustand liegt, und anschließend wird die Antriebskraft nach Verstreichen einer bestimmten Zeit (beispielsweise 300 ms) weiter in den Schwachkriechzustand geschaltet. Da die Bremskraft aufgrund der Betätigung des Bremspedals BP vergrößert wird (durch die weiter zunehmende Betätigung des Bremspedals BP durch den Fahrer), während die Antriebskraft schrittweise von dem Starkkriechzustand in den Mittelkriechzustand und weiter in den Schwachkriechzustand reduziert wird, wird ein Betrag einer zeitweiligen Bewegung des Fahrzeugs an einem Anstieg so klein wie möglich gehalten.

The conditions for transmitting the weak creep instruction will be described.

• I) The gearbox is in the N range or in the P range. This is for when the transmission is shifted from a non-drive range (N / P range) to a drive range D / L / R range) and at the same time the accelerator pedal is operated rapidly, the drive power transmission capacity of the starting clutch is instantaneous can be increased, which allows a smooth start operation of the vehicle. Since pressurized oil has been filled in an oil pressure chamber of the starting clutch in the weak creep condition, there is no clearance or play for the forward stroke of the piston acting on the clutch. Thus, the driving force transmission capacity is immediately increased by the increase of the pressure value of the pressure oil. The driving force is switched to the weak creep condition when the transmission is shifted to the N or P range. This is done to change the drive power transmission capacity of the starting clutch in advance to the capacity in the weak creep condition. Driving power is however from the machine 1 not on the drive wheels 8th . 8th transfer. This is different from the weak creep condition during which the transmission is shifted to the D / L range. In the N / P range is the connection between the machine 1 and the drive wheels 8th . 8th is completely cut off by a forward / rearward movement switching mechanism arranged in series with the starting clutch in a driving force transmission path. Since neither a transmission path for the forward movement, nor a transmission path for the backward movement is provided in the N / P range, kei ne driving force from the machine 1 on the drive wheels 8th . 8th transfer.
• II) The conditions (1) to (4) are basic requirements for switching to the weak creep condition. On the other hand, conditions (5) to (7) indicate conditions of the vehicle before switching to the weak creep condition.
• (1) The braking force control unit BCU is normal. The braking force is not maintained when the brake force control unit BCU is out of operation. Since insufficient drive power is obtained in the weak creep condition, the vehicle will move backwards on a slope. When transmission of the weak creeping instruction and switching of the driving force to the weak creep condition take place regardless of abnormal conditions of the vehicle such as the solenoid valve SV is not switched to the shut-off position, no brake fluid pressure is maintained in the wheel cylinders WC (braking force is not maintained) the brake pedal BP is released. Therefore, when the driver releases the brake pedal BP when starting on a slope, braking force is suddenly lost and the vehicle moves backward. A smooth start operation without unexpected backward movement of the vehicle is therefore achieved by the strong creep condition.
• (2) The brake switch BSW is ON. This is because the driver does not intend to reduce the driving force.
• (3) A forward range (D / L range) is selected. This is to improve the fuel consumption of the vehicle while a forward range is selected. When the positioning switch PSW is set in the D range, driving force is switched to the weak creep condition regardless of the position (D mode / S mode) of the mode switch MSW. In the R range, however, the driving force is not switched to the weak creep condition. This is to assist a steering operation of the vehicle in a garage while keeping the vehicle in the strong creep condition.
• (4) The vehicle speed is 5 km / h or less. This applies because driving force of the drive wheels 8th . 8th on the machine 1 or the engine 2 through the starting clutch of the CVT 3 is transmitted to receive engine braking or the generation of regeneration energy by the engine 2 perform.
• (5) The vehicle speed is near a certain vehicle speed. The driver will experience an unexpected strong deceleration when the driving force from the strong creep condition to the weak creep condition is reduced by the operation of the brake pedal BP, while the difference of the driving force values (difference in driving force) between the strong creep condition and the weak creep condition is larger. This is because braking force resulting from the reduction of the driving force further affects the vehicle. In this case, switching of the driving force to the small state is permitted only when the driving force is near the determined vehicle speed at which the difference of the driving force between the strong creep condition and the weak creep condition is smaller. In this embodiment, the vicinity of the determined vehicle speed indicates the vehicle speed of 4 km / h and 5 km / h (accuracy of the vehicle speed measuring apparatus: 1 km / h). In other words, the driving force is reduced to the weak creep condition only when the brake pedal BP is operated at a vehicle speed of 4 km / h or 5 km / h while the vehicle is in a strong creep condition and is idling. With this condition, the driving force is switched to the weak creep condition in the vicinity of the determined vehicle speed not only in the case that the brake pedal is idled with the driving force held in the strong creep condition and while the vehicle speed is increasing, but also in a case where that the brake pedal is depressed while the vehicle speed drops from a vehicle speed above 5 km / h. In the latter case, at least the following two situations are included: that is, (1) the vehicle speed drops due to an increase and (2) the vehicle speed drops by continuous braking operation from a higher vehicle speed above the determined vehicle speed. As long as the vehicle speed is not near the determined vehicle speed, the strong creep condition is maintained even when the brake pedal BP is operated. This is because the difference in driving force between the strong creep condition and the weak creep condition is greater when the vehicle speed is not near the determined vehicle speed. In that case, the driver will experience an unexpected heavy deceleration that is greater than the amount of brake pedal operation. Another reason is that steering operations in a garage can be simplified when the driving force is kept in the strong creep condition.
• (6) The driving force is in the weak creep condition. This is because the weak creep condition, once switched into it, is maintained regardless of conditions (5) and (7). According to the condition (5), the Driving force is switched to the weak creep condition when the brake pedal BP is operated while the vehicle is running near the predetermined vehicle speed, ie, the vehicle speed of 4 km / h or 5 km / h. Therefore, condition (5) is not satisfied when the vehicle speed is lower than 4 km / h. The weak creep condition is not sustained only by the condition (5) when the vehicle speed is below 4 km / h. As a result, "the driving force is in the weak creep condition" is required to maintain the weak creep condition below the vehicle speed of 4 km / h.
• (7) The vehicle speed is 0 km / h, driving force is in the middle creep condition and a certain period of time has elapsed after switching to the middle creep condition. This is because deteriorated fuel consumption and vibrations of the vehicle body are prevented during the stopping of the vehicle in the strong creep condition when the driving force is switched to the weak creep condition. When the driving force in the vicinity of the determined vehicle speed is not changed to the weak creep condition (for example, the brake pedal BP is operated at the vehicle speed of 3 km / h), the strong creep condition is maintained even when the brake pedal BP is operated. If the vehicle stops in this situation for a while, the fuel consumption of the vehicle deteriorates and vibrations of the vehicle remain. Therefore, when the vehicle stops completely (vehicle speed equal to 0 km / h), the driving force is switched to the middle creep condition in which the driving force is between the strong creep condition and the weak creep condition, and then the driving force is released after elapse of a certain time (for example, 300 ms ) further switched to the weak creep condition. Since the braking force due to the operation of the brake pedal BP is increased (by the driver further increasing the operation of the brake pedal BP) while the driving force is gradually reduced from the strong creep condition to the center creep condition and further to the weak creep condition, an amount of temporary movement of the vehicle will be increased Vehicle kept at a rise as small as possible.

• I) Fahrzeuggeschwindigkeit > 5 km/h.
• II) Drosselklappe ist AUS (Betätigung des Beschleunigungspedals ist zurückgenommen).

Conditions Required for Strong Creep Conditions Conditions Required for Strong Creep Condition for Driving are described. A strong creep instruction for driving (F_MSCRP) is transmitted if both of the following two conditions I) and II) are met ( 8B ). The creep driving force is switched to the strong creep condition for driving after the strong creep instruction has been transmitted to driving.

• I) Vehicle speed> 5 km / h.
• II) Throttle is OFF (Accelerator pedal operation has been canceled).

These Conditions are in the drive force control unit DCU assessed. The driving force is in the strong creep condition to Driving switched to an inadvertent strong deceleration of the Vehicle to prevent even if the vehicle of the vehicle speed of 5 km / h or more at the specific vehicle speed or including by the operation of the brake pedal BP delayed and the driving force is switched to the weak creep condition. The driving force is therefore kept lower than in the strong creep condition. Another reason to switch to the Starkkriechzustand to Driving is in that the shifting into the strong creep condition carried out smoothly when the vehicle speed is at idle without the operation of the brake pedal BP decreases.

• I) Fahrzeuggeschwindigkeit > 5 km/h. Dies ist zur Unterscheidung zwischen dem Starkkriechzustand bei der Fahrzeuggeschwindigkeit von 5 km/h oder darunter und dem Starkkriechzustand zum Fahren oberhalb der Fahrzeuggeschwindigkeit von 5 km/h.
• II) Die Drosselklappe ist AUS (TH AUS). Da der Fahrer keine weitere Zunahme der Antriebskraft beabsichtigt, kann die Antriebskraft ohne jegliche Probleme reduziert werden.

Each of the above conditions is described.

• I) Vehicle speed> 5 km / h. This is to distinguish between the strong creep condition at the vehicle speed of 5 km / h or less and the strong creep condition for driving above the vehicle speed of 5 km / h.
• II) Throttle is OFF (TH OFF). Since the driver does not intend to further increase the driving force, the driving force can be reduced without any problems.

[Conditions for the middle creep condition necessary]

• I) Der Bremsschalter BSW ist EIN.
• II) Ein Vorwärtsbereich (D/L-Bereich) ist ausgewählt.
• III) Das Fahrzeug ist angehalten (Fahrzeuggeschwindigkeit = 0 km/h).

The conditions necessary for the middle creep condition will be described. As in 8C is shown, the middle creeping instruction (F_MCRP) is transmitted when the following three conditions I), II) and III) are satisfied.

• I) The brake switch BSW is ON.
• II) A forward range (D / L range) is selected.
• III) The vehicle is stopped (vehicle speed = 0 km / h).

These Conditions are in the drive force control unit DCU assessed. The reason for switching the driving force to the center creep condition is the following.

The strong creep condition is maintained when the driving force in the vicinity of the determined vehicle speed (vehicle speed of 4 km / h and 5 km / h) is not in the weak creep condition is changed or when the vehicle speed of 3 km / h or less is maintained after switching to the strong creep condition by releasing the brake pedal BP during the weak creep condition. However, if the vehicle is stopped in the strong creep condition, the fuel consumption deteriorates and the vibrations of the vehicle remain. The vehicle takes in this example the maximum driving force value in the strong creep condition at the vehicle speed of 0 km / h. On a rise, however, a temporary reverse movement of the vehicle occurs when the driving force is switched from the strong creep condition to the weak creep condition while the vehicle is stopped. This is because the driving force limiting a backward movement of the vehicle is reduced. In order to prevent such a temporary backward movement of the vehicle, the driving force is switched to the middle creep condition, which is between the strong creep condition and the weak creep condition. When this happens, the driver presses the brake pedal BP with force.

• I) Der Bremsschalter BSW ist EIN. Dies gilt, da der Fahrer nicht beabsichtigt, die Antriebskraft zu reduzieren, wenn das Bremspedal BP nicht betätigt wird.
• II) Der Vorwärtsbereich (D/L-Bereich) ist ausgewählt. Es ist notwendig, in den Mittelkriechzustand zu schalten, während ein Vorwärtsbereich ausgewählt ist, da die Antriebskraft in den Schwachkriechzustand geschaltet wird, während der Positionierschalter in den D-Bereich oder den L-Bereich geschaltet ist. Ein Schalten in den Mittelkriechzustand ist in dem N/P-Bereich nicht notwendig, da der Schwachkriechzustand ausgewählt wird, sobald das Getriebe umgeschaltet ist. Außerdem ist ein Umschalten in den Mittelkriechzustand in dem R-Bereich nicht notwendig, da in dem R-Bereich der Starkkriechzustand aufrechterhalten bleibt.
• III) Das Fahrzeug ist angehalten (Fahrzeuggeschwindigkeit = 0 km/h). Antriebskraft wird in den Schwachkriechzustand geschaltet, um eine

The above conditions necessary for the mean creeping instruction are described.

• I) The brake switch BSW is ON. This is because the driver does not intend to reduce the driving force when the brake pedal BP is not operated.
• II) The forward range (D / L range) is selected. It is necessary to switch to the center creep condition while a forward range is selected because the drive force is switched to the weak creep condition while the positioning switch is switched to the D range or the L range. Switching to the middle creep state is not necessary in the N / P range because the weak creep condition is selected once the transmission is switched. In addition, switching to the middle creep condition in the R range is not necessary because the strong creep condition is maintained in the R range.
• III) The vehicle is stopped (vehicle speed = 0 km / h). Driving force is switched to the weak creep condition to one

deterioration Fuel consumption and vibration of the vehicle while the vehicle in the strong creep state, to prevent. The middle creep condition becomes a transitional condition in the weak creep condition needed.

A judgment as to whether or not the driving force is in the weak creep condition, the strong creep condition for driving or the center creep condition is based on the hydraulic pressure instruction value for the starting clutch of the CVT 3 executed.

[Conditions for automatic Stopping the machine]

For the purpose of further improving fuel economy, the engine becomes 1 automatically stopped while the vehicle stops. Conditions for automatically stopping the machine 1 will be described. If all the in 9 conditions are met, a machine stop instruction (F_ENGOFF) is transmitted and the machine 1 is automatically stopped. The automatic machine stop operation of the machine 1 is executed by the drive motor stop unit. Therefore, the following conditions for the automatic machine stop in the drive motor stop unit are judged. In particular, the conditions for the automatic machine stop in the FI / MG-ECU 4 and the CVT-ECU 6 assessed. If the FI / MG-ECU 4 judged that all of the following conditions I) to VIII) are satisfied, then for F_MGSTB 1 certainly. When the CVT-ECU 6 judged that all of the following conditions XI) to XV) are satisfied, then F_CVTOK 1 certainly.

• I) Der Bremsschalter BSW ist EIN. Dies dient zum Warnen des Fahrers. Der Fahrer setzt seinen Fuß auf das Bremspedal BP, wenn der Bremsschalter BSW auf EIN steht. Wenn daher die Maschine 1 angehalten wird und die Antriebskraft verloren geht, so kann der Fahrer einfach eine Bremspedalbelastung erhöhen, bevor das Fahrzeug sich unbeabsichtigt an einem Hang nach hinten bewegt.
• II) Die Wassertemperatur der Maschine liegt über einem bestimmten Wert. Dies ist dafür vorgesehen, dass der Start/Stopp-Betrieb der Maschine 1 ausgeführt werden sollte, wenn sich die Maschine 1 in stabilen Zuständen befindet. Wenn in einem kalten Gebiet die Wassertemperatur niedrig ist, so kann die Maschine 1 möglicherweise nicht wieder starten.
• III) Die Fahrzeuggeschwindigkeit hat nach dem Maschinenstart einmal 5 km/h erreicht. Dies ist dafür vorgesehen, dass eine Lenkbetätigung in einer Garage unterstützt wird, während sich das Fahrzeug in Kriechfahrt bewegt. Die Lenkbetätigung in einer Garage wird zeitaufwendig sein, wenn die Maschine jedes Mal dann, wenn das Fahrzeug zum Ändern der Lenkrichtungen anhält, gestoppt wird.
• IV) Positionierschalter PSW und Modusschalter MSW wählen andere als den R-Bereich/D-Bereich (S-Modus)/L-Bereich, d.h. der N-Bereich/D-Bereich (D-Modus)/P-Bereich ist ausgewählt. Dies ist aus den folgenden Gründen vorgesehen. Eine Lenkbetätigung in einer Garage bei Auswahl des R-Bereichs oder des L-Bereichs wird zeitaufwendig sein, wenn die Maschine 1 jedes Mal dann, wenn das Fahrzeug zum Ändern der Lenkrichtungen anhält, stoppt. Wenn der Positionierschalter PSW den D-Bereich auswählt und der Modusschalter MSW den S-Modus auswählt, so erwartet der Fahrer einen schnellen Startbetrieb des Fahrzeugs.
• V) Die Kapazität der Batterie liegt über einem bestimmten Wert. Wenn die Restkapazität der Batterie nicht ausreichend ist, um die Maschine 1 zu starten, so kann der Motor die Maschine 1 nach dem Stoppen der Maschine nicht starten.
• VI) der Elektrizitätsverbrauch liegt unter einem bestimmten Wert. Dies ist zum Sicherstellen einer ausreichenden elektrischen Versorgung der Lasten.
• VII) Die Belastung der Konstantdruckkammer der Hauptenergieeinrichtung MP liegt über einem bestimmten Wert. Dies ist vorgesehen, da die Verstärkung der Bremsbelastung beim Betätigen des Bremspedals BP um so geringer ist, je geringer der Unterdruck in der Konstantdruckkammer der Hauptenergieeinrichtung MP ist, was zu einer verschlechterten Bremsleistung führt. Da Unterdruck in der Konstantdruckkammer aus dem Ansaugrohr der Maschine 1 erhalten wird, wird der Unterdruck in der Konstantdruckkammer weitaus geringer, wenn die Maschine 1 bei geringeren Unterdrücken gestoppt wird. Dies führt zu einer reduzierten Verstärkung der Bremsbelastung, wenn der Fahrer das Bremspedal BP betätigt, und resultiert somit in einer verschlechterten Bremsleistung.
• VIII) Das Beschleunigungspedal ist nicht betätigt (TH AUS). Da der Fahrer keine weitere Zunahme der Antriebskraft beabsichtigt, kann die Maschine 1 automatisch gestoppt werden.
• IX) Alle Bedingungen für den automatischen Maschinenstopp in der FI/MG-ECU 4 sind erfüllt. Wenn nicht sämtliche der in der FI/MG-ECU 4 beurteilten Maschinenstoppbedingungen erfüllt sind, so ist es nicht bevorzugt, den automatischen Maschinenstoppbetrieb auszuführen.
• X) Die Fahrzeuggeschwindigkeit beträgt 0 km/h. Antriebskraft wird nicht benötigt, wenn das Fahrzeug anhält.
• XI) Das Übersetzungsverhältnis des CVT ist niedrig. Dies ist vorgesehen, da ein problemloser Startbetrieb des Fahrzeugs nicht ausgeführt werden kann, sofern das Übersetzungsverhältnis des CVT (Riemenscheibenverhältnis) nicht niedrig ist.
• XII) Die Öltemperatur des CVT liegt über einem bestimmten Wert. Wenn die Öltemperatur des CVT 3 niedrig ist, so wird ein Anlaufen für den Hydraulikdruck der Startkupplung Verzögerung verursachen. Eine vom Maschinenstart zum Starkkriechzustand benötigte Zeit wird daher verlängert und das Fahrzeug wird sich an einem Hang rückwärts bewegen.
• XIII) Das Beschleunigungspedal ist nicht betätigt (TH AUS). Da der Fahrer keine weitere Erhöhung der Antriebskraft beabsichtigt, kann die Maschine 1 automatisch gestoppt werden.
• XIV) Die Bremskraft-Steuer-/Regeleinheit BCU ist normal. Da Bremskraft nicht aufrechterhalten wird, wenn sich die Bremskraft-Steuer-/Regeleinheit BCU außer Betrieb befindet, wird der Starkkriechzustand beibehalten, um eine unbeabsichtigte Rückwärtsbewegung des Fahrzeugs zu verhindern.
• XV) [(1) Bremskraft wird aufrechterhalten (Elektromagnetventil SV in der Absperrstellung) und Bremsschalter BSW ist EIN] oder [(2) Positionierschalter PSW wählt den N-Bereich/P-Bereich]. Dies ist aus den folgenden Gründen vorgesehen:
• (1) Solange die Bremskraft aufrechterhalten wird, bewegt sich das Fahrzeug an einem Hang selbst dann nicht rückwärts, wenn die Maschine automatisch gestoppt ist und Antriebskraft aufgehoben ist. Wenn ferner der Bremsschalter BSW auf EIN steht, so setzt der Fahrer seinen Fuß auf das Bremspedal BP. Wenn daher die Maschine 1 gestoppt ist und die Antriebskraft aufgehoben ist, so kann der Fahrer leicht eine Bremspedalbelastung erhöhen, bevor sich das Fahrzeug an einem Hang unbeabsichtigt nach hinten bewegt.
• (2) Wenn das Fahrzeug anhält, wobei der Positionierschalter PSW den P-Bereich oder den N-Bereich auswählt, so beabsichtigt der Fahrer, das Fahrzeug anzuhalten. Die Maschine 1 kann daher automatisch gestoppt werden. In diesem Zustand wird die Maschine 1 automatisch selbst dann gestoppt, wenn die Bremskraft-Steuer-/Regeleinheit BCU nicht betätigt ist.

Each of the conditions for the automatic machine stop will be described.

• I) The brake switch BSW is ON. This is to warn the driver. The driver puts his foot on the brake pedal BP when the brake switch BSW is ON. If therefore the machine 1 is stopped and the driving force is lost, the driver can easily increase a brake pedal load before the vehicle unintentionally moves on a slope backwards.
• II) The water temperature of the machine is above a certain value. This is intended for the start / stop operation of the machine 1 should be done when the machine 1 in stable states. If the water temperature is low in a cold area, then the machine can 1 may not start again.
• III) The vehicle speed has reached 5 km / h once after starting the engine. This is intended to assist a steering operation in a garage while the vehicle is in crawl. The steering operation in a garage will be time consuming if the engine is stopped every time the vehicle stops to change the steering directions.
• IV) Position switch PSW and mode switch MSW select other than R range / D range (S mode) / L range, ie, N range / D range (D mode) / P range is selected. This is for the following reasons see. A steering operation in a garage when selecting the R range or the L range will be time consuming when the engine 1 every time the vehicle stops to change the steering directions stops. When the positioning switch PSW selects the D range and the mode switch MSW selects the S mode, the driver awaits a quick start operation of the vehicle.
• V) The capacity of the battery is above a certain value. If the remaining capacity of the battery is insufficient to power the machine 1 so the engine can start the engine 1 Do not start after stopping the machine.
• VI) the electricity consumption is below a certain value. This is to ensure a sufficient electrical supply of the loads.
• VII) The load of the constant pressure chamber of the main energy device MP is above a certain value. This is because the smaller the negative pressure in the constant pressure chamber of the main power device MP, the lower the gain of the braking load when the brake pedal BP is operated, resulting in deteriorated braking performance. Since negative pressure in the constant pressure chamber from the intake pipe of the machine 1 is obtained, the negative pressure in the constant pressure chamber is much lower when the machine 1 is stopped at lower pressures. This leads to a reduced increase in the braking load when the driver operates the brake pedal BP, and thus results in a deteriorated braking performance.
• VIII) The accelerator pedal is not actuated (TH OFF). Since the driver does not intend any further increase in motive power, the machine may 1 be stopped automatically.
• IX) All conditions for automatic machine stop in the FI / MG-ECU 4 are fulfilled. If not all of those in the FI / MG-ECU 4 judged machine stop conditions are met, it is not preferable to perform the automatic machine stop operation.
• X) The vehicle speed is 0 km / h. Driving force is not needed when the vehicle stops.
• XI) The transmission ratio of the CVT is low. This is because trouble-free starting operation of the vehicle can not be performed unless the gear ratio of the CVT (pulley ratio) is low.
• XII) The oil temperature of the CVT is above a certain value. When the oil temperature of the CVT 3 is low, then starting for the hydraulic pressure of the starting clutch will cause deceleration. A time required from the start of the engine to the strong creep condition is therefore prolonged and the vehicle will move backwards on a slope.
• XIII) The accelerator pedal is not actuated (TH OFF). Since the driver does not intend to further increase the driving force, the machine can 1 be stopped automatically.
• XIV) The brake force control unit BCU is normal. Since braking force is not maintained when the brake force control unit BCU is out of operation, the strong creep condition is maintained to prevent inadvertent reverse movement of the vehicle.
• XV) [(1) Braking force is maintained (solenoid valve SV in the shut-off position) and brake switch BSW is ON] or [(2) Positioning switch PSW selects the N range / P range]. This is for the following reasons:
• (1) As long as the braking force is maintained, the vehicle does not move backward on a slope even if the engine is automatically stopped and driving force is canceled. Further, when the brake switch BSW is ON, the driver puts his foot on the brake pedal BP. If therefore the machine 1 is stopped and the driving force is canceled, the driver can easily increase a brake pedal load before the vehicle unintentionally moves backwards on a slope.
• (2) When the vehicle stops, with the positioning switch PSW selecting the P range or the N range, the driver intends to stop the vehicle. The machine 1 can therefore be stopped automatically. In this state, the machine becomes 1 automatically stopped even when the brake force control unit BCU is not operated.

<Conditions for releasing the braking force>

• I) Der Positionierschalter PSW wählt den N-Bereich/P-Bereich und der Bremsschalter BSW steht auf AUS.
• II) Eine bestimmte Verzögerungszeit ist nach dem Schalten des Bremsschalters BSW auf AUS verstrichen.
• III) Die Kriechkraft ist angestiegen und der Bremsschalter BSW steht auf AUS.
• IV) Die Fahrzeuggeschwindigkeit liegt über 20 km/h.

The conditions for the braking force control unit BCU to release the braking force will be described. As in 10A is shown, the braking force is released if any of the following conditions is met:

• I) The positioning switch PSW selects the N range / P range and the brake switch BSW is OFF.
• II) A certain delay time has elapsed after switching the brake switch BSW to OFF.
• III) The creeping force has increased and the brake switch BSW is OFF.
• IV) The vehicle speed is over 20 km / h.

If any of the above conditions is met, then the solenoid valves SV switched to the passage position to the braking force to be maintained to solve.

• I) Der Positionierschalter PSW wählt den N-Bereich/P-Bereich und der Bremsschalter BSW steht auf AUS. Dies ist vorgesehen, um einen unnötigen Betrieb der Bremskraft-Steuer-/Regeleinheit BCU zu vermeiden.
• II) Eine bestimmte Verzögerungszeit ist verstrichen, nachdem der Bremsschalter BSW auf AUS gestellt wurde. Als Störsicherungsaktion ist es nicht bevorzugt, dass nach dem Freigeben des Bremspedals BP Bremskraft permanent aufrechterhalten bleibt und ein Schleifen der Bremse auftritt. In diesem Beispiel beträgt die Verzögerungszeit ungefähr 2 Sekunden nach der Freigabe des Bremspedals BP, d.h. nachdem der Bremsschalter BSW auf AUS steht.
• III) Die Kriechkraft ist angestiegen und der Bremsschalter BSW steht auf AUS. In diesem Zustand befindet sich die Antriebskraft in dem Prozess des Ansteigens in den Starkkriechzustand. Unter Berücksichtigung der Trägheitskraft und des Rollwiderstands (zunehmende Antriebskraft) des Fahrzeugs, wird jedoch eine unerwartete Rückwärtsbewegung des Fahrzeugs an einem Anstieg beschränkt. Der Fahrer kann das Fahrzeug außerdem an einem Gefälle ohne plötzlichen Stoß starten.
• IV) Die Fahrzeuggeschwindigkeit liegt über 20 km/h. Dies ist vorgesehen, um ein unnötiges Schleifen der Bremse als Störsicherungsaktion zu verhindern.

Each of the above conditions is described.

• I) The positioning switch PSW selects the N range / P range and the brake switch BSW is OFF. This is provided to avoid unnecessary operation of the brake force control unit BCU.
• II) A certain delay time has elapsed after the brake switch BSW has been turned OFF. It is not preferable as the disturbance prevention action that brake force is maintained permanently after releasing the brake pedal BP, and brake dragging occurs. In this example, the delay time is about 2 seconds after the brake pedal BP is released, that is, after the brake switch BSW is OFF.
• III) The creeping force has increased and the brake switch BSW is OFF. In this state, the driving force is in the process of rising to the strong creep condition. However, considering the inertial force and the rolling resistance (increasing driving force) of the vehicle, an unexpected backward movement of the vehicle is limited to an increase. The driver can also start the vehicle on a downhill slope without a sudden impact.
• IV) The vehicle speed is over 20 km / h. This is intended to prevent unnecessary grinding of the brake as an interference control action.

[Creep increase state requirement]

• I) Hydraulikdruck-Anweisungswert der Startkupplung im CVT 3 liegt über einem bestimmten Wert.
• II) Eine bestimmte Zeit ist verstrichen, nachdem die Maschine 1 automatisch gestoppt und dann wieder gestartet wurde.

The requirement for a creep condition will be described. As in 10B is shown, if any of the following conditions I) and II) is satisfied, it is considered that the creep driving force has increased.

• I) Hydraulic pressure instruction value of the starting clutch in the CVT 3 is above a certain value.
• II) A certain time has passed after the machine 1 automatically stopped and then restarted.

These Both conditions are in the driving force control unit DCU judged. In the creep increase state, the driving force is been enlarged to such an extent that a backward movement the vehicle is prevented on slope, with inertial force and the rolling resistance (increasing driving force) of the vehicle considered become. Therefore, even if the operation of the braking force control unit BCU is canceled and the braking force is lost, a backward movement of the vehicle prevented. The creep increase state also includes a Condition, a slight backward movement of the vehicle, as long as the increasing driving force the Backward movement of the Vehicle minimized.

• I) Wenn der Hydraulikdruck-Anweisungswert der Startkupplung im CVT 3 über einem bestimmten Wert liegt, so wurde die Antriebskraft in einem solchen Ausmaß erhöht, dass eine Rückwärtsbewegung des Fahrzeugs aus den oben erwähnten Gründen verhindert wird. Daher wird eine Rückwärtsbewegung des Fahrzeugs selbst dann verhindert, wenn die Bremskraft aufgehoben wurde. Der Fahrer kann außerdem das Fahrzeug an einem Gefälle ohne einen plötzlichen Stoß starten. „Der Hydraulikdruck-Anweisungswert liegt über einem bestimmten Wert" zeigt an, dass der Hydraulikdruck-Anweisungswert – dieser wird an das Linearelektromagnetventil übertragen, welches den Hydraulikdruck für die Eingriffskraft der Startkupplung steuert/regelt – auf im Wesentlichen die Hälfte zwischen dem Schwachkriechzustand und dem Starkkriechzustand im Prozess des Umschaltens von dem Schwachkriechzustand in den Starkkriechzustand vergrößert worden ist.
• II) Eine bestimmte Zeit ist verstrichen, nachdem die Maschine 1 automatisch gestoppt und dann wieder gestartet worden ist. Dies ist vorgesehen, da die Antriebskraft in solchem Ausmaß vergrößert worden ist, dass eine Rückwärtsbewegung des Fahrzeugs selbst nach dem Lösen der aufrecht zu erhaltenden Bremskraft aus dem oben erwähnten Grund verhindert wird. Dies dient auch zum Sicherstellen eines problemlosen Startbetriebs des Fahrzeugs an einem Gefälle ohne einen plötzlichen Stoß. Eine Zeitzählung wird eingeleitet, wenn die Maschine 1 automatisch wieder gestartet wird und die Zuleitung von Drucköl zur Startkupplung begonnen wird. Hydrauliköl ist aus der Öldruckkammer der Startkupplung im CVT 3 ausgelassen worden, während die Maschine 1 angehalten ist. Daher gibt es einen Zwischenraum oder ein Spiel für den Vorwärtshub des die Kupplung beaufschlagenden Kolbens, wenn die Maschine 1 gestartet wird und die Zuleitung des Drucköls eingeleitet wird. Aus diesem Grund entspricht der Hydraulikdruck-Anweisungswert für das Linearelektromagnetventil der Startkupplung nicht dem tatsächlichen Hydraulikdruckwert (Antriebskraft-Übertragungskapazität). Wenn die Antriebskraft aus dem Maschinenstoppzustand heraus vergrößert wird, so ist es unmöglich, den Kriechzunahmezustand auf Grundlage des Hydraulikdruck-Anweisungswerts der Startkupplung zu beurteilen. Im Ergebnis wird der Kriechzunahmezustand beurteilt, wenn ein Zeitnehmer eine bestimmte Zeitdauer zählt, nachdem die Zuleitung des Drucköls zur Startkupplung eingeleitet ist.

The above conditions necessary for the creep increase state are described.

• I) When the hydraulic pressure instruction value of the starting clutch in the CVT 3 is above a certain value, the driving force has been increased to such an extent that a backward movement of the vehicle is prevented for the reasons mentioned above. Therefore, a backward movement of the vehicle is prevented even when the braking force has been canceled. The driver may also start the vehicle on a downhill without a sudden impact. "The hydraulic pressure command value is over a certain value" indicates that the hydraulic pressure command value - which is transmitted to the linear solenoid valve which controls the hydraulic pressure for the engagement force of the starting clutch - becomes substantially halfway between the weak creep condition and the strong creep condition in the process of switching from the weak creep condition to the strong creep condition.
• II) A certain time has passed after the machine 1 automatically stopped and then restarted. This is because the driving force has been increased to such an extent as to prevent backward movement of the vehicle even after releasing the braking force to be maintained for the reason mentioned above. This also serves to ensure trouble-free starting operation of the vehicle on a downhill without a sudden shock. A time count is initiated when the machine 1 automatically restarted and the supply of pressurized oil to the starting clutch is started. Hydraulic oil is from the oil pressure chamber of the starting clutch in the CVT 3 been omitted while the machine 1 is stopped. Therefore, there is a clearance or clearance for the forward stroke of the clutch engaging piston when the engine 1 is started and the supply of the pressure oil is initiated. For this reason, the hydraulic pressure instruction value for the linear solenoid valve of the starting clutch does not correspond to the actual hydraulic pressure value (driving force transmission capacity). When the driving force is increased from the engine stop state, it is impossible to judge the creep increase state based on the hydraulic pressure instruction value of the starting clutch. As a result, the creep increase state is judged when a timer counts a certain period of time after the supply of the pressurized oil to the starting clutch is initiated.

[For the strong creep instruction necessary conditions]

• I) [(1) Bremsschalter ist AUS oder Drosselklappe ist EIN, und Vorwärts-Bereich (D/L-Bereich) ist ausgewählt] oder [(2) Positionierschalter PSW wählt den Rückwärts-(R)-Bereich] und (3) Fahrzeuggeschwindigkeit liegt bei 5 km/h oder niedriger.
• II) Eine Rückwärtsbewegung des Fahrzeugs wird erfasst. Die zweite, für die Starkkriechanweisung notwendige Bedingung ist dagegen die, dass entweder III) oder IV) erfüllt ist (11B).
• III) [(1) Bremsschalter ist AUS oder Drosselklappe ist EIN, und Vorwärts-Bereich (D/L-Bereich) ist ausgewählt] oder [(2) Positionierschalter PSW wählt den Rückwärts-(R)-Bereich] und (3) Fahrzeuggeschwindigkeit liegt bei 5 km/h oder darunter.
• IV) Ein Fahrzeuggeschwindigkeitsimpuls wird eingegeben und das Fahrzeug ist vollständig angehalten, bevor der Fahrzeuggeschwindigkeitsimpuls eingegeben wird.

Conditions for a strong creep instruction are described. The strong creep instruction (F_SCRP) is transmitted if any of the following two, in 11A and 11B conditions shown is met. The first condition necessary for the strong creep instruction is that either I) or II) is met ( 11A ).

• I) [(1) Brake switch is OFF or throttle is ON, and forward range (D / L range) is selected] or [(2) Position switch PSW selects the reverse (R) range] and (3) Vehicle speed is 5 km / h or lower.
• II) A backward movement of the vehicle is detected. The second condition necessary for the strong creeping instruction, on the other hand, is that either III) or IV) is fulfilled ( 11B ).
• III) [(1) Brake switch is OFF or throttle is ON and forward range (D / L range) is selected] or [(2) Position switch PSW selects the reverse (R) range] and (3) Vehicle speed is 5 km / h or less.
• IV) A vehicle speed pulse is input and the vehicle is fully stopped before the vehicle speed pulse is input.

In the first and the second condition, that for the strong creeping instruction are necessary, I) and III) are identical, while II) and IV) are different. An explanation condition III) is therefore omitted. These conditions I) to IV) are judged in the driving force control unit DCU.

each The above conditions are described below.

• (1) Der Bremsschalter ist AUS oder die Drosselklappe ist EIN, und ein Vorwärts-Bereich (D/L-Bereich) ist ausgewählt. Da der Fahrer einen Startbetrieb einleitet, wird die Antriebskraft in den Starkkriechzustand geändert. Der Fahrer hat die Absicht, das Fahrzeug zu starten, da der Positionierschalter PSW in den D-Bereich oder den L-Bereich geschaltet ist und ferner die Betätigung des Bremspedals BP gelöst oder stattdessen das Beschleunigungspedal betätigt ist. Somit wird Antriebskraft von dem Schwachkriechzustand in den Starkkriechzustand geschaltet. Mit der Betätigung des Beschleunigungspedals nimmt die Antriebskraft-Übertragungskapazität selbst nach dem Erreichen der größeren Antriebskraft-Übertragungskapazität auf eine Kapazität zu, die es ermöglicht, die gesamte am Antriebsmotor erzeugte Antriebskraft zu übertragen (ein höherer Zustand als die höhere Antriebskraft-Übertragungskapazität). Das den Starkkriechzustand anzeigende Flag (F_SCRPON) wird jedoch gehalten, bis ein anderes Flag aktiviert wird.
• (2) Der Positionierschalter PSW wählt den Rückwärts-(R)-Bereich. Dies ist vorgesehen, um ein problemloses Kriechfahren im R-Bereich zu gewährleisten. Wenn der Positionierschalter PSW den R-Bereich wählt, so erwartet der Fahrer einen Lenkbetrieb in einer Garage, wobei die Antriebskraft in den Starkkriechzustand geschaltet ist. Daher wird die Antriebskraft von dem Schwachkriechzustand in den Starkkriechzustand geschaltet.
• (3) Die Fahrzeuggeschwindigkeit liegt bei 5 km/h oder darunter. Dies ist vorgesehen, da der Starkkriechzustand zum Fahren bei einer Fahrzeuggeschwindigkeit über 5 km/h von dem Starkkriechzustand bei einer Fahrzeuggeschwindigkeit von 5 km/h oder niedriger unterschieden werden kann.

First, (1) to (3) of Condition I) will be described. However, since these are identical to those of Condition III), an explanation will be omitted with reference to (1) to (3) of Condition III).

• (1) The brake switch is OFF or the throttle is ON, and a forward range (D / L range) is selected. Since the driver initiates a starting operation, the driving force is changed to the strong creep condition. The driver intends to start the vehicle because the positioning switch PSW is switched to the D range or the L range, and further the operation of the brake pedal BP is released, or instead, the accelerator pedal is operated. Thus, driving force is switched from the weak creep condition to the strong creep condition. With the operation of the accelerator pedal, even after the larger driving force transmission capacity is attained, the driving force transmission capacity increases to a capacity which makes it possible to transmit all the driving force generated at the drive motor (a higher state than the higher driving force transmission capacity). However, the strong creep condition indicating flag (F_SCRPON) is held until another flag is activated.
• (2) The positioning switch PSW selects the reverse (R) range. This is intended to ensure trouble-free creeping in the R range. When the positioning switch PSW selects the R range, the driver awaits a steering operation in a garage with the driving force switched to the strong creep condition. Therefore, the driving force is switched from the weak creep condition to the strong creep condition.
• (3) The vehicle speed is 5 km / h or less. This is because the strong creep condition for driving at a vehicle speed higher than 5 km / h can be distinguished from the strong creep condition at a vehicle speed of 5 km / h or lower.

II) A backward movement of the vehicle is detected. When the vehicle starts to move backward on a steep slope, the backward movement force being derived from the vehicle's own weight being greater than the braking force, a driving force in the strong creep condition prevents the vehicle from moving backward. When the vehicle stops on a rise, the total amount of driving force withstands in the weak creep condition (driving force is zero when the engine 1 is automatically stopped) and braking force of the reverse movement force of the vehicle. However, since the rearward movement force is greater the greater the inclination angle of the slope, the vehicle starts to move backward on the steep slope when the rearward movement force is greater than the total amount of driving force in the weak creep condition and the braking force. For this reason, when a backward movement of the vehicle is detected, the driving force is always switched from the weak creep condition to the strong creep condition to generate sufficient driving force against the slope.

With reference to 13 For example, means for detecting a backward movement of the vehicle will be described. For example, helical gears HG (A), HG (B) are at a position after the starting clutch of the CVT 3 intended. The helical gears HG (A), HG (B) may be provided at arbitrary positions as long as they are rotatable with the tires. As in 13A 1, gear teeth of the helical gears HG (A), HG (B) are shown in FIG helical and diagonal relationship arranged around the edge of the gear. The phase of the gear tooth shifts in the directions ➀ and mit with the rotation of the helical gears HG (A), HG (B). For this, electromagnetic pickups P (A), P (B) are provided on the respective helical gears HG (A), HG (FIG. B) are provided so that they are aligned on the same axis AX of the helical gears. The electromagnetic pickup P (A), P (B) grasp the front ends of the gear tooth. A direction of rotation is obtained from the pulse phase difference based on the two pulses detected in the electromagnetic pickups P (A), P (B). How best in 13B 2, the pulse detected at the electromagnetic pickup P (B) shifts rearward from that detected at the electromagnetic pickup P (A) when the helical gears HG (A), HG (B) are shifted into the ➀ Direction. In other words, the front end of the gear teeth of the helical gear HG (A) is detected in front of the gear teeth of the helical gear HG (B). On the other hand, when the helical gears HG (A), HG (B) rotate in the direction ➁, the pulse detected at the electromagnetic pickup P (B) shifts forward relative to that detected at the electromagnetic pickup P (A) ( 13C ). In other words, the front end of the gear teeth of the helical gear HG (A) is detected after the gear teeth of the helical gear HG (B). The direction of rotation is therefore detected by the pulse phase difference. Based on the rotation in the ➀ direction indicating a backward movement of the vehicle, a backward movement is detected by the relative positions of the two pulses obtained from the above-mentioned electromagnetic pickups P (A), P (B). As long as there is a phase difference, any known wheels can be used instead of helical gears HG (A), HG (B).

IV) A vehicle speed pulse is input and the vehicle is fully stopped before the vehicle speed pulse is input. This is provided for the following reasons. When the vehicle moves out of the fully stopped position, a backward movement (possible backward movement) of the vehicle is detected, and the driving force is then switched to the strong creep state to keep the vehicle against the slope. Although a movement of the vehicle is detected, no judgment is made for specifying the direction as to whether the vehicle is moving forward or backward. When the vehicle stops on a rise, the total amount of driving force withstands in the weak creep condition (driving force is 0 when the engine 1 is automatically stopped) and the braking force of the Rückwärtsbewegungskraft of the vehicle. However, since the rearward movement force is greater the greater the inclination angle of the slope, the vehicle starts to move forward (on a downhill slope) or backward (on a rise) with a motive force derived from that the own weight of the vehicle is greater than the total amount of driving force in the weak creep condition and the braking force. For this reason, the drive force is switched from the weak creep condition to the strong creep condition when a forward or reverse shift (ie

Shift) of the vehicle is detected, sufficient driving force against the To create a slope. For the detection that the vehicle is completely stopped becomes Vehicle speed pulse of 0 detected before the vehicle speed pulse is entered. A displacement of the vehicle is even out detected a vehicle speed pulse.

The Driving force can be switched to the strong creep condition even then when the vehicle shifts in the same direction, as the driver intended.

[Conditions for automatic Starting the machine]

• I) Die Betätigung des Bremspedals BP wird gelöst (Bremsschalter BSW ist AUS). Dies ist vorgesehen, da eine Beurteilung des Startbetriebs ausgeführt wird, wenn der Fahrer das Bremspedal BP freigibt. Wenn der Fahrer das Bremspedal BP in dem D-Bereich/D-Modus freigibt, so wird angenommen, dass der Fahrer den Startvorgang einleitet. Die Maschine 1 wird daher automatisch gestartet. Dagegen gibt der Fahrer im P-Bereich oder im N-Bereich das Bremspedal BP frei, um anzuhalten und das Fahrzeug zu verlassen. In diesem Fall wird die Maschine 1 automatisch gestartet, um den Fahrer daran zu erinnern, das Fahrzeug nicht zu verlassen, ohne den Zündschalter auszuschalten.
• II) Der Positionierschalter PSW und der Modusschalter MSW wählen den R-Bereich/D-Bereich (S-Modus)/L-Bereich. Dies ist vorgesehen, da der Fahrer beabsichtigt, das Fahrzeug schnell zu starten, wenn der Positionierschalter PSW und der Modusschalter MSW nach dem Stoppen der Maschine 1 den R-Bereich/D-Bereich (S-Modus)/L-Bereich auswählen. Wenn daher die Maschine 1 gestoppt wird und das Getriebe nicht in den R-Bereich/D-Bereich (S-Modus)/L-Bereich gewählt ist und anschließend in den R-Bereich/D-Bereich (S-Modus)/L-Bereich geschaltet wird, so wird die Maschine 1 automatisch gestartet.
• III) Die Restkapazität der Batterie liegt unterhalb eines bestimmten Werts. Dies ist vorgesehen, da die Maschine 1 nicht automatisch gestartet wird, wenn die Restkapazität der Batterie nicht ausreichend ist. Die Maschine 1 wird nicht gestoppt, solange die Restkapazität der Batterie nicht über einem bestimmten Wert liegt. Die Kapazität der Batterie kann sich jedoch verringern, nachdem die Maschine 1 automatisch gestoppt ist. In diesem Fall wird die Maschine 1 automatisch gestartet, um die Batterie zu laden. Der bestimmte Wert wird höher gesetzt als die kritische Batteriekapazität, unterhalb welcher die Maschine 1 nicht gestartet wird.
• IV) Der Elektrizitätsverbrauch liegt über einem bestimmten Wert. Während Elektrizitätsverbraucher, wie etwa das Licht, in Betrieb sind, nimmt die Kapazität der Batterie schnell ab. Im Ergebnis wird die Maschine 1 nicht wieder gestartet. Aus diesem Grund wird die Maschine 1 unabhängig von der Restkapazität der Batterie automatisch gestartet, wenn der Elektrizitätsverbrauch über einem bestimmten Wert liegt.
• V) Der Unterdruck der Hauptenergieeinrichtung MP liegt unterhalb eines bestimmten Werts. Je geringer der Unterdruck an der Hauptenergieeinrichtung MP ist, desto weniger Bremskraft wird erhalten. Daher wird die Maschine 1 wieder gestartet, um ausreichend Bremskraft zu gewährleisten.
• VI) Das Beschleunigungspedal ist betätigt (TH EIN). Dies ist vorgesehen, da der Fahrer eine Antriebskraft durch die Maschine 1 erwartet. Daher wird die Maschine 1 automatisch gestartet, wenn das Beschleunigungspedal betätigt wird.
• VII) Die Bedingung für den automatischen Maschinenstart in der FI/MG-ECU 4 ist erfüllt. Dies ist vorgesehen, da die CVT-ECU 6 auch die Bedingungen für den automatischen Maschinenstart der FI/MG-ECU 4 beurteilt.
• VIII) Das Beschleunigungspedal ist betätigt (TH EIN). Dies ist vorgesehen, da der Fahrer Antriebskraft durch die Maschine 1 erwartet. Daher wird die Maschine 1 automatisch gestartet, wenn das Beschleunigungspedal betätigt wird.
• IX) Eine Betätigung des Bremspedals BP wird gelöst (Bremsschalter BSW ist AUS). Dies ist vorgesehen, da eine Beurteilung des Startbetriebs ausgeführt wird, wenn der Fahrer das Bremspedal BP freigibt. Wenn der Fahrer das Bremspedal BP in dem D-Bereich/D-Modus freigibt, so wird angenommen, dass der Fahrer den Startvorgang einleitet. Daher wird die Maschine 1 automatisch gestartet.
• X) Bremskraft-Steuer-/Regeleinheit BCU ist außer Betrieb. Wenn die Bremskraft-Steuer-/Regeleinheit BCU außer Betrieb ist und Bremskraft nicht aufrechterhalten wird, so verschiebt sich das Fahrzeug beim automatischen Maschinenstoppbetrieb an einem Hang nach hinten (nach vorn). Wenn daher ein Elektromagnetventil SV der Bremskraft-Steuer-/Regeleinheit BCU außer betrieb ist, so wird die Maschine 1 automatisch gestartet und das Fahrzeug wird im Starkkriechzustand gehalten. Wenn ein Fehler in der Bremskraft-Steuer-/Regeleinheit BCU nach dem Stoppen der Maschine 1 erfasst wird, so wird die Maschine 1 sofort derart gestartet, dass die Antriebskraft des Fahrzeugs in dem Starkkriechzustand gehalten wird. Dies ist vorgesehen, da es möglich ist, dass beim Starten des Fahrzeugs nach Freigabe des Bremspedals BP Bremskraft nicht aufrechterhalten wird. Mit anderen Worten ist es der Starkkriechzustand, welcher verhindert, dass sich das Fahrzeug unbeabsichtigt rückwärts bewegt und einen problemlosen Startbetrieb des Fahrzeugs unterstützt.
• XI) Rückwärtsverschiebung des Fahrzeugs wird erfasst. Wenn das Fahrzeug beginnt, sich an einem steilen Hang rückwärts zu verschieben, wobei die Rückwärtsverschiebungskraft daraus abgeleitet ist, dass das eigene Gewicht des Fahrzeugs größer als die Bremskraft ist, so wird das Fahrzeug durch die Antriebskraft der Maschine 1 daran gehindert, sich rückwärts zu verschieben. Wenn das Fahrzeug an einem Anstieg anhält, so widersteht die Bremskraft der Rückwärtsverschiebungskraft des Fahrzeugs. Da jedoch die Rückwärtsverschiebungskraft umso größer ist, je größer der Neigungswinkel des Hangs ist, beginnt das Fahrzeug bei einer Rückwärtsverschiebungskraft, die größer ist als die Bremskraft, sich an dem steilen Hang rückwärts zu verschieben. Aus diesem Grund wird die Antriebskraft dann, wenn eine Rückwärtsverschiebung des Fahrzeugs erfasst wird, in jedem Falle aus dem Maschinenstoppzustand in den Starkkriechzustand geschaltet, um ausreichend Antriebskraft gegen den Hang zu erzeugen. Da auf die Art der Erfassung einer Rückwärtsverschiebung des Fahrzeugs in [für die Starkkriechanweisung notwendige Bedingungen] Bezug genommen wurde, wird auf eine weitere Erläuterung verzichtet.
• XII) Ein Fahrzeuggeschwindigkeitsimpuls wird eingegeben und das Fahrzeug ist vor der Eingabe des Fahrzeuggeschwindigkeitsimpulses vollständig gestoppt. Dies geschieht aus dem folgenden Grund. Wenn sich das Fahrzeug aus der vollständig gestoppten Position bewegt, so wird eine Rückwärtsbewegung (mögliche Rückwärtsbewegung) des Fahrzeugs erfasst und die Maschine 1 wird dann automatisch gestartet, um Antriebskraft gegen den Hang zu erzeugen. Wenngleich eine Bewegung des Fahrzeugs erfasst wird, wird keine Beurteilung zur Spezifizierung der Richtung, dahingehend, ob sich das Fahrzeug vorwärts oder rückwärts bewegt, ausgeführt. Wenn das Fahrzeug mit gestoppter Maschine 1 an einem Anstieg anhält, so leistet nur die Bremskraft Widerstand gegen die Rückwärtsbewegungskraft des Fahrzeugs. Da jedoch die Rückwärtsbewegungskraft umso größer ist, je größer der Neigungswinkel des Hangs ist, beginnt sich das Fahrzeug bei einer Rückwärtsbewegungskraft, die daraus abgeleitet ist, dass das eigene Gewicht des Fahrzeugs größer als die Bremskraft ist, sich vorwärts (an einem Gefälle) oder rückwärts (an einem Anstieg) zu bewegen. Aus diesem Grund wird die Maschine 1 dann, wenn eine Vorwärts- oder Rückwärtsbewegung (d.h. Bewegung) des Fahrzeugs erfasst wird, automatisch gestartet, um ausreichend Antriebskraft im Starkkriechzustand zu erzeugen. Zum Zwecke der Erfassung, dass das Fahrzeug vollständig anhält, wird ein Fahrzeuggeschwindigkeitsimpuls von 0 erfasst, bevor ein Fahrzeuggeschwindigkeitsimpuls eingegeben wird. Eine Bewegung des Fahrzeugs wird sogar aus einer Eingabe eines Fahrzeuggeschwindigkeitsimpulses erfasst.

After automatically stopping the machine 1 becomes the machine 1 restarted automatically under the following conditions. If any of the following, in 12A and 12B is fulfilled, an instruction for automatic engine start (F_ENGON) is transmitted and the machine 1 will be started automatically. The automatic machine start is executed by the drive motor stop unit. Therefore, the following conditions for the automatic machine stop in the drive motor stop unit are judged. Specifically, the conditions for the automatic engine start in the FI / MG-ECU 4 and the CVT-ECU 6 assessed. If the FI / MG-ECU 4 judged that any one of the following conditions I) to VI) is satisfied, F_MGSTB becomes equal to 0. When the CVT-ECU 6 judged that any one of the following conditions VII) to XI) [or VII] to X) and XII)] is satisfied, F_CVTOK becomes equal to 0. The first condition necessary for the automatic engine start instruction (shown in FIG 12A ) is the same as the second in 12B condition shown except for conditions XI) and XII), which are determined by the CVT-ECU 6 be assessed. Therefore, the description refers only to the difference from the second condition thereof.

• I) The operation of the brake pedal BP is released (brake switch BSW is OFF). This is provided because an evaluation of the starting operation is issued is led when the driver releases the brake pedal BP. When the driver releases the brake pedal BP in the D range / D mode, it is assumed that the driver initiates the starting operation. The machine 1 is therefore started automatically. On the other hand, in the P range or the N range, the driver releases the brake pedal BP to stop and leave the vehicle. In this case, the machine becomes 1 automatically started to remind the driver not to leave the vehicle without turning off the ignition switch.
• II) The positioning switch PSW and the mode switch MSW select the R range / D range (S mode) / L range. This is because the driver intends to start the vehicle quickly when the positioning switch PSW and the mode switch MSW after stopping the engine 1 select the R range / D range (S mode) / L range. If therefore the machine 1 is stopped and the transmission is not selected in the R range / D range (S mode) / L range and then in the R range / D range (S mode) / L range is switched, so becomes the machine 1 automatically started.
• III) The remaining capacity of the battery is below a certain value. This is provided as the machine 1 does not start automatically if the remaining capacity of the battery is insufficient. The machine 1 will not stop unless the remaining capacity of the battery is above a certain value. However, the capacity of the battery may decrease after the machine 1 automatically stopped. In this case, the machine becomes 1 automatically started to charge the battery. The specified value is set higher than the critical battery capacity below which the machine is below 1 not started.
• IV) Electricity consumption is above a certain value. While electricity consumers, such as the light, are in operation, the capacity of the battery decreases rapidly. The result is the machine 1 not restarted. Because of this, the machine becomes 1 regardless of the remaining capacity of the battery is automatically started when the electricity consumption is above a certain value.
• V) The negative pressure of the main energy device MP is below a certain value. The lower the negative pressure at the main energy device MP, the less braking force is obtained. Therefore, the machine becomes 1 restarted to ensure sufficient braking force.
• VI) The accelerator pedal is on (TH ON). This is provided because the driver has a driving force through the machine 1 expected. Therefore, the machine becomes 1 automatically started when the accelerator pedal is pressed.
• VII) The condition for the automatic machine start in the FI / MG-ECU 4 is satisfied. This is provided as the CVT-ECU 6 also the conditions for the automatic machine start of the FI / MG-ECU 4 assessed.
• VIII) The accelerator pedal is on (TH ON). This is provided as the driver is driving through the machine 1 expected. Therefore, the machine becomes 1 automatically started when the accelerator pedal is pressed.
• IX) An actuation of the brake pedal BP is released (brake switch BSW is OFF). This is because an evaluation of the starting operation is performed when the driver releases the brake pedal BP. When the driver releases the brake pedal BP in the D range / D mode, it is assumed that the driver initiates the starting operation. Therefore, the machine becomes 1 automatically started.
• X) Braking force control unit BCU is out of operation. When the brake force control unit BCU is inoperative and braking force is not maintained, the vehicle shifts on a slope backwards (forward) in the automatic engine stop operation. Therefore, when a solenoid valve SV of the brake force control unit BCU is out of order, the engine becomes 1 automatically started and the vehicle is kept in strong creep condition. If an error in the brake force control unit BCU after stopping the machine 1 is detected, then the machine 1 Immediately started so that the driving force of the vehicle is kept in the strong creep condition. This is because it is possible that braking force is not maintained when the vehicle is started after releasing the brake pedal BP. In other words, it is the strong creep condition that prevents the vehicle from inadvertently moving backward and assisting trouble-free starting operation of the vehicle.
• XI) Rearward shift of the vehicle is detected. When the vehicle starts to shift backwards on a steep slope, with the backward displacement force derived from the vehicle's own weight being greater than the braking force, the vehicle will be driven by the driving force of the engine 1 prevented from moving backwards. When the vehicle stops at a rise, the braking force resists the backward displacement force of the vehicle. However, since the rearward displacement force is greater the greater the angle of inclination of the slope, the vehicle starts at a rearward displacement force which is greater than the braking force to move backwards on the steep slope. For this reason, the driving force is when a rearward displacement of the vehicle he In any case, it is switched from the machine stop state to the high creep state to generate sufficient driving force against the slope. Since reference has been made to the manner of detecting a backward displacement of the vehicle in [conditions necessary for the strong squeal instruction], further explanation will be omitted.
• XII) A vehicle speed pulse is input and the vehicle is completely stopped before the input of the vehicle speed pulse. This happens for the following reason. When the vehicle moves out of the fully stopped position, a backward movement (possible backward movement) of the vehicle is detected and the engine 1 is then automatically started to generate propulsion power against the slope. Although a movement of the vehicle is detected, no judgment is made to specify the direction as to whether the vehicle is moving forwards or backwards. If the vehicle with stopped machine 1 stops at a rise, so only the braking force provides resistance to the Rückwärtsbewegungskraft of the vehicle. However, since the rearward movement force is greater the greater the inclination angle of the slope, the vehicle starts at a rearward movement force derived from that the own weight of the vehicle is greater than the braking force, forward (on a downhill) or backward to move (on a rise). Because of this, the machine becomes 1 then, when a forward or backward movement (ie, movement) of the vehicle is detected, automatically started to generate sufficient driving force in the strong creep condition. For the purpose of detecting that the vehicle is completely stopped, a vehicle speed pulse of 0 is detected before a vehicle speed pulse is input. A movement of the vehicle is detected even from an input of a vehicle speed pulse.

<Relationships between vehicle speed and Driving force value>

As in 14 11, relationships between the vehicle speed and the driving force value of the vehicle according to this embodiment will be described. The vehicle stops here in strong creep condition.

14A shows relationships between vehicle speed and elapsed time. The vehicle accelerates by the driving force in the strong creep condition when an operation of the brake pedal BP is released. During acceleration of the vehicle, the engine speed becomes constant at 900 revolutions per minute (FIG. 14B ) held. The drive force value is thereby controlled in the high creep condition by the CVT-ECU so as to take a maximum value at the vehicle speed of 0 km / h and decrease with lapse of time, ie decreases in accordance with the increasing vehicle speed (FIG. 14D ). The driving force values at the vehicle speed of 5 km / h or more correspond to the strong creep condition for driving.

When the vehicle stops, the gear ratio of the starting clutch is 0 and the starting clutch is idling (skid ratio is 1) as in 14C is shown. As the vehicle speed increases, the gear ratio approaches 1, resulting in less idling of the starting clutch.

<Timing diagram while driving>

With reference to 15 and 16 A change in the relationships between vehicle speed and driving force value of the vehicle according to this embodiment will be described, wherein the brake pedal is operated during idling of the vehicle. Each of the 15A and 15B shows a time chart during driving, wherein the brake pedal is operated at a vehicle speed that is lower than the vicinity of a certain vehicle speed. In contrast, each of the 16A and 16B a time chart during driving, wherein the brake pedal is operated in the vicinity of a certain vehicle speed.

[1. Operation of the Brake pedal at a vehicle speed that is lower as the closer Environment of a certain vehicle speed]

With reference to 15 For example, changes in vehicle speed and driving force value of the vehicle upon actuation of the brake pedal BP are described, and the brake pedal BP is operated at a vehicle speed that is below the vicinity of a certain vehicle speed.

While that Vehicle stops, the machine is not stopped and the driving force is not reduced to the weak creep condition. In other words, the vehicle stops in the strong creep condition. The positioning switch PSW and the Mode switch MSW of the vehicle are not in the D range / D mode changed out. Further, the braking force control unit BCU not active. The driver operates not the accelerator pedal.

The driver releases the brake pedal BP first. The vehicle starts and accelerates by the driving force in the strong creep condition ( 15A ). The driver then attempts to operate the brake pedal BP at a vehicle speed that is below a certain vehicle speed. The through the two dotted line in 15A surrounding vehicle speed range shows the proximity of the determined vehicle speed.

In This vehicle is the driving force even then not in the Low creep condition reduced when the brake pedal BP at a Vehicle speed actuated which is below the closer Environment of the determined vehicle speed. The vehicle speed falls not abruptly.

As shown by a thick dot-dash line in the figures, when the brake creeper is switched to the weak creep condition when the brake pedal is depressed, the vehicle speed abruptly decreases due to the braking force caused by the lowered driving force. How best in 15B 2, the difference in the driving force values (difference in driving force) between the strong creep condition and the weak creep condition is large because the driving force value in the creep condition remains larger upon depression of the brake pedal BP. In this case, when the driving force is lowered, the vehicle speed abruptly drops due to the larger braking force caused by the reduced driving force, resulting in an unexpected high deceleration of the vehicle.

As indicated by a thick dot-dash line ( 15B ), the driving force control unit DCU increases the driving force value in the strong creep condition in inverse of the decreasing vehicle speed.

[2nd Operation of the Brake pedals nearby a certain vehicle speed]

With reference to 16 For example, changes in the vehicle speed and the driving force value of the vehicle upon depression of the brake pedal BP are described, and the brake pedal BP is operated in the vicinity of a certain vehicle speed.

While that Vehicle stops, the machine will not stop and the driving force will not go into lowered the weak creep condition. In other words, the vehicle stops in strong creep condition. The positioning switch PSW and the mode switch MSW of the vehicle are not changed out of D range / D mode. Further is the brake force control unit BCU not active. The driver operates not the accelerator pedal.

The driver releases the brake pedal BP first. The vehicle starts and accelerates by the driving force in the strong creep condition ( 16A ). The driver then attempts to operate the brake pedal BP at a vehicle speed near the determined vehicle speed. The two dotted lines in 16A surrounding vehicle speed range shows the proximity of the determined vehicle speed.

In This vehicle is the driving force before stopping the vehicle only lowered into the weak creep when the brake pedal is operated at a vehicle speed near the determined vehicle speed.

As in 16B is shown, even when switching to the weak creep condition upon operation of the brake pedal BP, the difference of the driving force values (difference in driving force) between the strong creep condition and the weak creep condition is small because the driving force value in the strong creep condition upon actuation of the brake pedal BP is sufficiently small is. Therefore, even if the driving force is switched to the weak creep condition upon operation of the brake pedal BP, the vehicle speed does not drop abruptly. An in 16A shown thick phantom line indicates a vehicle speed when the strong creep condition is maintained.

As mentioned above, it falls Vehicle speed does not decrease abruptly when the driving force in nearby a certain vehicle speed is reduced. If the vehicle stops with reduced motive power, so will further vibrations of the vehicle during the stopping of the vehicle prevented and improved fuel economy is achieved.

Like in a thick phantom line ( 16B ), the driving force control unit DCU increases the driving force value in the strong creep condition in inverse of the decreasing vehicle speed.

According to the present invention, the driving force value in the larger driving force state (strong creep state) is changed so that switching to the smaller driving force state (weak creep state) is allowed only when the driving force value before stopping the vehicle is small. Thus, the driver does not experience an unexpected strong deceleration because (1) the reduction amount of the driving force becomes smaller when shifting and (2) even in the strong creep condition, the brake pedal BP is operated while the driving force is small, and thus the operator's operating force of the brake pedal is small. Further, since switching from the strong creep condition to the weak creep condition is not performed except in the vicinity of a certain vehicle speed, the driving force value being large, trouble-free driving is performed by using a creeping force such as steering operations in a garage.

Although the present invention by means of specific embodiments and examples has been described, it is understood that changes and variations performed can be without departing from the spirit or content of the following claims.

The "vehicle speed" in the phrase "The driving force value in the bigger state will be according to specification the vehicle speed changed "is not only on the vehicle speed itself is limited but includes other equivalent ones Parameters, such as a gear ratio of Start clutch.

Similarly a switching of the driving force in the smaller state not only considering the vehicle speed itself, but also by the gear ratio of Starting clutch as a parameter.

Further is in the vehicle according to the present Invention of the drive motor not only on a machine or a Motor limited. Similar is the transmission does not depend on a specific type, such as a CVT or an automatic transmission with a fluid torque converter limited.

Driving force control / regulating unit for a vehicle, which the transmission of driving force from a drive motor to drive wheels regardless of the release of an accelerator pedal at a certain vehicle speed or below this vehicle speed allowed when a Gear is set to a driving range, and what the size of the driving force then when the accelerator pedal at a vehicle speed is released, not larger than the certain vehicle speed is between a larger state and a smaller state according to the operation of a Brake pedal switches so that the driving force on actuation of the Brake pedal is set smaller than when the brake pedal is released, wherein the driving force value in the larger state at a certain or a lower vehicle speed in accordance with Vehicle speed changed will and where the change of the driving force value is characterized in that the driving force value becomes smaller, if one of the vehicle speed at maximum Driving force value off to the determined vehicle speed and further wherein a switching of the driving force before stopping the vehicle from the larger state to the smaller one Condition only in the vicinity the certain vehicle speed is allowed.

Claims (1)

Driving force control unit (DCU) for a vehicle, which controls the transmission of motive power from a drive motor ( 1 ) on drive wheels ( 8th ) is allowed regardless of the release of an accelerator pedal at a vehicle speed equal to or less than a certain vehicle speed when a transmission ( 3 ) is set to a running range, comprising: a switching means that controls the magnitude of the driving force when the accelerator pedal is released at a vehicle speed within a certain vehicle speed range below the determined vehicle speed between a larger state and a smaller state in accordance with the operation of a brake pedal such that the driving force when the brake pedal is depressed is set smaller than when the brake pedal is released, and changing means increases the driving force value at a vehicle speed equal to or less than the determined vehicle speed according to the vehicle speed changing, characterized in that the changing means reduces the driving force value when the vehicle speed of a vehicle speed at a maximum driving force value to the bestim is increased in that the switching means switches the driving force before stopping the vehicle from the larger state to the smaller state only within the determined vehicle speed range and that the determined vehicle speed range from the determined vehicle speed to a vehicle speed at a driving force value which is about Half of the maximum driving force value.