JP2018017228A - Vehicular controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular controller capable of suppressing occurrence of belt slip due to abrupt braking during deceleration, and also capable of improving performance in IDS restoration.SOLUTION: A vehicular controller is configured to: when an IDS request is output (S1: YES), acquire a vehicle speed of a vehicle (S2); after the vehicle speed is acquired, determine whether the vehicle speed is not less than a predetermined vehicle speed (S3); and when the vehicle speed is not less than the predetermined vehicle speed (S3: YES), determine execution of a first clutch control of releasing a forward clutch C (S4), while when the vehicle speed is less than the predetermined vehicle speed (S3: NO), determine execution of second clutch control of retaining engagement of the forward clutch C (S5).SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device used in a vehicle equipped with a belt type continuously variable transmission.

  In recent years, IDS (idling stop) control has been adopted in vehicles using an engine as a drive source for the purpose of improving fuel efficiency. In a vehicle employing IDS control, for example, when the vehicle speed drops below a predetermined IDS start vehicle speed due to a driver's brake operation, the engine is automatically stopped (idling stop). Thereafter, when the driver releases the brake operation, the engine is automatically restarted.

  In vehicles adopting IDS control, there is a vehicle type equipped with a belt-type continuously variable transmission (CVT). In this vehicle type, for example, a forward clutch is interposed between the torque converter and the continuously variable transmission, and when the engine is stopped (deceleration IDS) while the vehicle is decelerating, the forward clutch is released. When the engine is stopped while the vehicle is decelerating, the clamping pressure, which is the hydraulic pressure supplied to the secondary pulley of the continuously variable transmission, is set to the minimum pressure. As a result, the torque applied to the belt of the continuously variable transmission during vehicle deceleration can be reduced (the torque from the engine can be cut off), and the slip between the pulley and the belt caused by the inertia torque during sudden braking can be reduced. The occurrence of (belt slip) can be suppressed.

JP 2013-181408 A

  When returning to IDS by restarting the engine, it is necessary to engage the forward clutch in order to transmit power from the engine to the continuously variable transmission. In a vehicle equipped with only a mechanical oil pump driven by engine power as an oil pump that generates hydraulic pressure in the hydraulic circuit, the hydraulic pressure in the hydraulic circuit decreases while the engine is stopped. It takes time to rise. Further, due to the configuration of the hydraulic circuit, when the hydraulic pressure is lowered, the hydraulic pressure supplied to the forward clutch cannot be controlled (sweep up), and the hydraulic pressure generated by the mechanical oil pump is supplied to the forward clutch as it is. Therefore, a time lag occurs between the return of IDS and the engagement of the forward clutch (acceleration of the vehicle), and a shock due to the sudden engagement of the forward clutch may occur.

  An object of the present invention is to provide a vehicle control device that can improve the performance (time lag, shock) at the time of returning to IDS while suppressing the occurrence of belt slip due to sudden braking during deceleration. .

  To achieve the above object, a vehicle control apparatus according to the present invention includes an engine, a belt-type continuously variable transmission, a wheel, a friction engagement element that transmits / cuts power between the engine and the wheel, A control device used in a vehicle equipped with a first engagement means for engaging a friction engagement element by power and a second engagement means capable of engaging the friction engagement element even while the engine is stopped. An IDS control means for executing IDS control for stopping the engine in response to the establishment of the IDS start condition and restarting the engine in response to the establishment of a predetermined IDS return condition during the stop, and the vehicle Vehicle speed corresponding value acquisition means for acquiring a vehicle speed corresponding value corresponding to the vehicle speed, and IDS control when the vehicle speed corresponding value acquired by the vehicle speed corresponding value acquisition means is greater than or equal to a predetermined value from the state in which the friction engagement element is engaged. Is executed If the IDS control is executed when the vehicle speed corresponding value acquired by the vehicle speed corresponding value acquiring means is less than a predetermined value, the second engaging means is operated to release the friction engaging element. Control means for continuing the engagement. .

  According to this configuration, in the IDS control, the engine is stopped when the IDS start condition is satisfied, and the engine is restarted when the IDS return condition is satisfied while the engine is stopped.

  When the vehicle speed corresponding value is equal to or greater than the predetermined value and the IDS control is executed, the forward clutch is released from the engaged state. As a result, it is possible to reduce the torque applied to the belt of the continuously variable transmission while the vehicle is decelerating. Therefore, it is possible to suppress the occurrence of belt slip due to sudden braking during deceleration traveling.

  Further, the engine is stopped while the vehicle is decelerating rather than after the vehicle is stopped, so that the engine stop time (idling stop time) can be increased, and the fuel consumption of the vehicle can be improved.

  On the other hand, when the vehicle speed corresponding value is less than the predetermined value and the IDS control is executed, the second engagement means is operated and the engagement of the friction engagement element is maintained. Therefore, since the friction engagement element does not need to be re-engaged when the IDS is restored by restarting the engine, the time lag from the IDS restoration to the engagement of the friction engagement element (acceleration of the vehicle) can be eliminated. The occurrence of shock due to the sudden engagement of the engaging element can be eliminated. As a result, the performance when returning to IDS can be improved.

  Regardless of whether the vehicle speed corresponding value is greater than or less than a predetermined value, a configuration in which the engagement of the friction engagement element is continued by operating the second engagement means when the IDS start condition is satisfied is also considered. It is done. However, in order to suppress the occurrence of belt slip due to sudden braking during deceleration traveling with a vehicle speed correspondence value equal to or greater than a predetermined value, for example, an electric oil pump having a large pump capacity is adopted, It is necessary to increase the hydraulic pressure (clamping pressure) supplied to the secondary pulley.

  In the state where the vehicle speed corresponding value is less than the predetermined value, the inertia torque generated in the pulley due to sudden braking is small, so that even if the pinching pressure is small, the occurrence of belt slip due to the inertia torque can be suppressed. Therefore, in the configuration in which the friction engagement element is released when the vehicle speed corresponding value when the IDS start condition is satisfied is equal to or greater than a predetermined value, and the friction engagement element is engaged when the IDS start condition is less than the predetermined value, for example, the secondary Since an electric oil pump that generates hydraulic pressure to be supplied to the pulley can be used with a small pump capacity, the cost and size of the unit including the continuously variable transmission and the electric oil pump can be reduced.

  The vehicle speed corresponding value corresponding to the vehicle speed may be a value of the vehicle speed itself, or may be a value that changes in proportion to the vehicle speed. For example, when a sensor that generates a pulse signal in synchronization with the rotation of the input shaft or output shaft of the continuously variable transmission is provided, the vehicle speed corresponding value may be a vehicle speed obtained from the output signal of the sensor, The rotation speed of the output shaft calculated | required from the output signal of a sensor may be sufficient, and the generation period of the pulse signal by a sensor may be sufficient.

  The first engagement means is a concept including an electric pump (electric oil pump) driven by electric power generated by engine power in addition to a mechanical pump (mechanical oil pump) directly driven by engine power. Also good.

  The second engagement means may be constituted by an electric oil pump, or may be constituted by an accumulator or an electromagnetic clutch.

  The first engaging means and the second engaging means may be constituted by a common electric oil pump.

  According to the present invention, it is possible to improve performance (time lag, shock) when returning to IDS while suppressing the occurrence of belt slip due to sudden braking during deceleration.

It is a figure which shows the structure of the principal part of the vehicle by which ECU which concerns on one Embodiment of this invention is mounted. It is a flowchart which shows the flow of a control content determination process. It is a flowchart which shows the flow of 1st clutch control. The figure which shows the time change of the turbine rotation speed at the time of 1st clutch control, the input shaft rotation speed of a continuously variable transmission, an engine rotation speed, the ON / OFF state of an electric oil pump (EOP), and the engagement / release state of a forward clutch. It is. It is a flowchart which shows the flow of 2nd clutch control. It is a figure which shows the time change of the input shaft rotational speed of the continuously variable transmission at the time of 2nd clutch control, an engine rotational speed, the ON / OFF state of an electric oil pump (EOP), and the engagement / release state of a forward clutch.

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

<Vehicle configuration>
FIG. 1 is a diagram illustrating a configuration of a main part of a vehicle 1 on which an ECU 51 according to an embodiment of the present invention is mounted.

  The vehicle 1 is an automobile that uses an engine (E / G) 2 as a power source. The output of the engine 2 is input to a continuously variable transmission (CVT) 4 via a torque converter 3. A hydraulic forward clutch C is interposed between the torque converter 3 and the continuously variable transmission 4. The forward clutch C is engaged / released to transmit / cut off the power from the engine 2. The power output from the continuously variable transmission 4 is transmitted to drive wheels (for example, left and right front wheels) of the vehicle 1 via a differential gear (not shown).

  The engine 2 is provided with an electronic throttle valve for adjusting the amount of intake air into the combustion chamber of the engine 2, an injector (fuel injection device) that injects fuel into the intake air, and an ignition plug that generates electric discharge in the combustion chamber. It has been. The engine 2 is also provided with a starter for starting the engine 2.

  The continuously variable transmission 4 has a known belt-type configuration. Specifically, the continuously variable transmission 4 includes an input shaft 11 to which power from the engine 2 is input, a primary shaft 12 to which power is transmitted from the input shaft 11, and a secondary provided in parallel with the primary shaft 12. A shaft 13, a primary pulley 14 supported so as not to rotate relative to the primary shaft 12, a secondary pulley 15 supported so as not to rotate relative to the secondary shaft 13, and a belt wound around the primary pulley 14 and the secondary pulley 15. 16.

  The primary pulley 14 is disposed so as to face the fixed sheave 21 fixed to the primary shaft 12 with the belt 16 sandwiched between the fixed sheave 21 and is supported by the primary shaft 12 so as to be movable in the axial direction and not to be relatively rotatable. 22. A piston 23 fixed to the primary shaft 12 is provided on the opposite side of the movable sheave 22 from the fixed sheave 21, and a piston chamber (oil chamber) 24 is formed between the movable sheave 22 and the piston 23. Yes.

  The secondary pulley 15 is disposed so as to face the fixed sheave 25 fixed to the secondary shaft 13 and the fixed sheave 25 with the belt 16 interposed therebetween, and is supported by the secondary shaft 13 so as to be movable in the axial direction but not relatively rotatable. A movable sheave 26 is provided. A piston 27 fixed to the secondary shaft 13 is provided on the opposite side of the movable sheave 26 to the fixed sheave 25, and a piston chamber 28 is formed between the movable sheave 26 and the piston 27.

  Although not shown, a bias spring for applying an initial clamping pressure (initial thrust) to the belt 16 is interposed between the movable sheave 26 and the piston 27. The movable sheave 26 and the piston 27 are biased in a direction away from each other by the elastic force of the bias spring.

  The continuously variable transmission 4 also includes a hydraulic circuit 31 for supplying hydraulic pressure to the primary pulley 14, the secondary pulley 15, the forward clutch C, and the like.

  The hydraulic circuit 31 includes a mechanical oil pump (MOP) 32 that is driven by the power of the engine 2 and an electric oil pump (EOP) 33 that is driven by the power of the electric motor as sources of hydraulic pressure. The mechanical oil pump 32 and the electric oil pump 33 are provided in parallel and can suck up the oil stored in the oil pan 34 independently of each other.

  The hydraulic circuit 31 includes a clutch modulator valve 41, a linear solenoid valve 42, a garage shift valve 43, an SL valve 44, and a clamping pressure control valve 45.

  The clutch modulator valve 41 is a valve that outputs a clutch modulator pressure. The clutch modulator valve 41 has a low hydraulic pressure generated by the mechanical oil pump 32 or the electric oil pump 33. Therefore, when the line pressure input to the clutch modulator valve 41 is less than a certain pressure, a clutch having the same pressure as that line pressure is generated. Outputs the modulator pressure. On the other hand, when the line pressure is equal to or higher than a certain pressure, the line pressure is regulated and the clutch modulator pressure having the constant pressure is output.

  The linear solenoid valve 42 is a normally open type (normally open type) solenoid valve. The clutch modulator pressure is input to the input port of the linear solenoid valve 42. In the linear solenoid valve 42, the energization of the electromagnetic coil is controlled, whereby the clutch modulator input to the input port is regulated, and the hydraulic pressure (control pressure) obtained by the regulation is outputted from the output port.

  The garage shift valve 43 controls the supply hydraulic pressure to the forward clutch C at the control pressure (transient pressure) and the holding pressure at the time of garage shift that is switched from the N range (neutral range) to the D range (forward range) or the R range (reverse range). It is a valve for switching to and. The garage shift valve 43 receives the output hydraulic pressure of the linear solenoid valve 42 as a control pressure and the clutch modulator pressure as a holding pressure.

  The SL valve 44 is a normally closed type on / off solenoid valve. The SL valve 44 opens when the electromagnetic coil is energized (ON), and closes when the electromagnetic coil is not energized (OFF). For example, the modulator pressure obtained by adjusting the line pressure is input to the SL valve 44. When the SL valve 44 is opened, the modulator pressure is output from the SL valve 44, and the modulator pressure is input to the garage shift valve 43 as a signal pressure. If the modulator pressure is input to the garage shift valve 43 in a state where the modulator pressure is sufficiently high, the spool of the garage shift valve 43 is displaced from the engagement position where the clutch modulator pressure is output to the transient position where the control pressure is output.

  An output hydraulic pressure of the linear solenoid valve 42 is input to the clamping pressure control valve 45. The clamping pressure control valve 45 amplifies the hydraulic pressure input from the linear solenoid valve 42 with a predetermined amplification and outputs it. The hydraulic pressure output from the clamping pressure control valve 45 is supplied as a secondary pressure that acts on the movable sheave 26 to the piston chamber 28 of the secondary pulley 15.

  The vehicle 1 includes an ECU (Electronic Control Unit) 51 having a configuration including a microcomputer (microcontroller unit). The microcomputer incorporates, for example, a CPU, ROM, RAM, data flash (flash memory), and the like. Although only one ECU 51 for controlling the continuously variable transmission 4 is shown in FIG. 1, a plurality of ECUs having the same configuration as the ECU 51 are mounted on the vehicle 1 in order to control each part. ing. A plurality of ECUs including the ECU 51 are connected so as to be capable of bidirectional communication using a CAN (Controller Area Network) communication protocol.

  A turbine speed sensor 52, an input shaft speed sensor 53, a hydraulic pressure sensor 54, and the like are connected to the ECU 51.

  The turbine speed sensor 52 outputs a pulse signal synchronized with the rotation of the turbine runner of the torque converter 3 as a detection signal. The ECU 51 converts the frequency of the pulse signal input from the turbine rotation speed sensor 52 into a turbine rotation speed NT that is the rotation speed of the turbine runner.

  The input shaft rotation speed sensor 53 outputs, for example, a pulse signal synchronized with the rotation of the input shaft 11 of the continuously variable transmission 4 as a detection signal. The ECU 51 converts the frequency of the pulse signal input from the input shaft rotational speed sensor 53 into an input shaft rotational speed NIN that is the rotational speed of the input shaft 11.

  The hydraulic sensor 54 outputs a detection signal corresponding to the hydraulic pressure (secondary pressure) acting on the movable sheave 26 of the secondary pulley 15 of the continuously variable transmission 4. The ECU 51 acquires the secondary pressure from the detection signal of the hydraulic sensor 54.

  The ECU 51 controls the drive of the electric oil pump 33 based on information acquired from detection signals of various sensors and / or various information input from other ECUs, and controls engagement / release of the forward clutch C. The energization to the linear solenoid valve 42 and the SL valve 44 is controlled for (clutch control) and secondary pressure control (clamping pressure control).

  In the vehicle 1, IDS control (idling stop control) can be executed. IDS control is a technique for improving fuel consumption by suppressing idling of the engine 2. As information necessary for IDS control, information such as a vehicle speed and an operation amount of a brake pedal is input to an IDSECU that is an ECU for IDS control.

  In the IDS control, when the brake pedal is operated (depressed) while the vehicle 1 is traveling, it is determined by an IDSECU (not shown) whether a predetermined IDS start condition is satisfied. The IDS start condition is, for example, a condition that the vehicle speed is a predetermined idling stop execution vehicle speed (for example, 10 km / h) or less and the brake pedal is operated for a predetermined time or more. While the brake pedal is being operated, whether or not the IDS start condition is satisfied is determined at a constant cycle. When the IDS start condition is satisfied, an IDS request is transmitted from the IDSECU to an engine ECU that is an ECU for controlling the engine 2 in response to the IDS start condition being satisfied. The engine 2 is stopped (idling stop) by the ECU.

  After the start of idling stop, the IDSECU determines whether or not a predetermined IDS return condition is satisfied at a constant cycle. The IDS return condition is, for example, a condition that the operation of the brake pedal is released during the idling stop (the driver's foot is released from the brake pedal). When the IDS return condition is satisfied, an IDS return request is transmitted from the IDSECU to the engine ECU. Upon receiving the IDS return request, the engine ECU starts the starter and restarts the engine 2.

  The function of IDSECU may be incorporated in the engine ECU. Moreover, the function of IDSECU may be incorporated in ECU51, and the function of IDSECU and engine ECU may be incorporated in ECU51.

<Control content determination process>
FIG. 2 is a flowchart showing the flow of the control content determination process.

  The ECU 51 executes a control content determination process in order to determine the content of clutch control that is executed during IDS control.

  The control content determination process does not proceed until an IDS request is output from the IDSECU (NO in step S1).

  When the IDS request is output (YES in step S1), the vehicle speed of the vehicle 1 is acquired (step S2). The vehicle speed is acquired from the detection signal of the vehicle speed sensor 55 (see FIG. 1) by the ECU 51, or is acquired from the detection signal of the vehicle speed sensor 55 by another ECU, and is input to the ECU 51 from the ECU.

  After acquiring the vehicle speed, it is determined whether or not the vehicle speed is equal to or higher than a predetermined vehicle speed (step S3).

  When the vehicle speed is equal to or higher than the predetermined vehicle speed (YES in step S3), execution of the first clutch control is determined (step S4).

  On the other hand, when the vehicle speed is less than the predetermined vehicle speed (NO in step S3), execution of the second clutch control is determined (step S5).

<First clutch control>
FIG. 3 is a flowchart showing the flow of the first clutch control. FIG. 4 shows time changes in the turbine rotational speed NT, the input shaft rotational speed NIN, the engine rotational speed, the on / off state of the electric oil pump (EOP) 33, and the engaged / released state of the forward clutch C during the first clutch control. FIG.

  The first clutch control is executed by the ECU 51.

  In the first clutch control, when an IDS request is output from the IDSECU, the SL valve 44 is energized and the SL valve 44 is turned on. When the SL valve 44 is turned on, a signal pressure is input from the SL valve 44 to the garage shift valve 43, and the spool of the garage shift valve 43 is displaced from the engagement position to the transient position. Further, the energization to the linear solenoid valve 42 is controlled so that the output hydraulic pressure of the linear solenoid valve 42 becomes the minimum pressure. Thereby, the minimum pressure of the linear solenoid valve 42 is supplied to the forward clutch C through the garage shift valve 43, and the forward clutch C is released (step S41, time T11).

  Further, when the output hydraulic pressure of the linear solenoid valve 42 is lowered to the minimum pressure, the minimum pressure is supplied to the secondary pulley 15 through the pinching pressure control valve 45, so that the pinching applied to the belt 16 from the movable sheave 26 of the secondary pulley 15. Pressure is lowest. Therefore, even if the vehicle 1 is suddenly braked, damage to the belt, the movable sheave 26, and the like when belt slippage due to inertia torque occurs can be suppressed.

  Thereafter, the turbine rotational speed NT is acquired from the detection signal of the turbine rotational speed sensor 52. Further, the input shaft speed NIN is acquired from the detection signal of the input shaft speed sensor 53. Then, it is determined whether or not both the turbine rotational speed NT and the input shaft rotational speed NIN have decreased below a predetermined value (step S42). While at least one of the turbine rotational speed NT and the input shaft rotational speed NIN is greater than a predetermined value, the turbine rotational speed NT and the input shaft rotational speed NIN are repeatedly acquired (NO in step S42).

  The predetermined value is preferably 0, but may not be 0 as long as the value is sufficiently small so that the turbine rotational speed NT and the input shaft rotational speed NIN are substantially equal.

  When both the turbine rotational speed NT and the input shaft rotational speed NIN are reduced to a predetermined value or less (YES in step S42, time T12), there is no reason to release the forward clutch C (the concern about belt slip due to inertia braking due to sudden braking). Therefore, the SL valve 44 is turned off by de-energization (release of the forward clutch C is completed) (step S43). When the SL valve 44 is turned off, no signal pressure is input from the SL valve 44 to the garage shift valve 43, and the garage shift valve 43 is displaced from the transient position to the engagement position. At this time, since the engine 2 is stopped and the mechanical oil pump 32 is stopped, the clutch modulator pressure is 0 or extremely low pressure. Therefore, even if the garage shift valve 43 is displaced to the engaged position and the clutch modulator pressure is input to the forward clutch C, the released state of the forward clutch C is maintained. Since power is saved by deenergizing the SL valve 44, fuel efficiency can be improved by power saving.

  Further, the electric oil pump 33 is turned on (step S44, time T12). When the electric oil pump 33 is turned on, the electric oil pump 33 generates a hydraulic pressure, and the generated hydraulic pressure becomes a line pressure. At this time, since the spool of the garage shift valve 43 is located at the engagement position, the hydraulic pressure generated by the electric oil pump 33 is supplied to the forward clutch C through the clutch modulator valve 41 and the garage shift valve 43. When the hydraulic pressure generated by the electric oil pump 33 is supplied to the forward clutch C, the forward clutch C is engaged.

  The hydraulic pressure generated by the electric oil pump 33 is supplied to the secondary pulley 15 through the clutch modulator valve 41 and the normally open type linear solenoid valve 42. When the hydraulic pressure generated by the electric oil pump 33 is supplied to the secondary pulley 15, the clamping pressure applied to the belt 16 from the movable sheave 26 of the secondary pulley 15 increases.

  Thereafter, the secondary pressure acting on the movable sheave 26 is acquired from the detection signal of the hydraulic sensor 54. Then, it is determined whether or not the secondary pressure has increased to a predetermined pressure (step S45). At this time, since the secondary pulley 15 is stopped, the secondary pressure and the clamping pressure substantially coincide. When the secondary pressure (clamping pressure) increases to a predetermined pressure (YES in step S45), the first clutch control is terminated.

<Second clutch control>
FIG. 5 is a flowchart showing the flow of the second clutch control. FIG. 6 is a diagram showing temporal changes in the input shaft rotational speed NIN, the engine rotational speed, the on / off state of the electric oil pump (EOP) 33 and the engaged / released state of the forward clutch C during the second clutch control. .

  The second clutch control is executed by the ECU 51.

  In the second clutch control, the SL valve 44 is left unenergized even after the IDS request is output from the IDSECU. At this time, since the spool of the garage shift valve 43 is located at the engaged position, the engaged state of the forward clutch C continues (step S51, time T21).

  As the rotational speed of the engine 2 (engine rotational speed) decreases, the hydraulic pressure generated by the mechanical oil pump 32 decreases. In the second clutch control, it is determined whether or not the engine speed has been acquired and the engine speed has decreased to a predetermined speed (step S52). The predetermined rotational speed is a rotational speed that requires driving of the electric oil pump 33. For example, the predetermined rotational speed is slightly higher than the upper limit value of the engine rotational speed at which the engagement of the forward clutch C cannot be maintained by the hydraulic pressure generated by the mechanical oil pump 32. The speed is set.

  When the engine speed decreases to a predetermined speed (YES in step S52), the electric oil pump 33 is turned on (step S53, time T22). When the electric oil pump 33 is turned on, the electric oil pump 33 generates a hydraulic pressure, and the generated hydraulic pressure becomes a line pressure. At this time, since the spool of the garage shift valve 43 is located at the engagement position, the hydraulic pressure generated by the electric oil pump 33 is supplied to the forward clutch C through the clutch modulator valve 41 and the garage shift valve 43. When the hydraulic pressure generated by the electric oil pump 33 is supplied to the forward clutch C, the engaged state of the forward clutch C is continued.

  The hydraulic pressure generated by the electric oil pump 33 is supplied to the secondary pulley 15 through the clutch modulator valve 41 and the normally open type linear solenoid valve 42. When the hydraulic pressure generated by the electric oil pump 33 is supplied to the secondary pulley 15, the clamping pressure applied to the belt 16 from the movable sheave 26 of the secondary pulley 15 increases.

  Thereafter, the secondary pressure acting on the movable sheave 26 is acquired from the detection signal of the hydraulic sensor 54. Then, it is determined whether or not the secondary pressure has increased to a predetermined pressure (step S54). At this time, since the secondary pulley 15 is stopped, the secondary pressure and the clamping pressure substantially coincide. When the secondary pressure (clamping pressure) rises to a predetermined pressure (YES in step S54), the second clutch control is terminated.

<Effect>
As described above, in the IDS control, the IDS start condition is satisfied, the engine 2 is stopped in response to the output of the IDS request from the IDSECU, the IDS return condition is satisfied while the engine 2 is stopped, and the IDSECU The engine 2 is restarted in response to the output of the IDS return request from.

  When the IDS request is output, the vehicle speed corresponding to the vehicle speed of the vehicle 1 is acquired.

  When the vehicle speed is equal to or higher than the predetermined vehicle speed, that is, when the IDS request is output while the vehicle 1 is traveling at a reduced speed, the forward clutch C is released from the engaged state. Thereby, it is possible to reduce the torque applied to the belt 16 of the continuously variable transmission 4 while the vehicle 1 is traveling at a reduced speed. Therefore, it is possible to suppress the occurrence of belt slip due to sudden braking during deceleration traveling.

  In addition, since the engine 2 is stopped while the vehicle 1 is decelerating rather than after the vehicle 1 is stopped, the engine 2 can be stopped for a long time (idling stop time), and the fuel consumption of the vehicle 1 can be improved. .

  After the forward clutch C is released, the turbine speed NT and the input shaft speed NIN are acquired. When the engine 2 is stopped by the IDS control, the rotational speed of the engine 2 gradually decreases, and accordingly, the turbine rotational speed NT decreases. Further, since the forward clutch C is released, the input shaft rotation speed NIN decreases as the vehicle speed of the vehicle 1 decreases. When both the turbine rotational speed NT and the input shaft rotational speed NIN decrease below a predetermined value, the electric oil pump 33 is turned on thereafter. When the electric oil pump 33 is turned on, hydraulic pressure is generated in the electric oil pump 33 and the hydraulic pressure is supplied to the forward clutch C, whereby the forward clutch C is engaged. At this time, since the turbine rotational speed NT and the input shaft rotational speed NIN are each equal to or less than a predetermined value, belt slip and shock due to sudden engagement of the forward clutch C are suppressed. Thereafter, when the IDS is restored, the engine 2 is restarted with the forward clutch C engaged, so that the power of the engine 2 is promptly input to the continuously variable transmission 4, and thus the vehicle 1 is accelerated quickly. be able to.

  Therefore, it is possible to suppress the occurrence of belt slip due to sudden braking during deceleration traveling and the occurrence of belt slip and shock due to sudden engagement of the forward clutch C, and further improve the performance at the time of returning to IDS (acceleration performance of the vehicle 1). be able to.

  Further, after the engine 2 is stopped by the IDS control, the forward clutch C is released until both the turbine rotational speed NT and the input shaft rotational speed NIN are reduced to a predetermined value or less. A thing with a small capacity can be adopted.

  On the other hand, when the vehicle speed is less than the predetermined vehicle speed, that is, when the IDS request is output in a state where the vehicle 1 is almost stopped or completely stopped, the electric oil pump 33 is operated and the generated oil pressure of the electric oil pump 33 is increased. Is used to maintain the engagement of the forward clutch C. Therefore, since the reengagement of the forward clutch C is not required at the time of IDS return, the time lag from the IDS return (engine 2 restart) to the forward clutch C engagement (acceleration of the vehicle 1) can be eliminated. The occurrence of shock due to the sudden engagement of the forward clutch C can be eliminated. As a result, the performance when returning to IDS can be improved.

  In addition, regardless of whether the vehicle speed is equal to or higher than a predetermined vehicle speed, a configuration in which the engagement of the forward clutch C is continued by operating the electric oil pump 33 when an IDS request is output is also conceivable. However, in order to suppress the occurrence of belt slip due to sudden braking while the vehicle speed is decelerating at a predetermined vehicle speed or higher, the electric oil pump 33 having a large pump capacity is employed and the secondary pulley of the continuously variable transmission 4 is used. The hydraulic pressure (clamping pressure) supplied to 15 needs to be increased.

  When the vehicle speed is less than the predetermined vehicle speed, the inertia torque generated in the secondary pulley 15 due to sudden braking is small, so that even if the pinching pressure is small, the occurrence of belt slip due to the inertia torque can be suppressed. Therefore, in the configuration in which the forward clutch C is disengaged when the vehicle speed at the start of IDS request output is equal to or higher than the predetermined vehicle speed, and the forward clutch C is engaged when the vehicle speed is lower than the predetermined vehicle speed, the electric oil pump 33 has a capacity of the pump. Since a small one can be adopted, the cost and size of the unit including the continuously variable transmission 4, the mechanical oil pump 32, and the electric oil pump 33 can be reduced.

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

  For example, in the above-described embodiment, the continuously variable transmission 4 is taken up, but the control device according to the present invention can also be used in a power split type continuously variable transmission. The power split type continuously variable transmission includes a belt-type continuously variable transmission mechanism that continuously changes power by changing a transmission ratio, and a constant transmission mechanism that changes power at a constant transmission ratio. Is a transmission that can be divided into two systems for transmission.

  Further, for example, in the above-described embodiment, the vehicle speed corresponding value (vehicle speed) at the time of the IDS start request is used to determine whether or not the IDS control is executed when the vehicle speed corresponding value is equal to or greater than a predetermined value. The apparatus may use a vehicle speed corresponding value when the engine speed is equal to or lower than a predetermined value (oil pump capacity is reduced), or after an IDS request, including that the vehicle speed corresponding value is equal to or higher than a predetermined value in the IDS start condition. The comparison between the vehicle speed corresponding value and the predetermined value may be omitted.

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

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 4 Continuously variable transmission 32 Mechanical oil pump 33 Electric oil pump 51 ECU (control apparatus, IDS control means, vehicle speed corresponding value acquisition means, clutch control means)
55 Vehicle speed sensor C Forward clutch

Claims (1)

An engine, a belt-type continuously variable transmission, a wheel, a friction engagement element that transmits / cuts power between the engine and the wheel, and a first engagement that engages the friction engagement element by the power of the engine And a control device used in a vehicle equipped with second engagement means that can engage the friction engagement element even when the engine is stopped,
IDS control means for executing IDS control for stopping the engine in response to establishment of a predetermined IDS start condition and restarting the engine in response to establishment of a predetermined IDS return condition during the stop. When,
Vehicle speed corresponding value acquisition means for acquiring a vehicle speed corresponding value corresponding to the vehicle speed of the vehicle;
When the IDS control is executed when the vehicle speed corresponding value acquired by the vehicle speed corresponding value acquiring means is greater than or equal to a predetermined value from the state in which the friction engaging element is engaged, the friction engaging element is released, When the vehicle speed correspondence value acquired by the vehicle speed correspondence value acquisition means is less than the predetermined value and the IDS control is executed, the second engagement means is operated to continue the engagement of the friction engagement elements. And a vehicle control device.

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