JP4281740B2 - Vehicle and control method thereof - Google Patents

Description

  The present invention relates to a vehicle and a control method thereof.

Conventionally, as this type of vehicle, there has been proposed a vehicle equipped with an engine that outputs a driving force to a driving wheel via a continuously variable transmission (see, for example, Patent Document 1). In this vehicle, the engine is automatically stopped when the vehicle is stopped and a predetermined idle stop condition is satisfied. However, even if the idle stop condition is satisfied, if the transmission ratio of the continuously variable transmission is smaller than the threshold value, the engine is stopped. By prohibiting the automatic stop of the engine until the gear ratio of the step transmission becomes equal to or greater than the threshold value, deterioration of startability at the start is prevented.
JP 2000-328980 A

  However, in the above-described vehicle, the engine is stopped when the vehicle is stopped and a predetermined idle stop condition is satisfied. Therefore, the present invention is not applicable when the engine is stopped while the vehicle is running. Even if the idle stop condition is satisfied, if the speed ratio of the continuously variable transmission is smaller than the threshold value, the automatic stop of the engine is prohibited until the speed ratio of the continuously variable transmission exceeds the threshold value. End up.

  One object of the vehicle and its control method of the present invention is to set the transmission gear ratio to a predetermined gear ratio when the internal combustion engine is disconnected and the operation is stopped while the vehicle is traveling. Another object of the vehicle and its control method of the present invention is to improve the energy efficiency of the vehicle.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

The vehicle of the present invention
An internal combustion engine;
It has an input shaft connected to the power shaft side to which power is output from the internal combustion engine and an output shaft connected to the axle side, accompanied by a change in gear ratio performed using a pressurized working fluid. Transmission means for transmitting power between the input shaft and the output shaft;
Working fluid pressurizing means for pressurizing the working fluid using a part of the power from the internal combustion engine;
Engagement means for engaging and releasing the engagement between the power shaft and the input shaft;
When a disengagement operation stop instruction is issued to stop the operation of the internal combustion engine by releasing the engagement between the power shaft and the input shaft during traveling, the fuel supply to the internal combustion engine is stopped and the engagement is performed. The speed ratio of the speed change means is set to a speed ratio that is greater than or equal to a predetermined speed ratio through a speed change gear that changes the speed ratio of the speed change means while the internal combustion engine is rotated with the engagement force of the means. And control means for controlling the internal combustion engine, the engagement means, and the speed change means so that the power shaft and the input shaft are disengaged and the operation of the internal combustion engine is stopped after shifting. When,
It is a summary to provide.

  In the vehicle according to the present invention, the disengagement operation stop instruction to stop the operation of the internal combustion engine by releasing the engagement between the power shaft from which the power is output from the internal combustion engine and the input shaft of the transmission means during traveling is given. Sometimes, the speed change ratio of the speed change means is changed via a follow-up shift which changes the speed change ratio of the speed change means in a state where the fuel supply to the internal combustion engine is stopped and the internal combustion engine is turned using the engaging force of the engagement means. The internal combustion engine, the engagement means, and the transmission means are brought into a stop state after the shift in which the speed ratio is equal to or greater than a predetermined speed ratio and the engagement between the power shaft and the input shaft is released and the operation of the internal combustion engine is stopped. Control. In this way, the operating fluid pressurizing means is operated by rotating the internal combustion engine while the fuel supply to the internal combustion engine is stopped to change the gear ratio of the working fluid transmission means. When the operation is stopped while the vehicle is disconnected, the speed ratio of the speed change means can be set to a speed ratio greater than or equal to a predetermined speed ratio, and the energy efficiency of the vehicle can be improved.

  The vehicle according to the present invention includes vehicle speed detecting means for detecting a vehicle speed, and the control means is configured to perform the rotation shift when the disengagement operation stop instruction is issued when the detected vehicle speed is equal to or higher than a predetermined vehicle speed. It is also possible to provide a means for controlling the vehicle to be in a stop state after the shift without going through. In this way, it is possible to suppress noise caused by the internal combustion engine being rotated at a relatively high speed, and to suppress the driver from feeling uncomfortable due to such noise. In this case, the control means releases the engagement between the power shaft and the input shaft by the engagement means when the disengagement operation stop instruction is issued when the detected vehicle speed is equal to or higher than a predetermined vehicle speed. Then, the control unit may be a unit that performs control so that the post-shift stop state is achieved via a self-sustained operation shift in which the speed ratio of the transmission unit is changed while the internal combustion engine is operated autonomously. In this way, when the internal combustion engine is disconnected and the operation is stopped during traveling, the speed ratio of the speed change means can be set to a speed ratio greater than or equal to a predetermined speed ratio.

  The vehicle according to the present invention further includes a rotation speed detection means for detecting the rotation speed of the internal combustion engine, and the engagement means is a means capable of adjusting an engagement force between the power shaft and the input shaft, and the control The means may be means for controlling the engaging force of the engaging means so that the detected rotational speed is equal to or less than a predetermined rotational speed during execution of the follow-up shift. In this way, it is possible to suppress noise caused by the internal combustion engine being rotated at a high speed of a predetermined number of revolutions or more, and to suppress the driver from feeling uncomfortable due to such noise.

  In the vehicle of the present invention in which the rotational speed of the internal combustion engine is controlled to be equal to or lower than a predetermined rotational speed, the engagement means includes a torque converter with a lock-up function, a rotary shaft on the output side of the torque converter, and the input shaft. And a clutch for releasing the connection, and the control means is configured to engage the engagement force in the lock-up function of the torque converter and the engagement in the clutch during the rotating gear shift. By adjusting at least one of the resultant force, it may be a means for controlling the detected rotational speed to be equal to or lower than the predetermined rotational speed. In this case, the control means is in the first heat generation state in which the heat generation expected by the adjustment of the engagement force in the lock-up function of the torque converter becomes the first heat generation while the follow-up shift is being executed. Until the detected rotational speed is controlled to be equal to or lower than the predetermined rotational speed by adjusting the engaging force in the lock-up function of the torque converter. It may be a means for controlling the detected rotational speed to be equal to or lower than the predetermined rotational speed by adjustment. In this way, overheating of the lockup function can be suppressed. Further, in this case, after the control means reaches the first heat generation state during execution of the follow-up shifting, the heat generation expected by adjusting the engagement force in the clutch becomes the second heat generation. Until the second heat generation state is reached, the detected rotation speed is controlled to be equal to or less than the predetermined rotation speed by adjusting the engagement force in the clutch, and after the second heat generation state is reached, the follow-up shift is terminated. Then, after releasing the engagement between the power shaft and the input shaft by the engaging means, the self-operating shift for changing the speed ratio of the speed changing means in a state where the internal combustion engine is operated autonomously is performed after the shift. It may be a means for controlling to be in a stopped state. In this way, overheating of the clutch can be suppressed.

  In the vehicle of the present invention, an electric motor capable of outputting driving power, a braking force applying means capable of applying a braking force to the vehicle, and a required driving force setting means for setting a required driving force required for traveling. The control means includes the internal combustion engine, the engagement means, the speed change means, and the electric motor so as to run with a driving force based on the set required driving force regardless of whether or not there is an instruction to stop the disengagement operation. And the braking force applying means. By so doing, it is possible to travel with a driving force based on the required driving force regardless of whether or not there is a disengagement operation stop instruction. Here, the required driving force includes both a driving force for accelerating the vehicle and a driving force (braking force) for decelerating.

The vehicle control method of the present invention includes:
Transmission ratio change performed using a pressurized working fluid having an internal combustion engine, an input shaft connected to a power shaft side from which power is output from the internal combustion engine, and an output shaft connected to an axle side Transmission means for transmitting power between the input shaft and the output shaft, working fluid pressurizing means for pressurizing the working fluid using a part of the power from the internal combustion engine, and the power shaft An engagement means for engaging and releasing the engagement with the input shaft, and a vehicle control method comprising:
When a disengagement operation stop instruction is issued to stop the operation of the internal combustion engine by releasing the engagement between the power shaft and the input shaft during traveling, the fuel supply to the internal combustion engine is stopped and the engagement is performed. The speed change ratio of the speed change means is set to a speed ratio greater than or equal to a predetermined speed ratio via a speed change gear that changes the speed ratio of the speed change means while the internal combustion engine is rotated with the engagement force of the means. And controlling the internal combustion engine, the engagement means, and the speed change means so that the engagement between the power shaft and the input shaft is released and the operation of the internal combustion engine is stopped after shifting.
It is characterized by that.

  In the vehicle control method of the present invention, the disengagement operation stop instruction for disengaging the power shaft from which the power is output from the internal combustion engine during traveling and the input shaft of the transmission means to stop the operation of the internal combustion engine. When the engine is stopped, the fuel supply of the internal combustion engine is stopped, and the speed change means of the speed change means is changed via a speed change gear that changes the speed ratio of the speed change means in the state where the internal combustion engine is turned using the engaging force of the engagement means. The transmission ratio between the internal combustion engine and the engaging means is changed so that the transmission ratio is equal to or greater than the predetermined transmission ratio, the engagement between the power shaft and the input shaft is released, and the operation of the internal combustion engine is stopped. Control means. In this way, the operating fluid pressurizing means is operated by rotating the internal combustion engine while the fuel supply to the internal combustion engine is stopped to change the gear ratio of the working fluid transmission means. When the operation is stopped while the vehicle is disconnected, the speed ratio of the speed change means can be set to a speed ratio greater than or equal to a predetermined speed ratio, and the energy efficiency of the vehicle can be improved.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as a first embodiment of the present invention. In the hybrid vehicle 20 of the first embodiment, the power from the engine 22 is transferred to the front wheels 69a and 69b via the torque converter 30, the forward / reverse switching mechanism 35, the CVT 40 as a belt-type continuously variable transmission, the gear mechanism 65, and the differential gear 66. The front wheel drive system 21 that outputs to the rear wheel, the rear wheel drive system 56 that outputs the power from the motor 57 to the rear wheels 69c and 69d via the gear mechanism 67 and the differential gear 68, and the front wheels 69a and 69b and the rear wheels 69c and 69d. A brake actuator 61 for controlling the brake of the vehicle and a hybrid electronic control unit 70 for controlling the entire apparatus.

  The engine 22 is configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. A crankshaft 23 that is an output shaft of the engine 22 is attached to the torque converter 30. The engine 22 performs fuel injection control, ignition control, intake air amount adjustment control, and the like based on signals from various sensors that detect the state of the engine 22, such as a crank position signal from a crank position sensor 23a attached to the crankshaft 23. Is performed by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The torque converter 30 is configured as a well-known fluid type torque converter with a lock-up clutch. If necessary, the torque converter 30 is connected to the crankshaft 23 of the engine 22 through the forward / reverse switching mechanism 35 and the CVT 40. The pump impeller 32 connected to the input shaft 41 is locked up by the lockup clutch 33. The lock-up clutch 33 of the torque converter 30 is operated by a hydraulic circuit 47 that is driven and controlled by a CVT electronic control unit (hereinafter referred to as CVTECU) 46 described later.

  The forward / reverse switching mechanism 35 includes a double-pinion planetary gear mechanism, a brake B1, and a clutch C1. The planetary gear mechanism of the double pinion includes an external gear sun gear 36, an internal gear ring gear 37 arranged concentrically with the sun gear 36, a plurality of first pinion gears 38 a meshing with the sun gear 36, and the first pinion gear 38 a. A plurality of second pinion gears 38b meshing with the pinion gear 38a and meshing with the ring gear 37; and a carrier 39 that holds the plurality of first pinion gears 38a and the plurality of second pinion gears 38b so as to rotate and revolve freely. 36 is connected to the output shaft 34 of the torque converter 30, and the carrier 39 is connected to the input shaft 41 of the CVT 40. The ring gear 37 of the planetary gear mechanism is connected to the case by a brake B1, and the ring gear 37 is freely rotated or prohibited from rotating by turning on and off the brake B1. The sun gear 36 and the carrier 39 of the planetary gear mechanism are connected by a clutch C1, and the sun gear 36 and the carrier 39 are connected or disconnected by turning on and off the clutch C1. The forward / reverse switching mechanism 35 turns off the brake B1 and turns on the clutch C1 to transmit the rotation of the output shaft 34 of the torque converter 30 to the input shaft 41 of the CVT 40 as it is to advance the vehicle or turn on the brake B1. At the same time, by turning off the clutch C1, the rotation of the output shaft 34 of the torque converter 30 is converted in the reverse direction and transmitted to the input shaft 41 of the CVT 40 to reverse the vehicle. Further, the output shaft 34 of the torque converter 30 and the input shaft 41 of the CVT 40 can be disconnected by turning off the brake B1 and turning off the clutch C1.

  The CVT 40 includes a primary pulley 43 that can be changed in groove width and connected to the input shaft 41, a secondary pulley 44 that can also be changed in groove width and connected to an output shaft 42 as a drive shaft, a primary pulley 43, and a secondary pulley. And a belt 45 extending in the groove of 44, and by changing the groove width of the primary pulley 43 and the secondary pulley 44 by a hydraulic circuit 47 that is driven and controlled by the CVTECU 46, the power of the input shaft 41 is changed steplessly. And output to the output shaft 42. Note that the change in the groove widths of the primary pulley 43 and the secondary pulley 44 is performed not only as a change in the gear ratio, but also as a control of the narrow pressure of the belt 45 for adjusting the transmission torque capacity of the CVT 40. The CVTECU 46 is supplied with the rotational speed Nin of the input shaft 41 from the rotational speed sensor 48 attached to the input shaft 41 and the rotational speed Nout of the output shaft 42 from the rotational speed sensor 49 attached to the output shaft 42. The CVTECU 46 outputs a drive signal to the hydraulic circuit 47. Further, the CVTECU 46 communicates with the hybrid electronic control unit 70, controls the transmission ratio of the CVT 40 by a control signal from the hybrid electronic control unit 70, and controls the input shaft 41 from the rotational speed sensor 48 as necessary. Data relating to the operating state of the CVT 40 such as the rotational speed Nin and the rotational speed Nout of the output shaft 42 of the rotational speed sensor 49 is output to the hybrid electronic control unit 70.

  The hydraulic circuit 47 includes an electric oil pump 55 driven by a motor 54 that receives power supply from a low-voltage battery (for example, a secondary battery having a rated voltage of 12 V) 51 and a crank of the engine 22, as shown in FIG. Regulator valves 104 and 106 for adjusting the hydraulic pressure generated by driving a mechanical oil pump 29 attached to the shaft 23 via a belt 27, and duty solenoids 108, 110, 112, 114 and 116 for adjusting the oil amount, In order to change the transmission ratio of the CVT 40, the control valve 118, 120 for changing the groove width of the primary pulley 43, and the groove width of the secondary pulley 44 are changed to change the narrow pressure of the belt 45 of the CVT 40. Belt narrow pressure control valve 122 and clutch C1 A clutch control valve 124 for turning on and off, a manual valve 128 having a piston 128a interlocked with a shift lever (not shown), and a lockup valve 130 for turning on and off the lockup clutch 33 of the torque converter 30. Yes. The regulator valve 104 regulates the line hydraulic pressure from the mechanical oil pump 29 or the electric oil pump 55 and supplies it to the duty solenoids 108, 110, 112, 114, 116, the belt narrow pressure control valve 122, and the clutch control valve 124. The shift control valve 118 opens and closes the line between the line oil pressure and the primary pulley 43 by the oil pressure from the duty solenoid 108 and the oil pressure from the duty solenoid 110. The shift control valve 120 opens and closes the line between the primary pulley 43 and the drain by the hydraulic pressure from the duty solenoid 108 and the hydraulic pressure from the duty solenoid 110. Therefore, by controlling the duty ratio of the duty solenoid 108 and the duty ratio of the duty solenoid 110, the transmission control valve 118 is controlled in the opening direction and the transmission control valve 120 is controlled in the closing direction so that the line hydraulic pressure is primary. The CVT 40 is upshifted by acting on the pulley 43, or the control valve 118 for shifting is controlled in the closing direction and the control valve 120 for shifting is controlled in the opening direction so that the line hydraulic pressure acting on the primary pulley 43 is removed to remove the CVT 40. Can downshift. The belt narrow pressure control valve 122 opens and closes the line between the line oil pressure and the secondary pulley 44 by the oil pressure from the regulator valve 104 and the oil pressure from the duty solenoid 112. Therefore, by controlling the duty ratio of the duty solenoid 112, the narrow pressure of the belt 45 can be adjusted by adjusting the opening and closing of the belt narrow pressure control valve 122 and adjusting the hydraulic pressure acting on the secondary pulley 44. The shift valve 126 opens and closes the line between the hydraulic pressure from the clutch control valve 124 and the manual valve 128 by the hydraulic pressure from the duty solenoid 114 and the hydraulic pressure from the duty solenoid 116, and the manual valve 128 is moved to the position of a shift lever (not shown). In response, the hydraulic pressure from the shift valve 126 and the line from the clutch C1 and the hydraulic pressure from the shift valve 126 and the line from the brake B1 are opened and closed. When the shift lever 81 is in the “D” range, that is, when the operator selects normal forward travel, the line between the hydraulic pressure from the shift valve 126 and the clutch C1 is opened and the clutch C1 is turned on. Then, the line between the hydraulic pressure from the shift valve 126 and the brake B1 is closed and the hydraulic pressure acting on the brake B1 is released to turn off the brake B1. Then, by controlling the duty ratio of the duty solenoid 114 and the duty ratio of the duty solenoid 116, the hydraulic pressure acting on the clutch C1 is adjusted to make the clutch C1 half-engaged or completely engaged (turned on). . On the other hand, when the shift lever is in the “R” range, that is, when the operator selects reverse travel, the line between the hydraulic pressure from the shift valve 126 and the clutch C1 is closed and the hydraulic pressure acting on the clutch C1. Is removed, the clutch C1 is turned off, the line between the hydraulic pressure from the shift valve 126 and the brake B1 is opened, and the brake B1 is turned on. Further, by controlling the duty ratio of the duty solenoid 114 and the duty ratio of the duty solenoid 116, the hydraulic pressure acting on the clutch C1 is adjusted to make the clutch C1 half-engaged or completely engaged (turned on). . The regulator valve 104 regulates the line hydraulic pressure from the mechanical oil pump 29 or the electric oil pump 55 and supplies it to the lockup valve 130. The lockup valve 130 turns on and off the lockup clutch 33 of the torque converter 30 by the hydraulic pressure from the regulator valve 104 and the hydraulic pressure from the duty solenoid 110.

  The motor 57 is configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor, and is driven via a belt 27 that is hung on the crankshaft 23 of the engine 22 via an inverter 58. The alternator 28 and a high voltage battery (for example, a secondary battery having a rated voltage of 42 V) connected to an output terminal of the power line to the alternator 28 are connected to and driven by power supplied from the alternator 28 and the high voltage battery 50. Or the high voltage battery 50 is charged with the electric power generated by the regenerative control. The motor 57 is driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 59. The motor ECU 59 receives signals necessary for driving and controlling the motor 57, such as a signal from a rotational position detection sensor 57a for detecting the rotational position of the rotor of the motor 57, and a motor 57 detected by a current sensor (not shown). An applied phase current or the like is input, and a switching signal to the switching element of the inverter 58 is output from the motor ECU 59. In addition, the motor ECU 59 communicates with the hybrid electronic control unit 70, and drives and controls the motor 57 by outputting a switching control signal to the inverter 58 by a control signal from the hybrid electronic control unit 70. In response, data relating to the operating state of the motor 57 is output to the hybrid electronic control unit 70. The high voltage battery 50 and the low voltage battery 51 are connected via a DC / DC converter 52 that converts the voltage, so that the electric power from the high voltage battery 50 side is converted into voltage and supplied to the low voltage battery 51 side. It has become. The high-voltage battery 50 and the low-voltage battery 51 are connected to a terminal or voltage sensor from a voltage sensor (not shown) attached to output terminals of both batteries 50 and 51 (not shown) by a battery electronic control unit (hereinafter referred to as battery ECU) 53. The remaining capacity (SOC), input / output restrictions, and the like are calculated and managed based on the charge / discharge current from the battery, the battery temperature from the temperature sensor, and the like.

  The brake actuator 61 has a braking torque corresponding to the share of the brake in the braking force applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 60b generated in response to the depression of the brake pedal 85 and the vehicle speed V. The front wheels 69a, 69b The brake is adjusted so that the braking torque acts on the front wheels 69a, 69b and the rear wheels 69c, 69d regardless of the depression of the brake pedal 85, or the hydraulic pressure of the brake wheel cylinders 64a-64d is adjusted so as to act on the rear wheels 69c, 69d. The hydraulic pressures of the wheel cylinders 64a to 64d can be adjusted. The brake actuator 61 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 62. The brake ECU 62 inputs signals such as a wheel speed from a wheel speed sensor (not shown) attached to the front wheels 69a and 69b and the rear wheels 69c and 69d and a steering angle from a steering angle sensor (not shown) through a signal line (not shown). The anti-lock brake system function (ABS) for preventing any of the front wheels 69a, 69b and the rear wheels 69c, 69d from slipping due to the lock when the driver depresses the brake pedal 85, and the driver uses the accelerator pedal 83. Traction control (TRC) that prevents any of the front wheels 69a and 69b and the rear wheels 69c and 69d from slipping when the vehicle is stepped on, and posture holding control (VSC) that holds the posture when the vehicle is turning. ). The brake ECU 62 communicates with the hybrid electronic control unit 70, and controls the drive of the brake actuator 61 by a control signal from the hybrid electronic control unit 70, and the data regarding the state of the brake actuator 61 is used for the hybrid as necessary. Output to the electronic control unit 70.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor that detects the amount of depression of the accelerator pedal 83. Accelerator opening degree Acc from 84, brake pedal position BP from brake pedal position sensor 86 for detecting the depression amount of brake pedal 85, vehicle speed V from vehicle speed sensor 87, gradient θ from gradient sensor 88, brake booster 60 Negative pressure P or the like from the pressure sensor 60a for detecting pressure is input via the input port. The hybrid electronic control unit 70 outputs a drive signal to the starter motor 26 attached to the crankshaft 23 via the gear 25, a drive signal to the alternator 28, a control signal to the motor 54 of the electric oil pump 55, and the like. It is output through the port. The hybrid electronic control unit 70 communicates with the engine ECU 24, the CVTECU 46, the battery ECU 53, the motor ECU 59, and the brake ECU 62, and exchanges various control signals and data.

  The hybrid vehicle 20 of the first embodiment thus configured mainly travels by outputting the power from the engine 22 to the front wheels 69a and 69b in response to the driver's operation of the accelerator pedal 83, and the motor 57 as required. Is output to the rear wheels 69c and 69d to drive by four-wheel drive. Examples of traveling by four-wheel drive include, for example, sudden acceleration when the accelerator pedal 83 is greatly depressed or when a wheel slips. Further, at the time of deceleration such as when the brake pedal 85 is depressed during traveling, the clutch C1 is disconnected and the engine 22 is stopped with the engine 22 disconnected from the CVT 40, and the motor 57 is regeneratively controlled. The regenerative braking is used to apply braking force to the rear wheels 69c and 69d, and the high-voltage battery 50 is charged by the electric power regenerated by the motor 57, thereby improving the energy efficiency of the entire system.

  Next, the operation of the hybrid vehicle 20 of the first embodiment, particularly the operation when the clutch C1 is turned off and the operation of the engine 22 is stopped will be described. As described above, since the clutch C1 is turned off and the operation of the engine 22 is stopped when the brake pedal 85 is depressed, the operation at the time of braking when the driver depresses the brake pedal 85 will be described. FIG. 3 is a flowchart showing an example of a drive control routine at the time of braking executed by the hybrid electronic control unit 70 of the first embodiment. FIG. 4 is a flowchart when the clutch C1 is turned off and the engine 22 is stopped at the time of braking. 7 is a flowchart showing an example of an engine stop control routine during braking that is fully crossed by the hybrid electronic control unit 70. The drive control routine is repeatedly executed every predetermined time (for example, every several msec) from when the brake pedal 85 is depressed by the driver. The engine stop control during braking is executed immediately after the brake pedal 85 is depressed. For ease of explanation, first, the drive control will be described with reference to FIG. 3, and then the engine stop control during braking will be described with reference to FIG.

  When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first calculates the brake pedal position BP from the brake pedal position sensor 86, the vehicle speed V from the vehicle speed sensor 87, the rotational speed Ne of the engine 22, and the CVT 40. A process of inputting data necessary for control such as the gear ratio γ is executed (step S100). Here, as for the rotational speed Ne of the engine 22, the value calculated by the crank position detected by the crank position sensor 23a is inputted from the engine ECU 24 by communication. As for the gear ratio γ, a value calculated from the rotation speed Nin of the input shaft 41 detected by the rotation speed sensors 48 and 49 and the rotation speed Nout of the output shaft 42 is input from the CVT ECU 46 by communication.

  When the data is input in this way, the required torque Td * as the braking force is set based on the input brake pedal position BP and the vehicle speed V (step S110). In the first embodiment, the required torque Td * is set in advance in the relationship between the brake pedal position BP, the vehicle speed V, and the required torque Td * and stored in the ROM 74 as a required torque setting map. When the vehicle speed V is given, the corresponding required torque Td * is derived from the map. An example of the required torque setting map is shown in FIG.

  Then, it is determined whether or not the clutch C1 is turned on (step S120). When the clutch C1 is turned on, the braking applied to the vehicle by the engine brake based on the engine speed Ne and the gear ratio γ. The torque is set as the engine brake torque Teg (step S130), and when the clutch C1 is off, the engine brake torque Teg is set to 0 (step S140). In the first embodiment, the engine brake torque Teg when the clutch C1 is turned on is obtained by previously determining the relationship between the rotational speed Ne, the gear ratio γ, and the engine brake torque Teg of the engine 22 through an experiment or the like. The map is stored in the ROM 74, and when the engine speed Ne and the gear ratio γ are given, the corresponding engine brake torque Teg is derived from the map.

  Subsequently, the braking torque output from the motor 57 according to the vehicle speed V is limited by the torque obtained by subtracting the engine brake torque Teg from the required torque Td *, and the motor 57 is regeneratively controlled to act on the rear wheels 69c and 69d. The motor brake torque Tm as power is set (step S150), the engine brake torque Teg and the motor brake torque Tm are subtracted from the required torque Td * to set the hydraulic brake torque Tb (step S160), and the set motor brake The torque Tm is transmitted to the motor ECU 59, and the hydraulic brake torque Tb is transmitted to the brake ECU 62 (step S170), and this routine is terminated. Here, as the braking torque output from the motor 57 in accordance with the vehicle speed V, for example, the rated value of the motor 57 can be used. The motor ECU 59 that has received the motor brake torque Tm performs switching control of the switching element of the inverter 58 so that the motor brake torque Tm as the braking torque acts on the rear wheels 69c and 69d. The brake ECU 62 that has received the hydraulic brake torque Tb controls the brake actuator 61 so that the hydraulic brake torque Tb acts on the front wheels 69a and 69b and the rear wheels 69c and 69d by the brake wheel cylinders 64a to 64d. In this way, by regenerative control of the motor 57, a part of the kinetic energy of the vehicle can be regenerated as electric power and stored in the high voltage battery 50. Therefore, since the motor 57 can be driven and controlled using the electric power stored in the high voltage battery 50, the energy efficiency of the vehicle can be improved.

  When the braking engine stop control routine of FIG. 4 is executed, the CPU 72 of the hybrid electronic control unit 70 first sets the gear ratio γ of the CVT 40 to be equal to or greater than the threshold value γref near the maximum gear ratio in preparation for the next start. A gear shift instruction is transmitted to CVT ECU 46 (step S200), and an instruction to stop fuel injection of engine 22 is transmitted to engine ECU 24 (step S210). The CVT ECU 46 that has received the gear shift instruction controls the hydraulic circuit 47 so that the gear ratio γ is increased. Further, the engine ECU 24 that has received an instruction to stop fuel injection stops fuel injection from a fuel injection valve (not shown).

  Subsequently, the vehicle speed V from the vehicle speed sensor 87 is input (step S220), and it is determined whether or not the input vehicle speed V is equal to or higher than a threshold value Vref (step S230). Here, the threshold value Vref is set as the vehicle speed V corresponding to the upper limit rotational speed Nvref in a range in which the rotational speed Ne of the engine 22 does not cause the driver to feel strange when the transmission ratio γ of the CVT 40 is set to the threshold value γref. When the vehicle speed V is equal to or higher than the threshold value Vref, it is determined that the driver feels uncomfortable if the gear ratio γ of the CVT 40 is equal to or higher than the threshold value γref, and the CVTECU 46 is instructed to turn off the clutch C1 (step S240). The engine ECU 24 is instructed to perform idle operation (step S250), waits for the gear ratio γref of the CVT 40 to be equal to or greater than the threshold value γref (steps S260, S270), and instructs the engine ECU 24 to stop the operation of the engine 22. (Step S280), and this routine is finished. That is, the gear ratio γ of the CVT 40 is changed using the hydraulic pressure generated by the mechanical oil pump 29 that operates by idling the engine 22. The engine ECU 24 that has received the instruction for idling the engine 22 restarts the stopped fuel injection and operates the engine 22 at the idling speed.

  FIG. 6 shows that when the vehicle speed V is equal to or higher than the threshold value Vref, the clutch C1 is turned off and when the operation of the engine 22 is stopped, the rotational speed Ne of the engine 22, the gear ratio γ of the CVT 40, the fuel injection state of the engine 22 and the clutch C1. It is explanatory drawing which shows an example of the time change with this state. As shown in the figure, when the brake pedal 85 is depressed at time T11, the gear ratio γ of the CVT 40 is started to be greatly changed, the fuel injection of the engine 22 is stopped, and the clutch C1 is turned off. At time T12 when the rotational speed Ne of the engine 22 reaches the idle rotational speed Nidl, fuel injection of the engine 22 is started and the engine 22 is operated at the idle rotational speed Nidl. Then, at the time T13 when the gear ratio γ of the CVT 40 reaches the threshold value γref, the braking engine stop control is terminated.

  On the other hand, when the vehicle speed V is less than the threshold value Vref, it is determined that the driver does not feel uncomfortable even if the gear ratio γref of the CVT 40 is set to the threshold value γref, and the CVT 40 has the condition that the engine speed Ne is equal to or higher than the threshold value Nmin. Waiting for the gear ratio γ to be equal to or greater than the threshold value γref (steps S290 to S310), the CVTECU 46 transmits an instruction to turn off the clutch C1 (step S320), and the routine is terminated. In this way, the mechanical oil pump 29 is operated by rotating the engine 22 while the fuel injection of the engine 22 is stopped during traveling, and the transmission ratio γ of the CVT 40 is set to a threshold value using the hydraulic pressure generated thereby. Since the clutch C1 is turned off after that, since the clutch C1 is turned off, the fuel consumption can be improved as compared with the case where the engine 22 is operated with fuel injection until the gear ratio γ of the CVT 40 is always set to the threshold value γref or more. As a result, the energy efficiency of the vehicle can be improved. Here, the threshold value Nmin is set as a rotational speed larger than the rotational speed of the engine 22 necessary for operating the mechanical oil pump 29. If the rotational speed Ne of the engine 22 becomes less than the threshold value Nmin before the speed ratio γ reaches or exceeds the threshold value γref, the processing of steps S240 to S280, that is, the clutch C1 is turned off and the engine 22 is idled to change the speed ratio of the CVT 40. A process for stopping the operation of the engine 22 with γ being equal to or greater than the threshold value γref is executed, and this routine is terminated.

  FIG. 7 shows that when the vehicle speed V is less than the threshold value Vref, the clutch C1 is turned off and the operation speed of the engine 22 when the operation of the engine 22 is stopped, the gear ratio γ of the CVT 40, the fuel injection state of the engine 22 and the clutch It is explanatory drawing which shows an example of the time change with the state of C1. As shown in the figure, when the brake pedal 85 is depressed at time T21, the gear ratio γ of the CVT 40 is started to be greatly changed and the fuel injection of the engine 22 is stopped, but the clutch C1 is kept on. Therefore, the engine 22 is rotated and its rotational speed Ne increases. At time T23 when the gear ratio γ of the CVT 40 reaches the threshold value γref, the clutch C1 is turned off, and the braking engine stop control is terminated.

  According to the hybrid vehicle 20 of the first embodiment described above, when the brake pedal 85 is depressed during traveling, the mechanical oil is driven by rotating the engine 22 with the fuel injection of the engine 22 stopped. Since the pump 29 is operated and the resulting hydraulic pressure is used to set the gear ratio γ of the CVT 40 to a threshold value γref or more to turn off the clutch C1 and stop the operation of the engine 22, the gear ratio γ of the CVT 40 is set to the threshold value γref. The fuel consumption can be improved as compared with the case where the engine 22 is operated with fuel injection until the above is achieved. As a result, the energy efficiency of the vehicle can be improved. In addition, when the vehicle speed V is equal to or higher than the threshold value Vref, the clutch C1 is turned off and the engine 22 is idled to drive the mechanical oil pump 29. The hydraulic pressure generated thereby causes the transmission ratio γ of the CVT 40 to be equal to or higher than the threshold value γref. Therefore, it is possible to suppress the driver from feeling uncomfortable due to the unnecessarily high rotation speed Ne of the engine 22.

  In the hybrid vehicle 20 of the first embodiment, when the vehicle speed V is equal to or higher than the threshold value Vref, the clutch C1 is turned off in order to prevent the driver 22 from feeling uncomfortable due to an unnecessarily high rotational speed Ne of the engine 22. In addition, the engine 22 is idled to drive the mechanical oil pump 29, and the transmission ratio γ of the CVT 40 is set to be equal to or higher than the threshold value γref by using the hydraulic pressure generated thereby, but when the vehicle speed V is equal to or higher than the threshold value Vref. However, the mechanical oil pump 29 may be operated by rotating the engine 22 while the fuel injection of the engine 22 is stopped, and the transmission ratio γ of the CVT 40 may be set to be equal to or greater than the threshold γref using the hydraulic pressure generated thereby. .

  Next, a hybrid vehicle 20B as a second embodiment of the present invention will be described. The hybrid vehicle 20B of the second embodiment has the same hardware configuration as the hybrid vehicle 20 of the first embodiment illustrated in FIGS. Therefore, in order to avoid redundant description, the hardware configuration of the hybrid vehicle 20B of the second embodiment is denoted by the same reference numeral as the hardware configuration of the hybrid vehicle 20 of the first embodiment, and the detailed description thereof is omitted. . In the hybrid vehicle 20B of the second embodiment, when the brake pedal 85 is depressed by the driver, the drive control routine of FIG. 3 is executed in the same manner as the hybrid vehicle 20 of the first embodiment. Instead of the stop control routine, the braking engine stop control routine of FIG. 8 is executed. The engine stop control during braking will be described below using the routine of FIG.

  When the braking engine stop control routine is executed, the CPU 72 of the hybrid electronic control unit 70 of the second embodiment first sets the gear ratio γ of the CVT 40 to a threshold value γref near the maximum gear ratio in preparation for the next start. A shift instruction is transmitted to the CVT ECU 46 (step S400), and an instruction to stop fuel injection of the engine 22 is transmitted to the engine ECU 24 (step S410). The CVT ECU 46 that has received the gear shift instruction controls the hydraulic circuit 47 so that the gear ratio γ is increased. Further, the engine ECU 24 that has received an instruction to stop fuel injection stops fuel injection from a fuel injection valve (not shown).

  Subsequently, the rotational speed Ne of the engine 22 and the transmission gear ratio γ of the CVT 40 are input (step S420), and it is determined whether or not the transmission gear ratio γ is greater than or equal to a threshold value γref (step S430). The method for inputting the rotational speed Ne of the engine 22, the method for inputting the gear ratio γ of the CVT 40, and the meaning of the threshold value γref are the same as in the first embodiment.

  When the gear ratio γ is equal to or greater than the threshold value γref, it is determined that preparation for the next start is completed, and the CVTECU 46 is instructed to turn off both when the lockup clutch 33 and the clutch C1 of the torque converter 30 are on (step S550). ) When the fuel injection is performed and the engine 22 is in operation, the engine ECU 24 is instructed to stop the operation of the engine 22 (step S560), and this routine is terminated. Upon receiving the instruction to turn off the lockup clutch 33 and turn off the clutch C1, the CVT ECU 46 drives the hydraulic circuit 47 to turn off the hydraulic pressure of the lockup clutch 33 and to turn off the hydraulic pressure of the clutch C1. Further, the engine ECU 24 that has received the instruction to stop the engine 22 stops the fuel injection control, ignition control, and intake air amount control to stop the engine 22.

  If it is determined in step S430 that the gear ratio γ is less than the threshold value γref, the rotational speed Ne of the engine 22 is compared with the threshold value Nref (step S440). The threshold value Nref is set as a rotational speed lower than the upper limit rotational speed in a rotational speed region that does not cause the driver to feel uncomfortable at a rotational speed higher than the idle rotational speed Nidl of the engine 22. When the rotational speed Ne of the engine 22 is less than the threshold value Nref, the lockup clutch 33 of the torque converter 30 is turned off and the clutch C1 is turned off (step S530), and the engine 22 is idling (step S540). Is waited for the transmission gear ratio γ to become equal to or greater than the threshold value γref (steps S420 and S430), the engine 22 is stopped (step S560), and this routine is terminated. That is, the mechanical oil pump 29 is driven by idling the engine 22, and the transmission ratio γ of the CVT 40 is set to be equal to or greater than the threshold value γref by using the hydraulic pressure generated thereby.

  When the rotational speed Ne of the engine 22 is greater than or equal to the threshold value Nref, it is determined whether or not the lockup clutch 33 is turned off (step S450), and when the lockup clutch 33 is not turned off, It is determined whether or not a predetermined time has elapsed since the start of half-engagement (step S460). If the predetermined time has not elapsed, the CVT ECU 46 is instructed to reduce the hydraulic pressure of the lockup clutch 33 (step S470), and the lock is applied. The engine 22 is rotated with the half-engagement of the up clutch 33. As a result, the mechanical oil pump 29 is driven, and the transmission ratio γ of the CVT 40 is set to be equal to or higher than the threshold γref using the hydraulic pressure generated thereby. Here, the predetermined time is set as a time such that the temperature rise due to heat generated by half-engaging the lock-up clutch 33 is within an allowable range, and can be determined by the characteristics of the lock-up clutch 33 and the like. . In this way, by limiting the half-engagement of the lock-up clutch 33 until a predetermined time elapses, the lock-up clutch 33 can be seized even if the engine 22 is rotated with the half-engagement of the lock-up clutch 33. Can be prevented. As described above, when the speed ratio γ of the CVT 40 reaches the threshold value γref before the predetermined time elapses when the rotational speed Ne of the engine 22 is equal to or higher than the threshold value Nref and the lockup clutch 33 is not turned off (steps S420 and S430). The CVT ECU 46 is instructed to completely turn off the lock-up clutch 33 and the clutch C1 of the torque converter 30 (step S550), the engine ECU 24 is instructed to stop the operation of the engine 22 (step S560), and this routine is terminated. . When a predetermined time has elapsed when the rotational speed Ne of the engine 22 is equal to or greater than the threshold value Nref and the lockup clutch 33 is not turned off, the CVTECU 46 is instructed to completely turn off the lockup clutch 33 (step S480).

  When the lockup clutch 33 is turned off in step S480 or when the rotation speed Ne of the engine 22 is equal to or greater than the threshold value Nref and the lockup clutch 33 is turned off, it is determined whether or not the clutch C1 is turned off (step S490). ) When the clutch C1 is not turned off, it is determined whether or not a predetermined time has elapsed since half-engagement of the clutch C1 described later is started (step S500). When the predetermined time has not elapsed, the hydraulic pressure of the clutch C1 is determined. The CVT ECU 46 is instructed to reduce the engine speed (step S510), and the engine 22 is rotated with the half-engagement of the clutch C1. As a result, the mechanical oil pump 29 is driven, and the transmission ratio γ of the CVT 40 is set to be equal to or higher than the threshold γref using the hydraulic pressure generated thereby. Here, the predetermined time is set as a time such that the temperature rise due to heat generated by half-engaging the clutch C1 is within an allowable range, and can be determined by the characteristics of the clutch C1 and the like. Thus, by limiting the half-engagement of the clutch C1 until a predetermined time elapses, the clutch C1 can be prevented from seizing even if the engine 22 is rotated with the half-engagement of the clutch C1. Thus, the speed ratio γ of the CVT 40 reaches the threshold value γref before the predetermined time elapses when the rotation speed Ne of the engine 22 is equal to or higher than the threshold value Nref and the lockup clutch 33 is turned off and the clutch C1 is not turned off. (Steps S420 and S430), the CVT ECU 46 is instructed to completely turn off the clutch C1 (Step S550), the engine ECU 24 is instructed to stop the operation of the engine 22 (Step S560), and this routine is terminated. In addition, when the rotation speed Ne of the engine 22 is equal to or greater than the threshold value Nref and the lockup clutch 33 is turned off and the clutch C1 is not turned off, the CVT ECU 46 is instructed to completely turn off the clutch C1. (Step S520).

  When the clutch C1 is turned off in step S520, or when the rotation speed Ne of the engine 22 is equal to or greater than the threshold value Nref and the lockup clutch 33 and the clutch C1 are completely turned off, the engine 22 is in an idle operation (step S540). Then, waiting for the gear ratio γ of the CVT 40 to become equal to or greater than the threshold value γref (steps S420 and S430), the engine 22 is stopped (step S560), and this routine is terminated. That is, the mechanical oil pump 29 is driven by idling the engine 22, and the transmission ratio γ of the CVT 40 is set to be equal to or greater than the threshold value γref by using the hydraulic pressure generated thereby.

  9 shows the engine speed Ne of the engine 22 and the gear ratio γ of the CVT 40 and the fuel injection state of the engine 22 when the clutch C1 is turned off and the operation of the engine 22 is stopped by the braking engine stop control routine of FIG. It is explanatory drawing which shows an example of the time change of the state of the lockup clutch 33, and the state of the clutch C1. As shown in the figure, when the brake pedal 85 is depressed at time T31, the gear ratio γ of the CVT 40 is started to be greatly changed and the fuel injection of the engine 22 is stopped. Since the rotational speed Ne of the engine 22 is equal to or greater than the threshold value Nref, the hydraulic pressure of the lockup clutch 33 starts to decrease, and the engine 22 is rotated with the half-engagement of the lockup clutch 33. At a time T32 when a predetermined time has elapsed after the half-engagement of the lock-up clutch 33 is started, the lock-up clutch 33 is completely turned off and the decrease in the hydraulic pressure of the clutch C1 is started, accompanied by a half-engagement of the clutch C1. Then, the engine 22 is rotated. At a time T33 when a predetermined time has elapsed since the half-engagement of the clutch C1 is started, the clutch C1 is completely turned off, and the fuel injection to the engine 22 is performed when the engine speed Ne reaches the idle speed Nidl. The engine 22 is started at the idling speed Nidl. Then, at the time T34 when the gear ratio γ of the CVT 40 reaches the threshold value γref, the operation of the engine 22 is stopped and the braking engine stop control is ended.

  According to the hybrid vehicle 20B of the second embodiment described above, when the brake pedal 85 is depressed during traveling, the fuel is accompanied by the half-engagement of the lockup clutch 33 and the half-engagement of the clutch C1. By rotating the engine 22 in a state where the injection is stopped, the mechanical oil pump 29 is operated, and the transmission ratio γ of the CVT 40 is set to a threshold value γref or more using the hydraulic pressure generated thereby, and the clutch C1 is turned off and the engine 22 is operated. Therefore, the fuel consumption can be improved as compared with the case where the engine 22 is operated with fuel injection until the gear ratio γ of the CVT 40 is equal to or greater than the threshold value γref. As a result, the energy efficiency of the vehicle can be improved. In addition, it is possible to allow the heat generation of the lockup clutch 33 and the heat generation of the clutch C1 to rotate the engine 22 in a state where the fuel injection is stopped with the half engagement of the lockup clutch 33 and the half engagement of the clutch C1. Therefore, the lock-up clutch 33 and the clutch C1 can be prevented from seizing. When the gear ratio γ of the CVT 40 cannot be made equal to or greater than the threshold γref even by rotating the engine 22 in a state where fuel injection is stopped with the half-engagement of the lock-up clutch 33 and the half-engagement of the clutch C1, By operating the engine 22 at the idling speed Nidl, the mechanical oil pump 29 is operated, and the transmission ratio γ of the CVT 40 is set to a threshold value γref or more using the hydraulic pressure generated thereby, and the clutch C1 is turned off and the engine 22 is operated. Can be stopped.

  In the hybrid vehicle 20B of the second embodiment, when the brake pedal 85 is depressed while the vehicle is running, the fuel injection is stopped with the half-engagement of the lockup clutch 33 and the half-engagement of the clutch C1. The gear ratio γ of the CVT 40 is set to a threshold value γref or more to turn off the clutch C1 and stop the operation of the engine 22, but the fuel injection is performed with the half-engagement of the lockup clutch 33. Without rotating the engine 22 in the stopped state, the gear ratio γ of the CVT 40 is set to the threshold value γref or more by turning the engine 22 in the state where fuel injection is stopped with the half engagement of the clutch C1, and the clutch C1 is turned off. And the engine 22 may be stopped.

  In the hybrid vehicle 20B of the second embodiment, the heat generated by the lockup clutch 33 and the clutch C1 are rotated together with the engine 22 in a state where the fuel injection is stopped with the half engagement of the lockup clutch 33 and the half engagement of the clutch C1. Although the heat generation amount of the lockup clutch 33 and the heat generation amount of the clutch C1 are calculated, the lockup clutch is within a range in which the calculated heat generation amount does not exceed the allowable heat amount. The engine 22 in a state where the fuel injection is stopped with the half-engagement of 33 and the half-engagement of the clutch C1 may be rotated.

  In the hybrid vehicle 20B of the second embodiment, regardless of the vehicle speed V, when the brake pedal 85 is depressed during traveling, the lock-up clutch 33 is half-engaged and the clutch C1 is half-engaged. By rotating the engine 22 in a state where the fuel injection is stopped, the transmission ratio γ of the CVT 40 is set to a threshold value γref or more, the clutch C1 is turned off and the operation of the engine 22 is stopped. Only when the vehicle speed V when the pedal 85 is depressed is equal to or higher than the threshold value Vref, by rotating the engine 22 in a state where fuel injection is stopped with the half-engagement of the lockup clutch 33 and the half-engagement of the clutch C1. The transmission ratio γ of the CVT 40 is set to a threshold value γref or more, the clutch C1 is turned off, and the operation of the engine 22 is stopped. It may be as a state. In this case, when the vehicle speed V when the brake pedal 85 is depressed during traveling is less than the threshold value Vref, the braking engine stop control routine of FIG. 4 executed by the hybrid vehicle 20 of the first embodiment is executed. The speed ratio γ of the CVT 40 may be set to be equal to or greater than the threshold value γref by the processing of S290 to S320, and the clutch C1 may be turned off and the engine 22 may be stopped.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, the forward / reverse switching mechanism 35 having the clutch C1 is provided. However, the engine 22 is only required to be disconnected from the CVT 40 side. A clutch may be provided between the engine 22 and a clutch provided between the forward / reverse switching mechanism 35 and the CVT 40. The torque converter 30 may not be provided.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, the rear wheels 69c and 69d are driven by the motor 57, but the rear wheels 69c are driven by a drive source other than the motor 57. , 69d may be provided, or the rear wheel drive system 56 may not be provided.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as a first embodiment of the present invention. 2 is a configuration diagram illustrating an example of a configuration of a hydraulic circuit 47. FIG. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of 1st Example. It is a flowchart which shows an example of the engine stop control routine at the time of a braking performed by the electronic control unit for hybrids 70 of 1st Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. When the vehicle speed V is equal to or higher than the threshold value Vref, the clutch C1 is turned off and the engine 22 is stopped and the speed Ne of the engine 22, the gear ratio γ of the CVT 40, the fuel injection state of the engine 22, and the state of the clutch C1 It is explanatory drawing which shows an example of the time change of. When the vehicle speed V is less than the threshold value Vref, the clutch C1 is turned off, and the engine speed 22 when the engine 22 is stopped, the gear ratio γ of the CVT 40, the fuel injection state of the engine 22, and the state of the clutch C1 It is explanatory drawing which shows an example of the time change of. It is a flowchart which shows an example of the engine stop control routine at the time of a brake performed by the electronic control unit for hybrid 70 of 2nd Example. According to the second embodiment, the clutch C1 is turned off by the engine stop control during braking and the engine speed 22 of the engine 22, the gear ratio γ of the CVT 40, the fuel injection state of the engine 22 and the lock-up clutch when the operation of the engine 22 is stopped. It is explanatory drawing which shows an example of the time change of the state of 33 and the state of the clutch C1.

Explanation of symbols

20 hybrid vehicle, 21 front wheel drive system, 22 engine, 23 crankshaft, 23a crank position sensor, 24 engine electronic control unit (engine ECU), 25 gear, 26 starter motor, 27 belt, 28 alternator, 29 mechanical oil pump , 30 Torque converter, 31 Turbine runner, 32 Pump impeller, 33 Lock-up clutch, 34 Output shaft, 35 Forward / reverse switching mechanism, 36 Sun gear, 37 Ring gear, 38a Multiple first pinion gears, 38b Multiple second pinion gears, 39 Carrier 40 CVT, 41 input shaft, 42 output shaft, 43 primary pulley, 44 secondary pulley, 45 belt, 46 CVT electronic control unit (CVTECU), 47 oil Circuit, 48, 49 Speed sensor, 50 High voltage battery, 51 Low voltage battery, 52 DC / DC converter, 53 Battery electronic control unit (battery ECU), 54 Motor, 55 Electric oil pump, 56 Rear wheel drive system, 57 Motor , 57a rotational position detection sensor, 58 inverter, 59 motor ECU, 60 brake booster, 60a pressure sensor, 60b brake master cylinder, 61 brake actuator, 62 brake electronic control unit (brake ECU), 64a to 64d brake wheel cylinder, 65 Gear mechanism, 66 differential gear, 67 gear mechanism, 68 differential gear, 69a, 69b front wheel, 69c, 69d rear wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 0 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 87 vehicle speed sensor, 88 gradient sensor, 104, 106 regulator valve, 108, 110 , 112, 114, 116 Duty solenoid, 118, 120 Shift control valve, 122 Belt narrow pressure control valve, 124 Clutch control valve, 126 Shift valve, 128 Manual valve, 128a Piston, 130 Lock-up valve, B1 brake, C1 clutch .

Claims (4)

An internal combustion engine;
It has an input shaft connected to the power shaft side to which power is output from the internal combustion engine and an output shaft connected to the axle side, accompanied by a change in gear ratio performed using a pressurized working fluid. Transmission means for transmitting power between the input shaft and the output shaft;
Working fluid pressurizing means for pressurizing the working fluid using a part of the power from the internal combustion engine;
Engagement means for engaging and releasing the engagement between the power shaft and the input shaft;
Vehicle speed detection means for detecting the vehicle speed;
When a disengagement operation stop instruction is issued to stop the operation of the internal combustion engine by releasing the engagement between the power shaft and the input shaft during traveling, the fuel supply to the internal combustion engine is stopped and the engagement is stopped. The speed ratio of the speed change means is set to a speed ratio that is greater than or equal to a predetermined speed ratio through a speed change gear that changes the speed ratio of the speed change means while the internal combustion engine is rotated with the engagement force of the means. the controls engagement after shifting operation is canceled and the engine is stopped and the stopped state so as to the internal combustion engine and said engagement means and said transmission means between the power shaft and the input shaft together with the Control means for controlling to enter the stop state after the shift without going through the follow-up shift when the disengagement operation stop instruction is made when the detected vehicle speed is equal to or higher than a predetermined vehicle speed ;
A vehicle comprising: When the disengagement operation stop instruction is given when the detected vehicle speed is equal to or higher than a predetermined vehicle speed, the control means releases the engagement between the power shaft and the input shaft by the engaging means. 2. The vehicle according to claim 1 , wherein the vehicle is a means for controlling to be in a post-shift stop state via a self-sustained operation shift that changes a gear ratio of the transmission means in a state where the internal combustion engine is operated autonomously. The vehicle according to claim 1 or 2 ,
An electric motor capable of outputting driving power;
Braking force applying means capable of applying braking force to the vehicle;
A required driving force setting means for setting a required driving force required for traveling;
With
The control means is configured to drive the internal combustion engine, the engagement means, the speed change means, the electric motor, and the electric motor so as to run with a driving force based on the set required driving force regardless of the presence or absence of the disengagement operation stop instruction. A means for controlling the braking force applying means;
vehicle. Transmission ratio change performed using a pressurized working fluid having an internal combustion engine, an input shaft connected to a power shaft side from which power is output from the internal combustion engine, and an output shaft connected to an axle side Transmission means for transmitting power between the input shaft and the output shaft, working fluid pressurizing means for pressurizing the working fluid using a part of the power from the internal combustion engine, and the power shaft An engagement means for engaging and releasing the engagement with the input shaft, and a vehicle control method comprising:
When a disengagement operation stop instruction is issued to stop the operation of the internal combustion engine by releasing the engagement between the power shaft and the input shaft during traveling, the fuel supply to the internal combustion engine is stopped and the engagement is performed. The speed ratio of the speed change means is set to a speed ratio that is greater than or equal to a predetermined speed ratio through a speed change gear that changes the speed ratio of the speed change means while the internal combustion engine is rotated with the engagement force of the means. the controls engagement after shifting operation is canceled and the engine is stopped and the stopped state so as to the internal combustion engine and said engagement means and said transmission means between the power shaft and the input shaft together with the vehicle speed A vehicle control method , wherein when the disengagement operation stop instruction is issued when the vehicle speed is equal to or higher than a predetermined vehicle speed, control is performed so that the post-shift stop state is entered without going through the follow-up shift .

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