JP2018059411A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a vehicle which can suppress the generation of an engagement shock caused by the replacement of a friction engagement element when the changeover of a forward range and a backward range via a neutral range is performed at a restart of an engine by IDS control.SOLUTION: At a restart of an engine by IDs control in an engagement state of a forward clutch by an electric oil pump, a throttle is closed by a throttle upper limit guard Deop of a first form. When changeover to an R-range from a D-range via an N-range of a continuously variable transmission is performed during the closure of the throttle by the throttle upper limit guard Deop of the first form, the throttle is closed by a throttle upper limit guard B of a second form which is stronger than the first form in a limit.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a control device used in a vehicle adopting IDS (idling stop) control.

  In recent years, IDS control has been adopted for vehicles using an engine as a drive source for the purpose of improving fuel consumption. 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, for example, when the driver releases the brake operation, the engine is automatically restarted.

  Some vehicles that employ IDS control include an automatic transmission such as a continuously variable transmission (CVT) as a transmission. A vehicle equipped with an automatic transmission requires an oil pump for generating hydraulic pressure used in the automatic transmission. If only the mechanical oil pump driven by the engine power is installed as the oil pump, the mechanical oil pump stops driving while the engine is stopped by IDS control. It cannot be secured. For this reason, some vehicles are equipped with an electric oil pump driven by the power of an electric motor in addition to a mechanical oil pump.

  In a vehicle equipped with an electric oil pump, after the engine is stopped by IDS control, the electric oil pump is operated to supply the hydraulic pressure generated by the electric oil pump to the forward clutch that is engaged when the vehicle is traveling forward. The forward clutch can be pre-engaged before starting. As a result, the vehicle can be started (accelerated) quickly when the engine is restarted (IDS return).

JP 2013-181408 A

  After the engine is restarted, the mechanical oil pump is driven by the power of the engine and hydraulic pressure is generated by the mechanical oil pump, so the electric oil pump is turned off. When the hydraulic pressure supplied to the forward clutch temporarily decreases when the hydraulic pressure generated by the electric oil pump and the hydraulic pressure generated by the mechanical oil pump are switched, if the throttle valve is largely opened by the accelerator operation, the forward clutch There is a risk of slipping.

  Therefore, at the time of returning to IDS from the state where the electric oil pump is operated in the D range (forward range), so-called throttle closing is performed. When the throttle is closed, a throttle upper limit guard is set, and the opening of the throttle valve (throttle opening) is limited to the throttle upper limit guard or less. Thereby, an increase in engine torque can be suppressed as compared with the case where the throttle is not closed.

  However, there is a case where a shift operation is performed to switch from the D range to the R range (backward range) through the N range (neutral range) immediately after the return of IDS from the state where the electric oil pump is operated in the D range. In response to this shift operation, the forward clutch is released and the reverse clutch necessary for the configuration of the R range is engaged. At this time, it has been found as a result of research by the present inventor that even if the throttle closing described above is performed, the throttle closing may be insufficient, so that an engagement shock of the reverse clutch may occur. .

  An object of the present invention is to engage by changing friction engagement elements when a switching operation from the neutral range to the traveling range is performed after the switching operation from the traveling range to the neutral range at the time of restart of the engine by the IDS control. It is an object of the present invention to provide a vehicle control device that can suppress the occurrence of shock.

  To achieve the above object, a vehicle control apparatus according to the present invention is engaged to constitute an engine, an automatic transmission that shifts power transmitted from the engine to wheels, and a travel range of the automatic transmission. A vehicle equipped with a friction engagement element, first engagement means that can engage the friction engagement element with engine power, and second engagement means that can engage the friction engagement element without using engine power An IDS control means for executing IDS control for stopping the engine in response to establishment of the IDS start condition and restarting the engine in response to establishment of the IDS return condition, and a second engagement means When the engine is restarted by the IDS control with the frictional engagement element engaged, the throttle closing for limiting the throttle valve opening of the engine in the first mode is executed, and the running range is If et switching operation to the driving range from the neutral range after the switching operation to the neutral range has been performed, and a throttle closing control means executes closed throttle restrictions strong second aspect than the first embodiment.

  According to this configuration, in the IDS control, the engine is stopped in response to the establishment of the IDS start condition (IDS start request), and the engine is restarted in response to the establishment of the IDS return condition while the engine is stopped (IDS return request). It is started.

  When the engine is restarted by the IDS control while the friction engagement element is engaged by the second engagement means, throttle closing is executed to limit the opening of the engine throttle valve in the first mode. By closing the throttle, when the operation of the second engagement means is stopped in response to the operation of the first engagement means by restarting the engine, it is possible to suppress the occurrence of slipping or the like in the friction engagement element.

  Further, when the automatic transmission is switched from the traveling range to the neutral range during the execution of the throttle closing in the first mode, and further from the neutral range to the traveling range, there is a limit compared to the first mode. The strong second mode throttle closing is executed. Thereby, it can suppress that an engagement shock generate | occur | produces in another friction engagement element interchanged with a friction engagement element.

  According to the present invention, when switching from the neutral range to the traveling range is performed after switching from the traveling range to the neutral range at the time of restart of the engine by IDS control, the appropriate throttle closing is performed. It is possible to suppress the occurrence of an engagement shock due to the switching of the engagement element.

It is a figure which shows the structure of the principal part of the vehicle by which the control apparatus which concerns on one Embodiment of this invention is mounted. It is a skeleton figure which shows the structure of a torque converter and a continuously variable transmission. It is a figure which shows an example of the time change of the vehicle speed at the time of IDS control, an engine speed, a throttle upper limit guard, a shift range, the ON / OFF state of an electric oil pump (EOP), and the engagement / release state of a forward clutch and a reverse clutch. is there.

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

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

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

  The 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 vehicle 1 is also equipped with a torque converter 3 and a belt-type continuously variable transmission (CVT) 4 for transmitting the output of the engine 2 to the drive wheels. The configurations of the torque converter 3 and the continuously variable transmission 4 will be described later.

  Along with the continuously variable transmission 4, a hydraulic circuit 11 for supplying hydraulic pressure to each part of the torque converter 3 and the continuously variable transmission 4 is provided. Further, a mechanical oil pump (MOP) 12 that is driven by the power of the engine 2 and an electric oil pump (EOP) 13 that is driven by the power of the electric motor are provided as sources of hydraulic pressure. The hydraulic circuit 11 is supplied with hydraulic pressure generated by the mechanical oil pump 12 and the electric oil pump 13 independently of each other.

  The vehicle 1 includes an ECU (Electronic Control Unit) having a configuration including a microcomputer (microcontroller unit). The microcomputer includes, for example, a CPU, ROM and RAM, data flash (flash memory), and the like. In order to control each part of the vehicle 1, the vehicle 1 is equipped with a plurality of ECUs, and each ECU is connected so as to be capable of bidirectional communication using a CAN (Controller Area Network) communication protocol. The plurality of ECUs include an E / TECU 14 for controlling the engine 2, the torque converter 3 and the continuously variable transmission 4, and an IDSECU 15 for IDS (idling stop) control.

  Various sensors necessary for control are connected to the E / TECU 14 and the IDSECU 15, respectively.

<Configuration of drive system>
FIG. 2 is a skeleton diagram showing the configuration of the torque converter 3 and the continuously variable transmission 4.

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

  When the E / G output shaft is rotated in the lock-up off state (lock-up release state), the pump impeller 31 rotates. When the pump impeller 31 rotates, an oil flow from the pump impeller 31 toward the turbine runner 32 is generated. This oil flow is received by the turbine runner 32 and the turbine runner 32 rotates. At this time, the amplifying action of the torque converter 3 occurs, and the turbine runner 32 generates a power larger than the power (torque) of the E / G output shaft.

  In the lock-up-on state (lock-up engagement state), when the E / G output shaft is rotated, the E / G output shaft, the pump impeller 31 and the turbine runner 32 are rotated together.

  The continuously variable transmission 4 is a belt-type continuously variable transmission, and transmits the power input from the torque converter 3 to the differential gear 6. The continuously variable transmission 4 includes an input shaft 41, an output shaft 42, a belt transmission mechanism 43, and a forward / reverse switching mechanism 44.

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

  The output shaft 42 is arranged in parallel with the input shaft 41. An output gear 45 is supported on the output shaft 42 so as not to be relatively rotatable.

  The belt transmission mechanism 43 includes a primary shaft 51 and a secondary shaft 52. The primary shaft 51 and the secondary shaft 52 are disposed on the same axis as the input shaft 41 and the output shaft 42, respectively.

  The belt transmission mechanism 43 has a configuration in which an endless belt 55 is wound around a primary pulley 53 supported by a primary shaft 51 and a secondary pulley 54 supported by a secondary shaft 52.

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

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

  Although not shown, a bias spring for applying an initial clamping pressure (initial thrust) to the belt 55 is interposed between the movable sheave 66 and the piston 67. Due to the elastic force of the bias spring, the movable sheave 66 and the piston 67 are urged in a direction away from each other.

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

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

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

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

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

  The forward clutch C1 is switched by oil pressure between an engaged state (on) in which the carrier 72 and the sun gear 73 are directly connected (coupled so as to be integrally rotatable) and a released state (off) in which the direct connection is released.

  The reverse clutch B <b> 1 is provided between the carrier 72 and a transmission case that houses the torque converter 3 and the continuously variable transmission 4. The reverse clutch B <b> 1 engages (turns on) the carrier 72 by hydraulic pressure, and rotates the carrier 72. It is switched to an allowable release state (off).

  When the vehicle 1 moves forward, the reverse clutch B1 is released and the forward clutch C1 is engaged. When the power of the engine 2 is input to the input shaft 41, the carrier 72 and the sun gear 73 rotate integrally with the input shaft 41. Therefore, the rotation of the sun gear 73 is transmitted to the ring gear 74 without reversing the rotation direction. As a result, the ring gear 74 rotates, and the primary shaft 51 and the primary pulley 53 of the belt transmission mechanism 43 rotate together with the ring gear 74. The rotation of the primary pulley 53 is transmitted to the secondary pulley 54 via the belt 55 to rotate the secondary pulley 54 and the secondary shaft 52. Then, the output shaft 42 and the output gear 45 rotate integrally with the secondary shaft 52. When the output gear 45 rotates, the drive shafts 7 and 8 extending left and right from the differential gear 6 rotate and drive wheels (not shown) rotate, so that the vehicle 1 moves forward.

  On the other hand, when the vehicle 1 moves backward, the reverse clutch B1 is engaged and the forward clutch C1 is released. When the power of the engine 2 is input to the input shaft 41, the sun gear 73 rotates integrally with the input shaft 41 while the carrier 72 is stationary. Therefore, the rotation of the sun gear 73 is transmitted to the ring gear 74 while being reversed and decelerated. As a result, the ring gear 74 rotates, and the primary shaft 51 and the primary pulley 53 of the belt transmission mechanism 43 rotate together with the ring gear 74. The rotation of the primary pulley 53 is transmitted to the secondary pulley 54 via the belt 55 to rotate the secondary pulley 54 and the secondary shaft 52. Then, the output shaft 42 and the output gear 45 rotate integrally with the secondary shaft 52. The output gear 45 meshes with the differential gear 6 (the input gear of the differential gear 6). When the output gear 45 rotates, the drive shafts 7 and 8 extending left and right from the differential gear 6 rotate and drive wheels (not shown) rotate, so that the vehicle 1 moves backward.

<IDS control>
IDS control is a technique for improving fuel consumption by suppressing idling of the engine 2. As information necessary for the IDS control, information such as the vehicle speed and the operation amount of the brake pedal is input to the IDSECU 15.

  In the IDS control, when the brake pedal is operated (depressed) while the vehicle 1 is traveling, the IDSECU 15 determines whether or not 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 15 to the E / TECU 14, and the engine 2 is stopped (idling stop) by the E / TECU 14 in response to the IDS request.

  After the start of idling stop, the IDSECU 15 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 15 to the E / TECU 14, the starter is operated by the E / TECU 14 in response to the IDS return request, and the engine 2 is restarted.

<Clutch control / throttle closing control>
FIG. 3 shows the vehicle speed, the engine speed, the throttle upper limit guard, the shift range, the ON / OFF state of the electric oil pump (EOP) 13 and the engagement / release state of the forward clutch C1 and the reverse clutch B1 during IDS control. It is a figure which shows an example of a change.

  When the IDS control is started, the forward clutch C1 is released (time T11). Due to the stop of the engine 2 by the IDS control, the engine speed decreases. While the engine 2 is stopped, a throttle upper limit guard that limits the opening of the throttle valve (throttle opening) is set to a predetermined value.

  Thereafter, the electric oil pump 13 is turned on to engage the forward clutch C1 at a predetermined timing, for example, when both the engine speed and the vehicle speed become zero (time T12). When the electric oil pump 13 is turned on, the electric oil pump 13 generates hydraulic pressure, and the generated hydraulic pressure is supplied to the forward clutch C1, whereby the forward clutch C1 is engaged.

  Thereafter, when the brake operation by the driver is released and the IDS return condition is satisfied, the engine 2 is restarted by the IDE control (time T13).

  In addition, the accelerator operation becomes effective by restarting the engine 2. Therefore, the throttle closing by the throttle upper limit guard Deop of the first aspect is performed in order to suppress the increase of the engine torque according to the accelerator operation. The throttle upper limit guard Deop of the first mode is changed by the timer control so as to increase with the passage of time (the limit becomes weaker). By closing the throttle, the throttle opening is limited to the throttle upper limit guard Deop or less.

  By closing the throttle, even if the driver performs an accelerator operation, an increase in engine speed corresponding to the accelerator operation is suppressed.

  After the engine 2 is restarted, there is a case where a shift operation is instructed to switch the shift range of the continuously variable transmission 4 from the D range (forward range) through the N range (neutral range) to the R range (reverse range). is there. In this case, when the forward clutch C1 is released and switched from the D range to the N range (time T14), the throttle closing by the throttle upper limit guard Deop of the first mode is finished, and the throttle by the throttle upper limit guard B of the second mode is completed. Closing is performed. The throttle upper limit guard B of the second mode is more restrictive than the throttle upper limit guard Deop of the first mode, and the strength of the limit is a strength (throttle closing amount) suitable for clutch pressure control described below. By closing the throttle, the throttle opening is limited to the throttle upper limit guard B or less.

  Then, in parallel with the throttle closing by the throttle upper limit guard B of the second mode, clutch pressure control for engaging the reverse clutch B1 is performed. In this clutch control, the hydraulic pressure (clutch pressure) supplied to the reverse clutch B1 is swept up by the garage control in order to prevent the occurrence of belt slip and shock due to the sudden engagement of the reverse clutch B1.

<Effect>
In IDS control, the engine 2 is stopped in response to establishment of an IDS start condition (IDS start request), and the engine 2 is restarted in response to establishment of an IDS return condition while the engine 2 is stopped (IDS return request). .

  When the engine 2 is restarted by the IDS control while the forward clutch C1 is engaged by the electric oil pump 13, the throttle closing by the throttle upper limit guard Deop of the first aspect is executed. By closing the throttle, it is possible to prevent the forward clutch C1 from slipping when the operation of the electric oil pump 13 is stopped according to the operation of the mechanical oil pump 12 due to the restart of the engine 2.

  In addition, when switching from the D range to the R range via the N range of the continuously variable transmission 4 is performed while the throttle is closed in the first mode, the limit is stronger than in the first mode. Throttle closing by the throttle upper limit guard B of two modes is executed. Thereby, it can suppress that an engagement shock generate | occur | produces in the reverse clutch B1 replaced with the forward clutch C1.

<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 throttle closing by the throttle upper limit guard Deop of the first aspect is terminated and the throttle closing by the throttle upper limit guard B of the second aspect is performed, but the accelerator operation is not performed. The end of throttle closing by the throttle upper limit guard Deop of the first mode and the start of throttle closing by the throttle upper limit guard B of the second mode may be simultaneous, or a time difference may be provided.

  Further, the throttle upper limit guard B of the second mode is more restrictive than the throttle upper limit guard Deop of the first mode, and the strength of the limit is a strength suitable for clutch pressure control (throttle closing amount). As long as the limit is stronger than the throttle upper limit guard Deop of the first mode.

  In the above-described embodiment, the continuously variable transmission 4 is taken up. However, the control device according to the present invention can also be used for a stepped automatic transmission (AT). 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.

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

1: Vehicle 2: Engine 4: Continuously variable transmission (automatic transmission)
12: Mechanical oil pump (first engaging means)
13: Electric oil pump (second engaging means)
14: E / TECU
C2: Forward clutch (friction engagement element)

Claims (1)

An engine, an automatic transmission that shifts power transmitted from the engine to wheels, a friction engagement element that is engaged to form a travel range of the automatic transmission, and the friction engagement element that is driven by the power of the engine A control device used in a vehicle equipped with a first engaging means that can be engaged and a second engaging means that can engage the friction engagement element without depending on the power of the engine,
IDS control means for executing IDS control for stopping the engine in response to establishment of an IDS start condition and restarting the engine in response to establishment of an IDS return condition;
When the engine is restarted by the IDS control in the engagement state of the friction engagement element by the second engagement means, a throttle closing for limiting the opening of the throttle valve of the engine in a first mode is executed. A throttle that performs throttle closing in the second mode, which is more restrictive than the first mode, when a switching operation from the neutral range to the travel range is performed after the switching operation from the travel range to the neutral range during the execution. A vehicle control device including a closing control means.

Images