JP2016141217A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a vehicle which can shorten a start time lag in the case that the traveling resistance of the vehicle is large.SOLUTION: A loading capacity of a vehicle is acquired at restoration from an idling stop state. Then, in the case that the loading capacity is relatively large, an opening of an electronic throttle valve is raised in an early stage after a restart of an engine by an idling stop function compared with the case that the loading capacity is relatively small. By this constitution, an engine rotation number and engine torque are promptly raised after the restart of the engine. Furthermore, in the case that the loading capacity is relatively large, hydraulic pressure supplied to a start clutch is controlled so that the start clutch is engaged in an early stage after the restart of the engine by an idling stop function compared with the case that the loading capacity is relatively small.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a control device used in a vehicle equipped with an idling stop (idle stop) function.

  In recent years, a so-called idling stop function has been widely installed in vehicles using an engine as a drive source in order to improve fuel efficiency and reduce exhaust gas emissions. In the idling stop function, for example, when the brake pedal is depressed with the driver's foot, the brake is activated, and the vehicle speed is reduced to a predetermined automatic stop speed (for example, 10 km / h) or less, the engine is automatically stopped ( Idling stop). After the engine is automatically stopped, the engine is automatically restarted when the brake pedal is released and the brake is released.

  In vehicles equipped with an idling stop function, a belt-type continuously variable transmission (CVT) is adopted as the transmission, and the oil pump is driven by engine power without using an electric oil pump. There are those that employ mechanical oil pumps. In this vehicle, engine output (engine torque) is input to the continuously variable transmission via the torque converter, and driving force is transmitted from the continuously variable transmission to the drive wheels. Further, when the engine is stopped, the mechanical oil pump is also stopped, so that the hydraulic pressure supplied to the starting clutch (clutch engaged when the vehicle moves forward) and the pulley built in the continuously variable transmission decreases. Therefore, when the engine is restarted by returning from the idling stop state, the opening of the electronic throttle valve of the engine is limited in order to prevent slippage of the starting clutch or the belt due to insufficient hydraulic pressure.

  FIG. 4 shows an example of temporal changes in engine speed, turbine speed, accelerator opening, throttle opening, vehicle acceleration, target clutch pressure, and clutch pressure when returning from an idling stop state in a conventional vehicle. FIG.

  When the engine is stopped by the idling stop function, for example, when the foot is released from the brake pedal, the engine returns from the idling stop state and the engine is cranked (time T11). When the engine is started (complete explosion) by sparking the engine spark plug while the engine is being cranked, the engine speed increases. As the engine speed increases, the turbine runner of the torque converter increases. The rotation speed (turbine rotation speed) increases.

  When the engine is started, control of the hydraulic pressure supplied to the starting clutch (clutch pressure control) is started. In this clutch pressure control, a target clutch pressure which is a target value of the clutch pressure is set, and a solenoid valve for adjusting the hydraulic pressure supplied to the starting clutch is controlled to an opening degree corresponding to the target clutch pressure.

  The target clutch pressure is raised to a pressure higher than the initial pressure (time T12), held at that pressure for a predetermined time, and then lowered to the initial pressure (time T13). At this time, immediately after the engine is started and the hydraulic pressure generated by the mechanical oil pump is low, the hydraulic pressure (clutch pressure) that is actually supplied to the starting clutch is slightly lower than the hydraulic pressure (for example, 0) before the engine is restarted. After rising to almost no change.

  Thereafter, the target clutch pressure is maintained at the initial pressure over a predetermined time (time T13 to T14). During this time, the clutch pressure begins to rise, and the turbine speed begins to deviate from the engine speed. Then, sweep control for increasing the target clutch pressure at a constant time gradient (time change rate) is started at the timing (out of synchronization) at which the ratio between the turbine speed and the engine speed becomes a predetermined ratio (time). T14). By this sweep control, the clutch pressure of the starting clutch further increases. Due to the increase of the clutch pressure, the transmission torque of the starting clutch increases, and the turbine rotation speed starts to decrease (time T15).

  At an earlier timing, the opening degree of the electronic throttle valve is not increased even if the accelerator pedal is depressed (limited to the minimum opening degree). Thereby, since engine torque is suppressed, it can suppress that the big torque from an engine is input into a forward clutch in the state where clutch pressure is low. The opening degree of the electronic throttle valve is increased with a constant time gradient after the timing (time T15) when the turbine rotational speed starts to decrease.

  When a predetermined time (time T14-T16) elapses from the start of the sweep control, the starting clutch is almost completely engaged. In accordance with this timing, the restriction on the opening degree of the electronic throttle valve is released (time T16), and the opening degree of the electronic throttle valve is raised to the opening degree corresponding to the operation amount of the accelerator pedal. Thereafter, when a predetermined time (time T16-T17) elapses, the target clutch pressure is increased to the maximum pressure. Thereby, the engagement of the starting clutch is completed.

JP 2012-97790 A

  When the weight of the entire vehicle (total weight) is relatively small, as shown by the solid line in FIG. 4 after the engagement of the starting clutch, the vehicle is accelerated by the driving force transmitted to the driving wheels, and the turbine rotational speed is It rises as the vehicle speed increases.

  However, when the total weight of the vehicle is relatively large, such as when a large amount of luggage is loaded on the vehicle, the driving force is insufficient with respect to the total weight, and the engagement of the start clutch as shown by the broken line in FIG. A time lag (start time lag) occurs from the completion of the match until the vehicle starts to start, and the vehicle does not move as intended by the driver.

  An object of the present invention is to provide a vehicle control device that can shorten a start time lag when the running resistance of the vehicle is large.

  In order to achieve the above object, a vehicle control apparatus according to the present invention transmits / cuts power from an engine including an electronic throttle valve, an oil pump driven by the engine, and an engine input to an input shaft. An automatic transmission equipped with a starting clutch that shifts the power input to the input shaft and transmits it to the output shaft is mounted, and the engine is stopped in response to a predetermined stop condition being met. A control device used in a vehicle equipped with an idling stop function for restarting the engine in response to the establishment of a predetermined restart condition later, and a predetermined value having a positive correlation with the running resistance of the vehicle When the predetermined value acquisition unit to be acquired and the predetermined value acquired by the predetermined value acquisition unit are relatively large, compared to the case where the predetermined value is relatively small, After the engine is restarted by the ring stop function, when the predetermined value acquired by the throttle opening control means for increasing the opening of the electronic throttle valve early and the predetermined value acquisition means is relatively large, the predetermined value is relatively And a clutch pressure control means for controlling the hydraulic pressure supplied to the starting clutch so that the starting clutch is engaged early after the engine is restarted by the idling stop function.

  According to this configuration, a predetermined value (for example, loading amount, road surface gradient, etc.) having a positive correlation with the running resistance of the vehicle is acquired.

  When the predetermined value is relatively large, the opening degree of the electronic throttle valve is increased earlier after the engine is restarted by the idling stop function than when the predetermined value is relatively small. Thereby, after the engine is restarted, the engine speed and the engine torque rise quickly. Therefore, when the running resistance of the vehicle is large, it is possible to suppress a shortage in the driving force for starting the vehicle.

  In addition, when the predetermined value is relatively large, compared with the case where the predetermined value is relatively small, the engine is supplied to the starting clutch so that the starting clutch is engaged early after the engine is restarted by the idling stop function. The hydraulic pressure is controlled. After the engine is restarted, the starting clutch is engaged early, so that the engine torque that has risen early can be output from the automatic transmission as a driving force at an early stage.

  Therefore, the start time lag when the running resistance of the vehicle is large can be shortened.

  In addition, since the starting clutch is engaged early after the engine is restarted, the amount of slippage of the starting clutch can be suppressed even when the engine torque is raised quickly, and the amount of heat generated by slipping of the starting clutch is reduced. can do. As a result, deterioration of the durability of the starting clutch can be suppressed.

  The clutch pressure control means executes a sweep control that gradually increases the hydraulic pressure supplied to the starting clutch, increases the hydraulic pressure with a relatively steep slope at the start of the sweep control, and relatively slowly at the end of the sweep control. It is preferable to increase the hydraulic pressure with a gradient.

  Thereby, it can suppress that a start clutch is engaged suddenly, and generation | occurrence | production of an engagement shock can be suppressed.

  According to the present invention, it is possible to reduce the start time lag when the running resistance of the vehicle is large.

It is a figure which shows the structure of the principal part of the vehicle by which the control apparatus which concerns on one Embodiment of this invention is mounted. It is a skeleton figure which shows the structure of the drive system of a vehicle. It is a figure which shows an example of each time change of the engine speed at the time of a return from an idling stop state, a turbine speed, an accelerator opening degree, a throttle opening degree, a vehicle acceleration, a target clutch pressure, and a clutch pressure. It is a figure which shows an example of each time change of the engine speed at the time of the return from the idling stop state in the conventional vehicle, a turbine speed, an accelerator opening degree, a throttle opening degree, a vehicle acceleration, a target clutch pressure, and a clutch pressure.

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

<Vehicle configuration>

  FIG. 1 is a diagram illustrating a configuration of a main part of a vehicle 1 on which a control device according to an embodiment of the present invention is mounted.

  The vehicle 1 is an automobile that uses the engine 2 as a drive source.

  The output of the engine 2 is transmitted to drive wheels (for example, left and right front wheels) of the vehicle 1 via a torque converter 3 and a CVT (Continuously Variable Transmission). The engine 2 includes an electronic throttle valve 21 for adjusting the amount of intake air into the combustion chamber of the engine 2, an injector (fuel injection device) that injects fuel into the intake air, and an ignition plug that generates electric discharge in the combustion chamber. Etc. are provided. The engine 2 is also provided with a starter for starting the engine 2.

  The vehicle 1 is provided with a plurality of ECUs (electronic control units) including a CPU, a ROM, a RAM, and the like. The ECU includes an engine ECU 11, a CVT ECU 12, a brake ECU 13, and an IDS (idling stop) ECU 14. The plurality of ECUs are connected so as to be capable of bidirectional communication using a CAN (Controller Area Network) communication protocol.

  An accelerator sensor 15 and an engine speed sensor 16 are connected to the engine ECU 11.

  The accelerator sensor 15 inputs a signal corresponding to an operation amount of an accelerator pedal (not shown) to the engine ECU 11. Based on the signal input from the accelerator sensor 15, the engine ECU 11 sets the ratio of the operation amount to the maximum operation amount of the accelerator pedal, that is, 0% when the accelerator pedal is not depressed, and the accelerator pedal is depressed to the maximum. The accelerator opening, which is a percentage with the time as 100%, is calculated.

  The engine speed sensor 16 inputs a pulse signal synchronized with the rotation of the engine 2 (rotation of the crankshaft) to the engine ECU 11. The engine ECU 11 converts the frequency of the pulse signal input from the engine speed sensor 16 into the speed of the engine 2 (engine speed).

  The engine ECU 11 is an electronic device provided in the engine 2 for starting, stopping and adjusting the output of the engine 2 based on numerical values obtained from signals inputted from various sensors and various information inputted from other ECUs. The throttle valve 21, injector, spark plug and the like are controlled.

  Although not shown, the CVTECU 12 is connected to sensors for detecting the rotational speeds of the primary pulley 53 and the secondary pulley 54 (see FIG. 2).

  The CVT ECU 12 is a hydraulic circuit for supplying hydraulic pressure to each part of the CVT 4 for shift control of the CVT 4 and forward / reverse switching based on signals input from various sensors and various information input from other ECUs. Various valves (not shown) included in 22 are controlled.

  The valves of the hydraulic circuit 22 include a hydraulic control valve that adjusts the hydraulic pressure supplied to the primary pulley 53, the secondary pulley 54, the reverse clutch C1, and the forward brake B1 (see FIG. 2). As the hydraulic control valve, a valve capable of controlling the output hydraulic pressure based on a current value, for example, a linear solenoid valve is used.

  A brake sensor 17, a vehicle speed sensor 18, a G sensor (acceleration sensor) 19, and the like are connected to the brake ECU 13.

  The brake sensor 17 outputs a signal corresponding to the amount of operation of the brake pedal disposed in the vehicle interior, and the brake ECU 13 acquires the amount of operation of the brake pedal based on the signal input from the brake sensor 17. .

  The vehicle speed sensor 18 includes, for example, a rotor made of a magnetic body that rotates as the vehicle 1 travels, and an electromagnetic pickup that is provided in non-contact with the rotor. Each time the rotor rotates by a certain angle, a pulse signal is output from the electromagnetic pickup, and the pulse signal is input to the brake ECU 13. Since the frequency of the pulse signal corresponds to the vehicle speed, the brake ECU 13 can obtain the frequency of the pulse signal input from the vehicle speed sensor 18 by converting it to the vehicle speed.

  The G sensor 19 outputs a signal corresponding to the acceleration generated in the G sensor 19, and the brake ECU 13 acquires the acceleration based on the signal input from the G sensor 19.

  The brake ECU 13 controls the brake actuator 23 and the like based on the amount of operation of the brake pedal, the vehicle speed and acceleration of the vehicle 1, various information input from other ECUs, and the posture of the vehicle 1 is kept stable. The braking force applied to the wheels from each brake is controlled so that the vehicle 1 is braked in the state.

  The vehicle 1 has an idling stop function. The IDSECU 14 performs idling stop control that is control for the idling stop function. As information necessary for the idling stop control, information such as the vehicle speed and the operation amount of the brake pedal is input to the IDSECU 14 from the brake ECU 13.

  In the idling stop control, when the brake pedal is operated (depressed) while the vehicle 1 is traveling, the IDSECU 14 repeatedly determines whether or not a predetermined automatic stop condition is satisfied. The automatic stop condition is, for example, a condition that the vehicle speed is a predetermined vehicle speed (for example, 10 km / h) or less and the brake pedal is operated for a certain time or more. When the automatic stop condition is satisfied, an IDS request is output from the IDSECU 14 to the engine ECU 11, and the engine 2 is automatically stopped by the engine ECU 11.

  While the engine 2 is automatically stopped by the idling stop control, it is repeatedly determined whether or not a predetermined restart condition is satisfied. The restart condition is, for example, a condition that the operation of the brake pedal is released (the driver's foot is released from the brake pedal) while the engine 2 is automatically stopped. When the restart condition is satisfied, the IDSECU 14 outputs a restart request to the engine ECU 11, and the engine ECU 11 restarts the engine 2.

<Configuration of drive system>

  FIG. 2 is a skeleton diagram showing the configuration of the drive system of the vehicle 1.

  The engine 2 includes an E / G output shaft 2S. The E / G output shaft 2S is rotated by the power generated by the engine 2.

  The torque converter 3 includes a pump impeller 31, a turbine runner 32, and a lockup clutch 33. An E / G output shaft 2S is connected to the pump impeller 31, and the pump impeller 31 is provided so as to be integrally rotatable about the same rotation axis as the E / G output shaft 2S. The turbine runner 32 is provided to be rotatable about the same rotation axis as the pump impeller 31. The lockup clutch 33 is provided to directly connect / separate the pump impeller 31 and the turbine runner 32. When the lockup clutch 33 is engaged, the pump impeller 31 and the turbine runner 32 are directly connected, and when the lockup clutch 33 is released, the pump impeller 31 and the turbine runner 32 are separated.

  When the E / G output shaft 2S is rotated in a state where the lockup clutch 33 is released, the pump impeller 31 rotates. When the pump impeller 31 rotates, an oil flow from the pump impeller 31 toward the turbine runner 32 is generated. This oil flow is received by the turbine runner 32 and the turbine runner 32 rotates. At this time, the amplifying action of the torque converter 3 occurs, and the turbine runner 32 generates a power larger than the power (torque) of the E / G output shaft 2S.

  In a state where the lockup clutch 33 is engaged, when the E / G output shaft 2S is rotated, the E / G output shaft 2S, the pump impeller 31 and the turbine runner 32 are rotated together.

  An oil pump 5 is provided between the torque converter 3 and the CVT 4. The pump shaft of the oil pump 5 is provided so as to be rotatable integrally with the pump impeller 31. Accordingly, when the pump impeller 31 is rotated by the power of the engine 2, the pump shaft of the oil pump 5 is rotated and oil is discharged from the oil pump 5.

  The CVT 4 includes an input shaft 41, an output shaft 42, a belt transmission mechanism 43, and a forward / reverse switching mechanism 44.

  The input shaft 41 is connected to the turbine runner 32 of the torque converter 3 and is provided so as to be integrally rotatable about the same rotation axis as the turbine runner 32.

  The output shaft 42 is provided in parallel with the input shaft 41. An output gear 45 is supported on the output shaft 42 so as not to be relatively rotatable. The output gear 45 meshes with the ring gear 6G of the differential gear 6.

  The belt transmission mechanism 43 includes a primary shaft 51 coupled to the input shaft 41, a secondary shaft 52 provided in parallel with the primary shaft 51, a primary pulley 53 supported by the primary shaft 51 so as not to rotate relative to the primary shaft 51, and a secondary shaft. 52, a secondary pulley 54 supported so as not to be relatively rotatable, and a belt 55 wound around the primary pulley 53 and the secondary pulley 54.

  The primary pulley 53 is disposed so as to face the fixed sheave 61 fixed to the primary shaft 51 with the belt 55 sandwiched between the fixed sheave 61 and is supported by the primary shaft 51 so as to be movable in the axial direction but not to be relatively rotatable. 62. A cylinder 63 fixed to the primary shaft 51 is provided on the opposite side of the movable sheave 62 from the fixed sheave 61, and an oil chamber 64 is formed between the movable sheave 62 and the cylinder 63.

  The secondary pulley 54 is arranged so as to be opposed to the fixed sheave 65 fixed to the secondary shaft 52 with the belt 55 sandwiched between the fixed sheave 65 and supported on the secondary shaft 52 so as to be movable in the axial direction but not to be relatively rotatable. 66. A cylinder 67 fixed to the secondary shaft 52 is provided on the opposite side of the movable sheave 66 from the fixed sheave 61, and an oil chamber 68 is formed between the movable sheave 66 and the cylinder 67.

  The forward / reverse switching mechanism 44 is interposed between the input shaft 41 and the primary shaft 51 of the belt transmission mechanism 43. The forward / reverse switching mechanism 44 includes a planetary gear mechanism 71, a reverse clutch C1, and a forward brake B1.

  The planetary gear mechanism 71 includes a carrier 72, a sun gear 73, and a ring gear 74.

  The carrier 72 is supported by the input shaft 41 so as to be relatively rotatable. The carrier 72 rotatably supports a plurality of pinion gears 75. The plurality of pinion gears 75 are arranged on the circumference.

  The sun gear 73 is supported by the input shaft 41 so as not to be relatively rotatable, and is disposed in a space surrounded by the plurality of pinion gears 75. The gear teeth of the sun gear 73 mesh with the gear teeth of each pinion gear 75.

  The ring gear 74 is provided such that its rotational axis coincides with the axis of the primary shaft 51. A primary shaft 51 of the belt transmission mechanism 43 is connected to the ring gear 74. The gear teeth of the ring gear 74 are formed so as to collectively surround the plurality of pinion gears 75 and mesh with the gear teeth of each pinion gear 75.

  The reverse clutch C <b> 1 is provided between the carrier 72 and the sun gear 73.

  Forward brake B1 is provided between carrier 72 and a transmission case that accommodates torque converter 3 and CVT4.

  When the vehicle 1 moves forward, the reverse clutch C1 is released and the forward brake B1 is engaged. When the power of the engine 2 is input to the input shaft 41, the sun gear 73 rotates integrally with the input shaft 41 while the carrier 72 is stationary. Therefore, the rotation of the sun gear 73 is transmitted to the ring gear 74 while being reversed and decelerated. As a result, the ring gear 74 rotates, and the primary shaft 51 and the primary pulley 53 of the belt transmission mechanism 43 rotate together with the ring gear 74. The rotation of the primary pulley 53 is transmitted to the secondary pulley 54 via the belt 55 to rotate the secondary pulley 54 and the secondary shaft 52. Then, the output shaft 42 and the output gear 45 rotate integrally with the secondary shaft 52. When the rotation of the output gear 45 is transmitted to the ring gear 6G of the differential gear 6, the drive shafts 81 and 82 extending from the differential gear 6 to the left and right rotate, and the drive wheels (not shown) rotate to advance the vehicle. To do.

  On the other hand, when the vehicle 1 moves backward, the reverse clutch C1 is engaged and the forward brake B1 is released. When the power of the engine 2 is input to the input shaft 41, the carrier 72 and the sun gear 73 rotate integrally with the input shaft 41. Therefore, the rotation of the sun gear 73 is transmitted to the ring gear 74 without reversing the rotation direction. As a result, the ring gear 74 rotates in the direction opposite to that when the vehicle 1 moves forward, and the primary shaft 51 and the primary pulley 53 of the belt transmission mechanism 43 rotate together with the ring gear 74. The rotation of the primary pulley 53 is transmitted to the secondary pulley 54 via the belt 55 to rotate the secondary pulley 54 and the secondary shaft 52. Then, the output shaft 42 and the output gear 45 rotate integrally with the secondary shaft 52. When the rotation of the output gear 45 is transmitted to the ring gear 6G of the differential gear 6, the drive shafts 81 and 82 extending left and right from the differential gear 6 rotate in the opposite direction to the forward direction, and the drive wheels (not shown) rotate. As a result, the vehicle moves backward.

  In CVT 4, the oil pressure supplied to the oil chamber 64 of the primary pulley 53 and the oil chamber 68 of the secondary pulley 54 is controlled, and the gear ratio is continuously changed by changing the groove widths of the primary pulley 53 and the secondary pulley 54. It is changed steplessly.

  Specifically, when the gear ratio is lowered, the hydraulic pressure supplied to the oil chamber 64 of the primary pulley 53 is increased. As a result, the movable sheave 62 of the primary pulley 53 moves to the fixed sheave 61 side, and the interval (groove width) between the fixed sheave 61 and the movable sheave 62 is reduced. Accordingly, the winding diameter of the belt 55 around the primary pulley 53 is increased, and the interval (groove width) between the fixed sheave 65 and the movable sheave 66 of the secondary pulley 54 is increased. As a result, the pulley ratio between the primary pulley 53 and the secondary pulley 54 is reduced, and the gear ratio is reduced.

  When the gear ratio is increased, the hydraulic pressure supplied to the oil chamber 64 of the primary pulley 53 is decreased. Thereby, the thrust of the secondary pulley 54 with respect to the belt 55 becomes larger than the thrust of the primary pulley 53 with respect to the belt 55, the interval between the fixed sheave 65 and the movable sheave 66 of the secondary pulley 54 is reduced, and the fixed sheave 61 and the movable sheave The distance from 62 increases. As a result, the pulley ratio between the primary pulley 53 and the secondary pulley 54 is increased, and the gear ratio is increased.

  On the other hand, the thrust of the primary pulley 53 and the secondary pulley 54 needs to be large enough to prevent slippage between the primary pulley 53 and the secondary pulley 54 and the belt 55. Therefore, the hydraulic pressure supplied to the oil chamber 64 of the primary pulley 53 and the oil chamber 68 of the secondary pulley 54 is controlled so that a thrust according to the magnitude of the torque input to the input shaft 41 is obtained.

<Control at start-up>

  FIG. 3 is a diagram showing an example of changes over time in engine speed, turbine speed, accelerator opening, throttle opening, vehicle acceleration, target clutch pressure, and clutch pressure when returning from the idling stop state.

  If the restart condition is satisfied while the engine 2 is stopped by the idling stop function, the engine is returned from the idling stop state, and a restart request is transmitted from the IDSECU 14 to the engine ECU 11. Upon receiving this restart request, the engine ECU 11 controls the starter, and the engine 2 is cranked (time T1). Then, when the engine 2 is started (complete explosion) by sparking the spark plug of the engine 2 while the engine 2 is being cranked, the engine speed increases, and the torque converter increases as the engine speed increases. The rotational speed (turbine rotational speed) of the third turbine runner 32 increases.

  When the restart condition is satisfied, a clutch engagement request is output from the IDSECU 14 to the CVT ECU 12. In response to this clutch engagement request, the CVTECU 12 acquires the total weight (hereinafter referred to as “loading amount”) of the passengers on the vehicle 1 and the loaded cargo. The load amount is calculated in advance by the CVTECU 12, stored in the memory of the CVTECU 12, and acquired from the memory.

  In order to calculate the loading amount, while the vehicle 1 is traveling, the CVTECU 12 acquires the engine speed from the engine ECU 11 and the vehicle ECU 1 acquires the vehicle speed and acceleration of the vehicle 1 from the brake ECU 13. In the memory of the CVT ECU 12, an output characteristic line indicating the relationship between the engine speed and the output of the engine 2 is stored in a map. When the engine speed is acquired by the CVT ECU 12, the output of the engine 2 corresponding to the engine speed is acquired, and the total weight of the vehicle 1 is calculated from the output of the engine 2, the vehicle speed and the acceleration of the vehicle 1. Then, the loading amount is calculated by subtracting the vehicle weight of the vehicle 1 from the total weight of the vehicle 1.

  Further, in the memory of the CVTECU 12, the relationship between the load amount and the timing at which the opening degree of the electronic throttle valve 21 starts to be increased (hereinafter referred to as “electric throttle timing”) and the relationship between the load amount and the rising characteristic of the target clutch pressure are shown. Each is mapped and stored. The relationship between the loading amount and the electric slot timing is determined so that the electric slot timing is earlier as the loading amount is larger. The relationship between the load amount and the rising characteristic of the target clutch pressure is determined so that the target clutch pressure rises faster as the load amount increases.

  When the load amount is acquired by the CVT ECU 12, the electric throttle timing and the rising characteristic of the target clutch pressure corresponding to the load amount are read from the memory. Then, the electric throttle timing read from the memory is transmitted from the CVTECU 12 to the engine ECU 11. The rising characteristic of the target clutch pressure read from the memory is used in clutch pressure control described below.

  When the engine 2 is started, control of the hydraulic pressure (clutch pressure control) supplied to the forward brake B1 that is the starting clutch is started by the CVTECU 12. In the clutch pressure control, the target clutch pressure is set according to the rising characteristic of the target clutch pressure read from the memory. The target clutch pressure is a target value of the hydraulic pressure supplied to the forward brake B1, and corresponds to a current value input to the hydraulic control valve for the forward brake B1.

  The target clutch pressure is raised to a fill pressure higher than the initial pressure (time T2), held at the fill pressure for a predetermined time, and then lowered to the initial pressure (time T3). According to the rising characteristic of the target clutch pressure according to the load amount, the fill pressure and the initial pressure are set to higher values as the load amount is larger. At this time, since the oil pressure generated by the oil pump 5 is low immediately after the engine 2 is started, the oil pressure (clutch pressure) actually supplied to the forward brake B1 is from the oil pressure before the engine restart (for example, 0). After a slight rise, there is almost no change.

  Thereafter, the target clutch pressure is maintained at the initial pressure over a predetermined time (time T3-T4). During this time, the clutch pressure begins to rise, and the turbine speed begins to deviate from the engine speed.

  Sweep control for gradually increasing the target clutch pressure is started at the timing (out of synchronization) at which the ratio between the turbine speed and the engine speed becomes a predetermined ratio (time T4). In the sweep control, when the load amount is smaller than a predetermined amount in accordance with the rising characteristic of the target clutch pressure according to the load amount, the target clutch pressure has a constant time gradient (time change rate) as shown by a broken line in FIG. ) To rise. On the other hand, when the load amount is equal to or larger than the predetermined amount, as shown by the solid line in FIG. 3, the target clutch pressure rises relatively steeply at the start of the sweep control, and the target clutch is increased during the sweep control. The target clutch pressure is set so that the target clutch pressure rises with a relatively gentle gradient when the pressure time gradient changes (time T5) and the sweep control ends.

  Due to the sweep control, the clutch pressure of the forward brake B1 further increases. As the clutch pressure increases, the transmission torque of the forward brake B1 increases, and the turbine speed starts to decrease.

  On the other hand, the opening degree of the electronic throttle valve 21 is increased by the engine ECU 11 in accordance with the electric throttle timing received from the CVT ECU 12. That is, when the load amount is relatively small, as shown by the broken line in FIG. 3, the opening degree of the electronic throttle valve 21 is raised at a relatively late timing, and when the load amount is relatively large, As shown by the solid line in FIG. 3, the opening degree of the electronic throttle valve 21 is raised at a relatively early timing.

  When a predetermined time (time T4-T6) elapses from the start of the sweep control, the target clutch pressure is increased to the maximum pressure, the clutch pressure control is terminated, and the engagement of the forward brake B1 is completed.

<Effect>

  As described above, the load amount in the vehicle 1 is acquired when returning from the idling stop state. When the load amount is relatively large, the opening degree of the electronic throttle valve 21 is raised earlier after the engine 2 is restarted by the idling stop function than when the load amount is relatively small. Thereby, after the engine 2 is restarted, the engine speed and the engine torque rise quickly. Therefore, it is possible to suppress a shortage in the driving force for starting the vehicle 1 when the traveling resistance is large due to a large load of the vehicle 1.

  Further, when the load amount is relatively large, the forward brake B1 is engaged so that the forward brake B1 is engaged early after the engine 2 is restarted by the idling stop function as compared with the case where the load amount is relatively small. The hydraulic pressure supplied to is controlled. After the engine 2 is restarted, the forward brake B1 is engaged early, whereby the engine torque that has risen early can be output from the automatic transmission 4 as driving force at an early stage.

  Therefore, the start time lag when the running resistance of the vehicle 1 is large can be shortened.

  Further, since the forward brake B1 is engaged early after the engine is restarted, the amount of slippage of the forward brake B1 can be suppressed even when the engine torque is raised quickly, and heat generated by the slippage of the forward brake B1. The amount can be reduced. As a result, deterioration of the durability of the forward brake B1 can be suppressed.

  When the load amount is equal to or greater than the predetermined amount, the target clutch pressure is increased relatively steeply at the start of the sweep control, and the time gradient of the target clutch pressure is changed during the sweep control. At the end, the target clutch pressure is increased with a relatively gentle gradient. Thereby, even if the target clutch pressure is set to rise quickly, the forward brake B1 can be prevented from being suddenly engaged, and the occurrence of engagement shock can be suppressed.

<Modification>

  As mentioned above, although one Embodiment of this invention was described, this invention can also be implemented with another form.

  For example, in the above-described embodiment, the case where the predetermined value having a positive correlation with the traveling resistance of the vehicle is the load amount has been described as an example, but the predetermined value is a value having a positive correlation with the traveling resistance of the vehicle. If so, the total weight including the vehicle weight and the loading capacity of the vehicle 1 may be used. Further, the predetermined value may be a slope (inclination amount) of a road surface where the vehicle 1 is located. In this case, when the vehicle 1 is stopped, the gravitational acceleration can be calculated from the detection signal of the G sensor 19, and the road gradient can be calculated from the gravitational acceleration.

  Further, when a position sensor (leveling sensor) for detecting the vehicle height is mounted on the vehicle 1 for adjusting the optical axis of the headlight, the loading amount and the road surface gradient are calculated from the detection signal of the position sensor. May be.

  The control device according to the present invention is not limited to the vehicle 1 on which the CVT 4 is mounted, but can also be used on a vehicle on which a CVT with a sub-transmission or a power split type continuously variable transmission is mounted. The power split continuously variable transmission includes a belt-type continuously variable transmission mechanism that continuously changes power by changing a transmission ratio, a constant transmission mechanism that changes power at a constant transmission ratio, and a continuously variable transmission mechanism. The transmission includes an output gear mechanism that outputs motive power and motive power from a constant transmission mechanism, and is a transmission that can transmit the motive power of a drive source in two systems.

  In the above-described embodiment, the configuration in which the engine ECU 11, the CVTECU 12, the brake ECU 13, and the IDSECU 14 are individually provided is taken up, but a plurality of them may be integrated as a single ECU.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 4 Automatic transmission 5 Oil pump 11 Engine ECU (throttle opening control means)
12 CVTECU (predetermined value acquisition means, clutch pressure control means)
13 Brake ECU (predetermined value acquisition means)
21 Electronic throttle valve 41 Input shaft (input shaft)
42 Output shaft (output shaft)
B1 Forward brake (starting clutch)

Claims (1)

An engine including an electronic throttle valve, an oil pump driven by the engine, and a starting clutch that transmits / cuts off the power from the engine input to the input shaft, and shifts the power input to the input shaft. And an automatic transmission that transmits to the output shaft, and in response to establishment of a predetermined stop condition, the engine is stopped, and in response to establishment of a predetermined restart condition after the stop. , A control device used in a vehicle equipped with an idling stop function for restarting the engine,
Predetermined value acquisition means for acquiring a predetermined value having a positive correlation with the running resistance of the vehicle;
When the predetermined value acquired by the predetermined value acquisition means is relatively large, the electronic throttle valve of the electronic throttle valve is restarted after the engine is restarted by the idling stop function as compared with the case where the predetermined value is relatively small. Throttle opening control means for increasing the opening early;
When the predetermined value acquired by the predetermined value acquisition means is relatively large, the start clutch is moved earlier after the engine is restarted by the idling stop function than when the predetermined value is relatively small. And a clutch pressure control means for controlling the hydraulic pressure supplied to the starting clutch so as to engage with the vehicle.

Images