JP2015113911A - Control device of vehicular transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress a restart time lag from termination of engine stop control to engagement of start clutch.SOLUTION: A control device of a continuously variable transmission with an auxiliary transmission, is provided with: a low brake solenoid valve 113 disposed on the way of an oil passage from a mechanical oil pump 10 to a low brake 32, for controlling an oil pressure to the low brake 32; and a transmission controller 12 outputting a clutch oil pressure indication value PL/Bto the low brake solenoid valve 113. The transmission controller 12 outputs the clutch oil pressure indiction value PL/Bto the low brake solenoid valve 113 for opening an oil passage from the mechanical oil pump 10 to the low brake 32 in advance at least before an engine speed rises by restarting of an engine.

Description

  The present invention relates to a control device for a vehicle transmission applied to a vehicle that performs engine stop control (coast stop control / idle stop control).

  Conventionally, when the engine stop speed is reduced by starting coast stop control and the discharge pressure from the mechanical oil pump driven by the engine is lowered, a device that drives the electric oil pump and secures the hydraulic pressure to the pulley and the clutch It is disclosed (for example, see Patent Document 1).

JP 2012-77840 A

  However, if the electric oil pump is abolished in the conventional device, after the coast stop control is finished, when the start clutch is engaged and the vehicle restarts, there is no oil in the oil passage. For this reason, when the stopped engine is restarted, it waits for the start clutch hydraulic pressure instruction until the engine speed rises and clutch hydraulic pressure control becomes possible by the discharge pressure from the mechanical oil pump. As a result, there is a problem that it takes a long time from the end of coast stop control to the restart and a restart time lag occurs.

  The present invention has been made paying attention to the above-described problem, and an object of the present invention is to provide a control device for a vehicle transmission that can suppress a restart time lag from the end of engine stop control to engagement of a start clutch.

In order to achieve the above object, a control apparatus for a vehicle transmission according to the present invention includes an engine, a transmission, a starting clutch, a mechanical oil pump, and an engine stop control means.
In this vehicle transmission control device, a solenoid valve that is provided in the middle of an oil path from the mechanical oil pump to the starting clutch and that controls the hydraulic pressure to the starting clutch, and a clutch hydraulic pressure indication value to the solenoid valve And transmission control means for outputting.
The transmission control means is a clutch that opens an oil path from the mechanical oil pump to the starting clutch in advance at least before the engine speed rises due to restart of the engine when the engine stop control is performed. The hydraulic pressure indication value is output to the solenoid valve.

Therefore, when engine stop control is performed, a clutch hydraulic pressure instruction value that opens an oil path from the mechanical oil pump to the starting clutch in advance is output to the solenoid valve at least before the engine speed rises due to restart.
Therefore, when the engine speed gradually increases as the engine restarts, the oil from the mechanical oil pump flows into the oil path to the start clutch opened via the solenoid valve, and the pipe line to the start clutch The system is filled with oil.
In this way, oil can be supplied to the pipeline to the start clutch before instructing the start clutch to have a torque transmission capacity, so even if there is less oil supplied from the mechanical oil pump, the start clutch Can be fastened.
As a result, the restart time lag from the end of engine stop control to the start clutch engagement can be kept small.

1 is an overall system diagram showing a schematic configuration of a vehicle on which a continuously variable transmission with a sub-transmission (an example of a vehicle transmission) to which a control device of Example 1 is applied. FIG. 3 is a control block diagram illustrating a control system configuration centering on the transmission controller of the first embodiment. It is a shift map figure which shows an example of the shift map stored in the memory | storage device of the transmission controller of Example 1. FIG. It is a figure which shows the hydraulic circuit structure to the low brake fastened as a starting clutch after completion | finish of coast stop control among hydraulic control circuits. 5 is a flowchart 1 illustrating a flow of a coast stop-compatible transmission control process executed by the transmission controller according to the first embodiment. 6 is a flowchart 2 illustrating a flow of a coast stop-compatible transmission control process executed by the transmission controller according to the first embodiment. 6 is a flowchart 3 illustrating a flow of a coast stop-compatible transmission control process executed by the transmission controller according to the first embodiment. Coast stop control on / off of the vehicle of Example 1 CS / FLG, engine speed Ne, vehicle speed VSP, lockup clutch L / U, line pressure PL, high clutch oil pressure PH / C, low brake 6 is a time chart showing characteristics of clutch hydraulic pressure command value PL / B ^* and primary current command value PriSOL / I ^* .

  Hereinafter, the best mode for realizing a control device for a vehicle transmission according to the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
The control device of the continuously variable transmission with an auxiliary transmission (an example of a vehicle transmission) according to the first embodiment is represented by “overall system configuration”, “shift control configuration using a shift map”, “coast stop control configuration”, and “coast stop”. The explanation will be divided into “corresponding transmission control configuration”.

[Overall system configuration]
FIG. 1 shows a schematic configuration of a vehicle on which a continuously variable transmission with a sub-transmission to which the control device of the first embodiment is applied, and FIG. 2 shows an internal configuration of a transmission controller. The overall system configuration will be described below with reference to FIGS.
In the following description, the “transmission ratio” of a transmission mechanism is a value obtained by dividing the input rotational speed of the transmission mechanism by the output rotational speed of the transmission mechanism. Further, “lowest speed ratio” means the maximum speed ratio of the speed change mechanism, and “highest speed ratio” means the minimum speed ratio of the speed change mechanism.

A vehicle equipped with the continuously variable transmission with the auxiliary transmission includes an engine 1 having a starter motor 15 for starting the engine as a power source. Output rotation of the engine 1 is transmitted through a torque converter 2 having a lock-up clutch 9, a reduction gear pair 3, a continuously variable transmission (hereinafter simply referred to as “transmission 4”), a final gear pair 5, and a final reduction gear 6. Is transmitted to the drive wheel 7. The final gear pair 5 is provided with a parking mechanism 8 that mechanically locks the output shaft of the transmission 4 during parking.
The vehicle also includes a mechanical oil pump 10 driven by the power of the engine 1, a hydraulic control circuit 11 that regulates the discharge pressure from the mechanical oil pump 10 and supplies the pressure to each part of the transmission 4, and a hydraulic control circuit 11, a transmission controller 12, an integrated controller 13, and an engine controller 14 are provided. Each configuration will be described below.

  The transmission 4 includes a belt-type continuously variable transmission mechanism (hereinafter referred to as “variator 20”) and an auxiliary transmission mechanism 30 provided in series with the variator 20. Here, “provided in series” means that the variator 20 and the subtransmission mechanism 30 are provided in series in the power transmission path. The auxiliary transmission mechanism 30 may be directly connected to the output shaft of the variator 20 as in this example, or may be connected via another transmission or power transmission mechanism (for example, a gear train).

  The variator 20 is a belt-type continuously variable transmission mechanism that includes a primary pulley 21, a secondary pulley 22, and a V-belt 23 that is wound around the pulleys 21 and 22. Each of the pulleys 21 and 22 is disposed with a fixed conical plate, a movable conical plate formed with a sheave surface facing the fixed conical plate, and forming a V groove between the fixed conical plate and the movable conical plate. A primary hydraulic cylinder 23a and a secondary hydraulic cylinder 23b are provided on the back surface of the plate to displace the movable conical plate in the axial direction. When the hydraulic pressure supplied to the primary hydraulic cylinder 23a and the secondary hydraulic cylinder 23b is adjusted, the width of the V groove changes, the contact radius between the V belt 23 and each pulley 21, 22 changes, and the transmission ratio vRatio of the variator 20 changes. Change steplessly.

  The subtransmission mechanism 30 is a transmission mechanism having two forward speeds and one reverse speed. The subtransmission mechanism 30 is connected to a Ravigneaux type planetary gear mechanism 31 in which two planetary gear carriers are coupled, and a plurality of rotating elements constituting the Ravigneaux type planetary gear mechanism 31, and a plurality of frictions that change their linkage state. Fastening elements (low brake 32, high clutch 33, reverse brake 34) are provided. When the hydraulic pressure supplied to each of the frictional engagement elements 32 to 34 is adjusted and the engagement / release state of each of the frictional engagement elements 32 to 34 is changed, the gear position of the auxiliary transmission mechanism 30 is changed. For example, if the low brake 32 is engaged and the high clutch 33 and the reverse brake 34 are released, the gear position of the subtransmission mechanism 30 is the first speed. When the high clutch 33 is engaged and the low brake 32 and the reverse brake 34 are released, the gear position of the subtransmission mechanism 30 becomes the second speed having a smaller gear ratio than the first speed. Further, if the reverse brake 34 is engaged and the low brake 32 and the high clutch 33 are released, the shift speed of the subtransmission mechanism 30 is reverse. In the following description, it is expressed that “the transmission 4 is in the low speed mode” when the shift speed of the auxiliary transmission mechanism 30 is the first speed, and “the transmission 4 is in the high speed mode” when the speed is the second speed. Express.

  As shown in FIG. 2, the transmission controller 12 includes a CPU 121, a storage device 122 including a RAM / ROM, an input interface 123, an output interface 124, and a bus 125 that interconnects them. .

  The input interface 123 includes an output signal of an accelerator opening sensor 41 for detecting an accelerator pedal depression degree (hereinafter referred to as “accelerator opening APO”), an input rotational speed of the transmission 4 (= the primary pulley 21 of the primary pulley 21). The output signal of the rotation speed sensor 42 for detecting the rotation speed (hereinafter referred to as “primary rotation speed Npri”), the output signal of the vehicle speed sensor 43 for detecting the traveling speed of the vehicle (hereinafter referred to as “vehicle speed VSP”), and the speed change. The output signal of the line pressure sensor 44 that detects the line pressure of the machine 4 (hereinafter referred to as “line pressure PL”), the output signal of the inhibitor switch 45 that detects the position of the select lever, and the like are input.

  The storage device 122 stores a shift control program for the transmission 4 and a shift map (FIG. 3) used in the shift control program. The CPU 121 reads out and executes a shift control program stored in the storage device 122, performs various arithmetic processes on various signals input via the input interface 123, generates a shift control signal, and generates the generated shift control program. The control signal is output to the hydraulic control circuit 11 via the output interface 124. Various values used in the arithmetic processing by the CPU 121 and the arithmetic results are appropriately stored in the storage device 122.

  The hydraulic control circuit 11 includes a plurality of flow paths and a plurality of hydraulic control valves. The hydraulic control circuit 11 switches a hydraulic pressure supply path by controlling a plurality of hydraulic control valves based on a shift control signal from the transmission controller 12. That is, the line pressure PL is adjusted from the discharge pressure generated by the mechanical oil pump 10, and the pulley pressure and the clutch pressure adjusted using the line pressure PL as the original pressure are supplied to each part of the transmission 4. Thereby, the gear ratio vRatio of the variator 20 and the gear position of the auxiliary transmission mechanism 30 are changed, and the transmission 4 is shifted.

  The integrated controller 13 performs integrated management of a plurality of in-vehicle controllers so that transmission control by the transmission controller 12 and engine control by the engine controller 14 are appropriately secured. The integrated controller 13 is connected to an in-vehicle controller such as the transmission controller 12 and the engine controller 14 via a CAN communication line 25 so that information can be exchanged.

  The engine controller 14 performs coast stop control for stopping the engine 1 after coast deceleration, idle stop control for stopping the engine 1 when the vehicle stops, engine start control using the starter motor 15, and the like. The engine controller 14 receives an output signal of an engine speed sensor 46 that detects the speed of the engine 1 (hereinafter referred to as “engine speed Ne”).

[Shift control configuration by shift map]
FIG. 3 shows an example of a shift map stored in the storage device 122 of the transmission controller 12. Hereinafter, a shift control configuration based on the shift map will be described with reference to FIG.

  The operating point of the transmission 4 is determined based on the vehicle speed VSP and the primary rotational speed Npri on the shift map shown in FIG. The slope of the line connecting the operating point of the transmission 4 and the zero point of the lower left corner of the transmission map is the overall transmission obtained by multiplying the transmission ratio of the transmission 4 (the transmission ratio vRatio of the variator 20 and the transmission ratio subRatio of the subtransmission mechanism 30). Ratio, hereinafter referred to as “through transmission ratio”). Similar to the shift map of the conventional belt-type continuously variable transmission, a shift line is set for each accelerator opening APO, and the shift of the transmission 4 is selected according to the accelerator opening APO. According to the shift line. For the sake of simplicity, FIG. 3 shows the full load line F / L (shift line when the accelerator opening APO = 8/8) and the partial line P / L (shift when the accelerator opening APO = 4/8). Line) and coast line C / L (shift line when accelerator opening APO = 0) are shown.

  When the transmission 4 is in the low speed mode, the transmission 4 has a low speed mode lowest line LL / L obtained by maximizing the transmission ratio vRatio of the variator 20, and a low speed mode obtained by minimizing the transmission ratio vRatio of the variator 20. It is possible to shift between the highest line LH / L. At this time, the operating point of the transmission 4 moves in the A region and the B region. On the other hand, when the transmission 4 is in the high speed mode, the transmission 4 has the highest speed line HL / L obtained by maximizing the transmission ratio vRatio of the variator 20 and the high speed obtained by minimizing the transmission ratio vRatio of the variator 20. It is possible to shift between the mode highest line HH / L. At this time, the operating point of the transmission 4 moves in the B region and the C region.

  The gear ratio of each gear stage of the sub-transmission mechanism 30 is the gear ratio corresponding to the low speed mode highest line LH / L (the low speed mode highest gear ratio) corresponding to the high speed mode lowest line HL / L ( It is set to be smaller than (high speed mode lowest gear ratio). Accordingly, the low speed mode ratio range LRE that is a range of the through speed ratio Ratio of the transmission 4 that can be taken in the low speed mode, and the high speed mode ratio range HRE that is a range of the through speed ratio Ratio of the transmission 4 that can be taken in the high speed mode. , Partially overlap. When the operating point of the transmission 4 is in the B region (overlapping region) between the high speed mode lowest line HL / L and the low speed mode highest line LH / L, the transmission 4 is in either the low speed mode or the high speed mode. The mode can also be selected.

  The transmission controller 12 refers to this shift map and sets the through speed ratio Ratio corresponding to the vehicle speed VSP and the accelerator opening APO (the driving state of the vehicle) as the ultimate through speed ratio DRatio. The reaching through speed ratio DRatio is a target value that the through speed ratio Ratio should finally reach in the operation state. Then, the transmission controller 12 sets a target through speed ratio tRatio, which is a transient target value for causing the through speed ratio Ratio to follow the reached through speed ratio DRatio with a desired response characteristic, and the through speed ratio Ratio is the target. The variator 20 and the subtransmission mechanism 30 are controlled so as to coincide with the through speed ratio tRatio.

  On the shift map, a mode switching up shift line MU / L (1 → 2 up shift line of the subtransmission mechanism 30) for performing the upshift of the subtransmission mechanism 30 is substantially on the low speed mode highest line LH / L. It is set to overlap. The through speed ratio Ratio corresponding to the mode switching up speed change line MU / L is substantially equal to the low speed mode highest speed ratio LH / L. Further, on the shift map, the mode switching down shift line MD / L (2 → 1 down shift line of the subtransmission mechanism 30) for performing the downshift of the subtransmission mechanism 30 is on the high-speed mode lowest line HL / L. It is set so as to be almost overlapped. The through speed ratio Ratio corresponding to the mode switching down speed change line MD / L is substantially equal to the high speed mode lowest speed ratio HL / L.

  When the operating point of the transmission 4 crosses the mode switching up transmission line MU / L or the mode switching down transmission line MD / L, that is, the target through speed ratio tRatio of the transmission 4 straddles the mode switching speed ratio mRatio. The transmission controller 12 performs the mode switching shift control when it is changed at or when it matches the mode switching gear ratio mRatio. In this mode switching shift control, the transmission controller 12 shifts the auxiliary transmission mechanism 30 and changes the transmission ratio vRatio of the variator 20 in a direction opposite to the direction in which the transmission ratio subRatio of the auxiliary transmission mechanism 30 changes. As described above, “cooperative control” for coordinating two shifts is performed.

  In the “cooperative control”, when the target through speed ratio tRatio of the transmission 4 crosses the mode switching up shift line MU / L from the B area side toward the C area side, or the mode switching up shift line from the B area side. If the MU / L matches, the transmission controller 12 issues a 1 → 2 upshift determination, changes the gear position of the subtransmission mechanism 30 from the first gear to the second gear, and maximizes the gear ratio vRatio of the variator 20. Change from high gear ratio to low gear ratio. Conversely, when the target through speed ratio tRatio of the transmission 4 crosses the mode switching down shift line MD / L from the B area side toward the A area side, or from the B area side to the mode switching down shift line MD / L. If they match, the transmission controller 12 issues a 2 → 1 downshift determination, changes the gear position of the subtransmission mechanism 30 from the second speed to the first speed, and changes the speed ratio vRatio of the variator 20 from the lowest speed ratio. Change to the gear ratio side.

  The reason for performing the “cooperative control” for changing the speed ratio vRatio of the variator 20 at the time of the mode change up shift or the mode change down shift is the change in the input rotational speed caused by the step of the through speed ratio Ratio of the transmission 4. This is because the driver's uncomfortable feeling can be suppressed, and the shift shock of the auxiliary transmission mechanism 30 can be reduced.

[Coast stop control configuration]
In order to suppress the fuel consumption as much as possible, the engine controller 14 according to the first embodiment performs an engine operation while the vehicle is coasting (during coasting) in addition to “idle stop control” that stops the engine 1 while the vehicle is stopped. “Coast stop control” is performed to stop 1.

  The “coast stop control” is control for suppressing fuel consumption by automatically stopping the engine 1 while the vehicle is coasting in a low vehicle speed range. The “coast stop control” and the “fuel cut control” executed when the accelerator is off are common in that the fuel supply to the engine 1 is stopped. However, the normal “fuel cut control” is executed at a relatively high speed, and the lock-up clutch 9 of the torque converter 2 is engaged to ensure engine braking. On the other hand, the “coast stop control” is executed during coasting at a relatively low speed immediately before the vehicle stops, and differs in that the lockup clutch 9 is released to stop the rotation of the engine 1.

In executing the “coast stop control”, the engine controller 14 determines, for example, the following conditions (a) to (e).
(a): The foot is released from the accelerator pedal (accelerator opening APO = 0)
(b): Brake pedal is depressed (brake sensor not shown is ON)
(c): Vehicle speed VSP is below a predetermined low vehicle speed (for example, 15 km / h)
(d): Lock-up clutch 9 is released (for example, vehicle speed is 13 km / h)
(e): The high speed mode (second speed) by the engagement of the high clutch 33 is selected. These conditions (a) to (e) are conditions for judging that the driver intends to stop in other words. is there.

  The engine controller 14 executes coast stop control for stopping the rotation of the engine 1 by stopping the supply of fuel to the engine 1 when all the start conditions (a) to (e) of the coast stop control are satisfied. Start. At the same time, a coast stop control in-progress flag CS / FLG representing the execution of coast stop control is set (CS / FLG = 1) and output to the integrated controller 13 and the transmission controller 12. During coast stop control, there is an accelerator depression operation or brake release operation.If condition (a) or (b) is not satisfied, coast stop control is terminated using this as an end condition, and the coast stop control flag Lower CS / FLG (CS / FLG = 0).

  When the coast stop control is started, the mechanical oil pump 10 that generates hydraulic pressure by the driving force of the engine 1 also stops gradually as the engine speed decreases, and the discharge pressure from the mechanical oil pump 10 is changed to the hydraulic control circuit 11. No longer supplied. On the other hand, even when the engine 1 is stopped, hydraulic pressure is originally required for the belt clamping force by the pulleys of the variator 20 and the engagement of the frictional engagement elements of the auxiliary transmission mechanism 30. For this purpose, for example, as described in JP-A-2013-204722, as an oil pump, in addition to an engine-driven mechanical oil pump, an electric oil pump that supplements hydraulic pressure while the engine is stopped is mounted. . On the other hand, in the first embodiment, the electric oil pump is abolished mainly for the purpose of reducing the system cost and only the mechanical oil pump 10 is installed. It becomes necessary to perform stop-compatible transmission control. In view of this, coast stop-compatible transmission control is performed on the transmission controller 12 side based on input information such as the coast stop control flag and the engine speed Ne.

  Since the start condition of the coast stop control includes the high speed mode selection condition (e) as described above, when the coast stop control is started, the engaged high clutch 33 is released. On the other hand, when the coast stop control is finished while the vehicle is stopped, the vehicle starts with the lowest gear ratio in the low-speed mode, so the low brake 32 is engaged as a starting clutch. Since the start condition of the coast stop control includes the high speed mode selection condition (e), the coast stop control is not started if the low brake 32 is engaged during traveling. When the vehicle stops in such a state, idle stop control is performed. In the idling stop control, since the control is started on the condition that the vehicle is stopped, the low brake 32 that is engaged by the selection of the low speed mode is released after the vehicle stops. When the idle stop control is completed, the low brake 32 is engaged as a starting clutch because the vehicle starts at the lowest speed ratio in the low speed mode, as is the case with the coast stop control.

  Next, the hydraulic circuit configuration to the low brake 32 that is engaged as a starting clutch after the end of the engine stop control (coast stop control / idle stop control) will be described with reference to FIG.

  The low brake 32 has a multi-plate friction engagement element configuration, and the hydraulic pressure to the piston oil chamber 32b defined by the brake piston 32a is controlled based on the discharge pressure from the mechanical oil pump 10 driven by the engine 1. Created by circuit 11. The hydraulic control circuit 11 includes a pressure regulator valve 111, a pilot valve 112, a low brake solenoid valve 113 (solenoid valve), and an accumulator 114.

  The pressure regulator valve 111 is a valve that regulates the line pressure PL from the pump discharge pressure, and includes a line pressure port 111a, a closing port 111b, and a drain port 111c. A spring force and an operation signal pressure generated by a line pressure solenoid (not shown) act on one end side of the valve spool 111d, and a feedback pressure acts on the other end side. A line pressure oil passage 115 is connected to the line pressure port 111a.

  The pilot valve 112 is a valve that generates a pilot pressure Pp in which the upper limit of the line pressure PL is regulated, and includes a line pressure port 112a, a pilot pressure port 112b, and a drain port 112c. A spring force acts on one end side of the valve spool 112d, and a feedback pressure acts on the other end side. A pilot pressure oil passage 116 is connected to the pilot pressure port 112b. The pilot pressure oil passage 116 is provided with an orifice 116a and a one-way valve 116b in parallel.

The low brake solenoid valve 113 is a valve that regulates the low brake hydraulic pressure PL / B using the pilot pressure Pp as a base pressure, and has a pilot pressure port 113a, a low brake pressure port 113b, and a drain port 113c. A spring force and feedback pressure act on one end side of the valve spool 113d, and a solenoid force acts on the other end side. If there is no action of the solenoid force, the low brake pressure port 113b and the drain port 113c are in communication. On the other hand, when the solenoid force is applied by the clutch hydraulic pressure instruction value PL / B ^* from the transmission controller 12, the pilot pressure port 113a and the low brake pressure port 113b are in communication. A low brake pressure oil passage 117 is connected to the low brake pressure port 113b. The low brake pressure oil passage 117 is provided with an orifice 117a.

  The accumulator 114 is provided in the middle of the low brake pressure oil passage 117, delays the hydraulic supply to the piston oil chamber 32b of the low brake 32 and discharges the hydraulic pressure to the low brake 32. suppress.

[Coast stop-compatible transmission control configuration]
5 to 7 show the coast stop-compatible transmission control process executed by the transmission controller 12 of the first embodiment (transmission control means). Hereinafter, each step of FIGS. 5 to 7 showing the configuration of the coast stop-compatible transmission control processing will be described. The abbreviation for coast stop control is called “CS”, and the abbreviation for idle stop control is called “IS”.

In step S1, it is determined whether or not it is permitted to enter the coast stop control. If YES (CS entry is permitted), the process proceeds to step S2. If NO (CS entry is not permitted), the process proceeds to the end.
Here, the determination of permission to enter CS is made when the coast stop control flag is changed from flag = 0 (CS non-control) to flag = 1 (CS control is in progress). On the engine control side, when the coast stop control start condition is satisfied, the fuel injection is cut, the rotation speed of the engine 1 is reduced, and then the coast stop control to enter the engine stop state is started.

In step S2, following the determination that the CS entry is permitted in step S1 or the determination that the engine speed is greater than the predetermined value in step S3, it is determined whether or not there is a determination of a departure from the coast stop control. judge. If YES (CS missing determination is present), the process proceeds to step S9. If NO (CS missing determination is not present), the process proceeds to step S3.
Here, the determination that there is a CS loss determination is made when the coast stop control flag is switched from flag = 1 (CS control in progress) to flag = 0 (CS non-control). On the engine control side, when the coast stop control end condition is satisfied, if the engine speed Ne is equal to or higher than a predetermined speed (for example, 1000 rpm), the engine 1 is performed by fuel injection and ignition without using the starter motor 15. Is restarted (recovered). When the engine speed Ne is lower than a predetermined engine speed (for example, 1000 rpm) and recovery cannot be performed, the engine cranking is performed using the starter motor 15 after the engine speed Ne has sufficiently decreased, and fuel injection is resumed. A starter start for starting the engine 1 is performed.

In step S3, it is determined whether or not the engine speed Ne is equal to or less than a predetermined value (for example, 800 rpm) following the determination in step S2 that there is no CS missing determination. If YES (Ne ≦ predetermined value), the process proceeds to step S4. If NO (Ne> predetermined value), the process returns to step S2.
Here, the predetermined value of the engine rotational speed Ne is set to a rotational speed that can be prepared for a restart due to an accelerator depression operation intervention while suppressing occurrence of a shock when the high clutch 33 is released. The predetermined value (for example, 800 rpm) of the engine speed Ne is such that the engine 1 recovers at the last rotation speed (for example, 1000 rpm) at which recovery starts, and after the recovery returns, the engine speed Ne is under. Even if the engine is shot and falls below this rotational speed (1000 rpm), the rotational speed (800 rpm) prevents the high clutch 33 from being released even if the engine 1 recovers.

  In step S4, following the determination that Ne ≦ predetermined value in step S3, release of the engaged high clutch 33 is started, and the process proceeds to step S5.

  In step S5, following the determination that the high clutch has been released in step S4 or that the high clutch has not been completely released in step S6, whether or not there is a determination of exit from the coast stop control as in step S2. Determine. If YES (CS missing determination is present), the process proceeds to step S9. If NO (CS missing determination is not present), the process proceeds to step S6.

  In step S6, it is determined whether or not the complete release of the high clutch 33 has been completed following the determination in step S5 that there is no CS missing determination. If YES (high clutch complete release complete), the process proceeds to step S7. If NO (high clutch complete release incomplete), the process returns to step S5.

In step S7, following the determination that the high clutch complete release has been completed in step S6, CS / IS shift control is executed, and the process proceeds to step S8.
Here, in CS / IS shift control,
(a) Fixed target variator ratio
(b) Invalidation of target slew ratio change limit
(c) Secondary gear position 2nd gear → 1st gear
(d) Primary current command value = Control by CS / IS command current value is performed.

  In step S8, following the determination that there is no CS / IS shift control in step S7 or no CS omission determination in step S8, the omission determination from the coast stop control is performed as in steps S2 and S5. It is determined whether or not there is. If YES (CS missing determination is present), the process proceeds to step S9. If NO (CS missing determination is not present), the determination in step S8 is repeated.

In step S9, it is determined whether or not the starter engine is started following the determination that the CS missing determination is present in step S2, step S5, or step S8. If YES (starter engine start), the process proceeds to step S11. If NO (recovery return), the process proceeds to step S10.
Here, whether the starter engine starts or recovers is determined by the engine speed at the determination timing of the CS missing determination. For example, if the engine speed Ne is maintained at a predetermined speed (1000 rpm) or more when the CS missing is determined, recovery can be recovered by fuel injection and ignition, but the engine speed Ne is set to the predetermined speed (1000 rpm). ), The starter is started using the starter motor 15.

In step S10, following the determination that the recovery is in step S9, it is determined whether or not the high clutch 33 is being engaged. If YES (except when the clutch is engaged), the process proceeds to step S11. If NO (clutch is engaged), the process proceeds to step S26.
Here, the state other than the clutch being engaged means that the state of the high clutch 33 is completely engaged (the state in which the high clutch 33 is not slipping).

  In step S11, following the determination that the starter engine is started in step S9 or that the clutch is not engaged in step S10, the clutch hydraulic pressure instruction value to the released high clutch 33 is the clutch It is determined whether or not the hydraulic pressure instruction value = 0 MPa. If YES (clutch oil pressure instruction value = 0 MPa), the process proceeds to step S13, and if NO (clutch oil pressure instruction value ≠ 0 MPa), the process proceeds to step S12.

In step S12, following the determination in step S11 that the clutch hydraulic pressure instruction value ≠ 0 MPa, the clutch hydraulic pressure instruction value PH / C ^* for the released high clutch 33 is switched to the clutch hydraulic pressure instruction value = 0 MPa. Proceed to S13.

In step S13, following the determination that the clutch hydraulic pressure command value = 0 MPa in step S11 or the switching to the clutch hydraulic pressure command value = 0 MPa in step S12, the primary current command value PriSOL / I ^* is set to 1A ( 1 ampere), the clutch hydraulic pressure command value PL / B ^* is changed from 0 MPa to a stroke start pressure level command value, and the process proceeds to step S14.
Here, the primary current instruction value PriSOL / I ^* of 1A may close the hydraulic circuit to the primary hydraulic cylinder 23a against the spring biasing force of the primary solenoid in the absence of the base pressure supplied to the primary solenoid. This is the current indication value that can be generated.

In Step S14, following the setting of the primary current instruction value PriSOL / I ^* and the change of the clutch hydraulic pressure instruction value PL / B ^* in Step S13, it is determined whether or not the engine speed Ne is a predetermined value (for example, 500 rpm) or more. Judging. If YES (Ne ≧ 500 rpm), the process proceeds to step S15. If NO (Ne <500 rpm), the determination in step S14 is repeated.
Here, the predetermined value of the engine rotational speed Ne is set to a rotational speed at which the engine-driven mechanical oil pump 10 can generate a line pressure PL that can be hydraulically controlled to engage the low brake 32.

  In step S15, following the determination that Ne ≧ 500 rpm in step S14 or the determination that the timer value <predetermined value in step S16, the actual line pressure PL detected by the line pressure sensor 44 is a predetermined value. It is determined whether or not it is a value (for example, 0.5 MPa) or more. If YES (PL ≧ predetermined value), the process proceeds to step S17. If NO (PL <predetermined value), the process proceeds to step S16.

  In step S16, following the determination that PL <predetermined value in step S15, the timer value that is started from the time when it is determined that Ne ≧ 500 rpm and is added as time elapses is greater than or equal to the predetermined value. Determine whether. If YES (timer value ≧ predetermined value), the process proceeds to step S17. If NO (timer value <predetermined value), the process returns to step S15.

In step S17, following the determination that PL ≧ predetermined value in step S15 or the timer value ≧ predetermined value in step S16, the primary current instruction value PriSOL / I ^* was output. While releasing 1A (1 ampere), the clutch hydraulic pressure command value PL / B ^* is changed from the stroke start pressure level command value to the hydraulic pressure command value, and the process proceeds to step S18. By releasing the primary current instruction value PriSOL / I * of 1A (1 ampere), the primary hydraulic cylinder 23a of the primary pulley 21 is supplied with hydraulic pressure based on the target hydraulic pressure.

In Step S18, following the cancellation of the primary current instruction value PriSOL / I ^* and the change of the clutch oil pressure instruction value PL / B ^* in Step S17, whether or not the hydraulic charging to the low brake 32 that is engaged at the time of restart is completed. Determine whether. If YES (hydraulic filling is complete), the process proceeds to step S19. If NO (hydraulic filling is not complete), the determination in step S18 is repeated.

  In step S19, following the determination that the hydraulic pressure filling is completed in step S18, the fixed ratio of the target variator ratio fixed in step S7 is cleared, and the process proceeds to step S20.

In step S20, following the target variator ratio fixed clear in step S19, the clutch hydraulic pressure command value upper limit regulation value PL / B ^* max for the low brake 32 is calculated based on the actual line pressure PL detected by the line pressure sensor 44. Then, the process proceeds to step S21.
Here, the clutch hydraulic pressure command value upper limit regulation value PL / B ^* max calculates the belt capacity T of the variator 20 based on the actual line pressure PL, and calculates a predetermined margin α from the belt capacity calculated value T (PL). deducted,
PL / B ^* max = T (PL) -α
It is calculated by the following formula.

In step S21, following the calculation of the clutch hydraulic pressure command value upper limit regulation value PL / B ^* max in step S20, engagement of the low brake 32, which is the starting clutch, with a clutch engagement command hydraulic pressure described later is started, and the process proceeds to step S22.

In step S22, following the determination that clutch engagement is started in step S21 or clutch engagement is not completed in step S25, the clutch hydraulic pressure instruction value PL / B ^* to the low brake 32 that is the starting clutch is It is determined whether or not the hydraulic pressure instruction value upper limit regulation value PL / B ^* max is less. If YES (clutch oil pressure instruction value <clutch oil pressure instruction value upper limit restriction value), the process proceeds to step S23. If NO (clutch oil pressure instruction value ≧ clutch oil pressure instruction value upper limit restriction value), the process proceeds to step S24.

In step S23, following the determination that the clutch hydraulic pressure command value <the clutch hydraulic pressure command value upper limit regulation value in step S22, the clutch hydraulic pressure command value PL / B ^* is set as the clutch engagement command hydraulic pressure, and the process proceeds to step S25.
Here, the clutch engagement instruction hydraulic pressure is
Clutch engagement command oil pressure = τNe ² xt x gear ratio + (torque required for rotation reduction)
It is calculated by the following formula.
“Τ” is a torque capacity coefficient, “t” is a torque ratio, and “τNe ² × t” represents turbine torque. “Gear ratio” is a reduction gear ratio, and “torque required for rotation reduction” corresponds to an inertia torque of the variator 20.

In step S24, following the determination in step S22 that the clutch hydraulic pressure command value ≧ the clutch hydraulic pressure command value upper limit regulation value, the clutch hydraulic pressure command value PL / B ^{* is changed} to the clutch hydraulic pressure command value upper limit regulation value PL / B ^* max. And go to step S25.

In step S25, following the setting of the clutch hydraulic pressure instruction value PL / B ^* in step S23 or step S24, it is determined whether or not the engagement of the low brake 32, which is the starting clutch, has been completed. If YES (clutch engagement is complete), the process proceeds to step S26. If NO (clutch engagement is not complete), the process returns to step S22.

In step S26, following the determination that the clutch engagement is complete in step S25 or the clutch engagement being performed in step S10, the clutch hydraulic pressure instruction value PL / B ^* is set as the clutch engagement maintenance instruction hydraulic pressure. Go to the end.

Next, the operation will be described.
The operation of the control device for the continuously variable transmission with the sub-transmission according to the first embodiment will be described by dividing it into “overall operation of coast stop-compatible transmission control” and “low brake engagement control operation during re-starting”.

[Overall action of coast stop gearbox control]
FIG. 8 shows a time chart based on coast stop compatible transmission control. Hereinafter, the overall operation of the coast stop-compatible transmission control will be described with reference to FIGS.

  After the coast stop control condition is satisfied, when the vehicle shifts from coast stop control to idle stop without CS disconnection before the vehicle stop by intervention such as an accelerator operation, and then the vehicle starts, FIGS. In the flowchart shown in FIG.

  When it is permitted to enter the coast stop control and there is no determination of the exit from the coast stop control, in the flowchart of FIG. 5, the process proceeds from step S1 to step S2 to step S3, and in step S3, the engine speed Ne. While the value exceeds the predetermined value, the flow from step S2 to step S3 is repeated. When it is determined in step S3 that the engine speed Ne has become equal to or less than the predetermined value, the process proceeds from step S3 to step S4, and in step S4, the fast clutch 33 that has been engaged is released. If there is no disconnection determination from the coast stop control during the release of the high clutch 33, the process proceeds from step S4 to step S5 to step S6, and from step S5 to step S6 until the high clutch 33 completes the complete release. The forward flow is repeated.

If it is determined in step S6 that the complete release of the high clutch 33 has been completed, the process proceeds to step S7. In step S7,
(a) Fixed target variator ratio
(b) Invalidation of target slew ratio change limit
(c) Secondary gear position 2nd gear → 1st gear
(d) Primary current command value = CS / IS shift control by the command current value during CS / IS is executed. This CS / IS shift control is continuously executed until it is determined in step S8 that there is a CS missing determination.

If it is determined in step S8 that there is a CS missing determination in a situation where the engine is stopped due to engine stop, that is, a starter start is performed instead of recovery, the process proceeds from step S9 to step S11 to step S13. In step S13, the primary current command value PriSOL / I ^* is set to 1A (1 ampere), and the clutch hydraulic pressure command value PL / B ^* is changed from 0 MPa to a stroke start pressure level command value. In the next step S14, it is determined whether or not the engine speed Ne is a predetermined value or more. When the engine speed Ne becomes greater than or equal to a predetermined value due to starter start, the process proceeds from step S14 to step S15 → step S17, or from step S14 to step S15 → step S16 → step S17. In step S17, 1A (1 ampere) output as the primary current command value PriSOL / I ^* is released, and the clutch hydraulic pressure command value PL / B ^* is changed from the stroke start pressure level command value to the hydraulic charge command value. Be changed. In the next step S18, it is determined whether or not the hydraulic charging to the low brake 32 that is engaged at the time of restart is completed. When the hydraulic charging to the low brake 32 is completed, the process proceeds to step S19. In S7, the fixed target variator ratio is cleared.

When the filling of the hydraulic pressure to the low brake 32 is completed and the fixation of the target variator ratio is cleared, the process proceeds to step S20. In step S20, the low brake 32 is returned to based on the actual line pressure PL detected by the line pressure sensor 44. The clutch hydraulic pressure command value upper limit regulation value PL / B ^* max is calculated. In the next step S21, engagement of the low brake 32, which is a starting clutch, is started. After the engagement of the low brake 32 is started, while the clutch hydraulic pressure command value is smaller than the clutch hydraulic pressure command value upper limit regulation value, the flow of steps S22 → step S23 → step S25 is repeated, and in step S23, the clutch hydraulic pressure command value PL / B ^* is the clutch engagement instruction hydraulic pressure. On the other hand, if the clutch hydraulic pressure command value ≧ the clutch hydraulic pressure command value upper limit regulation value after the low brake 32 starts to be engaged, the flow from step S22 → step S24 → step S25 is repeated. In step S24, the clutch hydraulic pressure command value PL / B ^* is the clutch hydraulic pressure command value upper limit regulation value PL / B ^* max. Then, when it is determined in step S25 that the engagement of the low brake 32, which is the starting clutch, has been completed, the process proceeds from step S25 to step S26, and in step S26, the clutch hydraulic pressure instruction value PL / B ^* is maintained as clutch engagement maintained. The command hydraulic pressure is set, and the process proceeds to the end to finish the coast stop-compatible transmission control.

  In the time chart shown in FIG. 8, time t0 is a CS entry permission determination time, time t1 is a high clutch release start time, time t2 is a clutch complete release completion time, time t3 is a vehicle stop time, time t4 is a CS loss determination time, Time t5 is a stroke start pressure instruction end time, and time t6 is a filling hydraulic pressure instruction end time. Time T1 is a clutch release time, time T2 is a clutch release maintenance time, time T3 is a clutch original pressure rising waiting time, time T4 is a clutch hydraulic pressure filling time, and time T5 is a clutch engagement time.

  In other words, when the CS entry permission determination is made at time t0, the decrease in the engine speed Ne is monitored, and as shown in the characteristics of the high clutch hydraulic pressure PH / C, the time t1 when the engine speed Ne becomes a predetermined value or less. The release of the high clutch 33 is started from (point D). At time t2, complete release of the high clutch 33 is completed. Thus, the time from time t1 to time t2 is the clutch release time T1.

When the clutch complete release completion time t2 is reached, the vehicle stop time t3 elapses and the CS release determination time t4 is set as the clutch release maintaining time T2, and the CS / IS shift control is executed. When CS / IS shift control is executed, the sub-shift gear position is switched from 2nd gear to 1st gear, and during the clutch release maintenance time T2, the primary current command value PriSOL / I ^* is the IS / CS hydraulic pressure command value. (= 0A). In addition, the target variator ratio is fixed, and the target slew ratio change amount restriction is invalidated to maintain the lowest gear ratio. The lowest speed ratio maintaining time T6 is a time obtained by adding the clutch original pressure rising waiting time T3 and the clutch hydraulic pressure charging time T4 to the clutch disengagement maintaining time T2.

When the CS omission determination time t4 is reached, the starter start of the engine 1 is started, so that the engine speed Ne starts to increase at a time t4 ′ slightly delayed from the time t4. The line pressure PL rises based on the discharge pressure from the oil pump 10. Then, from the CS missing determination time t4 to the stroke start pressure command end time t5, the clutch original pressure rise waiting time T3 is set, and the clutch hydraulic pressure command value PL / B ^* is set to the stroke start pressure level command value, and the primary current command value PriSOL / I ^* is the current skip instruction value (1A).

At the stroke start pressure instruction end time t5, the engine speed Ne further increases, and the line pressure PL also rises to the target pressure. Then, from the stroke start pressure instruction end time t5 to the filling oil pressure instruction end time t6 is set as the clutch oil pressure filling time T4, the clutch oil pressure instruction value PL / B ^* is set as the oil pressure filling instruction value, and the primary current instruction value PriSOL / I ^* However, it is diagonally lowered from the current skip command value (1A) to the command value for obtaining the target primary pressure.

At the filling hydraulic pressure command end time t6, the low brake 32 actually starts to be engaged, and the clutch hydraulic pressure command value upper limit regulation value PL / B ^* max is calculated from the actual line pressure PL, and the clutch hydraulic pressure command value upper limit regulation value PL / B ^* Outputs the clutch hydraulic pressure indication value PL / B ^* that does not exceed max. Thereby, after the filling hydraulic pressure instruction end time t6, the engagement of the low brake 32 proceeds, the transmission torque capacity TL / B of the low brake 32 increases, and the vehicle speed VSP also rises accordingly. In other words, the vehicle starts to restart from the timing almost reaching the filling hydraulic pressure instruction end time t6.

[Low brake engagement control during restart]
In a vehicle that performs engine stop control (coast stop control / idle stop control), an electric oil pump is abolished, and a vehicle including only an engine-driven mechanical oil pump is used as a comparative example.
In the case of this comparative example, because the electric oil pump is abolished, when the start clutch is engaged and the vehicle restarts after the engine stop control is finished, there is no oil in the oil passage.

  For this reason, when the stopped engine is restarted, it waits for the start clutch hydraulic pressure instruction until the engine speed rises and clutch hydraulic pressure control becomes possible by the discharge pressure from the mechanical oil pump. As a result, it takes a long time from the end of the coast stop control to the restart, and a restart time lag occurs.

Further, if the clutch hydraulic pressure command value is output to the starting clutch in advance and the engine is restarted, an abnormally high surge pressure may be generated and the starting clutch may be suddenly engaged.
Here, “surge pressure” refers to the maximum value of hydraulic pressure in an abnormal pressure fluctuation phenomenon that occurs in the hydraulic circuit. Depending on the structure of the valve, if the pressure is adjusted in a state where there is almost no original pressure such as a line pressure, the valve may be fully opened. In such a case, when the engine is restarted and the original pressure is supplied, the oil is supplied through the fully opened valve, and a high surge pressure is generated.

  As described above, when the electric oil pump is abolished, a start clutch sudden engagement prevention performance due to surge pressure and a restart time lag suppression performance are required. Hereinafter, the low brake engagement control action at the time of restart reflecting this will be described.

In the first embodiment, when coast stop control is performed, a clutch hydraulic pressure instruction value that opens an oil passage from the mechanical oil pump 10 to the low brake 32 in advance before at least the engine speed rises due to restart of the engine 1. The configuration is such that PL / B ^* is output to the low brake solenoid valve 113.

Therefore, when the engine speed Ne gradually increases as the engine 1 is restarted, the oil from the mechanical oil pump 10 flows into the oil path to the low brake 32 opened via the low brake solenoid valve 113. The line system to the low brake 32 is filled with oil.
That is, when the engine speed Ne gradually increases, the pressure regulator valve 111 is in a state where there is no escape passage for the pump discharge oil, and the pilot valve 112 is connected to the line pressure oil passage 115 and the pilot pressure oil by a spring force. In this state, the road 116 is in communication. The low brake solenoid valve 113 is actuated by a solenoid force according to the clutch hydraulic pressure instruction value PL / B ^* from the transmission controller 12, and the pilot pressure port 113a and the low brake pressure port 113b are in communication with each other. Therefore, the oil discharged from the mechanical oil pump 10 flows through the line pressure oil passage 115 → the pilot pressure oil passage 116 → the low brake pressure oil passage 117 and enters the low brake 32 as indicated by the dotted arrow in FIG. Will be filled with oil.

Before the oil is supplied to the low brake pressure oil passage 117, the solenoid force is applied by the clutch hydraulic pressure instruction value PL / B ^* from the transmission controller 12, and the feedback pressure is not applied. Therefore, the pilot pressure port 113a and the low brake are not applied. The pressure port 113b communicates in a fully open state. For this reason, when the engine is restarted, the oil is suddenly supplied to the low brake pressure oil passage 117, but the loss stroke of the brake piston 32a is not reached until the low brake 32 generates the engagement capacity. The change in the amount of oil supplied can be absorbed by the minute (the amount of looseness in the clutch plate), and the low brake 32 is prevented from being rapidly engaged by the surge pressure. Further, since the oil is supplied to the low brake pressure oil passage 117 to the low brake 32 before the clutch start pressure instruction end time t5 when the clutch hydraulic pressure filling time T4 starts, the oil is supplied from the mechanical oil pump 10 accordingly. Even if the amount of oil to be applied is small, the engagement of the low brake 32 that generates the engagement capacity can be started, and the time lag until the vehicle restarts can be kept small. Incidentally, in the case of the first embodiment, as shown in the frame of the arrow E in FIG. 8, the time lag from the CS missing determination time t4 to the filling hydraulic pressure instruction end time t6 (clutch original pressure rising waiting time T3 + clutch hydraulic pressure filling time T4) You can start again.
As a result, the restart time lag from the end of coast stop control to the start of engagement of the low brake 32 can be reduced while preventing the rapid engagement of the low brake 32 due to surge pressure when the engine is restarted.

In the first embodiment, when the coast stop control is performed, the clutch hydraulic pressure that opens the oil path from the mechanical oil pump 10 to the low brake 32 in advance from the end of the coast stop control to the completion of the hydraulic pressure charging to the low brake 32 is performed. The instruction value PL / B ^* is configured to be output to the low brake solenoid valve 113.
For example, when releasing the high clutch 33 and entering coast stop control, the output of the clutch hydraulic pressure instruction value PL / B ^* that opens the oil path from the mechanical oil pump 10 to the low brake 32 in advance is It may be continued from the time when the fully released state is reached until the time when the hydraulic pressure filling to the low brake 32 is completed. This is because the electric oil pump is abolished so that no oil pressure is generated during the coast stop control, and the oil passage can be opened before the engine speed rises due to engine restart. Further, when the high clutch 33 is completely released, the oil in the circuit is drained, and the oil that has engaged the high clutch 33 does not enter the low brake pressure oil passage 117 of the low brake 32. For this reason, it is possible to prevent the engagement state of the low brake 32 from becoming unstable at the clutch hydraulic pressure filling time T4 after the stroke start pressure instruction end time t5. However, in this case, if the stop time is long, the output duration time of the clutch hydraulic pressure instruction value PL / B ^{* to} the low brake solenoid valve 113 also becomes long, and the output loss to the low brake solenoid valve 113 becomes large.
On the other hand, the output time of the clutch hydraulic pressure instruction value PL / B ^* to the low brake solenoid valve 113 is set to a limited output time from the end of the coast stop control to the completion of the hydraulic charge to the low brake 32.
Therefore, it is possible to prevent sudden engagement of the low brake 32 and suppress the restart time lag while minimizing the current consumption to the low brake solenoid valve 113.

In the first embodiment, as the clutch hydraulic pressure command value PL / B ^* , the stroke start pressure level command value is output from the coast stop control end time (time t4) to the line pressure generation time (time t5), and the line pressure generation time ( From the time t5) until the hydraulic filling of the low brake 32 is completed (time t6), the hydraulic filling instruction value is output.
For example, if the clutch hydraulic pressure command value output to the low brake solenoid valve 113 is set to a high value at which the low brake 32 is engaged, the line pressure PL increases due to starter start that starts from the coast stop control end time (time t4). Therefore, the low brake 32 may have a fastening capacity before the hydraulic filling to the low brake 32 is completed.
On the other hand, from the coast stop control end time (time t4) to the line pressure generation time (time t5), the line pressure PL is obtained by outputting the stroke start pressure level instruction value as the clutch oil pressure instruction value PL / B ^*. Even if it occurs, the oil path to the low brake 32 is limited so as not to exceed a level that fills the oil. Further, from the time when the line pressure is generated (time t5) to the time when the hydraulic pressure filling to the low brake 32 is completed (time t6), the hydraulic pressure filling instruction value is output as the clutch hydraulic pressure instruction value PL / B ^* , so that the line pressure PL is reduced. Even if it occurs, it is limited so as not to exceed the level at which the oil to the low brake 32 is filled up to the state immediately before the start of engagement.
Therefore, by always ensuring that the low brake 32 is in a state immediately before the start of engagement by controlling the output to the low brake solenoid valve 113, it is possible to stably reduce the restart time lag.

In the first embodiment, when it is determined that the hydraulic pressure filling to the low brake 32 is completed by outputting the hydraulic pressure filling instruction value PL / B ^* , the clutch hydraulic pressure instruction value PL / B ^* is changed from the hydraulic pressure filling instruction value to the clutch engagement instruction. The output is switched to hydraulic pressure.
With this configuration, when the hydraulic charging is completed, the engagement capacity of the low brake 32 immediately rises, and the start torque corresponding to the brake engagement capacity is transmitted to the drive wheels 7 so that the vehicle starts to move and restart.
Therefore, it is possible to minimize the time lag from filling the low brake 32 with hydraulic pressure to starting the restart.

In the first embodiment, the transmission is a continuously variable transmission with a sub-transmission in which the variator 20 and the sub-transmission mechanism 30 are combined, and the starting clutch is the forward among the friction engagement elements that change the speed of the sub-transmission mechanism 30. The low brake 32 is fastened at the first speed.
With this configuration, in a vehicle equipped with a continuously variable transmission with a sub-transmission that eliminates the electric oil pump, start performance without delay in response after engine stop control (coast stop control / idle stop control) is ensured. Can do.

Next, the effect will be described.
In the control device for the continuously variable transmission with the auxiliary transmission according to the first embodiment, the following effects can be obtained.

(1) Engine 1 and
A transmission (a continuously variable transmission with a sub-transmission) interposed between the engine 1 and the drive wheel 7;
A starting clutch (low brake 32) provided in a drive system in which the transmission (a continuously variable transmission with a sub-transmission) is installed;
A mechanical oil pump 10 driven by the engine 1 to supply hydraulic pressure to the starting clutch (low brake 32);
When the predetermined start condition is satisfied, the engine 1 is stopped, and when the predetermined end condition is satisfied, engine stop control (coast stop control / idle stop control) is ended, and engine stop control means (engine Controller 14);
In a control device for a vehicle transmission (a continuously variable transmission with a sub-transmission) comprising:
A solenoid valve (low brake solenoid valve 113) that is provided in the middle of an oil passage from the mechanical oil pump 10 to the starting clutch (low brake 32) and controls the hydraulic pressure to the starting clutch (low brake 32);
Transmission control means (transmission controller 12) for outputting a clutch hydraulic pressure instruction value PL / B ^* to the solenoid valve (low brake solenoid valve 113);
When the engine stop control (coast stop control / idle stop control) is performed, the transmission control means (transmission controller 12) is configured so that at least before the engine speed Ne rises due to restart of the engine 1. A clutch hydraulic pressure instruction value PL / B ^* for opening an oil passage from the mechanical oil pump 10 to the starting clutch (low brake 32) in advance is output to the solenoid valve (low brake solenoid valve 113).
For this reason, the restart time lag from the end of the engine stop control (coast stop control end / idle stop control end) to the engagement of the starting clutch (low brake 32) can be kept small. In addition, sudden restart of the starting clutch (low brake 32) due to surge pressure can be prevented when the engine is restarted.

(2) When the engine stop control (coast stop control / idle stop control) is performed, the transmission control means (transmission controller 12) starts the start clutch (low speed) from the end of the engine stop control (time t4). Until the hydraulic pressure filling to the brake 32) is completed (time t6), the clutch hydraulic pressure instruction value PL / B ^* that opens the oil path from the mechanical oil pump 10 to the starting clutch (low brake 32) in advance is set to the solenoid valve. Output to (low brake solenoid valve 113).
For this reason, in addition to the effect of (1), it is possible to prevent sudden engagement of the low brake 32 and suppress the restart time lag while minimizing the current consumption to the low brake solenoid valve 113.

(3) The transmission control means (transmission controller 12) determines the time when the line pressure PL of a predetermined value or more is generated due to the increase in the rotational speed due to the restart of the engine 1 after the end of the engine stop control. When (time t5), as the clutch hydraulic pressure command value PL / B ^* , a stroke start pressure level command value is output from the engine stop control end time (time t4) to the line pressure generation time (time t5). The hydraulic pressure filling instruction value is output from the line pressure generation time (time t5) to the hydraulic pressure filling completion time (time t6) of the starting clutch (low brake 32).
For this reason, in addition to the effect of (2), the output control to the solenoid valve (low brake solenoid valve 113) always ensures that the low brake 32 is in a state immediately before the start of engagement, thereby ensuring a stable restart time lag. It can be kept small.

(4) When the transmission control means (transmission controller 12) determines that the hydraulic charging to the starting clutch (low brake 32) has been completed based on the output of the hydraulic charging instruction value PL / B ^* , The clutch oil pressure instruction value PL / B ^* is switched from the oil pressure filling instruction value to the clutch engagement instruction oil pressure and output.
For this reason, in addition to the effect of (2) or (3), the time lag from filling of hydraulic pressure into the starting clutch (low brake 32) to starting of restarting can be minimized.

(5) The transmission is a continuously variable transmission with a sub-transmission in which a variator 20 and a sub-transmission mechanism 30 that achieve a continuously variable transmission ratio are combined.
The start clutch is a friction engagement element (low brake 32) that is engaged at the first forward speed among the friction engagement elements that change the gear position of the auxiliary transmission mechanism 30.
For this reason, in addition to the effects of (1) to (4), after the engine stop control (coast stop control / idle stop control) has been completed in a vehicle equipped with a continuously variable transmission with a sub-transmission that eliminates the electric oil pump As a result, it is possible to ensure a start performance with no response delay.

Further, the transmission control means (transmission controller 12) is configured such that when the engine stop control (coast stop control / idle stop control) is performed, at least before the engine speed Ne rises due to restart, the mechanical oil Before the clutch hydraulic pressure instruction value PL / B ^* that opens the oil passage from the pump 10 to the starting clutch (low brake 32) in advance is output to the solenoid valve (low brake solenoid valve 113), the starting clutch (low brake The clutch hydraulic pressure instruction value PL / B ^* that once closes the oil passage to the brake 32) is output to the solenoid valve (low brake solenoid valve 113).
Thereby, oil in the oil passage to the starting clutch (low brake 32) can be eliminated, and unstable fastening of the starting clutch (low brake 32) by residual oil in the oil passage can be prevented. .

  As mentioned above, although the control apparatus of the transmission for vehicles of this invention has been demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, Each claim of a claim Design changes and additions are allowed without departing from the gist of the invention.

  In Example 1, the example which uses the low brake 32 which the sub-transmission mechanism 30 has as a starting clutch was shown. However, even if the same system is used as the starting clutch, an example in which the high clutch 33 included in the auxiliary transmission mechanism 30 is used may be used. In the case of a stepped transmission, an example in which the friction element is fastened at the first forward speed may be used.

  In Example 1, the example which performs both coast stop control and idle stop control as engine stop control was shown. However, the engine stop control may be an example in which only coast stop control is performed, or an example in which only idle stop control is performed.

  In the first embodiment, an example in which a continuously variable transmission with a sub-transmission is used as the transmission is shown. However, the transmission may be an example using a continuously variable transmission without a sub-transmission or an example using a stepped automatic transmission having a plurality of shift stages.

  In the first embodiment, the control device of the present invention is applied to an engine vehicle equipped with a continuously variable transmission with a sub-transmission. However, the control device for a vehicle transmission of the present invention can also be applied to a hybrid vehicle. In short, any vehicle having an engine as a drive source can be applied.

1 Engine 4 Transmission (continuously variable transmission with auxiliary transmission)
7 Drive wheel 10 Mechanical oil pump 20 Variator (continuously variable transmission mechanism)
30 Sub-transmission mechanism 32 Low brake (starting clutch)
33 High clutch 34 Reverse brake 11 Hydraulic control circuit 113 Low brake solenoid valve (solenoid valve)
12 Transmission controller (transmission control means)
13 Integrated controller 14 Engine controller (engine stop control means)

Claims (5)

Engine,
A transmission interposed between the engine and drive wheels;
A starting clutch provided in a drive system in which the transmission is installed;
A mechanical oil pump driven by the engine and supplying hydraulic pressure to the starting clutch;
Engine stop control means for stopping the engine when a predetermined start condition is satisfied, ending engine stop control when a predetermined end condition is satisfied, and restarting the engine;
In a control device for a vehicle transmission comprising:
A solenoid valve that is provided at an intermediate position in the oil path from the mechanical oil pump to the starting clutch, and controls the hydraulic pressure to the starting clutch;
A transmission control means for outputting a clutch hydraulic pressure instruction value to the solenoid valve,
The transmission control means is a clutch that opens an oil path from the mechanical oil pump to the starting clutch in advance at least before the engine speed rises due to restart of the engine when the engine stop control is performed. A control apparatus for a vehicle transmission, wherein a hydraulic pressure instruction value is output to the solenoid valve. In the control apparatus for a vehicle transmission according to claim 1,
When the engine stop control is performed, the transmission control means opens an oil path from the mechanical oil pump to the start clutch in advance from the time when the engine stop control ends to the time when the hydraulic pressure is charged into the start clutch. A vehicular transmission control value is output to the solenoid valve. In the control apparatus for a vehicle transmission according to claim 2,
When the line pressure generation time is a time point at which a line pressure of a predetermined value or more is generated due to an increase in the rotation speed due to restart of the engine after the engine stop control is finished, the transmission control means An instruction value about a stroke start pressure is output from a stop control end time to the line pressure generation time, and a hydraulic pressure instruction value is output from the line pressure generation time to a hydraulic pressure filling completion time of the starting clutch. Control device for vehicle transmission. In the control apparatus for a vehicle transmission according to claim 2 or 3,
The transmission control means switches the clutch hydraulic pressure command value from the hydraulic pressure charging command value to the clutch engagement command hydraulic pressure when it is determined that the hydraulic pressure charging to the starting clutch is completed based on the output of the hydraulic pressure charging command value. And a vehicle transmission control device. In the control apparatus for a vehicle transmission according to any one of claims 1 to 4,
The transmission is a continuously variable transmission with a sub-transmission that combines a variator that realizes a continuously variable transmission ratio and a sub-transmission mechanism;
The starter clutch is a frictional engagement element that is engaged at the first forward speed among frictional engagement elements that change the gear position of the auxiliary transmission mechanism.