JP2006189113A - Automobile and method for controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To make a connecting device stand by under a condition right before engagement when connection thereof is released irrespective of aged deterioration and condition of the connecting device such as a clutch. <P>SOLUTION: At a time of travel with releasing connection of the clutch provided between a torque converter attached to a crank shaft of an engine and transmission attached to a wheel shaft and stopping the engine, hydraulic pressure to a clutch is adjusted to keep turbine rotation speed Nt of the torque converter to a target rotation speed Nt* (S210 to S230), and the turbine rotation speed Nt is set as the target rotation speed NT* when the turbine rotation speed Nt does not change between before and after hydraulic pressure adjustment (S270). Consequently, the clutch can be retained under a condition right before engagement irrespective of aged deterioration and condition of the clutch. As a result, torque shock generated at a time of connection of the clutch can be reduced and the clutch can be connected quickly. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an automobile and a control method thereof.

Conventionally, in this type of automobile, an engine crankshaft is connected to a front wheel axle via a clutch and a transmission, and a motor rotation shaft is connected to a rear wheel axle via a speed reducer and a clutch. Has been proposed (see, for example, Patent Document 1). In this automobile, while the front wheel side clutch is disengaged, the driving torque at the time of clutch disengagement during the shift of the transmission is increased by increasing the rear wheel side driving torque in response to a decrease in the driving torque of the front wheel. It is said that the fall of the can be suppressed.
Japanese Patent Laying-Open No. 2004-294917 (FIG. 1)

  However, in the above-described automobile, there are cases where the clutch cannot be released and connected quickly, and a torque shock may occur in some cases. When connecting after releasing the clutch, it is necessary to wait just before the clutch is half-engaged in order to connect quickly, but always wait just before half-engagement due to the state of the clutch or aging. It is difficult. For this reason, even if it is going to output torque from an electric motor according to the engagement state of a clutch, an engagement state will not be settled but the torque from an electric motor will become large or small.

  One object of the automobile and its control method of the present invention is to wait in a state immediately before engagement when the connection device is in a released state regardless of the state of the connection device such as a clutch or aging. . Another object of the automobile and the control method thereof according to the present invention is to quickly establish a connection using a connection device such as a clutch.

  In order to achieve at least a part of the above object, the automobile of the present invention and the control method thereof employ the following means.

The automobile of the present invention
Car,
An internal combustion engine;
Transmission means for shifting and transmitting power with a change in transmission ratio between the output shaft side and the axle side of the internal combustion engine;
Connection release means for connecting and releasing the connection between the output shaft side of the internal combustion engine and the speed change means with adjustment of the pressure of the working fluid;
The connection release means is controlled so that the connection between the output shaft side of the internal combustion engine and the transmission means is released when a predetermined release condition is satisfied, and the output of the internal combustion engine is output when the predetermined connection condition is satisfied. A connection release control means for controlling the connection release means so that a shaft side and the transmission means are connected;
When the connection release means releases the connection between the output shaft side of the internal combustion engine and the transmission means, the pressure of the working fluid is reduced by the connection release means based on the state of the output shaft side of the internal combustion engine. A connection standby time control means for controlling the connection release means so that the pressure immediately before connecting the output shaft side of the internal combustion engine and the speed change means;
It is a summary to provide.

  In the vehicle according to the present invention, when a predetermined release condition is satisfied, the output of the internal combustion engine and the speed change means for shifting and transmitting the power with the change of the speed ratio between the output shaft side and the axle side of the internal combustion engine Control of the connection release means for connecting and releasing the connection between the output shaft side of the internal combustion engine and the transmission means with adjustment of the pressure of the working fluid so that the connection with the shaft side is released, and a predetermined connection condition is established. Then, the connection release means is controlled so that the output shaft side of the internal combustion engine and the transmission means are connected. When the connection between the output shaft side of the internal combustion engine and the transmission means is released by the connection release means, the pressure of the working fluid is reduced by the connection release means based on the state on the output shaft side of the internal combustion engine. The connection release means is controlled so that the pressure is just before connecting the transmission and the speed change means. As a result, the connection between the output shaft side of the internal combustion engine and the speed change means can be quickly made, and the power from the internal combustion engine can be quickly transmitted to the axle side.

  Such an automobile of the present invention has a first shaft connected to the output shaft side of the internal combustion engine and a second shaft connected to the connection release means side, and the first shaft and the second shaft A transmission means for transmitting power using a viscous fluid, and a rotation speed detection means for detecting the rotation speed of the first shaft of the transmission means, wherein the connection waiting time control means is configured to detect the detected Based on the rotational speed of the first shaft of the transmission means, the connection release means is controlled so that the pressure of the working fluid becomes the pressure immediately before the output shaft side of the internal combustion engine is connected to the transmission means by the connection release means. It can also be a means to do. By doing so, the pressure of the working fluid in the connection release means can be made the pressure immediately before connecting the output shaft side of the internal combustion engine and the speed change means by the rotational speed of the first shaft of the transmission means.

  In the automobile of the present invention having this transmission means, the connection standby time control means slightly increases the pressure of the working fluid in the connection release means, but the rotational speed of the first shaft of the transmission means changes, but the operation When the fluid pressure is slightly reduced, the rotation speed of the first shaft when the rotation speed of the first shaft of the transmission means does not change is stored as the target rotation speed, and the rotation speed of the first shaft is stored as the stored target rotation. It can also be a means for controlling to be a number. In this way, the pressure of the working fluid in the connection release means can be more appropriately set to the pressure immediately before connecting the output shaft side of the internal combustion engine and the speed change means regardless of the state of the connection release means and its aging. it can.

  Further, in the automobile of the present invention having the transmission means, the connection standby time control means may be configured to detect the transmission means detected by the rotation speed detection means when the pressure of the working fluid in the connection release means is minimized. The rotation speed of the first shaft may be stored as a target rotation speed, and the first shaft rotation speed may be controlled to be the stored target rotation speed. In this way, the target rotation speed can be stored more appropriately. In this case, the connection waiting time control means minimizes the pressure of the working fluid in the connection release means when the vehicle system is activated, and rotates the first shaft of the transmission means detected by the rotation speed detection means. The number may be a means for storing the number as the target rotational speed.

  In the automobile of the present invention that controls the first axis of the transmission means to be the target rotational speed, the connection standby control means is configured such that the detected rotational speed of the first axis of the transmission means is the stored target. When the rotational speed is greater than the rotational speed, the pressure of the working fluid in the connection release means is slightly reduced. When the detected rotational speed of the first shaft of the transmission means is smaller than the stored target rotational speed, the working fluid in the connection release means is reduced. It can also be a means for controlling the pressure to increase slightly. If it carries out like this, the rotation speed of the 1st axis | shaft of a transmission means can be more appropriately made into target rotation speed. In this case, the connection standby time control means sets the rotation speed of the first shaft when the rotation speed of the first shaft of the transmission means does not change when the pressure of the working fluid in the connection release means is slightly increased or decreased. Instead of the stored target rotational speed, it may be a means for storing as a new target rotational speed. By doing this, it is possible to store a more appropriate target rotational speed regardless of the state of the connection release means and aging.

  In the vehicle of the present invention having the transmission means, the transmission means may be a torque converter, and the transmission means may be a continuously variable transmission.

  In the automobile of the present invention, when the predetermined stop condition is satisfied, the operation of the internal combustion engine is automatically stopped, and when the predetermined start condition is satisfied while the internal combustion engine is automatically stopped, the internal combustion engine is An automatic stop start control means for automatically starting is provided, and the connection release control means uses the predetermined stop condition as one of the predetermined release conditions and uses the predetermined start condition as one of the predetermined connection conditions. It is also possible to control the connection release means. In this way, when the internal combustion engine is automatically stopped, the connection between the output shaft side of the internal combustion engine and the transmission means is released, and the pressure of the working fluid immediately before the connection between the output shaft side of the internal combustion engine and the transmission means is Therefore, when starting the internal combustion engine, it is possible to quickly connect the output shaft side of the internal combustion engine and the transmission means.

  The automobile of the present invention may include an electric motor capable of inputting and outputting power to the axle or an axle different from the axle, and drive control means for driving the electric motor based on an operation state of a driver. it can. In this case, the connection standby time control means sets the connection release means so that the pressure immediately before connecting the output shaft side of the internal combustion engine and the speed change means when traveling only with power from the electric motor. It can also be a means for controlling. In this way, when the power from the internal combustion engine becomes necessary while traveling only with the power from the electric motor, the connection between the output shaft side of the internal combustion engine and the transmission means can be performed quickly. .

The method for controlling an automobile of the present invention includes:
An internal combustion engine, transmission means for shifting and transmitting power with a change in gear ratio between the output shaft side and the axle side of the internal combustion engine, and an output of the internal combustion engine with adjustment of the pressure of the working fluid A connection release means for connecting and releasing the connection between the shaft side and the speed change means;
The connection release means is controlled so that the connection between the output shaft side of the internal combustion engine and the transmission means is released when a predetermined release condition is satisfied, and the output of the internal combustion engine is output when the predetermined connection condition is satisfied. Controlling the connection release means so that the shaft side and the transmission means are connected;
When the connection release means releases the connection between the output shaft side of the internal combustion engine and the transmission means, the pressure of the working fluid is reduced by the connection release means based on the state of the output shaft side of the internal combustion engine. The gist is to control the connection release means so that the pressure is just before connecting the output shaft side of the internal combustion engine and the speed change means.

  In the automobile control method of the present invention, the transmission means and the internal combustion engine that shift and transmit power with a change in the transmission gear ratio between the output shaft side and the axle side of the internal combustion engine when a predetermined release condition is satisfied. Controlling the connection release means for connecting and releasing the connection between the output shaft side of the internal combustion engine and the transmission means with adjustment of the pressure of the working fluid so that the connection with the output shaft side of the engine is released, and a predetermined connection The connection release means is controlled so that the output shaft side of the internal combustion engine and the transmission means are connected when the condition is satisfied. When the connection between the output shaft side of the internal combustion engine and the transmission means is released by the connection release means, the pressure of the working fluid is reduced by the connection release means based on the state on the output shaft side of the internal combustion engine. The connection release means is controlled so that the pressure is just before connecting the transmission and the speed change means. As a result, the connection between the output shaft side of the internal combustion engine and the speed change means can be quickly made, and the power from the internal combustion engine can be quickly transmitted to the axle side.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. The hybrid vehicle 20 of the embodiment is a vehicle that can be driven by four-wheel drive, and outputs the power from the engine 22 to the front shaft 64 via the torque converter 25, the CVT 50, and the gear mechanism 65 to drive the front wheels 63a and 63b. A front wheel drive system for driving, a rear wheel drive system for driving the rear wheels 66a and 66b by outputting the power from the motor 40 to the rear shaft 67 via the gear mechanism 68, and a hybrid electronic control unit 70 for controlling the entire apparatus. With. A clutch C1 is provided between the torque converter 25 and the CVT 50 so that the engine 22 can be disconnected from the CVT 50 side. The clutch C1 is operated by a hydraulically operated actuator 90, and the actuator 90 is constituted by a duty solenoid and a control valve. In addition to this, the hybrid vehicle 20 uses the power from the engine 22 to generate the line pressure of the CVT 50 and the clutch C1, and receives the power from the low pressure battery and the line pressure of the CVT 50 and the clutch C1. An electric oil pump 36 is provided.

  The engine 22 is an internal combustion engine that outputs power using hydrocarbon fuel such as gasoline or light oil. An alternator 32 and a mechanical oil pump 26 are attached to a crankshaft 23 of the engine 22 by a belt 24. Operation control of the engine 22, for example, fuel injection control, ignition control, intake air amount adjustment control, and the like are performed by an engine electronic control unit (hereinafter referred to as engine ECU) 29. The engine ECU 29 communicates with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and is attached to the crankshaft 23 as necessary to adjust the rotational speed of the engine 22. Data relating to the operating state of the engine 22, such as the rotational speed Ne from the rotational speed sensor 23a to be detected, is output to the hybrid electronic control unit 70.

  The motor 40 is configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor. The motor 40 exchanges power with the high-voltage battery 31 via the inverter 41 or receives power from the alternator 32. . The motor 40 is driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 42. Applied to the motor ECU 42 is a signal necessary for driving and controlling the motor 40, for example, a signal from a rotational position detection sensor 43 that detects the rotational position of the rotor of the motor 40, or a motor 40 detected by a current sensor (not shown). Phase current to be input. The motor ECU 42 communicates with the hybrid electronic control unit 70, and controls the drive of the motor 40 by outputting a switching control signal to the inverter 41 by a control signal from the hybrid electronic control unit 70, and if necessary. Data relating to the operating state of the motor 40 is output to the hybrid electronic control unit 70.

  The high voltage battery 31 is configured as a secondary battery having a rated voltage Vh (for example, 42 [V]), stores the power supplied from the alternator 32, and exchanges power with the motor 40. The low voltage battery 35 is configured as a secondary battery having a rated voltage Vl (for example, about 12 [V]) lower than the rated voltage Vh, and stores the power supplied from the alternator 32 via the DC / DC converter 34. In addition, power is supplied to devices operating at a low voltage such as an auxiliary machine (not shown). The DC / DC converter 34 is configured as a normal DC / DC converter that converts direct-current power into direct-current power of a different voltage, and converts the generated power from the alternator 32 to a low voltage as needed to convert the low-voltage battery 35. To supply. The high voltage battery 31, the low voltage battery 35, and the DC / DC converter 34 are managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 30. The battery ECU 30 receives signals necessary for managing the high voltage battery 31 and the low voltage battery 35, for example, the voltage between terminals of both batteries detected by a sensor (not shown), charge / discharge current, battery temperature, and the like. If necessary, data relating to the states of both batteries is output to the hybrid electronic control unit 70 by communication. Note that the battery ECU 30 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current in order to manage the high voltage battery 31 and the low voltage battery 35.

  The CVT 50 includes a primary pulley 53 that can be changed in groove width and connected to the input shaft 51, a secondary pulley 54 that is also changeable in groove width and connected to an output shaft 52 as a drive shaft, and a primary pulley 53 and a secondary pulley. 54, and a first actuator 56 and a second actuator 57 that change the groove widths of the primary pulley 53 and the secondary pulley 54, and the primary actuator 56 and the second actuator 57 are used as a primary. By changing the groove widths of the pulley 53 and the secondary pulley 54, the power of the input shaft 51 is changed steplessly and output to the output shaft 52. Here, the first actuator 56 is used for controlling the transmission ratio, and the second actuator 57 is configured as a hydraulic actuator used for controlling the narrow pressure of the belt 55 for adjusting the transmission torque capacity of the CVT 50. . Shift control of the CVT 50 is performed by a CVT electronic control unit (hereinafter referred to as CVT ECU) 59. The CVTECU 59 receives the torque converter 25 such as the rotational speed Np of the input shaft 51 from the rotational speed sensor 61 attached to the input shaft 51 and the rotational speed Ns of the output shaft 52 from the rotational speed sensor 62 attached to the output shaft 52. The turbine rotational speed Nt from the attached rotational speed sensor 25a is input. The CVT ECU 59 outputs drive signals to the first actuator 56 and the second actuator 57, a drive signal to the actuator 90 of the clutch C1, and the like. The CVTECU 59 is in communication with the hybrid electronic control unit 70, controls the transmission ratio of the CVT 50 by a control signal from the hybrid electronic control unit 70, and transmits data regarding the operating state of the CVT 50 as necessary. Output to the control unit 70.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor that detects the amount of depression of the accelerator pedal 83. An accelerator opening Acc from 84, a brake pedal position BP from a brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, and the like are input via an input port. From the hybrid electronic control unit 70, a control signal to the alternator 32 and the like are output via an output port. The hybrid electronic control unit 70 also exchanges various control signals and data with the engine ECU 29, the battery ECU 30, the motor ECU 42, and the CVTECU 59.

  The hybrid vehicle 20 of the embodiment thus configured mainly travels by outputting the power from the engine 22 to the front wheels according to the driver's accelerator operation, and outputs the power from the motor 40 to the rear wheels as necessary. And it runs by four-wheel drive. Examples of traveling by four-wheel drive include, for example, sudden acceleration when the accelerator pedal 83 is greatly depressed or when a wheel slips. Further, at the time of deceleration such as when the brake pedal 85 is depressed during traveling, the clutch C1 is disconnected and the engine 22 is stopped with the engine 22 disconnected from the CVT 50, and the motor 40 is regeneratively controlled to regenerate the rear wheel 66a. , 66b is applied with a braking force, and its kinetic energy is converted into electric power and collected in the high voltage battery 31.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation for smoothly and quickly performing the connection by the clutch C1 that has been disconnected will be described. Here, the reason why the clutch C1 is smoothly and quickly performed is that the vehicle speed is just before stopping, and it is necessary to quickly connect without applying a torque shock when the clutch C1 is connected in preparation for the next start. is there. Further, in order to connect the clutch C1 smoothly and quickly, the actuator 90 is required to hold the clutch C1 so as to be in a state immediately before the clutch C1 is engaged in order to quickly respond to the connection instruction of the clutch C1. The In the embodiment, a target rotational speed Nt * of a turbine (not shown) of the torque converter 25 is set so as to be in a state immediately before engaging the clutch C1 in the disengaged state, and the clutch C1 is disengaged. Sometimes, the low pressure standby of the clutch C1 is controlled so that the turbine speed Nt of the torque converter 25 becomes the target speed Nt *. Hereinafter, such control will be described.

  FIG. 2 shows that after the system start of the hybrid vehicle 20 is performed, the target rotation speed Nt * of the turbine of the torque converter 25 is set when the clutch C1 is first disengaged and the engine 22 is stopped to run. It is a flowchart which shows an example of a target rotation speed setting routine immediately after. This routine is executed by the CVTECU 59. When the target rotational speed setting routine is executed immediately after startup, the CVTECU 59 first waits for a predetermined time to elapse with the duty ratio of the duty solenoid incorporated in the actuator 90 being 0% so that the clutch C1 is completely released (steps S100 to S100). S120). Here, the duty ratio of the duty solenoid is set to 0% in order to prevent any hydraulic pressure from acting on the clutch C1, and wait for a predetermined time to elapse when the hydraulic pressure is applied to the clutch C1. However, it is to wait for the oil pressure to completely disappear. Then, the turbine rotational speed Nt is input from the rotational speed sensor 25a attached to the torque converter 25 (step S130), and the input turbine rotational speed Nt is set as the target rotational speed Nt * (step S140). Since the clutch C1 used in the embodiment is liquid-sealed, some torque is transmitted by the internal liquid even if the connection is released. When such torque transmission does not occur, if the engine 22 is stopped, the turbine of the torque converter 25 does not rotate and the turbine rotational speed Nt becomes 0. However, the torque converter 25 turbine slightly increases due to slight torque transmission by the internal liquid. Will result in rotation. In the embodiment, the turbine rotational speed Nt when the clutch C1 is completely released is obtained and set as the target rotational speed Nt *. By such processing, even if the clutch C1 undergoes secular change, the target rotational speed Nt * of the turbine rotational speed Nt of the torque converter 25 when the clutch C1 is disconnected can be set more appropriately.

  FIG. 3 is a flowchart showing an example of a low-pressure standby processing routine executed by the CVTECU 59 in order to hold the clutch C1 in a state immediately before engagement when the clutch C1 is disconnected. This routine is repeatedly executed every predetermined time (for example, every several tens of msec). When this routine is executed, the CVTECU 59 first inputs the turbine rotational speed Nt from the rotational speed sensor 25a attached to the torque converter 25 (step S200), and the inputted turbine rotational speed Nt is set to the target rotational speed Nt *. Compare (step S210). When the turbine rotational speed Nt is equal to or higher than the target rotational speed Nt *, it is determined that the clutch C1 is close to the half-engaged state, and the duty ratio of the duty solenoid incorporated in the actuator 90 is decreased by a slight amount ΔD (step S220), conversely, when the turbine rotational speed Nt is less than the target rotational speed Nt *, it is determined that the clutch C1 has not reached the state immediately before engagement, and the duty ratio of the duty solenoid incorporated in the actuator 90 is set by a small amount ΔD. Increase (step S230). Thereby, the turbine speed Nt can be brought close to the target speed Nt *. Then, the turbine rotational speed Nt is input again (step S240), and a deviation ΔN between the input turbine rotational speed Nt and the turbine rotational speed Nt before increasing / decreasing the duty ratio of the duty solenoid by a minute amount ΔD is calculated (step S250). ), It is determined whether or not the deviation ΔN is 0 (step S260). When the deviation ΔN is 0, the input turbine speed Nt is set as the target speed Nt * (step S270), and this routine is executed. Exit. By such processing, the released clutch C1 can be held immediately before engagement, and the target rotational speed Nt * of the turbine of the torque converter 25 can be set more appropriately according to the state of the clutch C1. Can do.

  According to the hybrid vehicle 20 of the embodiment described above, after the hybrid vehicle 20 is started, the clutch C1 is first disconnected, the engine 22 is stopped, and the turbine of the torque converter 25 when running is stopped. Since the rotational speed Nt is set as the target rotational speed Nt *, the target rotational speed Nt * of the turbine rotational speed Nt of the torque converter 25 when the clutch C1 is disengaged more appropriately even if the clutch C1 undergoes secular change. Can be set. When the clutch C1 is disconnected, the clutch C1 is held in a state just before the engagement, so that torque shock that can occur when the clutch C1 is connected can be suppressed and the clutch C1 can be quickly connected. Can do. Moreover, the target rotational speed Nt * is reset when the deviation ΔN of the turbine rotational speed Nt before and after the duty ratio of the duty solenoid is increased / decreased by a small amount ΔD, so the torque depends on the state of the clutch C1. The target rotational speed Nt * of the turbine of converter 25 can be set more appropriately.

  In the hybrid vehicle 20 of the embodiment, after the system startup of the hybrid vehicle 20 is performed, the target rotational speed Nt * is set when the clutch 22 is first disconnected and the engine 22 is stopped to run. However, the target rotational speed Nt * may not be set.

  In the hybrid vehicle 20 of the embodiment, even if the clutch C1 is released due to the liquid sealing of the clutch C1, the clutch C1 is brought into a state immediately before the engagement by the turbine rotational speed Nt by the torque transmitted to the turbine of the torque converter 25. It is assumed that the control is performed by determining whether or not there is, but it is determined and controlled based on the torque transmitted to the turbine side of the torque converter 25 whether or not the clutch C1 is in a state immediately before engagement. Also good.

  In the hybrid vehicle 20 of the embodiment, the clutch C1 is provided between the torque converter 25 and the CVT 50. However, a clutch may be provided between the torque converter 25 and the engine 22.

  In the hybrid vehicle 20 of the embodiment, the power of the motor 40 is output to the rear shaft 67. However, the power of the motor 40 may be output to the front shaft 64, or the motor 40 may not be provided. Absent. In the hybrid vehicle 20 of the embodiment, the belt-type CVT 50 is used as the transmission, but another type of continuously variable transmission may be used, or a stepped transmission may be used. Absent.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the automobile manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 7 is a flowchart showing an example of a target rotation speed setting routine immediately after startup, which is executed by CVTECU59. 7 is a flowchart showing an example of a low-pressure standby processing routine executed by CVTECU59.

Explanation of symbols

20 Hybrid Vehicle, 22 Engine, 23 Crankshaft, 23a Speed Sensor, 24 Belt, 25 Torque Converter, 25a Speed Sensor, 26 Mechanical Oil Pump, 29 Engine ECU, 30 Battery ECU, 31 High Voltage Battery, 32 Alternator, 34 DC / DC converter, 35 low voltage battery, 36 electric oil pump, 40 motor, 41 inverter, 42 motor ECU, 43 rotational position detection sensor, 50 CVT, 51 input shaft, 52 output shaft, 53 primary pulley, 54 secondary pulley, 55 Belt, 56 First actuator, 57 Second actuator, 59 CVTECU, 61 Rotational speed sensor, 62 Rotational speed sensor, 63a, 63b Front wheel, 64 Front shaft, 65, 68 Gear machine , 66a, 66b Rear wheel, 67 Rear axle, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 90 actuator, C1 clutch.

Claims (12)

Car,
An internal combustion engine;
Transmission means for shifting and transmitting power with a change in transmission ratio between the output shaft side and the axle side of the internal combustion engine;
Connection release means for connecting and releasing the connection between the output shaft side of the internal combustion engine and the speed change means with adjustment of the pressure of the working fluid;
The connection release means is controlled so that the connection between the output shaft side of the internal combustion engine and the transmission means is released when a predetermined release condition is satisfied, and the output of the internal combustion engine is output when the predetermined connection condition is satisfied. A connection release control means for controlling the connection release means so that a shaft side and the transmission means are connected;
When the connection release means releases the connection between the output shaft side of the internal combustion engine and the transmission means, the pressure of the working fluid is reduced by the connection release means based on the state of the output shaft side of the internal combustion engine. A connection standby time control means for controlling the connection release means so that the pressure immediately before connecting the output shaft side of the internal combustion engine and the speed change means;
A car with The automobile according to claim 1,
A first shaft connected to the output shaft side of the internal combustion engine and a second shaft connected to the connection release means side, and using a viscous fluid between the first shaft and the second shaft Transmission means for transmitting power;
A rotational speed detection means for detecting the rotational speed of the first shaft of the transmission means;
With
The connection waiting time control means connects the output shaft side of the internal combustion engine and the speed change means by the connection release means so that the pressure of the working fluid is based on the detected rotation speed of the first shaft of the transmission means. An automobile which is means for controlling the connection release means so as to obtain a pressure immediately before starting.   When the pressure of the working fluid in the connection release means is slightly increased, the connection waiting time control means changes the rotational speed of the first shaft of the transmission means, but when the pressure of the working fluid is slightly decreased, the first time of the transmission means 3. The means for storing the rotation speed of the first shaft when the rotation speed of the shaft does not change as a target rotation speed and controlling the rotation speed of the first shaft to be the stored target rotation speed. Car.   The connection waiting time control means stores the rotation speed of the first shaft of the transmission means detected by the rotation speed detection means when the pressure of the working fluid in the connection release means is minimized as a target rotation speed. 3. The automobile according to claim 2, which is means for controlling the rotation speed of the first shaft to be the stored target rotation speed.   The connection waiting time control means minimizes the pressure of the working fluid in the connection release means when the vehicle system is started, and determines the rotation speed of the first shaft of the transmission means detected by the rotation speed detection means. 5. The automobile according to claim 4, which is means for storing as a target rotational speed.   The connection waiting time control means slightly reduces the pressure of the working fluid in the connection release means when the detected rotation speed of the first shaft of the transmission means is larger than the stored target rotation speed, and the detected The automobile according to any one of claims 3 to 5, which is means for controlling to slightly increase the pressure of the working fluid in the connection release means when the rotation speed of the first shaft of the transmission means is smaller than the stored target rotation speed.   The connection waiting time control means, when the pressure of the working fluid in the connection release means is slightly increased or decreased, when the rotation speed of the first shaft of the transmission means does not change, the stored target speed of the first shaft 7. The automobile according to claim 6, which is means for storing a new target rotational speed instead of the rotational speed. The automobile according to any one of claims 2 to 7,
The transmission means is a torque converter;
The speed change means is a continuously variable transmission. The automobile according to any one of claims 1 to 8,
An automatic stop start that automatically stops the operation of the internal combustion engine when a predetermined stop condition is satisfied and automatically starts the internal combustion engine when the predetermined start condition is satisfied while the internal combustion engine is automatically stopped. With control means,
The connection release control means is an automobile that uses the predetermined stop condition as one of the predetermined release conditions and controls the connection release means with the predetermined start condition as one of the connection conditions. The automobile according to any one of claims 1 to 9,
An electric motor capable of inputting and outputting power to the axle or an axle different from the axle;
Drive control means for driving the electric motor based on the operation state of the driver;
A car with   The connection standby time control means controls the connection release means so that the pressure immediately before connecting the output shaft side of the internal combustion engine and the speed change means when traveling with only power from the electric motor. The automobile according to claim 10. An internal combustion engine, transmission means for shifting and transmitting power with a change in gear ratio between the output shaft side and the axle side of the internal combustion engine, and an output of the internal combustion engine with adjustment of the pressure of the working fluid A method for controlling an automobile comprising: a connection releasing means for connecting and releasing a connection between a shaft side and the transmission means,
The connection release means is controlled so that the connection between the output shaft side of the internal combustion engine and the transmission means is released when a predetermined release condition is satisfied, and the output of the internal combustion engine is output when the predetermined connection condition is satisfied. Controlling the connection release means so that the shaft side and the transmission means are connected;
When the connection release means releases the connection between the output shaft side of the internal combustion engine and the transmission means, the pressure of the working fluid is reduced by the connection release means based on the state of the output shaft side of the internal combustion engine. A method for controlling an automobile, wherein the connection release means is controlled so that the pressure immediately before connecting an output shaft side of an internal combustion engine and the transmission means is reached.

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