JP5589546B2 - Drive control device - Google Patents

Description

  The present invention relates to a drive control device for a vehicle such as an automobile, and more particularly to a technical field of a drive control device that performs drive control when the vehicle is traveling inertially.

  As this type of drive control device, for example, Patent Document 1 discloses that when the vehicle speed exceeds the upper limit value, the transmission of the driving force from the engine to the wheels is cut off, and the inertia of the vehicle speed drops below the lower limit value. An apparatus for carrying out traveling is disclosed.

  Further, as this type of drive control device, for example, Patent Document 2 discloses a device that stops inertia traveling and applies an engine brake when an abrupt deceleration operation is performed during inertia traveling.

JP-A-61-278429 JP-A-8-268120

  However, according to the above-mentioned Patent Document 1 and the like, since the operation timing of the electric oil pump that is activated along with inertial traveling is not taken into consideration, there is a possibility that a problem may occur with respect to oil supply during inertial traveling. There is a technical problem that there is.

  The present invention has been made in view of the above-described problems, for example, and an object of the present invention is to provide a drive control device capable of performing inertial travel more appropriately.

In order to solve the above problems, a vehicle drive control device according to the present invention includes a transmission state in which rotational power generated by a power source of a vehicle is transmitted to drive wheels of the vehicle, and the rotational power is transmitted to the drive wheels. This is the ratio between the switching means capable of switching from one to the other in the non-transmission state in which the vehicle is inertially driven without transmission, and the rotational speed of the drive shaft of the drive wheel and the rotational speed of the power source. and capable of changing speed means the speed ratio, in the transduction state, a first oil pump for supplying the first hydraulic fluid to the shift means by the rotational power, in the transmission state and the non-transmission state, the electric power A second oil pump capable of supplying second hydraulic oil to the speed change means, and after being switched from the non-transmission state to the transmission state by the switching means, and by the speed change means by the speed change means; After the speed ratio is changed, and a control means for controlling the second oil pump so as to stop the supply of the second hydraulic fluid.

  According to the vehicle drive control device of the present invention, for example, the transmission state in which the rotational power generated in the power source of the vehicle is transmitted to the drive wheels of the vehicle by the switching means that can be configured with a clutch or the like, and the rotational power Is not transmitted to the drive wheels, and is switched from one to the other in a non-transmission state in which the vehicle travels inertially.

  The transmission state according to the present invention typically means a state in which rotational power generated by an engine as a power source of the vehicle is transmitted to the drive wheels of the vehicle, for example, by engaging a clutch. To do. The non-transmission state according to the present invention typically means that the rotational power generated by the engine is not transmitted to the driving wheels of the vehicle, for example, when the clutch is disengaged, and the vehicle travels inertially. Means the state.

  For example, a speed change ratio that is a ratio between the rotational speed of the drive shaft of the drive wheel and the rotational speed of the power source is changed by speed change means that can be configured to include an automatic transmission or the like.

  For example, the first hydraulic oil that can be configured by including a mechanical oil pump or the like supplies the first hydraulic oil to the transmission unit by rotational power in the transmission state. Here, the hydraulic oil according to the present invention means oil for changing the gear ratio by the transmission means.

The second oil pump for example configurable includes an electric oil pump, etc., in the transmission state and the non-transmission state, the second hydraulic oil is supplied to the shift unit by the electric power. Here, the hydraulic oil according to the present invention means oil for changing the gear ratio by the transmission means.

In particular, according to the present invention, when changing the speed ratio in the non-transmission state, for example, after the change of the speed ratio by the speed change means is completed under the control of a control means that can be configured with a memory, a processor, etc. The supply of the second hydraulic oil by the second oil pump is stopped.

Thus, according to the present invention, the hydraulic oil pressure is supplied to the speed change means by the second oil pump while the vehicle is traveling in inertia in the non-transmission state. At the same time, during the inertia traveling of the vehicle, the supply of the hydraulic oil pressure to the transmission means by the mechanical first oil pump different from the second oil pump is stopped. When the gear ratio is changed during the inertia traveling of the vehicle, the supply of hydraulic oil to the speed change means by the second oil pump is stopped after the change of the gear ratio is completed. Thereby, it is possible to effectively prevent the hydraulic pressure of the hydraulic oil supplied to the transmission means from being lowered. Thereby, it is possible to effectively prevent the displacement of the engagement position or the disengagement in the engagement member inside the transmission unit.

Particularly, in the case of stopping the supply of the hydraulic oil by the second oil pump, after the supply of the hydraulic fluid by the first oil pump mechanical became sufficiently, stopping the supply of the hydraulic oil by the second oil pump Is preferred. As a result, it is possible to more effectively prevent the hydraulic pressure of the hydraulic oil supplied to the transmission means from being lowered, which is very useful in practice.

One aspect of the vehicle drive control device according to the present invention is such that, when the degree of decelerating the rotational speed of the drive wheel in the non-transmission state exceeds a predetermined level, the switching unit causes the switching unit to move from the non-transmission state. The second oil pump is controlled to stop the supply of the second hydraulic oil after switching to the transmission state and after changing the transmission gear ratio by the transmission means.

  Here, the predetermined level according to the present invention means the degree to which the rotational speed of the drive wheels is decelerated when the vehicle driver depresses the brake pedal and the vehicle decelerates. Typically, the predetermined level may mean a magnitude of gravity that is, for example, "0.3" times as much as an acceleration when decelerating.

  According to this aspect, when the degree of deceleration of the rotational speed of the drive wheels exceeds a predetermined level in the vehicle that is traveling inertial, the gear ratio is changed after the non-transmission state is switched to the transmission state. Thereafter, the supply of the second hydraulic oil is stopped. As a result, it is possible to more effectively prevent the hydraulic pressure of the hydraulic oil supplied to the transmission means from being lowered when the deceleration is suddenly exceeding a predetermined level. It is beneficial.

  The effect | action and other gain of this invention are clarified from embodiment described below.

It is a block diagram which shows the structure of the vehicle by which the drive control apparatus which concerns on 1st Embodiment is mounted. 3 is a flowchart showing a flow of operations in the drive control apparatus according to the first embodiment. It is a block diagram which shows the structure of the vehicle by which the drive control apparatus which concerns on 2nd Embodiment is mounted. It is the flowchart which showed the flow of operation | movement in the drive control apparatus which concerns on 2nd Embodiment. It is a graph (Drawing 5 (a) and Drawing 5 (b)) showing an example and other examples of a shift map used in shift control of a drive control device concerning a 2nd embodiment.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
(Basic configuration)
A first embodiment of a drive control apparatus according to the present invention will be described with reference to FIGS. 1 and 2.

  First, the configuration of a vehicle on which the drive control device according to the present embodiment is mounted will be described with reference to FIG. FIG. 1 is a block diagram illustrating a configuration of a vehicle on which the drive control device according to the present embodiment is mounted. In FIG. 1, for convenience of explanation, only members that are directly related to the present embodiment are shown, and other members are not shown.

  In FIG. 1, a vehicle 1 includes an engine 10, an automatic transmission 20, an engine ECU (Electronic Control Unit) 41, a transmission ECU 42, an inertia traveling control ECU 43, and a battery ECU 44.

  The engine 10 includes a starter motor 11 for cranking the engine 10 when the engine 10 is started, and an alternator 12 that rotates in conjunction with the rotation of the crankshaft of the engine 10.

  The automatic transmission 20 includes a continuously variable transmission 21, a forward / reverse clutch 22, an engine disconnecting clutch 23, a torque converter 24 with a lock-up clutch, a mechanical oil pump 25 (hereinafter referred to as “mechanical pump” as appropriate), an electric oil pump 26, an alternator 27 and a transmission shaft 28. The automatic transmission 20 constitutes an example of a speed change means according to the present invention.

  The input shaft of the continuously variable transmission 21 is connected to the forward / reverse clutch 22 via the transmission shaft 28. On the other hand, the output shaft of the continuously variable transmission 2 is connected to the drive wheels 33a and 33b via the differential 31 and the drive shaft 32. The forward / reverse clutch 22 controls the rotation direction of the input shaft of the continuously variable transmission 21 according to the engaged state.

  As shown in FIG. 1, the engine disconnecting clutch 23 is disposed between the engine 10 and the input shaft of the torque converter 24, and is configured to be able to disconnect power transmission between the engine 10 and the input shaft of the torque converter 24. Has been. The engine disconnecting clutch 23 constitutes an example of switching means according to the present invention.

  The torque converter 24 includes a lockup clutch, a pump impeller, a turbine liner, and a stator. The lock-up clutch includes a torque converter cover (hereinafter referred to as “torque cover” as appropriate) and a lock-up piston.

  The input shaft of the torque converter 24 is connected to the pump impeller via a torque converter cover. On the other hand, the output shaft of the torque converter 24 is connected to the lockup piston and the turbine liner. The stator has a one-way clutch and has a torque amplification function. Engagement and release of the lock-up clutch are controlled by the oil pressure of oil supplied to the torque converter 24. The rotational speed of the output shaft of the torque converter 24 matches the turbine rotational speed. In particular, in the present embodiment, the “pump impeller” and the “torque cover” are collectively referred to as “input-side rotator” focusing on their functions. In addition, in the present embodiment, the “lock-up piston” and the “turbine impeller” are collectively referred to as “output-side rotator” focusing on their functions.

  In particular, engagement and disengagement of the lock-up clutch is performed by hydraulic pressure of oil supplied to the torque converter 24 by the mechanical pump 25 or the electric oil pump 26 (specifically, in each of the disengagement side oil chamber and the engagement side oil chamber). It is controlled by the oil pressure of the supplied oil).

  The mechanical pump 25 generates hydraulic pressure by the rotation of the input side rotating body of the torque converter 24. More specifically, the mechanical pump 25 is connected to the pump impeller of the torque converter 24 via a connecting member, and includes an inner rotor having trochoidal outer teeth and an outer rotor having inner teeth engaging with the outer teeth. It is a trochoid oil pump. When the inner rotor is driven to rotate along with the rotation of the pump impeller of the torque converter 24, the inner teeth and the outer teeth are engaged with each other, so the outer rotor also rotates, and hydraulic pressure is generated due to the rotation of both rotors. The The mechanical pump 25 constitutes an example of a first oil pump according to the present invention.

  The electric oil pump 26 generates hydraulic pressure in response to a signal output from the transmission ECU 42. The alternator 27 rotates in conjunction with the rotation of the input shaft of the continuously variable transmission 21. The electric oil pump 26 constitutes an example of the second oil pump according to the present invention.

  Note that the automatic transmission 20 may have, for example, a multimode manual transmission (MMT), a dual clutch transmission (DCT), or the like, instead of the continuously variable transmission 21.

  The engine ECU 41 controls the driving state of the engine 10. The transmission ECU 42 controls the automatic transmission 20. The inertial traveling control ECU 43 determines whether to permit the inertial traveling of the vehicle 1 and transmits a signal indicating whether to permit the inertial traveling of the vehicle 1 to the engine ECU 41 and the transmission ECU 42. Here, the inertial traveling according to the present embodiment means a state in which the vehicle 1 travels by the inertial force caused by the weight of the vehicle 1 and the kinetic energy of the vehicle 1 independently of the driving force of the engine 10. . Typically, inertial traveling means a traveling state of the vehicle 1 in a non-transmission state in which the transmission of power between the engine 10 and the input shaft of the torque converter 24 is cut off.

  The battery ECU 44 monitors the state of the battery (not shown) (for example, charging rate, temperature, etc.) and transmits a signal indicating the monitoring result to the inertial running control ECU 43.

  The drive control device 100 includes an automatic transmission 20, an engine disconnecting clutch 23, a mechanical pump 25, an electric oil pump 26, a transmission ECU 42, and an inertial traveling control ECU 43.

  The transmission ECU 42 shifts to inertia traveling where the vehicle 1 travels in a state where transmission of power between the engine 10 and the input shaft of the torque converter 24 is disconnected by the engine disconnecting clutch 23 under the control of the inertia traveling control ECU 43. When the torque converter 24 is engaged, the transmission of power between the engine 10 and the input shaft of the torque converter 24 is cut off while the lockup piston and torque converter cover (that is, the lockup clutch) of the torque converter 24 are engaged. The engine disconnect clutch 23 is controlled. The transmission ECU 42 and the inertial traveling control ECU 43 described above constitute an example of a control unit according to the present invention.

(Operation principle of drive control device)
Next, the operation principle of the drive control apparatus 100 according to the first embodiment will be described with reference to FIG. FIG. 2 is a flowchart showing the operation flow in the drive control apparatus 100 according to the first embodiment. The operation in the drive control device 100 shown in FIG. 2 is executed at a constant cycle, at an indefinite cycle, or continuously.

  As shown in FIG. 2, first, it is determined whether the vehicle 1 is in inertial traveling and the electric oil pump 26 is being activated under the control of the inertial traveling control ECU 43. (Step S10). Here, when it is determined that the vehicle 1 is in the inertial running and the electric oil pump 26 is not activated, in other words, the vehicle 1 is not in the inertial running or the electric oil pump. When it is determined that the engine 26 is not activated (step S10: No), the electric oil pump 26 may be activated under the control of the inertial traveling control ECU 43 (step S22).

  As a result of the determination in step S10 described above, when it is determined that the vehicle 1 is in inertial traveling and the electric oil pump 26 is being activated (step S10: Yes), the inertial traveling control ECU 43 Under the control, it is determined whether or not the driving operation of the driver has rapidly reduced the traveling speed of the vehicle 1 (step S11). Typically, under the control of the inertial traveling control ECU 43, it may be determined whether or not the acceleration (deceleration acceleration described above) when the traveling speed of the vehicle 1 is decelerated exceeds 0.3G, for example.

  In particular, in the alternator 27, the amount of regeneration in the alternator 27 that rotates in conjunction with the rotation of the input shaft of the continuously variable transmission 21 is changed according to the degree of deceleration of the traveling speed of the vehicle 1 due to the driving operation. May be implemented. Alternatively, various controls may be performed in the motor generator connected to the engine 10 so that the braking force by the engine brake of the engine 10 is changed according to the degree of deceleration of the traveling speed of the vehicle 1 due to the driving operation. . Alternatively, various controls may be performed on the retarder (or the retarder) connected to the drive shaft so as to change the braking force applied to the drive wheel in accordance with the degree of deceleration of the traveling speed of the vehicle 1 due to the driving operation. . As a result, it is possible to achieve both improvement in fuel efficiency due to inertial running and improvement in durability of the friction member used when decelerating. Here, the retarder according to the present embodiment is typically an eddy current brake, and the eddy current is generated, for example, at the output shaft of the continuously variable transmission 2 under the control of the inertial running control ECU 43. It is a device that can generate and brake the drive of the drive wheels.

  As a result of the determination in step S11 described above, when it is determined that the driver has drastically reduced the traveling speed of the vehicle 1 (step S11: Yes), the inertial travel permission flag is turned on under the control of the inertial travel control ECU 43. Is determined (step S12). That is, between the engine 10 and the input shaft of the torque converter 24 from the non-transmission state in which the transmission of power between the engine 10 and the input shaft of the torque converter 24 is cut off under the control of the inertial running control ECU 43. It is determined whether or not the state is changed to a transmission state in which the power is transmitted.

  As a result of the determination in step S12 described above, when it is determined that the inertial travel permission flag is on under the control of the inertial travel control ECU 43 (step S12: Yes), the inertia is controlled under the control of the inertial travel control ECU 43. The travel permission flag is turned off (step S13). Thereby, it can change from a non-transmission state to a transmission state.

  Subsequently, the engine disconnecting clutch 23 is engaged by the transmission ECU 42 under the control of the inertia traveling control ECU 43 (step S14). Typically, when the engine disconnecting clutch 23 is engaged, it is preferable that the clutch engagement pressure is controlled in accordance with the rotational speed of the engine. As a result, the engine 10 and the input shaft of the torque converter 24 can be engaged with each other in an appropriate and reliable manner.

  Subsequently, under the control of the inertia traveling control ECU 43, it is determined based on a signal from the transmission ECU 42 whether or not the engagement of the engine disconnecting clutch 23 has been completed (step S15). Here, when it is determined that the engagement of the engine disconnecting clutch 23 has been completed (step S15: Yes), the transmission ECU 42 under the control of the inertial traveling control ECU 43 causes the traveling speed of the vehicle 1 to rapidly decrease due to the driving operation. It is determined whether the accompanying downshift has been requested (step S16).

  If it is determined that there is a downshift request as a result of the determination in step 16 described above (step S16: Yes), the transmission ECU 42, under the control of the inertial traveling control ECU 43, performs a downshift with the accelerator fully closed by the shift point control. Is permitted (step S17).

  Subsequently, under the control of the inertial running control ECU 43, the transmission ECU 42 determines whether or not the downshift is completed (step S18). Here, when it is determined that the downshift is completed (step S18: Yes), it is determined again whether the electric oil pump 26 is being activated under the control of the inertial traveling control ECU 43 ( Step S19). Here, when it is determined that the electric oil pump 26 is being started (step S19: Yes), the rotation speed of the mechanical pump 25 is equal to or higher than the predetermined rotation speed N1 by the transmission ECU 42 under the control of the inertia traveling control ECU 43. It is determined whether or not (step S20). Here, the “predetermined number of rotations N1” according to the first embodiment is a value that determines whether or not to stop the electric oil pump 26 instead of the rotation of the mechanical pump 25. For example, the number of rotations of the mechanical pump 25 And a quantitative or qualitative relationship with the hydraulic pressure generated by the mechanical pump 25, and based on the determined relationship, the hydraulic pressure required by the automatic transmission 20 is set as the rotation speed that can be supplied by the mechanical pump 25 alone. Good. This “predetermined number of revolutions N1” may be set individually or specifically as a fixed value in advance or as a variable value according to some physical quantity or parameter, experimentally or empirically, or by simulation or the like.

  As a result of the determination in step S20 described above, when it is determined that the rotation speed of the mechanical pump 25 is equal to or greater than the predetermined rotation speed N1 (step S20: Yes), the transmission ECU 42 is electrically controlled by the inertial traveling control ECU 43. The oil pump 26 is stopped (step S21), and a series of control processing is ended.

  Thus, according to the first embodiment, during the inertial traveling of the vehicle 1, the hydraulic oil pressure is supplied to the automatic transmission 20 and the like by the electric oil pump 26. At the same time, the engine 10 is stopped during the inertial traveling of the vehicle 1, and the supply of hydraulic oil to the automatic transmission 20 or the like by the mechanical pump 25 is stopped. When a downshift accompanying a rapid deceleration of the traveling speed of the vehicle 1 due to the driving operation described above is required during the inertial traveling of the vehicle 1, the automatic shifting by the electric oil pump 26 is performed after the downshift is completed. The supply of hydraulic oil pressure to the machine 20 and the like is stopped. Thereby, it can prevent effectively that the hydraulic pressure of the hydraulic fluid supplied to automatic transmission 20 grade | etc., Falls. Accordingly, it is possible to effectively prevent the engagement position shift or disengagement in the engagement member inside the automatic transmission 20 from occurring.

  In particular, when the supply of hydraulic oil by the electric oil pump 26 is stopped, the supply of hydraulic oil by the electric oil pump 26 is stopped after confirming that the supply of hydraulic oil by the mechanical pump 25 is sufficient. Is preferred. As a result, it is possible to more effectively prevent the hydraulic pressure of the hydraulic oil supplied to the automatic transmission 20 and the like from being lowered, which is very useful in practice.

  If the timing for stopping the electric oil pump 26 activated during inertial traveling is not taken into account, the following technical problems arise. That is, when the electric oil pump 26 is stopped simultaneously with the end of the inertial travel when the inertial travel is finished and the automatic transmission 20 shifts, the hydraulic oil pressure necessary for the gearshift by the automatic transmission 20 is insufficient. A technical problem arises.

(Operation principle of drive control unit: continued)
On the other hand, as a result of the determination in step S11 described above, when it is not determined that the driver has suddenly reduced the traveling speed of the vehicle 1 (step S11: No), or as a result of the determination in step S12 described above, Under the control of the ECU 43, when it is not determined that the inertial travel permission flag is on, in other words, when it is determined that the inertial travel permission flag is off (step S12: No), under the control of the inertial travel control ECU 43 Thus, based on the signal from the transmission ECU 42, it is determined whether or not the engagement of the engine disconnecting clutch 23 has been completed (step S15).

  On the other hand, if it is not determined that the engagement of the engine disconnecting clutch 23 has been completed as a result of the determination in step S15 described above (step S15: No), the series of processes is terminated.

  On the other hand, if it is not determined that there is a downshift request as a result of the determination in step 16 described above, in other words, if it is determined that there is no downshift request (step S16: No), the control is performed by the ECU 43 for inertial traveling control. Thus, the transmission ECU 42 determines whether or not the downshift has been completed (step S18).

  On the other hand, if it is not determined that the downshift has been completed as a result of the determination in step S18 described above, in other words, if it is determined that the downshift is not completed (step S18: No), or the determination in step S19 described above. As a result, when it is not determined that the electric oil pump 26 is being activated, in other words, when it is determined that the electric oil pump 26 is not being activated (step S19: No), or the above-described determination of step S20. As a result, when it is not determined that the rotational speed of the mechanical pump 25 is equal to or higher than the predetermined rotational speed N1, in other words, when it is determined that the rotational speed of the mechanical pump 25 is less than the predetermined rotational speed N1 (step S20: No), a series of The process ends.

(Second Embodiment)
(Basic configuration)
A second embodiment of the drive control apparatus according to the present invention will be described with reference to FIGS.

  First, the configuration of a vehicle on which the drive control device according to the second embodiment is mounted will be described with reference to FIG. FIG. 3 is a block diagram illustrating a configuration of a vehicle on which the drive control device according to the second embodiment is mounted. In FIG. 3, substantially the same components as those of the drive control apparatus according to the first embodiment are denoted by the same reference numerals, and description thereof will be omitted as appropriate.

  In FIG. 3, the vehicle 1 includes a communication device 45, a front detection, in addition to the engine 10, the automatic transmission 20, the engine ECU (Electronic Control Unit) 41, the transmission ECU 42, the inertia traveling control ECU 43, and the battery ECU 44. A device 46 and a navigation device 47 are provided.

  The communication device 45 is typically a communication device for performing communication between the own vehicle and other vehicles other than the own vehicle, and communicates with other vehicles via an antenna for inter-vehicle communication. I do. Alternatively, the communication device 45 is typically a road-to-vehicle communication device, and is a communication device for communicating with the roadside infrastructure installed on the road on which the vehicle travels, via an antenna for road-to-vehicle communication. To communicate with roadside infrastructure. More specifically, the communication device 45 communicates with the roadside infrastructure. The communication device 45 receives the signal cycle information of the traffic signal installed at the intersection and the presence status information indicating the presence status of other vehicles existing near the intersection from the roadside infrastructure device. The signal cycle information includes the current lamp color of the traffic light and the time until the current lamp color changes (for example, if the current lamp color is blue, the lamp color is red or yellow). Time).

  More typically, the communication device 45 receives, for example, various types of information related to GPS signals, map information, and road traffic information, and transmits various types of vehicle information such as position information of the host vehicle to the information management server. Good. The vehicle information may more typically mean a quantitative and qualitative data group related to the driver's driving operation timing, driving operation amount, driving operation direction, vehicle speed or acceleration / deceleration.

  More specifically, the communication device 45 receives radio waves carrying downlink data including positioning data from a plurality of GPS satellites in order to receive GPS signals. The positioning data is used to detect the absolute position of the vehicle from latitude and longitude information. More specifically, the communication device 45 may be configured by, for example, an FM tuner, a beacon receiver, a mobile phone, a dedicated communication card, or the like. So-called road traffic information such as traffic congestion and traffic information distributed from the environment information server and other information may be received via a communication network such as radio waves. More specifically, the communication device 45 may receive information regarding all of the map information or a part of the map information that has been updated.

  The front detection device 46 is a device that detects other vehicles and obstacles located in front of the vehicle, such as a vehicle-mounted camera and a vehicle-mounted radar.

  The navigation device 47 is typically a device such as car navigation, and is a device that can present the position of the host vehicle to the driver on the map based on the received GPS signal and stored map information.

  The navigation device 47 is typically a device such as car navigation, and is a device that can present the position of the host vehicle to the driver on the map based on the received GPS signal and stored map information.

  The drive control apparatus 200 according to the second embodiment includes an automatic transmission 20, an engine disconnecting clutch 23, a mechanical pump 25, an electric oil pump 26, a transmission ECU 42, and an inertia traveling control ECU 43.

  In particular, according to the second embodiment, the inertial traveling control is performed when the traveling speed is reduced during the inertial traveling which is a non-transmission state in which the transmission of power between the engine 10 and the input shaft of the torque converter 24 is cut off. Under the control of the ECU 43, the engine disconnecting clutch 23 is switched from the disconnected state to the engaged state, and is switched from the non-transmitting state to the transmitting state in which power between the engine 10 and the input shaft of the torque converter 24 is transmitted. . Then, after switching from the non-transmission state to the transmission state, the continuously variable transmission 21 changes the gear ratio.

  Thereby, it is possible to reduce the traveling speed of the vehicle while reducing the acceleration when the vehicle 1 decelerates while the vehicle is traveling inertially under the non-transmission state described above. Thereby, when the vehicle driver decelerates during the inertial traveling of the vehicle, it is possible to reduce the degree of experiencing a sense of incongruity in driving caused by a traveling shock accompanying a change in the gear ratio, As a result, drivability can be improved.

(Operation principle of drive control device)
Next, the operation principle of the drive control apparatus 200 according to the second embodiment will be described with reference to FIGS. FIG. 4 is a flowchart showing the operation flow in the drive control apparatus 200 according to the second embodiment. It should be noted that the operation in the drive control device 200 shown in FIG.

  FIG. 5 is a graph (FIGS. 5A and 5B) showing an example of a shift map and another example used in the shift control of the drive control apparatus 200 according to the second embodiment. 5A and 5B, the horizontal axis indicates the traveling speed of the vehicle 1, and the vertical axis indicates the accelerator opening of the automatic transmission 20. Further, solid lines L12, L23, and L34 in FIGS. 5A and 5B indicate a shift from the first speed to the second speed, a shift from the second speed to the third speed, and a shift from the third speed to the third speed. The shift line to the 4th speed is shown respectively. Dotted lines L43, L32, and L21 in FIGS. 5A and 5B indicate a shift from the fourth speed to the third speed, a shift from the third speed to the second speed, and a second speed to the first speed. The shift lines to are shown respectively. In particular, a thick solid line L23 'in FIG. 5A indicates a shift line from the second speed to the third speed in the shift point control by the coast downshift. A thick dotted line L32 'in FIG. 5A indicates a shift line from the third speed to the second speed in the shift point control by the coast downshift.

(Control processing for switching from inertial transmission in non-transmission state to transmission in transmission state)
As shown in FIG. 4, first, whether or not the vehicle 1 during inertial traveling needs to be decelerated within a predetermined time such as several tens of microseconds to several seconds under the control of the inertial traveling control ECU 43. It is determined (step S101). Typically, under the control of the inertial running control ECU 43, for example, a front detection device 46 such as a vehicle-mounted camera or a vehicle-mounted radar detects other vehicles or obstacles in a predetermined range in front of the vehicle, It is determined whether or not the risk of collision has increased at the current travel speed of the vehicle 1. Or, typically, based on the position information of the vehicle 1 received by the communication device 45 under the control of the inertial running control ECU 43, for example, a downhill road, an intersection with a traffic light, a crosswalk, a sharp curve It is determined whether or not the vehicle 1 travels within a predetermined time such as several tens of microseconds to several seconds on a road or a deceleration road that requires a decrease in the traveling speed of the vehicle such as a railroad crossing.

  As a result of the determination in step S101, it is determined that deceleration of the vehicle 1 during inertial traveling is necessary (step S101: Yes). Is the inertial travel permission flag turned on under the control of the inertial travel control ECU 43? It is determined whether or not (step S102). That is, under the control of the inertial traveling control ECU 43, the engine 10 and the torque converter are changed due to a change in the condition of the traveling road of the vehicle 1, such as a change from traveling on a highway to traveling on a congested national road. The normal state in the transmission state where the power is transmitted between the engine 10 and the input shaft of the torque converter 24 from the state of inertia running in the non-transmission state where the transmission of power between the input shaft 24 and the input shaft 24 is cut off. It is determined whether or not to return to the running state.

  As a result of the determination in step S102 described above, when it is determined that the inertial travel permission flag is not turned on under the control of the inertial travel control ECU 43, that is, when it is determined that the inertial travel permission flag is not turned on, In other words, when it is determined that the normal traveling state in the transmission state should be returned from the inertia traveling state in the non-transmission state (step S102: No), the transmission from the transmission ECU 42 is controlled by the inertial traveling control ECU 43. Based on the signal, it is determined whether or not the engagement of the engine disconnecting clutch 23 has been completed (step S103). Here, when it is determined that the engagement of the engine disconnecting clutch 23 has been completed (step S103: Yes), under the control of the inertial traveling control ECU 43, the transmission ECU 42 causes the accelerator opening to be fully closed by the shift point control. In step 104, it is determined whether a downshift in the above state, that is, a so-called coast downshift is requested. Here, the shift point control according to the second embodiment is to perform a shift using a shift line different from the shift line determined by the traveling speed of the vehicle 1 at the current time and the accelerator opening degree of the automatic transmission 20 at the current time. Means. The coast downshift by the shift point control changes the shift line without changing the position of the shift point P1, as indicated by the thick dotted line L32 ′ and the solid line L23 ′ in FIG. Means that downshifting is performed. On the other hand, the one-dot chain line arrow in FIG. 5B is a point P3 indicated by the same traveling speed as the traveling speed of the vehicle 1 at the present time and the accelerator opening larger than the current accelerator opening from the current point P1. The shift point control for shifting from the third gear to the second gear, that is, so-called power-on downshift is shown. The downshift by the shift point control according to the present embodiment is one or more gears such as shifting from the third gear to the first gear instead of shifting from the third gear to the second gear. You may downshift across the steps.

  As a result of the determination in step 104 described above, if it is determined that there is a downshift request (step S104: Yes), under the control of the inertial traveling control ECU 43, the transmission ECU 42 performs a downshift with the accelerator fully closed by shift point control. Is permitted (step S105).

  On the other hand, as a result of the determination in step S101 described above, if it is not determined that deceleration is necessary in the vehicle 1 that is inertial traveling, in other words, it is determined that deceleration is not necessary in the vehicle 1 that is inertial traveling. In this case (step S101: No), the vehicle 1 travels on the uphill road where the busy shift occurs within a predetermined time such as several tens of microseconds to several seconds under the control of the inertial traveling control ECU 43. It is determined whether or not (step S107). Here, the busy shift according to the second embodiment means a shift state in which the downshift and the upshift are repeatedly performed by the continuously variable transmission 21 due to the accelerator depressing and returning by the driver of the vehicle. To do.

  As a result of the determination in step S107 described above, when it is determined that the vehicle 1 travels on an uphill road where a busy shift occurs within a predetermined time (step S107: Yes), each process from step S102 described above to step S201 described above is performed. Is executed and inertial running is prohibited.

  As described above, when deceleration is required in the vehicle 1 that is traveling inertially, the downshift of the accelerator fully closed is permitted and executed after the engagement of the engine disconnecting clutch 23 is completed. Thereby, it is possible to reduce the traveling speed of the vehicle while reducing the acceleration when the vehicle 1 decelerates while the vehicle is traveling inertially under the non-transmission state described above. Thereby, when the vehicle driver decelerates during the inertial traveling of the vehicle, it is possible to reduce the degree of experiencing a sense of incongruity in driving caused by a traveling shock accompanying a change in the gear ratio, As a result, drivability can be improved.

  If it is necessary to decelerate the vehicle 1 during inertia traveling, the timing for switching from inertia traveling in the non-transmission state to normal traveling in the transmission state and the downshift timing are not considered. Since there is a possibility that the transmission state is switched to the transmission state, the deceleration acceleration increases, and as a result, the driver of the vehicle does not greatly feel the driving discomfort caused by the driving shock accompanying the downshift. There arises a technical problem that the ability is lowered.

(Stopping the electric oil pump)
Again, as shown in FIG. 4, following step S <b> 105 described above, under the control of the inertial traveling control ECU 43, the transmission ECU 42 stops the electric oil pump 26 when the engine 10 is disconnected by the forward / reverse clutch 22. Is preferably performed after the end of shifting (step S106). Thereby, it can prevent effectively that the hydraulic pressure of the hydraulic fluid supplied to automatic transmission 20 grade | etc., Falls.

(Implementation of engine disconnect clutch)
As shown in FIG. 4 again, when it is determined that the inertial travel permission flag is ON under the control of the inertial travel control ECU 43 as a result of the determination in step S102 described above (step S102: Yes), inertia Under the control of the traveling control ECU 43, the inertia traveling permission flag is turned off (step S201). Thereby, it is possible to return from the inertial running state in the non-transmitting state to the normal running state in the transmitting state.

  Next, under the control of the inertial running control ECU 43, the engine ECU 41 determines whether or not idling is being performed (step S202). If it is not determined that idling is being performed (step S202: No), the engine ECU 41 determines whether the engine 10 is stopped under the control of the inertial running control ECU 43 (step S202). S203). If it is determined that the engine 10 is stopped (step S203: Yes), the engine 10 is started by the engine ECU 41 under the control of the inertial running control ECU 43 (step S204).

  Subsequently, the engine disconnecting clutch 23 is engaged by the transmission ECU 42 under the control of the inertia traveling control ECU 43 (step S205).

  Typically, when the engine disconnecting clutch 23 is engaged, it is preferable that the clutch engagement pressure is controlled in accordance with the rotational speed of the engine. As a result, the engine 10 and the input shaft of the torque converter 24 can be engaged with each other in an appropriate and reliable manner.

  As described above, when the vehicle 1 during inertial traveling needs to be decelerated, or when the vehicle 1 travels on an uphill road where a busy shift occurs within a predetermined time, the inertial traveling permission flag is turned off and no transmission is performed. In order to return from the state of inertia traveling in the state to the normal traveling state in the transmission state, the engine disconnection clutch 23 is engaged before the downshift is executed.

(Control processing in inertial running)
Again, as a result of the determination in step S107 in FIG. 4 described above, when it is not determined that the vehicle 1 travels on the uphill road where the busy shift occurs within the predetermined time (step S107: No), the control is performed by the inertial traveling control ECU 43. Thus, the engine ECU 41 determines whether or not idling is being performed (step S301). If it is determined that idling is being performed (step S301: Yes), the inertial travel permission flag is turned on under the control of the inertial travel control ECU 43 (step S302).

  Next, the engine disconnecting clutch 23 is released by the transmission ECU 42 under the control of the inertia traveling control ECU 43 (step S303). As a result, power is not transmitted between the engine 10 and the input shaft of the torque converter 24.

  Typically, when the engine disconnecting clutch 23 is released, the engine 10 is stopped in a fuel cut state in which fuel is not supplied to the engine. Therefore, the electric oil pump 26 may be started. preferable. Thereby, it is possible to supply hydraulic oil to the automatic transmission 20 regardless of the stop of the engine.

  On the other hand, when the fuel cut state in which fuel is not supplied to the engine 10 is not established, the engine 10 may be stopped after the engine disconnecting clutch 23 is released. Typically, when the engine 10 and the automatic transmission 20 are disconnected by the forward / reverse clutch 22, the hydraulic oil pressure is lost, so it is preferable to start the electric oil pump 26. Thereby, it is possible to supply hydraulic oil to the automatic transmission 20 regardless of the non-transmission state by the forward / reverse clutch 22.

  In particular, according to the research of the present inventor, in the vehicle 1 provided with the automatic transmission 20, the engine 10 is idling (that is, the accelerator is off when the driver of the vehicle 1 releases the accelerator). It has been found that it is preferable to perform the following first control process and second control process when the vehicle 1 is traveling inertia. That is, in this case, as a first control process, the mechanical load (that is, friction) is reduced by separating the engine 10 side from the wheel side during inertial running. In addition to this, as the second control process, it is preferable to connect the engine 10 side and the wheel side when the driver of the vehicle 1 is in the accelerator-on state where the accelerator is depressed again. This has been found to improve fuel efficiency.

(Switching control processing from non-transmission inertial running to transmission running: continued)
Again, if it is not determined that idling is being performed as a result of the determination in step S301 in FIG. 4 described above (step S301: No), the inertial travel permission flag is on under the control of the inertial travel control ECU 43. Is determined (step S304). If it is determined that the inertial travel permission flag is on (step S304: Yes), the inertial travel permission flag is turned off under the control of the inertial travel control ECU 43 (step S305).

  Subsequently, the above-described steps S203 to S205 are performed.

  On the other hand, when it is not determined that the engine 10 is stopped as a result of the determination in step S203 described above, in other words, when it is determined that the engine 10 is not stopped, that is, is in a driving state (step S203: No). The step S204 for starting the engine 10 is omitted.

  On the other hand, as a result of the determination in step S304 described above, when it is not determined that the inertial travel permission flag is on under the control of the inertial travel control ECU 43, that is, the inertial travel permission flag is not on, that is, is off. When the determination is made, typically, when it is determined that the state of inertia traveling in the non-transmission state should be returned to the normal traveling state in the transmission state (step S304: No), as described above, the inertia traveling is performed. Under the control of the control ECU 43, it is determined whether or not the engagement of the engine disconnecting clutch 23 has been completed based on a signal from the transmission ECU 42 (step S103).

  Note that the engine 10 may be stopped during the inertial traveling according to the first and second embodiments described above. On the other hand, the mechanical pump 25 is more efficient in supplying hydraulic pressure to the automatic transmission 20 or the like than the electric oil pump 26. However, since the engine 10 is stopped during the inertial running, the mechanical pump 25 cannot supply the hydraulic pressure to the automatic transmission 20 and the like, and the fuel consumption may be reduced. Therefore, in the first and second embodiments, the output-side rotator is engaged with the input-side rotator when the transmission ECU 42 shifts to inertial traveling under the control of the inertial traveling control ECU 43. Thus, the engine disconnection clutch 23 may be controlled so as to disconnect the transmission of power between the engine 10 and the input shaft of the torque converter 24.

  As a result, when the vehicle 1 shifts to inertia traveling, the torque converter cover of the torque converter 24 rotates with the lock-up piston of the torque converter 24 that is driven to rotate due to the rotation of the drive wheels 33a and 33b. Therefore, hydraulic pressure can be generated by the mechanical pump 25. As a result, even when the vehicle 1 is traveling inertially, hydraulic pressure can be supplied by the mechanical pump 25, and fuel efficiency can be improved.

  In the present embodiment, the engine detachment clutch 23 prevents the power of the engine 10 from being transmitted to the drive shaft. However, the present invention is not limited to this, and instead of the engine detachment clutch 23, the forward / reverse clutch 22 The power of the engine 10 may not be transmitted to the drive shaft.

  The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification. A drive control apparatus that includes such a change is also applicable. Moreover, it is included in the technical scope of the present invention.

  The present invention can be used, for example, in a drive control device for a vehicle such as an automobile, and in particular, can be used in a drive control device that performs drive control when the vehicle is traveling inertially.

DESCRIPTION OF SYMBOLS 1 ... Vehicle 10 ... Engine 20 ... Automatic transmission 21 ... Continuously variable transmission 22 ... Forward / reverse clutch 23 ... Engine disconnection clutch 24 ... Torque converter 25 with lock-up clutch ... Mechanical pump 26 ... Electric oil pump 41 ... Engine ECU
42. Transmission ECU
43. Inertial travel control ECU
44 ... Battery ECU
45 ... Communicator 46 ... Front camera radar 47 ... Navigation device 100 ... Drive control device

Claims (2)

Either from the transmission state in which the rotational power generated by the power source of the vehicle is transmitted to the driving wheels of the vehicle, or the non-transmission state in which the rotational power is not transmitted to the driving wheels and the vehicle travels inertially. Or switching means that can be switched to the other,
Transmission means capable of changing a transmission gear ratio, which is a ratio between the rotational speed of the drive shaft of the drive wheel and the rotational speed of the power source;
In the transduction state, a first oil pump for supplying the first hydraulic fluid to the shift means by the rotational power,
A second oil pump capable of supplying the second hydraulic oil to the transmission means by electric force in the transmission state and the non-transmission state;
After switching from the non-transmission state to the transmission state by the switching means and after changing the transmission gear ratio by the transmission means, the second oil pump is configured to stop the supply of the second hydraulic oil. And a control means for controlling the vehicle.   When the degree of decelerating the rotational speed of the drive wheel in the non-transmission state exceeds a predetermined level, the control unit causes the switching unit to switch from the non-transmission state to the transmission state, and the transmission unit. 2. The vehicle drive control device according to claim 1, wherein the second oil pump is controlled to stop the supply of the second hydraulic oil after the transmission ratio is changed by the control.