WO2017033742A1 - 車両用駆動制御装置及び車両用駆動制御装置の制御方法 - Google Patents
車両用駆動制御装置及び車両用駆動制御装置の制御方法 Download PDFInfo
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- WO2017033742A1 WO2017033742A1 PCT/JP2016/073466 JP2016073466W WO2017033742A1 WO 2017033742 A1 WO2017033742 A1 WO 2017033742A1 JP 2016073466 W JP2016073466 W JP 2016073466W WO 2017033742 A1 WO2017033742 A1 WO 2017033742A1
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- solenoid
- engagement element
- control device
- drive control
- current
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0021—Generation or control of line pressure
- F16H61/0025—Supply of control fluid; Pumps therefore
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0021—Generation or control of line pressure
- F16H61/0025—Supply of control fluid; Pumps therefore
- F16H61/0031—Supply of control fluid; Pumps therefore using auxiliary pumps, e.g. pump driven by a different power source than the engine
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- 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
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18018—Start-stop drive, e.g. in a traffic jam
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
- B60W10/024—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters
- B60W10/026—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters of lock-up clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0467—Elements of gearings to be lubricated, cooled or heated
- F16H57/0473—Friction devices, e.g. clutches or brakes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/28—Wheel speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
- B60W2710/065—Idle condition
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1005—Transmission ratio engaged
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/024—Fluid pressure of lubricating oil or working fluid
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
- F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
- F16H2059/446—Detecting vehicle stop, i.e. the vehicle is at stand still, e.g. for engaging parking lock
Definitions
- the present invention relates to a vehicle drive control device and a control method for a vehicle drive control device.
- JP2010-164178A discloses a technique for performing idle stop for automatically stopping the engine while the vehicle is stopped and supplying hydraulic pressure to the starting clutch by an electromagnetic pump during the idle stop.
- the start clutch is quickly fastened, and the vehicle starts smoothly.
- the hydraulic pressure supplied to the clutch is generally controlled by a solenoid. Specifically, a hydraulic pressure is supplied to the clutch by providing a solenoid in an oil passage communicating with the clutch and adjusting the drain amount of the oil supplied to the clutch by the solenoid.
- normally open type solenoids are used for clutches other than the starting clutch.
- the normally open type solenoid is a solenoid that has a minimum drain degree when the indicated current is zero and has a maximum drain degree when the indicated current is maximum.
- the reason why the normally open type solenoid is used for clutches other than the starting clutch is as follows. That is, when the vehicle travels, for example, a failure such as a disconnection that cuts off the connection between the solenoid and the power source may occur.
- a normally open type solenoid is used for the starting clutch, hydraulic pressure is supplied to the starting clutch and the starting clutch is fastened accordingly. For this reason, in this case, when the above-described failure occurs, the drivability may be deteriorated due to a rapid deceleration accompanying the downshift.
- JP2010-164178A is configured to supply hydraulic pressure to the starting clutch during idle stop and not supply hydraulic pressure to other clutches that should be released at the time of starting.
- the present invention has been made in view of such a technical problem, and is a vehicle drive control device and a vehicle drive capable of reducing power consumption during automatic stop of a travel drive source performed in a stopped state. It is an object of the present invention to provide a control method for a control device.
- a vehicle drive control device includes a drive source control unit that automatically stops a travel drive source when an automatic stop condition that is satisfied when the vehicle is stopped is satisfied, and the automatic stop condition is satisfied.
- An electric oil pump that is driven during the automatic stop of the driving source according to the vehicle, and a first frictional engagement element that is supplied with oil from the electric oil pump during the automatic stop and establishes a start gear stage
- the first frictional engagement element is drained in response to an instruction current while the second frictional engagement element is released when the first frictional engagement element is started as a power transmission state, and oil supplied to the second frictional engagement element is
- the solenoid whose drain degree is reduced by reducing the current, and the command current to the solenoid during the automatic stop is the maximum of the command current at which the second friction engagement element is released.
- a solenoid control unit that reduces than the value.
- an electric oil pump a first friction engagement element that establishes a start gear stage while oil is supplied from the electric oil pump, and the first friction engagement element is in a power transmission state.
- a second frictional engagement element that is released when starting as a solenoid, and a solenoid that drains oil supplied to the second frictional engagement element in accordance with the instruction current and reduces the instruction current to reduce the degree of drainage.
- a vehicle driving control device comprising: automatically stopping the driving source for driving when the automatic stop condition is satisfied when the vehicle is stopped; and establishing the automatic stop condition.
- the second friction engagement element is allowed to be engaged and the instruction current to the solenoid is reduced as described above. Can be reduced.
- FIG. 1 is a diagram illustrating a main part of a vehicle including a vehicle drive control device.
- FIG. 2 is a diagram illustrating a main part of the hydraulic control circuit and the auxiliary transmission mechanism.
- FIG. 3 is a flowchart illustrating an example of the control performed in the first embodiment.
- FIG. 4 is a diagram illustrating a first timing chart.
- FIG. 5 is a diagram illustrating a second timing chart.
- FIG. 6 is a flowchart illustrating an example of control performed in the second embodiment.
- FIG. 7 is an example of a timing chart in the third embodiment.
- FIG. 8 is an example of a timing chart in the fourth embodiment.
- FIG. 9 is an example of a timing chart in the fifth embodiment.
- FIG. 1 is a diagram showing a main part of a vehicle including a vehicle drive control device 100.
- the vehicle includes an engine 1, a torque converter 2, a variator 20, an auxiliary transmission mechanism 30, an axle portion 4, and drive wheels 5.
- the vehicle drive control device 100 is simply referred to as a drive control device 100.
- the engine 1 constitutes a driving source for driving the vehicle.
- the torque converter 2 transmits power through the fluid.
- the power transmission efficiency can be increased by fastening the lockup clutch 2a.
- the variator 20 and the auxiliary transmission mechanism 30 output the input rotational speed at a rotational speed corresponding to the gear ratio.
- the axle portion 4 includes a reduction gear, a differential device, and a drive axle. The power of the engine 1 is transmitted to the drive wheels 5 through the torque converter 2, the variator 20, the auxiliary transmission mechanism 30 and the axle portion 4.
- the variator 20 is a continuously variable transmission mechanism, and includes a primary pulley 21, a secondary pulley 22, and a belt 23.
- PRI primary pulley
- SEC secondary pulley
- the PRI pulley 21 includes a fixed pulley 21a, a movable pulley 21b, and a PRI chamber 21c. In the PRI pulley 21, the PRI pressure is supplied to the PRI chamber 21c.
- the SEC pulley 22 includes a fixed pulley 22a, a movable pulley 22b, and an SEC chamber 22c. In the SEC pulley 22, the SEC pressure is supplied to the SEC chamber 22c.
- the belt 23 has a V-shaped sheave surface formed by a fixed pulley 21 a and a movable pulley 21 b of the PRI pulley 21, and a V-shape formed by a fixed pulley 22 a and a movable pulley 22 b of the SEC pulley 22. Wound around the sheave surface.
- the variator 20 constitutes a belt-type continuously variable transmission mechanism that changes speed by changing the winding diameter of the belt 23 by changing the groove widths of the PRI pulley 21 and the SEC pulley 22 respectively.
- the PRI pressure and the SEC pressure are generated by the hydraulic control circuit 11 using the line pressure PL as a source pressure.
- the line pressure PL may be applied to one of the PRI pressure and the SEC pressure.
- the variator 20 can be configured as a univariator variator.
- the auxiliary transmission mechanism 30 is a stepped transmission mechanism and has two forward speeds and one reverse speed.
- the subtransmission mechanism 30 has a first speed and a second speed having a smaller gear ratio than the first speed as a forward gear.
- the auxiliary transmission mechanism 30 is provided in series on the output side of the variator 20 in the power transmission path from the engine 1 to the drive wheels 5.
- the auxiliary transmission mechanism 30 may be directly connected to the variator 20, or may be indirectly connected to the variator 20 through another configuration such as a gear train.
- the subtransmission mechanism 30 may have a multi-stage shift stage with three or more forward stages.
- the auxiliary transmission mechanism 30 constitutes the automatic transmission mechanism 3 together with the variator 20.
- the variator 20 and the auxiliary transmission mechanism 30 may be configured as separate transmission mechanisms in structure.
- the vehicle further includes an oil pump 10, a hydraulic control circuit 11, and a controller 12.
- the hydraulic control circuit 11 may be grasped as a configuration including the oil pump 10.
- Oil pump 10 is driven by engine 1 to discharge oil.
- the variator 20 and the auxiliary transmission mechanism 30 are supplied with hydraulic pressure using the oil pump 10 as a hydraulic source.
- the hydraulic control circuit 11 adjusts the pressure of the oil discharged from the oil pump 10, that is, the hydraulic pressure, and transmits it to each part of the variator 20 and the auxiliary transmission mechanism 30.
- the hydraulic control circuit 11 for example, the line pressure PL, the PRI pressure, and the SEC pressure are adjusted.
- the hydraulic control circuit 11 is further provided with an electric oil pump 111.
- the electric oil pump 111 will be described later.
- the controller 12 is an electronic control device and controls the hydraulic control circuit 11. Output signals from the rotation sensor 41, the rotation sensor 42, and the rotation sensor 43 are input to the controller 12.
- the rotation sensor 41 is a variator input side rotation sensor for detecting the rotation speed on the input side of the variator 20.
- the rotation sensor 42 is a variator output side rotation sensor for detecting the rotation speed on the output side of the variator 20. Specifically, the rotation sensor 42 detects the rotation speed on the output side of the variator 20 and on the input side of the auxiliary transmission mechanism 30.
- the rotation sensor 43 is a sub transmission mechanism output side rotation sensor for detecting the rotation speed on the output side of the sub transmission mechanism 30.
- the rotation sensor 43 is configured to detect a pulse signal indicating the rotation state of the drive wheel 5.
- the rotation speed on the input side of the variator 20 is specifically the rotation speed of the input shaft of the variator 20.
- the rotational speed on the input side of the variator 20 may be, for example, the rotational speed at a position where the gear train is sandwiched between the variator 20 in the power transmission path described above. The same applies to the rotational speed on the output side of the variator 20 and the rotational speed on the output side of the auxiliary transmission mechanism 30.
- the accelerator opening sensor 44 detects an accelerator opening APO that represents the amount of operation of the accelerator pedal.
- the inhibitor switch 45 detects the position of the select lever.
- the engine rotation sensor 46 detects the rotation speed Ne of the engine 1.
- the oil temperature sensor 47 detects the oil temperature of the automatic transmission mechanism 3.
- the controller 12 generates a shift control signal based on these signals, and outputs the generated shift control signal to the hydraulic control circuit 11.
- the hydraulic control circuit 11 controls the line pressure, the PRI pressure, the SEC pressure, and switches the hydraulic path based on the shift control signal from the controller 12.
- the hydraulic pressure is transmitted from the hydraulic control circuit 11 to each part of the variator 20 and the auxiliary transmission mechanism 30 according to the shift control signal.
- the gear ratios of the variator 20 and the auxiliary transmission mechanism 30 are changed to the gear ratio corresponding to the gear shift control signal, that is, the target gear ratio.
- the drive control device 100 is a device for controlling the transmission of power from the engine 1 to the drive wheels 5, in addition to the torque converter 2, the variator 20, the auxiliary transmission mechanism 30, the oil pump 10, the hydraulic control circuit 11, and the like.
- the controller 12, the rotation sensor 41, the rotation sensor 42, and the rotation sensor 43 are configured.
- the controller 12 performs automatic stop and restart of the engine 1 in addition to the shift control of the variator 20 and the auxiliary transmission mechanism 30.
- the automatic stop and restart of the engine 1 may be performed by an engine controller for performing engine control, for example.
- the drive control device 100 further includes an engine controller and an integrated controller for integrating the shift control and the engine control.
- FIG. 2 is a diagram showing the main parts of the hydraulic control circuit 11 and the auxiliary transmission mechanism 30.
- the hydraulic control circuit 11 includes an electric oil pump 111, a first solenoid 112, a second solenoid 113, and an oil passage 114.
- the subtransmission mechanism 30 includes a first friction engagement element 31 and a second friction engagement element 32.
- the solenoid is referred to as SOL.
- the electric oil pump 111 supplies oil to the first friction engagement element 31 and the second friction engagement element 32.
- the electric oil pump 111 is connected to the first friction engagement element 31 and the second friction engagement element 32 via the oil passage 114.
- the oil passage 114 is branched and connected to the first friction engagement element 31 and the second friction engagement element 32.
- the first branch oil passage 114 a is a portion of the oil passage 114 that branches from the electric oil pump 111 to the first friction engagement element 31 and is connected thereto.
- the second branch oil passage 114 b is a portion of the oil passage 114 that branches from the electric oil pump 111 to the second friction engagement element 32 and is connected thereto.
- a first SOL 112 is provided in the first branch oil passage 114a.
- the first SOL 112 drains oil supplied to the first friction engagement element 31 according to the command current C1.
- the drain degree is increased by reducing the command current C1.
- a normally closed type SOL is used in which the drain degree is maximized when the command current C1 is zero, and the drain degree is minimized when the command current C1 is maximum.
- the first SOL 112 controls the supply hydraulic pressure P1 by adjusting the drain oil amount according to the drain degree.
- the supply hydraulic pressure P1 increases as the command current C1 increases as the change characteristic of the supply hydraulic pressure P1 according to the command current C1.
- the first SOL 112 can fasten the first friction engagement element 31 with the supply hydraulic pressure P1.
- a second SOL 113 is provided in the second branch oil passage 114b.
- the second SOL 113 drains the oil supplied to the second friction engagement element 32 according to the command current C2.
- the drain degree is reduced by reducing the command current C2.
- a normally open type SOL is used in which the drain degree is minimum when the instruction current C2 is zero and the drain degree is maximum when the instruction current C2 is maximum.
- the second SOL 113 controls the supply hydraulic pressure P2 by adjusting the drain oil amount according to the drain degree.
- the drain degree is reduced by lowering the command current C2. Therefore, as the change characteristic of the supply hydraulic pressure P2 corresponding to the command current C2, the second SOL 113 has a larger supply hydraulic pressure P2 as the command current C2 is smaller. Has characteristics. For this reason, for example, when the command current C2 is zero, the second SOL 113 can fasten the second friction engagement element 32 by the supply hydraulic pressure P2.
- the first SOL 112 and the second SOL 113 are controlled by the controller 12.
- a linear solenoid can be used for the first SOL 112 and the second SOL 113.
- the first frictional engagement element 31 is a frictional engagement element that establishes the first speed, that is, the start gear stage.
- the second frictional engagement element 32 is a frictional engagement element that establishes a second gear, that is, a gear having a higher gear ratio than the start gear.
- the second frictional engagement element 32 is in a released state when starting with the first frictional engagement element 31 as a power transmission state. Thereby, interlock is prevented.
- the electric oil pump 111 may be configured to supply oil to the first frictional engagement element 31 and the second frictional engagement element 32 through a manual valve that is driven in accordance with the operation of the select lever.
- the manual valve can be configured to open when the range selected by the select lever is an allowed range in which the shift of the auxiliary transmission mechanism 30 is permitted.
- step S1 the controller 12 determines whether or not the vehicle is stopped, that is, whether or not the vehicle is stopped. Whether or not the vehicle is in a stopped state can be determined based on whether or not the vehicle speed VSP is zero, and is specifically determined as follows.
- the controller 12 stops when the elapsed time after the pulse signal is detected by the rotation sensor 43 and before the next pulse signal is detected becomes equal to or longer than the stop determination time. When it is less than the stop determination time, it is determined that the vehicle is not stopped.
- step S1 determines whether the flowchart is a negative or negative flowchart is a negative or negative flowchart. If a negative determination is made in step S1, the process proceeds to step S3.
- step S3 the controller 12 performs a 2-1 shift that downshifts the shift stage of the auxiliary transmission mechanism 30 from the second speed to the first speed.
- the hydraulic pressure P1 supplied to the first friction engagement element 31 is increased in order to engage the first friction engagement element 31. Further, in order to release the second frictional engagement element 32, the supply hydraulic pressure P2 to the second frictional engagement element 32 is reduced.
- the command current C1 to the normally closed first SOL 112 is increased.
- the instruction current C2 to the normally open type second SOL 113 is also increased.
- step S5 the controller 12 determines whether or not an idle stop execution condition is satisfied.
- the idle stop execution condition is an example of an automatic stop condition that is satisfied when the vehicle is stopped.
- the idle stop execution condition is, for example, as follows.
- the execution conditions for idle stop include, for example, that the vehicle speed VSP is zero, the brake pedal is depressed, and the accelerator pedal is not depressed.
- the idle stop execution conditions are, for example, that the gear position of the subtransmission mechanism 30 is the first gear, and therefore that the 2-1 shift has been completed, the gear ratio of the variator 20 is the lowest gear ratio, It includes that the selection range by the select lever is a permission range that permits execution of idle stop.
- the water temperature of the engine 1, the oil temperature of the automatic transmission mechanism 3, and the road surface gradient can be taken into consideration.
- step S5 If a negative determination is made in step S5, the processing of this flowchart is temporarily terminated. If the determination is affirmative in step S5, the process proceeds to step S7.
- step S7 the controller 12 drives the electric oil pump 111. Thereby, oil can be supplied from the electric oil pump 111 to the first frictional engagement element 31 and the second frictional engagement element 32.
- step S9 the controller 12 automatically stops the engine 1 by executing idle stop.
- the idle stop can be performed after the drive of the electric oil pump 111 is started.
- step S11 the controller 12 decreases the command current C2 to the second SOL 113. As a result, the hydraulic pressure P2 supplied to the second frictional engagement element 32 increases, and the second frictional engagement element 32 is fastened.
- step S13 the controller 12 determines whether or not an idle stop execution condition is satisfied.
- the conditions for executing the idle stop are not satisfied, for example, when the driver releases his / her foot from the berake pedal to start the vehicle. If a negative determination is made in step S13, the processing of this flowchart is temporarily ended. If the determination in step S13 is affirmative, the process proceeds to step S15.
- step S15 the controller 12 increases the command current C2. As a result, the hydraulic pressure P2 supplied to the second frictional engagement element 32 decreases, and the second frictional engagement element 32 is released. After step S15, the process of this flowchart is once ended.
- FIG. 4 is a diagram illustrating a first timing chart which is an example of a timing chart corresponding to the control performed by the controller 12. In the first timing chart, the case where the vehicle stops will be described.
- the pulse is detected by the rotation sensor 43 before the timing T11.
- the detected pulse is not detected at timing T11.
- the elapsed time from the timing T11 becomes the stop determination time at the timing T12. For this reason, it is determined that the vehicle is stopped from the timing T12.
- the fact that the engine 1 is automatically stopped is a state after the timing T14 when the idle stop is started, in which the rotational speed Ne is reduced toward zero by the idle stop, and the rotation of the engine 1 by the idle stop. And the state where the speed Ne is zero.
- the driving of the electric oil pump 111 started at the timing T13 is continued during the automatic stop of the engine 1 after the timing T14.
- oil is supplied from the electric oil pump 111 to the first friction engagement element 31 and the second friction engagement element 32 during the automatic stop of the engine 1.
- the instruction current C2 starts to decrease.
- the supply hydraulic pressure P2 starts to rise.
- the command current C2 being decreased at a certain degree according to the elapsed time
- the supply hydraulic pressure P2 is increased at a certain degree according to the elapsed time.
- the command current C2 is lowered from the minimum value MIN during the automatic stop of the engine 1 after the timing T14.
- the minimum value MIN is the minimum value of the command current C2 at which the second frictional engagement element 32 is released.
- the command current C2 may be reduced to a magnitude at which slip occurs in the second frictional engagement element 32, and the second frictional engagement element is in a fully engaged state. It may be reduced to a size.
- the indicated current C2 has a lower limit value LOW.
- the lower limit value LOW is set within a range larger than zero and capable of detecting the actual current value.
- the lower limit LOW is, for example, 100 mA, and can be set in advance based on experiments or the like.
- the lower limit value LOW can be set to the minimum value at which the actual current value can be detected. In this example, the command current C2 is reduced to the lower limit value LOW.
- FIG. 5 is a diagram illustrating a second timing chart which is an example of a timing chart corresponding to the control performed by the controller 12. In the second timing chart, a case where the vehicle starts will be described.
- the idle stop execution condition is not satisfied. For this reason, from the timing T21, an increase in the instruction current C2 to the second SOL 113 is started. As a result, the supply hydraulic pressure P2 to the second frictional engagement element 32 decreases. In this example, the supply hydraulic pressure P2 is decreased stepwise by increasing the command current C2 stepwise to a value larger than the minimum value MIN.
- the drive control device 100 includes a controller 12 as a drive source control unit that automatically stops the engine 1, an electric oil pump 111, a first friction engagement element 31, and a second friction when an idle stop execution condition is satisfied.
- a fastening element 32 and a second SOL 113 are provided.
- the controller 12 is provided as a drive source controller, and is also provided as a solenoid controller that lowers the command current C2 below the minimum value MIN while the engine 1 is automatically stopped.
- the second friction engagement element 32 is allowed to be engaged and the instruction current C2 is reduced as described above. This is because an unintended driving force is not transmitted to the drive wheels 5 and an unintended braking force is not generated even when the second frictional engagement element 32 is fastened in the stopped state.
- the command current C2 is reduced as described above, so that power consumption can be reduced during the automatic stop of the engine 1 performed in a stopped state.
- the decrease start timing of the command current C2 may be set to, for example, the stop timing.
- the automatic stop of the engine 1 according to the establishment of the idle stop execution condition is not started. Therefore, the engine 1 is in a driving state, and the vehicle is in a state in which power can be transmitted from the engine 1 to the drive wheels 5 in response to a driver's start request made by releasing the brake pedal or depressing the accelerator pedal.
- the controller 12 as the solenoid control unit starts automatic stop of the engine 1 according to the establishment of the idle stop execution condition,
- the instruction current C2 starts to decrease.
- the drive control device 100 having such a configuration, even if there is a driver's start request after the start of the decrease in the command current C2, it takes time to restart the engine 1, so that the command current C2 is increased during that time. Can do. Therefore, the braking force by the second frictional engagement element 32 can be reduced to zero or reduced during that time. For this reason, it is possible to prevent the driver from feeling uncomfortable, or to reduce the discomfort given to the driver.
- the controller 12 as the drive source control unit restarts the engine 1 after starting the automatic stop of the engine 1 according to the establishment of the idle stop execution condition. Furthermore, it is suitable when the engine 1 is configured to be restarted only by the starter.
- the driver feels uncomfortable by reducing or reducing the braking force by the second frictional engagement element 32 until the rotational speed Ne decreases to a rotational speed at which the starter can be started. You can improve the situation.
- the power consumption can be suitably reduced as long as the instruction current C2 starts to decrease without waiting for the rotation speed Ne to decrease.
- the command current C2 has a lower limit value LOW that is set within a range that is larger than zero and in which an actual current value can be detected.
- the drive control device 100 having such a configuration, when the actual current value is zero, it is possible to distinguish that the cause is not the instruction current C2 but a failure such as disconnection. For this reason, it is possible to detect a failure such as disconnection while suppressing power consumption as much as possible.
- the controller 12 as the solenoid control unit starts increasing the command current C2 when the idle stop execution condition is not satisfied.
- the drive control device 100 having such a configuration, it is possible to quickly detect the driver's start request and start to increase the command current C2 when the idle stop execution condition is not satisfied. For this reason, the reduction of the braking force by the second frictional engagement element 32 can be started as soon as possible. Therefore, it is possible to suppress the braking force by the second frictional engagement element 32 from being disturbed at the time of start to the maximum.
- the engine 1 is configured to be restarted by a fuel recovery performed at a recoverable rotation speed Ne1 or higher in addition to being restarted by a starter.
- the controller 12 is configured to perform the control described below. Except for these points, the drive control apparatus 100 according to the present embodiment is configured similarly to the drive control apparatus 100 according to the first embodiment.
- the restart responsiveness of the engine 1 is higher when restarting with fuel recovery than when restarting with starter. Therefore, when a start request is made after the automatic stop of the engine 1 is started, the time until power is transmitted from the engine 1 to the drive wheels 5 in response to the start request is restarted by fuel recovery rather than restarting by the starter. Is shorter.
- the command current C2 is increased so that the braking force by the second frictional engagement element 32 is eliminated. Even so, it may not be enough.
- the controller 12 is configured as described below.
- FIG. 6 is a flowchart illustrating an example of control performed by the controller 12 in the present embodiment.
- the flowchart shown in FIG. 6 is the same as the flowchart shown in FIG. 3 except that the process of step S10 is added subsequent to step S9. For this reason, step S10 is mainly demonstrated here.
- step S10 the controller 12 determines whether or not the rotational speed Ne is lower than the recoverable rotational speed Ne1.
- the recoverable rotation speed Ne1 is higher than the rotation speed at which the starter can be started, and can be set in advance by experiments or the like. If a negative determination is made in step S10, the process of this flowchart is temporarily terminated. If the determination is affirmative in step S10, the process proceeds to step S11.
- the controller 12 as the solenoid control unit can start the automatic stop of the engine 1 according to the establishment of the idle stop execution condition and can recover the rotational speed Ne.
- the rotation speed is less than Ne1
- the instruction current C2 starts to decrease.
- the drive control apparatus 100 concerning this embodiment, even if it is a case where the engine 1 is restarted by fuel recovery, the responsiveness of the power transmission which should be performed according to a start request
- the drive control apparatus 100 according to the present embodiment is configured in the same manner as the drive control apparatus 100 in the first embodiment except that the controller 12 is configured as described below. Similar changes may be made to the drive control apparatus 100 according to the second embodiment, for example.
- the drive wheel 5 rotates slowly, such as during slow deceleration. Even when the vehicle is present, it may be longer than the stoppage determination time.
- the controller 12 is configured as described below.
- FIG. 7 is a diagram illustrating an example of a timing chart corresponding to the control performed by the controller 12 in the present embodiment.
- the timing chart shown in FIG. 7 is the same as the timing chart shown in FIG. 4 except that the changes in the command current C2 and the supply hydraulic pressure P2 after the timing T14 are different. For this reason, different points will be mainly described here.
- the controller 12 as a solenoid control unit is configured to increase the degree of decrease in the command current C2 as the elapsed time is long when the command current C2 is decreased during the automatic stop of the engine 1. For this reason, in the change of the command current C2 and the supply hydraulic pressure P2 from the timing T14, the magnitude of the inclination gradually increases. Therefore, the longer the elapsed time, the greater the torque transmission capacity of the second frictional engagement element 32, and thus the rate of increase of the braking force by the second frictional engagement element 32.
- the situation in which the driver feels uncomfortable can be improved by suppressing the increasing rate of the braking force by the second frictional engagement element 32.
- the instruction current C2 can be quickly reduced to reduce power consumption.
- the drive control apparatus 100 according to the present embodiment is configured in the same manner as the drive control apparatus 100 in the first embodiment except that the controller 12 is configured as described below. Similar changes may be made to the drive control device 100 according to the second embodiment or the third embodiment, for example.
- the execution condition of the idle stop is not established, the following situation may occur when the increase of the command current C2 is started and the braking force by the second frictional engagement element 32 is reduced.
- the power that suddenly rises due to the restart of the engine 1 is transmitted to the drive wheel 5 via the first frictional engagement element 31. Then, the power transmitted to the drive wheels 5 appears as a feeling of jumping out of the vehicle, which may give the driver a feeling of strangeness.
- the controller 12 is configured as described below.
- FIG. 8 is a diagram illustrating an example of a timing chart corresponding to the control performed by the controller 12 in the present embodiment.
- the timing chart shown in FIG. 8 is the same as the timing chart shown in FIG. 5 except that the changes in the command current C2 and the supply hydraulic pressure P2 after the timing T21 are different. For this reason, different points will be mainly described here.
- the controller 12 as the solenoid control unit starts increasing the command current C2 at the timing T21 and gradually increases the command current C2 to the first current value ⁇ 1.
- the first current value ⁇ 1 is the minimum value of the command current C2 at which the second friction engagement element 32 is released, that is, the minimum value MIN.
- the controller 12 as the solenoid control unit increases the command current C2 stepwise when the command current C2 becomes larger than the first current value ⁇ 1. That is, in this case, for example, the controller 12 can gradually increase the command current C2, but increases the command current C2 stepwise.
- the command current C2 can be increased by a predetermined degree.
- the predetermined degree can be set in advance based on experiments or the like.
- the controller 12 since the controller 12 is configured in this way, the braking force by the second frictional engagement element 32 is gradually increased while the second frictional engagement element 32 is in the power transmission state. Can be reduced. Therefore, the feeling of jumping out of the vehicle can be reduced. Thereafter, the command current C2 can be quickly increased to suppress unintentional generation of the braking force by the second frictional engagement element 32 due to variations or the like.
- the drive control apparatus 100 according to the present embodiment is configured in the same manner as the drive control apparatus 100 in the first embodiment except that the controller 12 is configured as described below. Similar changes may be made to the drive control device 100 according to the second embodiment or the third embodiment, for example.
- FIG. 9 is a diagram illustrating an example of a timing chart corresponding to the control performed by the controller 12 in the present embodiment.
- the timing chart shown in FIG. 9 is the same as the timing chart shown in FIG. 5 except that the changes in the command current C2 and the supply hydraulic pressure P2 after the timing T21 are different. For this reason, different points will be mainly described here.
- the controller 12 when the controller 12 as the solenoid control unit starts increasing the command current C2 at the timing T21, the controller 12 increases the command current C2 step by step up to the second current value ⁇ 2, and from the second current value ⁇ 2.
- the command current C2 is gradually increased to the first current value ⁇ 1.
- the second current value ⁇ 2 is a current value at which a differential rotation occurs in the second frictional engagement element 32 due to the input torque from the engine 1, and can be set in advance based on experiments or the like.
- the input torque from the engine 1 is a torque input during cranking of the engine 1.
- the controller 12 as the solenoid control unit further increases the command current C2 stepwise when the command current C2 becomes larger than the first current value ⁇ 1.
- the controller 12 since the controller 12 is configured in this way, the command current C2 is quickly changed until the second friction engagement element 32 is in a slip state in which the braking force can be adjusted. After the second frictional engagement element 32 is in a slip state, the braking force by the second frictional engagement element 32 can be gradually reduced. For this reason, it becomes easy to appropriately reduce the feeling of jumping out of the vehicle by the amount that the instruction current C2 can be set appropriately.
- the decrease in the instruction current C2 may be started, for example, when a predetermined time has elapsed from the start of the automatic stop of the engine 1 according to the establishment of the idle stop execution condition.
- the predetermined time can be set in advance based on experiments or the like.
- the frictional engagement element that establishes the first speed shift stage in the stepped automatic transmission mechanism is the first friction engagement element 31, and the second or higher speed shift stage is selected. Any of the established frictional engagement elements may be the second frictional engagement element 32.
- the frictional engagement element that establishes the first forward speed shift stage is the first frictional engagement element 31, and the reverse 1st speed shift stage is changed.
- the frictional engagement element to be established may be the second frictional engagement element 32.
- the traveling drive source is the engine 1
- a motor the engine 1 and a motor may be used as the driving source for traveling.
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Abstract
Description
図1は、車両用駆動制御装置100を含む車両の要部を示す図である。車両は、エンジン1と、トルクコンバータ2と、バリエータ20と、副変速機構30と、車軸部4と、駆動輪5と、を備える。以下では、車両用駆動制御装置100を単に駆動制御装置100と称す。
本実施形態では、エンジン1はスタータで再始動されるほか、リカバー可能回転速度Ne1以上で行われる燃料リカバーにより再始動されるように構成される。また、コントローラ12は、次に説明する制御を行うように構成される。これらの点以外、本実施形態にかかる駆動制御装置100は、第1実施形態にかかる駆動制御装置100と同様に構成される。
本実施形態にかかる駆動制御装置100は、コントローラ12が以下で説明するように構成される点以外、第1実施形態における駆動制御装置100と同様に構成される。同様の変更は、例えば第2実施形態にかかる駆動制御装置100に対して行われてもよい。
本実施形態にかかる駆動制御装置100は、コントローラ12が以下で説明するように構成される点以外、第1実施形態における駆動制御装置100と同様に構成される。同様の変更は例えば、第2実施形態や第3実施形態にかかる駆動制御装置100に対して行われてもよい。
本実施形態にかかる駆動制御装置100は、コントローラ12が以下で説明するように構成される点以外、第1実施形態における駆動制御装置100と同様に構成される。同様の変更は例えば、第2実施形態や第3実施形態にかかる駆動制御装置100に対して行われてもよい。
Claims (9)
- 車両が停止した状態で成立する自動停止条件が成立した場合に、走行用駆動源を自動停止する駆動源制御部と、
前記自動停止条件の成立に応じた前記走行用駆動源の自動停止中に駆動される電動オイルポンプと、
前記自動停止中に前記電動オイルポンプからオイルが供給されるとともに、発進変速段を確立する第1摩擦締結要素と、
前記第1摩擦締結要素を動力伝達状態として発進する際に解放状態とされる第2摩擦締結要素と、
前記第2摩擦締結要素に供給されるオイルを指示電流に応じてドレーンするとともに、指示電流を低下させることでドレーン度合いが小さくなるソレノイドと、
前記自動停止中に、前記ソレノイドへの指示電流を前記第2摩擦締結要素が解放状態となる指示電流の最小値よりも低下させるソレノイド制御部と、
を備える車両用駆動制御装置。 - 請求項1に記載の車両用駆動制御装置であって、
前記走行用駆動源は、エンジンであり、
前記ソレノイド制御部は、前記自動停止条件の成立に応じた前記エンジンの自動停止開始とともに、前記ソレノイドへの指示電流の低下を開始する、
車両用駆動制御装置。 - 請求項1又は2に記載の車両用駆動制御装置であって、
前記走行用駆動源は、リカバー可能回転速度以上で行われる燃料リカバーにより再始動されるエンジンであり、
前記ソレノイド制御部は、前記自動停止条件の成立に応じた前記エンジンの自動停止が開始され、且つ前記エンジンの回転速度が前記リカバー可能回転速度未満になった場合に、前記ソレノイドへの指示電流の低下を開始する、
車両用駆動制御装置。 - 請求項1から3いずれか1項に記載の車両用駆動制御装置であって、
前記走行用駆動源の駆動力が伝達される駆動輪の回転状態を示すパルス信号を検出するパルス信号検出部と、
前記パルス信号検出部によってパルス信号が検出されたときからの経過時間であって、次のパルス信号が検出される前の時点における経過時間が、停車判定時間以上になった場合に、停車していると判定する停車判定部と、をさらに備え、
前記ソレノイド制御部は、前記経過時間が長い場合ほど前記ソレノイドへの指示電流の低下度合いを大きくする、
車両用駆動制御装置。 - 請求項1から4いずれか1項に記載の車両用駆動制御装置であって、
前記ソレノイドの指示電流は、ゼロよりも大きく且つ実電流値を検知可能な範囲内で設定される下限値を有する、
車両用駆動制御装置。 - 請求項1から5いずれか1項に記載の車両用駆動制御装置であって、
前記ソレノイド制御部は、前記自動停止条件が不成立になった場合に、前記ソレノイドへの指示電流の増加を開始する、
車両用駆動制御装置。 - 請求項6に記載の車両用駆動制御装置であって、
前記ソレノイド制御部は、
前記最小値である第1電流値まで、前記ソレノイドへの指示電流を徐々に増加させ、
前記ソレノイドへの指示電流が前記第1電流値よりも大きくなった場合に、前記ソレノイドへの指示電流をステップ的に増加させる、
車両用駆動制御装置。 - 請求項6に記載の車両用駆動制御装置であって、
前記ソレノイド制御部は、
前記走行用駆動源からの入力トルクによって前記第2摩擦締結要素で差回転が生じる第2電流値まで、前記ソレノイドへの指示電流をステップ的に増加させ、
前記第2電流値から前記最小値である第1電流値まで、前記ソレノイドへの指示電流を徐々に増加させる、
車両用駆動制御装置。 - 電動オイルポンプと、前記電動オイルポンプからオイルが供給されるとともに、発進変速段を確立する第1摩擦締結要素と、前記第1摩擦締結要素を動力伝達状態として発進する際に解放状態とされる第2摩擦締結要素と、前記第2摩擦締結要素に供給されるオイルを指示電流に応じてドレーンするとともに指示電流を低下させることでドレーン度合いが小さくなるソレノイドと、を備える車両用駆動制御装置の制御方法であって、
車両が停止した状態で成立する自動停止条件が成立した場合に、走行用駆動源を自動停止することと、
前記自動停止条件の成立に応じた前記走行用駆動源の自動停止中に電動オイルポンプを駆動し、前記第1摩擦締結要素と前記第2摩擦締結要素とにオイルを供給することと、
前記自動停止中に、前記ソレノイドへの指示電流を前記第2摩擦締結要素が解放状態となる指示電流の最小値よりも低下させることと、
を含む車両用駆動制御装置の制御方法。
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KR1020187005694A KR102021250B1 (ko) | 2015-08-25 | 2016-08-09 | 차량용 구동 제어 장치 및 차량용 구동 제어 장치의 제어 방법 |
JP2017536731A JP6446139B2 (ja) | 2015-08-25 | 2016-08-09 | 車両用駆動制御装置及び車両用駆動制御装置の制御方法 |
US15/754,749 US10507832B2 (en) | 2015-08-25 | 2016-08-09 | Vehicle drive control device and control method for vehicle drive control device |
EP16839089.6A EP3343072A4 (en) | 2015-08-25 | 2016-08-09 | Vehicle drive control device and method for controlling vehicle drive control device |
CN201680049274.7A CN107923521B (zh) | 2015-08-25 | 2016-08-09 | 车辆用驱动控制装置及车辆用驱动控制装置的控制方法 |
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EP (1) | EP3343072A4 (ja) |
JP (1) | JP6446139B2 (ja) |
KR (1) | KR102021250B1 (ja) |
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CN108027046B (zh) * | 2015-09-10 | 2020-02-14 | 加特可株式会社 | 自动变速器的控制装置及自动变速器的控制方法 |
JP6518177B2 (ja) * | 2015-10-02 | 2019-05-22 | ジヤトコ株式会社 | 車両の制御装置及び車両の制御方法 |
JP6725745B2 (ja) * | 2017-03-15 | 2020-07-22 | 日立オートモティブシステムズ株式会社 | 車両制御装置及び車両制御方法 |
DE102018212064A1 (de) * | 2018-07-19 | 2020-01-23 | Robert Bosch Gmbh | Verfahren zur Fahrerassistenz, bei dem ein Fahrzeug ein Fahrmanöver automatisch ausführt, sowie Steuer- und Regeleinrichtung für eine Bremseinrichtung eines Fahrzeugs |
JP2021014858A (ja) * | 2019-07-10 | 2021-02-12 | ジーケーエヌ オートモーティブ リミテッド | クラッチ制御システム |
WO2022176472A1 (ja) * | 2021-02-22 | 2022-08-25 | ジヤトコ株式会社 | センサの配置構造 |
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US7131933B2 (en) * | 2001-12-07 | 2006-11-07 | Toyota Jidosha Kabushiki Kaisha | Vehicle control apparatus having means for changing inertia torque of engine during shifting action or during switching of operating state of lock-up clutch |
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- 2016-08-09 CN CN201680049274.7A patent/CN107923521B/zh active Active
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CN107923521B (zh) | 2019-08-23 |
EP3343072A1 (en) | 2018-07-04 |
KR102021250B1 (ko) | 2019-09-11 |
KR20180035235A (ko) | 2018-04-05 |
JPWO2017033742A1 (ja) | 2018-06-14 |
US20180281799A1 (en) | 2018-10-04 |
EP3343072A4 (en) | 2018-10-03 |
CN107923521A (zh) | 2018-04-17 |
US10507832B2 (en) | 2019-12-17 |
JP6446139B2 (ja) | 2018-12-26 |
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