JP7226097B2 - vehicle controller - Google Patents

Description

Patent Law Article 30, Paragraph 2 applied.

The present invention relates to a vehicle having an engine, an automatic transmission provided in a power transmission path between the engine and drive wheels, and a friction brake device for generating friction brake force on all wheels including the drive wheels. It belongs to the technical field related to control devices.

Conventionally, in order to improve the fuel efficiency of a vehicle, the supply of fuel to the engine of the vehicle is stopped when the vehicle is decelerating, and when the rotation speed of the engine falls below a predetermined lower limit, the fuel supply to the engine is stopped. It is known to restore the fuel supply of the

In such a vehicle, when the fuel supply is restored, the wheel driving force suddenly changes due to the difference in engine torque before and after the restoration, and a shock (fuel restoration shock) occurs in the vehicle.

Therefore, for example, in Patent Document 1, a change in the driving force of the powertrain caused by an increase in engine torque when the fuel supply is restored is controlled by highly responsive powertrain braking force control (regenerative braking device provided in the powertrain and friction between the wheels). (coordinated control with the braking device).

JP 2006-15819 A

By the way, when the fuel supply to the engine is stopped while the vehicle is decelerating, the fuel supply is restored during the downshift of the automatic transmission (in particular, during the torque phase period in which the rotation speed of the engine decreases). In this case, the fuel recovery shock is added to the shift shock, so that the vehicle experiences a greater shock.

As in Patent Document 1, if a change in the driving force of the power train due to the return of the fuel supply is suppressed by controlling the braking force of the power train, the shift shock itself is not so large, so the shock to the vehicle is small. Become.

However, since the configuration of Patent Document 1 does not suppress the restoration of fuel supply, there is a high possibility that the fuel consumption will deteriorate. In addition, highly responsive power train braking force control is required.

Therefore, when the fuel supply to the engine is stopped during deceleration of the vehicle, if the deceleration is normal due to depression of the brake pedal, the rotational speed of the engine returns to a predetermined level during the torque phase period during the downshift. It is conceivable to set the torque phase period so as not to fall below the rotation speed.

However, if the brake pedal is further depressed during downshifting, there is a high possibility that the engine rotation speed will fall below the predetermined return rotation speed during the torque phase period, and the vehicle will experience a shift shock and fuel recovery. more likely to experience shock.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and its object is to reduce the downshift of an automatic transmission when the fuel supply to the engine is stopped while the vehicle is decelerating. To suppress the restoration of fuel supply during a torque phase period as much as possible even if a brake pedal is further depressed during the torque phase period.

In order to achieve the above object, the present invention provides an engine, an automatic transmission provided in a power transmission path between the engine and driving wheels, and a friction braking force to be generated on all wheels including the driving wheels. A brake pedal sensor that detects the amount of depression of the brake pedal by the driver of the vehicle, an engine rotation speed sensor that detects the rotation speed of the engine, and the vehicle During deceleration, the fuel supply to the engine of the vehicle is stopped, and when the rotation speed of the engine detected by the engine rotation speed sensor falls below a predetermined recovery rotation speed, the fuel supply to the engine is resumed. A control unit and a shift control unit that performs shift control of the automatic transmission, wherein the shift control unit is stopped by the engine control unit from supplying fuel to the engine when the vehicle is decelerating. during a torque phase period during a shift downshift of the automatic transmission when the brake pedal sensor determines whether or not the brake pedal has been further depressed by a predetermined amount or more based on the depression amount detected by the brake pedal sensor; When it is determined that the brake pedal has been further depressed by a predetermined amount or more in step 1, compared to when it is determined that the brake pedal has not been further depressed by a predetermined amount or more, the start timing of the inertia phase period during the downshift is made earlier. It is configured as follows.

With the above configuration, when it is determined that the brake pedal has been further depressed by a predetermined amount or more in the depression determination, the inertia phase during downshifting is greater than when it is determined that the brake pedal has not been further depressed by a predetermined amount or more. Since the start timing of the period is advanced, the rotational speed of the engine can be increased by starting the inertia phase period before the rotational speed of the engine falls below the predetermined return rotational speed. As a result, even if the brake pedal is further depressed during the torque phase period, the restoration of the fuel supply during the torque phase period can be suppressed as much as possible.

In the control device for a vehicle, the vehicle further includes a regenerative braking device that includes a generator coupled to the engine and generates regenerative braking force on the driving wheels by the power generation operation of the generator, and the brake pedal sensor. Further comprising a brake control unit that controls the friction brake device and the regenerative brake device according to the amount of depression of the brake pedal by the above When the vehicle is braked by both the friction braking device and the regenerative braking device when the rotational speed is equal to or higher than the predetermined return rotational speed or equal to or substantially the same as the predetermined return rotational speed, the rotational speed of the engine is increased to the above-described value. The vehicle may be braked only by the friction brake device when the rotational speed is lower than a predetermined rotational speed.

That is, during the torque phase period, when the engine rotation speed falls below a predetermined rotation speed set to a value equal to or substantially the same as the predetermined return rotation speed, the vehicle receives a fuel return shock as well as a regenerative braking device. Stopping the braking by the regenerative braking device causes a shock, and in addition to deterioration of fuel consumption due to the restoration of the fuel supply, fuel consumption is also deteriorated due to the stopping of braking by the regenerative braking device. However, even if the brake pedal is further depressed during the torque phase period, by increasing the engine rotation speed before the engine rotation speed falls below the predetermined return rotation speed (and the predetermined rotation speed), the torque phase It is possible to suppress as much as possible the restoration of fuel supply and the stoppage of braking by the regenerative braking device during the period.

In the vehicle control device, the shift control unit determines, in the stepping-once determination, the rotation speed of the engine at the start timing before the start timing of the inertia phase period is advanced based on the stepping amount detected by the brake pedal sensor. is predicted, and when it is determined that the predicted rotation speed falls below the predetermined return rotation speed, it is determined that the brake pedal has been further depressed by a predetermined amount or more. Preferably, it is determined that the brake pedal has not been further depressed by a predetermined amount or more when it is determined that the vehicle speed does not fall below the speed.

As a result, even if the brake pedal is further depressed during the torque phase period, it is possible to easily and satisfactorily suppress the restoration of the fuel supply during the torque phase period.

In one embodiment of the vehicle control device, the automatic transmission has a plurality of frictional engagement elements that can be engaged and disengaged according to the supply and non-supply of hydraulic pressure, and the transmission control unit includes the shift-down During shifting, the engagement-side frictional engagement element, which is the frictional engagement element to be shifted from the disengaged state to the engaged state among the plurality of frictional engagement elements in the automatic transmission, is shifted from the engaged state to the disengaged state in a semi-engaged state. By controlling the hydraulic pressure to the engagement-side frictional engagement element and the release-side frictional engagement element so that the release-side frictional engagement element, which is a frictional engagement element, is released by pressure reduction from the hydraulic pressure in the engaged state, the automatic Further, when the shift control unit determines that the brake pedal has been further depressed by a predetermined amount or more in the depression determination, the brake pedal is not further depressed by a predetermined amount or more. By making the start of pressure reduction from the hydraulic pressure in the engaged state for the disengagement-side frictional engagement element earlier than when it is determined that the inertia phase period during the downshift is determined, the start timing of the inertia phase period during the shift downshift is made earlier. .

In another embodiment of the vehicle control device, the automatic transmission has a plurality of frictional engagement elements that can be engaged and disengaged according to the supply and non-supply of hydraulic pressure, and the transmission control unit includes the shift During downshifting, transition from the engaged state to the disengaged state in a semi-engaged state of the engagement-side frictional engagement element, which is the frictional engagement element that transitions from the disengaged state to the engaged state, among the plurality of frictional engagement elements in the automatic transmission. By controlling the hydraulic pressure to the engagement-side frictional engagement element and the release-side frictional engagement element so that the release-side frictional engagement element, which is the frictional engagement element that causes the engagement, is released by pressure reduction from the hydraulic pressure in the engaged state, the Further, when the shift control unit determines that the brake pedal has been further depressed by a predetermined amount or more in the depression determination, the brake pedal is further depressed by a predetermined amount or more. By increasing the speed of pressure reduction from the hydraulic pressure in the engaged state to the disengagement side frictional engagement element compared to when it is determined that there was not, the start timing of the inertia phase period during the downshift is made earlier. there is

With the configuration of the one embodiment and another embodiment, the start timing of the inertia phase period during the downshift can be easily advanced.

As described above, according to the vehicle control apparatus of the present invention, when the fuel supply to the engine is stopped during deceleration of the vehicle, during the torque phase period during the shift downshift of the automatic transmission, the brake pedal is further depressed by a predetermined amount or more, and when it is determined that the brake pedal has been further depressed by a predetermined amount or more in the depression increase determination, when it is determined that the brake pedal has not been further depressed by a predetermined amount or more By making the start timing of the inertia phase period during the shift downshift earlier than in the torque phase period, even if the brake pedal is further depressed during the torque phase period during the shift downshift, The return of fuel supply can be suppressed as much as possible. Therefore, it is possible to suppress the fuel return shock from occurring in the vehicle during the downshift, and it is possible to suppress the deterioration of fuel consumption.

1 is a diagram showing a schematic configuration of a vehicle equipped with a control device according to an embodiment of the invention; FIG. It is a block diagram which shows the structure of the control system of the said control apparatus. When the brake pedal is further depressed by a predetermined amount or more during the torque phase period during the shift downshift of the automatic transmission when the fuel supply to the engine is stopped and brake cooperative control is being performed while the vehicle is decelerating. , and is a time chart when the start timing of the inertia phase period is advanced. When the brake pedal is further depressed by a predetermined amount or more during the torque phase period during the shift downshift of the automatic transmission when the fuel supply to the engine is stopped and brake cooperative control is being performed while the vehicle is decelerating. , and are time charts when the start timing of the inertia phase period is not advanced. 4 is a flow chart showing the processing operation of the shift control unit when downshifting is started while fuel supply to the engine is stopped and brake cooperation control is being performed while the vehicle is decelerating;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

FIG. 1 shows a schematic configuration of a vehicle 1 equipped with a control device (control unit 50 to be described later) according to an embodiment of the present invention. The vehicle 1 is a hybrid vehicle that includes an engine 2 and an ISG 3 (Integrated Starter-Generator) that is connected to the engine 2 and assists driving of the engine 2 and that serves as a starter and generator.

The vehicle 1 further includes an automatic transmission 5 provided in a power transmission path between the ISG 3 and the engine 2 and the drive wheels 8a. The automatic transmission 5 receives power from the engine 2 (specifically, the crankshaft 2a) via a torque converter 6. As shown in FIG. The torque converter 6 is a general torque converter, and includes a case connected to the crankshaft 2a of the engine 2, a pump fixedly installed in the case, and a hydraulic oil which is arranged opposite to the pump and is operated by the pump. a turbine driven via the pump, a stator interposed between the pump and the turbine to increase torque, and a lockup clutch directly connecting the crankshaft 2a of the engine 2 and the turbine via the case. and Rotation of the turbine is transmitted to the automatic transmission 5 .

In this embodiment, the automatic transmission 5 is a stepped automatic transmission with six forward speeds and one reverse speed, and includes a plurality of friction engagement elements (clutches and/or or brake), and a hydraulic device 80 (see FIG. 2) that supplies hydraulic pressure to the plurality of friction engagement elements and the lockup clutch. The hydraulic system 80 includes a hydraulic supply circuit and an actuator such as a solenoid valve provided in the hydraulic supply circuit. Each frictional engagement element is configured to be able to be engaged and disengaged according to supply and non-supply of hydraulic pressure to the frictional engagement element (more specifically, hydraulic pressure chamber for engagement). By controlling the actuator, hydraulic pressure is supplied or not supplied to each frictional engagement element (engagement hydraulic chamber), thereby controlling the engagement and release of each frictional engagement element (i.e., speed change control). . Further, the engagement and disengagement of the lockup clutch are controlled by controlling the actuator.

A rotating shaft 3 a of the ISG 3 is connected via a winding transmission mechanism 11 to an end of the crankshaft 2 a opposite to the automatic transmission 5 . As a result, the ISG 3 is connected to the automatic transmission 5 via the engine 2 . Incidentally, the engine 2 may be connected to the automatic transmission 5 via the ISG 3.

The winding transmission mechanism 11 includes a pulley 12 provided at the end of the crankshaft 2a opposite to the automatic transmission 5, a pulley 13 provided at the tip of the rotating shaft 3a of the ISG 3, and these pulleys 12 , 13 and a belt 14 entrained between them. By the winding transmission mechanism 11, the rotation of the crankshaft 2a is transmitted to the rotating shaft 3a, or the rotation of the rotating shaft 3a is transmitted to the crankshaft 2a.

The driving force of the engine 2 (or the driving force of the engine 2 and the ISG 3) is transmitted through the torque converter 6, the automatic transmission 5 and the differential mechanism 7 to all the wheels 8 of the vehicle 1 (in this embodiment, the two front wheels and two rear wheels) to two drive wheels 8a (two front wheels in this embodiment). Note that FIG. 1 shows only one wheel 8 (here, the drive wheel 8a) of all the wheels 8. As shown in FIG.

The vehicle 1 further includes a friction braking device 21 that generates friction braking force on all wheels 8 and a regenerative braking device 31 that generates regenerative braking force on the driving wheels 8a.

The friction brake device 21 includes a brake mechanism 22 provided for each of all the wheels 8, a brake pedal 23 operated by the driver of the vehicle 1, and the brake mechanism 22 for all the wheels 8 when the driver depresses the brake pedal 23. and a hydraulic pressure supply device 24 for supplying hydraulic pressure to. The hydraulic pressure supply device 24 includes a booster 25 , a master cylinder 26 , and a hydraulic pressure adjustment valve 27 that adjusts the magnitude of hydraulic pressure supplied from the master cylinder 26 to the brake mechanism 22 . The friction braking device 21 generates friction braking force on all the wheels 8 by supplying hydraulic pressure to the brake mechanism 22 via the hydraulic pressure supply device 24 when the driver depresses the brake pedal 23 .

The regenerative braking device 31 includes the ISG 3 and the winding transmission mechanism 11 that operate as a generator. When the brake pedal 23 is depressed (during deceleration of the vehicle 1), the ISG 3 is operated as a generator to generate regenerative braking force on the driving wheels 8a. That is, energy regeneration is performed by converting kinetic energy transmitted from the drive wheels 8a to the ISG 3 via the differential mechanism 7, the automatic transmission 5, the torque converter 6 and the engine 2 into electrical energy. Electric power generated by the ISG 3 is charged in a battery (not shown). The electric power thus charged in the battery is supplied to the ISG 3 when the ISG 3 operates as a motor.

As shown in FIG. 2, the vehicle 1 is provided with a control unit 50 that controls the operation of the engine 2, the ISG 3, the hydraulic control valve 27 of the friction brake device 21, and the hydraulic device 80 of the automatic transmission 5. .

The control unit 50 is a well-known microcomputer-based controller, and is a central control unit that executes computer programs (including basic control programs such as an OS, and application programs that are started on the OS to achieve specific functions). It has an arithmetic processing unit (CPU), a memory configured by, for example, a RAM or ROM, and an input/output (I/O) bus for inputting/outputting electrical signals.

Various computer programs and data including various maps are stored in the ROM, and a processing area is provided in the RAM to be used when the CPU performs a series of processes.

As shown in FIG. 2, the control unit 50 includes an engine control section 50a, a shift control section 50b, a brake control section 50c, and an ISG control section 50d. The engine control unit 50a, the shift control unit 50b, the brake control unit 50c, and the ISG control unit 50d process the signals input to each unit by the CPU according to the computer program stored in the ROM, and operate as described later. do.

The control unit 50 receives a signal from a brake pedal sensor 51 that detects the amount of depression of the brake pedal 23 by the driver of the vehicle 1, a signal from a vehicle speed sensor 52 that detects the vehicle speed of the vehicle 1, and an accelerator opening. A signal from an accelerator opening sensor 53, a signal from a range position sensor 54 that detects the range position of a shift lever operated by the driver of the vehicle 1, and an engine speed sensor 55 that detects the rotational speed of the engine 2. and are input. In addition to these sensors, the control unit 50 receives signals from various sensors necessary for controlling the engine 2, the ISG 3, the hydraulic control valve 27, and the hydraulic system 80.

The engine control unit 50a controls the operation of the engine 2 based on the accelerator opening detected by the accelerator opening sensor 53, the rotation speed of the engine 2 detected by the engine rotation speed sensor 55, and the like. Further, the engine control unit 50a stops the fuel supply to the engine 2 when the vehicle 1 is decelerating, and when the rotation speed of the engine 2 detected by the engine rotation speed sensor 55 falls below a predetermined return rotation speed N1, the engine 2 is stopped. to restore fuel supply to The predetermined return rotation speed N1 is set to the lowest rotation speed that does not cause engine stall. In this embodiment, the engine control unit 50a changes the value of the predetermined return rotation speed N1 depending on the operating state of the air conditioner. The changed value of the predetermined return rotation speed N1 is stored in the RAM of the memory.

The shift control unit 50 b controls the shift of the automatic transmission 5 by controlling the hydraulic device 80 of the automatic transmission 5 . For example, when the range position of the shift lever according to the range position sensor 54 is at the D range position, the shift control unit 50b changes the driving state of the vehicle 1 (the accelerator opening degree from the accelerator opening sensor 58 and the vehicle speed from the vehicle speed sensor 52). , the shift map stored in advance in the ROM of the memory is used to determine the gear stage, and the hydraulic device 80 is controlled so as to achieve the determined gear stage (engagement and disengagement of each frictional engagement element is controlled). .

Further, when the vehicle 1 is decelerating, the shift control unit 50b performs downshifting according to the deceleration (replaces the frictional engagement element). That is, during the downshift, the shift control unit 50b controls the semi-engaged state of the engagement-side frictional engagement element, which is the frictional engagement element that shifts from the disengaged state to the engaged state, among the plurality of frictional engagement elements in the automatic transmission 5. , so that the release-side frictional engagement element, which is the frictional engagement element that shifts from the engaged state to the disengaged state, is released by pressure reduction from the hydraulic pressure in the engaged state, to the engagement-side frictional engagement element and the release-side frictional engagement element. The downshift of the automatic transmission 5 is performed by controlling the hydraulic pressure of the . The engagement-side frictional engagement element is completely engaged after the release-side frictional engagement element is released.

When the amount of depression of the brake pedal 23 detected by the brake pedal sensor 51 while the vehicle 1 is running (when the vehicle speed detected by the vehicle speed sensor 52 is greater than 0), the brake control unit 50c detects when the amount of depression of the brake pedal 23 is greater than a predetermined amount of depression (amount of play). (That is, when the driver tries to decelerate the vehicle 1), in order to perform brake control, the friction brake device 21 (more specifically, in this embodiment, the hydraulic control valve 27) is controlled, and the ISG control The ISG 3 as the generator in the regenerative braking device 31 is controlled via the unit 50d.

The ISG control unit 50d receives a command from the brake control unit 50c while the brake control unit 50c is performing brake control, and controls the ISG 3 as a generator that performs energy regeneration. Further, when the brake control unit 50c performs brake control only by the friction brake device 21 as described later, the ISG control unit 50d receives a command from the brake control unit 50c and stops the operation of the ISG 3 as a generator. do. On the other hand, when the brake control unit 50 c is not performing brake control, the ISG control unit 50 d operates the ISG 3 as a motor or as a generator driven by the engine 2 .

The brake control unit 50c sets a target deceleration of the vehicle 1 according to the depression amount of the brake pedal 23 detected by the brake pedal sensor 51 during brake control. In this embodiment, the target deceleration is set from the amount of depression of the brake pedal 23 using a target deceleration map stored in advance in the ROM of the memory. The target deceleration of the vehicle 1 increases as the amount of depression of the brake pedal 23 increases.

During brake control, the brake control unit 50c brakes the vehicle 1 with both the friction brake device 21 and the regenerative brake device 31 when the rotation speed of the engine 2 detected by the engine rotation speed sensor 55 is equal to or higher than a predetermined rotation speed N2. , the vehicle 1 is braked only by the friction brake device 21 when the rotation speed of the engine 2 is lower than the predetermined rotation speed N2. The predetermined rotational speed N2 is also set to the lowest rotational speed at which engine stall does not occur. Therefore, the predetermined rotation speed N2 is set to the same value or substantially the same value as the predetermined return rotation speed N1 (preferably slightly higher than the predetermined return rotation speed N1). In this embodiment, the predetermined rotation speed N2 is the same value as the predetermined return rotation speed N1 (when the predetermined return rotation speed N1 is changed by the engine control unit 50a, the changed predetermined return rotation speed N1). and

When the battery cannot be charged any more (the state of charge (SOC) of the battery is high), the vehicle 1 is braked only by the friction brake device 21 regardless of the rotation speed of the engine 2. be.

During brake control by both the friction brake device 21 and the regenerative brake device 31 (hereinafter referred to as brake cooperative control), the brake control unit 50c controls the friction brake so that the deceleration of the vehicle 1 becomes the target deceleration. A target friction braking force for all wheels 8 by the device and a target regenerative braking force for the driving wheels 8a by the regenerative braking device are set. Then, the brake control unit 50c controls the hydraulic control valve 27 and the ISG 3 (power generation amount).

On the other hand, the brake control unit 50c sets the target friction brake force so that the deceleration of the vehicle 1 becomes the target deceleration when the brake control is performed only by the friction brake device 21. FIG. This target frictional braking force corresponds to a total target braking force obtained by combining the target frictional braking force and the target regenerative braking force in the coordinated brake control.

Here, as shown in FIG. 3B , when the vehicle 1 is decelerating and the fuel supply to the engine 2 is stopped and the cooperative brake control is being performed, the shift control unit 50b outputs (N+1) at time t0. Suppose that downshifting from the first speed to the N speed is started.

At time t0, the command value of the hydraulic pressure to the release side frictional engagement element is changed from P1 to P2 (<P1), and the command value of the hydraulic pressure to the engagement side frictional engagement element is changed from 0 to P3 (<P2). As a result, as shown in FIG. 3B, at time t1, which is slightly delayed from time t0, the actual hydraulic pressure of the disengagement side frictional engagement element becomes P2, and at time t2, which is delayed from time t1, the actual hydraulic pressure of the engagement side frictional engagement element reaches P2. becomes P3. The hydraulic pressures P1 and P2 are hydraulic pressures that can maintain the engaged state of the release-side frictional engagement element, and when the hydraulic pressure P2 is lower than this, the release-side frictional engagement element begins to disengage (start to slip). is. Further, the hydraulic pressure P3 is a hydraulic pressure that can maintain the release state of the engagement-side frictional engagement element, and is a hydraulic pressure at which the engagement-side frictional engagement element starts to engage (slip) when it becomes higher than this.

Hereinafter, changes in the actual hydraulic pressure will be described instead of changes in command values of the hydraulic pressures for the engagement-side frictional engagement element and the release-side frictional engagement element.

From time t2 to time t3, the actual hydraulic pressure of the engagement-side frictional engagement element gradually increases from the hydraulic pressure P3, reaches P4 at time t3, and is maintained at P4 until immediately after time t7 after time t3. The hydraulic pressure P4 is a hydraulic pressure that allows the engagement-side frictional engagement element to be brought into a completely engaged state before long by continuing the hydraulic pressure P4. In this way, the engagement-side frictional engagement element starts to be engaged at time t2 and is completely engaged at time t7. Immediately after time t7, the actual hydraulic pressure of the engagement-side frictional engagement element rises to P1.

On the other hand, the actual oil pressure of the disengagement side frictional engagement element gradually decreases from the oil pressure P2 from time t4 after time t3 to time t5, and reaches P3 at time t5. and becomes 0. In this way, the release-side frictional engagement element begins to be released from time t4, enters the released state at time t5, and is maintained in the released state after time t5. Here, the release-side frictional engagement element starts disengaging at time t4 after time t3, but the engagement-side frictional engagement element may start disengaging anywhere after time t2.

The period from time t0 to just before time t5 is a torque phase period in which the gear ratio (that is, the gear ratio (input rotation speed/output rotation speed)) is not changed. 2, or the rotational speed of the turbine of the torque converter 6) gradually decreases because the fuel supply to the engine 2 is stopped.

The period from time t5 to time t7 is an inertia phase period during which the gear ratio (gear ratio) is changed. Change (rise). At time t7 when the inertia phase period ends, the downshifting is completed, and after time t7, the rotation speed of the engine 2 decreases from the rotation speed at time t7.

During the torque phase period during the downshift, if the deceleration is normal due to depression of the brake pedal 23, the rotation speed of the engine 2 cannot fall below the predetermined return rotation speed N1 (predetermined rotation speed N2) during the torque phase period. 3B, the engine rotation speed at time t5 is higher than the predetermined return rotation speed N1, as indicated by the two-dot chain line in the column of "engine rotation speed" in FIG. 3B.

However, as shown in the "total braking force" column of FIG. If there is no change in the length of , there is a high possibility that the rotational speed of the engine 2 will fall below the predetermined return rotational speed N1 during the torque phase. In FIG. 3B, as indicated by the solid line in the "Engine Rotational Speed" column, the rotational speed of the engine 2 falls below the predetermined return rotational speed N1 (predetermined rotational speed N2) immediately before time t5.

When the rotation speed of the engine 2 falls below a predetermined return rotation speed N1 (predetermined rotation speed N2), the vehicle 1 undergoes a fuel return shock, and as shown in the “regenerative braking force” column in FIG. Since the braking force decreases to 0 and the friction braking force increases accordingly, the vehicle 1 also experiences a shock when braking by the regenerative braking device 31 stops (brake coordination control stops).

Therefore, in the present embodiment, the shift control unit 50b controls the automatic shift control when the fuel supply to the engine 2 is stopped by the engine control unit 50a while the vehicle 1 is decelerating, and the brake control unit 50c is performing brake cooperation control. During the torque phase period during downshifting of the machine 5, it is judged whether or not the brake pedal 23 has been further depressed by a predetermined amount or more based on the amount of depression of the brake pedal 23 detected by the brake pedal sensor 51.例文帳に追加When the shift control unit 50b determines that the brake pedal 23 has been further depressed by a predetermined amount or more in the depression determination, the shift downshift rate is higher than when it is determined that the brake pedal 23 has not been further depressed by a predetermined amount or more. Advances the start timing of the middle inertia phase period.

In the present embodiment, the shift control unit 50b determines the amount of depression of the brake pedal 23 detected by the brake pedal sensor 51 (i.e., the target deceleration set by the brake control unit 50c) in the determination of whether to start the inertia phase period. The rotation speed of the engine 2 at the start timing before advancing the timing is predicted. More specifically, the shift control unit 50b determines the rotation speed of the engine 2 detected by the engine rotation speed sensor 55 up to the present time, the length of the torque phase period (that is, the start timing of the inertia phase period), and the brake speed. Based on the target deceleration set by the control unit 50c, the rotation speed of the engine 2 at the start timing of the inertia phase period is predicted.

The length of the torque phase period may be a constant value. The shift control unit 50b predicts the length of the torque phase period in consideration of the elapsed time from new, and the predicted value is used in the present embodiment.

When the shift control unit 50b determines that the predicted rotation speed falls below the predetermined return rotation speed N1, it determines that the brake pedal 23 has been further depressed by a predetermined amount or more. When it is determined that the speed does not fall below N1, it is determined that the brake pedal 23 has not been further depressed by a predetermined amount or more. That is, the predetermined amount of the additional depression amount of the brake pedal 23 is the minimum value of the additional depression amount that causes the rotation speed of the engine 2 to fall below the predetermined return rotation speed N1 during the torque phase period due to the additional depression of the brake pedal 23. .

When the shift control unit 50b determines that the brake pedal 23 has been further depressed by a predetermined amount or more in the above depression determination, the release side friction is higher than when it is determined that the brake pedal 23 has not been further depressed by a predetermined amount or more. By accelerating the start of pressure reduction from the hydraulic pressure P2 in the engaged state with respect to the engagement element, the start timing of the inertia phase period during downshifting is advanced.

That is, when it is determined that the brake pedal 23 has not been further depressed by a predetermined amount or more in the above depression determination, the disengagement start time of the release-side frictional engagement element is as indicated by the dashed line in the "actual oil pressure" column of FIG. 3A. Then, the time t4 is the same as in FIG. 3B. On the other hand, when it is determined that the brake pedal 23 has been further depressed by a predetermined amount or more in the above depression determination, the disengagement side frictional engagement element starts to be released as indicated by the solid line in the column of "Actual Oil Pressure" in FIG. 3A. The time is changed to time t4' (immediately after time t2) earlier than time t4. Here, since the rate of pressure reduction from the hydraulic pressure P2 is not changed, the time at which the actual hydraulic pressure of the disengagement side frictional engagement element becomes P3 is earlier than the time t5 by the same time as the change time from t4 to t4'. t5'. The time at which the actual oil pressure of the disengagement-side frictional engagement element becomes 0 is also changed to time t6', which is earlier than time t6 by the same amount of time as the change time from t4 to t4'.

In this way, since the start timing of the inertia phase period is advanced, as shown in the column of "rotational speed of engine" in FIG. , the rotational speed of the engine 2 increases due to the start of the inertia phase period. Therefore, even if the brake pedal 23 is further depressed during the torque phase period, the restoration of the fuel supply and the stoppage of the cooperative brake control during the torque phase period are suppressed.

As a method of accelerating the start timing of the inertia phase period during downshifting, as described above, instead of accelerating the start of pressure reduction from the hydraulic pressure P2 in the engaged state for the disengagement-side frictional engagement element, or in addition to this, In this way, the speed of pressure reduction from the hydraulic pressure P2 in the engaged state to the disengagement-side frictional engagement element may be increased (that is, the time from t4 to t5 may be shortened).

Next, the processing operation of the shift control unit 50b when the shift down shift is started while the fuel supply to the engine 2 is stopped and brake cooperation control is being performed while the vehicle 1 is decelerating is shown in the flowchart of FIG. will be explained based on

In the first step S1, a predetermined return rotation speed N1 is obtained from the RAM of the memory, and in the next step S2, the length of the torque phase period is predicted, and the target deceleration set by the brake control unit 50c is calculated. , from the brake control unit 50c.

In the next step S3, the rotational speed of the engine 2 detected by the engine rotational speed sensor 55 up to the present time, the length of the torque phase period predicted in step S2, and the target deceleration obtained in step S2. , the rotational speed N of the engine 2 at the start timing of the inertia phase period is predicted.

In the next step S4, the rotation speed N of the engine 2 at the start timing of the inertia phase period is compared with a predetermined return rotation speed N1. is smaller than a predetermined return rotation speed N1.

When the determination in step S5 is NO, the process proceeds to step S6 to determine whether or not the inertia phase period has started. When the determination in step S6 is NO, the process returns to step S1. When the determination is YES, this control ends.

On the other hand, when the determination in step S5 is YES, the process proceeds to step S7 to start reducing pressure from the engaged state oil pressure P2 for the disengagement-side frictional engagement element and/or increase the speed of pressure reduction from the engaged state oil pressure P2. In this case, the start timing of the inertia phase period is advanced, and then the control is terminated.

Therefore, in the present embodiment, the shift control unit 50b controls the downshift of the automatic transmission 5 when the fuel supply to the engine 2 is stopped and the cooperative brake control is being performed while the vehicle 1 is decelerating. during the torque phase period, it is determined whether or not the brake pedal 23 has been further depressed by a predetermined amount or more. By making the start timing of the inertia phase period during the downshift gear earlier than when it is determined that the pedal has not been further depressed by a predetermined amount or more, the brake pedal 23 is applied during the torque phase period during the downshift gearshift. Even if the pedal is further applied, it is possible to suppress the restoration of the fuel supply and the suspension of the brake cooperative control during the torque phase period as much as possible. Therefore, it is possible to suppress the fuel return shock and the shock due to the stopping of the braking by the regenerative braking device 31 in the vehicle 1 during the downshift. , deterioration of fuel consumption due to stopping of braking by the regenerative braking device 31 can be suppressed.

The present invention is not limited to the above embodiments, and substitutions are possible without departing from the scope of the claims.

For example, in the above embodiment, the brake control unit 50c controls both the friction brake device 21 and the regenerative brake device 31 when the rotation speed of the engine 2 detected by the engine rotation speed sensor 55 is equal to or higher than the predetermined rotation speed N2 during brake control. brakes the vehicle 1 (brake coordination control is performed). On the other hand, when the rotation speed of the engine 2 is lower than the predetermined rotation speed N2, the vehicle 1 is braked only by the friction brake device 21. The present invention can be applied even in the case where only the brake control by the friction brake device 21 is always performed without any control. As a result, even if the brake pedal 23 is further depressed during the torque phase period, the restoration of the fuel supply during the torque phase period can be suppressed as much as possible. Therefore, it is possible to suppress the fuel return shock from occurring in the vehicle 1 during the downshift, and to suppress the deterioration of fuel consumption due to the return of the fuel supply.

The above-described embodiments are merely examples, and should not be construed as limiting the scope of the present invention. The scope of the present invention is defined by the scope of claims, and all variations and modifications within the equivalent scope of the claims are within the scope of the invention.

The present invention relates to a vehicle having an engine, an automatic transmission provided in a power transmission path between the engine and drive wheels, and a friction brake device for generating friction brake force on all wheels including the drive wheels. Useful for controllers.

1 vehicle 2 engine 3 ISG (generator of regenerative braking device)
5 automatic transmission 8 wheel 8a driving wheel 21 friction brake device 23 brake pedal 31 regenerative braking device 50 control unit 50a engine control section 50b shift control section 50c brake control section 51 brake pedal sensor 55 engine rotation speed sensor

Claims (5)

A control device for a vehicle having an engine, an automatic transmission provided in a power transmission path between the engine and driving wheels, and a friction braking device for generating friction braking force on all wheels including the driving wheels. hand,
a brake pedal sensor that detects the amount of depression of the brake pedal by the driver of the vehicle;
an engine rotation speed sensor that detects the rotation speed of the engine;
During deceleration of the vehicle, the fuel supply to the engine of the vehicle is stopped, and when the rotation speed of the engine detected by the engine rotation speed sensor falls below a predetermined recovery rotation speed, the fuel supply to the engine is resumed. an engine control unit that causes
and a shift control unit that performs shift control of the automatic transmission,
The shift control unit controls the brake pedal sensor during a torque phase period during downshifting of the automatic transmission when fuel supply to the engine is stopped by the engine control unit while the vehicle is decelerating. Depression determination is performed to determine whether or not the brake pedal has been further depressed by a predetermined amount or more based on the amount of depression by the brake pedal. A control device for a vehicle, characterized in that the start timing of the inertia phase period during the downshift is made earlier than when it is determined that the pedal is not further depressed by a predetermined amount or more. In the vehicle control device according to claim 1,
The vehicle further includes a regenerative braking device that includes a generator coupled to the engine, and that generates regenerative braking force on the driving wheels by the power generation operation of the generator,
further comprising a brake control unit that controls the friction braking device and the regenerative braking device according to the amount of depression of the brake pedal detected by the brake pedal sensor;
When the rotation speed of the engine detected by the engine rotation speed sensor is equal to or greater than a predetermined rotation speed set to the same value as or substantially the same value as the predetermined return rotation speed, the brake control unit controls the friction brake device and the The vehicle is braked by both of the regenerative brake devices, while the vehicle is braked only by the friction brake device when the rotation speed of the engine is lower than the predetermined rotation speed. Vehicle controller. In the vehicle control device according to claim 1 or 2,
The shift control unit predicts the rotation speed of the engine at the start timing of the inertia phase period before the start timing of the inertia phase period is advanced from the depression amount detected by the brake pedal sensor. When it is determined that the calculated rotational speed is less than the predetermined return rotational speed, it is determined that the brake pedal has been further depressed by a predetermined amount or more, and it is determined that the predicted rotational speed does not fall below the predetermined return rotational speed. A control device for a vehicle, characterized in that it sometimes determines that the brake pedal has not been further depressed by a predetermined amount or more. In the vehicle control device according to any one of claims 1 to 3,
The automatic transmission has a plurality of frictional engagement elements that can be engaged and disengaged according to supply and non-supply of hydraulic pressure,
During the downshift, the gear shift control unit controls, of the plurality of frictional engagement elements in the automatic transmission, the engagement-side frictional engagement element, which is a frictional engagement element that shifts from the disengaged state to the engaged state, in a semi-engaged state. , the engagement side friction engagement element and the release side friction engagement element so that the release side friction engagement element, which is the friction engagement element that shifts from the engaged state to the disengaged state, is released by pressure reduction from the hydraulic pressure in the engaged state. configured to perform downshifting of the automatic transmission by controlling hydraulic pressure,
Further, when it is determined that the brake pedal has been further depressed by a predetermined amount or more in the depressing determination, the shift control unit reduces the release side friction as compared to when it is determined that the brake pedal has not been further depressed by a predetermined amount or more. A control device for a vehicle, characterized in that it is configured to advance start timing of an inertia phase period during the downshift by accelerating pressure reduction from a hydraulic pressure in an engaged state to an engagement element. In the vehicle control device according to any one of claims 1 to 3,
The automatic transmission has a plurality of frictional engagement elements that can be engaged and disengaged according to supply and non-supply of hydraulic pressure,
During the downshift, the gear shift control unit controls, of the plurality of frictional engagement elements in the automatic transmission, the engagement-side frictional engagement element, which is a frictional engagement element that shifts from the disengaged state to the engaged state, in a semi-engaged state. , the engagement side friction engagement element and the release side friction engagement element so that the release side friction engagement element, which is the friction engagement element that shifts from the engaged state to the disengaged state, is released by pressure reduction from the hydraulic pressure in the engaged state. configured to perform downshifting of the automatic transmission by controlling hydraulic pressure,
Further, when it is determined that the brake pedal has been further depressed by a predetermined amount or more in the depressing determination, the shift control unit reduces the release side friction as compared to when it is determined that the brake pedal has not been further depressed by a predetermined amount or more. A control device for a vehicle, characterized in that the start timing of the inertia phase period during the shift downshift is advanced by increasing the pressure reduction rate from the hydraulic pressure in the engaged state to the engagement element.

Images