JP2016200270A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a vehicle capable of realizing suppression of deterioration of a start clutch and improvement of start responsiveness of the vehicle.SOLUTION: A control device for a vehicle mounted to the vehicle comprising an automatic transmission connecting and disconnecting transmission of power among a power source and driving wheels of the vehicle by control of engagement of a plurality of pieces of engaging means having engaging elements friction-engaged with one another comprises: determination means determining establishment of predetermined conditions to be established before a driver performs ON operation of an accelerator for starting the vehicle when the vehicle is in a stop state; and skid control means starting control causing the plurality of pieces of engaging means performing skid control to be completely engaged when the ON operation of the accelerator or OFF operation of a brake is performed after a skid state is formed while starting the skid control forming the skid state where a predetermined rotation speed difference between the engaging elements friction-engaged with each other is generated with respect to at least two of the plurality of pieces of engaging means when the determination means determines the establishment of predetermined conditions.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle control device.

  Conventionally, when the vehicle is stopped and the brake is turned on and the accelerator is turned on, the engine speed is increased, and then the vehicle is started at high acceleration when the brake is turned off. The start control which enables is disclosed (patent document 1). Such start control is also called flex start or launch control. In such a start control, after the engine speed is increased, an engagement means (start clutch) that is engaged when the vehicle starts in the automatic transmission is engaged from the released state, so that Power is transmitted to the drive wheels, and the vehicle can start.

JP-A-2005-306214

  However, when starting the engagement of the starting clutch after the accelerator is turned on, if the difference in the rotational speed between the engaging elements that are frictionally engaged with each other in the starting clutch (difference rotational speed) is large, The start clutch is engaged in a state where the differential rotational speed is large. As a result, since the amount of heat generated by the starting clutch increases when engaged, there is a problem that deterioration of the starting clutch and deterioration of durability due to deterioration are promoted.

  By controlling the differential rotation speed to be shared among a plurality of starting clutches and slipping engaging elements that are frictionally engaged with each other in each starting clutch, the amount of heat generated by each starting clutch can be reduced. However, when the slip control of a plurality of start clutches is started after the accelerator is turned on, the power is gradually transmitted to the drive wheels while the slip state of the start clutch is formed after the start of the slip control. There is a problem that the start response of the vehicle is lowered.

  The present invention has been made in view of the above, and an object of the present invention is to provide a vehicle control device that can suppress the deterioration of the start clutch and improve the start response of the vehicle.

  In order to solve the above-described problems and achieve the object, a vehicle control device according to an aspect of the present invention includes a power source and a plurality of engagement means having engagement elements frictionally engaged with each other, An automatic transmission that connects and disconnects transmission of power between the power source and a drive wheel of the vehicle by controlling engagement of a plurality of engagement means, the vehicle control device mounted on a vehicle, When the vehicle is in a stopped state, a determination unit that determines whether a predetermined condition that should be satisfied before the driver turns on the accelerator for starting the vehicle, and the determination unit satisfies the predetermined condition. Is determined, and at least two of the plurality of engaging means start slip control for forming a slip state in which a predetermined rotational speed difference is generated in the engaging elements that are frictionally engaged with each other, and After the formation of the slip state, Slip control means for starting control to completely engage the plurality of engagement means performing the slip control when the accelerator is turned on or the brake is turned off. And

  According to the present invention, when the vehicle is in a stopped state, when it is determined that a predetermined condition to be satisfied before the driver turns on the accelerator for starting the vehicle, Since at least two of them start to form a slip state, before the driver turns on the accelerator to start the vehicle, the slip is generated while sharing the differential rotation speed and the heat generated thereby by a plurality of engagement means. A state can be formed. Accordingly, when the accelerator is subsequently turned on and the rotational speed of the power source increases, a slip state is formed, so that power can be quickly transmitted to the drive wheels to start the vehicle. As a result, it is possible to suppress the deterioration of the start clutch and improve the start response of the vehicle.

FIG. 1 is a diagram showing a schematic configuration of a vehicle equipped with a vehicle control device according to Embodiment 1 and a skeleton diagram of an automatic transmission. FIG. 2 is a flowchart illustrating an example of control according to the first embodiment. FIG. 3 is a time chart and an alignment chart showing an example of control according to the first embodiment. FIG. 4 is a time chart showing the control according to the first embodiment shown in FIG. 3 and the control according to the comparative embodiment. FIG. 5 is a diagram illustrating a schematic configuration of another vehicle on which the vehicle control device according to the first embodiment is mounted. 6 is a time chart and collinear chart showing an example of control according to Embodiment 1 applied to the vehicle of FIG. FIG. 7 is a time chart showing another control example according to the first embodiment applied to the vehicle of FIG.

  Embodiments of a vehicle control apparatus according to the present invention will be described below in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. In the drawings, the same or corresponding components are appropriately denoted by the same reference numerals, and redundant description is omitted.

(Embodiment 1)
FIG. 1 is a diagram showing a schematic configuration of a vehicle equipped with a vehicle control device according to Embodiment 1 and a skeleton diagram of an automatic transmission. As shown in FIG. 1 (a), a vehicle 100 includes a power source 1, an automatic transmission 2, a differential gear 3, a drive wheel 4, a hydraulic actuator 5, an ECU (Electronic Control Unit) 6, a crank, An angle sensor 11, an accelerator opening sensor 12, a brake sensor 13, a vehicle speed sensor 14, and a shift range sensor 15 are provided.

  The power source 1 that is the power source of the vehicle 100 is an engine in the first embodiment, and converts the combustion energy of the fuel into the rotational motion of the output shaft 1a and outputs the converted rotational energy. The power source 1 is not limited to an engine, and may be a motor, for example.

  As shown in FIG. 1B, the automatic transmission 2 is configured by providing a first planetary device 21, a second planetary device 22, and a plurality of engaging means in a housing CA. . The engagement means has an engagement element that frictionally engages with each other, and includes a first clutch C1 and a first brake B1. The automatic transmission 2 connects and disconnects transmission of power between the power source 1 and the drive wheels 4 of the vehicle 100 by controlling the engagement of these engagement means. Further, the automatic transmission 2 can be switched to and set to the required shift speed by engaging or releasing these engaging means according to the required shift speed between input and output. The first clutch C1 and the first brake B1 are engaging means that are engaged when the vehicle 100 starts, and are hereinafter referred to as a starting clutch as appropriate.

  The first planetary device 21 is a single pinion type planetary gear mechanism, and includes a sun gear S1, a ring gear R1, a plurality of pinion gears P1, and a carrier Cr1 as a plurality of rotating elements capable of differential rotation. The second planetary device 22 is a single pinion type planetary gear mechanism, and includes a sun gear S2, a ring gear R2, a plurality of pinion gears P2, and a carrier Cr2 as a plurality of rotating elements capable of differential rotation. In the automatic transmission 2, the carrier Cr1 of the first planetary device 21 and the ring gear R2 of the second planetary device 22 are connected so as to rotate together when the first clutch C1 is engaged. Torque input from the output shaft 1 a of the power source 1 to the input shaft 2 a of the automatic transmission 2 is output from the carrier Cr 2 of the second planetary device 22 and transmitted to the drive wheels 4 via the output shaft 2 b and the differential gear 3. It is done.

  The first clutch C1 includes a first engagement portion that can rotate integrally with the carrier Cr1 of the first planetary device 21, and a second engagement portion that can rotate integrally with the ring gear R2 of the second planetary device 22. And comprising. Specifically, the first clutch C1 is a friction engagement device including a friction material on one of the first engagement portion and the second engagement portion, and the first engagement portion and the second engagement portion. The engagement operation and release operation are controlled by hydraulic pressure. The first brake B1 is a hydraulically driven frictional engagement device, similar to the first clutch C1. The first brake B1 includes a first engagement portion that is rotatable integrally with the sun gear S2 of the second planetary device 22, and a second engagement portion that is fixed to the housing CA.

  Returning to FIG. 1A, the hydraulic actuator 5 is operated by hydraulic oil, and controls the engagement operation and the release operation of the first clutch C <b> 1 and the first brake B <b> 1. The hydraulic pressure for operating the hydraulic actuator 5 is given by an oil pump (not shown).

  The crank angle sensor 11 is provided on the crankshaft of the power source 1 that is an engine, and detects the crank angle used for calculating the power source rotational speed (engine rotational speed). The accelerator opening sensor 12 detects the accelerator opening according to the amount of depression of the accelerator pedal by the driver and whether the accelerator is on or off. The brake sensor 13 detects whether the brake is on or off according to the depression amount of the driver's brake pedal. The vehicle speed sensor 14 detects the vehicle speed of the vehicle 100. Shift range sensor 15 detects the current shift range of the shift change device of vehicle 100. In the first embodiment, the shift change device includes an N (neutral) range, a D (drive) range, and an R (reverse) range as shift ranges, and further includes an S (sport mode) range and the like. Other travel mode ranges may be provided. The sport mode range is a range in which driving performance is more important than reduction in fuel and power consumption rates. The crank angle sensor 11, the accelerator opening sensor 12, the brake sensor 13, the vehicle speed sensor 14, and the shift range sensor 15 are electrically connected to the ECU 6 so as to output detection results to the ECU 6.

  The ECU 6 as a control device of the vehicle 100 is mainly a known microcomputer including an interface such as a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and an input / output. Is an electronic circuit. The function of each part of the ECU 6 is to load the application program held in the ROM into the RAM and execute it by the CPU, thereby operating the controlled object under the control of the CPU and reading and writing data in the RAM and ROM. It is realized by doing. The ECU 6 may be composed of a plurality of ECUs that individually control the power source 1, the automatic transmission 2, and the like. In this case, each ECU is configured to be able to communicate with each other, and can transmit and receive various commands and detection results of various sensors.

  The ECU 6 controls the fuel injection amount and injection timing by the injector, the ignition timing by the spark plug, and the like for the power source 1 that is an engine. Further, the ECU 6 outputs a control signal to the hydraulic actuator 5 with reference to a shift map or shift diagram stored in advance in the ECU 6 based on the detection result of the vehicle speed and the accelerator opening. The hydraulic actuator 5 controls the automatic transmission 2 based on the control signal. Thereby, the shift operation of the automatic transmission 2 is performed.

  Furthermore, the ECU 6 includes a determination unit 61 and a slip control unit 62. The determination means 61 determines whether a predetermined condition that should be satisfied before the driver turns on the accelerator for starting the vehicle 100 when the vehicle 100 is in a stopped state. The slip control means 62 has at least two of the plurality of engaging means (the first clutch C1 and the first brake B1 in the first embodiment) as rotational speed differences between the engaging elements that are frictionally engaged with each other. In addition to performing slip control so as to cause the slippage, the engagement means that performs slip control is controlled to be completely engaged so that the difference in rotational speed is zero.

  Hereinafter, an example of the control according to the first embodiment will be specifically described with reference to the flowchart shown in FIG. 2, the time chart shown in FIG. 3, and the alignment chart. The control routine shown in FIG. 2 is repeatedly executed at predetermined control cycles while the vehicle 100 is in a stopped state, the shift range is the N range, and the power source 1 of the vehicle 100 is in the idling state.

  In FIG. 3A, a line L1 indicates the shift range state, a line L2 indicates the accelerator opening, and a line L3 indicates the engine speed. A line L4 is obtained by converting the rotational speed of the rotary shaft of the first clutch C1 on the output shaft 2b side of the automatic transmission 2 into a value on the output shaft 1a of the power source 1 (hereinafter referred to as an engine shaft as appropriate). The value is shown. A line L5 indicates a value obtained by converting the rotational speed of the rotary shaft of the first brake B1 on the output shaft 2b side of the automatic transmission 2 into a value on the engine shaft. A line L6 indicates a value obtained by converting the rotation speed of the output shaft 2b of the automatic transmission 2 into a value in the engine shaft. Note that the rotational speed has a positive value in the rotational direction of the output shaft 2b of the automatic transmission 2 when the vehicle 100 moves forward.

  First, at time t = 0 in FIG. 3A, the ECU 6 executes step S101 in FIG. That is, in step S101, the determination means 61 of the ECU 6 determines whether or not a predetermined condition that should be satisfied before the driver increases the accelerator opening is satisfied. Hereinafter, this determination is referred to as slip state formation determination as shown in FIG. In the first embodiment, the predetermined condition is that the shift range is switched from the N range to the D range. At time t = 0, the determination unit 61 determines that the slip state formation determination is not ON, that is, the predetermined condition is not satisfied (No in step S101), and repeats step S101.

  Since the first clutch C1 and the first brake B1 are in the disengaged state, for example, at the time t1 between the time t = 0 and t2, the first clutch C1 and the first brake B1 are in the disengaged state, as shown in the collinear chart of FIG. The rotational speeds of the output side rotary shafts of the clutch C1 and the first brake B1 are zero. In addition, since the input side rotating shaft of 1st brake B1 is being fixed to housing | casing CA, the rotation speed is always zero.

  Next, as shown in FIG. 3A, it is assumed that at time t2, the shift range is switched from the N range to the D range while the driver is operating the brake. Then, the determination means 61 of the ECU 6 determines that the slip state formation determination = ON, that is, a predetermined condition is satisfied (Yes in step S101), and proceeds to step S102.

  In step S102, the slip control means 62 of the ECU 6 forms a slip state. Specifically, the slip control means 62 controls the hydraulic actuator 5 so as to cause a difference in rotational speed between the engagement elements that frictionally engage with each other of the first clutch C1 and the first brake B1. Start slip control. Then, as shown in FIG. 3A, the converted value (indicated by the line L4) of the rotation speed of the first clutch C1 on the output shaft 2b side increases and the rotation speed of the first brake B1 on the output shaft 2b side increases. The converted value (indicated by line L5) decreases. Each converted value reaches a constant value at time t3 after the slip state formation period indicated by arrow Ar1 has elapsed from time t2, and a predetermined slip state is formed. At this time, the first clutch C1 and the first brake B1 are in the slip state, as indicated by a line L8 in the alignment chart of FIG.

  Subsequently, the ECU 6 executes step S103. Specifically, the ECU 6 determines whether the brake is turned off (brake = OFF) or the accelerator is turned on (accelerator = ON). Between time t3 and time t4, the ECU 6 determines that the brake is not OFF or the accelerator is not ON (step S103, No), and repeats step S103.

  Next, as shown in FIG. 3A, it is assumed that the driver turns on the accelerator and turns off the brake at time t4. Then, the ECU 6 determines that brake = OFF or accelerator = ON (step S103, Yes), and proceeds to step S104. Note that, after the accelerator is turned on, when the predetermined accelerator opening is reached at time t5, the ECU 6 controls the power source 1 to start increasing the engine speed. As a result, the converted value of the rotational speed of the output shaft 2b of the automatic transmission 2 indicated by the line L6 starts to increase, the power of the power source 1 is transmitted to the drive wheels 4, and the vehicle 100 starts to start. The ECU 6 controls the power source 1 so that the engine speed reaches a value corresponding to the accelerator opening after the elapse of the engine speed increase period indicated by the arrow Ar2.

  Further, at time t5 after the accelerator is turned on or the brake is turned off, the slip control means 62 of the ECU 6 completely engages the first clutch C1 and the first brake B1 that are performing the slip control. Control to be combined is started (step S104). As a result, the differential rotational speed of the engaging elements that are frictionally engaged with each other in the first clutch C1 decreases, and the converted value (indicated by the line L4) of the rotational speed of the first clutch C1 on the output shaft 2b side starts to increase. And increase to approach the engine speed. On the other hand, the converted value (indicated by the line L5) of the rotation speed of the first brake B1 on the output shaft 2b side decreases so as to approach zero due to the decrease in the differential rotation speed of the engaging elements that are frictionally engaged with each other. At time t6, the first clutch C1 and the first brake B1 are in the middle of engagement and are in the slip state as indicated by the line L9 in the collinear chart of FIG. 3B, but more than the case of the line L8. The differential rotational speed between the output side rotational shaft and the input side rotational shaft is reduced.

  Subsequently, in step S105, the slip control means 62 of the ECU 6 determines whether or not the complete engagement of the starting clutch is finished. From time t5 to time t7, it is determined that complete engagement of the starting clutch has not ended (step S105, No), and step S105 is repeated.

  Next, as shown in FIG. 3A, when the complete engagement of the starting clutch is completed at time t7, the slip control means 62 of the ECU 6 determines that the complete engagement of the starting clutch is completed (step S105). , Yes), return. At this time, the alignment chart of FIG. 3B is in a state indicated by a line L10.

  Regions S1 and S2 shown in FIG. 3 (a) indicate regions where the first clutch C1 and the first brake B1 are slip-controlled, and heat is generated due to the differential rotational speed generated in the engagement elements that are frictionally engaged with each other. ing. In the first embodiment, since the differential rotational speed generated by the slip control is shared by the first clutch C1 and the first brake B1, the amount of heat generated by each starting clutch is reduced, and the starting clutch is deteriorated. A decrease in durability due to deterioration is suppressed. In addition, since it is not necessary to use a large start clutch in order to increase the durability of the start clutch, the automatic transmission 2 can be reduced in size and weight.

  Here, FIG. 4 is used to compare the control according to the first embodiment with the control according to the comparison mode. In the control according to the comparison mode, the timing at which the driver switches from the N range to the D range, the timing at which the accelerator is turned on, and the timing at which the brake is turned off is the same as the control according to the first embodiment, but the slip control is started. The timing to do is different.

  Lines L1 to L6 and times t2, t4, and t5 in FIG. 4 are the same as those in FIG. On the other hand, a line L4a indicates a value obtained by converting the rotational speed of the rotary shaft of the first clutch C1 on the output shaft 2b side of the automatic transmission 2 into a value on the engine shaft in the control according to the comparative example. A line L5a indicates a value obtained by converting the rotational speed of the rotary shaft of the first brake B1 on the output shaft 2b side of the automatic transmission 2 into a value on the engine shaft in the control according to the comparative mode. A line L6a indicates a value obtained by converting the rotation speed of the output shaft 2b of the automatic transmission 2 into a value in the engine shaft in the control according to the comparative example.

  As shown in FIG. 4, in the comparative embodiment, the slip control of the starting clutch is started at time t5 after the accelerator is turned on. As a result, the accelerator 100 is turned on at the same timing as the control according to the first embodiment, and the start time of the vehicle 100 is started at time t9 even though the engine speed is increasing. It becomes later than the time t5 which is the start timing by the control of the first form. In other words, according to the control of the first embodiment, the start is started earlier by the time indicated by the arrow Ar3 than the control according to the comparative mode. Further, as can be seen from the comparison between the lines L4 to L6 and the lines L4a to L6a, according to the control of the first embodiment, the complete engagement of the starting clutch is completed earlier than the control according to the comparative form, and the automatic transmission Since the number of rotations of the second output shaft 2b also increases early, the vehicle 100 reaches the desired vehicle speed early. Further, until the plurality of engagement means performing the slip control are completely engaged, the differential rotational speed in each starting clutch does not increase but simply decreases except during the engine rotational speed increasing period. It is done smoothly. Furthermore, since it is not necessary to change the hydraulic pressure applied by the hydraulic actuator 5 after the start to form the slip state, the driving force and the engine speed controllability that are factors affecting the drivability during the start are improved. Thus, according to the control of the first embodiment, the start response of the vehicle 100 is improved.

[Other vehicle configuration examples]
FIG. 5 is a diagram illustrating a schematic configuration of another vehicle on which the vehicle control device according to the first embodiment is mounted. A vehicle 100A shown in FIG. 5 has a configuration in which the automatic transmission 2 of the vehicle 100 shown in FIG. 1 is replaced with an automatic transmission 2A.

  The automatic transmission 2A includes an input shaft 2a and an output shaft 2b. The automatic transmission 2A is configured by connecting a first clutch C1A, a second clutch C2A, and a gear train 2Aa in series. The first clutch C1A and the second clutch C2A have engaging elements that frictionally engage with each other, and are engaging means that engage when the vehicle 100A starts, and are hereinafter referred to as a starting clutch as appropriate. The automatic transmission 2A connects and disconnects the transmission of power between the power source 1 and the drive wheels 4 of the vehicle 100A by controlling the engagement of these engagement means. The gear train 2Aa is composed of a plurality of gears that constitute a gear position in the automatic transmission 2A. The automatic transmission 2A can be switched to and set to the required shift speed by engaging or releasing the gears constituting the gear train 2Aa according to the required shift speed between the input and output.

  The hydraulic actuator 5 is operated by hydraulic oil and controls the engagement operation and the release operation of the first clutch C1A, the second clutch C2A, and the gear train 2Aa.

  When an example of the control according to the first embodiment shown in the flowchart of FIG. 2 is applied to the automatic transmission 2A, the engagement means for slip control is the first clutch C1A and the second clutch C2A of the automatic transmission 2A. It is.

  Hereinafter, an example in which the control according to the first embodiment is applied to the vehicle 100A will be specifically described with reference to the flowchart shown in FIG. 2, the time chart shown in FIG. 6, and the alignment chart.

  In FIG. 6A, the line L11 indicates the shift range state, the line L12 indicates the accelerator opening, and the line L13 indicates the engine speed. A line L14 indicates a value obtained by converting the rotation speed of the rotation shaft of the first clutch C1A on the output shaft 2b side of the automatic transmission 2A into a value on the engine shaft. A line L15 indicates a value obtained by converting the rotation speed of the rotation shaft of the second clutch C2A on the output shaft 2b side of the automatic transmission 2A into a value on the engine shaft, and the rotation speed of the output shaft 2b of the automatic transmission 2A. The value converted into the value in is shown.

  First, at time t = 0 in FIG. 6A, the ECU 6 executes step S101 in FIG. At time t = 0, the determination unit 61 determines that the slip state formation determination is not ON, that is, the predetermined condition is not satisfied (No in step S101), and repeats step S101.

  For example, at time t11 between time t = 0 and t12, the alignment chart is in a state indicated by a line L16 in FIG. At this time, since the first clutch C1A and the second clutch C2A are in the released state, the rotation speeds of the output-side rotation shafts of the first clutch C1 and the second clutch C2A are zero. In addition, the rotation speed of the input side rotating shaft of the first clutch C1 is equal to the engine rotation speed.

  Next, as shown in FIG. 6A, it is assumed that the shift range is switched from the N range to the D range in a state where the driver turns on the brake at time t12. Then, the determination unit 61 of the ECU 6 determines that a predetermined condition is satisfied (step S101, Yes), and proceeds to step S102.

  In step S102, the slip control means 62 of the ECU 6 forms a slip state. Specifically, the slip control means 62 controls the hydraulic actuator 5 so that a difference in rotational speed is generated between the first clutch C1A and the second clutch C2A in the engaging elements that are frictionally engaged with each other. Start slip control. Then, as shown in FIG. 6A, the converted value (indicated by the line L14) of the rotation speed of the first clutch C1A on the output shaft 2b side increases and the rotation speed of the second clutch C2A on the output shaft 2b side increases. The converted value (indicated by line L15) increases. Each converted value reaches a certain value at time t13 when the slip state formation period indicated by arrow Ar11 has elapsed from time t12, and a predetermined slip state is formed. At this time, as shown in the collinear diagram of FIG. 3B, the rotation speed of the output-side rotation shaft of the first clutch C1A and the rotation speed of the input-side rotation shaft of the second clutch C2A are the values indicated by the symbol C. Are equal. In addition, between the engaging elements that are frictionally engaged with each other, there is a difference in rotational speed of the difference D1 in the first clutch C1A and the difference D2 in the second clutch C2A with respect to the engaged state.

  Subsequently, the ECU 6 executes step S103. Between time t13 and time t14, the ECU 6 determines that the brake is not OFF or the accelerator is not ON (step S103, No), and repeats step S103.

  Next, as shown in FIG. 6A, it is assumed that the driver turns on the accelerator and turns off the brake at time t14. Then, the ECU 6 determines that brake = OFF or accelerator = ON (step S103, Yes), and proceeds to step S104. Note that, after the accelerator is turned on, when the predetermined accelerator opening is reached at time t15, the ECU 6 controls the power source 1 so as to start increasing the engine speed. As a result, the converted value of the rotational speed of the output shaft 2b of the automatic transmission 2A indicated by the line L15 starts to increase, the power of the power source 1 is transmitted to the drive wheels 4, and the vehicle 100 starts to start. The ECU 6 controls the power source 1 so that the engine speed reaches a value corresponding to the accelerator opening after the elapse of the engine speed increase period indicated by the arrow Ar12.

  In addition, at time t15 after the accelerator is turned on or the brake is turned off, the slip control means 62 of the ECU 6 completely engages the first clutch C1A and the second clutch C2A that are performing the slip control. Control to be combined is started (step S104). As a result, the differential rotational speed of the engaging elements that are frictionally engaged with each other in the first clutch C1A is decreased, and the converted value (indicated by the line L14) of the rotational speed of the first clutch C1A on the output shaft 2b side starts to increase. And increase to approach the engine speed. On the other hand, the converted value (indicated by line L15) of the rotational speed of the second clutch C2A on the output shaft 2b side also increases so as to approach the engine rotational speed. At time t16, the first clutch C1 and the first brake B1 are in the middle of engagement and are in the slip state, but the difference D1 and the difference D2 are smaller than those at the time t15.

  Subsequently, in step S105, the slip control means 62 of the ECU 6 determines whether or not the complete engagement of the starting clutch is finished. From time t15 to time t17, it is determined that the complete engagement of the starting clutch is not completed (step S105, No), and step S105 is repeated.

  Next, as shown in FIG. 6 (a), at time t17, when the complete engagement of the starting clutch is completed, the slip control means 62 of the ECU 6 determines that the complete engagement of the starting clutch is completed (step S105). , Yes), return. At this time, the alignment chart of FIG. 6B is in a state indicated by a line L17.

  Regions S11 and S12 shown in FIG. 6 (a) indicate regions where the first clutch C1A and the second clutch C2A are slip-controlled, and heat is generated when a differential rotation speed is generated in the engagement elements frictionally engaged with each other. ing. In this control example, since the differential rotational speed generated by the slip control is shared by the first clutch C1A and the second clutch C2A, the amount of heat generated by the starting clutch is reduced, and the starting clutch is deteriorated or deteriorated. A decrease in durability is suppressed.

  Also in this control example, the start of the vehicle 100A is started earlier than the control according to the comparative example of FIG. Further, according to the present control example, the complete engagement of the starting clutch is completed earlier than the control according to the comparative mode, and the rotational speed of the output shaft 2b of the automatic transmission 2A is also increased earlier, so that the vehicle 100A is desired earlier. Reach the vehicle speed. Thus, according to this control example, the start response of the vehicle 100A is improved.

[Other control examples]
FIG. 7 is a time chart showing another control example according to the first embodiment applied to the vehicle 100 of FIG. Also in this control example, the control routine shown in FIG. 2 is executed. In this control, a predetermined condition (slip state formation determination) that should be satisfied before the driver increases the accelerator opening is the power source 1. It is assumed that the start of a certain engine is started, the engine speed reaches the idle speed, and the engine start is completed. Further, the control routine of FIG. 2 is repeatedly executed every predetermined control period while the power source 1 of the vehicle 100 is in a stopped state.

  In FIG. 7, a line L21 shows the state of the shift range, a line L22 shows the accelerator opening, and a line L23 shows the engine speed. A line L24 indicates a value obtained by converting the rotational speed of the rotary shaft of the first clutch C1 on the output shaft 2b side of the automatic transmission 2 into a value on the engine shaft. A line L25 indicates a value obtained by converting the rotational speed of the rotation shaft of the first brake B1 on the output shaft 2b side of the automatic transmission 2 into a value on the engine shaft. A line L26 indicates a value obtained by converting the rotation speed of the output shaft 2b of the automatic transmission 2 into a value in the engine shaft.

  First, at time t = 0 in FIG. 7, the driver starts the engine. Further, at time t = 0, the ECU 6 executes step S101 in FIG. That is, in step S101, the determination unit 61 of the ECU 6 performs slip state formation determination. Since the engine start is not completed at time t = 0, the determination unit 61 determines that the slip state formation determination is not ON (step S101, No), and repeats step S101.

  Next, at time t21, it is assumed that the engine speed has reached the idling speed and the engine has been started. Then, the determination means 61 of ECU6 determines with slip state formation determination = ON (step S101, Yes), and progresses to step S102.

  In step S102, the slip control means 62 of the ECU 6 starts to form a slip state for each of the first clutch C1 and the first brake B1. Then, the converted value (indicated by line L24) of the first clutch C1 on the output shaft 2b side increases and the converted value (indicated by line L25) of the first brake B1 on the output shaft 2b side decreases. . Each converted value reaches a certain value at time t22 when the slip state formation period indicated by arrow Ar21 has elapsed from time t21, and a predetermined slip state is formed. Thereafter, at time t23, it is assumed that the driver switches the shift range from the N range to the D range while the brake is on.

  Subsequently, in step S103, the ECU 6 determines whether brake = OFF or accelerator = ON. Between time t21 and time t24, the ECU 6 determines that brake = OFF or accelerator = ON is not satisfied (step S103, No), and repeats step S103.

  Next, at time t24, the driver turns on the accelerator and turns off the brake. Then, the ECU 6 determines that brake = OFF or accelerator = ON (step S103, Yes), and proceeds to step S104. In addition, after the accelerator is turned on, when the predetermined accelerator opening is reached at time t25, the ECU 6 controls the power source 1 so as to start increasing the engine speed. Thereby, the conversion value of the rotation speed of output shaft 2b of automatic transmission 2 indicated by line L26 further increases, and vehicle 100 starts to start. The ECU 6 then controls the power source 1 so that the engine speed reaches a value corresponding to the accelerator opening.

  In addition, at time t25 after the accelerator is turned on or the brake is turned off, the slip control means 62 of the ECU 6 completely engages the first clutch C1 and the first brake B1 that are performing the slip control. Control to be combined is started (step S104). Thereby, the converted value (indicated by the line L24) of the rotation speed of the first clutch C1 on the output shaft 2b side starts to increase and increases so as to approach the engine rotation speed. On the other hand, the converted value (indicated by the line L25) of the rotation speed of the first brake B1 on the output shaft 2b side decreases so as to approach zero.

  Subsequently, in step S105, the slip control means 62 of the ECU 6 determines whether or not the complete engagement of the starting clutch is finished. From time t25 to time t26, it is determined that the complete engagement of the starting clutch is not completed (step S105, No), and step S105 is repeated.

  Next, at time t26, the slip control means 62 of the ECU 6 determines that the complete engagement of the starting clutch has been completed (step S105, Yes), and returns.

  Regions S21 and S22 shown in FIG. 7 indicate regions where the first clutch C1 and the first brake B1 are slip-controlled and generate heat after the vehicle 100 starts. Also in this control example, since the differential rotational speed generated by the slip control is shared by the first clutch C1 and the first brake B1, the amount of heat generated by each starting clutch is reduced, which is caused by deterioration or deterioration of the starting clutch. A decrease in durability is suppressed.

  Also in this control example, the start of the vehicle 100 is started earlier than the control according to the comparative example of FIG. Further, according to this control example, the complete engagement of the start clutch is completed earlier than the control according to the comparative example, and the rotation speed of the output shaft 2b of the automatic transmission 2 is also increased earlier, so that the vehicle 100 is desired earlier. Reach the vehicle speed. Thus, according to this control example, the start response of the vehicle 100 is improved.

  In the above, for the control example in which the predetermined condition is that the shift range is switched from the N range to the D range, the predetermined condition is the shift range from the N range to the R range, the S range, or other travel modes. It is good also as switching to a range. Further, as the predetermined condition, it may be used that the first clutches C1, C1A, the second clutch C2A, the first brake B1, etc., which are starting clutches, are released when the vehicle is stopped. In the above description, the driver turns on the accelerator and turns off the brake almost simultaneously. However, the timing of turning off the brake is not limited to this, and may be before or after the accelerator is turned on. For example, when the vehicle starts creeping, the brake is turned off before the accelerator is turned on, or when the vehicle is started on a slope, the accelerator is turned on while the brake is turned on, and then the brake is turned off. In addition, the present invention can be applied.

  Further, in the above, the two engagement means that are start clutches are slip-controlled, but when the automatic transmission includes the engagement means that is three or more start clutches, there are three or more start clutches. The engagement means may be slip-controlled.

  The differential rotational speed when performing slip control of a plurality of starting clutches can be set based on the value obtained by preliminarily storing in the ECU 6 a value obtained by estimating the amount of heat generated in the starting clutch at the time of starting from a prior evaluation result or the like. preferable. At this time, by setting the differential rotation speed so that the safety factor for the allowable heat generation amount is the same for all start clutches, even if there is a variation in the allowable heat generation amount and slip control accuracy in each start clutch, it is more reliable. In addition, it is possible to suppress the deterioration of the individual starting clutches.

  Further, as the heat generation amount in the starting clutch, a predicted value calculated using a predetermined physical model stored in advance in the ECU 6 may be used. As such a physical model, an equation of motion is constructed for the input means of the automatic transmission, the output shaft, and the engaging means constituting the starting clutch, and the differential rotational speed in the starting clutch is obtained using this equation. What calculates the predicted value of the emitted-heat amount by integrating the product of rotation speed and torque over time can be used.

  In the case of a vehicle equipped with a rotational speed sensor that measures the rotational speed of the engaging portion of the starting clutch, the differential rotational speed is calculated from the measured rotational speed and the predicted value of the calorific value is calculated. You may use for calculation.

  Further, the heat generation amount in the starting clutch may be calculated using the hydraulic value and the value of the friction coefficient of the friction material in the starting clutch if the vehicle includes a hydraulic sensor that measures the hydraulic pressure in the starting clutch.

  In the above-described embodiment, the engine speed is increased after the vehicle starts. However, the present invention is not limited to this, and the flex start and launch control for performing control to increase the engine speed before the vehicle starts. It is also applicable when

  In the above embodiment, the stepped type automatic transmission is exemplified. However, the present invention is not limited to this, and includes an engagement means as a starting clutch that is engaged when the vehicle starts. If present, a continuously variable automatic transmission may be used.

  Further, the present invention is not limited by the above embodiment. What was comprised combining each component mentioned above suitably is also contained in this invention. Further effects and modifications can be easily derived by those skilled in the art. Therefore, the broader aspect of the present invention is not limited to the above-described embodiment, and various modifications can be made.

1 Power source 2, 2A Automatic transmission 6 ECU
61 Judging means 62 Slip control means 100, 100A Vehicle B1 First brake C1, C1A First clutch C2A Second clutch

Claims (1)

Power source,
An automatic transmission comprising a plurality of engagement means having engagement elements that frictionally engage with each other, and connecting / disconnecting transmission of power between the power source and a drive wheel of a vehicle by controlling engagement of the plurality of engagement means Machine,
A vehicle control device mounted on a vehicle comprising:
Determining means for determining whether a predetermined condition to be satisfied before a driver turns on an accelerator for starting the vehicle when the vehicle is stopped;
When the determination unit determines that the predetermined condition is satisfied, a slip state in which a predetermined rotational speed difference is generated between the engagement elements frictionally engaged with each other with respect to at least two of the plurality of engagement units. A plurality of engaging means that perform the slip control are fully activated when the accelerator is turned on or the brake is turned off after the slip state is formed. Slip control means for starting engagement control;
A vehicle control apparatus comprising:

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