JP6332316B2 - Vehicle control device - Google Patents

Description

  The present invention belongs to a technical field related to a vehicle control device.

  Conventionally, for example, as shown in Patent Document 1, when the vehicle is stopped, the neutral control for lowering the degree of engagement of the frictional engagement element that is engaged when the vehicle starts is lower than that in the completely engaged state, and the brake pedal of the driver There is known a brake hold control that executes a braking state of a wheel regardless of a stepping operation. In Patent Document 1, when there is a vehicle start request during execution of the brake hold control and the neutral control, the return from the neutral control is started, and at the time of return from the neutral control, the engine torque is set regardless of the accelerator opening. It is gradually increased so as to suppress a shock when returning from the neutral control.

JP 2008-126933 A

  By the way, the neutral control and the brake hold control are usually executed when a predetermined neutral control condition and a predetermined brake hold control condition are satisfied when the vehicle is stopped. Then, when there is a vehicle start request when the vehicle is stopped when the neutral control condition and the brake hold control condition are satisfied, the neutral control is performed in order to suppress a shock at the time of return from the neutral control as in Patent Document 1. Therefore, it is necessary to wait for the completion of the return (completion of engagement of the frictional engagement element), and at the same time as the completion of the return, the engine torque is increased corresponding to the accelerator opening. It should be noted that the release of the brake of the wheel is started substantially simultaneously with the vehicle start request, and the completion of the release of the brake is usually earlier than the completion of the return from the neutral control.

  On the other hand, when there is a vehicle start request when the neutral control condition is not satisfied and the brake hold control condition is satisfied and there is a vehicle start request, there is no need to wait for the return from the neutral control. Immediately after, the engine torque can be increased corresponding to the accelerator opening. This makes it possible to start the vehicle faster than when the vehicle start request is made when the vehicle is stopped when the neutral control condition and the brake hold control condition are satisfied.

  However, in this case, when the vehicle starts when the vehicle is stopped when the neutral control condition and the brake hold control condition are satisfied, and when the vehicle starts, the neutral control condition is not satisfied and the brake hold control condition is satisfied. When starting a vehicle when the vehicle is stopped, the vehicle startability will be different from that when starting the vehicle, and it may cause a sense of discomfort to drivers who are not particularly aware of whether or not neutral control is being executed. Increases nature.

  The present invention has been made in view of such a point, and the object of the present invention is when the vehicle starts when there is a vehicle start request when the vehicle stops when the neutral control condition and the brake hold control condition are satisfied, and Reduces the difference in vehicle startability when the vehicle starts when the neutral control condition is not satisfied and the brake hold control condition is satisfied, and the vehicle starts. There is to try to suppress.

In order to achieve the above object, according to the present invention, an automatic transmission having a driving source and a frictional engagement element that is input with torque generated by the driving source and that is fastened when the vehicle starts. And a vehicle control device comprising a wheel driven by the torque output from the automatic transmission and a brake device for braking the wheel, when the vehicle is stopped, the shift lever of the vehicle Neutral control means for executing neutral control to make the degree of engagement of the frictional engagement element lower than the fully engaged state or completely released when a predetermined neutral control condition including a range position condition is satisfied, and When the vehicle is stopped, the brake pedal is depressed by the driver of the vehicle when a predetermined brake hold control condition is satisfied. Without having a brake hold control means for performing a brake-hold control for the wheel and the braking state by the brake device, when stop of the vehicle in which the neutral control condition and the brake hold control condition is satisfied, of the vehicle When the driver makes a vehicle start request, the first start control means for increasing the generated torque of the drive source in response to the vehicle start request substantially simultaneously with the completion of the return from the neutral control , and the neutral control condition A second start control means for restricting an increase in the generated torque of the drive source when a vehicle start request is made by the driver of the vehicle when the vehicle is stopped and the brake hold control condition is satisfied; It was set as the structure of having.

With the above configuration, when the vehicle is requested to stop when the neutral control condition is not satisfied and the brake hold control condition is satisfied, an increase in the generated torque of the drive source (engine, etc.) is limited. When there is a vehicle start request when the vehicle stops when the conditions and the brake hold control condition are satisfied (that is, to complete the return from neutral control (completion of engagement of friction engagement elements) to suppress the shock at the time of return from neutral control) At substantially the same time, the vehicle startability similar to that when the generated torque of the drive source is increased corresponding to the accelerator opening) can be obtained. Therefore, the vehicle starts when the vehicle is requested when the vehicle is stopped when the neutral control condition and the brake hold control condition are satisfied, and when the vehicle is stopped when the neutral control condition is not satisfied and the brake hold control condition is satisfied. It is possible to reduce the difference in vehicle startability from when the vehicle starts when requested, and to suppress the driver's uncomfortable feeling due to this difference.

In the vehicle control device, the automatic transmission is manually operated by an operation of a driver of the vehicle and an automatic transmission mode in which the automatic transmission automatically switches a shift stage of the automatic transmission according to a traveling state of the vehicle. And an automatic / manual shift mode switching control means for switching to and controlled by a manual shift mode, wherein the second start control means is configured such that the automatic transmission is moved to the manual shift mode by the automatic / manual shift mode switching control means. When the vehicle is stopped when the vehicle is stopped when the neutral control condition is not satisfied and the brake hold control condition is satisfied, the increase in the generated torque of the drive source is not limited. It is preferable that it is comprised.

  That is, when the automatic transmission is controlled in the manual transmission mode, it is considered that the driver wants the vehicle to start as quickly as possible. Therefore, when the automatic transmission is controlled in the manual shift mode, it is possible to satisfy the driver's request by not limiting the increase in the generated torque of the drive source.

In the vehicle control device, in the automatic transmission mode in which the automatic transmission automatically switches the gear position of the automatic transmission according to the traveling state of the vehicle, the standard mode is compared with the standard mode in comparison with the standard mode. It further comprises standard / sports mode switching control means for switching to and controlling the sport mode in which the shift stage of the automatic transmission is set to the low speed side shift stage, and the second start control means includes the standard / sport mode switching control. When the automatic transmission is controlled in the sport mode by means, the neutral control condition is not established and the brake hold control condition is established. It is preferable that it is configured not to limit the increase in the generation torque of the drive source.

  That is, when the automatic transmission is controlled in the sport mode, it is considered that the driver wants the vehicle to start as quickly as possible. Therefore, when the automatic transmission is controlled in the sport mode, it is possible to satisfy the driver's request by not limiting the increase in the generated torque of the drive source.

In the vehicle control apparatus, the second start control means limits the increase in the generation torque of the drive source by delaying the start of increase in the generation torque of the drive source in response to the vehicle start request. It is preferable that it is comprised.

  As a result, when the vehicle starts when the vehicle is stopped when the neutral control condition and the brake hold control condition are satisfied, and when the vehicle stops when the neutral control condition is not satisfied and the brake hold control condition is satisfied. It is possible to easily reduce the difference in vehicle startability from when the vehicle starts to be requested.

  In one embodiment of the vehicle control apparatus, the vehicle further comprises follow-up running control means for executing follow-up running control for controlling the vehicle so that the vehicle follows the preceding vehicle running in front of the vehicle. The vehicle start request when the vehicle is stopped when the control condition is not satisfied, the brake hold control condition is satisfied, and the follow-up running control is being executed is a follow-up start request by the driver. .

  Thus, when the preceding vehicle is stopped due to the stop of the preceding vehicle during the execution of the follow-up running control, the operation switch can be operated even if the driver does not operate the accelerator pedal when the preceding vehicle starts. It is possible to start (restart) the following traveling by starting the vehicle by such an operation, and even during the execution of the following traveling control, the vehicle start request is made when the neutral control condition and the brake hold control condition are satisfied. The vehicle when the vehicle starts when there is a (following travel start request) and when the vehicle starts (following travel start request) when the neutral control condition is not satisfied and the vehicle is stopped when the brake hold control condition is satisfied It is possible to reduce the difference in vehicle startability from when starting.

In the vehicle control device, the vehicle start request is an accelerator pedal depression operation by the driver, and the second start control unit is configured such that the neutral control condition is not satisfied and the brake hold control condition is satisfied. When the vehicle is stopped, when the accelerator pedal is depressed and the accelerator pedal depressing speed is equal to or higher than a predetermined speed, the increase in the generated torque of the drive source is not limited. preferable.

  Thus, when the depression speed of the accelerator pedal is equal to or higher than a predetermined speed, the driver wants to start the vehicle quickly. Therefore, at that time, it is possible to satisfy the driver's request by not limiting the increase in the generated torque of the drive source.

In the vehicle control apparatus, it is preferable that the second start control unit is configured to limit an increase in the generated torque of the drive source for a predetermined period from the vehicle start request.

  As a result, when the vehicle starts when the vehicle is stopped when the neutral control condition and the brake hold control condition are satisfied, and when the vehicle stops when the neutral control condition is not satisfied and the brake hold control condition is satisfied. It is possible to easily reduce the difference in vehicle startability from when the vehicle starts to be requested.

As described above, according to the vehicle control device of the present invention, when a vehicle start request is made by the driver of the vehicle when the vehicle is stopped when the neutral control condition and the brake hold control condition are satisfied, the control from the neutral control is performed. At the same time as the completion of the return, the first start control means for increasing the generated torque of the drive source in response to the vehicle start request, and when the vehicle stops when the neutral control condition is not satisfied and the brake hold control condition is satisfied , when there is a vehicle start request by the driver of the vehicle, by which a second start control means for limiting the increase of the generation torque of the driving source, when the vehicle is stopped the neutral control condition and the brake hold control condition is satisfied When the vehicle starts when a vehicle start request is issued and the neutral control conditions are not satisfied. One brake hold control condition is to reduce the difference in vehicle starting performance between when the vehicle starts when there is a vehicle start request when the vehicle is stopped to hold, it is possible to suppress the discomfort of the driver due to this difference.

It is a skeleton figure which shows the automatic transmission controlled by the control apparatus which concerns on embodiment of this invention. It is a table | surface which shows the relationship between the combination of the fastening of the friction engaging element of an automatic transmission, and a gear stage. It is a block diagram which shows the structure of the control system of a vehicle. It is a timing chart which shows operation of an engine, an automatic transmission, a brake device, etc. at the time of vehicle start control by the 1st start control part. It is a timing chart which shows operation of an engine, an automatic transmission, a brake device, etc. at the time of vehicle start control by the 2nd start control part. It is a flowchart which shows a part of vehicle start control from the time of a vehicle stop by a control unit. It is a flowchart which shows the remainder of the vehicle start control from the time of a vehicle stop by a control unit.

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

  FIG. 1 shows an automatic transmission 1 controlled by a control device (a control unit 100 described later) according to an embodiment of the present invention. This automatic transmission 1 is mounted in an engine room in the front part of a vehicle together with an engine 2 as a drive source. The output shaft 2 a of the engine 2 is connected to the input shaft 4 of the automatic transmission 1 via the torque converter 3. In the present embodiment, the output shaft 2a of the engine 2 and the input shaft 4 of the automatic transmission 1 extend in the vehicle width direction. The drive source is not limited to the engine 2 but may be an electric motor or the like.

  The automatic transmission 1 has a speed change mechanism 30 to which power from the torque converter 3 is input via the input shaft 4. The transmission mechanism 30 is housed in the transmission case 5 together with the torque converter 3. A mechanical oil pump 6 that is driven by the engine 2 via the torque converter 3 is disposed between the torque converter 3 and the transmission mechanism 30. The oil pump 6 is a hydraulic pressure supply source for supplying necessary oil (hydraulic pressure) to the automatic transmission 1 (particularly, friction engagement elements 18, 20, 70, 80, 90 described later in the transmission mechanism 30) and the torque converter 3. It is provided as.

  In the speed change mechanism 30, an output gear 7 that extracts power from the speed change mechanism 30 (the automatic transmission 1) is disposed on the axis of the input shaft 4. The power from the output gear 7 of the speed change mechanism 30 is transmitted to the differential 9 via the counter drive mechanism 8, and the transmitted power is transmitted to the left and right front wheels 11 via the left and right drive shafts 10. Each is designed to be driven. As described above, the front wheels 11 are driven by the torque output from the automatic transmission 1.

  The left and right front wheels 11 and the left and right rear wheels (not shown) are provided with brake devices 15 for braking the front wheels 11 and the rear wheels, respectively. These brake devices 15 operate when a hydraulic pressure is supplied by an operation of a brake hydraulic control valve 121 (see FIG. 3) controlled by a control unit 100 described later, thereby braking each front wheel 11 and each rear wheel. .

  The torque converter 3 is connected to the case 3a connected to the output shaft 2 of the engine, a pump 3b fixed in the case 3a, and opposed to the pump 3b, and is driven by the pump 3b via hydraulic oil. Turbine 3c, a stator 3e that is interposed between the pump 3b and the turbine 3c and supported by the transmission case 5 via the one-way clutch 3d, and between the case 3a and the turbine 3c. And a lockup clutch 3f that directly connects the output shaft 2a of the engine 2 and the turbine 3c via the case 3a. The rotation of the turbine 3 c is transmitted to the speed change mechanism 30 via the input shaft 4.

  The transmission mechanism 30 includes a first clutch 18, a second clutch 20, a first brake 70, a second brake 80, and a third brake 90 as friction engagement elements. In the transmission case 5, the first clutch 18 and the second clutch 20 are arranged side by side in the radial direction of the input shaft 4 on the torque converter 3 side of the output gear 7, and on the anti-torque converter 3 side of the output gear 7. The first brake 70, the second brake 80, and the third brake 90 are arranged in this order from the torque converter 3 side. A one-way clutch 71 is disposed in parallel with the first brake 70.

  The transmission mechanism 30 also includes first, second, and third planetary gear sets 40, 50, 60. The first, second, and third planetary gear sets 40, 50, 60 are arranged in this order from the torque converter 3 side on the anti-torque converter 3 side of the output gear 7 in the transmission case 5.

  The first, second, and third planetary gear sets 40, 50, 60 are all single-pinion type planetary gear sets, and are respectively engaged with the sun gears 41, 51, 61 and the sun gears 41, 51, 61, respectively. 42, 52, 62 (provided in plural in each planetary gear set), carriers 43, 53, 63 that respectively support the pinions 42, 52, 62, and ring gears 44, 54 meshed with the pinions 42, 52, 62, respectively. , 64.

  The input shaft 4 is connected to the sun gear 61 of the third planetary gear set 60. Further, the sun gear 41 of the first planetary gear set 40 and the sun gear 51 of the second planetary gear set 50 are connected, the ring gear 44 of the first planetary gear set 40 and the carrier 53 of the second planetary gear set 50 are connected, and the second planetary gear set. 50 ring gears 54 and the carrier 63 of the third planetary gear set 60 are connected. The output gear 7 is connected to the carrier 43 of the first planetary gear set 40.

  The first clutch 18 connects and disconnects the input shaft 4 and the sun gear 41 of the first planetary gear set 40 and the sun gear 51 of the second planetary gear set 50, and the second clutch 20 includes the input shaft 4 and the first planetary gear. The ring gear 44 of the set 40 and the carrier 53 of the second planetary gear set 50 are connected and disconnected.

  The first brake 70 connects and disconnects the ring gear 44 of the first planetary gear set 40 and the carrier 53 of the second planetary gear set 50 and the transmission case 5. The second brake 80 is connected to the second planetary gear set 50. The ring gear 54 and the carrier 63 of the third planetary gear set 60 are connected to and disconnected from the transmission case 5, and the third brake 90 is connected to the ring gear 64 of the third planetary gear set 60 and the transmission case 5. It touches.

  The one-way clutch 71 is disposed in parallel with the first brake 70 between the ring gear 44 of the first planetary gear set 40 and the carrier 53 of the second planetary gear set 50 and the transmission case 5. The first brake 70 is engaged in the engine brake operating range. In the D range and the M range, the first brake 70 is basically replaced by the one-way clutch 71 instead of the first brake 70. In this embodiment, the first brake 70 is fastened at the first speed in the D range or the M range.

  The automatic transmission 1 achieves 6 forward speeds and 1 reverse speed by combining the engagement states of the first and second clutches 18 and 20 and the first, second and third brakes 70, 80 and 90. . The engagement and disengagement of each frictional engagement element 18, 20, 70, 80, 90 is an operation of an AT hydraulic control valve 122 (see FIG. 3) provided in a hydraulic control circuit including the oil pump 6 and controlled by the control unit 100. Is controlled by.

  FIG. 2 is a table showing the relationship between the combinations of engagement of the frictional engagement elements 18, 20, 70, 80, and 90 of the automatic transmission 1 and the gear positions. A circle indicates that it has been fastened, and a blank indicates that the fastening has been released (released). This table also shows the state during execution of neutral control, which will be described later.

  As shown in FIG. 3, the vehicle is provided with a control unit 100 that controls the operation of the brake hydraulic control valve 121 and the AT hydraulic control valve 122. The control unit 100 is a controller based on a well-known microcomputer, and includes a central processing unit (CPU) that executes a program, a memory that is configured by, for example, RAM and ROM, and stores a program and data, And an input / output (I / O) bus for inputting and outputting signals.

  The control unit 100 includes a signal from a vehicle speed sensor 101 that detects the vehicle speed of the vehicle, a signal from an accelerator opening sensor 102 that detects a depression amount (accelerator opening) of the accelerator pedal of the vehicle, A signal from the brake sensor 103 that detects the amount of depression of the brake pedal, a signal from the range position sensor 104 that detects the range position of the shift lever of the vehicle, and the gradient of the travel path on which the vehicle is traveling are detected. A signal from the gradient sensor 105, a signal from the AT oil temperature sensor 106 for detecting the temperature of oil flowing through the hydraulic control circuit, and the rotational speed of the turbine 3c of the torque converter 3 (that is, the rotational speed of the input shaft 4) are detected. The S-mode switch 10 operated by the driver of the vehicle A signal from, so that the signal from the following travel switch 109 which the driver operates is input. In this embodiment, the gradient (%) of the travel path by the gradient sensor 105 is a negative value on a downhill and a positive value on an uphill. Although not shown, the control unit 100 receives signals from first and second shift-up switches and first and second shift-down switches described later.

  The control unit 100 controls the operation of the brake hydraulic control valve 121 and the AT hydraulic control valve 122 based on the input signal, and also operates the electronic throttle valve 123 disposed in the intake passage of the engine 2. Control.

  In the control unit 100, a shift control unit 100a, a neutral control unit 100b, a brake hold control unit 100c, a first start control unit 100d, a second start control unit 100e, and a following travel control unit 100f are provided. It has been.

  The shift control unit 100a basically stores a shift map stored in advance in the memory of the control unit 100 from the traveling state of the vehicle (specifically, a signal from the vehicle speed sensor 101 and a signal from the accelerator opening sensor 102). Then, the gear position is determined, and the AT hydraulic pressure control valve 122 is controlled so as to reach the determined gear position.

  In the present embodiment, the shift control unit 100a includes an automatic shift mode in which the automatic transmission 1 automatically switches the shift stage of the automatic transmission according to the traveling state of the vehicle as described above, and the vehicle driver. It is possible to control by switching to a manual shift mode in which the gear position is manually switched by the operation of. That is, as the operation position of the shift lever, a D range position for the driver to select the automatic shift mode and an M range position for selecting the manual shift mode are set. When in the position, an operation of shifting the shift lever to, for example, the rear side or the front side of the vehicle is possible. When the first shift up switch (not shown) that detects an operation of shifting the shift lever to the rear side of the vehicle (shift up operation) is turned ON once, the shift control unit 100a performs the shift of the automatic transmission 1. A second shift down switch (not shown) for detecting an operation (shift down operation) to shift the gear up one step from the gear set immediately before the upshift operation and shift the shift lever to the vehicle front side When turned ON once, the shift stage of the automatic transmission 1 is shifted down by one stage from the shift stage set immediately before the downshift operation. In the manual shift mode, the first speed state is established while the vehicle is stopped.

  Although not shown, a shift-up operation member capable of performing a shift-up operation and a second shift-up switch for detecting the operation, a shift-down operation member capable of a shift-down operation, and the operation thereof are provided on the steering wheel of the vehicle. A second downshift switch for detection is provided. These shift-up operation member and shift-down operation member can be operated while the shift lever is in the D-range position when the vehicle is traveling, and the shift control unit 100a can operate the second shift-up switch or the second shift-down switch. Even if the shift lever is in the D range position, it is temporarily switched from the automatic transmission mode to the manual transmission mode (only during the preset setting time (for example, 2 to 5 seconds) after the ON). The gear position is switched according to the operation of the upshift operation member or the downshift operation member. Thus, the shift control unit 100a constitutes automatic / manual shift mode switching control means for controlling the automatic transmission 1 by switching between the automatic shift mode and the manual shift mode.

  In addition to the D range position and the M range position, the P range position, the R range position, and the N range position are set as the range position of the shift lever.

  In the present embodiment, the shift control unit 100a operates the automatic transmission 1 in the automatic transmission mode in the standard mode, and the shift speed of the automatic transmission 1 is set to the low speed side (speed ratio) compared to the standard mode. It is configured to be able to switch to and control the sport mode set to the gear position on the larger side. That is, as the shift map, a shift map for standard mode and a shift map for sport mode are stored in advance in the memory of the control unit 100, and the shift control unit 100a has the S mode switch 108 OFF. Sometimes, the shift map for the standard mode is used when determining the gear position, while the shift map for the sport mode is used when the S mode switch 108 is ON. Thus, the shift control unit 100a also constitutes a standard / sports mode switching control unit that controls the automatic transmission 1 by switching between the standard mode and the sport mode.

  The neutral control unit 100b is a frictional engagement element that is engaged when the vehicle starts when a predetermined neutral control condition including a condition relating to the range position of the shift lever is satisfied when the vehicle is stopped (in this embodiment, the vehicle Neutral control is performed in which the degree of engagement of the first clutch 18 that is engaged at the time of forward start is made lower than that in the fully engaged state (that is, the plurality of friction plates in the first clutch 18 slip). That is, the neutral control unit 100b constitutes a neutral control unit. As the neutral control, the frictional engagement element that is engaged when the vehicle starts may be in a completely released state. However, in consideration of vehicle startability, it is preferable to slip a plurality of friction plates.

  In the present embodiment, the predetermined neutral control condition is that the range position of the shift lever by the range position sensor 104 is the D range, and the absolute value of the gradient of the travel path by the gradient sensor 105 is a predetermined gradient (for example, 5%). It is a condition that the temperature of the oil by the AT oil temperature sensor 106 is equal to or higher than a predetermined temperature (the lowest temperature in the warm state of the automatic transmission 1 (for example, 40 ° C.)). In this embodiment, the condition regarding the range position of the shift lever is a condition that the range position of the shift lever is the D range. Instead, the range position of the shift lever is the D range, the M range, and the R range. It is good also as conditions that it is one of these ranges. In short, it may be a condition that the range position of the shift lever is the travel range (including forward and reverse). When the shift lever is in the R range, the frictional engagement element that is engaged when the vehicle starts is the frictional engagement element (the first brake 70 or the third brake 90) that is engaged when the vehicle starts moving backward. Or it is good also as conditions that the range position of a shift lever is a forward run range.

  When the vehicle is stopped, the brake hold control unit 100c allows the front wheel 11 and the rear wheel to be operated by the brake device 15 even when the brake pedal is not depressed by the driver of the vehicle when a predetermined brake hold control condition is satisfied. Brake hold control is executed to set the to the braking state. That is, the brake hold control unit 100c constitutes a brake hold control unit. Note that the wheels that are brought into the braking state when the brake hold control is executed may be only the wheels driven by the torque output from the automatic transmission 1 (the front wheels 11 in this embodiment).

  In the present embodiment, the predetermined brake hold control condition is a condition in which the driver releases the depression of the brake pedal while the vehicle is stopped (more specifically, the depression amount of the brake pedal becomes a predetermined amount or less). is there. Even if the driver continues to depress the brake pedal while the vehicle is stopped, the depression will be released before the vehicle start request. Therefore, in this embodiment, the brake hold control is basically performed when the vehicle is stopped. It is when the vehicle stops when the condition is met. As the predetermined brake hold control condition, the driver releases the brake pedal while the vehicle is stopped, and the shift lever range position is a travel range (that is, a range where creep torque is generated). Also good.

  The first start control unit 100d receives a vehicle start request from the driver of the vehicle (when the accelerator pedal is depressed or when the vehicle is stopped when the neutral control condition and the brake hold control condition are satisfied) As described above, when the follow-up running control is executed, the following control is performed.

The second start control unit 100e receives a vehicle start request from the driver of the vehicle when the neutral control condition is not satisfied and the brake hold control condition is satisfied (the accelerator pedal is depressed). when, or, when there is more follow-up running start request to the follow-up run switch 109 when the following distance control performed), a control unit for performing vehicle starting control.

  The follow-up running control unit 100f receives the operation of the follow-up running switch 109 by the driver of the vehicle, and advances the vehicle (specifically, the brake hydraulic control valve 121, the throttle valve 123, etc.) in front of the vehicle. Follow-up running control is executed to control the vehicle to follow up. That is, the follow-up running control unit 100f constitutes follow-up running control means. The follow-up travel control unit 100f is configured to execute a brake hydraulic control valve 121, a throttle, based on a signal from an unillustrated inter-vehicle distance sensor that detects an inter-vehicle distance between the vehicle and the preceding vehicle during the follow-up travel control. The valve 123 and the like are controlled to cause the vehicle to follow the preceding vehicle.

  In the present embodiment, the follow-up travel switch 109 is a switch that can select whether or not to allow execution of the follow-up travel control by the follow-up travel control unit 100f, and when the follow-up travel control is executed, the preceding vehicle is stopped. Therefore, the preceding vehicle starts when the vehicle is stopped, and is a switch for starting (resuming) the follow-up traveling with respect to the started preceding vehicle. When executing the follow-up control, the driver may operate the follow-up travel switch 109 or may depress the accelerator pedal in order to start (resume) the follow-up while the vehicle is stopped. .

  When the following travel control is being executed when the neutral control condition and the brake hold control condition are satisfied, when the driver follows the travel switch 109 (following travel start request), The first start control unit 100d performs vehicle start control. Similarly, when the following traveling control is being executed when the vehicle is stopped when the neutral control condition is not satisfied and the brake hold control condition is satisfied, the driver can operate the following traveling switch 109 ( When there is a follow-up running start request), the second start control unit 100e performs vehicle start control. That is, the vehicle start request when the vehicle is stopped when the neutral control condition is not satisfied, the brake hold control condition is satisfied, and the follow-up running control is being executed is a follow-up start request by the driver.

  In the following description, it is assumed that the follow-up running control is not being executed. However, when the follow-up running control is being executed, the depression operation of the accelerator pedal is basically used as the follow-up running as a vehicle start request. The operation can be changed to the operation of the switch 109.

  The vehicle start control by the first start control unit 100d will be described in detail with reference to FIG.

  While the vehicle is stopped, the opening degree of the throttle valve 123 is 0, and the rotational speed of the engine 2 is an idle rotational speed (for example, 600 rpm to 900 rpm). Further, due to the execution of the neutral control, the rotational speed of the turbine 3 c is greater than 0 and lower than the rotational speed of the engine 2 due to slip of the plurality of friction plates in the first clutch 18. Furthermore, by executing the brake hold control, the brake hydraulic pressure of the brake device 15 by the brake hydraulic pressure control valve 121 becomes a predetermined pressure.

  When the driver depresses the accelerator pedal and the accelerator opening increases from 0 while the vehicle is stopped, the hydraulic pressure to the engagement chamber of the first clutch 18 is increased by the AT hydraulic control valve 122 almost simultaneously with the start of depression of the accelerator pedal. The pressure is started (the engagement operation of the first clutch 18 is started), and the brake hydraulic pressure control valve 121 starts the pressure reduction operation of the brake hydraulic pressure of the brake device 15. At this time, the opening degree of the throttle valve 123 is 0, and the rotational speed of the engine 2 remains the idle rotational speed.

  Then, the rotational speed of the turbine 3c decreases slightly after the start of increasing the hydraulic pressure to the engagement chamber of the first clutch 18, and substantially simultaneously with the first clutch 18 being completely engaged (in this embodiment). Immediately before the first clutch 18 is completely engaged, the rotational speed of the turbine 3c by the turbine rotational speed sensor 107 has decreased to a predetermined rotational speed (a rotational speed slightly higher than 0 (for example, 30 rpm to 50 rpm)). The throttle valve 123 starts to open. At this time, the brake hydraulic pressure of the brake device 15 is already zero. When the brake hydraulic pressure becomes substantially zero, the vehicle starts to move slowly due to the creep torque of the automatic transmission 1, and then moves to a higher speed when the throttle valve 123 starts to open. The first clutch 18 is fully engaged as soon as the throttle valve 123 starts to open.

  The opening degree of the throttle valve 123 after the throttle valve 123 starts to open is determined by the accelerator opening degree (determined by the inter-vehicle distance and relative speed between the preceding vehicle and the like while the follow-up running control is being executed), and the throttle As the opening degree of the valve 123 increases, the rotational speed of the engine 2 and the rotational speed of the turbine 3c increase, and the vehicle speed increases. The timing for starting the opening operation of the throttle valve 123 (timing at which the rotational speed of the turbine 3c reaches the predetermined rotational speed) is delayed by t1 time (for example, 300 ms to 400 ms) from the start of depression of the accelerator pedal. If the motor speed is shortened (that is, the predetermined rotational speed is increased), a large shock is generated in the automatic transmission 1, and there is a limit to shortening the time t1.

  Next, vehicle start control by the second start control unit 100e will be described in detail with reference to FIG.

  While the vehicle is stopped, the opening degree of the throttle valve 123 is 0, and the rotational speed of the engine 2 is the idle rotational speed. Here, it is assumed that the shift lever is in the D range position or the M range position. Even if the shift lever is in the D range position, the neutral control condition is not satisfied here. Since the neutral control is not being executed, the first clutch 18 is in the fully engaged state, and the rotational speed of the turbine 3c is zero. Furthermore, the brake hydraulic pressure of the brake device 15 becomes the predetermined pressure by executing the brake hold control.

  When the driver depresses the accelerator pedal and the accelerator opening increases from 0 while the vehicle is stopped, the brake hydraulic pressure reduction operation of the brake device 15 is started almost simultaneously with the depression of the accelerator pedal. At this time, the opening degree of the throttle valve 123 is 0, and the rotational speed of the engine 2 remains the idle rotational speed.

  Since the first clutch 18 is in the fully engaged state, there is no problem of shock, so the throttle valve 123 can be opened almost simultaneously with the start of depression of the accelerator pedal. That is, it is possible to almost eliminate the delay time of the timing of starting the opening operation of the throttle valve 123 with respect to the start of depression of the accelerator pedal. In this case, the vehicle travels by dragging the brake until the brake hydraulic pressure of the brake device 15 becomes zero. However, since the time is short, there is no problem.

  However, when there is a vehicle start request (depressing the accelerator pedal) when the vehicle stops when the neutral control condition is not satisfied and the brake hold control condition is satisfied, the throttle valve 123 is opened almost simultaneously with the start of the accelerator pedal depression. Then, when the vehicle starts when the vehicle is stopped when the neutral control condition and the brake hold control condition are satisfied, and when the vehicle stops when the neutral control condition is not satisfied and the brake hold control condition is satisfied The vehicle startability is different from the vehicle start time when a vehicle start request is made, and there is a high possibility that a driver who does not particularly recognize whether or not neutral control is being executed will feel uncomfortable. Become.

Therefore, in the present embodiment, the second start control unit 100e determines that when a vehicle start request is made by the driver of the vehicle when the neutral control condition is not satisfied and the brake hold control condition is satisfied, the vehicle driver stops. The increase in the generated torque of the engine 2 is limited for a predetermined period from the vehicle start request. Therefore, the second start control unit 100e constitutes a second start control unit that restricts an increase in the generated torque of the engine 2 (drive source).

  Specifically, the increase in the generated torque of the engine 2 is limited by delaying the start of the increase in the generated torque of the engine 2 (that is, the start of the opening operation of the throttle valve 123) by a predetermined time t2 from the start of the depression of the accelerator pedal. To do. If the predetermined time t2 is substantially the same as the time t1, the vehicle start time when the vehicle start request is made when the vehicle stops when the neutral control condition and the brake hold control condition are satisfied, and the neutral control condition is not satisfied. There is almost no difference in vehicle startability between when the vehicle starts and when there is a vehicle start request when the vehicle is stopped when the brake hold control condition is satisfied. Therefore, in the present embodiment, the predetermined time t2 is substantially the same as the t1 time. Even if there is a difference in the vehicle startability between the two, it is sufficient that the driver does not feel uncomfortable. Therefore, the predetermined time t2 is a time shorter than the t1 time and does not cause the driver to feel uncomfortable. Also good.

  When the brake hydraulic pressure of the brake device 15 becomes substantially zero, the vehicle starts to move slowly due to the creep torque of the automatic transmission 1 (the rotational speed of the turbine 3c starts to increase), but at this point, the accelerator pedal starts to be depressed. Since the predetermined time t2 has not elapsed, the opening of the throttle valve 123 is zero. Then, when the predetermined time t2 has elapsed from the start of depression of the accelerator pedal, the throttle valve 123 starts to open. The subsequent steps are the same as the vehicle start control by the first start control unit 100d.

  In the present embodiment, the predetermined period is a period from when the accelerator pedal is depressed until a predetermined time t2 elapses. Examples of the predetermined period include the vehicle speed of the vehicle from the start of depression of the accelerator pedal. Can be a period until the vehicle speed reaches a predetermined vehicle speed (the vehicle speed at the time of traveling by creep torque, for example, 5 km / h).

  In addition, by delaying the start of increase of the generated torque of the engine 2 with respect to the timing of starting the depression of the accelerator pedal as described above, instead of restricting the increase of the generated torque of the engine 2, the start of the depression of the accelerator pedal is abbreviated. At the same time, the generated torque of the engine 2 is increased by opening the throttle valve 123. By limiting the increase degree of the generated torque of the engine 2 to a predetermined value or less during the predetermined period from the start of depression of the accelerator pedal, The increase in the generated torque may be limited.

  In the present embodiment, the second start control unit 100e is controlled by the shift control unit 100a when the automatic transmission 1 is controlled in the manual shift mode or in the automatic shift mode and the sport mode. Sometimes, even if there is a vehicle start request when the neutral control condition is not satisfied and the brake hold control condition is satisfied, a rise in the generated torque of the engine 2 is not limited (that is, there is a vehicle start request). Immediately after opening (substantially simultaneously with the start of depression of the accelerator pedal), the throttle valve 123 is opened). As described above, when the automatic transmission 1 is controlled in the manual shift mode or the sport mode, it is considered that the driver wants to start the vehicle as quickly as possible, and thus the increase in the generated torque of the engine 2 is not limited.

  Further, in the present embodiment, the second start control unit 100e has an accelerator pedal depression operation as a vehicle start request when the vehicle is stopped when the neutral control condition is not satisfied and the brake hold control condition is satisfied. Even when the accelerator pedal depression speed is equal to or higher than the predetermined speed, the increase in the generated torque of the engine 2 is not limited (that is, the throttle valve 123 is opened substantially simultaneously with the start of depression of the accelerator pedal). When the accelerator pedal depressing speed is equal to or higher than the predetermined speed, the driver desires a quick vehicle start, and therefore does not limit the increase in the generated torque of the engine 2.

  Here, vehicle start control from when the vehicle is stopped by the control unit 100 will be described based on the flowcharts of FIGS. 6 and 7.

  In the first step S1, input signals from various sensors and switches are read, and in the next step S2, it is determined whether or not the vehicle is stopped (the vehicle speed by the vehicle speed sensor 101 is 0).

  If the determination in step S2 is NO, the process returns. If the determination in step S2 is YES, the process proceeds to step S3, and it is determined whether the brake hold control condition is satisfied.

  If the determination in step S3 is NO, the process returns as it is. If the determination in step S3 is YES, the process proceeds to step S4, and the brake hold control unit 100c executes brake hold control.

  In the next step S5, it is determined whether or not a neutral control condition is satisfied. If the determination in step S5 is NO, the process proceeds to step S12. If the determination in step S5 is YES, the process proceeds to step S6. move on.

  In step S6, the neutral control unit 100b executes neutral control, and in the next step S7, it is determined whether or not the accelerator pedal is depressed. When the determination in step S7 is NO, the process returns as it is, while when the determination in step S7 is YES, the process proceeds to step S8, and the first start control unit 100d uses the AT hydraulic control valve 122 to perform the first clutch 18. The hydraulic pressure is increased to the fastening chamber (fastening operation of the first clutch 18).

  In the next step S9, the first start control unit 100d starts the brake hydraulic pressure reduction operation of the brake device 15 by the brake hydraulic pressure control valve 121, and in the next step S10, the rotational speed of the turbine 3c reaches a predetermined rotational speed. It is determined whether or not it has decreased.

  When the determination in step S10 is NO, the operation of step S10 is repeated. On the other hand, when the determination in step S10 is YES, the process proceeds to step S11, and the first start control unit 100d opens the throttle valve 123. Then return.

  In step S12 that proceeds when the determination in step S5 is NO, the fully engaged state of the first clutch 18 is maintained (a plurality of friction plates are not slipped). Then, in the next step S13, it is determined whether or not the accelerator pedal is depressed.

  When the determination in step S13 is NO, the process returns as it is. On the other hand, when the determination in step S13 is YES, the process proceeds to step S14, where the second start control unit 100e causes the brake hydraulic control valve 121 to Start to reduce brake hydraulic pressure.

  In the next step S15, the second start control unit 100e determines whether or not a condition that does not limit the increase in the generated torque of the engine 2 is satisfied. As described above, this condition is a condition that the automatic transmission 1 is controlled in the manual shift mode or the sport mode, or the accelerator pedal depression speed is equal to or higher than the predetermined speed.

  If the determination in step S15 is YES, the process proceeds to step S17. If the determination in step S15 is NO, the process proceeds to step S16, and the second start control unit 100e performs the predetermined time from the start of depression of the accelerator pedal. It is determined whether t2 has elapsed.

  When the determination at step S16 is NO, the operation at step S16 is repeated. When the determination at step S16 is YES, the process proceeds to step S17. That is, the process proceeds to step S17 after waiting for the predetermined time t2 to elapse from the start of depression of the accelerator pedal.

  In step S17, the second start control unit 100e opens the throttle valve 123, and then returns.

  Therefore, in this embodiment, when the vehicle is stopped when the neutral control condition is not satisfied and the brake hold control condition is satisfied, the increase in the generated torque of the engine 2 is limited when the vehicle driver requests the vehicle to start. As a result, the vehicle starts when the vehicle is requested to stop when the neutral control condition and the brake hold control condition are satisfied, and the vehicle where the neutral control condition is not satisfied and the brake hold control condition is satisfied It is possible to reduce the difference in vehicle startability from when the vehicle starts when the vehicle is requested to stop, and to suppress the driver's uncomfortable feeling due to this difference.

  The present invention is not limited to the embodiment described above, and can be substituted without departing from the spirit of the claims.

  For example, in the above embodiment, the automatic transmission 1 is a planetary gear type automatic transmission. However, the present invention is not limited to a planetary gear type automatic transmission (for example, a continuously variable transmission (CVT), a manual transmission, or the like). Based on this mechanism, it can be applied to an automatic manual transmission (AMT) in which clutch operation and gear change are automated.

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  INDUSTRIAL APPLICABILITY The present invention is useful for a vehicle control device that includes a neutral control unit that executes neutral control and a brake hold control unit that executes brake hold control.

1 Automatic transmission 2 Engine (drive source)
11 Front wheels
15 Brake device 18 1st clutch (friction engagement element fastened at the time of vehicle forward start)
100 Control unit (control device)
100a Shift control unit (automatic / manual shift mode switching control means)
(Standard / sport mode switching control means)
100b Neutral control unit (neutral control means)
100c Brake hold control unit (brake hold control means)
100d first start control unit (first start control means)
100e Second start control unit ( second start control means)
100f Following traveling control unit (following traveling control means)

Claims (7)

A drive source, an automatic transmission to which torque generated by the drive source is input and having a frictional engagement element that is fastened when the vehicle starts, and driving by torque output from the automatic transmission A vehicle control device including a wheel to be braked and a brake device for braking the wheel,
When a predetermined neutral control condition including a condition relating to a range position of the shift lever of the vehicle is satisfied when the vehicle is stopped, the degree of engagement of the friction engagement element is set lower than a fully engaged state or a completely released state Neutral control means for executing neutral control,
When a predetermined brake hold control condition is satisfied when the vehicle is stopped, the brake device executes a brake hold control for braking the wheel even if the brake pedal is not depressed by the driver of the vehicle. Brake hold control means,
When a vehicle start request is issued by the driver of the vehicle when the neutral control condition and the brake hold control condition are satisfied, the vehicle start request is handled substantially simultaneously with completion of the return from the neutral control. A first start control means for increasing the generated torque of the drive source;
When the vehicle is stopped when the neutral control condition is not satisfied and the brake hold control condition is satisfied, when a vehicle start request is made by the driver of the vehicle, the increase in the generated torque of the drive source is limited . 2 start control means,
The vehicle control apparatus characterized by the above-mentioned. The vehicle control device according to claim 1,
The automatic transmission is divided into an automatic shift mode for automatically switching the shift stage of the automatic transmission according to the traveling state of the vehicle, and a manual shift mode for manually switching the shift stage by operation of the driver of the vehicle. Further comprising automatic / manual shift mode switching control means for switching and controlling,
When the automatic transmission is controlled in the manual shift mode by the automatic / manual shift mode switching control means, the second start control means is that the neutral control condition is not satisfied and the brake hold control condition is A control apparatus for a vehicle, characterized by being configured not to limit an increase in the generated torque of the drive source even if the vehicle start request is made when the vehicle is stopped. The vehicle control device according to claim 1 or 2,
In the automatic transmission mode in which the automatic transmission automatically switches the shift stage of the automatic transmission according to the running state of the vehicle, the shift stage of the automatic transmission is compared with the standard mode and the standard mode. Standard / sports mode switching control means for switching to and controlling the sport mode set to the low speed side shift stage,
When the automatic transmission is controlled in the sport mode by the standard / sport mode switching control means, the second start control means is that the neutral control condition is not satisfied and the brake hold control condition is satisfied. The vehicle control device is configured so as not to limit an increase in the generated torque of the drive source even if the vehicle start request is made when the vehicle is stopped. In the control apparatus of the vehicle as described in any one of Claims 1-3,
The second start control means is configured to limit an increase in the generated torque of the drive source by delaying an increase start of the generated torque of the drive source in response to the vehicle start request. A vehicle control device. In the control apparatus of the vehicle as described in any one of Claims 1-4,
The vehicle further comprises follow-up running control means for executing follow-up running control for controlling the vehicle to follow up with respect to a preceding vehicle running in front of the vehicle,
The vehicle start request when the vehicle is stopped when the neutral control condition is not executed, the brake hold control condition is satisfied, and the follow-up running control is being executed is a follow-up start request by the driver. A control device for a vehicle. In the control apparatus of the vehicle as described in any one of Claims 1-4,
The vehicle start request is an accelerator pedal depression operation by the driver,
The second start control means includes a stepping operation of the accelerator pedal and a stepping speed of the accelerator pedal when the neutral control condition is not satisfied and the brake hold control condition is satisfied and the accelerator pedal is depressed. The vehicle control device is configured not to limit an increase in the generated torque of the drive source when the speed is higher than the speed. In the control apparatus of the vehicle as described in any one of Claims 1-6,
The vehicle control apparatus, wherein the second start control means is configured to limit an increase in generated torque of the drive source for a predetermined period from the vehicle start request.

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