JP5673446B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device.

  In recent years, for the purpose of reducing fuel consumption, an increasing number of vehicles have a technique for stopping a power source (engine) during vehicle operation, that is, a so-called idling stop function. In such a vehicle, for example, Patent Document 1 discloses that when the driver suddenly decelerates during execution of the idling stop function, the engine is started to perform normal operation and the engine brake is used. Thus, a technique for enhancing the braking effect is disclosed.

  In addition, a configuration is known in which each component of a power transmission device for transmitting power from the engine to driving wheels is controlled by hydraulic pressure using a mechanical mechanical pump that operates by engine power as a supply source.

JP-A-8-268120

  Here, consider a case in which engine control at the time of rapid deceleration described in Patent Document 1 is applied to a vehicle including a belt-type continuously variable transmission mechanism as one element of a power transmission device. When a sudden deceleration operation is performed in such a vehicle, the number of rotations of the axle rapidly decreases from the drive wheel side, and thus the number of rotations inside the power transmission device also decreases rapidly. Since the primary pulley and secondary pulley of the belt-type continuously variable transmission mechanism have large inertia and a large gear ratio, sudden torque fluctuations occur due to the sudden decrease in the rotation speed, and the belt that connects the primary pulley and the secondary pulley. There is a risk of slipping.

  In order to suppress this belt slip, it is necessary to increase the hydraulic pressure supplied to the primary pulley or the secondary pulley to increase the belt clamping pressure. This hydraulic pressure is supplied from a mechanical pump that is driven by engine power. However, since the mechanical pump takes a certain amount of time from the detection of the sudden deceleration operation until the engine is started, a belt-type continuously variable transmission mechanism is used during this period. There is a possibility that sufficient hydraulic pressure cannot be supplied. As described above, there is a problem in that the occurrence of belt slippage in the belt-type continuously variable transmission mechanism cannot be suppressed during the rapid deceleration operation during the execution of the idling stop function.

  The present invention has been made in view of the above circumstances, and in a vehicle including a belt-type continuously variable transmission mechanism as an element of a vehicle power transmission device, a rapid deceleration operation during execution of an idling stop function An object of the present invention is to provide a vehicle control device that can suppress belt slippage of a continuously variable transmission mechanism.

In order to solve the above problems, a vehicle control device according to the present invention includes an engine, a power transmission device that transmits power from the engine to drive wheels, a belt-type continuously variable transmission mechanism included in the power transmission device, In the vehicle control apparatus capable of executing an idling stop function for stopping the engine while the vehicle is running, a pressure increasing means for increasing the hydraulic pressure supplied to generate the belt clamping pressure of the belt type continuously variable transmission mechanism wherein the when the rapid decelerating operation is performed during the execution of the idling stop function, by the pressure increasing means, which pressure increase the hydraulic pressure supplied to the belt-type continuously variable transmission mechanism, the rapid decelerating operation The determination as to whether or not has been performed is performed by at least two switches that are individually switchable when the brake pedal passes through different predetermined stroke amounts. The vehicle control device further measures the hydraulic pressure in a master cylinder that adjusts the hydraulic pressure for applying a braking force to each wheel of the vehicle according to the stroke amount of the brake pedal. Whether or not the fluid pressure of the master cylinder measured by the measuring means at the timing when the switch is switched is within a predetermined range determined for each switch. An abnormality determination unit that determines whether or not an abnormality has occurred, and when the abnormality determination unit determines that the switch is abnormal, the execution of the idling stop function is stopped, The abnormality determining means corrects the predetermined range according to a difference in switching timing of the switch .

  The vehicle control apparatus according to the present invention requires a belt clamping pressure to increase the hydraulic pressure supplied to the belt-type continuously variable transmission mechanism by the pressure-increasing means when a sudden deceleration operation is performed during the idling stop function. It is possible to increase the belt clamping pressure of the belt-type continuously variable transmission mechanism at the time of sudden deceleration where the amount increases, and it is possible to suppress the occurrence of belt slip.

FIG. 1 is a schematic diagram showing a configuration of a vehicle equipped with a vehicle control device according to a first embodiment of the present invention. FIG. 2 is a diagram showing a schematic configuration of the hydraulic control apparatus shown in FIG. FIG. 3 is a functional block diagram of the vehicle control apparatus according to the first embodiment of the present invention. FIG. 4 is a flowchart showing a hydraulic pressure control process based on the sudden braking determination performed by the vehicle control apparatus of the first embodiment of the present invention. FIG. 5 is a timing chart showing an example of belt clamping pressure control at the time of sudden braking determination in the first embodiment of the present invention. FIG. 6 is a functional block diagram of the vehicle control device according to the second embodiment of the present invention. FIG. 7 is a flowchart showing a hydraulic pressure control process based on the sudden braking determination performed by the vehicle control apparatus of the second embodiment of the present invention. FIG. 8 is a timing chart showing an example of belt clamping pressure control at the time of sudden braking determination in the second embodiment of the present invention. FIG. 9 is a functional block diagram of the vehicle control apparatus according to the third embodiment of the present invention. FIG. 10 is a timing chart showing the correspondence between the brake stroke and the brake master pressure. FIG. 11 is a diagram illustrating an example of a map used for brake switch failure determination in the failure determination unit in FIG. 9. FIG. 12 is a flowchart showing a brake switch failure determination process performed by the vehicle control apparatus of the third embodiment of the present invention. FIG. 13 is a functional block diagram of the vehicle control apparatus according to the fourth embodiment of the present invention. FIG. 14 is a diagram illustrating an example of a map used for brake switch failure determination in the failure determination unit in FIG. 13. FIG. 15 is a diagram showing an example of a map for setting the normal range correction amount in FIG. FIG. 16 is a flowchart showing a brake switch failure determination process performed by the vehicle control apparatus of the fourth embodiment of the present invention.

  Hereinafter, embodiments of a vehicle control device according to the present invention will be described with reference to the drawings. In the following drawings, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated.

[First Embodiment]
A first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a schematic diagram showing a configuration of a vehicle 2 equipped with the vehicle control device according to the first embodiment of the present invention, and FIG. 2 is a diagram showing a schematic configuration of the hydraulic control device 1 shown in FIG. FIG. 3 is a functional block diagram of the vehicle control device according to the first embodiment of the present invention. FIG. 4 is a sudden braking determination performed by the vehicle control device of the first embodiment of the present invention. FIG. 5 is a timing chart showing an example of belt clamping pressure control at the time of sudden braking determination in the first embodiment of the present invention.

  First, with reference to FIG. 1, the structure of the vehicle 2 carrying the vehicle control apparatus which concerns on this embodiment is demonstrated. As shown in FIG. 1, the vehicle 2 includes an engine 3 as a power source during driving, a drive wheel 4, a power transmission device 5, a hydraulic control device 1, and an ECU (Electronic Control Unit). 7.

  The engine 3 is a driving source (prime mover) that drives the vehicle 2, and generates power that consumes fuel and acts on the driving wheels 4 of the vehicle 2. The engine 3 can generate mechanical power (engine torque) on the crankshaft 8 that is an engine output shaft as the fuel burns, and can output this mechanical power from the crankshaft 8 toward the drive wheels 4. .

  The power transmission device 5 transmits power from the engine 3 to the drive wheels 4. The power transmission device 5 is provided in a power transmission path from the engine 3 to the drive wheel 4 and is operated by the pressure (hydraulic pressure) of oil as a liquid medium.

  More specifically, the power transmission device 5 includes a torque converter 9, a forward / reverse switching mechanism 10, a continuously variable transmission mechanism 11, a speed reduction mechanism 12, a differential gear 13, and the like. In the power transmission device 5, the crankshaft 8 of the engine 3 and the input shaft 14 of the continuously variable transmission mechanism 11 are connected via a torque converter 9, a forward / reverse switching mechanism 10, and the like, and an output shaft 15 of the continuously variable transmission mechanism 11 is connected. It is connected to the drive wheel 4 via the speed reduction mechanism 12, the differential gear 13, the drive shaft 16, and the like.

  The torque converter 9 is disposed between the engine 3 and the forward / reverse switching mechanism 10, and amplifies (or maintains) the power torque transmitted from the engine 3 and transmits it to the forward / reverse switching mechanism 10. it can. The torque converter 9 includes a pump impeller 9a and a turbine runner 9b that are rotatably arranged to face each other, and the pump impeller 9a is coupled to the crankshaft 8 through a front cover 9c so as to be integrally rotatable, and the turbine runner 9b is switched forward and backward. It is configured to be connected to the mechanism 10. As the pump impeller 9a and the turbine runner 9b rotate, a viscous fluid such as hydraulic fluid interposed between the pump impeller 9a and the turbine runner 9b circulates and flows. It is possible to amplify and transmit torque while allowing

  The torque converter 9 further includes a lock-up clutch 9d that is provided between the turbine runner 9b and the front cover 9c and is coupled to the turbine runner 9b so as to be integrally rotatable. The lock-up clutch 9d is operated by oil pressure supplied from a hydraulic control device 1 described later, and is switched between an engaged state (lock-up ON) and a released state (lock-up OFF) with the front cover 9c. In a state where the lockup clutch 9d is engaged with the front cover 9c, the front cover 9c (that is, the pump impeller 9a) and the turbine runner 9b are engaged, and the relative rotation between the pump impeller 9a and the turbine runner 9b is restricted, Since the differential between the input and the output is prohibited, the torque converter 9 transmits the torque transmitted from the engine 3 to the forward / reverse switching mechanism 10 as it is.

  The forward / reverse switching mechanism 10 can shift the power (rotation output) from the engine 3 and can switch the rotation direction. The forward / reverse switching mechanism 10 includes a planetary gear mechanism 17, a forward / reverse switching clutch (forward clutch) C1 as a friction engagement element, a forward / reverse switching brake (reverse brake) B1, and the like. The planetary gear mechanism 17 is a differential mechanism that includes a sun gear, a ring gear, a carrier, and the like as a plurality of rotational elements that can rotate differentially with each other. The forward / reverse switching clutch C1 and the forward / reverse switching brake B1 It is an engagement element for switching the operating state of the gear mechanism 17 and can be constituted by, for example, a frictional engagement mechanism such as a multi-plate clutch. Here, a hydraulic wet multi-plate clutch is used.

  In the forward / reverse switching mechanism 10, the forward / reverse switching clutch C1 and the forward / reverse switching brake B1 are operated by the pressure of oil supplied from the hydraulic control device 1 described later, and the operating state is switched. When the forward / reverse switching clutch C1 is in the engaged state (ON state) and the forward / reverse switching brake B1 is in the released state (OFF state), the forward / reverse switching mechanism 10 rotates the power from the engine 3 in the normal rotation (vehicle 2). Is transmitted to the input shaft 14 in the direction in which the input shaft 14 rotates as the vehicle advances. When the forward / reverse switching clutch C1 is in the released state and the forward / reverse switching brake B1 is in the engaged state, the forward / reverse switching mechanism 10 rotates the power from the engine 3 in reverse rotation (when the vehicle 2 moves backward, the input shaft 14 In the direction of rotation). The forward / reverse switching mechanism 10 is in a released state in both the forward / reverse switching clutch C1 and the forward / reverse switching brake B1 during neutral. In the present embodiment, such a control system that controls the engagement / release of the forward / reverse switching clutch C1 and the forward / reverse switching brake B1 is collectively referred to as a “C1 control system” 18.

  The continuously variable transmission mechanism 11 is a transmission that is provided between the forward / reverse switching mechanism 10 and the drive wheel 4 in the power transmission path from the engine 3 to the drive wheel 4 and that can output the power of the engine 3 by shifting the power. is there. The continuously variable transmission mechanism 11 is operated by the pressure of oil supplied from a hydraulic control device 1 described later.

  The continuously variable transmission mechanism 11 changes the rotational power (rotational output) from the engine 3 transmitted (input) to the input shaft 14 at a predetermined speed ratio and transmits it to the output shaft 15 that is a transmission output shaft. The power shifted from the output shaft 15 toward the drive wheel 4 is output. More specifically, the continuously variable transmission mechanism 11 includes a primary pulley 20 connected to an input shaft (primary shaft) 14, a secondary pulley 21 connected to an output shaft (secondary shaft) 15, a primary pulley 20 and a secondary pulley 21. A belt-type continuously variable transmission (CVT) including a belt 22 and the like that are stretched between the two.

  The primary pulley 20 is formed by coaxially disposing a movable sheave 20a (primary sheave) that can move in the axial direction of the primary shaft 14 and a fixed sheave 20b. The movable sheave 21a (secondary sheave) and the fixed sheave 21b that are movable in the axial direction are coaxially arranged opposite to each other. The belt 22 is stretched around a V-shaped groove formed between the movable sheaves 20a and 21a and the fixed sheaves 20b and 21b.

  In the continuously variable transmission mechanism 11, the oil pressure (primary pressure and secondary pressure) supplied from the hydraulic control device 1 described later to the primary sheave hydraulic chamber 23 of the primary pulley 20 and the secondary sheave hydraulic chamber 24 of the secondary pulley 21 is adjusted. Accordingly, the force (belt clamping pressure) that sandwiches the belt 22 between the movable sheaves 20a and 21a and the fixed sheaves 20b and 21b can be individually controlled by the primary pulley 20 and the secondary pulley 21. Thereby, in each of the primary pulley 20 and the secondary pulley 21, the V-shaped width can be changed to adjust the rotation radius of the belt 22, and the input rotation speed (primary rotation speed) corresponding to the input rotation speed of the primary pulley 20 can be adjusted. ) And the output shaft rotation speed (secondary rotation speed) corresponding to the output rotation speed of the secondary pulley 21 can be changed steplessly. Further, the belt clamping pressure of the primary pulley 20 and the secondary pulley 21 is adjusted, so that power can be transmitted with a torque capacity corresponding to this.

  The speed reduction mechanism 12 reduces the rotational speed of the power from the continuously variable transmission mechanism 11 and transmits it to the differential gear 13. The differential gear 13 transmits the power from the speed reduction mechanism 12 to each drive wheel 4 via each drive shaft 16. The differential gear 13 absorbs the difference in rotational speed between the center side of the turning, that is, the inner driving wheel 4 and the outer driving wheel 4 that occurs when the vehicle 2 turns.

  The power transmission device 5 configured as described above drives the power generated by the engine 3 via a torque converter 9, a forward / reverse switching mechanism 10, a continuously variable transmission mechanism 11, a speed reduction mechanism 12, a differential gear 13, and the like. 4 can be transmitted. As a result, the driving force [N] is generated on the contact surface of the driving wheel 4 with the road surface, and the vehicle 2 can travel by this.

  The hydraulic control device 1 uses a hydraulic pressure of oil as a fluid to lock up the clutch 9d of the torque converter 9, the forward / reverse switching clutch C1 and the forward / reverse switching brake B1, and the primary sheave 20a of the continuously variable transmission mechanism 11. The power transmission device 5 including the secondary sheave 21a is operated. The hydraulic control device 1 includes, for example, various hydraulic control circuits that are controlled by the ECU 7. The hydraulic control device 1 is configured to include a plurality of oil passages, an oil reservoir, an oil pump, a plurality of electromagnetic valves, and the like, and according to a signal from the ECU 7 described later, the oil supplied to each part of the power transmission device 5 Control the flow rate or hydraulic pressure. The hydraulic control device 1 also functions as a lubricating oil supply device that lubricates predetermined portions of the power transmission device 5.

  The ECU 7 controls driving of each part of the vehicle 2. The ECU 7 is physically an electronic circuit mainly composed of a known microcomputer including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and an interface. The function of the ECU 7 is to load an application program held in the ROM into the RAM and execute it by the CPU, thereby operating various devices in the vehicle 2 under the control of the CPU and reading out data from the RAM or ROM. And writing. In the present embodiment, the ECU 7 controls each part of the power transmission device 5 such as the torque converter 9, the forward / reverse switching mechanism 10, and the continuously variable transmission mechanism 11 by controlling the hydraulic control device 1 described above. Note that the ECU 7 is not limited to the above functions, but also includes various other functions used for various controls of the vehicle 2.

  The ECU 7 includes an engine ECU that controls the engine 3, a T / M ECU that controls the power transmission device 5 (hydraulic control device 1), and an idling stop (S & S (start & stop)) control. The configuration may include a plurality of ECUs such as S & S ECUs.

  Note that the ECU 7 is connected to various sensors in the vehicle 2 (not shown in FIG. 1) and receives detection signals from the various sensors, and controls the driving of each part of the vehicle 2 based on these detection signals. can do. In FIG. 1, a brake stroke sensor 61 that measures a stroke amount (depression amount) of a brake pedal and a vehicle speed sensor 62 that measures a vehicle speed are illustrated as sensors according to the present embodiment.

  Next, the configuration of the hydraulic control device 1 will be described with reference to FIG.

  As shown in FIG. 2, the hydraulic control device 1 is a mechanical type driven by driving an engine 3 (hereinafter also referred to as “Eng.”) As an oil supply source that supplies oil to each part of the power transmission device 5. Two hydraulic pumps, a mechanical pump 31 and an electric pump 33 driven by driving of an electric motor 32, are provided. The mechanical pump 31 and the electric pump 33 filter the oil stored in the drain 34 in the hydraulic control device 1 through the strainer 35, suck and compress the oil, and supply the oil to the power transmission device 5 through the hydraulic path 36. be able to.

  Note that the vehicle 2 of the present embodiment is provided with a function of stopping the engine 3 while the vehicle 2 is stopped or traveling, that is, a so-called idling stop function in order to improve fuel efficiency. When the predetermined condition is satisfied during the traveling, the idling stop traveling (hereinafter also referred to as “deceleration eco-run”) that travels with the engine 3 stopped is configured to be performed. The electric pump 33 supplies the hydraulic oil (oil) as an alternative to the mechanical pump 31 when the idling stop function is executed, that is, when the engine 3 is stopped.

  The electric pump 33 is communicated with the hydraulic path 36 via an outlet channel 37 connected to the discharge port. A check valve 38 is provided on the outlet channel 37 to prevent backflow of oil from the hydraulic path 36 to the electric pump 33.

  A primary regulator valve 39 is provided in the hydraulic path 36. The primary regulator valve 39 adjusts the hydraulic pressure generated by the mechanical pump 31 and the electric pump 33. A control pressure is supplied to the primary regulator valve 39 by the SLS linear solenoid 40. The SLS linear solenoid 40 is an electromagnetic valve that generates a control pressure according to a current value determined by a duty signal (duty value) transmitted from the ECU 7.

  The primary regulator valve 39 adjusts the hydraulic pressure in the hydraulic path 36 according to the control pressure by the SLS linear solenoid 40. The hydraulic pressure in the hydraulic path 36 adjusted by the primary regulator valve 39 is used as the line pressure PL.

  As the primary regulator valve 39, for example, a spool valve in which a valve body (spool) slides in the axial direction in the valve body to open or close a flow path can be applied, and a hydraulic path 36 is connected to an input port. The SLS linear solenoid 40 is connected to the pilot port for inputting the pilot pressure, and the excess flow generated by regulating the line pressure PL can be discharged from the output port.

  The mechanical pump 31 and the electric pump 33 are connected to the C1 control system 18 (the forward / reverse switching clutch C1 and the forward / reverse switching brake B1) of the forward / reverse switching mechanism 10 and the continuously variable transmission mechanism 11 (of the primary sheave 20a) via the hydraulic path 36. The primary sheave hydraulic chamber 23 and the secondary sheave hydraulic chamber 24 of the secondary sheave 21a are connected so that the hydraulic pressure adjusted to the line pressure PL by the primary regulator valve 39 can be supplied.

  Although not shown in FIG. 2, a hydraulic control circuit capable of adjusting the hydraulic pressure supplied to the C1 control system 18 is provided between the hydraulic path 36 and the C1 control system 18. Are controlled by the ECU 7.

  The hydraulic path 36 connected to the continuously variable transmission mechanism 11 (primary sheave 20a and secondary sheave 21a) includes a first oil path 36a that supplies hydraulic pressure to the primary sheave hydraulic chamber 23 of the primary sheave 20a, and a secondary sheave of the secondary sheave 21a. A branch is made to a second oil passage 36b for supplying hydraulic pressure to the hydraulic chamber 24.

  Of these, on the second oil passage 36b, LPM (Line Pressure Modulator) No. One valve (pressure regulating valve) 41 is provided. LPM No. The 1 valve 41 outputs a hydraulic pressure adjusted with the line pressure PL as a source pressure. LPM No. A control pressure is supplied to the one valve 41 by an SLS linear solenoid 42. Similarly to the SLS linear solenoid 40 of the primary regulator valve 39, the SLS linear solenoid 42 is an electromagnetic valve that generates a control pressure in accordance with a current value determined by a duty signal (duty value) transmitted from the ECU 7.

  LPM No. The 1 valve 41 is, for example, a spool valve, and outputs a reduced oil pressure using the output oil pressure of the SLS linear solenoid 42 duty-controlled by the ECU 7 as a pilot pressure and the line pressure PL introduced into the valve as an original pressure. LPM No. The hydraulic pressure output from the one valve 41 is used as the secondary pressure Pd and supplied to the secondary sheave hydraulic chamber 24. The thrust of the secondary sheave 21a changes according to the secondary pressure Pd supplied to the secondary sheave hydraulic chamber 24, and the belt clamping pressure of the continuously variable transmission mechanism 11 is increased or decreased.

  Note that the LPM No. on the second oil passage 36b. A pressure sensor 43 that detects the secondary pressure Pd is provided between the one valve 41 and the secondary sheave hydraulic chamber 24, and is configured to transmit information on the detected secondary pressure Pd to the ECU 7.

  In the present embodiment, the LPM No. of the second oil passage 36b is more specifically described on the second oil passage 36b of the hydraulic passage 36. An accumulator 44 is connected between the one valve 41 and the secondary sheave hydraulic chamber 24.

  The accumulator 44 is configured to store and hold (accumulate) the hydraulic pressure supplied from the mechanical pump 31 when the mechanical pump 31 is driven, and to supply the held hydraulic pressure to the secondary sheave 21a as necessary. Yes. The accumulator 44 can be realized by a known configuration. For example, in the case of a gas type accumulator, a piston is arranged inside, and an internal space sealed by the piston is filled with gas. During pressure accumulation, the piston is pushed in and oil is stored inside. At this time, the gas is compressed, and the pressure of the compressed gas is balanced with the pressure of the stored oil. Further, at the time of discharge, the piston is pushed out by utilizing the expansion force of gas, whereby the accumulated oil is discharged from the inside and supplied to the secondary sheave 21a.

  The accumulator 44 can change the internal gas volume between the minimum value Va_min and the maximum value Va_max according to the sliding of the piston. When the gas volume is the minimum value Va_min, the gas pressure becomes the maximum value Pa_max. When the gas volume is the maximum value Va_max, the gas pressure is configured to be the minimum value Pa_min. Here, the minimum value Pa_min of the gas pressure corresponds to the secondary pressure Pd required to ensure the minimum belt clamping pressure that can prevent the belt 22 of the continuously variable transmission mechanism 11 from slipping during idling stop traveling. In addition, the maximum value Pa_max of the gas pressure is set in advance as a pressure that can maintain the secondary pressure Pd at least at Pa_min when discharging accumulated pressure from the accumulator 44. The size of the accumulator 44 can be, for example, a total volume of 100 (cc) and a discharge amount (Va_max−Va_min) of 20 (cc).

  Accumulation and discharge of the accumulator 44 are controlled by a pressure accumulation control valve 45 provided between the accumulator 44 and the second oil passage 36b. When the pressure accumulation control valve 45 is closed, the oil is accumulated in the accumulator 44, and when the pressure accumulation control valve 45 is opened, the accumulated oil is discharged. The opening / closing operation of the pressure accumulation control valve 45 is controlled by the ECU 7. The pressure accumulation control valve 45 is, for example, a spool valve, and can be opened and closed by adjusting the pilot pressure by the ECU 7.

  A pressure sensor 46 for detecting the pressure (accumulator pressure) Pacc of the oil accumulated in the accumulator 44 is provided between the accumulator 44 and the pressure accumulation control valve 45, and information on the detected accumulator pressure Pacc is transmitted to the ECU 7. It is configured to

  On the second oil passage 36b, LPM No. A check valve (pressure increase check valve) 57 is provided upstream of the one valve 41, and the oil discharged from the accumulator 44 flows upstream (mechanism pump 31, electric pump 33, C1 control system 18 side) Inflow to the first oil passage 36a connected to the primary sheave 20a is prevented, and the secondary pressure Pd can be efficiently increased by the accumulator 44.

  A first shift control valve 47 and a second shift control valve 48 are provided on the first oil passage 36a. The first shift control valve 47 adjusts the oil supply to the primary sheave hydraulic chamber 23 in accordance with the drive of the first duty solenoid (DS1) 49 that is duty-controlled by the ECU 7. The second shift control valve 48 adjusts the oil discharge from the primary sheave hydraulic chamber 23 in accordance with the driving of the second duty solenoid (DS2) 50 that is duty-controlled by the ECU 7.

  That is, when the first duty solenoid 49 is actuated, oil is introduced from the first shift control valve 47 into the primary sheave hydraulic chamber 23, and the primary sheave 20a moves in the direction of narrowing the groove width of the primary pulley 20, as a result. The applied diameter of the belt 22 increases and upshifts. When the second duty solenoid 50 is actuated, the oil is discharged from the primary sheave hydraulic chamber 23 by the second shift control valve 48, and the primary sheave 20a moves in the direction of widening the groove width of the primary pulley 20. As a result, the belt 22 The hanging diameter decreases and downshifts. Thus, the gear ratio of the continuously variable transmission mechanism 11 can be controlled by operating the first duty solenoid 49 and the second duty solenoid 50.

  A secondary regulator valve 51 is connected to the output port of the primary regulator valve 39. The secondary regulator valve 51 is also a spool valve, like the primary regulator valve 39, and adjusts the hydraulic pressure of the excess flow discharged from the primary regulator valve 39 in accordance with the control pressure of the SLS linear solenoid 52 that is duty-controlled by the ECU 7. Pressure.

  An L / U control system 53 for controlling the engagement / release of the lockup clutch 9d of the torque converter 9 is further connected to the output port of the primary regulator valve 39, and when an excess flow is generated from the primary regulator valve 39 The surplus flow is regulated by the secondary regulator valve 51, and the regulated surplus flow is supplied to the L / U control system 53 (or the low pressure control system that can be controlled at a lower pressure than the continuously variable transmission mechanism 11). Has been.

  Further, the secondary regulator valve 51 is configured to be able to supply a further surplus flow generated by regulating the surplus flow from the output port to each part lubrication at a predetermined location in the power transmission device 5. Although not shown in FIG. 2, an oil passage is formed so that the surplus flow supplied to the L / U control system 53 and each part lubrication is finally returned to the drain 34.

  The SLS linear solenoid 40 of the primary regulator valve 39, the SLS linear solenoid 52 of the secondary regulator valve 51, and the LPM No. The SLS linear solenoid 42 of the one valve 41 may be a single linear solenoid and may be configured to control the line pressure PL and the secondary pressure Pd (belt clamping pressure) in conjunction with each other. Alternatively, each may be a separate linear solenoid, which can be individually controlled by the ECU 7, and may be configured to independently control the line pressure PL and the secondary pressure Pd (belt clamping pressure).

  The SLS linear solenoid 40, the SLS linear solenoid 42, and the SLS linear solenoid 52 are connected to the primary regulator valve 39, LPM No. The pilot pressure input to the first valve 41 and the secondary regulator valve 51 can be generated using the line pressure PL in the hydraulic path 36.

  Next, the configuration of the vehicle control device according to the present embodiment will be described with reference to FIG. The vehicle control apparatus according to the present embodiment determines whether or not a sudden deceleration operation has been performed during idling stop travel, and when determining that the sudden deceleration operation has been performed, determines the belt clamping pressure of the continuously variable transmission mechanism 11. The control is performed to increase and suppress the occurrence of belt slip.

  As shown in FIG. 3, the vehicle control device according to the present embodiment includes the brake stroke sensor 61, the vehicle speed sensor 62, the ECU 7, and the pressure accumulation control of the hydraulic control device 1 among the components of the vehicle 2 shown in FIGS. The valve 45, the accumulator 44, and the engine 3 are included. The ECU 7 includes a sudden braking determination unit 71, an accumulator control unit 72, and an engine control unit 73 as functions related to the sudden braking determination and the belt clamping pressure control. The vehicle control device includes a belt-type continuously variable transmission mechanism 11 of the power transmission device 5 in addition to the elements shown in FIG.

  The sudden braking determination unit 71 determines whether a sudden braking (rapid deceleration) operation has been performed based on input information from the brake stroke sensor 61 and the vehicle speed sensor 62. When it is determined that the sudden braking operation has been performed, a signal to that effect is transmitted to the accumulator control unit 72 and the engine control unit 73. The criterion for determining the sudden braking operation by the sudden braking determination unit 71 is that all the following conditions based on the stroke amount of the brake pedal measured by the brake stroke sensor 61 and the vehicle speed measured by the vehicle speed sensor 62 are satisfied.

(1) During idling stop travel (engine stopped)
(2) The vehicle speed is higher than the sudden braking determination threshold. (3) The stroke amount is higher than the brake stroke determination threshold. (4) The stroke amount change amount is higher than the brake stroke change amount determination threshold value.

  The accumulator control unit 72 controls pressure accumulation and discharge processing of the accumulator 44. In the present embodiment, the accumulator control unit 72 opens the pressure accumulation control valve 45 in order to perform the discharge process of the accumulator 44 in response to receiving a signal indicating that the sudden braking state is received from the sudden braking determination unit 71. A control signal to be transmitted is transmitted to the pressure accumulation control valve 45. When the pressure accumulation control valve 45 is opened, the oil accumulated in the accumulator 44 is discharged to the second oil path 36b of the hydraulic path 36, the secondary pressure Pd increases, and the belt clamping pressure increases.

  The engine control unit 73 controls the operation of the engine 3. In the present embodiment, the engine control unit 73 generates a control signal for starting the engine 3 in order to stop the idling stop traveling in response to receiving a signal indicating that the sudden braking state is received from the sudden braking determination unit 71. Transmit to the engine 3.

  In this embodiment, the accumulator control unit 72 of the ECU 7, the accumulator 44 and the pressure accumulation control valve 45 are hydraulic pressures (secondary pressure) supplied to the secondary sheave 21 a for generating the belt clamping pressure of the continuously variable transmission mechanism 11. It functions as a pressure increasing means for increasing Pd).

  Next, the operation of the vehicle control device according to the present embodiment will be described with reference to FIGS.

  First, with reference to FIG. 4, the hydraulic control process based on the sudden braking determination performed by the vehicle control device of the present embodiment will be described. The process shown in FIG. 4 is performed every predetermined time, for example, during idling stop traveling.

  First, the sudden braking determination unit 71 confirms whether or not the engine 3 is stopped (S101). If the vehicle is idling stop and the engine 3 is stopped, the process proceeds to step S102. If the engine 3 is not stopped, normal control (normal running here) as before is continued (S107).

  Next, the sudden braking determination unit 71 checks whether or not the vehicle speed is equal to or higher than a predetermined sudden braking determination threshold based on the measurement signal of the vehicle speed sensor 62 (S102). Here, the sudden braking determination threshold value does not require the rapid braking determination at an extremely low vehicle speed (for example, 3 km / h or less) at which the belt clamping pressure can be sufficiently secured only by the electric pump 33 even during idling stop traveling. This is a parameter for preventing the sudden braking determination itself from being performed at such an extremely low vehicle speed. The sudden braking determination threshold can be set to about 3 to 11 km / h, for example. If the vehicle speed is equal to or greater than the sudden braking determination threshold, the process proceeds to step S103. When the vehicle speed is smaller than the sudden braking determination threshold value, it is unnecessary to increase the belt clamping pressure, and normal control (here, idling stop traveling) as before is continued (S107).

  Subsequently, based on the measurement signal of the brake stroke sensor 61, the sudden braking determination unit 71 checks whether or not the amount of change in the brake stroke is equal to or greater than a predetermined brake stroke change amount determination threshold (S103). The brake stroke change amount determination threshold is a parameter for preventing the sudden brake determination from being performed in such a situation because the brake pedal is depressed relatively slowly and sudden braking is difficult to occur when the change amount of the brake stroke is small. . When the amount of change in the brake stroke is equal to or greater than the brake stroke change amount determination threshold, it is assumed that the brake pedal has been depressed rapidly, and the process proceeds to step S104. If the change amount of the brake stroke is smaller than the brake stroke change amount determination threshold value, it is determined that the braking is not sudden braking, and the same normal control (in this case, idling stop traveling) is continued (S107).

  Subsequently, based on the measurement signal of the brake stroke sensor 61, the sudden braking determination unit 71 confirms whether or not the brake stroke amount is equal to or greater than a predetermined brake stroke determination threshold value (S104). The brake stroke determination threshold value is a parameter for preventing the sudden braking determination from being performed in such a situation because the braking amount is small and the braking force is weak when the braking stroke amount is small and the braking force is weak. If the brake stroke amount is equal to or greater than the brake stroke determination threshold value, it is assumed that the brake pedal has been depressed greatly, and the process proceeds to step S105. If the brake stroke amount is smaller than the brake stroke determination threshold, it is determined that the braking is not sudden braking, and normal control (in this case, idling stop traveling) as before is continued (S107).

  When all the determination conditions of steps S101 to S104 are satisfied, that is, the engine is stopped, the vehicle speed is equal to or higher than the sudden braking determination threshold, the change amount of the brake stroke is equal to or higher than the brake stroke change amount determination threshold, and the brake When the stroke amount is equal to or greater than the brake stroke determination threshold, the sudden braking determination unit 71 determines that the sudden braking operation is performed and the vehicle 2 enters the sudden braking state, and a signal to that effect is sent to the accumulator control unit 72. And transmitted to the engine control unit 73. The signal indicating that the vehicle is suddenly braked by the sudden braking determination unit 71 may be, for example, a flag-like signal that is 0 at normal time and 1 at the time of sudden braking determination (see FIG. 5).

  Then, the accumulator controller 72 opens the pressure accumulation control valve 45, and the oil accumulated in the accumulator 44 is discharged to the second oil path 36b of the hydraulic path 36 (S105). Thereby, the hydraulic pressure (secondary pressure Pd) supplied to the secondary sheave hydraulic chamber 24 of the secondary pulley 21 of the continuously variable transmission mechanism 11 increases, and the belt clamping pressure increases. Further, the engine 3 is started by the engine control unit 73 (S106), and the idling stop traveling is stopped.

  Next, with reference to FIG. 5, belt clamping pressure control at the time of sudden braking determination by the vehicle control device of the present embodiment will be described. In the timing chart of FIG. 5, time transitions of the engine speed, the vehicle speed, the brake stroke, the brake stroke change amount, the brake pressure, the sudden braking determination value, and the belt clamping pressure are shown.

  In the initial stage of the timing chart of FIG. 5, the engine speed is 0, that is, the engine 3 is stopped, and the vehicle speed is larger than the sudden braking determination threshold, so the conditions of steps S101 and S102 in the flowchart of FIG. Is satisfied, but the brake stroke and the amount of change thereof are smaller than the threshold value, and the sudden braking operation is not determined, so the sudden braking determination value is zero. At this time, the hydraulic pressure discharged from the electric pump 33 (EOP) is supplied to the belt clamping pressure (secondary pressure).

  At time A, the brake stroke amount increases and exceeds the brake stroke determination threshold value, and the brake stroke change amount also exceeds the brake stroke change amount determination threshold value, so that the conditions of steps S103 and S104 in the flowchart of FIG. 4 are satisfied. At this time, the sudden braking determination unit 71 determines that the sudden braking operation is performed and the vehicle 2 enters the sudden braking state, and changes the sudden braking determination value from 0 to 1. In response to the switching of the sudden braking determination value, the accumulator controller 72 issues an accumulator discharge instruction to the pressure accumulation control valve 45, and the engine controller 73 issues an engine start instruction to the engine 3.

  In response to the accumulator discharge instruction, when the pressure accumulation control valve 45 is opened and the oil accumulated from the accumulator 44 is discharged to the second oil path 36b of the hydraulic path 36, the oil discharged from the accumulator 44 in period B is discharged. The belt clamping pressure (secondary pressure) is increased by the pressure (accumulator pressure, accumulator pressure). The accumulator pressure is set in advance so as to ensure a minimum belt clamping pressure that can prevent the belt 22 of the continuously variable transmission mechanism 11 from slipping. Therefore, as shown in FIG. 5, the belt clamping pressure is maintained at a level exceeding the pressure (“required pressure” in FIG. 5) necessary to avoid belt slippage by increasing the pressure due to the accumulation pressure.

  Further, at almost the same timing as the increase in the belt clamping pressure, the brake pressure increases in accordance with the increase in the brake stroke amount described above, and the brake is activated to decrease the vehicle speed. As the vehicle speed decreases, torque fluctuation is input from the wheel side, so that the necessary pressure for preventing belt slip also increases periodically.

  In section C, the engine 3 starts to be driven in response to the engine start instruction, and when the engine speed increases, the mechanical pump 31 (MOP) MOP driven by the driving of the engine 3 also starts to operate. The belt clamping pressure is further increased by the hydraulic pressure discharged from the mechanical pump 31 (“MOP pressure” in FIG. 5).

  In the conventional sudden braking determination process, for example, a method based on the fluctuation of the vehicle speed is taken. However, in the example shown in FIG. 5, when the sudden braking determination based on the vehicle speed is performed, the vehicle speed increases rapidly. It is considered that the sudden braking determination is performed in the vicinity of the fluctuating time D (shown as “rapid braking determination (conventional)” in FIG. 5). At this timing, the brake has already been actuated, and the torque fluctuation associated therewith has also occurred. Further, since the pressure increasing means such as the accumulator 44 is not used, the timing of increasing the belt clamping pressure after the sudden braking determination is also delayed. For this reason, the belt clamping pressure is lower than the necessary pressure for avoiding the belt slip (shown as “belt clamping pressure (conventional)” in FIG. 5), and there is a high possibility that the belt slip occurs.

  Next, the effect of the vehicle control device of this embodiment will be described.

  The vehicle control apparatus according to the present embodiment includes an accumulator control unit 72 of the ECU 7, an accumulator as pressure increasing means for increasing the hydraulic pressure (secondary pressure Pd) supplied to generate the belt clamping pressure of the belt type continuously variable transmission mechanism 11. A control valve 45 and an accumulator 44 are provided. When a sudden deceleration (rapid braking) operation is performed during the execution of the idling stop function, the hydraulic pressure (secondary pressure Pd) supplied to the belt-type continuously variable transmission mechanism 11 is increased by the pressure increasing means.

  With such a configuration, when a sudden deceleration operation is performed during execution of the idling stop function, the hydraulic pressure supplied to the belt-type continuously variable transmission mechanism 11 is increased, so that the required amount of belt clamping pressure increases. It is possible to increase the belt clamping pressure of the belt type continuously variable transmission mechanism 11 during deceleration, and to suppress the occurrence of belt slip.

  Further, in the vehicle control device of the present embodiment, whether or not a sudden deceleration (rapid braking) operation has been performed is determined by the sudden braking determination unit 71 based on the stroke amount of the brake pedal.

  With this configuration, it is possible to accurately detect a sudden deceleration operation that is linked to the depression (stroke amount) of the brake pedal. Although there is a time lag between the sudden deceleration operation and the actual sudden deceleration state occurrence, in this embodiment, the presence or absence of the sudden deceleration operation is determined based on the stroke amount of the brake pedal. Compared to the case where parameters such as vehicle speed and acceleration that change after the occurrence are used as a criterion, the occurrence of sudden deceleration can be detected at an earlier timing. For this reason, when sudden deceleration actually occurs and a large belt clamping pressure is required for the belt-type continuously variable transmission mechanism 11, the secondary pressure can already be increased to increase the belt clamping pressure. Can be suitably suppressed.

  In the above-described embodiment, the sudden deceleration is determined based on the stroke amount of the brake pedal measured using the brake stroke sensor 61. However, it changes in conjunction with the driver's brake (rapid deceleration, sudden braking) operation. Any parameter other than the stroke amount may be used as long as the parameter responds at an earlier timing than the actual sudden deceleration starts according to the brake operation. For example, the sudden braking determination unit 71 is based on the hydraulic pressure (brake master pressure) in the master cylinder that adjusts the hydraulic pressure for applying a braking force to each wheel of the vehicle 2 according to the stroke amount of the brake pedal. It can also be configured to determine the presence or absence of sudden deceleration.

  Moreover, in the said embodiment, although the accumulator 44 was illustrated as a pressure increase means to increase the supply hydraulic pressure (secondary pressure) to the continuously variable transmission mechanism 11, if other pressure can be used, other apparatuses may be used. Good. For example, the electric pump 33 may be connected to the second oil passage 36b of the hydraulic passage 36 in the same manner as the accumulator 44 shown in FIG. 2, and the secondary pressure is increased by operating the electric pump 33 at the time of sudden deceleration determination. Is possible.

[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to FIGS. FIG. 6 is a functional block diagram of the vehicle control device according to the second embodiment of the present invention, and FIG. 7 is a hydraulic control process based on the sudden braking determination performed by the vehicle control device of the second embodiment of the present invention. FIG. 8 is a timing chart showing an example of belt clamping pressure control at the time of sudden braking determination in the second embodiment of the present invention.

  As shown in FIG. 6, the vehicle control device of the present embodiment uses the brake stroke sensor 61 in that it detects a variation in the stroke amount of the brake pedal using the first brake switch 63 and the second brake switch 64. This is different from the first embodiment used. Also, the determination condition of the sudden braking operation of the sudden braking determination unit 81 is different from that of the sudden braking determination unit 71 of the first embodiment.

  The first brake switch 63 and the second brake switch 64 are switches that can be individually switched when the brake pedal passes through different predetermined stroke amounts. In other words, the first brake switch 63 is turned off when the brake pedal is not depressed, and is turned on when the brake pedal is depressed by the driver and exceeds a predetermined stroke amount. It is connected to the. The second brake switch 64 has the same configuration as the first brake switch 63, but the stroke amount of the brake pedal that switches to the ON state is set to be larger than that of the first brake switch 63. That is, when the brake pedal is depressed, the first brake switch 63 is first switched to the ON state, and when the brake pedal is further depressed, the second brake switch 64 is switched to the ON state.

  In addition, the first brake switch 63 and the second brake switch 64 are set with the brake pedal stroke amounts that are switched to the ON state so that both are always turned on when the driver performs a sudden deceleration operation. Has been.

  The sudden braking determination unit 81 determines whether a sudden braking (rapid deceleration) operation has been performed based on input information from the first brake switch 63, the second brake switch 64, and the vehicle speed sensor 62. The criterion for determining the sudden braking operation by the sudden braking determination unit 81 is that the following conditions based on the state of the first brake switch 63 and the second brake switch 64 and the vehicle speed measured by the vehicle speed sensor 62 are satisfied.

(1) During idling stop travel (engine stopped)
(2) The vehicle speed is higher than the sudden braking determination threshold. (3) Both the first brake switch 63 and the second brake switch 64 are in the ON state. (4) Both the first brake switch 63 and the second brake switch 64 are in the ON state. Timing interval (hereinafter referred to as “brake switch ON interval”) is below the brake switch ON interval determination threshold

  Next, a hydraulic control process based on the sudden braking determination performed by the vehicle control apparatus of the second embodiment will be described with reference to FIG. Since the processing steps of steps S201, S202, S205 to S207 in the flowchart of FIG. 7 are the same as steps S101, S102, S105 to S107 of the first embodiment shown in FIG.

  When the conditions of the steps S201 and S202 (the above conditions (1) and (2)) are satisfied, the second brake switch 64 is turned on by the sudden braking determination unit 81 based on the measurement signal of the second brake switch 64. It is confirmed whether or not (S203). If the second brake switch 64 is in the ON state, it is assumed that the brake pedal is depressed more than a predetermined amount, and the process proceeds to step S204. When the second brake switch 64 is in the OFF state, it is determined that the brake stroke amount is small and not sudden braking, and normal control (in this case, idling stop travel) is continued as before (S207). .

  Subsequently, based on the measurement signals of the first brake switch 63 and the second brake switch 64, the sudden braking determination unit 81 checks whether or not the brake switch ON interval is equal to or less than the brake switch ON interval determination threshold value (S204). ). The brake switch ON interval determination threshold is a parameter for excluding such a situation from the sudden brake determination because when the brake switch ON interval is large, the depression of the brake pedal is relatively gradual and sudden braking is difficult to occur. . If the brake switch ON interval is equal to or less than the brake switch ON interval determination threshold, it is determined that the brake pedal is being depressed rapidly, and the process proceeds to step S205. If the brake switch ON interval is larger than the brake switch ON interval determination threshold, it is determined that the braking is not sudden braking, and normal control (in this case, idling stop traveling) is continued (S207).

  With respect to belt clamping pressure control at the time of sudden braking determination by the vehicle control device of the present embodiment, only differences from the timing chart of the first embodiment shown in FIG. 5 will be described with reference to FIG.

  At time A, the first brake switch 63 has already passed a predetermined stroke amount (shown as “SW1ON” in FIG. 8) and is in the ON state. A predetermined stroke amount (shown as “SW2 ON” in FIG. 8) of the switch 64 is passed and the switch 64 is turned on.

  At this time, the sudden braking determination unit 81 sets an interval (brake switch ON interval) between the timing when the first brake switch 63 is turned on and the timing when the second brake switch 64 is turned on (time A). Calculated. In the example shown in FIG. 8, at time A, the brake switch ON interval is equal to or less than the brake switch ON interval determination threshold value. At this time, the conditions of steps S203 and S204 in the flowchart of FIG. In 81, it is determined that the sudden braking operation is performed and the vehicle 2 enters the sudden braking state, and the sudden braking determination value is changed from 0 to 1. In response to the switching of the sudden braking determination value, the accumulator controller 72 issues an accumulator discharge instruction, and the engine controller 73 issues an engine start instruction.

  As described above, in the vehicle control device of the second embodiment, the sudden braking determination unit 81 of the ECU 7 includes the first brake switch 63 and the first brake switch 63 that are individually switchable when the brake pedal passes through different predetermined stroke amounts. Based on the state of the second brake switch 64, it is determined whether or not a rapid deceleration operation has been performed.

  With this configuration, when the brake pedal is depressed, the stroke amount of the brake pedal increases, and the first brake switch 63 and the second brake switch 64 are switched to the ON state at different timings. If this difference in switching timing is observed, it is possible to detect how fast the brake pedal is depressed, and it is possible to detect a sudden deceleration operation with high accuracy. In addition, since it is possible to determine the rapid deceleration operation using only two inexpensive switches without newly adding an expensive sensor such as a stroke sensor, the cost can be reduced.

  In the above embodiment, the two brake switches, the first brake switch 63 and the second brake switch 64, are used. However, two or more brake switches may be used.

[Third Embodiment]
Next, a third embodiment of the present invention will be described with reference to FIGS. FIG. 9 is a functional block diagram of the vehicle control device according to the third embodiment of the present invention, FIG. 10 is a timing chart showing correspondence between the brake stroke and the brake master pressure, and FIG. FIG. 12 is a diagram illustrating an example of a map used for brake switch failure determination in the failure determination unit of FIG. 12, and FIG. 12 is a flowchart illustrating brake switch failure determination processing performed by the vehicle control device of the third embodiment of the present invention. is there.

  As shown in FIG. 9, the vehicle control apparatus of the present embodiment has a failure determination unit 74 (abnormality) for determining whether an abnormality (failure) has occurred in the first brake switch 63 and the second brake switch 64. It differs from the said 2nd Embodiment by the point which equips ECU7 with a determination means.

  In addition to the inputs from the first brake switch 63 and the second brake switch 64, the fail determination unit 74 also uses the input information from the master pressure sensor 65 (measurement means) to make the first brake switch 63 and the second brake switch Fail judgment of the brake switch 64 is performed. Here, the master pressure sensor 65 is a sensor that measures the hydraulic pressure (brake master pressure) in the master cylinder that adjusts the hydraulic pressure for applying braking force to each wheel of the vehicle according to the stroke amount of the brake pedal. It is.

  Since the brake master pressure responds to the depression force applied to the brake pedal in the same manner as the brake stroke, it has a characteristic of transitioning at substantially the same timing as the brake stroke, as shown in FIG. That is, it can be said that the brake stroke and the brake master pressure have a one-to-one correspondence as shown by a dotted line c in FIG.

  On the other hand, the first brake switch 63 and the second brake switch 64 are set so as to be switched on in a predetermined stroke amount. That is, when the first brake switch 63 and the second brake switch 64 are normal, the brake master pressure when each switches to the ON state is a substantially constant value as shown in FIG.

  Therefore, in the present embodiment, the fail determination unit 74 performs a failure determination of the first brake switch 63 and the second brake switch 64 using the determination map shown in FIG. In the map of FIG. 11, the horizontal axis indicates the brake stroke amount (stepping force), the vertical axis indicates the brake master pressure, and a one-to-one correspondence between the brake stroke and the brake master pressure is indicated by a dotted line c. The brake stroke amount at which the first brake switch 63 is switched to the ON state is expressed as SW1ON, and the normal range of the first brake switch 63 (see FIG. 5) is given a width up and down from the brake master pressure corresponding to the brake stroke SW1ON. 11, “SW1 normal range”) is set. Similarly, the brake stroke amount at which the second brake switch 64 is switched to the ON state is represented as SW2ON, and the normal range of the second brake switch 64 (with a vertical width from the brake master pressure corresponding to the brake stroke SW2ON) ( In FIG. 11, “SW2 normal range”) is set.

  When the failure determination unit 74 acquires the brake master pressure when the first brake switch 63 and the second brake switch 64 are in the ON state, the failure determination unit 74 plots them in the SW1 normal range and the SW2 normal range on the map shown in FIG. Whether or not the first brake switch 63 and the second brake switch 64 are normal is determined depending on whether or not the operation is performed. For example, as indicated by a point a in FIG. 11, if the brake master pressure Pa when the first brake switch 63 is switched to the ON state is within the SW1 normal range, the first brake switch 63 is determined to be normal. On the other hand, as shown by a point b in FIG. 11, when the brake master pressure Pb when the first brake switch 63 is switched to the ON state is out of the SW1 normal range, the first brake switch 63 fails (abnormal). ).

  Further, in the vehicle control device of the present embodiment, when the fail determination unit 74 determines that the first brake switch 63 or the second brake switch 64 has failed during idling stop travel (hereinafter also referred to as “deceleration eco-run”). Is configured to immediately prohibit a deceleration eco-run. Specifically, when the fail determination unit 74 determines a failure, information indicating that the deceleration eco-run is prohibited is transmitted to the engine control unit 73. The engine control unit 73 starts the engine 3 when the deceleration eco-run is in progress, and prohibits the subsequent deceleration eco-run.

  Note that the engine control unit 73 can perform the process of executing the idling stop function (stop eco-run) while the vehicle is stopped even when the deceleration eco-run is prohibited. Further, when the failure determination unit 74 determines the failure of the first brake switch 63 or the second brake switch 64, the failure determination unit 74 transmits information to that effect to the sudden braking determination unit 81, and the sudden braking determination unit 81 determines whether the braking is suddenly performed. It can be configured to abort the process.

  Next, with reference to FIG. 12, a brake switch failure determination process performed by the vehicle control apparatus of the third embodiment will be described. The process of the flowchart in FIG. 12 is performed at a predetermined timing, for example, while the vehicle is traveling.

  First, the fail determination unit 74 checks whether or not the first brake switch 63 is in the ON state based on the measurement signal of the first brake switch 63 (S301). When the first brake switch 63 is in the ON state, the process proceeds to step S302. If the first brake switch 63 is in the OFF state, the same normal control as heretofore (normal traveling or idling stop traveling here) is continued (S307).

  In step S301, when it is confirmed that the first brake switch 63 is in the ON state, the brake determination unit 74 obtains the brake master pressure based on the measurement signal of the master pressure sensor 65, and the brake master pressure is It is confirmed whether or not the first brake switch 63 is in the normal range (SW1 normal range) in the determination map of FIG. 11 (S302). When the brake master pressure is in the SW1 normal range, the first brake switch 63 is determined to be normal, and the process proceeds to step S303. When the brake master pressure is not within the normal SW1 range, the first brake switch 63 is determined to be failed, and information indicating that the deceleration eco-run is prohibited is transmitted to the engine control unit 73, and the execution of the deceleration eco-run is prohibited ( S305), the diagnosis (abnormal warning lamp, self-diagnosis result display) is turned on (S306).

  When it is confirmed in step S302 that the brake master pressure is in the normal SW1 range, the fail determination unit 74 subsequently determines whether or not the second brake switch 64 is in the ON state based on the measurement signal of the second brake switch 64. Is confirmed (S303). When the second brake switch 64 is in the ON state, the process proceeds to step S304. If the second brake switch 64 is in the OFF state, the same normal control as before (normal traveling or idling stop traveling here) is continued (S307).

  In step S303, when it is confirmed that the second brake switch 64 is in the ON state, the brake determination unit 74 acquires the brake master pressure based on the measurement signal of the master pressure sensor 65, and the brake master pressure is It is confirmed whether or not the second brake switch 64 is in the normal range (SW2 normal range) in the determination map of FIG. 11 (S304). When the brake master pressure is in the SW2 normal range, it is determined that the second brake switch 64 is normal. As a result, it can be determined that both the first brake switch 63 and the second brake switch 64 are normal, and the process is performed as it is. Exit. When the brake master pressure is not within the normal SW2 range, the second brake switch 64 is determined to be failed, and information indicating that the deceleration eco-run is prohibited is transmitted to the engine control unit 73, and the execution of the deceleration eco-run is prohibited ( S305), the diagnosis (abnormal warning lamp, self-diagnosis result display) is turned on (S306).

  Thus, in the vehicle control device of the third embodiment, the brake master pressure measured by the master pressure sensor 65 at the timing when the first brake switch 63 and the second brake switch 64 are switched is determined for each switch. The failure determination unit 74 of the ECU 7 determines whether or not an abnormality has occurred in the first brake switch 63 or the second brake switch 64 depending on whether or not it is within the predetermined range (SW1 normal range and SW2 normal range). . Then, when the failure determination unit 74 determines that the first brake switch 63 or the second brake switch 64 is abnormal, the execution of the idling stop function is stopped.

  With such a configuration, when the sudden deceleration cannot be accurately determined due to the failure of the first brake switch 63 or the second brake switch 64, the engine is stopped while the vehicle is running by stopping the idling stop function. Can be prevented. As a result, since the mechanical pump 31 driven by the engine 3 is always operated, it is possible to suppress a decrease in the hydraulic pressure supplied to the belt-type continuously variable transmission mechanism 11 and to suppress the belt clamping pressure from being less than the required amount. Thus, the occurrence of belt slip can be suppressed.

[Fourth Embodiment]
Next, a fourth embodiment of the present invention will be described with reference to FIGS. FIG. 13 is a functional block diagram of the vehicle control device according to the fourth embodiment of the present invention, and FIG. 14 is a diagram illustrating an example of a map used for brake switch failure determination in the failure determination unit 84 in FIG. FIG. 15 is a diagram showing an example of a map for setting the normal range correction amount in FIG. 14, and FIG. 16 shows a brake switch implemented by the vehicle control apparatus of the fourth embodiment of the present invention. It is a flowchart which shows a fail determination process.

  As shown in FIG. 13, in the vehicle control device of the present embodiment, the failure determination unit 84 (abnormality determination unit) of the ECU 7 determines the difference in switching timing between the first brake switch 63 and the second brake switch 64 (the brake switch ON interval). ) Is different from the failure determination unit 74 of the third embodiment in that the SW1 normal range and the SW2 normal range are corrected.

  As shown in FIG. 14, the fail determination unit 84 has fixed normal ranges set individually for the first brake switch 63 and the second brake switch 64 (corresponding to the SW1 normal range and the SW2 normal range of the third embodiment). The normal range of the first brake switch 63 (the normal range of SW1) and the normal range of the second brake switch 64 (the normal range of SW2) are further added to the low pressure side of the normal range correction amount that is variable according to the brake switch ON interval. Range) and used for fail determination.

  As shown in FIG. 15, the normal range correction amount depends on the brake switch ON interval (the interval between the timing when the first brake switch 63 is switched to the ON state and the timing when the second brake switch 64 is switched to the ON state). Variable. More specifically, the normal range correction amount is set to a larger value as the brake switch ON interval is smaller, that is, the change amount of the brake stroke is larger (as the brake pedal is depressed more quickly). The smaller the value is, that is, the smaller the change amount of the brake stroke (the more gently the brake pedal is depressed), the smaller the value is set. Further, the brake switch ON interval and the normal range correction amount can be in a proportional relationship. The setting of the normal range correction amount with respect to the brake switch ON interval takes into consideration the characteristic that the response of the brake master pressure is delayed as the change in the stroke amount of the brake pedal is faster.

  Next, with reference to FIG. 16, the brake switch failure determination process performed by the vehicle control apparatus of the fourth embodiment will be described. The process of the flowchart in FIG. 16 is performed at a predetermined timing, for example, while the vehicle is traveling.

  First, the fail determination unit 84 checks whether or not the first brake switch 63 is in an ON state based on the measurement signal of the first brake switch 63 (S401). When the first brake switch 63 is in the ON state, the brake master pressure at this time is acquired based on the measurement signal of the master pressure sensor 65, and the process proceeds to step S402. If the first brake switch 63 is in the OFF state, the same normal control as heretofore (normal traveling or idling stop traveling here) is continued (S408).

  In step S401, when it is confirmed that the first brake switch 63 is in the ON state, the fail determination unit 84 subsequently determines that the second brake switch 64 is in the ON state based on the measurement signal of the second brake switch 64. It is confirmed whether or not (S402). When the second brake switch 64 is in the ON state, the brake master pressure at this time is acquired based on the measurement signal of the master pressure sensor 65, and the process proceeds to step S403. When the second brake switch 64 is in the OFF state, the same normal control as before (normal running or idling stop running here) is continued (S408).

  In step S402, when it is confirmed that the second brake switch 64 is in the ON state, the first brake switch is subsequently determined by the fail determination unit 84 based on the measurement signals of the first brake switch 63 and the second brake switch 64. The difference between the timing at which 63 is switched to the ON state and the timing at which the second brake switch 64 is switched to the ON state is calculated to calculate the brake switch ON interval (S403). Next, using the map illustrated in FIG. 15, a normal range correction amount is calculated based on the brake switch ON interval calculated in step S403 (S404).

  Then, the normal range correction amount calculated in step S404 is added to set the SW1 normal range and SW2 normal range of the map illustrated in FIG. 14, and the first brake acquired in step S401 is set using this map. It is confirmed whether or not the brake master pressure when the switch 63 is in the ON state is in the SW1 normal range. Further, the brake master pressure when the second brake switch 64 acquired in step S402 is in the ON state. Is in the normal range of SW2 (S405). When the brake master pressures of the first brake switch 63 and the second brake switch 64 are in the normal SW1 range and the normal SW2 range, respectively, it is determined that both the first brake switch 63 and the second brake switch 64 are normal. Then, the process is finished as it is.

  On the other hand, when at least one of the brake master pressures of the first brake switch 63 and the second brake switch 64 is not in the SW1 normal range and the SW2 normal range, respectively, the first brake switch 63 or the second brake switch 64 fails. Determined. In this case, information indicating that the deceleration eco-run is prohibited is transmitted to the engine control unit 73, the execution of the deceleration eco-run is prohibited (S406), and the diagnosis (abnormal warning lamp, self-diagnosis result display) is turned on ( S407).

  As described above, in the vehicle control apparatus of the fourth embodiment, the fail determination unit 84 is used for fail determination according to the difference in switching timing between the first brake switch 63 and the second brake switch 64 (brake switch ON interval). Therefore, a predetermined range (SW1 normal range and SW2 normal range) determined for each switch is corrected.

  With this configuration, the brake master pressure ranges (SW1 normal range and SW2 normal range) that determine that each switch is normal according to the change in the brake switch ON interval, more specifically, the amount of change in the stroke of the brake pedal are increased. It can be increased to the low pressure side. The brake master pressure has a characteristic that the response delay increases with an increase in the stroke change amount of the brake pedal. In consideration of this characteristic, the SW1 normal range and the SW2 normal range are increased to the low pressure side. The failure determination of the first brake switch 63 or the second brake switch 64 can be performed with high accuracy regardless of the amount of change in the stroke (brake depression speed).

  As mentioned above, although preferred embodiment was shown and demonstrated about this invention, this invention is not limited by these embodiment. The present invention may be configured by combining a plurality of the embodiments described above, and each constituent element of the embodiments can be easily replaced by a person skilled in the art, or substantially the same. It is possible to change to

  For example, the accumulator 44 only needs to be connected to the hydraulic path 36 so as to be able to supply the oil accumulated in the sheave that controls the belt clamping pressure of the continuously variable transmission mechanism 11. In the above embodiment, since the secondary sheave 21a exemplifies the configuration for controlling the belt clamping pressure, the accumulator 44 is connected to the second oil passage 36b that supplies oil to the secondary sheave 21a. In the configuration that controls the belt clamping pressure, the accumulator 44 can be connected to the first oil passage 36a that supplies oil to the primary sheave 20a.

2 Vehicle 3 Engine 4 Drive wheel 5 Power transmission device 11 Belt type continuously variable transmission mechanism 44 Accumulator (pressure increasing means)
45 Accumulation control valve (pressure increase means)
63 First brake switch (switch)
64 Second brake switch (switch)
65 Master pressure sensor (measuring means)
71, 81 Sudden braking determination unit 72 Accumulator control unit (pressure increasing means)
74, 84 Fail determination unit (abnormality determination means)

Claims (1)

An engine,
A power transmission device for transmitting power from the engine to drive wheels;
A belt-type continuously variable transmission mechanism included in the power transmission device;
In a vehicle control device capable of executing an idling stop function for stopping the engine during vehicle travel,
A pressure increasing means for increasing the hydraulic pressure supplied to generate the belt clamping pressure of the belt type continuously variable transmission mechanism;
When a sudden deceleration operation is performed during the execution of the idling stop function, the hydraulic pressure supplied to the belt type continuously variable transmission mechanism is increased by the pressure increasing means .
The determination as to whether or not the sudden deceleration operation has been performed is made based on the state of at least two switches that are individually switchable when the brake pedal passes through different predetermined stroke amounts,
The vehicle control device further includes:
Measuring means for measuring the hydraulic pressure in a master cylinder for adjusting the hydraulic pressure for applying a braking force to each wheel of the vehicle according to the stroke amount of the brake pedal;
An abnormality occurs in the switch depending on whether or not the hydraulic pressure of the master cylinder measured by the measuring means at the timing when the switch is switched is within a predetermined range determined for each switch. Abnormality determining means for determining whether or not
With
When abnormality of the switch is determined by the abnormality determination means, the execution of the idling stop function is stopped,
The vehicle control device , wherein the abnormality determination unit corrects the predetermined range according to a difference in switching timing of the switch .

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