JP3565095B2 - Vehicle control device - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle control device for saving fuel or reducing exhaust emissions by executing stop and restart of an internal combustion engine during running.
[0002]
[Prior art]
Conventionally, for example, when an automobile stops at an intersection or the like, the engine is automatically stopped under a predetermined stop condition, and then the engine is restarted under a predetermined restart condition, for example, when an accelerator pedal is depressed, an automatic stop restart. A control device for a vehicle that performs control has been proposed. Such control is called eco-run control, and is expected to be able to save fuel and reduce exhaust emissions.
[0003]
On the other hand, there is a vehicle in which a clutch for interrupting power transmission is provided on the input side and the output side of the transmission so that both clutches are operated independently. Control can be considered.
[0004]
[Problems to be solved by the invention]
However, when the engine is stopped by executing the above-mentioned eco-run control in the traveling state, the engine is stopped in a state where the clutches on the output side and the input side of the transmission are connected, and the engine is stopped from this state. When restarted, the vibration torque at the time of starting is transmitted to the drive wheels via the transmission, and as a result, vibration may occur.
[0005]
The present invention has been made in view of the above problems, and an object of the present invention is to reduce vibration at the time of restart when performing automatic stop / restart control.
[0006]
[Means for Solving the Problems]
To achieve the above object, a first aspect of the present invention, an internal combustion engine, a continuously variable transmission, an input-side clutch provided between the engine and the continuously variable transmission, on the output side of the continuously variable transmission and an output-side clutch provided, after stop of the internal combustion engine when a predetermined restart condition is satisfied, and releases and the output-side clutch is engaged with the input side clutch thereby restarting the internal combustion engine A control device for a vehicle characterized by the following.
[0007]
In the first aspect of the invention, after stop of the internal combustion engine, the control to restart the internal combustion engine to a predetermined restart condition is met is performed, wherein in the first invention, by engaging the input clutch And releasing the output side clutch and restarting the internal combustion engine. That is, in the first aspect, the output side clutch is released when the internal combustion engine is restarted, so that the vibration torque at the time of restarting the internal combustion engine is transmitted to the drive wheels via the transmission. Therefore, the possibility of vehicle vibration can be reduced. The “ disengaged state” includes a state in which power is not transmitted while the driving-side member and the driven-side member of the output-side clutch slide.
[0008]
A second invention provides an internal combustion engine, a continuously variable transmission, an input clutch provided between the internal combustion engine and the continuously variable transmission, and an output clutch provided on the output side of the continuously variable transmission. A predetermined control condition is satisfied after the internal combustion engine is stopped, the input-side clutch is released and the output-side clutch is released to restart the internal combustion engine. is there.
[0009]
The second invention is common to the first invention in that the output clutch is released when the internal combustion engine is restarted. In particular, in the second invention, not only the output clutch but also the input clutch is used. Released and restarted. Therefore, in the second invention, not only the drive wheels but also the continuously variable transmission are disconnected from the internal combustion engine when the internal combustion engine is restarted, so that the internal combustion engine can be restarted with a light load, and The starting can be performed quickly and lightly, and the risk of vibration accompanying the restart can be further reduced. The “disengaged state” includes a state in which power is not transmitted while the drive-side member and the driven-side member of the input-side clutch slide.
[0010]
A third invention provides an internal combustion engine, a continuously variable transmission, an input side clutch provided between the internal combustion engine and the continuously variable transmission, and an output side clutch provided on an output side of the continuously variable transmission. If the accelerator is not turned on when a predetermined restart condition is satisfied after stopping the internal combustion engine, the input side clutch is engaged and the output side clutch is released to restart the internal combustion engine. If the accelerator is on when predetermined restart conditions are satisfied after the internal combustion engine is stopped, the input side clutch is engaged and the output side clutch is engaged to restart the internal combustion engine. A control device for a vehicle, characterized in that: According to a fourth aspect of the present invention, there is provided an internal combustion engine, a continuously variable transmission, an input side clutch provided between the internal combustion engine and the continuously variable transmission, and an output side clutch provided on an output side of the continuously variable transmission. If the accelerator is not turned on when a predetermined restart condition is satisfied after the internal combustion engine is stopped, the input side clutch is released and the output side clutch is released to restart the internal combustion engine. If the accelerator is on when predetermined restart conditions are satisfied after the internal combustion engine is stopped, the input clutch is engaged and the output clutch is engaged to restart the internal combustion engine. A control device for a vehicle, wherein The fifth invention is the second or fourth invention, wherein when the input side clutch is released and the output side clutch is released to restart the internal combustion engine, the rotation of the internal combustion engine is started. A control device for a vehicle, wherein engagement of the input-side clutch is started when the number of rotations exceeds a reference rotation speed. Further, a sixth invention is the invention according to any one of the first to fifth inventions, wherein the input side clutch is engaged, the output side clutch is engaged, and the internal combustion engine is stopped. It is a control device of the vehicle which performs.
[0011]
BEST MODE FOR CARRYING OUT THE INVENTION
Next, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a configuration diagram schematically showing a vehicle control device 20 according to one embodiment of the present invention. As shown in the figure, the control device 20 of the vehicle includes an engine 22 which is an internal combustion engine, an input clutch 30 for interrupting power from the engine 22, and a forward / reverse switching mechanism for switching the direction of output rotation from the input clutch 30. 32, a belt-driven continuously variable transmission (hereinafter, referred to as CVT) 33 that changes the output rotation and transmits the output shaft 29 to an output shaft 29, and a motor 40 that also operates as a generator capable of restarting the engine 22 And a battery 62 capable of supplying electric power to the motor 40 via the inverter 60 and charging with the electric power generated by the motor 40, and an electronic control unit 70 for controlling the entire apparatus. The power from the engine 22 is shifted by the CVT 33 and output to the output shaft 29, and is output to the drive wheels 36 and 38 through the output side clutch 27 and a differential gear 34 connected via gears.
[0012]
The engine 22 is an internal combustion engine that uses gasoline as fuel, and the operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as EG ECU) 23 that controls the opening of a throttle valve (not shown) and the opening of a fuel injection valve that is not shown. This is performed by controlling the valve time.
[0013]
The CVT 33 is connected to the crankshaft 24 of the engine 22 via the input clutch 30 that is an electromagnetic clutch and the forward / reverse switching mechanism 32. The output side clutch 27 which is a mechanical friction clutch is connected to the output shaft 29 of the CVT 33.
[0014]
The input shaft 25 and the output shaft 29 of the CVT 33 are provided with variable pulleys 10 and 11 having variable effective diameters, and a transmission belt 12 is wound between the variable pulleys 10 and 11. The variable pulleys 10 and 11 can move in the axial direction on the fixed rotating bodies 13 and 14 fixed to the input shaft 25 and the output shaft 29, respectively, and cannot rotate relative to the input shaft 25 and the output shaft 29 in the rotating direction. And movable rotators 15 and 16 provided in the rotator. The movable rotators 15 and 16 are configured to move in the axial direction by the operation of hydraulic actuators 17 and 18 attached thereto, whereby the fixed rotators 13 and 14 and the movable rotators 15 and 16 are moved. , The width of the V-groove formed between them varies, and the hanging diameter of the transmission belt 12 is changed.
[0015]
The input shaft 25 and the output shaft 29 of the CVT 33 are provided with rotation sensors 66 and 68 for detecting these rotation speeds, respectively. The rotation sensors 66 and 68 are electrically connected to a CVT electronic control unit (hereinafter referred to as CVT ECU) 31, and the CVT ECU 31 controls the speed ratio of the CVT 33 based on detection signals from the rotation sensors 66 and 68. Further, the gear ratio of the CVT 33 is configured to be changed according to the running state and the operation state of the shift lever 84 provided in the vehicle interior.
[0016]
An oil pump 19 used for a shift operation of the CVT 33 is directly connected to a crankshaft 24 of the engine 22. The output side of the oil pump 19 is connected to hydraulic actuators 17 and 18 of the CVT 33 via a hydraulic control circuit (not shown). It is connected to the output side clutch 27 and the like.
[0017]
The motor 40 is a synchronous motor generator, and is used in place of a starter motor (not shown) when the engine 22 is restarted during the execution of the later-described eco-run control. Is to regenerate. A reduction gear 44 is attached to the rotation shaft 42 which is an output shaft of the motor 40, and a pulley 58 is attached to the reduction gear 44. As shown, the speed reducer 44 includes a sun gear 46 attached to the rotating shaft 42, a ring gear 48, a plurality of pinion gears 50 revolving around the sun gear 46 while rotating, and a carrier 52 connecting the plurality of pinion gears 50. And a planetary gear mechanism comprising: The ring gear 48 is fixed to the case by a brake 54 and is connected to the rotating shaft 42 by a one-way clutch 56. Accordingly, when the brake 54 is engaged, the rotation of the rotary shaft 42 is transmitted to the pulley 58 at a reduced speed with the gear ratio of the planetary gear mechanism, and when the brake 54 is disengaged, the one-way clutch 56 The engagement is transmitted without being decelerated. On the other hand, a pulley 28 is attached to the crankshaft 24 of the engine 22 via a clutch 26, and a belt 59 is wound between the pulley 28 and the pulley 58, and the engine 22 is restarted by the motor 40. Conversely, the motor 40 can be operated as a generator by the power of the engine 22.
[0018]
The operation of the motor 40 is controlled by a motor electronic control unit (hereinafter, referred to as a motor ECU) 41 via an inverter 60. The operation control of the motor 40 by the motor ECU 41 is performed by sequentially controlling the ratio of the on-time of six transistors as switching elements included in the inverter 60 connected to the battery 62 and controlling the current flowing through each of the three-phase coils of the motor 40. Is performed by controlling. Control for operating the motor 40 as a generator is also performed by the motor ECU 41. The battery 62 is configured as a chargeable / dischargeable secondary battery, and its charge state and charge / discharge are controlled by a battery electronic control unit (hereinafter referred to as a battery ECU) 63.
[0019]
The electronic control unit 70 is configured as a one-chip microprocessor centered on a CPU 72, and communicates with a ROM 74 storing a processing program, a RAM 76 temporarily storing data, the EG ECU 23, the CVTECU 31, the motor ECU 41, and the battery ECU 63. , And an input / output port (not shown). The electronic control unit 70 includes the drive wheel speeds VR and VL from the drive wheel speed sensors 37 and 39 attached to the drive wheels 36 and 38, and the depression amount of the accelerator pedal 80 detected by the accelerator pedal position sensor 81. Accelerator pedal position AP, operating position of shift lever 84 detected by shift position sensor 85, ie, P (stop), D (running), R (reverse), N (neutral), 4.3.2, L (low) , A shift position SP which is a signal indicating each position, a brake pedal position BP which is a depression amount of the foot brake pedal 82 detected by a brake pedal sensor 83, and an on / off state of a side brake lever 86 detected by a side brake position sensor 87. Eco-run control in addition to the brake switch BS Such eco-run cut signal ECSW from eco-run cut switch 88 which is used from the on engineered allowing mode switching to inhibit mode when no rope has been input via the input port. In addition to the drive signal from the electronic control unit 70 to the clutch 26, the drive signal to the speed reducer 44, and the drive signal to the eco-run indicator 89 mounted on the panel in front of the driver's seat and lit when the eco-run control is being performed, Drive signals to the input clutch 30 and the output clutch 27 are output through the output port.
[0020]
In the vehicle control device 20 configured as described above, the electronic control unit 70 performs automatic stop / restart control (hereinafter, referred to as “eco-run control”) for automatically stopping and restarting the engine 22 according to the state of the vehicle. ing. When the shift lever 84 is in the N position or the P position, the condition for automatically stopping the engine 22 is “the vehicle is stopped” and “accelerator off” (the accelerator pedal 80 is not depressed). When the vehicle is in the D position, the vehicle is stopped, the accelerator is off (the accelerator pedal 80 is not depressed), and the brake is on (the brake pedal 82 is depressed). In addition, as conditions for the automatic stop, it is also preferable to add that “the CVT oil temperature is within a predetermined range” or “the engine water temperature is equal to or higher than a predetermined value”. The stopped state of the vehicle is determined by the vehicle speed V calculated from the drive wheel speeds VR and VL detected by the drive wheel speed sensors 37 and 39. The depression state of the accelerator pedal 80 and the brake pedal 82 is determined by the accelerator pedal position sensor 81. Is determined based on the accelerator pedal position AP detected by the brake pedal position and the brake pedal position BP detected by the brake pedal sensor 83. On the other hand, the condition for automatic restart of the engine 22 is a state in which such a condition for automatic stop is not satisfied.
[0021]
The automatic stop processing of the engine 22 is performed by stopping the fuel injection and the power supply to the ignition plug, and the restart of the engine 22 is performed by the restart and the driving of the motor 40. Such eco-run control is activated, for example, when the vehicle is traveling in an urban area when waiting for a traffic light at an intersection or waiting for a train to pass at a railroad crossing, thereby improving fuel efficiency and reducing emissions. Also, during execution of the eco-run control, when the engine 22 is automatically stopped by the execution of the eco-run control, an eco-run control execution flag indicating that the eco-run control is being executed is set. It is referred to in the eco-run regulation process control described below.
[0022]
An example of control performed by the vehicle control device 20 configured as described above will be described.
[0023]
FIG. 2 is a flowchart illustrating an example of a control routine executed by the electronic control unit 70 according to the embodiment. This routine is repeatedly executed at predetermined time intervals from when an ignition key (not shown) is turned on.
[0024]
When this control routine is executed, first, the CPU 72 of the electronic control unit 70 executes input processing of various signals (step S100). The input signals include an operation state signal of the EGECU 23, the CVT ECU 31, the motor ECU 41, and the like input via the communication port, and the drive wheel speed VR detected by the drive wheel speed sensors 37, 39 input via the input / output ports. , VL, an accelerator pedal position AP from an accelerator pedal position sensor 81, a brake pedal position BP from a brake pedal 82, a shift position SP from a shift position sensor 85, and a brake switch BS from a side brake position sensor 87. is there.
[0025]
When the input signal processing is executed in this manner, it is next determined whether or not the engine 22 is in the automatic stop state by executing the eco-run control based on whether or not the above-described eco-run control execution flag is set (step S102). At the time of normal running in which the eco-run control is not executed, a negative determination is made here, and this routine ends. When the vehicle is automatically stopped by the execution of the eco-run control, an affirmative determination is made, and then it is determined whether or not the shift lever 84 is at the D position based on the detection value of the shift position sensor 85 (step S104). If the position is other than the D position, it is determined whether an eco-run return condition, that is, a restart condition, is satisfied in order to perform a normal eco-run control (step S106). The process is performed (step S108). If the condition is not satisfied, the stopped state of the engine 22 is continued (step S110), and the present routine ends.
[0026]
On the other hand, if the shift lever 84 is in the D position in step S104, it is next determined whether an eco-run return condition, that is, a restart condition, is satisfied (step S112). Is continued (step S110), and this routine ends.
[0027]
If the eco-run return condition is satisfied in step S112, the input-side clutch 30 is engaged (step S114), and then the detection value of the accelerator pedal position sensor 81 determines whether or not the accelerator pedal 80 is on. (Step S116). When the accelerator pedal 80 is on, engagement output is performed to the output side clutch 27 (step S118). When the output side clutch 27 is engaged, the engagement state is continued. If not engaged, it is operated to the engaged side. Next, a predetermined start process is performed on the engine 22 (step S120), and this routine ends.
[0028]
If the accelerator pedal 80 has not been turned on in step S116, the output clutch 27 is disengaged (step S122). From this state, a predetermined start process is performed on the engine 22 (step S120). finish. As shown in FIG. 3, the engine 22 is restarted in step S <b> 120, and when the rotation speed NE of the engine 22 reaches a predetermined idling rotation speed NETGT, engagement output is performed to the output side clutch 27.
[0029]
As described above, in the present embodiment, when the shift lever 84 is in the D position, the engine 22 is stopped by the eco-run control, and the accelerator pedal 80 is not turned on, the eco-run return condition is satisfied (step S112). The engine 22 is restarted with only the input side clutch 30 engaged (step S114) and the output side clutch 27 released (step S122). Therefore, in this embodiment, since the output side clutch 27 is not engaged when the engine 22 is restarted, the vibration torque at the time of restart is transmitted to the drive wheels 36 and 38 via the CVT 33. However, the possibility of vibration of the vehicle can be reduced. Further, in the present embodiment, the connection with the drive wheels 36 and 38 is disconnected and the CVT 33 can rotate freely, so that the gear ratio of the CVT 33 is easier to control than in the case where the input side clutch 30 is released. The effect described above can be obtained.
[0030]
On the other hand, if the accelerator pedal 80 is turned on in step S116, the engine 22 is restarted with the output side clutch 27 engaged (steps S118, S120). In this case, the driver makes a sudden start. Since it is considered that this is expected to be performed, there is no inconvenience or uncomfortable feeling even if the vibration occurs in the vehicle.
[0031]
In the present embodiment, the output side clutch 27 is released in step S122. However, instead of such a configuration, the power is output while the driving side member and the driven side member of the output side clutch 27 slide. A configuration in which the transmission is not performed may be adopted. In this case, the same effect can be obtained, and the time from the restart of the engine 22 to the engagement of the output side clutch 27 can be shortened. Has the advantage that it can be done quickly.
[0032]
In this embodiment, when the eco-run return condition is satisfied (step S112), the input side clutch 30 is engaged in step S114, and the engine 22 is restarted in that state. In such a case, the engine 22 may be restarted in a state where the input side clutch 30 is not engaged and the output side clutch 27 is released (step S122). That is, as shown in FIG. 4, for example, when the engine 22 is restarted in step S120, the input side clutch 30 is released, and the engine speed NE of the engine 22 becomes a predetermined idling engine speed NETGT. The input-side clutch 30 is configured to start engagement on condition that the reference rotational speed NE2 (for example, 350 rpm) is exceeded. In this configuration, when the input side clutch 30 is not engaged, the state is maintained, and when the input side clutch 30 is engaged, it is preferable that the operation is performed once to the release side.
[0033]
This configuration is common to the above-described embodiment in that the output side clutch 27 is not engaged when the engine 22 is restarted. In particular, not only the output side clutch 27 but also the input side clutch 30 is engaged. This embodiment is different from the above-described embodiment in that the restart is performed in a state where it is not performed. According to such a configuration, when the engine 22 is restarted, not only the drive wheels 36 and 38 but also the CVT 33 are separated from the engine 22, so that the engine 22 is restarted with a light load. As a result, the inertia force (inertia) of the CVT 33 is reduced, so that the restart can be performed promptly and lightly, and the risk of vibration accompanying the restart can be further reduced.
[0034]
Furthermore, in this configuration, when the engine 22 is restarted, the input side clutch 30 is in a so-called semi-engaged state, that is, the power transmission is performed while the driving side member and the driven side member of the input side clutch 30 slide. May not be performed. In this case, the same effect can be obtained, and the time from the restart of the engine 22 to the engagement of the input side clutch 30 can be shortened, so that the subsequent start is quickly performed. There are advantages that can be.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing a vehicle control device according to an embodiment of the present invention.
FIG. 2 is a flowchart illustrating an example of control according to the embodiment of the present invention.
FIG. 3 is a timing chart showing a relationship between starting of an engine and engagement of an output side clutch according to the embodiment of the present invention.
FIG. 4 is a timing chart showing a relationship between starting of an engine and engagement of an input side clutch in a modified example of the embodiment of the present invention.
[Explanation of symbols]
Reference Signs List 20 vehicle control device, 22 engine, 23 engine electronic control unit, 27 output clutch, 30 input clutch, 31 automatic transmission electronic control unit, 32 forward / reverse switching mechanism, 33 belt-driven continuously variable transmission, 36, 38 drive wheels, 40 motors, 70 electronic control units, 80 accelerator pedals, 81 accelerator pedal position sensors, 82 brake pedals, 83 brake pedal sensors, 84 shift levers, 85 shift position sensors.

Claims (6)

Comprising an internal combustion engine, a continuously variable transmission, an input-side clutch provided between the engine and the continuously variable transmission, and an output-side clutch provided on the output side of the continuously variable transmission, the internal combustion engine stops after the predetermined the restart condition is satisfied, the control device for a vehicle, characterized in that to release the and the output-side clutch is engaged the input clutch restarting the internal combustion engine. Comprising an internal combustion engine, a continuously variable transmission, an input-side clutch provided between the engine and the continuously variable transmission, and an output-side clutch provided on the output side of the continuously variable transmission, the internal combustion engine stops Thereafter, when a predetermined restart condition is satisfied, the input side clutch is released and the output side clutch is released to restart the internal combustion engine. An internal combustion engine, a continuously variable transmission, an input side clutch provided between the internal combustion engine and the continuously variable transmission, and an output side clutch provided on the output side of the continuously variable transmission,
After stopping the internal combustion engine, if the accelerator is not turned on when a predetermined restart condition is satisfied, the input side clutch is engaged and the output side clutch is released to restart the internal combustion engine,
After the internal combustion engine is stopped, when the accelerator is turned on when a predetermined restart condition is satisfied, the input clutch is engaged and the output clutch is engaged to restart the internal combustion engine. A control device for a vehicle, comprising: An internal combustion engine, a continuously variable transmission, an input side clutch provided between the internal combustion engine and the continuously variable transmission, and an output side clutch provided on the output side of the continuously variable transmission,
After stopping the internal combustion engine, if the accelerator is not turned on when a predetermined restart condition is satisfied, the input side clutch is released and the output side clutch is released to restart the internal combustion engine,
After the internal combustion engine is stopped, when the accelerator is turned on when a predetermined restart condition is satisfied, the input clutch is engaged and the output clutch is engaged to restart the internal combustion engine. A control device for a vehicle, comprising: The vehicle control device according to claim 2 or 4,
When the input side clutch is released and the output side clutch is released to restart the internal combustion engine, the engagement of the input side clutch is started when the rotation speed of the internal combustion engine exceeds a reference rotation speed. A control device for a vehicle. The control device for a vehicle according to any one of claims 1 to 5,
A control device for a vehicle, wherein the input side clutch is engaged, the output side clutch is engaged, and the internal combustion engine is stopped.

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