JP2001165289A - Vehicle start intention checking device, and vehicle control device using the device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To rapidly detect the intention from the time point when a driver intends to start a vehicle, and steps off a brake pedal. SOLUTION: A vehicle start intention checking device comprises a braking means, a braking means operational quantity detecting means 35 to detect the operational quantity of the braking means, a maximum brake operational quantity judging and storing means to determine and store the maximum operational quantity of the braking means when the vehicle is stopped, and a vehicle start intention determining means to compare the operational quantity of the braking means when the vehicle is stopped with the maximum operational quantity stored in the maximum braking quantity determining and storing means, and to output the predetermined signal when the difference therebetween exceeds the predetermined value. The start intention of the driver can be determined substantially without delay (at the time point T7) from the time point T3 when the driver intends to start the vehicle and steps off the braking means, and thus, the subsequent engagement of a C1 clutch and re-start of an engine can be achieved without delay, and the sense of incongruity can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for confirming the intention to start a vehicle, which can quickly detect a driver's intention to start the vehicle and reflect the result in driving control of the vehicle, and control of a vehicle using the device. Related to the device.

[0002]

2. Description of the Related Art Recently, in an automatic transmission such as an automobile, control for releasing an input clutch (hereinafter referred to as "neutral control") in order to improve fuel efficiency while the vehicle is stopped in a forward traveling range is performed.

Conventionally, the ON / OFF switching of the neutral control is performed by detecting ON / OFF of a brake switch, an absolute value of a stroke of a brake pedal, and an absolute value of a brake oil pressure.

[0004]

However, when the brake switch is switched ON / OFF, when the neutral control is released, as shown in FIG. 8 (a), the brake pedal almost returns to its stroke. When the neutral switch is released at the time T1 when the brake switch is turned off, the engagement of the C1 clutch for releasing the neutral control is started from that time since the brake switch is not turned off until the time T1 when the brake switch is turned off (FIG. 8
(See (d)).

[0005] Then, at the time T3 when the driver starts releasing the brake pedal to drive the vehicle from a stopped state.
Neutral control is performed after a time T4 after the time T4 from FIG. 8 (b), until a time T2 when the brake switch is turned off and the oil pressure of the C1 clutch actually increases and a time T2 required for engagement elapses. It is not released and gives the driver a sense of discomfort. Further, as shown in FIG. 8 (e), the output torque also temporarily increases at time T3 when the brake pedal is released, and further increases again when the C1 clutch is engaged. ES will occur.

A similar problem occurs when the neutral control is released by detecting the absolute value of the stroke of the brake pedal or the absolute value of the brake oil pressure. in this case,
In order to effectively enter and cancel neutral control even for brakes with little stepping force or brakes with small stepping force, the threshold for entering neutral control must be set to a small value for the brake stroke (brake oil pressure). Must be set. Then, it is necessary to bring the threshold for canceling the neutral control to near the end of the brake stroke (near the position where the brake stops acting), which is lower than the threshold for entering the neutral control, and as a result, the brake switch becomes OFF time T1
At about the same time as above, the neutral control is released. In this case, the same problem as that in the above case occurs.

[0007] To solve this problem, the time T when the driver starts releasing the brake pedal to start the vehicle is considered.
From 3, it is desired to develop a technique for quickly detecting the intention. Such a technique is a problem not only in the neutral control described above but also in so-called idle stop control in which the engine is stopped when the vehicle stops and the engine is restarted when the vehicle starts to run the vehicle.

SUMMARY OF THE INVENTION In view of the above circumstances, the present invention provides a vehicle start intention confirmation device capable of quickly detecting a driver's intention from the time when a driver starts releasing a brake pedal to start a vehicle. It is an object of the present invention to provide a vehicle control device using the device.

According to a first aspect of the present invention, there is provided a brake operation amount detecting means (35) having a brake means operable by a driver and detecting an operation amount of the brake means.
And a sampling means (26, BPS) for periodically sampling the operation amount of the brake means by the brake means operation amount detection means (35). The maximum value of the amount of operation of the brake means by the driver in the above is determined, and the maximum value of the brake operation amount is determined and stored in a predetermined memory means (26, BPS). The detected amount of operation of the brake means by the driver when the vehicle is stopped is compared with the maximum value of the amount of operation of the brake means stored in the brake operation amount maximum value determination storage means, and the difference between the two is a predetermined value. At the point in time when a predetermined signal is exceeded, a starting intention determining means (26, TPR) for outputting a predetermined signal is provided.

According to a second aspect of the present invention, in the vehicle starting intention confirming device according to the first aspect, the brake means is a brake of a vehicle operated by a brake pedal, and the brake means operation amount detecting means (35) is The stroke of the brake pedal is detected.

According to a third aspect of the present invention, in the vehicle starting intention confirming device according to the first aspect, the brake means is a hydraulic brake of a vehicle operated by a driver, and the brake means operating amount detecting means includes It is configured to detect a brake hydraulic pressure for operating the brake.

According to a fourth aspect of the present invention, a neutral control for releasing the input clutch (C1) for intermittently controlling the transmission of the engine driving force to the automatic transmission (1) when the vehicle is stopped in the travel range is performed. A vehicle control device (26, NPR) for disengaging the neutral control by engaging the input clutch when the vehicle starts moving, wherein the vehicle starting intention checking device according to claim 1 is provided. Upon receiving a signal from the starting intention determination means,
Clutch control means (2) for engaging the input clutch;
6, SLS).

A fifth aspect of the present invention is a vehicle control device (26, IPR) which stops the driving of the engine when the vehicle is stopped and restarts the engine when the vehicle starts to perform idle stop control. ), A vehicle start intention confirmation device according to claim 1 is provided, and an engine control unit that receives a signal from the start intention determination unit of the vehicle start intention confirmation device and restarts the engine is provided. .

According to the first aspect of the invention, the operation amount of the brake means is periodically sampled by the sampling means (26, BPS), whereby the brake operation amount maximum value determination storage means (26, BPS) is provided. The maximum value of the amount of operation of the brake means by the driver when the vehicle is stopped is determined, and the starting intention determining means (26, TPR) determines the maximum value of the amount of operation of the brake means and the amount of operation of the brake means by the driver when the vehicle is stopped. Are compared, and when the difference between the two exceeds a predetermined value, it is determined that the driver intends to start, and a predetermined signal is output. As a result, the driver's intention to start can be determined with almost no delay from the time T3 when the driver releases the brake means to start the vehicle, and thereafter, for example, the engagement of the C1 clutch or the re-start of the engine. Processing such as starting can be performed without delay, and the driver is prevented from feeling uncomfortable due to the processing delay as much as possible. That is, the determination of the driver's intention to start is determined by turning the brake switch from ON to OFF as in the conventional case.
This can be performed at a much earlier time than when performed at the time T1 when the time has changed to, for example, which is effective.

The intention of starting the vehicle is based on the maximum value (Nmax) of the operation amount such as the stroke N of the brake means operated by the driver when the vehicle is stopped. The maximum value (Nmax) of the reference amount of operation of the brake means is obtained from the driver himself / herself who is about to start the vehicle.
It is less affected by individual differences such as how to depress the brake means and the amount of depressing, so that it is possible to accurately determine the intention to start the vehicle.

According to the second aspect of the present invention, since the operation amount of the brake means can be detected by detecting the stroke of the brake pedal, the detection can be easily performed with a simple configuration.

According to a third aspect of the present invention, the brake means operating amount detecting means detects the operating amount by detecting the brake oil pressure for operating the brake, so that the detection of the operating amount of the hydraulic brake can be easily performed with a simple configuration. Can be performed.

According to a fourth aspect of the present invention, a neutral control for releasing the input clutch (C1) for intermittently controlling transmission of the engine driving force to the automatic transmission (1) when the vehicle is stopped in the travel range is performed. By using the vehicle start intention confirmation device for the vehicle, the driver operates the braking means for starting the vehicle when the input clutch is engaged to release the neutral control by engaging the input clutch. Later, it is possible to start early, and a starting operation without a sense of incongruity is possible.

The engagement shock at that time is also shown in FIG.
As shown in (j), the output torque can be continuously generated almost simultaneously with the increase in the output torque at the time of starting the release operation of the brake means (T3), so that the driver is less likely to feel an engagement shock.

When the input clutch is released by performing the neutral control, the brake in the transmission is engaged from the viewpoint of preventing the vehicle from retreating on an uphill or the like.
So-called hill hold control is performed. When the neutral clutch ends and the input clutch is engaged, the brake is also released. Similarly, the shock at this time also increases the output torque at the start of the release operation of the brake pedal (T3). Can be continuously generated almost at the same time, so that the driver is less likely to feel uncomfortable.

In a fifth aspect of the present invention, there is provided a vehicle start confirmation device for stopping idle driving of a vehicle when the vehicle is stopped and restarting the engine when the vehicle starts to perform idle stop control. Is provided, the engine can be restarted at the start of the vehicle at an early stage after the driver operates the brake means for the start of the vehicle, and a start operation without a sense of incongruity is possible.

Note that the numbers and the like in parentheses are for convenience showing the corresponding elements in the drawings, and therefore, the present description is not limited to the description on the drawings.

Embodiments of the present invention will be described below with reference to the drawings.

A control device for an automatic transmission to which the present invention is applied (hereinafter, simply referred to as a "control device") will be described in the following order. First, in (1), an outline of the mechanical configuration of the automatic transmission to which the control device is attached will be described, and then (2)
Now, the operation based on the configuration will be described. In (3), the configuration and operation of the portion according to the present invention in the hydraulic control circuit of the automatic transmission will be described. The configuration of the control device, that is, the control device for controlling the hydraulic control circuit will be described in (4).

(1) Mechanical Configuration of Automatic Transmission (See FIG. 1) FIG. 1 is a skeleton diagram showing a schematic configuration of an automatic transmission 1 equipped with an automatic transmission control device to which the present invention is applied. is there. The automatic transmission 1 in FIG. 1 is an automatic transmission having five forward stages and one reverse stage.

The automatic transmission 1 shown in FIG. 1 includes a torque converter 4 arranged in order from the engine side (upper right in the figure) to the wheel side (lower side in the figure) along the power transmission direction.
The three-speed main transmission mechanism 2, the three-speed auxiliary transmission mechanism 5, and the differential device 13 are configured as main components, and these components are housed in an integrated case that is integrally formed by being joined to each other. This integral case has three shafts arranged in alignment with the crankshaft, namely the first shaft.
The shaft 3 (specifically, the input shaft 3a), a second shaft 6 (counter shaft 6a) parallel to the first shaft 3, and a third shaft 14 (left and right axles 141, 14r) are rotatably supported. . Further, a valve body is provided outside the integrated case.

The torque converter 4 has a power transmission oil inside and a lock-up clutch 4a, and the torque from the engine crankshaft is transmitted through the oil flow (fluid connection) of the oil. Alternatively, the input is input to the main transmission mechanism 2 via a mechanical connection of the lock-up clutch 4a.

The main transmission mechanism 2 has a planetary gear unit 15 composed of a simple planetary gear 9 and a double pinion planetary gear 7. The simple planetary gear 9 includes a sun gear S1, a ring gear R1, and a carrier CR that supports a pinion P1 meshing with the gears S1 and R1. On the other hand, the double pinion planetary gear 7 has a sun gear S2, a ring gear R2, and a common carrier C.
The common carrier CR supports a pinion P1 'meshing with the sun gear S2 and a pinion P2 meshing with the ring gear R2 in a state where the pinions P1' and P2 mesh with each other.

With respect to the planetary gear unit 15 having such a configuration, the input shaft 3a interlocked with the engine crankshaft via the torque converter 4 is connected to the ring gear R1 of the simple planetary gear 9 via the first (forward) clutch Cl. And can be connected to the sun gear S1 via the second (direct) clutch C2. The sun gear S2 can be directly locked by the first brake Bl, and can be locked by the second brake B2 via the first one-way clutch F1.
Further, the ring gear R2 of the double pinion planetary gear 7 can be locked by the third brake B3 and the second one-way clutch F2. And common carrier CR
Are connected to a counter drive gear 8 serving as an output member of the main transmission mechanism 2.

The sub-transmission mechanism 5 is arranged such that the output gear 1 moves rearward in the axial direction of the counter shaft 6 a constituting the second shaft 6.
6, a first simple planetary gear 10 and a second simple planetary gear 11 are arranged in order, and the counter shaft 6a is rotatably supported on the integral case side via a bearing. The first and second simple planetary gears 10 and 11 are of the Simpson type and have the following configuration.

The first simple planetary gear 10 has a ring gear R3 connected to a counter driven gear 17 meshing with the counter drive gear 8, and a sun gear S3 rotatably supported by a counter shaft 6a. The pinion P3 is supported by a carrier CR3 composed of a flange integrally connected to the counter shaft 6a, and the carrier CR3 supporting the pinion P3.
Reference numeral 3 is connected to the inner hub of the UD direct clutch C3.

The sun gear S4 of the second simple planetary gear 11 is the same as that of the first simple planetary gear 1 described above.
0 sun gear S3, and its ring gear R
4 is connected to the counter shaft 6a. And UD
The direct clutch C3 is provided between the carrier CR3 of the first simple planetary gear 10 and the coupling sun gear S.
3 and S4, and these connected sun gears S3 and S4 can be locked by a fourth brake B4 composed of a band brake. Further, a carrier CR that supports the pinion P4 of the second simple planetary gear 11
4 can be locked by a fifth brake B5.

The above-mentioned brakes B1 to B5 and the one-way clutch F2 are directly mounted on the inner surface (shown by oblique lines in the figure) of the integrated case.

The differential device 13 is disposed on a third shaft 14 composed of a front axle, and
And a ring gear 19 that meshes with the left and right front axles 14.
1, 14r.

(2) Operation of Automatic Transmission (Mainly FIG. 2 and FIG. 1 as appropriate) Next, the operation of the automatic transmission 1 based on the above configuration will be described.

The first speed (1S) in the D (drive) range
In the T) state, the forward clutch Cl is engaged, and the second one-way clutch F2 and the fifth brake B5
Operates, and the ring gear R2 of the double pinion planetary gear 7 and the carrier CR4 of the second simple planetary gear 11 are held in a stopped state. In this state, the rotation of the input shaft 3a is transmitted to the ring gear Rl of the simple planetary gear 9 via the forward clutch Cl,
And the ring gear R2 of the double pinion planetary gear 7
Is stopped, the common carrier CR is largely decelerated and rotated in the forward direction while the sun gears S1 and S2 idle in the reverse direction. That is, the main transmission mechanism 2 is in the first speed state, and the reduced rotation is transmitted to the ring gear R3 of the first simple planetary gear 10 in the auxiliary transmission mechanism 5 via the counter gears 8 and 17. In the auxiliary transmission mechanism 5, the carrier CR4 of the second simple planetary gear 11 is stopped by the fifth brake B5 and the first transmission is in the first speed state, and the reduced speed rotation of the main transmission mechanism 2 is further reduced by the auxiliary transmission mechanism 5. The output is output from the output gear 16. At the time of engine braking at the first speed, the third brake B3 operates.

In the second speed (2ND) state, in addition to the forward clutch Cl, the second brake B2 is operated, and the operation is switched from the second one-way clutch F2 to the first one-way clutch Fl. The fifth brake B5 is maintained in the operating state. In this state, the sun gear S2 is stopped by the second brake B2 and the first one-way clutch Fl. Therefore, the rotation of the ring gear Rl of the simple planetary gear 9 transmitted from the input shaft 3a via the forward clutch Cl is caused by the double pinion The carrier CR is decelerated and rotated in the forward direction while the ring gear R2 of the planetary gear 7 idles in the forward direction. Further, the reduced rotation is transmitted to the auxiliary transmission mechanism 5 via the counter gears 8 and 17. That is, the main transmission mechanism 2 enters the second speed state, and the sub transmission mechanism 5 operates the fifth brake B5.
Are engaged in the first speed state, and the second speed state and the first speed state are combined to obtain the second speed in the automatic transmission 1 as a whole. During the second speed engine braking, the first brake operates. The same applies to the third-speed and fourth-speed engine braking described later.

In the third speed (3RD) state, the forward clutch Cl, the second brake B2, and the first one-way clutch Fl are maintained in the engaged state as they are, the engagement of the fifth brake B5 is released, and the forward clutch Cl is released. 4 brakes B
4 engage. That is, the main transmission mechanism 2 is kept in the same state, the above-mentioned rotation at the second speed is transmitted to the sub transmission mechanism 5 via the counter gears 8 and 17, and the sub transmission mechanism 5 performs the first simple transmission. The rotation of the planetary gear 10 from the ring gear R3 is output from the carrier CR3 as a second-speed rotation by fixing the sun gear S3. Therefore, the second speed of the main transmission mechanism 2 and the second speed of the auxiliary transmission mechanism 5 cause the entire automatic transmission 1 to rotate. As a result, the third speed is obtained.

In the fourth speed (4TH) state, the main transmission mechanism 2
Are the same as the above-described second and third speed states in which the forward clutch Cl, the second brake B2, and the first one-way clutch Fl are engaged. The subtransmission mechanism 5 releases the fourth brake B4 and UD Direct clutch C3
Engage. In this state, the ring gear R3 of the first simple planetary gear 10 and the sun gears S3 and S4 are connected, and the planetary gears 10 and 11 are directly connected to rotate. Therefore, the 2nd speed of the main transmission mechanism 2 and the direct connection (3rd speed) of the auxiliary transmission mechanism 5 are combined, and the fourth speed rotation is output from the output gear 16 as the entire automatic transmission.

In the fifth speed (5TH) state, the forward clutch Cl and the direct clutch C2 are engaged, and the rotation of the input shaft 3 causes the ring gear R of the simple planetary gear 9 to rotate.
1 and the sun gear S1 and transmitted to the main transmission mechanism 2
Is a direct connection rotation in which both gear units 7, 9 rotate integrally. The sub transmission mechanism 5 includes a UD direct clutch C
3, the third speed (direct connection) of the main transmission mechanism 2 and the third speed (direct connection) of the auxiliary transmission mechanism 5 are combined, and the fifth speed rotation of the entire automatic transmission is performed. Output from the output gear 16.

In the R (reverse) range,
The speed is switched depending on whether the vehicle speed is 7 [Km / h] or more.
m / h] or more, the main transmission mechanism 2 is in a free rotation state as in the N (neutral) range. In a substantially stopped state of 7 [Km / h] or less, the direct clutch C2 and the third brake B3 are engaged, and the fifth brake B5 is engaged. In this state, the rotation of the input shaft 3a is transmitted to the sun gear S1 via the direct clutch C2, and
Double pinion planetary gear 7
Since the ring gear R2 is in a stopped state, the carrier CR also reverses while the ring gear Rl of the simple planetary gear 9 rotates in the reverse direction, and this reverse rotation is transmitted to the auxiliary transmission mechanism 5 via the counter gears 8 and 17. In the auxiliary transmission mechanism 5, the carrier CR4 of the second simple planetary gear 11 is also stopped in the reverse rotation direction based on the fifth brake B5, and the first speed state is maintained. Therefore, the reverse rotation of the main transmission mechanism 2 and the first-speed rotation of the auxiliary transmission mechanism 5 are combined,
The output shaft 16 outputs reverse deceleration rotation.

The control device of the automatic transmission is mounted on the automatic transmission 1 as described in (1) and (2) above to perform neutral control. Specifically, FIG.
In the first speed state of the middle forward range (D range), FIG.
And the first clutch Cl in FIG. 2 is appropriately controlled through a hydraulic control circuit described below.

(3) Configuration and Operation of the Hydraulic Control Circuit of the Automatic Transmission (Mainly FIG. 4 and FIG. 1 as appropriate) FIG. 4 shows a neutral hydraulic control circuit used in the automatic transmission 1 described above. The part used for control is illustrated.

The oil pump 20 is connected with a manual valve 21, a primary regulator valve 22, and a modulator valve 23.
3 is connected to linear solenoid valves SLT and SLS. The C1 control valve 25 is connected to the linear solenoid valve SLS.
Is connected to a hydraulic servo C-1 for driving a C1 clutch as an input clutch.

The oil pressure generated by the oil pump 20 is adjusted to a line pressure by a primary regulator valve 22, and a manual valve 21 and a modulator valve 23
Supplied to The modulator valve 23 reduces the line pressure and supplies it to the input ports a and b of the linear solenoid valves SLT and SLS.
The LS outputs a control oil pressure corresponding to the energization from the output ports c and d to the primary regulator valve 22 and the C1 control valve 25, respectively.

The C1 control valve 25 includes:
The line pressure from the manual valve 21 is supplied to the input port 25a, and the line pressure is adjusted by a spool 25c that is moved and driven by the control pressure from the linear solenoid valve SLS input to the port 25b.
d to the hydraulic servo C-1 for the C1 clutch.
That is, the hydraulic pressure supplied to the hydraulic servo C-1 is adjusted in accordance with the energization of the linear solenoid valve SLS, whereby the engagement force of the C1 clutch is adjusted.

(4) Configuration of Control Device for Automatic Transmission FIG. 3 shows an electric block diagram of a control device for the automatic transmission to which the present invention is applied.

The electronic control unit 26 includes an engine speed (Ne) sensor 27, a C1 clutch speed, ie, a C1 speed sensor 29 for detecting a transmission input speed (Nin), a throttle opening sensor 30, a foot Signals from a brake sensor 31, a vehicle speed sensor 32, a range position sensor 33, and a brake pedal stroke sensor 35 are input. Further, linear solenoid valves SLT and SLS are connected to the output side of the electronic control unit 26.

The control device of the automatic transmission detects a signal from the foot brake sensor 31 when the driver depresses the brake while the vehicle is traveling in the forward traveling range,
The neutral control program NPR stored in an appropriate memory is executed.

The neutral control program NPR determines whether or not a start condition for starting disengagement of the first clutch C1 is satisfied by the electronic control unit 26 in step S1 in FIG. Here, the start conditions include a throttle opening THR ≒ 0, a foot brake ON state,
The four conditions of vehicle speed V ≒ 0 and forward range are mentioned, and all of them can be detected by each sensor shown in FIG. If the start condition is satisfied, the time T5 (FIG. 8)
From (h) refer), enters the neutral control, at step S2, the supply pressure _{P C1} to the hydraulic servo C1 through the C1 control valve 25 via the linear solenoid valve SLS, FIG 8 (i) As shown in the figure, _PC-1 = P
_Lower until _NE .

Next, the hydraulic pressure PC _-1 of the first clutch C1
Is gradually reduced to a predetermined oil pressure _{PC- 1N} . At the predetermined oil pressure PC _-1N , the C1 clutch is in a released state for the time being, but in a state immediately before engagement. Time point T6
When the hydraulic pressure of the C1 clutch reaches the predetermined hydraulic pressure PC _-1N , the neutral control program NPR enters step S3, enters the in-neutral control,
The hydraulic pressure of the clutch is maintained at a predetermined hydraulic pressure PC _-1N . In the in-neutral control, as described above, the hydraulic pressure supplied to the hydraulic servo C-1 of the C1 clutch is controlled to the predetermined hydraulic pressure PC _-1N so that the C1 clutch is brought into a state immediately before engagement. . In this state, since the engagement of the C1 clutch has been released, the output of the torque converter 4 is not input to the three-speed main transmission mechanism 2 and the transmission is in the forward traveling range even though the transmission is in the forward travel range. The driving force of the engine is no longer input to the transmission mechanism, thereby improving fuel efficiency.

The electronic control unit 26 determines in step S2
The brake pedal stroke sampling program BPS shown in FIG. 6 is executed from the time T5 when the release control of the C1 clutch is started until the in-neutral control in step S3 ends. In step S4, the brake pedal stroke sampling program BPS
The stroke N of the brake pedal is periodically sampled from the signal from the brake pedal stroke sensor 35, and compared with the maximum value Nmax stored in an appropriate memory in steps S5 and S6. In the memory, C1
The maximum value Nmax of the brake pedal stroke N detected by sampling after the time point T5 when the clutch release control is started is stored. As a result of the comparison in step S6, the currently sampled brake pedal stroke N is If it is larger than the maximum value Nmax of the sampled stroke, the process proceeds to step S7, and the stroke N sampled this time is stored in the memory as a new maximum value Nmax.

In this way, the electronic control unit 26 samples the brake pedal stroke N while the neutral control is being performed, and determines the maximum value Nmax of the brake pedal stroke N after the time point T5 when the clutch release control is started. Store it.

The electronic control unit 26 determines in step S8 of the neutral control program NPR of FIG. 5 that the neutral control is to be canceled, and any one of the above four conditions for starting the neutral control. However, if the condition is not satisfied, the process proceeds to step S9, in which the engagement control of the C1 clutch is started in order to cancel the neutral control.

At this time, for the foot brake of the above four conditions, ON / OFF of the brake switch is performed.
Regardless (as described above, the brake switch
When the neutral control release decision is made at / OFF, C
The engagement of one clutch is delayed, giving the driver an uncomfortable feeling),
The end of step S8 is determined based on the brake pedal stroke.

That is, the electronic control unit 26 determines in step S8
At the end of the determination, the end determination program TPR shown in FIG. 7 is entered. At step S10, the current brake pedal stroke N is detected from the signal from the brake pedal stroke sensor 35. It is determined whether or not a value obtained by subtracting the current brake pedal stroke N from the stored maximum value Nmax of the brake pedal stroke N is larger than a predetermined return amount NO. If the value obtained by subtracting the current brake pedal stroke N from the maximum value Nmax is smaller than the predetermined return amount NO, the maximum value Nmax of the brake pedal stroke
It is determined that the amount of change with respect to x has not reached the assumed minimum stroke change amount when the driver releases the brake pedal in order to start the vehicle, and the driver has no intention to start the vehicle, Neutral control program NP
The neutral control in step S3 of R is continued.

If the value obtained by subtracting the current brake pedal stroke N from the maximum value Nmax is larger than the predetermined return amount NO, the amount of change in the brake pedal stroke with respect to the maximum value Nmax is determined by the driver It is determined that the minimum stroke change amount expected when the brake pedal is released in order to start the vehicle is operating, and that the driver is operating the brake pedal with the intention of starting the vehicle. In FIG. 8 (g) and (i), a control signal is output to a solenoid valve control unit (not shown) in the electronic control unit 26, and the neutral control in step S3 of the neutral control program NPR is completed.
The control of the engagement of the C1 clutch 9 is started.

In step S9, the oil pressure PC _-1 of the first clutch C1 is reduced to the oil pressure Pc of the in-neutral control.
_{From C-1N} to _PC-1S . Where P
_C-1S is a hydraulic pressure that causes the first clutch C1 to obtain a predetermined initial engagement state because the first clutch C1 is controlled to a state immediately before engagement in the in-neutral control. Then, when the engagement of the first clutch C1 is started, the hydraulic pressure PC _-1 of the clutch C1 is changed to the state shown in FIG.
As shown in (i), the engagement is gradually increased to complete the engagement of the C1 clutch, the automatic transmission is returned to the first speed state, and the vehicle is prepared for starting.

In the end determination program TPR, the intention of the driver to start the vehicle is based on the maximum value Nmax of the stroke N of the brake pedal depressed by the driver when the neutral control is being performed. Since the determination is made by determining whether or not the brake pedal has been released more than the predetermined return amount NO, the reference maximum value Nmax of the brake pedal stroke N is determined by the driver himself who is now trying to start the vehicle. Thus, it is less affected by individual differences such as how the brake pedal is depressed and the amount of depressing, and the vehicle starting intention can be accurately determined.

The time T at which the stroke of the brake pedal falls below the maximum value Nmax by a predetermined return amount NO.
Immediately at 7, the engagement control of the C1 clutch is started.
It is possible to start the engagement of the C1 clutch with almost no delay from the time T3 when the driver releases the brake pedal to start the vehicle, and the driver may feel uncomfortable due to the delay in engagement of the C1 clutch. It is prevented as much as possible. Therefore, compared to the case where the engagement of the C1 clutch is performed at the time T1 when the brake switch changes from ON to OFF, the time T7 when the stroke of the brake pedal falls below the maximum value Nmax by the predetermined return amount NO is the time T1. Therefore, the engagement of the C1 clutch can be started earlier by the time T8 as shown in FIG.

Further, as shown in FIG. 8 (j), the engagement shock ES accompanying the start of engagement of the C1 clutch is continuously generated almost simultaneously with the increase of the output torque at the start time T3 of the release operation of the brake pedal. Figure 8
As shown in the conventional example of (d), the occurrence of the engagement shock ES alone is prevented, and the driver is less likely to feel uncomfortable.

Normally, neutral control is performed and C
When releasing one clutch, the B1 brake is engaged from the viewpoint of preventing the vehicle from retreating on an uphill or the like.
So-called hill hold control is performed. When the neutral control is completed and the C1 clutch is engaged, the B1 brake is released. Similarly, the shock at this time also increases with the output torque at the start time T3 of the release operation of the brake pedal. Since they occur almost simultaneously and continuously, the driver is less likely to feel uncomfortable.

In the above embodiment, the execution of the brake pedal stroke sampling program BPS is
Although the brake pedal stroke sampling program BPS is performed from time T5 when the release control of one clutch is started to time T7 when the in-neutral control ends, the brake pedal stroke sampling program BPS is performed only during the in-neutral control, that is, FIG. ) May be performed between time T6 and time T7.

In the embodiment described above, the driver's will to start is detected by detecting the brake pedal stroke N, and the maximum value Nm
Although the determination is made by comparing with ax, the same determination can be made by detecting not only the brake pedal stroke N but also the magnitude of the hydraulic pressure of the brake and comparing with the maximum value.

The braking means for determining the driver's intention to start is not limited to a foot-operated brake pedal.
Any type of brake means can be used as long as the amount of operation by the driver can be detected.

Further, the determination of the driver's intention to start by the control device according to the present invention is not limited to the cancellation of the neutral control. The engine is stopped when the vehicle stops and the engine is restarted when starting. It can also be applied to

FIG. 9 shows an idle stop control program IPR by the electronic control unit 26 at that time.
In step S12, start determination of the engine stop control similar to the neutral control is performed, and the stop of the vehicle is confirmed.
At time T9 of 0, the process proceeds to step S13, in which the engine is stopped, and the above-described brake pedal stroke N is compared with its maximum value Nmax to determine the end of the driver's intention to start in step S14. Step S14
Then, at the time T10 when the stroke of the brake pedal falls below the maximum value Nmax by the predetermined return amount NO and the driver's intention to start is confirmed, the process proceeds to step S15, where the electronic control unit 26 restarts the engine and starts the vehicle. To start.

In this case as well, the time when the stroke of the brake pedal falls below the maximum value Nmax by the predetermined return amount NO can be detected much earlier than the time when the brake switch changes from ON to OFF. The vehicle can be started quickly by detecting and determining the start intention at an early stage.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing an example of an automatic transmission.

FIG. 2 is an operation chart of the automatic transmission of FIG. 1;

FIG. 3 is a block diagram showing an example of a control device of the automatic transmission.

FIG. 4 is a diagram showing an example of a hydraulic circuit related to a hydraulic servo of a C1 clutch.

FIG. 5 is a flowchart illustrating an example of a neutral control program.

FIG. 6 is a flowchart showing an example of a brake pedal stroke sampling program.

FIG. 7 is a flowchart illustrating an example of an end determination program.

FIG. 8 is a time chart comparing the engagement timing of the C1 clutch in the neutral control between the present invention and the related art.

FIG. 9 is a flowchart showing an example of a control program for idle stop control to which the present invention is applied.

FIG. 10 is a time chart of idle stop control to which the present invention is applied.

[Explanation of symbols]

26 electronic control unit (brake operation amount maximum value determination storage unit, start intention determination unit, clutch control unit, sampling unit) 35 brake pedal stroke sensor (brake unit operation amount detection unit) SLS linear solenoid (clutch) Control means) IPR ... Idle stop control program NPR ... Neutral control program BPS ... Brake pedal stroke sampling program (brake operation amount maximum value determination storage means) TPR ... End determination program (start intention determination means)

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Masao Saito 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Shigeyasu Ozaki 10 Takane, Fujii-machi, Anjo, Aichi Aisin・ F-term in AW Co., Ltd. (reference) CA02 CB02 CB05 DA01 DA06 DB01 DB05 DB11 DB15 EA01 EB03 EC01 FA09 3J057 AA09 BB04 GA23 GB02 GB04 GB13 GB27 GB30 GB36 HH02 JJ04 3J552 MA02 MA12 MA26 NA01 NB01 PA02 PA47 RA27 RB03 RB17 SA07 UA05 VAZVZZZZZZ

Claims (5)

[Claims] A brake means operable by a driver, a brake means operating amount detecting means for detecting an operating amount of the brake means, and an operating amount of the brake means being detected by the brake means operating amount detecting means. Sampling means for periodically sampling is provided, and the maximum value of the amount of operation of the brake means by the driver when the vehicle is stopped, which is periodically detected by the sampling means, is determined, and the maximum value is stored in predetermined memory means. And a brake operation amount detected by the driver periodically when the vehicle stops and the brake stored in the brake operation amount maximum value determination storage means. A starting intention determination for outputting a predetermined signal when the difference between the two exceeds a predetermined value by comparing the maximum values of the operation amounts of the means. Vehicle starting intention confirmation device configured with means 2. The vehicle according to claim 1, wherein said brake means is a brake of a vehicle operated by a brake pedal, and said brake means operation amount detecting means detects a stroke of said brake pedal. Start intention confirmation device. 3. The brake device according to claim 2, wherein the brake device is a hydraulic brake of a vehicle operated by a driver, and the brake device operation amount detection device detects a brake oil pressure for operating the brake. 1. The vehicle start intention confirmation device according to 1. 4. When the vehicle is stopped in a driving range,
A vehicle control device that performs a neutral control to release an input clutch for intermittently controlling transmission of an engine driving force to an automatic transmission, and releases the neutral control by engaging the input clutch when the vehicle starts moving.
A vehicle control system comprising: a vehicle start intention confirmation device according to claim 1; and a clutch control unit for receiving the signal from the start intention determination unit of the vehicle start intention confirmation device and engaging the input clutch. apparatus. 5. The vehicle starter according to claim 1, wherein the engine is stopped while the vehicle is stopped, and when the vehicle is started, the engine is restarted to perform an idle stop control. A control device for a vehicle, comprising: an intention checking device; and engine control means for restarting the engine in response to a signal from starting intention determining means of the vehicle starting intention checking device.