WO2016147784A1 - 車両制御装置、及びその制御方法 - Google Patents
車両制御装置、及びその制御方法 Download PDFInfo
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- WO2016147784A1 WO2016147784A1 PCT/JP2016/054559 JP2016054559W WO2016147784A1 WO 2016147784 A1 WO2016147784 A1 WO 2016147784A1 JP 2016054559 W JP2016054559 W JP 2016054559W WO 2016147784 A1 WO2016147784 A1 WO 2016147784A1
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- control
- inertial
- gear ratio
- ratio
- vehicle
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- 238000000034 method Methods 0.000 title claims description 14
- 230000005540 biological transmission Effects 0.000 claims abstract description 82
- 230000000994 depressogenic effect Effects 0.000 claims abstract description 19
- 238000007599 discharging Methods 0.000 claims 3
- 239000000446 fuel Substances 0.000 description 22
- 230000007423 decrease Effects 0.000 description 9
- 238000010586 diagram Methods 0.000 description 6
- 238000002347 injection Methods 0.000 description 6
- 239000007924 injection Substances 0.000 description 6
- 230000035939 shock Effects 0.000 description 3
- 238000004364 calculation method Methods 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 239000000969 carrier Substances 0.000 description 1
- 239000003112 inhibitor Substances 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
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- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/50—Signals to an engine or motor
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
Definitions
- the present invention relates to a vehicle control device and a control method thereof.
- JP2013-213557A discloses a vehicle that releases inertia when the inertial traveling condition is satisfied, and performs inertial traveling control by stopping the engine.
- the transmission ratio of the continuously variable transmission may be changed to the highest level by the hydraulic pressure remaining in the hydraulic circuit. In such a case, further improvement in fuel consumption can be expected by starting inertial running control at an early stage.
- the present invention aims to improve fuel efficiency by appropriately determining the start timing of inertial running control.
- a vehicle control device includes an oil pump that is driven by a drive source, a continuously variable transmission that is disposed between the drive source and the drive wheels, and that is supplied with oil discharged from the oil pump.
- a control means for performing inertial traveling control that releases the frictional engagement element and makes the rotation speed of the rotation shaft of the drive source zero, and the control means is that the accelerator pedal is not depressed, Even if the actual transmission ratio of the continuously variable transmission is not the target transmission ratio in inertial traveling control, if it is predicted that the actual transmission ratio can be changed to the target transmission ratio during inertial traveling control, inertia Travel control To start.
- a control method for a vehicle control device is an oil pump that is driven by a drive source, and is disposed between the drive source and the drive wheel, and is supplied with oil discharged from the oil pump.
- a vehicle control method for controlling a vehicle comprising a step transmission and a frictional engagement element arranged in series with a continuously variable transmission between a drive source and drive wheels, and at least a condition that the accelerator pedal is not depressed
- inertial traveling control is performed to release the frictional engagement element and to zero the rotational speed of the rotation shaft of the drive source, the accelerator pedal is not depressed, and the continuously variable transmission Even if the actual gear ratio is not the target gear ratio in inertial traveling control, if it is predicted that the actual gear ratio can be changed to the target gear ratio during inertial traveling control, inertial traveling control is started. To do.
- the timing for starting inertial running control can be advanced, and the fuel efficiency or power consumption of the drive source can be improved.
- FIG. 1 is a schematic configuration diagram of a vehicle according to the first embodiment.
- FIG. 2 is a block diagram illustrating the controller.
- FIG. 3 is a flowchart for explaining inertial running control of the first embodiment.
- FIG. 4 is a map showing the relationship between the differential thrust and the stroke amount.
- FIG. 5 is a map showing the relationship between the gear ratio and the distance of the movable conical plate of the primary pulley relative to the reference position.
- FIG. 6 is a time chart illustrating inertial running control of the first embodiment.
- FIG. 7 is a diagram illustrating inertial running control of the first embodiment using a shift map.
- FIG. 8 is a schematic configuration diagram of a vehicle according to the second embodiment.
- FIG. 9 is a flowchart illustrating inertial running control of the second embodiment.
- FIG. 10 is a time chart illustrating inertial running control of the second embodiment.
- FIG. 11 is a diagram illustrating inertial running control of the second embodiment using a
- the “speed ratio (speed stage)” of a transmission mechanism is a value obtained by dividing the input rotational speed of the transmission mechanism by the output rotational speed of the transmission mechanism. ) Is large, “Low”, and small is “High”.
- FIG. 1 is a schematic configuration diagram of a vehicle according to an embodiment of the present invention.
- This vehicle includes an engine 1 as a drive source, and the output rotation of the engine 1 is input to a pump impeller 2a of a torque converter 2 with a lock-up clutch 2c, and from the turbine runner 2b to the first gear train 3, the transmission 4, the second It is transmitted to the drive wheel 7 via the gear train 5 and the differential 6.
- the transmission 4 is provided with a mechanical oil pump 10m that receives rotation of the engine 1 and is driven by using a part of the power of the engine 1. Further, the transmission 4 is provided with a hydraulic control circuit 11 that regulates the hydraulic pressure generated by the oil discharged from the mechanical oil pump 10 m (hereinafter referred to as a line pressure PL) and supplies it to each part of the transmission 4. ing.
- a hydraulic control circuit 11 that regulates the hydraulic pressure generated by the oil discharged from the mechanical oil pump 10 m (hereinafter referred to as a line pressure PL) and supplies it to each part of the transmission 4. ing.
- the transmission 4 includes a belt-type continuously variable transmission mechanism (hereinafter referred to as “variator 20”) as a friction transmission mechanism, and an auxiliary transmission mechanism 30 provided in series with the variator 20. “Provided in series” means that the variator 20 and the auxiliary transmission mechanism 30 are provided in series in the power transmission path from the engine 1 to the drive wheels 7.
- the auxiliary transmission mechanism 30 may be directly connected to the output shaft of the variator 20 as in this example, or may be connected via another transmission or power transmission mechanism (for example, a gear train).
- the variator 20 includes a primary pulley 21, a secondary pulley 22, and a V belt 23 that is wound around the pulleys 21 and 22.
- the primary pulley 21 is formed with a fixed conical plate 21a that rotates integrally with the input shaft, a V-shaped pulley groove that is disposed opposite to the fixed conical plate 21a, and a hydraulic pressure that acts on the primary pulley cylinder chamber 21c ( Hereinafter, it is provided with a movable conical plate 21b that can be displaced in the axial direction by primary pulley pressure Ppri.
- the secondary pulley 22 has a fixed conical plate 22a that rotates integrally with the output shaft, a V-shaped pulley groove that is disposed opposite the fixed conical plate 22a, and a hydraulic pressure that acts on the secondary pulley cylinder chamber 22c ( Hereinafter, it is provided with a movable conical plate 22b that can be displaced in the axial direction according to the secondary pulley pressure Psec.
- the width of the V groove changes according to the primary pulley pressure Ppri and the secondary pulley pressure Psec, the contact radius between the V belt 23 and each pulley 21, 22 changes, and the actual speed ratio ia of the variator 20 is Change steplessly.
- the auxiliary transmission mechanism 30 is a transmission mechanism having two forward speeds and one reverse speed.
- the sub-transmission mechanism 30 is connected to a Ravigneaux type planetary gear mechanism 31 in which two planetary gear carriers are connected, and a plurality of friction elements connected to a plurality of rotating elements constituting the Ravigneaux type planetary gear mechanism 31 to change their linkage state.
- Fastening elements Low brake 32, High clutch 33, Rev brake 34
- the gear position of the auxiliary transmission mechanism 30 is changed.
- the gear position of the auxiliary transmission mechanism 30 is the first speed.
- the shift speed of the auxiliary transmission mechanism 30 is the second speed.
- the Rev brake 34 is engaged and the Low brake 32 and the High clutch 33 are released, the shift speed of the auxiliary transmission mechanism 30 is reverse.
- the through speed ratio if which is the speed ratio of the entire transmission 4, is changed.
- the controller 12 is a controller 12 that controls the engine 1 and the transmission 4 in an integrated manner. As shown in FIG. 2, the CPU 121, a storage device 122 including a RAM / ROM, an input interface 123, and an output interface 124 , And a bus 125 for interconnecting them.
- the input interface 123 includes an output signal of an accelerator pedal opening sensor 41 that detects an accelerator pedal opening APO that is an operation amount of the accelerator pedal 51, an output signal of a primary pulley rotation speed sensor 42 that detects a primary pulley rotation speed Npri, The output signal of the secondary pulley rotation speed sensor 43 that detects the secondary pulley rotation speed Nsec, the output signal of the vehicle speed sensor 44 that detects the vehicle speed VSP, the output signal of the inhibitor switch 45 that detects the position of the shift lever 50, and the operation of the brake pedal 52
- the output signal of the brake fluid pressure sensor 46 that detects the brake fluid pressure BRP corresponding to the amount
- the output signal of the primary pulley pressure sensor 47 that detects the primary pulley pressure Ppri
- the rotational speed of the rotating shaft of the engine 1 hereinafter referred to as the engine rotational speed
- Ne the rotational speed of the rotating shaft of the engine 1
- the storage device 122 stores a control program for the engine 1, a shift control program for the transmission 4, and various map tables used in these programs.
- the CPU 121 reads and executes a program stored in the storage device 122, performs various arithmetic processes on various signals input via the input interface 123, and performs fuel injection amount signal, ignition timing signal, throttle opening. A degree signal and a shift control signal are generated, and the generated signal is output to the engine 1 and the hydraulic control circuit 11 via the output interface 124.
- Various values used in the arithmetic processing by the CPU 121 and the arithmetic results are appropriately stored in the storage device 122.
- the hydraulic control circuit 11 includes a plurality of flow paths and a plurality of hydraulic control valves.
- the hydraulic pressure control circuit 11 controls a plurality of hydraulic pressure control valves based on a shift control signal from the controller 12 to switch the hydraulic pressure supply path and is necessary from the line pressure PL generated by the oil discharged from the mechanical oil pump 10m.
- the hydraulic pressure is adjusted and supplied to each part of the transmission 4. As a result, the actual gear ratio ia of the variator 20 and the gear position of the auxiliary transmission mechanism 30 are changed, and the transmission 4 is shifted.
- the friction engagement elements 32 to 34 of the auxiliary transmission mechanism 30 are released, the fuel injection to the engine 1 is stopped, and the engine rotational speed Ne is set to zero. It is possible to execute inertial traveling control for inertial traveling. By executing inertial traveling control, deceleration due to engine braking is prevented, inertial traveling distance is lengthened, and traveling by driving engine 1 when inertially traveling to the intended position is reduced, so that the fuel consumption of engine 1 is reduced. Can be improved.
- the low brake is used to suppress the engagement shock that occurs when the low brake 32 or the high clutch 33 is engaged.
- 32, or the rotational speeds before and after the high clutch 33 need to be matched, and the actual gear ratio ia of the variator 20 needs to be grasped.
- the engine rotational speed Ne becomes zero during traveling of the vehicle, and the primary pulley 21 and the secondary pulley 22 of the variator 20 do not rotate. Therefore, the actual gear ratio ia of the variator 20 is set to the primary pulley rotational speed Npri, And the secondary pulley rotation speed Nsec cannot be calculated.
- the engine 1 is first restarted, the amount of oil discharged from the mechanical oil pump 10m is secured, and the primary pulley rotational speed Npri and the secondary pulley rotational speed Nsec are obtained.
- the actual gear ratio ia is calculated.
- the actual speed ratio ia is changed to a predetermined speed ratio, the hydraulic pressure is supplied to the Low brake 32 or the High clutch 33, and the Low brake 32 or the High clutch 33 is engaged. Therefore, a time lag occurs until the actual speed ratio ia is calculated and the actual speed ratio ia is changed to a predetermined speed ratio.
- the actual speed ratio ia of the variator 20 is highest when the inertial travel control ends, and the low brake 32 is quickly obtained without calculating the actual speed ratio ia of the variator 20 after the inertial travel control ends.
- the following inertia traveling control is performed in order to fasten the inertia traveling control at an early stage and to reduce fuel consumed by the engine 1 and improve fuel efficiency.
- step S100 the controller 12 determines whether or not the accelerator pedal opening APO is zero.
- the controller 12 calculates the accelerator pedal opening APO based on the signal from the accelerator pedal opening sensor 41, and determines that the accelerator pedal 51 is not depressed when the accelerator pedal opening APO is zero. If the accelerator pedal opening APO is zero, the process proceeds to step S101. If the accelerator pedal opening APO is not zero, that is, if the accelerator pedal 51 is depressed, the current process ends.
- step S101 the controller 12 calculates a primary pulley pressure that can be supplied to the primary pulley 21 (hereinafter referred to as a supplyable pressure Ppris) when inertial running control is executed from the current operating state.
- the controller 12 calculates the engine rotation speed Ne based on the signal from the engine rotation speed sensor 48, and calculates the supplyable pressure Ppris from a map or the like based on the engine rotation speed Ne.
- the supplyable pressure Ppris is determined based on the discharge oil amount characteristic of the mechanical oil pump 10m, and increases when the engine rotational speed Ne is high because the amount of oil discharged from the mechanical oil pump 10m increases.
- step S102 the controller 12 calculates the differential thrust Fp of the primary pulley 21 when the inertial running control is executed from the current operating state.
- the differential thrust Fp is a force that moves the movable conical plate 21b of the primary pulley 21 to the fixed conical plate 21a side by the differential pressure between the supplyable pressure Ppris and the current primary pulley pressure Ppri.
- the controller 12 calculates the current primary pulley pressure Ppri based on a signal from the primary pulley pressure sensor 47, and sets the difference between the supplyable pressure Ppris calculated in step S101 and the calculated primary pulley pressure Ppri to the pressure of the primary pulley 21.
- the differential thrust Fp is calculated by multiplying the pressure receiving area.
- step S103 the controller 12 calculates the stroke amount Sp of the movable conical plate 21b of the primary pulley 21 when the differential thrust Fp calculated in step S102 is generated.
- the controller 12 calculates the stroke amount Sp from the map of FIG. 4 based on the differential thrust Fp calculated in step S102.
- FIG. 4 is a map showing the relationship between the differential thrust Fp and the stroke amount Sp.
- step S104 the controller 12 calculates the ultimate speed ratio ip of the variator 20 when the differential thrust Fp calculated in step S102 is generated.
- the reached speed ratio ip is an actual speed ratio ia that is predicted to be reached during inertial traveling control when inertial traveling control is executed based on the current driving state.
- the controller 12 calculates the actual speed ratio ia of the current variator 20 based on the signal from the primary pulley rotational speed sensor 42 and the signal from the secondary pulley rotational speed sensor 43, and sets the actual speed ratio ia and the stroke amount Sp. Based on this, the ultimate transmission gear ratio ip is calculated from the map of FIG. FIG.
- the reference position of the movable conical plate 21b of the primary pulley 21 is the position of the movable conical plate 21b of the primary pulley 21 when the actual gear ratio ia of the variator 20 is at the lowest level, and when the distance from the reference position increases.
- the movable conical plate 21b of the primary pulley 21 is located on the fixed conical plate 21a side, and the actual speed ratio ia of the variator 20 is on the High side.
- the current actual speed ratio ia is “speed ratio A” and the stroke amount Sp is “stroke amount B”
- the ultimate speed ratio ip when the inertial traveling control is executed is “shift speed”.
- Ratio A ′ when the current actual speed ratio ia is “speed ratio A” and the stroke amount Sp is “stroke amount B”, the ultimate speed ratio ip when the inertial traveling control is executed is “shift speed”.
- Ratio A ′ when the current actual speed ratio ia is “speed ratio A” and the stroke amount Sp is “stroke
- step S105 the controller 12 has the ultimate speed ratio ip that is the highest speed that is the target speed ratio it of the variator 20 during inertial traveling control, or is higher than the highest level, that is, the ultimate speed ratio ip is less than or equal to the target speed ratio it. Determine whether or not.
- the controller 12 starts the inertial running control when the ultimate transmission ratio ip is the highest or higher than the highest, that is, when the "transmission ratio A '" is higher than the highest or highest in FIG. After that, it is determined that the actual speed ratio ia of the variator 20 can be changed to the highest level. If the ultimate speed ratio ip is the highest or higher than the highest, the process proceeds to step S106. If the ultimate speed ratio ip is lower than the highest, the process returns to step S100, and the above process is performed. Is executed.
- step S106 the controller 12 executes inertial running control, releases the high clutch 33 of the auxiliary transmission mechanism 30, stops fuel injection to the engine 1, and sets the engine rotation speed Ne to zero.
- the supplyable pressure Ppris is actually supplied to the primary pulley 21, so that the actual speed ratio ia of the variator 20 becomes the highest during inertia traveling control.
- the inertial travel control is started. Accelerate the start of inertial running control.
- the start of the inertial traveling control is determined based on the accelerator pedal opening APO and the reaching gear ratio ip. However, in addition to these conditions, the brake pedal 52 is not depressed and the state is maintained for a predetermined time. It is good also as starting conditions (predetermined conditions) of inertial running control to continue. When it is determined that the driver does not intend to accelerate or stop and the speed change ratio of the variator 20 can be maximized during inertial traveling control, inertial traveling control is actually started.
- the accelerator pedal 51 is not depressed and the accelerator pedal opening APO becomes zero. Further, the target speed ratio it of the variator 20 is changed to the highest level, and the actual speed ratio ia of the variator 20 is changed toward the highest level. As a result, the engine speed Ne decreases.
- the accelerator pedal opening APO is zero, the actual transmission ratio ia of the variator 20 is on the low side, so the ultimate transmission ratio ip does not reach the highest level, and inertial traveling control is not started.
- Inertia travel control is started and the line pressure PL decreases, but the supplyable pressure Ppris is supplied to the primary pulley 21, so that the actual speed ratio ia is changed toward the highest side, and at time t2, the actual speed ratio ia is the highest.
- inertial running control is started at time t2 when the actual gear ratio ia of the variator 20 is the highest.
- the secondary pulley rotational speed Nsec and the engine rotational speed Ne when this embodiment is not used are indicated by broken lines.
- coasting control is started at an earlier timing than when this embodiment is not used, so the timing for stopping fuel injection to the engine 1 is earlier, and the fuel consumed by the engine 1 is reduced. , Fuel economy can be improved. Further, since the actual speed ratio ia of the variator 20 becomes the highest during inertial traveling control, the actual speed ratio ia of the variator 20 can be grasped, and after the inertial traveling control is finished, the occurrence of the engagement shock is suppressed, and the low brake 32 or the High clutch 33 can be quickly engaged.
- a driving force that balances a vehicle load such as a gradient and a running resistance is generated, and the vehicle is traveling at a certain vehicle speed VSP at a certain accelerator pedal opening APO (note that this vehicle load and the driving force are balanced).
- the through speed ratio if of the transmission 4 is controlled on the basis of the shift line of the ellipse line), and the accelerator pedal opening degree when the vehicle speed VSP is the vehicle speed V1 shown in the shift map of FIG.
- APO is zero.
- a high clutch 33 is engaged.
- the inertial traveling control is not started until the actual speed ratio ia of the variator 20 set to the speed ratio on the road load line becomes the highest.
- inertial running control is started when it is determined that the operating point of the variator 20 is changed to the gear ratio at which point A is reached and the ultimate gear ratio ip is the highest. Therefore, as shown by the arrow, the start timing of inertial traveling control can be advanced until the gear ratio becomes the highest level.
- the accelerator pedal opening APO is zero and the actual gear ratio ia of the variator 20 is not the highest High that is the target gear ratio it of the variator 20 during inertial traveling control, the ultimate gear ratio If it is determined that ip is the highest, coasting control is started. Thereby, the timing which starts inertial traveling control can be advanced, the fuel consumed by the engine 1 can be decreased, and the fuel consumption of the engine 1 can be improved. Further, since the actual speed ratio ia of the variator 20 becomes the highest during inertial traveling control, the low brake 32 or the high clutch 33 can be quickly engaged while suppressing the occurrence of engagement shock after the inertial traveling control is terminated. Can do.
- coasting control is started from the time when the ultimate speed ratio ip becomes the highest, the coasting control can be started earlier and the fuel consumption of the engine 1 can be improved.
- the ultimate transmission gear ratio ip is calculated based on the current primary pulley pressure Ppri and the differential thrust Fp calculated based on the supplyable pressure Ppris when inertial running control is executed from the current operating state.
- the ultimate transmission gear ratio ip can be calculated with a simple configuration without using a complicated calculation formula.
- the vehicle transmission 4 of the second embodiment is provided with an electric oil pump 10e driven by receiving power supply from the battery 13 in addition to the mechanical oil pump 10m as shown in FIG.
- the hydraulic pressure generated by the oil discharged from the mechanical oil pump 10m and the electric oil pump 10e is regulated.
- step S200 the controller 12 determines whether or not the accelerator pedal opening APO is zero. If the accelerator pedal opening APO is zero, the process proceeds to step S201. If the accelerator pedal opening APO is not zero, the current process ends.
- step S201 the controller 12 drives the electric oil pump 10e.
- the controller 12 drives the electric oil pump 10e so that the discharge amount becomes maximum.
- the reason why the discharge amount of the electric oil pump 10e is maximized is that oil leakage from the hydraulic control circuit 11 or the like is taken into consideration and the hydraulic pressure supplied to the primary pulley 21 is made as high as possible.
- step S202 the controller 12 calculates the supplyable pressure Ppris when the inertial running control is executed from the current operation state.
- the controller 12 calculates the supplyable pressure Ppris in consideration of the discharge oil amount characteristic of the electric oil pump 10e. That is, the controller 12 calculates the supplyable pressure Ppris by adding a hydraulic pressure corresponding to the discharge amount of the electric oil pump 10e to the supplyable pressure Ppris when only the mechanical oil pump 10m is used. Therefore, the supplyable pressure Ppris of the present embodiment is higher than the supplyable pressure Ppris of the first embodiment.
- step S203 to step S207 is the same as the processing from step S102 to step S106 of the first embodiment.
- the electric oil pump 10e is controlled so that a minimum pressure that does not cause belt slip in the variator 20 is supplied to the variator 20 after the actual gear ratio ia reaches the highest level.
- the accelerator pedal 51 is not depressed and the accelerator pedal opening APO becomes zero. Further, the target speed ratio it of the variator 20 is changed to the highest level, and the actual speed ratio ia of the variator 20 is changed toward the highest level. As a result, the engine speed Ne decreases. Further, the electric oil pump 10e is driven, the rotation speed of the rotating shaft of the electric oil pump 10e (hereinafter referred to as the electric oil pump rotation speed Np) is increased, and the line pressure PL is increased.
- the accelerator pedal opening APO is zero, the actual transmission ratio ia of the variator 20 is on the low side, so the ultimate transmission ratio ip does not reach the highest level, and inertial traveling control is not started. However, when the electric oil pump 10e is driven, the actual speed ratio ia of the variator 20 is changed to the High side earlier than the actual speed ratio ia of the first embodiment.
- inertial running control is started.
- the high clutch 33 of the subtransmission mechanism 30 is released and fuel injection to the engine 1 is stopped, so that the secondary pulley rotational speed Nsec and the engine rotational speed Ne are reduced.
- the line pressure PL decreases due to the decrease in the engine rotational speed Ne.
- the electric oil pump 10e is driven, and the line pressure PL is maintained at a pressure corresponding to the amount of oil discharged from the electric oil pump 10e.
- the electric oil pump rotational speed Np is decreased.
- the electric oil pump rotation speed Np is controlled to a rotation speed at which the minimum pressure that does not cause belt slippage in the variator 20 is supplied to the variator 20. Accordingly, the line pressure PL is maintained at a pressure that does not cause belt slippage in the variator 20.
- the timing (time t1) at which the ultimate transmission ratio ip of the variator 20 becomes the highest level (time t1) is the highest transmission ratio ip of the variator 20 in the first embodiment. This is earlier than the timing (time t2), and the start timing of inertial running control can be further advanced. Therefore, the fuel consumed by the engine 1 can be further reduced and the fuel consumption can be improved.
- the speed change ratio at which the operating point of the variator 20 becomes the point B on the lower side than the point A that is the coasting control start timing of the first embodiment Until the final transmission gear ratio ip is determined to be the highest level, inertial running control is started at this point. Therefore, as shown by the arrow, the start timing of inertial traveling control can be advanced until the gear ratio becomes the highest level.
- Hydraulic pressure is supplied to the primary pulley 21 during inertial running control using oil discharged from the electric oil pump 10e.
- the actual speed ratio ia can be quickly changed to the highest level by driving the electric oil pump 10e, so that the timing at which the ultimate speed ratio ip becomes the highest level may be accelerated.
- the timing for starting inertial running control can be advanced, and the fuel consumption of the engine 1 can be improved.
- the actual gear ratio ia can be quickly changed to the highest during inertial traveling control, so that the timing of starting inertial traveling control is advanced.
- the fuel consumption of the engine 1 can be improved.
- the inertia of the variator 20 when calculating the differential thrust Fp, the inertia of the variator 20 may be taken into consideration.
- the inertia of the variator 20 When the inertia of the variator 20 is large, the secondary pulley pressure Psec necessary for preventing belt slippage at the variator 20 is increased, and the primary pulley pressure Ppri is also increased accordingly. Therefore, the hydraulic pressure that can be used for shifting with the variator 20 is reduced.
- the stroke amount Sp can be accurately calculated, the ultimate speed ratio ip can be accurately calculated, and the start timing of inertial traveling control can be accurately determined.
- the differential thrust Fp may be calculated in consideration of the amount of oil leakage from the primary pulley 21 and the secondary pulley 22. As a result, the ultimate speed ratio ip can be accurately calculated, and the start timing of inertial running control can be accurately determined. Further, the differential thrust force Fp may be calculated in consideration of the amount of oil leakage from the primary pulley 21 and the secondary pulley 22 when the actual speed ratio ia of the variator 20 is the highest. By considering only the amount of leak when the actual speed ratio ia of the variator 20 is the highest level, it is possible to prevent the calculation method of the differential thrust force Fp from becoming complicated.
- the electric oil pump 10e when the accelerator pedal opening APO becomes zero, the electric oil pump 10e is driven.
- the electric oil pump 10e may be driven simultaneously with the start of inertial running control. Thereby, the power consumption of the electric oil pump 10e can be suppressed.
- the electric oil pump 10e when the hydraulic pressure generated by the oil discharged from the mechanical oil pump 10m is lower than the hydraulic pressure generated by the oil discharged from the electric oil pump 10e, the electric oil pump 10e is driven. May be. Thereby, the power consumption of the electric oil pump 10e can be suppressed.
- an accumulator may be used instead of the electric oil pump 10e.
- the inertial traveling control of the first embodiment may be performed.
- the inertial running control may be applied to an electric vehicle or a hybrid vehicle using a motor as a drive source. Moreover, you may apply to the vehicle provided with the friction fastening element between the variator 20 and the engine 1.
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Abstract
Description
Claims (7)
- 駆動源によって駆動されるオイルポンプと、
前記駆動源と駆動輪との間に配置され、前記オイルポンプから吐出される油が供給される無段変速機と、
前記駆動源と前記駆動輪との間に前記無段変速機と直列に配置される摩擦締結要素とを備える車両を制御する車両制御装置であって、
少なくともアクセルペダルが踏み込まれていない条件を含む所定条件が成立した場合に、前記摩擦締結要素を解放し、かつ前記駆動源の回転軸の回転速度をゼロにする惰性走行制御を実行する制御手段を備え、
前記制御手段は、前記アクセルペダルが踏み込まれておらず、前記無段変速機の実変速比が前記惰性走行制御における目標変速比となっていない場合であっても、前記惰性走行制御中に前記実変速比を前記目標変速比に変更可能と予測される場合には、前記惰性走行制御を開始する、
車両制御装置。 - 請求項1に記載の車両制御装置であって、
前記制御手段は、前記惰性走行制御中に前記実変速比を前記目標変速比に変更可能であると予測された場合には、変更可能であると予測された時点から前記惰性走行制御を開始する、
車両制御装置。 - 請求項1または2に記載の車両制御装置であって、
前記制御手段は、前記無段変速機の現在のプライマリプーリ圧、及び前記惰性走行制御を開始した後に供給可能なプライマリプーリ圧に基づくプライマリプーリの差推力に基づいて前記惰性走行制御中に到達する前記実変速比を算出し、算出した前記実変速比が前記目標変速比になる場合に、前記惰性走行制御を開始する、
車両制御装置。 - 請求項1から3のいずれか1つに記載の車両制御装置であって、
前記駆動源が停止している場合に、前記無段変速機に油を供給可能な油供給手段を備え、
前記制御手段は、前記惰性走行制御中に前記油供給手段から前記油を吐出させることで前記惰性走行制御前よりもプライマリプーリ圧を増大させる、
車両制御装置。 - 請求項4に記載の車両制御装置であって、
前記制御手段は、前記アクセルペダルの踏み込みがなくなると、前記油供給手段から前記油の吐出を開始する、
車両制御装置。 - 請求項4に記載の車両制御装置であって、
前記制御手段は、前記惰性走行制御の開始と同時に、前記油供給手段から前記油の吐出を開始する、
車両制御装置。 - 駆動源によって駆動されるオイルポンプと、
前記駆動源と駆動輪との間に配置され、前記オイルポンプから吐出される油が供給される無段変速機と、
前記駆動源と前記駆動輪との間に前記無段変速機と直列に配置される摩擦締結要素とを備える車両を制御する車両制御方法であって、
少なくともアクセルペダルが踏み込まれていない条件を含む所定条件が成立した場合に、前記摩擦締結要素を解放し、かつ前記駆動源の回転軸の回転速度をゼロにする惰性走行制御を実行し、
前記アクセルペダルが踏み込まれておらず、前記無段変速機の実変速比が前記惰性走行制御における目標変速比となっていない場合であっても、前記惰性走行制御中に前記実変速比を前記目標変速比に変更可能と予測される場合には、前記惰性走行制御を開始する、
車両制御方法。
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EP16764614.0A EP3272608A4 (en) | 2015-03-17 | 2016-02-17 | Vehicle control device and control method for same |
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