JP6286570B2 - Vehicle control apparatus and control method thereof - Google Patents

Description

  The present invention relates to a vehicle control device and a control method therefor.

  JP2013-213557A discloses a vehicle that performs inertial traveling control by releasing the frictional engagement element and stopping the engine when the inertial traveling condition is satisfied.

  It is conceivable to apply the inertial running control described above to a vehicle equipped with a continuously variable transmission.

  In the continuously variable transmission, a shift is performed based on a shift map. In the continuously variable transmission map, a coast line, which is a target speed ratio when the accelerator pedal is not depressed, and a maximum high line where the speed ratio of the continuously variable transmission is the highest are set. The coast line and the highest line coincide with each other when the vehicle speed exceeds a predetermined vehicle speed, and when the vehicle speed is lower than the predetermined vehicle speed, the primary pulley rotation speed on the coast line is the highest vehicle line at the same vehicle speed. It is higher than the primary pulley rotation speed. That is, when the vehicle speed is lower than the predetermined vehicle speed, the coast line is positioned on the Low side with respect to the highest line.

  When coasting control is started when the vehicle speed is equal to or higher than the predetermined vehicle speed, the coast line and the highest line coincide with each other, so that the actual transmission ratio of the continuously variable transmission is the highest.

  In a vehicle in which a frictional engagement element is provided between the continuously variable transmission and the drive wheel, the oil pump driven by the engine is stopped by inertia when the inertial running control is stopped, and sufficient hydraulic pressure cannot be obtained. In addition, since the frictional engagement element is released, the primary pulley and the secondary pulley are stopped, so that the actual transmission ratio of the continuously variable transmission cannot be changed. Therefore, when the inertial traveling control is started when the vehicle speed is equal to or higher than the predetermined vehicle speed, the actual transmission ratio of the continuously variable transmission is maintained at the highest level during the inertial traveling control. Therefore, even when the vehicle speed is lower than the predetermined vehicle speed after the start of inertial traveling control, the actual transmission ratio of the continuously variable transmission is maintained at the highest level during inertial traveling control.

  After the vehicle speed becomes lower than the predetermined vehicle speed during inertial traveling control, for example, when the accelerator pedal is depressed and the inertial traveling control is terminated, a target gear ratio according to the driving state such as the accelerator pedal opening is set, and the engine Restarting and fastening of the frictional engagement element are performed. When the vehicle speed is lower than the predetermined vehicle speed, the actual transmission ratio of the continuously variable transmission is the highest during inertial traveling control, and is located on the high side with respect to the coast line.

  From this state, when shifting is started in order to set the actual transmission ratio to the target transmission ratio, the actual transmission ratio must be changed from the highest to the target transmission ratio, and the transmission along the coast line is performed. The time lag until the actual gear ratio becomes the target gear ratio becomes longer than in the case where Therefore, the driving force according to the driving state cannot be transmitted to the driving wheel, and the response to the acceleration request may be reduced.

  The present invention has been invented to solve such problems, and has an object to improve responsiveness to acceleration requests.

A vehicle control device according to an aspect of the present invention includes a vehicle including a continuously variable transmission provided between an engine and a drive wheel, and a friction engagement element provided between the continuously variable transmission and the drive wheel. a vehicle control apparatus for controlling, in traveling, the coasting condition is satisfied which includes the accelerator pedal is released, as well as the frictional engagement element in the released state, coasting control of coasting to stop engine The control unit matches the target speed ratio of the continuously variable transmission set with the accelerator pedal released and the actual speed ratio of the continuously variable transmission when performing inertial traveling control. Otherwise, inertial running control is prohibited, the actual transmission ratio of the continuously variable transmission is set to the target transmission ratio, and the vehicle speed is less than the first minimum vehicle speed at which the target transmission ratio matches the highest High transmission ratio of the continuously variable transmission. If so, inertial running control is prohibited .
A vehicle control device according to another aspect of the present invention includes a continuously variable transmission provided between the engine and the drive wheel, and a friction engagement element provided between the continuously variable transmission and the drive wheel. A vehicle control device for controlling a vehicle, and when inertial running conditions including release of an accelerator pedal are established during traveling, the frictional engagement element is released and inertially traveling with the engine stopped A control unit that performs traveling control, and the control unit sets a target speed ratio of the continuously variable transmission that is set in a state where the accelerator pedal is released, and an actual speed ratio of the continuously variable transmission that is used when performing inertial traveling control. If the vehicle speeds do not match, inertial driving control is prohibited, the actual transmission ratio of the continuously variable transmission is set to the target transmission ratio, and the driving force necessary for traveling at a constant vehicle speed with a constant accelerator pedal opening is obtained. The gear ratio when output is a continuously variable transmission Higher than the second minimum vehicle speed is larger than the uppermost High speed ratio, prohibits the coasting control.

A vehicle control method according to another aspect of the present invention includes a continuously variable transmission provided between an engine and a drive wheel, and a friction engagement element provided between the continuously variable transmission and the drive wheel. a control method for a vehicle for controlling the vehicle, during travel, the coasting condition is satisfied which includes the accelerator pedal is released, as well as the frictional engagement element in the released state, is coasting to stop engine If coasting control is executed and the target gear ratio of the continuously variable transmission set with the accelerator pedal released is not the same as the actual gear ratio of the continuously variable transmission when coasting When the control is prohibited, the actual transmission ratio of the continuously variable transmission is set to the target transmission ratio, and the vehicle speed is less than the first minimum vehicle speed that matches the highest transmission speed ratio of the continuously variable transmission, the inertial traveling is performed. Prohibit control .
According to another aspect of the present invention, there is provided a vehicle control method comprising: a continuously variable transmission provided between an engine and a drive wheel; and a friction engagement element provided between the continuously variable transmission and the drive wheel. A vehicle control method for controlling a provided vehicle, wherein when a coasting condition including release of an accelerator pedal is established during traveling, the frictional engagement element is released and the engine is stopped to coast. If the target transmission ratio of the continuously variable transmission set with the accelerator pedal released is not the same as the actual transmission ratio of the continuously variable transmission when coasting, The gear ratio when the driving force necessary to run at a constant vehicle speed is output at a constant accelerator pedal opening with the actual gear ratio of the continuously variable transmission set to the target gear ratio with the travel control prohibited. Is greater than the highest gear ratio of the continuously variable transmission Kunar is higher than the second minimum vehicle speed, prohibiting the coasting control.

  According to these aspects, when the target transmission ratio of the continuously variable transmission set with the accelerator pedal released is not coincident with the actual transmission ratio of the continuously variable transmission when inertial traveling control is performed, the inertial traveling control is performed. Is prohibited, and the gear ratio of the continuously variable transmission is set to the target gear ratio. As a result, even if the vehicle speed becomes lower than the predetermined vehicle speed after the start of inertial running control, the continuously variable transmission can have the actual gear ratio set to the lower side than the highest level, so that the actual gear ratio becomes the target gear ratio. The time lag can be shortened, and the response to the acceleration request can be improved.

FIG. 1 is a schematic configuration diagram of a vehicle according to the present embodiment. FIG. 2 is a schematic configuration diagram of the controller of the present embodiment. FIG. 3 is an example of a shift map. FIG. 4 is a flowchart for explaining inertial running control. FIG. 5 is a time chart illustrating inertial running control.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the following description, the “speed ratio (speed stage)” of a transmission mechanism is a value obtained by dividing the input rotational speed of the transmission mechanism by the output rotational speed of the transmission mechanism. ) Is large, “Low”, and small is “High”.

  FIG. 1 is a schematic configuration diagram of a vehicle according to an embodiment of the present invention. This vehicle includes an engine 1 as a drive source, and the output rotation of the engine 1 is input to a pump impeller 2a of a torque converter 2 with a lock-up clutch 2c, and from the turbine runner 2b to the first gear train 3, the transmission 4, the second It is transmitted to the drive wheel 7 via the gear train 5 and the actuator 6.

  The transmission 4 includes a mechanical oil pump 10 m that receives rotation of the engine 1 and is driven by using a part of the power of the engine 1, and an electric oil pump 10 e that is driven by receiving power supply from the battery 13. Is provided. Further, the transmission 4 is provided with a hydraulic control circuit 11 that regulates the hydraulic pressure generated by the oil discharged from the mechanical oil pump 10 m or the electric oil pump 10 e and supplies the hydraulic pressure to each part of the transmission 4.

  The transmission 4 includes a belt-type continuously variable transmission mechanism (hereinafter referred to as “variator 20”) as a friction transmission mechanism, and an auxiliary transmission mechanism 30 provided in series with the variator 20. “Provided in series” means that the variator 20 and the auxiliary transmission mechanism 30 are provided in series in the power transmission path from the engine 1 to the drive wheels 7. The auxiliary transmission mechanism 30 may be directly connected to the output shaft of the variator 20 as in this example, or may be connected via another transmission or power transmission mechanism (for example, a gear train).

  The variator 20 includes a primary pulley 21, a secondary pulley 22, and a V belt 23 that is wound around the pulleys 21 and 22. In the variator 20, the width of the V groove changes according to the primary pulley pressure and the secondary pulley pressure, the contact radius between the V belt 23 and each pulley 21, 22 changes, and the actual speed ratio ic of the variator 20 is stepless. To change.

  The subtransmission mechanism 30 is a transmission mechanism having two forward speeds and one reverse speed. The sub-transmission mechanism 30 is connected to a Ravigneaux type planetary gear mechanism 31 in which two planetary gear carriers are connected, and a plurality of friction elements connected to a plurality of rotating elements constituting the Ravigneaux type planetary gear mechanism 31 to change their linkage state. Fastening elements (Low brake 32, High clutch 33, Rev brake 34) are provided. When the hydraulic pressure supplied to each of the frictional engagement elements 32 to 34 is adjusted and the engagement / release state of each of the frictional engagement elements 32 to 34 is changed, the gear position of the auxiliary transmission mechanism 30 is changed.

  When the Low brake 32 is engaged and the High clutch 33 and the Rev brake 34 are released, the gear position of the subtransmission mechanism 30 is the first speed. When the high clutch 33 is engaged and the low brake 32 and the rev brake 34 are released, the shift speed of the auxiliary transmission mechanism 30 is the second speed. Further, when the Rev brake 34 is engaged and the Low brake 32 and the High clutch 33 are released, the shift speed of the auxiliary transmission mechanism 30 is reverse.

  By changing the actual speed ratio ic of the variator 20 and the speed stage of the subtransmission mechanism 30, the through speed ratio it, which is the speed ratio of the entire transmission 4, is changed.

  The controller 12 is a controller 12 that controls the engine 1 and the transmission 4 in an integrated manner. As shown in FIG. 2, the CPU 121, a storage device 122 including a RAM / ROM, an input interface 123, and an output interface 124 , And a bus 125 for interconnecting them.

  The input interface 123 includes an output signal of an accelerator pedal opening sensor 41 that detects an accelerator pedal opening APO that is an operation amount of the accelerator pedal 51, an output signal of a primary rotation speed sensor 42 that detects a primary pulley rotation speed Npri, a secondary The output signal of the secondary rotation speed sensor 43 that detects the pulley rotation speed Nsec, the output signal of the vehicle speed sensor 44 that detects the vehicle speed VSP, the output signal of the inhibitor switch 45 that detects the position of the shift lever 50, and the operation amount of the brake pedal 52 A brake fluid pressure sensor 46 or the like that detects the corresponding brake fluid pressure BRP is input.

  The storage device 122 stores a control program for the engine 1, a shift control program for the transmission 4, and various map tables used in these programs. The CPU 121 reads and executes a program stored in the storage device 122, performs various arithmetic processes on various signals input via the input interface 123, and performs fuel injection amount signal, ignition timing signal, throttle opening. A degree signal and a shift control signal are generated, and the generated signal is output to the engine 1 and the hydraulic control circuit 11 via the output interface 124. Various values used in the arithmetic processing by the CPU 121 and the arithmetic results are appropriately stored in the storage device 122.

  The hydraulic control circuit 11 includes a plurality of flow paths and a plurality of hydraulic control valves. The hydraulic pressure control circuit 11 controls a plurality of hydraulic pressure control valves based on a shift control signal from the controller 12 to switch the hydraulic pressure supply path, and the hydraulic pressure generated by the oil discharged from the mechanical oil pump 10m or the electric oil pump 10e. The necessary hydraulic pressure is prepared from the above and supplied to each part of the transmission 4. As a result, the actual gear ratio ic of the variator 20 and the gear position of the auxiliary transmission mechanism 30 are changed, and the transmission 4 is shifted.

  In this embodiment, when the accelerator pedal 51 is not depressed and the brake pedal 52 is not depressed, the fuel injection to the engine 1 is stopped, and the frictional engagement elements 32 to 34 of the auxiliary transmission mechanism 30 are released to inertia. It is possible to execute inertial traveling control for traveling. By executing inertial traveling control, deceleration due to engine braking is prevented, inertial traveling distance is increased, and when traveling inertially to an intended position, traveling that drives the engine 1 is reduced, and fuel efficiency of the engine 1 is reduced. Can be improved.

  In the present embodiment, an auxiliary transmission mechanism 30 is provided between the variator 20 and the drive wheel 7. Therefore, when the engine 1 is stopped and the frictional engagement elements 32 to 34 of the auxiliary transmission mechanism 30 are released, the pulleys 21 and 22 of the variator 20 do not rotate. If the actual transmission ratio ic of the variator 20 is changed by controlling the hydraulic pressure of the pulleys 21 and 22 while the pulleys 21 and 22 are stopped, the pulleys 21 and 22 are in contact with the V-belt 23. There is a risk that the parts may be worn out and the durability may be reduced. Therefore, the actual speed ratio ic of the variator 20 cannot be changed during inertial running control. Therefore, when executing inertial traveling control, the actual speed ratio ic of the variator 20 is set on a coast line which is a speed change line (target speed ratio) set in a state where the accelerator pedal 51 is not depressed and released. After the speed ratio is set, inertial running control is executed. As shown in the shift map of FIG. 3, the coast line and the highest line coincide with each other in a region where the vehicle speed VSP is equal to or higher than the first predetermined vehicle speed V1 (first minimum vehicle speed). For this reason, when inertial running control is executed in a region where the coast line and the highest line coincide, the actual gear ratio ic of the variator 20 is the highest during inertial running control.

  Next, inertial running control will be described using the flowchart of FIG.

  In step S100, the controller 12 calculates a road load line that is set as a shift line when a driving force necessary for traveling at a constant vehicle speed at a constant accelerator pedal opening APO is output. For example, the controller 12 calculates the road load line based on the vehicle speed VSP, the vehicle weight, the road surface resistance, the road surface gradient, and the like. An example of a load / load line is indicated by a one-dot chain line in FIG. The road load line is calculated so that the primary pulley rotational speed Npri increases as the vehicle speed VSP increases. That is, the road load line is calculated so as to be on the low side as the vehicle speed VSP increases. This is because as the vehicle speed VSP increases, traveling resistance such as air resistance and road surface resistance increases, and the driving force necessary to overcome the traveling resistance increases. The road load line at a speed lower than the second predetermined vehicle speed V2 (second minimum vehicle speed) is set to coincide with the highest line or so that the primary pulley rotational speed Npri is lower than the highest line, and the second predetermined vehicle speed V2 is set. The description of the road load line below is omitted.

  In step S101, the controller 12 sets the vehicle speed VSP at which the calculated road load line and the highest line intersect each other as the second predetermined vehicle speed V2 (second minimum vehicle speed). When the vehicle speed VSP is higher than the second predetermined vehicle speed V2, the road load line is positioned on the low side with respect to the highest line.

  In step S102, the controller 12 determines whether or not the inertia running condition is satisfied. The controller 12 determines that the inertia running condition is satisfied when the time T when the accelerator pedal 51 is not depressed and the brake pedal 52 is not depressed is equal to or longer than the predetermined time T1. The predetermined time T1 is a time set in advance, and is a time when it can be determined that the driver has an intention of coasting. When the accelerator pedal 51 is not depressed and the brake pedal 52 is depressed, the controller 12 starts counting time T by a timer. If the inertia traveling condition is satisfied, the process proceeds to step S103. If the inertia traveling condition is not satisfied, the process proceeds to step S107. Note that when the accelerator pedal 51 is depressed or the brake pedal 52 is depressed, the process proceeds to step S107.

  In step S103, the controller 12 determines whether the vehicle speed VSP is equal to or higher than the first predetermined vehicle speed V1. If the vehicle speed VSP is equal to or higher than the first predetermined vehicle speed V1, the process proceeds to step S104. If the vehicle speed VSP is lower than the first predetermined vehicle speed V1, the process proceeds to step S107.

  In step S104, the controller 12 determines whether the running mode is the sports mode. If the travel mode is the sport mode, the process proceeds to step S105. If the travel mode is not the sport mode, the process proceeds to step S106.

  In step S105, the controller 12 determines whether or not the vehicle speed VSP is equal to or lower than the second predetermined vehicle speed V2. If the vehicle speed VSP is equal to or lower than the second predetermined vehicle speed V2, the process proceeds to step S106. If the vehicle speed VSP is higher than the second predetermined vehicle speed V2, the process proceeds to step S107.

  In step S106, the controller 12 performs inertial running control. The controller 12 stops the engine 1 after the actual gear ratio ic of the variator 20 reaches the highest level, and releases the frictional engagement element (for example, the high clutch 33 of the auxiliary transmission mechanism 30) that is in the engaged state.

  In step S107, the controller 12 prohibits inertial running control. If the inertia traveling control is being performed, the controller 12 ends the inertia traveling control and sets the actual gear ratio ic of the variator 20 to a gear ratio according to the driving state. For example, during inertial running control, the target speed ratio on the coast line set when the vehicle speed VSP is lower than the first predetermined vehicle speed V1 and the accelerator pedal 51 is released, and the actual speed ratio ic of the variator 20 are When they do not match, the controller 12 restarts the engine 1 and engages the Low brake 32 or the High clutch 33 of the subtransmission mechanism 30 to set the target gear ratio of the transmission 4 to the gear ratio on the coast line. As a result, the actual speed ratio ic of the variator 20 is changed so that the through speed ratio it becomes the target speed ratio on the coast line. Note that only one of restart of the engine 1, engagement of the low brake 32 of the auxiliary transmission mechanism 30, or the high clutch 33 may be performed. In the present embodiment, an electric oil pump 10e is provided, and hydraulic pressure can be supplied to the Low brake 32 or the High clutch 33 of the auxiliary transmission mechanism 30 by the electric oil pump 10e. If the electric oil pump 10e is not provided, the engine 1 must be restarted and the mechanical oil pump 10m must be driven to supply hydraulic pressure to the low brake 32 or the high clutch 33 of the auxiliary transmission mechanism 30. The engine 1 is restarted.

  In the present embodiment, when the traveling mode is the sport mode, inertial traveling control is executed when the vehicle speed VSP is equal to or higher than the first predetermined vehicle speed V1 and equal to or lower than the second predetermined vehicle speed V2. That is, when the traveling mode is the sports mode, the inertial traveling control is not executed when the vehicle speed VSP is higher than the second predetermined vehicle speed V2. As shown in FIG. 3, when the vehicle speed VSP is higher than the second predetermined vehicle speed V2, the road load line is positioned on the Low side with respect to the highest line.

  When the driving mode is the sport mode and the acceleration request is made, the driver wants the vehicle to accelerate quickly. However, if the through speed ratio it is not changed to the Low side from the maximum High in the region where the highest High line and the road load line do not coincide with each other and the vehicle speed VSP is higher than the second predetermined vehicle speed V2, the drive for accelerating the vehicle I can't get power. When coasting control is performed in such a region and the acceleration request is made in a state where the vehicle speed VSP is higher than the second predetermined vehicle speed V2, the engine 1 is restarted and the low brake 32 of the auxiliary transmission mechanism 30 or the High clutch In addition to the fastening of 33, the vehicle cannot be accelerated unless the actual speed ratio ic of the variator 20 is changed to the Low side. That is, a time lag occurs because the actual speed ratio ic of the variator 20 is changed to the Low side. Therefore, the response to the driver's acceleration request is reduced. Therefore, in the present embodiment, when the travel mode is the sport mode, priority is given to responsiveness to the acceleration request, and inertial travel control is prohibited in a region where the vehicle speed VSP is higher than the second predetermined vehicle speed V2.

  On the other hand, when the traveling mode is not the sport mode, priority is given to improving the fuel consumption of the engine 1, and inertial traveling control is executed even in a region where the vehicle speed VSP is higher than the second predetermined vehicle speed V2.

  Next, inertial running control will be described with reference to the time chart of FIG. Here, it is assumed that the traveling mode is the sports mode, and the through speed ratio it of the transmission 4 (the actual speed ratio ic of the variator 20) is the highest.

  At time t0, the accelerator pedal 51 is not depressed and the brake pedal 52 is not depressed, so the vehicle starts coasting and the vehicle speed VSP gradually decreases. Also, the time T is counted by the timer.

  At time t1, time T becomes a predetermined time T1, and the inertia running condition is satisfied. However, since the vehicle speed VSP is higher than the second predetermined vehicle speed V2, the inertia traveling control is not executed.

  When the vehicle speed VSP becomes the second predetermined vehicle speed V2 at time t2, inertial running control is started, fuel injection to the engine 1 is stopped, and the high clutch 33 of the subtransmission mechanism 30 that has been engaged is released. As a result, the engine rotation speed Ne and the secondary pulley rotation speed Nsec are reduced to zero.

  At time t3, when the vehicle speed VSP becomes lower than the first predetermined vehicle speed V1, the inertial running control is terminated and the engine 1 is started. As a result, the engine rotation speed Ne and the secondary pulley rotation speed Nsec increase. Further, engagement of the low brake 32 or the high clutch 33 of the auxiliary transmission mechanism 30 is started.

  At time t4, the engagement of the Low brake 32 or the High clutch 33 of the subtransmission mechanism 30 is completed, and the through speed ratio it is changed from the Highest to the speed ratio on the coast line.

  The effect of the embodiment of the present invention will be described.

  When coasting control is executed in a region where the gear ratio on the coast line and the gear ratio in coasting traveling control do not coincide with each other, for example, when the accelerator pedal opening APO is depressed, the through gear ratio it is set from the highest to the accelerator. The target speed change ratio is set by the depression of the pedal 51. The time lag generated at that time is longer than the time lag when changing from the gear ratio on the coast line to the target gear ratio. As the time lag becomes longer, the driving force according to the acceleration request cannot be transmitted to the drive wheels 7, and the response to the acceleration request is reduced.

  Therefore, in the present embodiment, when the gear ratio on the coast line does not coincide with the gear ratio in the inertia traveling control, the inertia traveling control is prohibited, and the actual gear ratio ic of the variator 20 is changed to the gear ratio on the coast line. Change based on. Thereby, when there is an acceleration request thereafter, the time lag until the through speed ratio it becomes the target speed ratio can be shortened, and the response to the acceleration request can be improved.

  Further, when the gear ratio on the coast line does not match the gear ratio in the inertia traveling control, the alternator regeneration can be performed by prohibiting the inertia traveling control. In this case, the engine 1 is rotated by the power from the drive wheels 7 by engaging the Low brake 32 or the High clutch 33 of the auxiliary transmission mechanism 30 and stopping the fuel injection to the engine 1. If the electric oil pump 10e is not provided, first, the engine 1 is started, the mechanical oil pump 10m is driven, and the low brake 32 of the auxiliary transmission mechanism 30 or the high clutch 33 is driven by the hydraulic pressure of the mechanical oil pump 10m. After either of these is fastened, fuel injection to the engine 1 is stopped. In this way, with the fuel injection to the engine 1 stopped, the alternator connected to the output shaft of the engine 1 via the belt or the like is driven by the power from the drive wheels 7 to perform alternator regeneration. it can. When performing the alternator regeneration, the lockup clutch 2c is brought into an engaged state by the hydraulic pressure of the electric oil pump 10e or the mechanical oil pump 10m.

  If the brake pedal 52 is depressed in a region where the vehicle speed VSP is lower than the first predetermined vehicle speed V1, it is conceivable that the vehicle stops. A sub-transmission mechanism 30 is provided between the variator 20 and the drive wheel 7, and the engine 1 is stopped and the frictional engagement elements 32-34 of the sub-transmission mechanism 30 are released during inertial running control. The pulleys 21 and 22 of the variator 20 do not rotate. Therefore, during the inertial traveling control, the actual speed ratio ic of the variator 20 is the highest. When inertial running control is executed even when the vehicle speed VSP is lower than the first predetermined vehicle speed V1, and the vehicle is stopped as it is, the actual gear ratio ic of the variator 20 remains at the highest level or a gear ratio near the highest level. If the vehicle restarts in this state, the driving force may be insufficient.

  Even when the actual speed ratio ic of the variator 20 remains at the highest level or stops at a speed ratio close to the highest level, the frictional engagement elements 32 to 34 of the auxiliary transmission mechanism 30 are released while the vehicle is stopped. By starting the engine 1, the pulleys 21 and 22 of the variator 20 can be rotated to change the actual gear ratio ic of the variator 20 to the Low side. However, even when the actual gear ratio ic of the variator 20 is changed to the Low side, it takes time until the change is made, and if the vehicle restarts during that time, the driving force may be insufficient.

  On the other hand, in the present embodiment, inertial running control is prohibited when the vehicle speed VSP is lower than the first predetermined vehicle speed V1. As a result, the engine 1 is restarted and any of the frictional engagement elements 32 to 34 of the auxiliary transmission mechanism 30 is engaged, so that the actual transmission ratio ic of the variator 20 is set to the low side along the coast line according to the operating state. It is possible to prevent the driving force from being insufficient when the vehicle stops and then restarts.

  When the traveling mode is the sports mode, the driver expects quick acceleration in response to the acceleration request. However, if the inertial running control is executed when the vehicle speed VSP is higher than the second predetermined vehicle speed V2, the vehicle is accelerated unless the through gear ratio it is changed to a gear ratio lower than the highest level. The time lag until the vehicle accelerates becomes longer. Therefore, the response to the driver's acceleration request is reduced.

  On the other hand, when the traveling mode is the sport mode, the inertial traveling control is prohibited when the vehicle speed VSP is higher than the second predetermined vehicle speed V2. Thereby, when the driving mode is the sport mode, the responsiveness to the driver's acceleration request can be improved.

  The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

  Although the variator 20 has been described in the above embodiment, the present invention is not limited to this, and a chain type continuously variable transmission may be used. Further, although the subtransmission mechanism 30 is provided between the variator 20 and the drive wheel 7, instead, a frictional engagement element capable of connecting / disconnecting driving force such as a forward / reverse switching mechanism may be provided.

  This application claims the priority based on Japanese Patent Application No. 2014-194462 for which it applied to Japan Patent Office on September 24, 2014, and all the content of this application is integrated in this specification by reference.

Claims (5)

A continuously variable transmission provided between the engine and the drive wheel;
A vehicle control device for controlling a vehicle including a frictional engagement element provided between the continuously variable transmission and the drive wheel,
When inertial driving conditions including releasing the accelerator pedal are established during traveling, the frictional engagement element is brought into a released state, and control means for performing inertial traveling control for stopping inertially while stopping the engine,
The control means includes
If the target speed ratio of the continuously variable transmission set with the accelerator pedal released is not equal to the actual speed ratio of the continuously variable transmission when performing the inertial travel control, the inertial travel control And the actual gear ratio of the continuously variable transmission is set to the target gear ratio ,
If the vehicle speed is less than a first minimum vehicle speed at which the target speed ratio matches the highest speed ratio of the continuously variable transmission, the inertial running control is prohibited .
Vehicle control device. A continuously variable transmission provided between the engine and the drive wheel;
A vehicle control device for controlling a vehicle including a frictional engagement element provided between the continuously variable transmission and the drive wheel,
When inertial driving conditions including releasing the accelerator pedal are established during traveling, the frictional engagement element is brought into a released state, and control means for performing inertial traveling control for stopping inertially while stopping the engine,
The control means includes
If the target speed ratio of the continuously variable transmission set with the accelerator pedal released is not equal to the actual speed ratio of the continuously variable transmission when performing the inertial travel control, the inertial travel control And the actual gear ratio of the continuously variable transmission is set to the target gear ratio ,
From the second minimum vehicle speed at which the gear ratio when the driving force required to travel at a constant vehicle speed with a constant accelerator pedal opening is output is greater than the highest gear ratio of the continuously variable transmission. If it is too high, the inertial running control is prohibited ,
Vehicle control device. The vehicle control device according to claim 1 ,
The control means has a gear ratio when a driving force necessary for traveling at a constant vehicle speed with a constant accelerator pedal opening is output, which is larger than the highest gear ratio of the continuously variable transmission. Prohibiting the inertial running control when higher than the second minimum vehicle speed;
Vehicle control device. A continuously variable transmission provided between the engine and the drive wheel;
A vehicle control method for controlling a vehicle comprising a friction engagement element provided between the continuously variable transmission and the drive wheel,
When inertial driving conditions including release of the accelerator pedal are established during traveling, the frictional engagement element is released, and inertial traveling control is performed to stop inertially and stop the engine.
If the target gear ratio of the continuously variable transmission set with the accelerator pedal released is not equal to the actual gear ratio of the continuously variable transmission when performing inertial traveling, the inertial traveling control is performed. Prohibit the actual transmission ratio of the continuously variable transmission to the target transmission ratio ,
If the vehicle speed is less than a first minimum vehicle speed at which the target speed ratio matches the highest speed ratio of the continuously variable transmission, the inertial running control is prohibited .
A method for controlling a vehicle. A continuously variable transmission provided between the engine and the drive wheel;
A vehicle control method for controlling a vehicle comprising a friction engagement element provided between the continuously variable transmission and the drive wheel,
When inertial driving conditions including release of the accelerator pedal are established during traveling, the frictional engagement element is released, and inertial traveling control is performed to stop inertially and stop the engine.
If the target gear ratio of the continuously variable transmission set with the accelerator pedal released is not equal to the actual gear ratio of the continuously variable transmission when performing inertial traveling, the inertial traveling control is performed. Prohibit the actual transmission ratio of the continuously variable transmission to the target transmission ratio ,
From the second minimum vehicle speed at which the gear ratio when the driving force required to travel at a constant vehicle speed with a constant accelerator pedal opening is output is greater than the highest gear ratio of the continuously variable transmission. If it is too high, the inertial running control is prohibited ,
A method for controlling a vehicle.

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