WO2017082172A1

WO2017082172A1 - Control device for vehicle and control method for vehicle

Info

Publication number: WO2017082172A1
Application number: PCT/JP2016/082818
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: 2016-11-04
Publication date: 2017-05-18
Also published as: JP2017087959A; JP6666693B2

Abstract

A controller that executes sailing stop (SS) control if SS conditions are met. The controller also executes SS release control whereby the engine is started in a state in which the clutch indicated pressure has been increased to greater than during SS control, when SS release conditions have been fulfilled. In addition, when executing SS release control, the controller starts the engine in a state in which the clutch indicated pressure is no more than a prescribed value, if reverse rotation by the engine is detected during release of SS control.

Description

Vehicle control apparatus and vehicle control method

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

JP2013-213557A discloses a technology corresponding to sailing stop control in which the driving source is stopped and the automatic transmission is set to the neutral state when the sailing stop condition is satisfied.

際 When the drive source is stopped by sailing stop control, the drive source may rotate backward. The reverse rotation of the drive source occurs, for example, when the piston is pushed back by compressed air in the combustion chamber, the piston's own weight, or the like when the engine is used as the drive source. When the drive source rotates in the reverse direction, the oil pump driven by the power of the drive source also rotates in the reverse direction, so that the oil in the hydraulic control circuit is sucked out. Including such a state, the engine is started in response to the establishment of the sailing stop cancellation condition while the influence of the oil sucked out remains, and when the oil pump is activated, the oil suddenly flows into the hydraulic control circuit. It will be.

Therefore, in this case, there is a possibility that an overshoot occurs in which the actual pressure of the line pressure adjusted by the hydraulic control circuit exceeds the indicated pressure of the line pressure. When an overshoot of the line pressure occurs, as a result of the influence reaching the oil passage connected to the forward fastening element, the hydraulic pressure supplied to the forward fastening element may also overshoot. For this reason, there is a possibility that the forward fastening element may be fastened and a fastening shock may occur.

The present invention has been made in view of such problems, and the forward fastening element is abruptly fastened due to the reverse rotation of the drive source that occurs during the drive source stop control during traveling including the sailing stop control. It is an object of the present invention to provide a vehicle control device and a vehicle control method that can be prevented.

The vehicle control device according to an aspect of the present invention includes a drive source, an automatic transmission connected to the drive source and having a forward fastening element, and a hydraulic pressure source of hydraulic pressure supplied to the automatic transmission. And a hydraulic power source that is driven by the power of the power source, wherein the driving source is stopped and the automatic transmission is set to the neutral state when the driving source stop condition during traveling is satisfied. When the first control unit that executes the source stop control and the driving source stop cancellation condition during traveling are satisfied, the command pressure of the hydraulic pressure supplied to the forward fastening element is increased more than during the driving source stop control during traveling And a second control unit that executes driving source stop cancellation control during traveling for starting the driving source. When the reverse rotation of the drive source is detected when the drive source stop control during traveling is canceled, the second control unit is configured to reduce the command pressure to the forward fastening element to a predetermined value or less. Then, the drive source is started.

According to another aspect of the present invention, there is provided a drive source, an automatic transmission having a forward fastening element connected to the drive source, and a hydraulic pressure source for supplying hydraulic pressure to the automatic transmission. And a hydraulic power source driven by the vehicle, wherein when the driving source stop condition during traveling is satisfied, the driving source is stopped and the automatic transmission is set in a neutral state while the driving source is stopped during traveling. And when the drive source stop cancellation condition during travel is satisfied, the drive source is started in a state where the command pressure of the hydraulic pressure supplied to the forward fastening element is higher than that during the travel drive source stop control. Performing the driving source stop cancellation control during traveling, and when executing the driving source stop cancellation control during traveling, the reverse rotation of the drive source is detected during the driving source stop control during traveling. If you have before Control method for a vehicle which performs starting of the drive source an instruction pressure to the forward engagement element in a state of being below a predetermined value is provided.

According to these aspects, when reverse rotation of the drive source is detected, the drive source can be driven in a state where the oil supplied to the forward fastening element can be sufficiently drained. It is possible to prevent the forward fastening element from being suddenly fastened due to the reverse rotation of. Further, when the reverse rotation of the drive source is not detected, the command pressure of the hydraulic pressure supplied to the forward fastening element can be set higher than a predetermined value, so that the time required for complete fastening of the forward fastening element is shortened. You can also

FIG. 1 is a schematic configuration diagram of a vehicle according to the present embodiment. FIG. 2 is a diagram illustrating an example of a line pressure control valve. FIG. 3 is a flowchart illustrating an example of the control according to the present embodiment. FIG. 4 is a diagram illustrating an example of a timing chart corresponding to the control of the present embodiment.

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

Regarding the state of the clutch, in this specification, the terms “release”, “standby”, “slip”, and “engaged” are appropriately used in the following meaning. Release means a state in which there is no hydraulic pressure supply to the clutch and the clutch has no torque capacity. Standby means a state in which hydraulic pressure is supplied to the clutch, but the clutch does not have torque capacity. Slip refers to a state in which hydraulic pressure is supplied to the clutch and the clutch has a torque capacity, but the clutch has an input / output rotational difference. Engagement refers to a state in which there is a hydraulic pressure supply to the clutch and the clutch has a torque capacity, but the clutch has no input / output rotation difference.

The state where the clutch does not have torque capacity is, in other words, the state where the clutch does not transmit power, and the state where the clutch has torque capacity is, in other words, the state where the clutch transmits power. In other words, the slip is a state where the torque capacity of the clutch is smaller than the input torque, and the engagement refers to a state of complete engagement where the torque capacity of the clutch is larger than the input torque.

FIG. 1 is a schematic configuration diagram of a vehicle according to the present embodiment. The vehicle includes an engine 1, a torque converter 2, a forward / reverse switching mechanism 3, a continuously variable transmission 4, a hydraulic control circuit 5, a main oil pump 6, a sub oil pump 7, an engine controller 10, Machine controller 11. In the vehicle, the rotation generated by the engine 1 as a drive source 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 torque converter 2 has a lock-up 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. Hereinafter, the lock-up clutch 2a is referred to as the LU clutch 2a.

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 that fixes the ring gear.

The forward / reverse switching mechanism 3 transmits the input rotation from the engine 1 via the torque converter 2 to the primary pulley 4a as it is when the forward clutch 3a is engaged. Further, the forward / reverse switching mechanism 3 transmits the input rotation from the engine 1 via the torque converter 2 to the primary pulley 4a under reverse deceleration when the reverse brake 3b is engaged. The forward clutch 3a constitutes a forward fastening element that interrupts transmission of power from one of the engine 1 and the drive wheels to the other.

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 continuously variable transmission 4 is a variator and, together with the torque converter 2 and the forward / reverse switching mechanism 3, constitutes an automatic transmission 15 connected to the engine 1. The automatic transmission 15 may be indirectly connected to the engine 1 through another configuration. For example, the forward / reverse switching mechanism 3 may be provided between the continuously variable transmission 4 and the gear set 8.

The hydraulic control circuit 5 includes a plurality of flow paths and a plurality of hydraulic control valves. The hydraulic pressure control circuit 5 controls a plurality of hydraulic pressure control valves based on a shift control signal from the transmission controller 11 to switch the hydraulic pressure supply path and is necessary from the hydraulic pressure generated by the oil discharged from the main oil pump 6. Hydraulic pressure is prepared and supplied to each part of the continuously variable transmission 4, the forward / reverse switching mechanism 3, and the torque converter 2.

The shift control signal includes the command pressure of the hydraulic pressure supplied to the LU clutch 2a, the command pressure of the clutch pressure that is the hydraulic pressure supplied to the forward clutch 3a, and the line pressure that constitutes the original pressure of the hydraulic pressure supplied to the automatic transmission 15. The command pressure, the command pressure of the primary pulley pressure Ppri, and the command pressure of the secondary pulley pressure Psec are included. Hereinafter, the actual clutch pressure is referred to as clutch actual pressure Pc, and the clutch pressure command pressure is referred to as clutch command pressure Pci. Further, the actual line pressure is referred to as a line actual pressure PL, and the line pressure command pressure is referred to as a line command pressure PLi.

The main oil pump 6 constitutes a first hydraulic power source that 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 main oil pump 6 is supplied to the hydraulic control circuit 5 by driving the main oil pump 6. For this reason, the main oil pump 6 constitutes a hydraulic pressure source of the hydraulic pressure supplied to the automatic transmission 15. When the engine 1 is stopped, the main oil pump 6 is not driven and oil is not discharged.

The sub oil pump 7 is an electric oil pump and constitutes a second hydraulic pressure source that can operate even when the engine 1 is stopped. The capacity of the sub oil pump 7 is set smaller than the capacity of the main oil pump 6. The oil discharged from the sub oil pump 7 is also supplied to the hydraulic pressure control circuit 5 in the same manner as the main oil pump 6. For this reason, the automatic transmission 15 is controlled based on the hydraulic pressure supplied from at least one of the main oil pump 6 and the sub oil pump 7.

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 includes a signal from the engine rotation speed sensor 20 that detects the rotation speed Ne of the engine 1, a signal from the primary pulley pressure sensor 21 that detects the primary pulley pressure Ppri, and a secondary pulley that detects the secondary pulley pressure Psec. A signal from the pressure sensor 22, a signal from the accelerator opening sensor 23 for detecting the accelerator opening APO, a signal from the brake sensor 24 for detecting the brake depression force based on the depression amount BRP of the brake pedal, an engine for controlling the engine 1 A signal relating to the engine torque Te from the controller 10 is input.

In addition to this, the transmission controller 11 includes a signal from the inhibitor switch 25 that detects the operation position of the transmission lever, a signal from the PRI rotation speed sensor 26 that detects the rotation speed Npri of the PRI pulley 4a, and the rotation of the SEC pulley 4b. A signal from the SEC rotation speed sensor 27 for detecting the speed Nsec is input. The transmission controller 11 can detect the vehicle speed Vsp based on the signal from the SEC rotation speed sensor 27.

The transmission controller 11 constitutes a controller 12 together with the engine controller 10. The controller 12 is configured as a control module that controls the engine 1 and the automatic transmission 15.

FIG. 2 is a diagram illustrating an example of the line pressure control valve 51. FIG. 2 also shows the main oil pump 6 and a clutch system 30 and a transmission system 40 described later. The hydraulic control circuit 5 includes a line pressure control valve 51 shown in FIG. The line pressure control valve 51 includes a main body 52, a spool 53, and a spring 54. The line pressure control valve 51 has a port 55 to a port 58. The line pressure control valve 51 is provided in the line pressure oil passage 59.

The main body 52 houses a spool 53 and a spring 54. The spring 54 biases the spool 53 toward the port 57 side. The ports 55 to 58 communicate with the inside and outside of the main body 52. The port 55 is an inlet port and is connected to the line pressure oil passage 59. The port 56 is an outlet port and is connected to a circulation system or the like. The port 57 is a feedback port, and the line actual pressure PL is inputted to the port 57 as a feedback pressure through an orifice or the like. The port 58 is a pilot port, and a control pressure Ps corresponding to the line command pressure PLi is input to the port 58 by a solenoid valve (not shown).

In the line pressure control valve 51, the spool 53 moves to a position where the force acting on the spool 53, specifically, the acting force according to the feedback pressure, the urging force of the spring 54, and the acting force according to the control pressure Ps are balanced. Thus, the line actual pressure PL is controlled to be the line command pressure PLi.

The main oil pump 6 supplies oil to the clutch system 30 and the transmission system 40 via a line pressure oil passage 59 provided with a line pressure control valve 51. Although not shown, the sub oil pump 7 is connected to the line pressure oil passage 59 in parallel with the main oil pump 6 via a check valve or the like.

The clutch system 30 includes a clutch pressure control valve that controls the clutch pressure in addition to the forward / reverse switching mechanism 3. In addition to continuously variable transmission 4, transmission system 40 includes a primary pulley pressure control valve that controls primary pulley pressure Ppri and a secondary pulley pressure control valve that controls secondary pulley pressure Psec. A control valve having a feedback port or the like can be applied to each of these control valves, similarly to the line pressure control valve 51. The clutch system 30 is provided downstream of the line pressure control valve 51 together with the transmission system 40.

By the way, sailing stop control is performed on the vehicle. Hereinafter, the sailing stop is simply referred to as SS. In the SS control, when the SS condition is satisfied, the engine 1 is stopped and the automatic transmission 15 is set to the neutral state. In the SS control, the fuel consumption of the engine 1 can be improved by stopping the engine 1 and extending the inertia traveling distance.

The SS condition includes that the vehicle speed Vsp is higher than the set vehicle speed, the accelerator pedal is not depressed, the brake pedal is not depressed, and the forward range is selected by the automatic transmission 15. The set vehicle speed is set so as to distinguish between low speed and medium / high speed. The set vehicle speed can be set in advance through experiments or the like.

When the engine 1 is stopped by SS control, the engine 1 may rotate in the reverse direction. The reverse rotation of the engine 1 occurs, for example, when the piston is pushed back by compressed air in the combustion chamber, the piston's own weight, or the like. When the engine 1 rotates in the reverse direction, the main oil pump 6 driven by the power of the engine 1 also rotates in the reverse direction, so that the oil in the hydraulic control circuit 5 is sucked out.

Including such a state, the engine 1 is started in response to the establishment of the SS release condition while the influence of the oil sucked out remains, and when the main oil pump 6 is activated, the oil suddenly enters the hydraulic control circuit 5. Will flow. As a result, there is a possibility that an overshoot of the line pressure where the line actual pressure PL exceeds the line command pressure PLi may occur.

More specifically, the overshoot of the line pressure occurs as follows. That is, when the engine 1 is started, the discharge amount of the main oil pump 6 increases as the rotational speed Ne increases, and the spool 53 moves to the port 58 side. Then, when the oil on the port 58 side is compressed and the control pressure Ps increases, the line command pressure PLi is set to increase the line actual pressure PL, so that the line actual pressure PL further increases. become. By such an action, an overshoot of the line pressure occurs until the force acting on the spool 53 is balanced.

When the overshoot of the line pressure occurs, the influence reaches the oil passage connected to the forward clutch 3a. As a result, an overshoot of the clutch pressure in which the actual clutch pressure Pc exceeds the clutch command pressure Pci can also occur. When the clutch pressure overshoot occurs, the forward clutch 3a can be suddenly engaged and an engagement shock can occur.

Therefore, in this embodiment, the controller 12 performs control as described below.

FIG. 3 is a flowchart illustrating an example of the control performed by the controller 12. The controller 12 repeatedly executes the processing of this flowchart, for example, every minute time.

In step S1, the controller 12 determines whether or not the SS condition is satisfied. If a negative determination is made in step S1, the processing of this flowchart is temporarily terminated. If the determination is affirmative in step S1, the process proceeds to step S2.

In step S2, the controller 12 executes SS preparation control. The SS preparation control includes, for example, lowering the line pressure, lowering the hydraulic pressure supplied to the LU clutch 2a, changing the gear ratio of the continuously variable transmission 4 to a target gear ratio such as a minimum gear ratio, Including preparing the sub-oil pump 7 to operate.

In step S3, the controller 12 executes SS control. For this reason, in step S3, the engine 1 is stopped and the automatic transmission 15 is set to the neutral state. Specifically, the automatic transmission 15 is brought into the neutral state by releasing the forward clutch 3a of the forward / reverse switching mechanism 3. In step S3, the release of the LU clutch 2a and the driving of the sub oil pump 7 are also started. The SS control may be control further including SS preparation control.

In step S4, the controller 12 determines whether or not the SS cancellation condition is satisfied. The SS cancellation condition can be, for example, that the SS condition is not satisfied. Other conditions may be applied to the SS release condition. If a negative determination is made in step S4, the process returns to step S3. If the determination is affirmative in step S4, the process proceeds to step S5.

In step S5, the controller 12 determines whether or not the rotational speed Ne is lower than zero. In step S5, it is determined whether or not the engine 1 is rotating in reverse. For example, the controller 12 may determine whether or not the rotational speed Ne is lower than a predetermined rotational speed that is greater than zero in order to provide a sufficient margin for the determination. If the determination in step S5 is affirmative, the reverse rotation of the engine 1 has been detected, and the process proceeds to step S6.

In step S6, the controller 12 sets the clutch command pressure Pci to a predetermined value α or less. The predetermined value α is a value for bringing the forward clutch 3a into a released state. Specifically, the controller 12 maintains the clutch command pressure Pci as it is during SS control, thereby setting the clutch command pressure Pci to a predetermined value α or less. For this reason, the forward clutch 3a remains in a released state.

In addition, the controller 12 sets the set value β to the first value β1 in step S6. The set value β is a value for pre-reading, in other words, predicting the synchronization completion timing of the forward clutch 3a. The first value β1 is a value applied to the set value β when reverse rotation of the engine 1 is detected. The first value β1 can be set in advance by experiments or the like. After step S6, the process proceeds to step S8.

In step S8, the controller 12 starts the engine 1. In step S9, the controller 12 determines whether or not the engine 1 has been started. Whether or not the engine 1 has been started may be determined by an appropriate technique in addition to a known technique. If a negative determination is made in step S9, the process of step S9 is repeatedly executed until the start of the engine 1 is completed. If the determination is affirmative in step S9, the process proceeds to step S10.

In step S10, the controller 12 performs synchronous control of the forward clutch 3a. Specifically, the synchronization control is performed by controlling the engine 1 so that the input side rotational speed InREV of the forward clutch 3a is matched with the output side rotational speed OutREV of the forward clutch 3a. In step S10, the supply hydraulic pressure to the LU clutch 2a is also increased, and the LU clutch 2a is set to a standby state or a slip state.

In step S11, the controller 12 determines whether or not the absolute value of the rotational speed difference DREV between the input side rotational speed InREV and the output side rotational speed OutREV is smaller than the set value β. If a negative determination is made in step S11, the process returns to step S10. If the determination in step S11 is affirmative, the process proceeds to step S12.

In step S12, the controller 12 fastens the forward clutch 3a. When an affirmative determination is made in step S11 via step S6, the first value β1 is set as the set value β. Therefore, in this case, the forward clutch 3a is engaged according to the first value β1. After step S12, the process of this flowchart is once ended.

If the determination in step S5 is negative, the process proceeds to step S7. In step S7, the controller 12 sets the clutch command pressure Pci to be larger than the predetermined value α. Specifically, the clutch command pressure Pci is set to a standby pressure for waiting the forward clutch 3a. As a result, the standby pressure is supplied to the forward clutch 3a as the actual clutch pressure Pc, and the forward clutch 3a enters the standby state.

Further, the controller 12 sets the set value β to the second value β2 in step S7. The second value β2 is a value applied to the set value β when the reverse rotation of the engine 1 is not detected, and is set to be smaller than the first value β1. The second value β2 can be set in advance by experiments or the like. After step S7, the process proceeds to step S8.

Thereafter, when the process proceeds to step S11, it is determined whether or not the absolute value of the rotational speed difference DREV is smaller than the set value β. If the determination is affirmative in step S11, the forward clutch 3a is engaged in step S12. . In this case, since the second value β2 is set as the set value β, the forward clutch 3a is engaged according to the second value β2.

The controller 12 is a vehicle control device, and functions as a first control unit by performing the process of step S3. In addition, the controller 12 functions as a second control unit by performing the processes of step S6, step S7, step S8, and step S12.

The controller 12 has a first control unit and a second control unit by functioning as a first control unit and a second control unit. It may be understood that the vehicle control device further includes the above-described various sensors and switches such as the hydraulic control circuit 5 and the engine rotation speed sensor 20.

Next, the main effects of the controller 12 will be described.

FIG. 4 is a diagram illustrating an example of a timing chart corresponding to the control performed by the controller 12. FIG. 4 shows changes in various parameters after the SS condition is satisfied. In FIG. 4, a change in the clutch command pressure Pci when the engine 1 does not rotate reversely during SS control is also shown by a two-dot broken line. The case of the comparative example is also shown with a broken line.

Before the timing T1, it is the stage of SS preparation control, and the line command pressure PLi is reduced. As a result, the line actual pressure PL also decreases accordingly. The line command pressure PLi is reduced to the command value of the oil pressure required during the SS control. In the SS preparation control stage, the actual transmission ratio of the continuously variable transmission 4 is changed to the target transmission ratio. The target gear ratio is, for example, the minimum gear ratio.

At the stage of SS preparation control, the forward clutch 3a is engaged and the engine 1 is also in operation. For this reason, the degree of decrease in the vehicle acceleration G is increased. At the stage of SS preparation control, the sub oil pump 7 is stopped.

At timing T1, SS preparation control is completed and SS control is started. For this reason, the engine 1 is stopped and the rotational speed Ne begins to decrease. Further, the input side rotational speed InREV of the forward clutch 3a starts to decrease in accordance with the decrease in the rotational speed Ne.

At timing T1, the forward clutch 3a is also released by lowering the clutch command pressure Pci. For this reason, the degree of decrease in the vehicle acceleration G is greatly reduced. From timing T1, the driving of the sub oil pump 7 is also started. The sub oil pump 7 secures the amount of oil necessary for maintaining the actual gear ratio of the continuously variable transmission 4 at the target gear ratio during SS control and the amount of oil necessary for putting the forward clutch 3a in the standby state. Is done. Specifically, the indicated value of the oil pressure required during the SS control is a value that ensures at least the amount of oil.

Even after the timing T1, while the rotational speed Ne is high, the line actual pressure PL is controlled to the line command pressure PLi and the clutch actual pressure Pc is controlled to the clutch command pressure Pci. However, when the rotational speed Ne decreases to some extent, the line actual pressure PL cannot be controlled to the line command pressure PLi, and the line actual pressure PL starts to decrease.

At timing T2, the rotational speed Ne decreases to near zero. The rotational speed Ne continues to decrease after the timing T2, and becomes smaller than zero. As a result, the engine 1 rotates in the reverse direction. In this example, reverse rotation of the engine 1 is detected at timing T2.

When the engine 1 rotates in reverse, oil is sucked out from the hydraulic control circuit 5. For this reason, the line actual pressure PL further decreases. In addition, when the line actual pressure PL is reduced due to the suction of oil in this way, the clutch actual pressure Pc cannot be controlled to the clutch command pressure Pci, and the clutch actual pressure Pc is reduced. The rotational speed Ne tends to converge to zero. For this reason, the change in the rotational speed Ne later changes from falling to rising, and as a result of refilling with oil, the line actual pressure PL and the clutch actual pressure Pc also increase.

At timing T3, the SS release condition is satisfied. In this example, the clutch command pressure Pci is maintained as it is at the timing T3, so that the clutch command pressure Pci is set to a predetermined value α or less. At timing T3, the engine 1 rotates in reverse. At timing T4, the engine 1 is started. For this reason, from the timing T4, the rotational speed Ne changes according to the start of the engine 1.

At timing T5, the engine 1 is completely started after cranking. Further, the sub oil pump 7 is stopped. From timing T5, synchronous control for achieving rotational synchronization in the forward clutch 3a is performed. For this reason, the rotational speed Ne further increases from the timing T5, and the input side rotational speed InREV of the forward clutch 3a also increases accordingly.

At timing T5, the rotational speed Ne has not yet increased to a level sufficient to control the line actual pressure PL to the line command pressure PLi. On the other hand, the actual line pressure PL that has risen temporarily in response to the start of the engine 1 tends to stabilize after the start of the engine 1 is completed. For this reason, the line actual pressure PL that has temporarily increased suddenly in response to the start of the engine 1 decreases after the timing T5.

At the timing T6 ′, the absolute value of the rotational speed difference DREV becomes smaller than the first value β1. Therefore, in response to this, the clutch command pressure Pci is increased for the forward clutch 3a in the released state, and the engagement of the forward clutch 3a is started.

At timing T6, the rotation synchronization in the forward clutch 3a is completed, and the line command pressure PLi is increased. At timing T6, the target speed ratio is set to be larger than the minimum speed ratio, and the actual speed ratio starts to change accordingly. Since the vehicle is driven by the engine 1 from the timing T6, the vehicle acceleration G increases.

When the engine 1 does not reversely rotate during SS control, the clutch command pressure Pci is set to a standby pressure larger than the predetermined value α at timing T3, as indicated by a two-dot broken line. For this reason, in this case, at timing T4, the engine 1 is started in a state where the clutch command pressure Pci is higher than during SS control. In this case, after the timing T6 ′ and before the timing T6, the absolute value of the rotational speed difference DREV becomes smaller than the second value β2 (not shown). In response to this, the clutch command pressure Pci is increased for the forward clutch 3a in the standby state, and the engagement of the forward clutch 3a is started.

By the way, in this example, the SS release condition is satisfied at the timing T3 when the engine 1 is rotating in reverse, and the engine is discharged at timing T4 immediately after the oil sucked out by the reverse rotation of the engine 1 is refilled in the hydraulic control circuit 5. 1 is started. For this reason, the main oil pump 6 operates while the influence of sucking out the oil remains, and the oil suddenly flows into the hydraulic control circuit 5. As a result, an overshoot of the line pressure occurs at the timing T4 ′ where the line actual pressure PL exceeds the line command pressure PLi.

In such a situation, in the case of the comparative example, the engine 1 is started at the timing T3 and the clutch command pressure Pci ′ is set to the standby pressure. For this reason, the oil passage connected to the forward clutch 3a is in a state of receiving a certain amount of oil supplied to the forward clutch 3a. Accordingly, the overshoot of the line pressure affects the oil passage connected to the forward clutch 3a, and the clutch pressure overshoot in which the actual clutch pressure Pc ′ exceeds the clutch command pressure Pci also occurs. As a result, as can be seen from the change in the output side rotational speed OutREV ′ from the timing T4 ′ to the vicinity of the timing T5, the forward clutch 3a is suddenly engaged. For this reason, as can be seen from the fact that the vehicle acceleration G decreases from the vicinity of the timing T4 ′ as indicated by the broken line, a fastening shock occurs.

In view of such circumstances, the controller 12, which is a vehicle control device having the engine 1, the automatic transmission 15, and the main oil pump 6, indicates that the engine 1 And the SS control for bringing the automatic transmission 15 into the neutral state is executed. Further, as can be seen from the timing T3, the timing T4, and the change in the clutch command pressure Pci indicated by the two-dot broken line, when the SS release condition is satisfied, the controller 12 increases the clutch command pressure Pci more than during the SS control. Then, SS release control for starting the engine 1 is executed. Further, as can be understood from the timing T2, the timing T3, and the timing T4, the controller 12 performs a clutch instruction when the reverse rotation of the engine 1 is detected when the SS control is released. The engine 1 is started in a state where the pressure Pci is set to a predetermined value α or less.

According to the controller 12 having such a configuration, when the reverse rotation of the engine 1 is detected, the engine 1 can be driven in a state where the oil supplied to the forward clutch 3a can be sufficiently drained. For this reason, it is possible to prevent the forward clutch 3a from being suddenly engaged due to the reverse rotation of the engine 1. Further, when reverse rotation of the engine 1 is not detected, the clutch command pressure Pci can be set higher than a predetermined value α such as a standby pressure, so that the time required for complete engagement of the forward clutch 3a can be shortened. it can.

When the absolute value of the rotational speed difference DREV becomes smaller than the set value β after the SS release condition is satisfied, the controller 12 engages the forward clutch 3a. In addition, when the reverse rotation of the engine 1 is detected during the SS control, the controller 12 sets the set value β to a larger value than when the reverse rotation of the engine 1 is not detected during the SS control. . Specifically, when reverse rotation of the engine 1 is detected during SS control, the controller 12 sets the set value β to a first value β1 that is larger than the second value β2.

According to the controller 12 having such a configuration, the clutch synchronization pressure Pci is increased by prefetching the rotation synchronization timing based on the rotation speed difference DREV, and the forward clutch 3a is engaged. For this reason, since the clutch command pressure Pci can be increased without feedback of the actual clutch pressure Pc, erroneous engagement of the forward clutch 3a due to variations in the actual clutch pressure Pc can be prevented.

Further, according to the controller 12 having such a configuration, when the reverse rotation of the engine 1 is not detected, the clutch command pressure Pci can be maintained at, for example, the standby pressure during the rotation synchronization, so that the rotation synchronization timing is prefetched. After that, the forward clutch 3a can be fully fastened quickly. When reverse rotation of the engine 1 is detected, the forward clutch 3a can be completely engaged at an appropriate timing by correcting the set value β.

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-described embodiment, the case has been described in which the SS is a drive source stop during traveling. However, the driving source stop during traveling may be, for example, a coast stop. Specifically, instead of the SS control, for example, the controller 12 may perform coast stop control that is executed when the next coast stop condition is satisfied and is canceled when the next coast stop release condition is satisfied.

The coast stop condition includes that the vehicle speed Vsp is less than a predetermined vehicle speed, that the accelerator pedal is not depressed, that the brake pedal is depressed, and that the forward range is selected by the automatic transmission 15. The predetermined vehicle speed is, for example, a vehicle speed at which the lockup clutch 2a is released. The coast stop cancellation condition is, for example, that any of these constituent conditions constituting the coast stop condition is not satisfied.

In the embodiment described above, the case where the automatic transmission 15 includes the continuously variable transmission 4 has been described. However, the automatic transmission 15 may be configured to include, for example, a stepped automatic transmission, that is, a so-called automatic transmission. The continuously variable transmission 4 may be, for example, a toroidal continuously variable transmission instead of a belt-type continuously variable transmission.

In the above-described embodiment, the case where the automatic transmission 15 has the forward clutch 3a of the forward / reverse switching mechanism 3 as the forward fastening element has been described. However, the automatic transmission 15 may have, for example, a sub-transmission mechanism and a forward fastening element of the sub-transmission mechanism as the forward fastening element. Such a subtransmission mechanism can be included in the clutch system 30 instead of the forward / reverse switching mechanism 3 because the gear stage is established by clutch engagement of the forward engagement element or the like.

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

In the above-described embodiment, the case where the controller 12 includes the engine controller 10 and the transmission controller 11 has been described. However, the controller 12 may be configured to have another controller, for example, or may be a single controller.

This application claims priority based on Japanese Patent Application No. 2015-220257 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 and having a forward fastening element;
A hydraulic pressure source for supplying hydraulic pressure to the automatic transmission and driven by power of the driving source;
A vehicle control device comprising:
A first control unit that executes driving source stop control during traveling to stop the driving source and bring the automatic transmission into a neutral state when a driving source stop condition during traveling is satisfied;
When the drive source stop cancellation condition during travel is satisfied, the drive source that starts the drive source in a state where the command pressure of the hydraulic pressure supplied to the forward fastening element is higher than during the drive source stop control during travel A second control unit that executes stop cancellation control,
When the reverse rotation of the drive source is detected when the drive source stop control during traveling is canceled, the second control unit is configured to reduce the command pressure to the forward fastening element to a predetermined value or less. To start the drive source,
Vehicle control device.
The vehicle control device according to claim 1,
The second controller is
When the absolute value of the input / output rotational speed difference of the forward fastening element becomes smaller than a set value after the traveling drive source stop control release condition is satisfied, the forward fastening element is fastened,
When the reverse rotation of the driving source is detected during the driving source stop control during traveling, the set value is compared with the case where the reverse rotation of the driving source is not detected during the driving source stop control during traveling. Increase the value of
Vehicle control device.
A vehicle having a drive source, an automatic transmission having a forward fastening element connected to the drive source, and a hydraulic pressure source for supplying hydraulic pressure to the automatic transmission and driven by the power of the drive source Control method,
When the driving source stop condition during traveling is satisfied, the driving source is stopped and the driving source stop control during traveling is performed to bring the automatic transmission into a neutral state;
When the drive source stop cancellation condition during travel is satisfied, the drive source that starts the drive source in a state where the command pressure of the hydraulic pressure supplied to the forward fastening element is higher than during the drive source stop control during travel Executing stop cancellation control, and
In executing the driving source stop cancellation control during traveling, if reverse rotation of the driving source is detected at the time of cancellation of the driving source stop control during traveling, the command pressure to the forward fastening element is set. Starting the drive source in a state of a predetermined value or less,
Vehicle control method.