JP2017075648A - Vehicular control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular control apparatus capable of improving the responsiveness of a driving force at a returning time from an idle stop while the vehicle is running.SOLUTION: The transmission ratio of a continuously variable transmission mechanism is controlled to adjust the rotation number of the continuously variable transmission mechanism rotated by the driving force from drive wheels to the rotation number at the restarting time of the engine, by feeding the working oil from an electric oil pump to a frictional engagement mechanism and the continuously variable transmission mechanism and by controlling an oil pressure to be fed to the continuously variable transmission mechanism during the execution of an idle stop control during running while an engine is being stopped when an idle stop condition during running is established during running of the vehicle. At a returning time from the idle stop during running, the rotation number of the continuously variable transmission mechanism comes to a state conforming to the rotation number at the restarting time of the engine. Hence, a smooth and quick return from the idle stop during running can be established, so that the responsibility of the driving force at a returning time can be improved.SELECTED DRAWING: Figure 9

Description

  The present invention is applied to a vehicle that transmits the rotational force of an engine to driving wheels, and performs engine stop processing when a predetermined engine stop condition (idle stop condition) is satisfied, and when a predetermined restart condition is satisfied The present invention relates to a vehicle control device provided with a control means for performing engine restart control.

  Conventionally, there is a transmission (automatic transmission) having a continuously variable transmission mechanism such as a belt type as a transmission mounted on a vehicle. A belt type continuously variable transmission mechanism provided in this type of transmission has a configuration in which an endless belt is wound around a pair of pulleys. In a vehicle equipped with such a transmission, for example, as shown in Patent Documents 1 and 2, for the purpose of improving the fuel consumption rate, the engine is stopped not only when the vehicle is stopped, but also before the vehicle stops. Idle stop control is performed during running.

  However, since the engine is stopped when the idling stop is performed during traveling, the rotation of the pulley of the belt type continuously variable transmission mechanism is also stopped. For this reason, if a sudden braking force is applied to the driving wheel by the vehicle driver applying a sudden braking (so-called panic braking) during the idling stop during traveling, the torque of the braking force transmitted from the driving wheel is reduced. There is a risk of input to the pulley of the belt type continuously variable transmission mechanism. In particular, when such a situation occurs when the vehicle is traveling at a high speed, the slip transmitted between the pulley of the belt-type continuously variable transmission mechanism and the endless belt due to excessive torque transmitted from the drive wheels. May occur. For this reason, the conventional idling stop control during traveling is performed only in a relatively low speed region (for example, a region of 10 km / h or less) during traveling of the vehicle.

  In order to perform idling stop during traveling in a relatively high speed region while the vehicle is traveling, a clutch (power connection / disconnection mechanism) is provided in the power transmission path between the drive wheel and the continuously variable transmission mechanism, and the clutch is not engaged. It is desirable to be in a combined state (cut). However, during the idling stop during traveling, the rotation of the driving force input to the belt type continuously variable transmission mechanism is stopped by stopping the engine. Therefore, when the clutch is disengaged, the rotation of the pulley of the belt type continuously variable transmission mechanism is completely stopped. As a result, the gear ratio (ratio) of the continuously variable transmission mechanism cannot be controlled during the idling stop during traveling. For this reason, it is necessary to match the number of revolutions of the pulley of the continuously variable transmission mechanism with the number of revolutions of the engine when returning from the idle stop during traveling, and then engage the clutch therebetween. As a result, there is a problem that the responsiveness of the driving force is deteriorated when returning from the idle stop during traveling. Further, if the clutch is immediately engaged without performing such rotation speed adjustment, in the worst case, the engine may stop (is stalled).

Japanese Patent No. 5728422 Japanese Patent No. 5728575

  The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle control device capable of improving the responsiveness of the driving force when returning from an idle stop during traveling.

  In order to solve the above-described problems, a vehicle control apparatus according to the present invention includes an engine (E) as a drive source mounted on a vehicle and a continuously variable output of a rotation of a drive force from the engine (E). The transmission mechanism (20), the input path (14 or 15) for transmitting the driving force between the engine (E) and the continuously variable transmission mechanism (20), the continuously variable transmission mechanism (20) and the drive wheel (W). From the output path (17 or 18) for transmitting the driving force between them, the friction engagement mechanism (61 or 62) for connecting and disconnecting the driving force on the input path (14 or 15), and the electric oil pump (105) Hydraulic oil supply means (103) for supplying the hydraulic oil to the friction engagement mechanism (61 or 62) and the continuously variable transmission mechanism (20), the engine (E), the continuously variable transmission mechanism (20), and the friction engagement mechanism ( 61 or 62) and control means for controlling the hydraulic pressure supply means (103) ( 02), and the control means (102) executes a running idle stop control for stopping the engine (E) when a running idle stop condition for stopping the engine (E) is satisfied while the vehicle is running, During the running idle stop control, the hydraulic pressure supply means (103) supplies hydraulic oil from the electric oil pump (105) to the friction engagement mechanism (61 or 62) and the continuously variable transmission mechanism (20), The control means (102) controls the hydraulic pressure supplied to the continuously variable transmission mechanism (20) by the hydraulic pressure supply means (103), whereby the continuously variable transmission mechanism (20) that rotates with the driving force from the drive wheels (W). The speed ratio of the continuously variable transmission mechanism (20) is controlled so as to match the rotational speed of) with the rotational speed when the engine (E) is restarted.

  According to the vehicle control apparatus of the present invention, during the running idle stop control, the rotational speed of the continuously variable transmission mechanism that is rotated by the driving force from the driving wheels is matched with the rotational speed at the time of restarting the engine. Therefore, the speed of the pulley of the continuously variable transmission mechanism is the number of revolutions when the engine is restarted when returning from the idle stop during travel (when the idle stop during travel ends). It is in a state suitable for. Therefore, since a quick and smooth return from the idle stop during traveling is possible, the responsiveness of the driving force at the time of return can be improved.

  Further, in this vehicle control apparatus, the control means (102) is configured such that the control means (102) restarts the engine (E) at the end of the running idle stop control, and then the friction engagement mechanism (62 or 62). 62) The friction engagement mechanism (61 or 62) may be engaged on condition that the difference in rotational speed between the engine (E) side and the continuously variable transmission mechanism (20) side becomes equal to or less than a predetermined value.

  According to this configuration, when the friction engagement mechanism is engaged at the end of the running idle stop control, there is no possibility that a shock accompanying the engagement occurs or the engine stops (is stalled). Therefore, it is possible to shift quickly and smoothly to the normal traveling state.

  The vehicle control device further includes another friction engagement mechanism (63 or) that connects and disconnects the driving force on the output path (17), and during the execution of the idle stop control, the hydraulic pressure supply means (103) The hydraulic oil from the electric oil pump (105) is supplied to the other friction engagement mechanism (63), and the control means (102) is supplied to the other friction engagement mechanism (63) by the hydraulic pressure supply means (103). By controlling the hydraulic pressure, it is preferable to control so that the driving force is not transmitted when an engagement force of the other friction engagement mechanism (63) is input by a predetermined or higher drive force.

  According to this configuration, even when a sudden braking force is applied to the driving wheel during the idling stop control during traveling, the braking force transmitted from the driving wheel can be blocked by the other friction engagement mechanism. . Therefore, it is possible to prevent the torque of the braking force from being input to the pulley of the belt type continuously variable transmission mechanism. This makes it possible to perform idle stop control during traveling even when the vehicle is traveling at high speed.

  Further, in this vehicle control device, the continuously variable transmission mechanism (20) includes a first pulley (21) and a second pulley (22) and an endless transmission member (23) spanned between them. The path (14 or 15) includes a first input path (14) for transmitting driving force between the engine (E) and the second pulley (22), and an engine (E) and the first pulley (21). And the output path (17 or 18) transmits the driving force between the first pulley (21) and the driving wheel (W). It consists of an output path (17) and a second output path (18) that transmits the driving force between the second pulley (22) and the driving wheel (W), and the driving force on the input path (14 or 15). The friction engagement mechanism (61 or 62) for connecting / disconnecting the first is connected to the first friction member for connecting / disconnecting the driving force of the first input path (14). Another frictional mechanism comprising an engagement mechanism (61) and a second friction engagement mechanism (62) for connecting / disconnecting the driving force of the second input path (15), and connecting / disconnecting the driving force on the output path (17). The combination mechanism (63 or 64) includes a third friction engagement mechanism (63) that connects and disconnects the driving force of the first output path (17) and a fourth friction mechanism that connects and disconnects the driving force of the second output path (18). The first friction engagement mechanism (61) and the third friction engagement mechanism (63) are engaged to transmit the driving force of the engine (E) to the drive wheels (W). A first traveling mode (LOW mode), a second friction engagement mechanism (62) and a fourth friction engagement mechanism (64) are engaged to transmit the driving force of the engine (E) to the drive wheels (W). It is possible to selectively set the two traveling modes (HIGH mode), and the control means (102) Tsu when the loop control ends may be selected to either the first drive mode based on the vehicle speed of the vehicle (LOW mode) and a second running mode (HIGH mode).

  According to this configuration, at the end of the idling stop control during traveling, by selecting either the first traveling mode or the second traveling mode based on the vehicle speed of the vehicle, the blue dollar can be operated in a more optimal traveling mode according to the vehicle speed. It is possible to return from the stop state. Therefore, the running performance of the vehicle after returning from the idle stop state can be improved and the running state of the vehicle can be stabilized.

  Moreover, the vehicle control apparatus according to the present invention includes an engine (E) as a drive source mounted on the vehicle, the first pulley (21) and the second pulley (22), and an endlessly spanned between them. A continuously variable transmission mechanism (20) comprising a transmission member (23), a first input path (14) for transmitting driving force between the engine (E) and the first pulley (21), and the engine (E) A second input path (15) for transmitting the driving force between the first pulley (22) and the second pulley (22), and a first output path for transmitting the driving force between the first pulley (21) and the driving wheel (W). (17), the fourth output path (18) for transmitting the driving force between the second pulley (22) and the driving wheel (W), and the first connecting / disconnecting the driving force of the first input path (14). A friction engagement mechanism (61), a second friction engagement mechanism (62) for connecting and disconnecting the driving force of the second input path (15), and a first output A third friction engagement mechanism (63) for connecting and disconnecting the driving force of the path (17), a fourth friction engagement mechanism (64) for connecting and disconnecting the driving force of the second output path (18), and an oil pump (105, 108) hydraulic pressure supply means (103) for supplying hydraulic oil from the continuously variable transmission mechanism (20) and the first to fourth friction engagement mechanisms (61 to 64), the engine (E), and the continuously variable transmission mechanism ( 20), first to fourth friction engagement mechanisms (61 to 64), and a control means (102) for controlling the hydraulic pressure supply means (103), the control means (102) during traveling of the vehicle After the running idle stop control for stopping the engine (E) is executed when the running idle stop condition for stopping the engine (E) is satisfied, and the engine (E) is restarted at the end of the running idle stop control The first friction engagement mechanism (61) and the first Control for engaging the third friction engagement mechanism (63) or control for engaging the second friction engagement mechanism (62) and the fourth friction engagement mechanism (64) is performed.

  According to this configuration, the control for engaging the first friction engagement mechanism and the third friction engagement mechanism after restarting the engine at the end of the running idle stop control, or the second friction engagement mechanism And the fourth friction engagement mechanism are controlled so that the power transmission path from the engine to the drive wheels can be established without passing through the power transmission path between the first pulley and the second pulley of the continuously variable transmission mechanism. Can be formed. That is, the control for engaging the first friction engagement mechanism and the third friction engagement mechanism results in a state in which the driving force from the engine is transmitted to the driving wheel side only through the first pulley, and the second friction engagement mechanism With the control for engaging the mechanism with the fourth friction engagement mechanism, the driving force from the engine is transmitted to the driving wheel side only through the second pulley. As a result, the friction engagement mechanism can be used as it is without controlling the gear ratio of the continuously variable transmission mechanism so that the rotational speed of the continuously variable transmission mechanism matches the rotational speed when the engine is restarted when returning from the idle stop during traveling. Can be engaged to shift to a normal running state. Therefore, it is possible to simplify the idling stop control during traveling. Further, according to this configuration, since it is not necessary to control the transmission ratio of the continuously variable transmission mechanism during the idling stop control during traveling, the present invention can be applied to a vehicle that does not include an electric oil pump.

  In addition, the code | symbol in said parenthesis has shown the code | symbol of the corresponding component of embodiment mentioned later as an example of this invention.

  According to the vehicle control device of the present invention, it is possible to improve the responsiveness of the driving force when returning from the idle stop during traveling.

It is a skeleton figure of the transmission mounted in the vehicle concerning one Embodiment of this invention. It is a figure which shows the power transmission path | route of the LOW mode of a transmission. It is a figure which shows the HI mode power transmission path | route of a transmission. It is a figure which shows the power transmission path | route of the RVS mode of a transmission. It is a table | surface for demonstrating the transition conditions and return conditions of coasting idle stop control. It is a flowchart which shows the implementation procedure and return procedure of coasting idle stop control. It is a skeleton figure of the transmission which shows the power transmission path | route at the time of implementing coasting idle stop control in LOW mode. It is a skeleton figure of the transmission which shows the power transmission path at the time of implementing coasting idle stop control in HI mode. It is a timing chart which shows change of each value in coasting idle stop control. It is a figure for demonstrating the rotation speed control of the continuously variable transmission mechanism in the coasting idle stop control of 1st embodiment. It is a skeleton figure of the transmission which shows the power transmission path at the time of implementing coasting idle stop control of a 2nd embodiment. It is a skeleton figure of a transmission which shows a power transmission path at the time of return from coasting idle stop control of a second embodiment. It is a skeleton figure of a transmission which shows other power transmission courses at the time of return from coasting idle stop control of a second embodiment. It is a figure for demonstrating the rotation speed control of the continuously variable transmission mechanism in the coasting idle stop control of 2nd embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
[First embodiment]
FIG. 1 is a skeleton diagram of a transmission mounted on a vehicle according to an embodiment of the present invention. As shown in FIG. 1, in a transmission 1 mounted on a vehicle, a torque converter 12 is installed between a crankshaft 11 and an input shaft 13 of an engine (drive source) E. The transmission 1 includes an input shaft 13 connected from the engine E via a torque converter 12, a first input path 14 and a second input path 15 through which driving force from the input shaft 13 is transmitted.

  A continuously variable transmission mechanism 20 is disposed downstream of the first input path 14 and the second input path 15. The continuously variable transmission mechanism 20 includes a second pulley 22 provided at the downstream end of the first input path 14, a first pulley 21 provided at the downstream end of the second input path 15, a first pulley 21, and a second pulley And an endless belt 23 wound around the pulley 22. The groove widths of the first pulley 21 and the second pulley 22 increase or decrease in opposite directions by hydraulic pressure, and continuously change the gear ratio of rotation of the driving force input from the first input path 14 or the second input path 15. .

  On the first input path 14, a first transmission gear train 51 is disposed that decelerates the input from the input shaft 13 and transmits the driving force to the continuously variable transmission mechanism 20. The first transmission gear train 51 includes a first transmission drive gear 51A disposed on the input shaft 13 side of the first input path 14 and a first transmission mechanism gear 51 disposed on the continuously variable transmission mechanism 20 side of the first input path 14. A transmission driven gear 51B. The gear ratio between the first transmission drive gear 51A and the first transmission driven gear 51B is greater than 1. Therefore, the first transmission gear train 51 functions as a reduction gear train that transmits the driving force from the input shaft 13 while decelerating it.

  On the second input path 15, a second transmission gear train 52 that increases the input from the input shaft 13 and transmits the driving force to the continuously variable transmission mechanism 20 is disposed. The second transmission gear train 52 includes a second transmission drive gear 52A disposed on the input shaft 13 side of the second input path 15 and a second transmission gear 52A disposed on the continuously variable transmission mechanism 20 side of the second input path 15. A transmission driven gear 52B. The gear ratio between the second transmission drive gear 52A and the second transmission driven gear 52B is smaller than 1. Therefore, the second transmission gear train 52 functions as a speed increasing gear train that increases the driving force from the input shaft 13 and transmits it to the continuously variable transmission mechanism 20.

  In the third input path 16 between the second input path 15 and the final output mechanism 30, there is a third transmission gear train 53 that transmits the driving force from the input shaft 13 to the final output mechanism 30 with the rotation direction reversed. Arranged. The third transmission gear train 53 includes a third transmission drive gear 53A disposed on the second input path 15 side of the third input path 16, and a third transmission driven gear 53C disposed on the final output mechanism 30 side. The third transmission idle gear 53B is disposed between the third transmission drive gear 53A and the third transmission driven gear 53C. The third transmission idle gear 53B is supported on the idle shaft 53D. Due to the presence of the third transmission idle gear 53B, the third transmission gear train 53 functions as a gear train that transmits the driving force by reversing the rotational direction of the driving force.

  An intermediate transmission gear train 54 is disposed in the first output path 17 between the first pulley 21 of the continuously variable transmission mechanism 20 and the final output mechanism 30. The intermediate transmission gear train 54 includes an intermediate transmission drive gear 54A disposed on the first pulley 21 side of the first output path 17, an intermediate transmission driven gear 54C disposed on the final output mechanism 30 side, and an intermediate transmission drive. An intermediate transmission idle gear 54B is provided between the gear 54A and the intermediate transmission driven gear 54C. Intermediate transmission idle gear 54B is supported on idle shaft 54D. In the present embodiment, the intermediate transmission idle gear 54B is used as the intermediate transmission member that transmits the driving force from the intermediate transmission drive gear 54A to the intermediate transmission driven gear 54C. However, it is not always necessary to use a gear. For example, a configuration may be used in which a driving force is transmitted by passing a chain between the intermediate transmission drive gear 54A and the intermediate transmission driven gear 54C.

  A forward / reverse switching mechanism (reverse selector mechanism) 70 is disposed between the input shaft 13 and the second transmission gear train 52 and the third transmission gear train 53. The forward / reverse switching mechanism 70 includes a dog clutch (meshing clutch) 71 that switches between the second input path 15 and the third input path 16, and this dog clutch 71 transfers the driving force from the input shaft 13 to the second transmission gear train 52. It is configured to selectively switch between transmission and transmission to the third transmission gear train 53. That is, the dog clutch 71 includes a first receiving tooth 71a on the second transmission gear train 52 side, a second receiving tooth 71b on the third transmission gear train 53 side, and the first receiving tooth 71a and the second receiving tooth 71b. And a moving tooth (sleeve) 71c provided so as to be movable (stroke) between them. A state in which the driving force from the input shaft 13 is transmitted to the second transmission gear train 52 by moving the moving tooth 71c to the first receiving tooth 71a and meshing with the first receiving tooth 71a (hereinafter, this state is referred to as this state). This is referred to as “D-side selection state”). On the other hand, the moving tooth 71c moves to the second receiving tooth 71b side and meshes with the second receiving tooth 71b, whereby the driving force from the input shaft 13 is transmitted to the third transmission gear train 53 (hereinafter, this The state is referred to as “R-side selection state”). That is, the forward / reverse switching mechanism 70 has the second transmission gear train 52 that accelerates the rotation of the input shaft 13 by selectively engaging the moving tooth 71c with either the first receiving tooth 71a or the second receiving tooth 71b. And the third transmission gear train 53 that reversely rotates the rotation of the input shaft 13.

  A final output mechanism 30 that outputs the driving force transmitted to the first output path 17 or the second output path 18 is disposed downstream of the first output path 17 and the second output path 18. The final output mechanism 30 includes a final drive gear 31 disposed on the upstream side of the power transmission path from the first output path 17 and the second output path 18 to the drive wheels W, and a final driven gear that meshes with the final drive gear 31. (Differential gear) 32 and a drive shaft 35 for transmitting the driving force distributed by the differential gear 32 to the drive wheels W.

  Moreover, the transmission 1 of this embodiment is provided with four friction clutches as a power transmission switching mechanism. Specifically, a first friction clutch 61 that switches whether power is transmitted from the input shaft 13 to the first transmission gear train 51 is provided on the upstream side of the first transmission gear train 51 in the first input path 14. Further, a second friction clutch 62 that switches the presence or absence of power transmission from the input shaft 13 to the second transmission gear train 52 is provided on the upstream side of the second transmission gear train 52 and the forward / reverse switching mechanism 70 in the second input path 15. In addition, a third friction clutch 63 that switches whether power is transmitted from the first pulley 21 to the final output mechanism 30 is provided between the first pulley 21 on the first output path 17 and the intermediate transmission gear train 54. Further, a fourth friction clutch 64 that switches the presence or absence of power transmission from the second pulley 22 to the final output mechanism 30 is provided between the second pulley 22 on the second output path 18 and the final output mechanism 30.

  Next, a hydraulic pressure supply mechanism and a sensor group related to the transmission 1 will be described. A range selector 101 is provided in the vehicle driver's seat, and the power transmission path in the transmission 1 is switched when the driver selects one of the ranges such as P, R, N, and D. That is, the range selection by the driver's operation of the range selector 101 is transmitted to the hydraulic pressure supply mechanism 103 via the controller (control means) 102, and the vehicle travels forward or backward. An oil pump (mechanical oil pump) 108 that supplies hydraulic oil to the hydraulic pressure supply mechanism 103 is provided. The oil pump 108 is driven by the engine E to pump up the hydraulic oil stored in the reservoir (strainer) 106 and send it to the hydraulic pressure supply mechanism 103. An electric oil pump 105 driven by a motor 109 is also provided.

  The hydraulic pressure supply mechanism 103 supplies hydraulic pressure to the first and second pulleys 21 and 22 and the first to fourth friction clutches 61 to 64 of the continuously variable transmission mechanism 20. The first transmission gear train 51, the second transmission gear train 52, and the intermediate transmission gear train 54 are provided with rotational speed sensors 111, 112, and 114, respectively, and the first transmission gear train 51, the second transmission gear train 52, and the intermediate transmission gear train. A pulse signal corresponding to the number of rotations of the gear train 54, in other words, the number of rotations of the first input path 14, the second input path 15, and the first output path 17 is output. Further, a vehicle speed sensor (rotational speed sensor) 120 is provided in the vicinity of the final drive gear 31 to output a pulse signal indicating the vehicle speed V, which means the traveling speed of the vehicle. Further, a range selector switch 130 is provided in the vicinity of the range selector 101 and outputs a signal corresponding to a range such as P, R, N, D, etc. selected by the driver.

  Although not shown, in the hydraulic pressure supply mechanism 103, hydraulic sensors are disposed in the oil passages communicating with the first to fourth friction clutches 61 to 64, respectively, and the piston chambers of the first to fourth friction clutches 61 to 64 are provided. A signal corresponding to the hydraulic pressure supplied to (not shown) is output. A stroke sensor 150 that detects a movement amount (stroke) is provided in the vicinity of the first friction clutch 61 and outputs a signal corresponding to the movement amount of the first friction clutch 61. A stroke sensor 140 for detecting the movement amount (stroke) of the moving tooth 71 c is provided in the vicinity of the dog clutch 71 and outputs a signal corresponding to the movement amount of the dog clutch 71. The output of each sensor described above is sent to the controller 102 including the output of other sensors (not shown). The controller 102 calculates the pulley supply hydraulic pressure (side pressure) based on the output of the sensor, and excites and demagnetizes various solenoid valves of the hydraulic pressure supply mechanism 103 according to the calculated side pressure, thereby causing the first and second pulleys 21, 22. The operation of the continuously variable transmission mechanism 20 is controlled by controlling the supply and discharge of hydraulic pressure to and from the piston chamber of the hydraulic actuator. Further, the hydraulic pressure supplied to the piston chambers of the first to fourth friction clutches 61 to 64 is controlled to control the engagement of the first to fourth friction clutches 61 to 64. Further, the engagement switching of the dog clutch 71 of the forward / reverse switching mechanism 70 is controlled.

  Next, the power transmission path in each shift mode of the transmission 1 having the above-described configuration will be described. First, the case where the transmission 1 sets the LOW mode (low speed mode) for forward traveling will be described. FIG. 2 is a diagram illustrating a power transmission path in the LOW mode. In the LOW mode, the first friction clutch 61 is engaged, while the second friction clutch 62 is not engaged. Therefore, the driving force transmitted from the engine E to the input shaft 13 is transmitted only to the first transmission gear train 51 via the first friction clutch 61, and the second transmission gear on the downstream side of the second friction clutch 62. Not transmitted to column 52. In the LOW mode, the third friction clutch 63 is engaged and the fourth friction clutch 64 is disengaged.

  As a result, as shown in FIG. 2, the driving force of the engine E is as follows: input shaft 13 → first input path 14 → first transmission gear train 51 → second pulley 22 → endless belt 23 → first pulley 21 → first It is transmitted to the drive wheel W through the path of the output path 17 → the third friction clutch 63 → the intermediate transmission gear train 54 → the final drive gear 31 → the final driven gear 32 → the drive shaft 35.

  Next, the case where the HI mode (high speed mode) for forward traveling is set in the transmission 1 will be described. FIG. 3 is a diagram illustrating a power transmission path in the HI mode. In the HI mode, the first friction clutch 61 is disengaged while the second friction clutch 62 is engaged. Further, the moving tooth 71c of the dog clutch 71 meshes with the first receiving tooth 71a side (D side). Therefore, the driving force transmitted from the engine E to the input shaft 13 is transmitted only to the second transmission gear train 52 via the second friction clutch 62 and the dog clutch 71, and the first transmission gear train 51 and the third transmission gear. It is not transmitted to the column 53. In the HI mode, the third friction clutch 63 is disengaged and the fourth friction clutch 64 is engaged.

  As a result, as shown in FIG. 3, the driving force of the engine E is as follows: input shaft 13 → second input path 15 → second transmission gear train 52 → first pulley 21 → endless belt 23 → second pulley 22 → second It is transmitted to the drive wheel W through the path of the output path 18 → the final drive gear 31 → the final driven gear 32 → the drive shaft 35.

  Next, the case where the RVS mode (reverse mode) for reverse travel is set in the transmission 1 will be described. FIG. 4 is a diagram illustrating a power transmission path in the RVS mode. In the RVS mode, the first friction clutch 61 is disengaged while the second friction clutch 62 is engaged. Further, the moving tooth 71c of the dog clutch 71 meshes with the second receiving tooth 71b (R side). Therefore, the driving force transmitted from the engine E to the input shaft 13 is transmitted only to the third transmission gear train 53 via the second friction clutch 62 and the dog clutch 71, and the first transmission gear train 51 and the second transmission gear. Not transmitted to column 52.

  As a result, as shown in FIG. 4, the driving force of the engine E is as follows: input shaft 13 → second input path 15 → third transmission gear train 53 → third input path 16 → second output path 18 → final drive gear 31. → The final driven gear 32 → the drive wheel 35 is transmitted to the drive wheel W through the path. Thus, according to the RVS mode of the present embodiment, the continuously variable transmission mechanism 20 is not used.

  In this embodiment, when a condition for stopping the engine E (high-speed running idle stop condition) is satisfied in a state where the vehicle is running at a relatively high speed, the high-speed running idle stop control (hereinafter, referred to as the engine E) is stopped. "Coasting idle stop (coating I / S) control") is executed. FIG. 5 is a table for explaining the transition condition and the return condition of the coasting idle stop control. In the figure, in addition to the coasting idle stop control performed by the vehicle of this embodiment, the vehicle idle stop control for stopping the engine E when the vehicle is stopped (vehicle speed V = 0 km / h) and the vehicle are compared. The transition condition and the return condition of the idle stop control during low-speed traveling in which the engine E is stopped in a state where the vehicle is traveling at a low speed are also shown.

  The coasting idle stop control is executed when the vehicle speed V is equal to or higher than V2 (V ≧ V2). The vehicle speed V2 is, for example, 20 km / h. The transition condition of the coasting idle stop control is that both the absence of the brake operation of the vehicle (brake OFF) and the absence of the operation of the accelerator (accelerator OFF) are simultaneously established. On the other hand, the condition for returning from the coasting idle stop control (the condition for terminating the coasting idle stop control) is at least one of the brake operation (brake ON) and the accelerator operation (accelerator ON). Is established.

  On the other hand, the idling stop control during low-speed traveling is executed when the vehicle speed V is equal to or lower than V1 (V ≦ V1). The vehicle speed V1 is, for example, 10 km / h. The transition condition for the idle stop control during low-speed traveling is that both the operation of the brake of the vehicle (brake ON) and the absence of the operation of the accelerator (accelerator OFF) are satisfied at the same time. On the other hand, the return condition from the idling stop control during low-speed driving (end condition for the idling stop control during low-speed driving) is at least one of no brake operation (brake OFF) and accelerator operation (accelerator ON). Is to be established.

  Further, the stop-time idle stop control is executed when the vehicle speed V = 0 (km / h). The transition condition of the stop-time idle stop control is that both the operation of the vehicle brake (brake ON) and the absence of the accelerator operation (accelerator OFF) are satisfied simultaneously. On the other hand, the return condition from the idle stop control at the time of stop (end condition of the idle stop control at the time of stop) is at least one of no brake operation (brake OFF) and accelerator operation (accelerator ON). It is established.

  Note that the conditions of the idle stop control during low-speed traveling and the idle stop control during stop are shown for comparison with the coasting idle stop control. In the vehicle according to this embodiment, at least the coasting idle stop control is performed. If this is implemented, the idle stop control during low-speed traveling and the idle stop control during stopping may not necessarily be performed.

  FIGS. 6A and 6B are flowcharts showing the coasting idle stop control execution condition and the return condition, respectively. In performing the coasting idle stop control, it is first determined whether or not there is a request for performing the coasting idle stop control (step ST1-1). Here, it is determined that there is an execution request (YES) when the transition condition of the coasting idle stop control shown in FIG. 5 is satisfied, and there is no execution request (NO) when the transition condition is not satisfied. Judge. As a result, when there is an execution request (YES), it is determined whether or not the first friction clutch 61 (input clutch of the continuously variable transmission mechanism 20) 61 of the transmission 1 is in a disengaged state (step ST1-2). ). This is because the idling stop control is performed in the coasting (idle running) state, so that the power transmission path between the engine E and the continuously variable transmission mechanism 20 needs to be cut off. As a result, if the first friction clutch 61 is not engaged (YES), coasting idle stop control is performed.

  In return from coasting idle stop control (termination of coasting idle stop control), it is first determined whether or not there is a return request from coasting idle stop control (step ST2-1). Here, it is determined that there is a return request (YES) when the coasting idle stop control return condition shown in FIG. 5 is satisfied, and there is no return request (NO) when the return condition is not satisfied. Judge. As a result, if there is a return request (YES), the engine E is started (step ST2-2), and it is determined whether or not the rotational speed of the engine E is equal to or higher than the idle rotational speed (step ST2-3). . As a result, when the rotational speed of the engine E becomes equal to or higher than the idle rotational speed (YES), engagement of the first friction clutch (input clutch of the continuously variable transmission mechanism 20) 61 of the transmission 1 is started (step) ST2-4).

  FIG. 7 is a skeleton diagram of the transmission 1 showing a power transmission path when the coasting idle stop control is performed in the LOW mode of the transmission 1. As shown in the figure, in order to perform the coasting idle stop control while the vehicle is running in the LOW mode (see FIG. 2) of the transmission 1, the first friction clutch 61 is disengaged and the engine Stop E. On the other hand, the third friction clutch 63 is engaged. As a result, the driving force from the drive wheel W is transferred to the continuously variable transmission mechanism 20 (first pulley 21) through the path of the drive shaft 35 → the final driven gear 32 → the final drive gear 31 → the intermediate transmission gear train 54 → the third friction clutch 63 ) To rotate the first pulley 21 and the second pulley 22 of the continuously variable transmission mechanism 20. That is, the continuously variable transmission mechanism 20 rotates with the drive wheels W being rotated. At this time, the hydraulic oil from the electric oil pump 105 is sent to the first and second pulleys 21 and 22 via the hydraulic pressure supply mechanism 103 to control the side pressure of the first and second pulleys 21 and 22. Thus, the pulley ratio of the continuously variable transmission mechanism 20 is controlled so that the rotational speed of the continuously variable transmission mechanism 20 matches the rotational speed when the engine E is restarted.

  FIG. 8 is a skeleton diagram of the transmission 1 showing a power transmission path when the coasting idle stop control is performed in the HIGH mode of the transmission 1. As shown in the figure, in order to perform the coasting idle stop control while the vehicle is traveling in the HIGH mode (see FIG. 3) of the transmission 1, the second friction clutch 62 is disengaged, and the engine Stop E. On the other hand, the fourth friction clutch 64 is in an engaged state. As a result, the driving force from the drive wheel W is changed to the continuously variable transmission mechanism 20 (second pulley 22) along the path of the drive shaft 35 → the final driven gear 32 → the final drive gear 31 → the second output path 18 → the fourth friction clutch 64. ) To rotate the first pulley 21 and the second pulley 22 of the continuously variable transmission mechanism 20. That is, the continuously variable transmission mechanism 20 rotates with the drive wheels W being rotated. At this time, the hydraulic oil from the electric oil pump 105 is sent to the first and second pulleys 21 and 22 via the hydraulic pressure supply mechanism 103 to control the side pressure of the first and second pulleys 21 and 22. Thus, the pulley ratio of the continuously variable transmission mechanism 20 is controlled so that the rotational speed of the continuously variable transmission mechanism 20 matches the rotational speed when the engine E is restarted.

  FIG. 9 is a timing chart showing changes in each value in the coasting idle stop control. In the timing chart of the same figure, the rotational speed NE of the engine E, the differential rotational speed NC of the second friction clutch 62, the accelerator opening AP, the indicated hydraulic pressure PA of the second friction clutch 62, the actual hydraulic pressure PB of the second friction clutch 62, Changes in the operating pressure PC of the electric oil pump 105 and the pulley ratio R of the continuously variable transmission mechanism 20 are shown.

  In the coasting idle stop control, first, the accelerator pedal opening AP is set by the driver's operation of the accelerator pedal (return operation) at time T1 while the vehicle is traveling at a relatively high speed (vehicle speed V ≧ V2 or more). By becoming 0, the transition condition of coasting idle stop control is satisfied (coasting idle stop control is requested). As a result, the electric oil pump 105 is driven. Thereafter, the coasting idle stop control is started by the instruction hydraulic pressure PA of the second friction clutch 62 decreasing at time T2. As a result, the actual hydraulic pressure PB of the second friction clutch 62 decreases, and the second friction clutch 62 enters a non-engaged state. Here, the actual hydraulic pressure PB of the second friction clutch 62 is not zero, but is set to a predetermined value PB1 larger than zero. The predetermined value PB1 is a predetermined preparation hydraulic pressure that is smaller than the hydraulic pressure with which the second friction clutch 62 is engaged. The standby pressure is set in a state where the invalid stroke of the second friction clutch 62 is closed by the preparation hydraulic pressure. Thereby, the in-gear responsiveness of the second friction clutch 62 can be improved when returning from the coasting idle stop control.

  Thereafter, the rotational speed NE of the engine E decreases. As the rotational speed of the engine E decreases, the differential rotational speed NC (the differential rotational speed between the engine E side and the continuously variable transmission mechanism 20 side) of the second friction clutch 62 increases. Then, the engine E stops at time T3. After the engine E is stopped, the pulley ratio control of the continuously variable transmission mechanism 20 (ratio control) is performed by driving the electric oil pump 105, so that the differential rotation speed NC of the second friction clutch 62 is set when the engine E is restarted. The rotation speed is controlled to be near the rotation speed N2 that matches the rotation speed.

  Thereafter, at time T4, the accelerator opening AP is no longer 0 due to the driver's operation of the accelerator pedal or the like, whereby the return condition from the coasting idle stop control is satisfied (the coasting idle stop return request is made). Thereby, the command hydraulic pressure PA of the second friction clutch 62 is input, and the actual hydraulic pressure PB starts to rise. Engine E starts at time T5. When the engine E is started, the mechanical oil pump 108 is driven in addition to the electric oil pump 105. Therefore, thereafter, hydraulic oil is supplied to the pulleys 21 and 22 of the continuously variable transmission mechanism 20 by both the electric oil pump 105 and the mechanical oil pump 108. Further, after the engine E is started, the rotational speed NE of the engine E increases. As the rotational speed NE of the engine E increases, the differential rotational speed NC of the second friction clutch 62 decreases. Then, at time T6, when the differential rotation speed NC of the second friction clutch 62 decreases to a predetermined rotation speed N1 or less, the second friction clutch 62 starts to be engaged. Thereafter, the actual hydraulic pressure PB of the second friction clutch 62 increases, and the second friction clutch 62 approaches the fully engaged state. The electric oil pump 105 stops due to a sufficient increase in the rotational speed of the engine E at time T7. Thereafter, the pulley ratio of the continuously variable transmission mechanism 20 shifts from the OD side to the LOW side.

  FIG. 10 is a graph showing the relationship between the vehicle speed V and the engine speed NE in the vehicle of this embodiment. In the graph of the figure, the lateral pressure (required hydraulic pressure) of the pulleys 21 and 22 of the continuously variable transmission mechanism 20 in the coasting idle stop control is indicated by a thick solid line, and the differential rotational speed NC of the second friction clutch 62 is indicated by a thick dotted line. Is shown. As shown in the figure, during the coasting idle stop control described above, the pulley ratio of the continuously variable transmission mechanism 20 is set so that the differential rotational speed NC of the second friction clutch 62 matches the rotational speed when the engine E is restarted. (Ratio control region S in the figure). Thereby, at the end of the coasting idle stop (at the time of return from the coasting idle stop), the rotation speed of the pulleys 21 and 22 of the continuously variable transmission mechanism 20 matches the rotation speed when the engine E is restarted. Become. Therefore, since a quick and smooth return from the coasting idle stop is possible, the responsiveness of the driving force at the time of return can be improved. Further, as shown in the figure, it is determined based on the vehicle speed V of the vehicle whether the transmission 1 returns in the LOW mode or the HIGH mode at the end of the coasting idle stop control. As a result, it is possible to return from the blue dollar stop state in a more optimal travel mode according to the vehicle speed. Therefore, the running performance of the vehicle after returning from the coasting idle stop state can be improved and the running state of the vehicle can be stabilized.

[Second Embodiment]
Next, a second embodiment of the present invention will be described. In the description of the second embodiment and the corresponding drawings, the same or corresponding components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted below. In addition, matters other than those described below are the same as those in the first embodiment.

  FIG. 11 is a skeleton diagram of the transmission 1 showing a power transmission path when performing the coasting idle stop control according to the second embodiment of the present invention. In the coasting idle stop control of the first embodiment, the third friction clutch 63 is engaged, so that the first pulley 21 and the second pulley 22 of the continuously variable transmission mechanism 20 are driven by the driving force from the drive wheels W. In contrast to the rotation, in the coasting idle stop control of the second embodiment, as shown in FIG. 11, the third friction clutch 63 is disengaged. Thereby, the driving force from the driving wheel W is not input to the continuously variable transmission mechanism 20, and the first pulley 21 and the second pulley 22 of the continuously variable transmission mechanism 20 are stopped. Accordingly, the pulley ratio control of the continuously variable transmission mechanism 20 by supplying hydraulic pressure from the electric oil pump 105 is not performed.

  12 and 13 are skeleton diagrams of the transmission 1 showing a power transmission path when returning from the coasting idle stop control of the present embodiment. At the time of return (termination) of the coasting idle stop control of the present embodiment, after the engine E is restarted, the control for engaging both the first friction clutch 61 and the fourth friction clutch 64 as shown in FIG. I do. As a result, the driving force from the engine E is transmitted to the driving wheel W side only through the second pulley 22 (so-called direct connection state). In this directly connected state, the driving force from the engine E is transmitted to the drive wheel W side regardless of the speed ratio (pulley ratio) of the continuously variable transmission mechanism 20. Even if the control is not performed, the driving force transmission path in the transmission 1 can be established after the engine E is started.

  In addition to the above, when the coasting idle stop control is returned (finished), after restarting the engine E, both the second friction clutch 62 and the third friction clutch 63 are engaged as shown in FIG. It is also possible to perform matching control. As a result, the driving force from the engine E is transmitted to the driving wheel W side only through the first pulley 21 (so-called direct connection state). Therefore, in this case as well, the driving force transmission path in the transmission 1 can be established after the engine E is started even if the speed ratio of the continuously variable transmission mechanism 20 is not controlled.

  FIG. 14 is a diagram for explaining the rotational speed control of the continuously variable transmission mechanism 20 in the coasting idle stop control of the present embodiment, and shows the relationship between the vehicle speed V and the rotational speed NE of the engine E in the vehicle of the present embodiment. It is a graph. In the graph of the figure, the side pressures (required hydraulic pressures) of the pulleys 21 and 22 of the continuously variable transmission mechanism 20 in the coasting idle stop control of the present embodiment are indicated by thick solid lines, and the differential rotational speed of the second friction clutch 62 is shown. NC is indicated by a thick dotted line. As shown in the figure, during the coasting idle stop control of the present embodiment, the pulleys 21 and 22 of the continuously variable transmission mechanism 20 are stopped, so the pulley ratio of the continuously variable transmission mechanism 20 is not controlled. . Then, at the end of the coasting idle stop (when returning from the coasting idle stop), a power transmission path from the engine E to the drive wheels W is established with the aim of the directly connected ratio. In addition, in the transmission 1 of this embodiment, it will be in said direct connection state in the switching point of LOW mode and HIGH mode. Therefore, when returning from the coasting idle stop control, the control is performed aiming at the ratio on the HI / LO switching line. As a result, a quick and smooth return from the coasting idle stop state is possible, so that the responsiveness of the driving force at the time of return can be improved.

  In the present embodiment, since the pulley ratio of the continuously variable transmission mechanism 20 is not controlled during the coasting idle stop control, the electric oil pump 105 may not be provided as a vehicle configuration. That is, the coasting idle stop control of the present embodiment can be applied to a vehicle that does not include an electric oil pump.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Deformation is possible.

DESCRIPTION OF SYMBOLS 1 Transmission 11 Crankshaft 12 Torque converter 13 Input shaft 14 First input path 15 Second input path 16 Third input path 17 First output path 18 Second output path 20 Continuously variable transmission mechanism 21 First pulley 22 Second pulley 23 endless belt 30 final output mechanism 31 final drive gear 31 final drive gear 31 final drive gear 32 differential gear 35 drive shaft 51 first transmission gear train 52 second transmission gear train 53 third transmission gear train 54 intermediate transmission gear train 61 first One friction clutch 62 Second friction clutch 63 Third friction clutch 64 Fourth friction clutch 70 Forward / reverse switching mechanism 71 Dog clutch 101 Range selector 102 Controller (control means)
103 Hydraulic supply mechanism 105 Electric oil pump 108 Mechanical oil pump E Engine (drive source)
W drive wheel

Claims (6)

An engine as a drive source mounted on the vehicle;
A continuously variable transmission mechanism for shifting and outputting the rotation of the driving force from the engine;
An input path for transmitting driving force between the engine and the continuously variable transmission mechanism;
An output path for transmitting a driving force between the continuously variable transmission mechanism and the driving wheel;
A friction engagement mechanism for connecting and disconnecting a driving force on the input path;
Hydraulic supply means for supplying hydraulic oil from the electric oil pump to the friction engagement mechanism and the continuously variable transmission mechanism;
Control means for controlling the engine, the continuously variable transmission mechanism, the friction engagement mechanism, and the hydraulic pressure supply means;
The control means executes a running idle stop control for stopping the engine when a running idle stop condition for stopping the engine during the running of the vehicle is satisfied,
During execution of the running idle stop control,
The hydraulic pressure supply means supplies hydraulic oil from the electric oil pump to the friction engagement mechanism and the continuously variable transmission mechanism;
The control means controls the hydraulic pressure supplied to the continuously variable transmission mechanism by the hydraulic pressure supply means, thereby reducing the rotational speed of the continuously variable transmission mechanism that is rotated by the driving force from the drive wheels. A control device for a vehicle, wherein a gear ratio of the continuously variable transmission mechanism is controlled so as to match a rotational speed at the time.   The control means restarts the engine at the end of the running idle stop control, and then the rotational speed difference between the engine side and the continuously variable transmission mechanism side of the friction engagement mechanism becomes a predetermined value or less. 2. The vehicle control device according to claim 1, wherein the friction engagement mechanism is engaged on the condition. Another friction engagement mechanism for connecting and disconnecting the driving force on the output path,
During execution of the idle stop control,
3. The hydraulic pressure supply unit according to claim 1, wherein the hydraulic pressure supply unit supplies the hydraulic oil from the electric oil pump to the other friction engagement mechanism to engage the other friction engagement mechanism. 4. Vehicle control device. During execution of the idle stop control,
The control means controls the hydraulic pressure supplied to the other friction engagement mechanism by the hydraulic pressure supply means, so that when the engagement force of the other friction engagement mechanism is input by a predetermined driving force, the control means 4. The vehicle control device according to claim 3, wherein control is performed so as not to transmit the driving force. The continuously variable transmission mechanism comprises a first pulley and a second pulley and an endless transmission member stretched between them.
The input path includes a first input path for transmitting a driving force between the engine and the second pulley, and a second input path for transmitting a driving force between the engine and the first pulley. ,
The output path includes a first output path for transmitting a driving force between the first pulley and the driving wheel, and a second output path for transmitting a driving force between the second pulley and the driving wheel. Consists of
The friction engagement mechanism that connects and disconnects the driving force on the input path includes a first friction engagement mechanism that connects and disconnects the driving force of the first input path, and a second friction mechanism that connects and disconnects the driving force of the second input path. A joint mechanism,
Another friction engagement mechanism that connects and disconnects the driving force on the output path includes a third friction engagement mechanism that connects and disconnects the driving force of the first output path, and a fourth friction engagement mechanism that connects and disconnects the driving force of the second output path. Consisting of a friction engagement mechanism,
A first traveling mode in which the first friction engagement mechanism and the third friction engagement mechanism are engaged to transmit the driving force of the engine to the drive wheels; the second friction engagement mechanism and the fourth friction It is possible to selectively set a second traveling mode in which an engagement mechanism is engaged and the driving force of the engine is transmitted to the driving wheels,
5. The control unit according to claim 3, wherein the control unit selects one of the first travel mode and the second travel mode based on a vehicle speed of the vehicle when the traveling idle stop control is completed. The vehicle control device described. An engine as a drive source mounted on the vehicle;
A continuously variable transmission mechanism comprising a first pulley and a second pulley and an endless transmission member spanned between them;
A first input path for transmitting a driving force between the engine and the second pulley;
A second input path for transmitting a driving force between the engine and the first pulley;
A first output path for transmitting a driving force between the first pulley and the driving wheel;
A second output path for transmitting a driving force between the second pulley and the driving wheel;
A first friction engagement mechanism for connecting and disconnecting the driving force of the first input path;
A second friction engagement mechanism for connecting and disconnecting the driving force of the second input path;
A third friction engagement mechanism for connecting and disconnecting the driving force of the first output path;
A fourth friction engagement mechanism for connecting and disconnecting the driving force of the second output path;
Control means for controlling the engine, the continuously variable transmission mechanism, the first to fourth friction engagement mechanisms, and the hydraulic pressure supply means;
The control means is a running idle stop control that stops the engine by disengaging the first to fourth friction engagement mechanisms when a running idle stop condition for stopping the engine is satisfied while the vehicle is running. Run
Control for engaging the first friction engagement mechanism and the fourth friction engagement mechanism after restarting the engine at the end of the running idle stop control, or the second friction engagement mechanism; A control device for a vehicle, which performs control for engaging with the third friction engagement mechanism.

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