WO2017082040A1

WO2017082040A1 - Control device for vehicle and control method for vehicle32

Info

Publication number: WO2017082040A1
Application number: PCT/JP2016/081564
Authority: WO
Inventors: 義祐西廣; 中崎　勝啓; 小林　直樹; 太田　雄介; 伸太郎大塩
Original assignee: ジヤトコ株式会社
Priority date: 2015-11-10
Filing date: 2016-10-25
Publication date: 2017-05-18
Also published as: JP6725234B2; JP2017089744A

Abstract

A vehicle control device that controls vehicles comprising a drive source, an automatic transmission connected to the drive source, and an oil pump driven by the drive source. The vehicle control device comprises: a first control unit that, when traveling drive source stop conditions are met, stops the drive source and puts the automatic transmission into neutral; and a second control unit that, when a reverse range is selected during traveling drive source stop control, prohibits starting of the drive source.

Description

Vehicle control apparatus and vehicle control method

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

Conventionally, JP2013-213557A discloses a vehicle control device that executes driving source stop control during traveling by stopping the engine and releasing the clutch when the accelerator pedal is not depressed.

As the drive source stop control during traveling as described above, for example, when the select lever is in the D range, the vehicle speed is medium, the vehicle speed is high, the accelerator pedal is not depressed, and the brake pedal is not depressed. Sailing stop control for stopping the engine and releasing the clutch is also known.

For example, during sailing stop control, the engine is stopped, so that oil is not discharged from the oil pump driven by the engine, and the hydraulic circuit is not filled with oil. For example, a pilot pressure and a feedback pressure are supplied to a hydraulic control valve that controls the hydraulic pressure supplied to the clutch. In this hydraulic control valve, the spool is moved by the force generated by these differential pressures, and the hydraulic pressure supplied to the clutch is controlled. Therefore, when the hydraulic circuit is not filled with oil, the pilot pressure or the like supplied to the hydraulic control valve is not stable, and there is a possibility that the control will be out of control. That is, the hydraulic circuit may be out of control while the drive source is stopped during traveling such as sailing stop control.

∙ When the drive source stop control is finished during running, the engine is started, and when oil is discharged from the oil pump, the oil quickly flows into the hydraulic circuit. If oil flows rapidly into a hydraulic circuit that is out of control, the hydraulic pressure of an unintended circuit may increase rapidly.

When the shift lever is changed to the R range during the driving source stop control during traveling and the driving source stop control during traveling ends, the hydraulic pressure supplied to the reverse brake increases rapidly. Therefore, although the vehicle speed is medium and high, there is a risk that the torque capacity of the reverse brake increases and a braking force is generated by the reverse brake. Thereby, abnormal behavior of the vehicle may occur, or the driver may feel uncomfortable.

In order to prevent this, for example, when the vehicle speed is medium and high, and the shift lever is changed to the R range, it is known to execute R-INH control for setting the neutral state without engaging the reverse brake. It has been. However, in a hydraulic circuit that is out of control, the reverse brake is not in a neutral state, and there is a possibility that R-INH control may not be executed normally, causing abnormal behavior of the vehicle, or causing the driver to feel uncomfortable. There is a fear.

The present invention has been invented to solve such a problem. When the R range is selected while the driving source is stopped during traveling, such as sailing stop control, an abnormal behavior of the vehicle occurs. The purpose is to prevent the driver from feeling uncomfortable.

A vehicle control device according to an aspect of the present invention is a vehicle control device that controls a vehicle including a drive source, an automatic transmission connected to the drive source, and an oil pump driven by the drive source. When the traveling drive source stop condition is satisfied, the first control unit that executes the traveling drive source stop control for stopping the drive source and setting the automatic transmission to the neutral state, and reverse during the traveling drive source stop control. A second control unit that inhibits starting of the drive source when the range is selected.

A vehicle control method according to another aspect of the present invention is a vehicle control method for controlling a vehicle including a drive source, an automatic transmission connected to the drive source, and an oil pump driven by the drive source. If the drive source stop condition during travel is satisfied, the drive source stop control is executed to stop the drive source and set the automatic transmission to the neutral state, and the reverse range is selected during the drive source stop control during travel. Then, starting of the drive source is prohibited.

According to these aspects, when the reverse range is selected during the driving source stop control during traveling, oil is not discharged from the oil pump by starting the driving source, and the torque capacity of the reverse brake increases. To prevent that. Thereby, generation | occurrence | production of the abnormal behavior of a vehicle can be prevented and it can prevent giving a discomfort to a driver | operator.

FIG. 1 is a schematic configuration diagram of a vehicle according to the first embodiment. FIG. 2 is a time chart when the shift lever is changed to the R range during the sailing stop control in the first embodiment. FIG. 3 is a time chart showing a comparative example. FIG. 4 is a time chart when the shift lever is changed to the R range during the sailing stop control in the second embodiment.

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

FIG. 1 is a schematic configuration diagram of a vehicle according to the present embodiment. The vehicle includes an engine 1 as a drive source, a torque converter 2, a forward / reverse switching mechanism 3, a continuously variable transmission 4, a hydraulic control circuit 5, an oil pump 6, an engine controller 10, and a transmission controller 11. With. In the vehicle, rotation generated by the engine 1 is transmitted to a wheel (not shown) via a torque converter 2, a forward / reverse switching mechanism 3, a continuously variable transmission 4, a gear set 8, and a differential gear device 9. The forward / reverse switching mechanism 3 and the continuously variable transmission 4 constitute an automatic transmission.

The torque converter 2 has a lockup clutch 2a. When the lockup clutch 2a is engaged, the input shaft and the output shaft of the torque converter 2 are directly connected, and the input shaft and the output shaft rotate at the same speed. .

The forward / reverse switching mechanism 3 includes a double pinion planetary gear set as a main component, and the sun gear is coupled to the engine 1 via the torque converter 2 and the carrier is coupled to the primary pulley 4a. The forward / reverse switching mechanism 3 further includes a forward clutch 3a that directly connects the sun gear and the carrier of the double pinion planetary gear set, and a reverse brake 3b (reverse engagement element) that fixes the ring gear. When the forward clutch 3a is engaged, the engine 1 Then, the input rotation via the torque converter 2 is transmitted to the primary pulley 4a as it is, and the input rotation via the torque converter 2 from the engine 1 is transmitted to the primary pulley 4a under reverse deceleration when the reverse brake 3b is engaged.

The continuously variable transmission 4 includes a primary pulley 4a, a secondary pulley 4b, and a belt 4c. In the continuously variable transmission 4, by controlling the hydraulic pressure supplied to the primary pulley 4a and the hydraulic pressure supplied to the secondary pulley 4b, the contact radii between the

pulleys

4a, 4b and the belt 4c are changed. The ratio is changed.

The oil pump 6 is driven by using a part of the power of the engine 1 when the rotation of the engine 1 is inputted. The oil discharged from the oil pump 6 is supplied to the hydraulic control circuit 5 by driving the oil pump 6. In addition, when the engine 1 is stopped, the oil pump 6 is not driven and oil is not discharged.

The hydraulic control circuit 5 includes a plurality of flow paths and a plurality of hydraulic actuators. The hydraulic actuator includes a solenoid and a hydraulic control valve. In the hydraulic control circuit 5, the hydraulic actuator is controlled based on a control signal from the transmission controller 11 to switch the hydraulic pressure supply path, and the necessary hydraulic pressure is adjusted from the hydraulic pressure generated by the oil discharged from the oil pump 6. The hydraulic control circuit 5 supplies the adjusted hydraulic pressure to each part of the continuously variable transmission 4, the forward / reverse switching mechanism 3, and the torque converter 2.

Supply / discharge of hydraulic pressure to the forward / reverse switching mechanism 3 is performed by connecting the shift lever 40 via a linkage or a control cable or the like, and operating the manual valve 5a and the pilot pressure and spring controlled by the solenoids 5b and 5c. Are controlled by hydraulic control valves 5d and 5e that operate in accordance with the urging force and feedback pressure.

The hydraulic control valve 5e that controls the hydraulic pressure supplied to the reverse brake 3b is a normally high control valve that forms an oil passage so as to supply hydraulic pressure to the reverse brake 3b when no current is supplied to the solenoid 5c. . Therefore, when the shift lever 40 is in the R range, no current is supplied to the solenoid 5c, and the hydraulic control valve 5e supplies hydraulic pressure to the reverse brake 3b. Thereby, the reverse brake 3b is fastened. On the other hand, when the shift lever 40 is in a range other than the R range, a current is supplied to the solenoid 5c, and the hydraulic control valve 5e forms an oil passage so as to discharge (drain) the hydraulic pressure from the reverse brake 3b. . As a result, the reverse brake 3b is released.

The transmission controller 11 includes a CPU, a ROM, a RAM, and the like. In the transmission controller 11, the function of the transmission controller 11 is exhibited by the CPU reading and executing a program stored in the ROM. The transmission controller 11 corresponds to the first control unit and the second control unit in the claims. Note that the first control unit and the second control unit may be configured as separate controllers.

The transmission controller 11 includes a signal from the accelerator opening sensor 21 that detects the accelerator opening APO, a signal from the brake hydraulic pressure sensor 22 that detects the brake hydraulic pressure BRP corresponding to the operation amount of the brake pedal, and a shift lever 40. A signal from the inhibitor switch 23 for detecting the position of is input. In addition to this, a signal related to the engine torque Te from the engine controller 10 that controls the engine 1 is input to the transmission controller 11.

In the present embodiment, when the sailing stop condition is satisfied during traveling of the vehicle, the fuel injection to the engine 1 is stopped and the engine 1 is stopped, and the forward / reverse switching mechanism 3 releases the forward clutch 3a and the reverse brake 3b. The sailing stop control for setting the neutral state is executed. Sailing stop control is executed by the transmission controller 11 (first control unit).

This makes it possible to increase the inertial mileage when the engine 1 is stopped, and to improve the fuel consumption of the engine 1.

Sailing stop conditions are, for example, the following conditions.

(A) The shift lever 40 is in the D range.
(B) The vehicle speed VSP is equal to or higher than the first predetermined vehicle speed V1.
(C) The accelerator pedal is not depressed.
(D) The brake pedal is not depressed.

The first predetermined vehicle speed V1 is a medium or high vehicle speed and is set in advance.

The sailing stop condition is satisfied when all of the above conditions (a) to (d) are satisfied, and is not satisfied when any of the above (a) to (d) is not satisfied.

The hydraulic control valve 5e of the present embodiment is a normally high control valve. However, during the sailing stop control, the engine 1 is stopped, the oil pump 6 is not driven, and hydraulic pressure is not supplied to the reverse brake 3b. The supply of current to 5c is stopped, and the power consumed by the solenoid 5c is reduced.

Normally, if any of the above (a) to (d) is not satisfied during the sailing stop control, the sailing stop control is terminated and the engine 1 is started. That is, the sailing stop condition is also a sailing stop cancellation condition for canceling the sailing stop control. The sailing stop condition and the sailing stop cancellation condition may be different conditions.

However, in this embodiment, the transmission controller 11 (second control unit) prohibits the start of the engine 1 even if the shift lever 40 is changed to the R range during the sailing stop control. The engine 1 is not started and the sailing stop control is continued. This is due to the following reason.

オイル Oil pump 6 is not driven during sailing stop control. Therefore, a part of the hydraulic control circuit 5 is not filled with oil, the pilot pressure supplied to the hydraulic control valve 5e is not stable, and the control may be out of control. In such a case, when the engine 1 is started and oil is discharged from the oil pump 6, the hydraulic pressure is rapidly supplied to the reverse brake 3b, the torque capacity of the reverse brake 3b is increased, and an abnormal behavior of the vehicle occurs. Or the driver may feel uncomfortable.

Generally, it is known to execute R-INH control in order to prevent the shift lever 40 from being changed to the R range during forward movement and causing abnormal behavior of the vehicle.

The R-INH control is a control for setting the forward / reverse switching mechanism 3 to the neutral state when the shift lever 40 is changed to the R range during forward travel when the vehicle speed VSP is equal to or higher than the second predetermined vehicle speed V2. The second predetermined vehicle speed V2 is lower than the first predetermined vehicle speed V1. Accordingly, at least R-INH control can be executed during the sailing stop control.

When the shift lever 40 is changed to the R range during the sailing stop control and the R-INH control is executed, the forward / reverse switching mechanism 3 is controlled to be in the neutral state. Accordingly, a current is supplied to the solenoid 5c so that an oil passage for discharging the hydraulic pressure from the reverse brake 3b is formed in the hydraulic control valve 5e.

However, the R-INH control is set so as to operate normally on condition that the oil passage for supplying hydraulic pressure to the reverse brake 3b is filled with oil, and the control is in a malfunction state during the sailing stop control. In such a case, the R-INH control may not operate normally. For this reason, when the engine 1 is started by supplying current to the solenoid 5c so that the hydraulic pressure is discharged from the reverse brake 3b in the hydraulic control valve 5e, the forward / reverse switching mechanism 3 does not enter the neutral state, and the reverse brake 3b There is a possibility that hydraulic pressure is supplied, abnormal behavior of the vehicle occurs, or the driver feels uncomfortable. In particular, when the engine 1 is started earlier than the current supply to the solenoid 5c by executing the R-INH control, abnormal behavior of the vehicle is likely to occur.

In the present embodiment, for the above reason, when the shift lever 40 is changed to the R range during the sailing stop control, the start of the engine 1 is prohibited, the engine 1 is not started immediately, and the sailing stop control is continued. To do. The prohibition of starting the engine 1 means that when the shift lever 40 is in the R range, for example, when another sailing stop condition is not satisfied, for example, when the accelerator pedal is depressed. This includes not starting 1.

Next, the case where the shift lever 40 is changed to the R range during the sailing stop control will be described with reference to the time charts of FIGS. FIG. 2 is a time chart for explaining the case where the sailing stop control of the present embodiment is used. FIG. 3 is a time chart illustrating a comparative example that does not use the sailing stop control of the present embodiment. In each time chart, sailing stop control is executed.

At time t0, the shift lever 40 is operated, and at time t1, the shift lever 40 is changed from the D range to the R range through the N range. In the present embodiment, when the shift lever 40 is changed to the R range during the sailing stop control, the start of the engine 1 is prohibited and the engine 1 is not started. Further, when the shift lever 40 is in the R range, the manual valve 5a forms an oil passage so that hydraulic pressure can be supplied to the reverse brake 3b. Further, when the shift lever 40 is in the R range, a current is supplied to the solenoid 5c, and an oil passage is formed in the hydraulic control valve 5e so that the hydraulic pressure is discharged from the reverse brake 3b. It should be noted that, before an oil passage capable of supplying hydraulic pressure to the reverse brake 3b is formed by the manual valve 5a, for example, at a timing (time t0) when the shift lever 40 is in the N range, current is supplied to the solenoid 5c, An oil passage may be formed so that the hydraulic pressure is discharged from the reverse brake 3b in the control valve 5e.

In the comparative example, when the shift lever 40 is changed to the R range, the sailing stop control is terminated and the engine 1 is started. If the shift lever 40 is changed to the R range during the sailing stop control, the R-INH control is executed, so that the forward / reverse switching mechanism 3 is instructed to enter the neutral state. However, during the sailing stop control, there is a possibility that the control is in a malfunctioning state. Even if the R-INH control is executed, the hydraulic pressure is supplied to the reverse brake 3b, and an abnormal behavior of the vehicle occurs, or the driver May give a sense of incongruity.

On the other hand, in the present embodiment, the start of the engine 1 is prohibited and the engine 1 is not started. Therefore, the hydraulic pressure is not supplied to the reverse brake 3b, and the abnormal behavior of the vehicle can be prevented.

At time t2, the shift lever 40 is operated, and at time t3, the shift lever 40 changes from the R range to the N range to the D range. In the present embodiment, at time t2, when the shift lever 40 is in the N range, the engine 1 is started, and at time t3, the forward clutch 3a is engaged and the sailing stop control is terminated. When the shift lever 40 is in the N range, the current supply to the solenoid 5c is stopped. Even if the current supply to the solenoid 5c is stopped and the oil passage is formed so that the hydraulic pressure is supplied to the reverse brake 3b, the hydraulic pressure is not supplied to the hydraulic control valve 5e by the manual valve 5a. It is never supplied. When the shift lever 40 is in the D range, an oil path is formed in the manual valve 5a so that the hydraulic pressure can be supplied to the forward clutch 3a, and the oil path is also set so that the hydraulic control valve 5d can supply hydraulic pressure to the forward clutch 3a. It is formed.

During the sailing stop control, the shift lever 40 is changed to the R range to prohibit the start of the engine 1 (the engine 1 start prohibition state), and supply current to the solenoid 5c that is an instruction to release the reverse brake 3b. When the state (release instruction state) has elapsed for a predetermined time, the sailing stop control may be terminated and the engine 1 may be started. The predetermined time is a preset time, and is a time when preparation for forming the oil passage is completed so that the hydraulic pressure is not supplied to the reverse brake 3b. Even if oil flows rapidly into the hydraulic control circuit 5, the engine 1 is started after the hydraulic pressure is not supplied to the reverse brake 3b, so that the occurrence of abnormal behavior of the vehicle can be suppressed. Corresponding effect).

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

As soon as the shift lever 40 is changed to the R range during the sailing stop control and the sailing stop control is terminated and the engine 1 is started, the reverse brake 3b generates a torque capacity, thereby generating a braking force and causing an abnormality of the vehicle. There is a risk that behavior may occur or the driver may feel uncomfortable. In the present embodiment, when the shift lever 40 is changed to the R range during the sailing stop control, the start of the engine 1 is prohibited. Accordingly, it is possible to prevent occurrence of abnormal behavior of the vehicle or to give the driver a sense of incongruity (effect corresponding to claim 1).

When the shift lever 40 is changed to the R range and the start of the engine 1 is prohibited during the sailing stop control, if the shift lever 40 is changed to the D range (forward range), the engine 1 is started and the sailing is performed. Stop control ends. Thereby, the fall of the operativity at the time of the shift lever 40 being changed to D range can be suppressed (effect corresponding to Claim 2).

During the sailing stop control, the supply of current to the solenoid 5c is stopped while the shift lever 40 is in the D range. Thereby, when the hydraulic control valve 5e that supplies and discharges hydraulic pressure to the reverse brake 3b is a normally high control valve, the power consumed by the solenoid 5c can be reduced. The electric power supplied to the solenoid 5c is supplied from the battery, and for example, the alternator is driven when the stored amount of the battery decreases. Since the alternator is driven by the engine 1, the sailing stop control may end in order to drive the alternator. In the present embodiment, by reducing the power consumed by the solenoid 5c during the sailing stop control, it is possible to suppress the start of the engine 1 and improve the fuel consumption in the engine 1 (effect corresponding to claim 4). .

Next, a second embodiment of the present invention will be described.

The second embodiment will be described with respect to the differences from FIG. In the second embodiment, the hydraulic control valve 5e that controls the hydraulic pressure supplied to the reverse brake 3b forms an oil passage so that the hydraulic pressure is discharged to the reverse brake 3b when no current is supplied to the solenoid 5c. This is a normally low control valve. Accordingly, when the shift lever 40 is in the R range, current is supplied to the solenoid 5c, and the hydraulic control valve 5e supplies hydraulic pressure to the reverse brake 3b.

In the second embodiment, as shown in FIG. 4, even if the shift lever 40 is changed to the R range during the sailing stop control, no current is supplied to the solenoid 5c, and the solenoid 5c is not controlled during the sailing stop control. By reducing the power consumed by the engine 1, the start of the engine 1 can be suppressed, and the fuel efficiency of the engine 1 can be improved.

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

In the above embodiment, the automatic transmission having the forward / reverse switching mechanism 3 has been described. However, the automatic transmission may have an auxiliary transmission mechanism. The automatic transmission may be configured to include a stepped transmission or a toroidal type continuously variable transmission instead of the continuously variable transmission 4.

In the above embodiment, the sailing stop control is described as an example of the driving source stop control during traveling. However, the driving source stop control during traveling may be coast stop control, for example. That is, the above control can be applied when the shift lever 40 is changed to the R range during the driving source stop control during traveling.

Coast stop control is executed by the transmission controller 11 when the coast stop establishment condition is satisfied. The coast stop establishment conditions are, for example, the following (a) to (d). (A) The shift lever 40 is in the D range. (B) The vehicle speed VSP is less than a predetermined vehicle speed. (C) The accelerator pedal is not depressed. (D) The brake pedal is depressed. The predetermined vehicle speed is a low vehicle speed and is a vehicle speed equal to or lower than the vehicle speed at which the lockup clutch 2a is released.

The coast stop establishment condition is satisfied when all of the conditions (a) to (d) are satisfied, and is not satisfied when any of the conditions (a) to (d) is not satisfied. The coast stop cancellation condition is, for example, that any of (a) to (d) is not established during the coast stop control, but the coast stop establishment condition and the coast stop cancellation condition may be different. .

In the above embodiment, the case where the engine 1 is a drive source has been described. However, the drive source may be, for example, a motor, the engine 1 and the motor.

In the above embodiment, the transmission controller 11 and the engine controller 10 may constitute a single controller. Further, the transmission controller 11 may be constituted by a plurality of controllers.

This application claims priority based on Japanese Patent Application No. 2015-220251 filed with the Japan Patent Office on November 10, 2015, the entire contents of which are incorporated herein by reference.

Claims

A driving source;
An automatic transmission connected to the drive source;
A vehicle control device for controlling a vehicle including an oil pump driven by the drive source,
A first control unit that executes driving source stop control during traveling to stop the driving source and to set the automatic transmission in a neutral state when the driving source stop condition during traveling is satisfied;
A second control unit that prohibits starting of the drive source when a reverse range is selected during the drive source stop control during traveling;
A vehicle control apparatus comprising:
The vehicle control device according to claim 1,
The second control unit starts the drive source when a forward range is selected while the start of the drive source is prohibited.
Vehicle control device.
The vehicle control device according to claim 1 or 2,
The automatic transmission comprises a reverse fastening element;
The second control unit starts the drive source when a predetermined time elapses when the drive source start prohibition state and the reverse fastening element release instruction state are passed.
Vehicle control device.
A vehicle control device according to any one of claims 1 to 3,
The automatic transmission comprises a reverse fastening element;
The vehicle control device includes a hydraulic actuator that controls a hydraulic pressure supply to the reverse fastening element,
When the hydraulic actuator is supplied with current, the hydraulic actuator instructs the release of the reverse fastening element,
During the traveling drive source stop control, the supply of current to the hydraulic actuator is stopped.
Vehicle control device.
A driving source;
An automatic transmission connected to the drive source;
A vehicle control method for controlling a vehicle including an oil pump driven by the drive source,
When the driving source stop condition during traveling is satisfied, the driving source stop control during traveling is performed to stop the driving source and set the automatic transmission to a neutral state.
When a reverse range is selected during the driving source stop control during traveling, starting of the driving source is prohibited.
Vehicle control method.