WO2017135175A1 - Dispositif de commande de véhicule et procédé de commande de véhicule - Google Patents

Dispositif de commande de véhicule et procédé de commande de véhicule Download PDF

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Publication number
WO2017135175A1
WO2017135175A1 PCT/JP2017/003022 JP2017003022W WO2017135175A1 WO 2017135175 A1 WO2017135175 A1 WO 2017135175A1 JP 2017003022 W JP2017003022 W JP 2017003022W WO 2017135175 A1 WO2017135175 A1 WO 2017135175A1
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WIPO (PCT)
Prior art keywords
clutch
vehicle
engaged
vehicle control
fastening element
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PCT/JP2017/003022
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English (en)
Japanese (ja)
Inventor
太田　雄介
義祐 西廣
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ジヤトコ株式会社
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Publication of WO2017135175A1 publication Critical patent/WO2017135175A1/fr

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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
    • F16H61/02—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 characterised by the signals used
    • 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
    • F16H61/14—Control of torque converter lock-up clutches

Definitions

  • the present invention relates to a vehicle control device and a vehicle control method.
  • JP2013-213557A a vehicle control device that performs so-called sailing stop control, in which the clutch is disengaged and the automatic transmission is set to neutral (power cut-off state) and the drive source is stopped. It is disclosed.
  • Predetermined conditions include the condition that the shift lever is in the forward range, the vehicle speed is greater than or equal to the predetermined vehicle speed, the accelerator pedal is not depressed, the brake pedal is not depressed, and all of these conditions are satisfied Sailing stop control is executed. On the other hand, when at least one of these conditions is not satisfied, the sailing stop control is not executed and the sailing stop control is canceled.
  • the accelerator pedal is not depressed and the brake pedal is not depressed. Therefore, when the shift lever is operated during the sailing stop control and the shift lever is in the low speed range, it is considered that the driver intends to generate a braking force such as an engine brake.
  • the present invention has been invented to solve such a problem, and has an object to generate a braking force on a vehicle when a shift lever is in a low speed range during neutral traveling control.
  • a torque source having a lock-up clutch provided downstream of the drive source in the drive source and the power transmission path, and a downstream of the torque converter in the power transmission path.
  • An automatic transmission having a fastening element provided on a side of the vehicle, wherein the automatic transmission shifts during neutral travel control in which the automatic transmission is powered off during travel of the vehicle.
  • a vehicle control device is provided, which includes a control unit that fastens the lockup clutch and the fastening element.
  • a torque source having a lock-up clutch provided downstream of the drive source in the drive source and the power transmission path, and a torque converter in the power transmission path than the torque converter are provided.
  • a vehicle control device comprising a control unit that fastens the fastening element in a state where the lockup clutch is fastened.
  • the drive source and the power transmission path are provided on the downstream side of the drive source, the torque converter having a lock-up clutch, and the power transmission path from the torque converter And an automatic transmission having a fastening element provided on the downstream side, and a vehicle control method for controlling a vehicle, wherein the automatic transmission is in a power cut-off state during vehicle traveling.
  • the vehicle control method is provided, wherein the lockup clutch and the engagement element are engaged.
  • the drive source and the power transmission path are provided on the downstream side of the drive source, the torque converter having a lock-up clutch, and the power transmission path from the torque converter And an automatic transmission having a fastening element provided on the downstream side, and a vehicle control method for controlling a vehicle, wherein the automatic transmission is in a power cut-off state during vehicle traveling.
  • the vehicle control method is provided, wherein the fastening element is fastened while the lockup clutch is fastened.
  • the braking force when the shift range becomes the low speed range during the neutral traveling control, the braking force can be generated.
  • FIG. 1 is a schematic configuration diagram of a vehicle according to the present embodiment.
  • FIG. 2 is a flowchart for canceling the sailing stop control in the present embodiment.
  • FIG. 3 is a time chart when canceling the sailing stop control in the present embodiment.
  • FIG. 4 is a time chart for canceling the sailing stop control in the present embodiment.
  • FIG. 5 is a time chart when canceling the sailing stop control in the present embodiment.
  • the gear ratio is a value obtained by dividing the rotational speed of the input shaft of the continuously variable transmission by the rotational speed of the output shaft of the continuously variable transmission.
  • 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 (variator) 4, a hydraulic control circuit 5, a mechanical oil pump 6m, an electric oil pump 6e, and an alternator 7.
  • the engine controller 10 and the transmission controller 11 are provided.
  • the engine controller 10 and the transmission controller 11 correspond to a control unit.
  • the rotation generated by the engine 1 is transmitted to driving wheels (not shown) via the torque converter 2, the forward / reverse switching mechanism 3, the continuously variable transmission 4, the gear set 8, and the differential gear device 9. That is, the rotation of the engine 1 is transmitted from upstream to downstream in a power transmission path with the engine 1 side as the upstream and the drive wheel side as the downstream.
  • the torque converter 2, the forward / reverse switching mechanism 3, and the continuously variable transmission 4 constitute an automatic transmission 15.
  • the torque converter 2 has a lockup clutch 2a.
  • the 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 (fastening element) 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 clutch 3a fastened, torque from the engine 1 is provided.
  • the input rotation via the converter 2 is transmitted as it is to the primary pulley 4a, 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 states of the forward clutch 3a and the reverse brake 3b include “released”, “standby”, “slip”, and “engaged” states. These states are switched according to the hydraulic pressure supplied to each piston pressure receiving chamber.
  • Release is a state in which, for example, hydraulic pressure is not supplied to the forward clutch 3a, and the forward clutch 3a has no torque capacity.
  • “Standby” is a state in which, for example, hydraulic pressure is supplied to the forward clutch 3a, but the forward clutch 3a has no torque capacity. In the “standby” state, the forward clutch 3a is in a state immediately before having a torque capacity.
  • the “slip” is, for example, a forward / reverse switching mechanism when hydraulic pressure is supplied to the forward clutch 3a, the forward clutch 3a has torque capacity, and the forward clutch 3a is fastened between the input and output shafts of the forward / reverse switching mechanism 3.
  • 3 is a state in which a rotational speed difference taking into consideration a transmission gear ratio R1 of 3 is generated. In the “sliding” state, the torque capacity is smaller than the input torque of the forward clutch 3a.
  • the “engaged” means, for example, a forward / reverse switching mechanism when hydraulic pressure is supplied to the forward clutch 3a, the forward clutch 3a has a torque capacity, and the forward clutch 3a is engaged between the input / output shafts of the forward / reverse switching mechanism 3.
  • This is a state in which a rotational speed difference in consideration of the gear ratio R1 of 3 has not occurred.
  • the torque capacity is larger than the input torque of the forward clutch 3a.
  • the “engaged” state includes complete engagement in which the torque capacity is further increased after the torque capacity becomes larger than the input torque of the forward clutch 3a, and the torque capacity has a margin for the input torque.
  • the continuously variable transmission 4 includes a primary pulley 4a, a secondary pulley 4b, and a belt 4c.
  • 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 radius between the pulleys 4a, 4b and the belt 4c is changed.
  • the gear ratio of the step transmission 4 is changed.
  • the mechanical oil pump 6m is a mechanical oil pump that is driven by the rotation of the output shaft of the engine 1 being input. That is, the mechanical oil pump 6m is a driven machine.
  • the oil discharged from the mechanical oil pump 6m is supplied to the hydraulic control circuit 5 by driving the mechanical oil pump 6m.
  • engine 1 is stopped, mechanical oil pump 6m is not driven, and no oil is discharged from mechanical oil pump 6m.
  • the electric oil pump 6e is an electric oil pump that is driven by power supplied from a battery. By driving the electric oil pump 6e when the mechanical oil pump 6m is not driven, oil can be supplied to the hydraulic control circuit 5 even when the engine is stopped.
  • the alternator 7 is driven by the rotation of the output shaft of the engine 1. That is, the alternator 7 is a driven machine.
  • 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.
  • the hydraulic actuator is controlled based on the control signal from the transmission controller 11, the hydraulic supply path is switched, and the line pressure generated by the oil discharged from the mechanical oil pump 6m and the electric oil pump 6e.
  • the necessary hydraulic pressure is adjusted from 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.
  • the transmission controller 11 includes a CPU, a ROM, a RAM, and the like.
  • the function of the transmission controller 11 is exhibited by the CPU reading and executing a program stored in the ROM.
  • the engine controller 10 is similarly composed of a CPU, ROM, RAM, and the like.
  • the transmission controller 11 detects a signal from the accelerator pedal opening sensor 21 that detects the accelerator pedal opening APO corresponding to the operation amount of the accelerator pedal 41, and a brake fluid pressure BRP corresponding to the operation amount of the brake pedal 42.
  • a signal from the brake fluid pressure sensor 22 and a signal from the inhibitor switch 23 for detecting the position (shift range) of the shift lever 40 are input.
  • the transmission controller 11 also receives a signal from the engine speed sensor 24 that detects the engine speed Ne, which is the speed of the output shaft of the engine 1, and the speed of the primary pulley 4a of the continuously variable transmission 4 (forward / reverse travel).
  • 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. During the sailing stop control, the lockup clutch 2a is released.
  • the sailing stop conditions are, for example, the following conditions.
  • (A) The shift lever 40 is in the D range.
  • the vehicle speed VSP is equal to or higher than the first predetermined vehicle speed V1.
  • (C) The accelerator pedal 41 is not depressed.
  • (D) The brake pedal 42 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 sailing stop condition is not satisfied during the sailing stop control, the sailing stop control is canceled, the engine 1 is started, and the forward clutch 3a is engaged. That is, the sailing stop condition is also a sailing stop cancellation condition for canceling the sailing stop control.
  • the case where the shift lever 40 is in the low speed range is included as the sailing stop cancellation condition.
  • the low speed range is an S range, an L range, or the like. Note that, in a vehicle equipped with a sport mode, the case where the sport mode is turned on, for example, when the shift lever 40 is in the low speed range or the sport mode switch is turned on is included. Even if the shift lever 40 is in the D range, the sailing stop control is canceled when the shift lever 40 is operated in the low speed range.
  • the forward / reverse switching mechanism 3 is in a power cut-off state, and the automatic transmission 15 is in a neutral state. Further, since the engine 1 is stopped, the mechanical oil pump 6m is not driven. Therefore, during the sailing stop control, the necessary hydraulic pressure is supplied to the vehicle using the oil discharged from the electric oil pump 6e.
  • step S100 the transmission controller 11 determines whether a sailing stop cancellation condition (SS cancellation condition) is satisfied. Specifically, the transmission controller 11 determines whether any of the above (a) to (e) is not satisfied. If the sailing stop cancellation condition is satisfied, the process proceeds to step S101. If the sailing stop cancellation condition is not satisfied, the current process ends.
  • SS cancellation condition a sailing stop cancellation condition
  • step S101 the transmission controller 11 determines whether or not the shift lever 40 is in the low speed range. Whether the shift lever 40 is in the low speed range is detected based on a signal from the inhibitor switch 23. If the shift lever 40 is in the low speed range, the process proceeds to step S102. On the other hand, if the shift lever 40 is not in the low speed range, the process proceeds to step S106.
  • step S102 the transmission controller 11 and the engine controller 10 execute sailing stop cancellation control. Specifically, the transmission controller 11 engages the lockup clutch 2a, and the engine controller 10 starts the engine 1. That is, an engagement command is output to the lockup clutch 2a and a start command for the engine 1 is output. In this way, rotation synchronization control is performed with the lockup clutch 2a engaged.
  • the lockup clutch 2a is engaged before the forward clutch 3a synchronizes with the rotation in order to quickly execute fuel cut and operate the engine brake, as will be described in detail later. To do.
  • step S103 the transmission controller 11 determines whether or not the forward clutch 3a is synchronized in rotation. Specifically, the transmission controller 11 determines whether the relationship between the engine rotational speed Ne and the primary rotational speed Npri satisfies Expression (1).
  • the engine speed Ne is detected by a signal from the engine speed sensor 24.
  • Primary rotation speed Npri is detected based on a signal from primary rotation speed sensor 25.
  • R1 is the gear ratio of the forward / reverse switching mechanism 3 when the forward clutch 3a is engaged.
  • N1 is a first threshold value that is set in advance, and is a value that can be determined that the engagement shock can be suppressed when the forward clutch 3a is engaged while the lockup clutch 2a is engaged.
  • the first threshold N1 is smaller than a second threshold N2 described later.
  • the forward clutch 3a is used using the engine rotational speed Ne and the primary rotational speed Npri. Judging whether the rotation is synchronized.
  • the transmission controller 11 determines that the forward clutch 3a is rotationally synchronized when the expression (1) is satisfied, and determines that the forward clutch 3a is not rotationally synchronized when the expression (1) is not satisfied.
  • the process proceeds to step S104.
  • step S104 the transmission controller 11 ends the rotation synchronization control and executes the fastening control.
  • the transmission controller 11 increases the hydraulic pressure supplied to the forward clutch 3a and fastens the forward clutch 3a.
  • step S105 the engine controller 10 performs fuel cut to stop fuel injection to the engine 1. Thereby, the engine 1 becomes a load, and the engine brake operates. Further, the alternator 7 is driven by the rotation transmitted from the driving wheel, and the alternator regeneration is performed. The electric power generated by the alternator regeneration is stored in the battery.
  • step S106 the engine controller 10 starts the engine 1.
  • the rotation synchronization control is executed with the lockup clutch 2a released.
  • step S107 the transmission controller 11 determines whether or not the forward clutch 3a is synchronized in rotation. Specifically, the transmission controller 11 determines whether or not the relationship between the engine rotational speed Ne and the primary rotational speed Npri satisfies Expression (2).
  • N2 is a second threshold value set in advance, and is a value that can be determined to be able to suppress the occurrence of an engagement shock when the forward clutch 3a is engaged with the lockup clutch 2a released.
  • the second threshold N2 is larger than the first threshold N1.
  • the transmission controller 11 determines that the forward clutch 3a is rotationally synchronized when the expression (2) is satisfied, and determines that the forward clutch 3a is not rotationally synchronized when the expression (2) is not satisfied.
  • the process proceeds to step S108.
  • step S108 the transmission controller 11 ends the rotation synchronization control and executes the fastening control.
  • the transmission controller 11 increases the hydraulic pressure supplied to the forward clutch 3a and fastens the forward clutch 3a.
  • FIG. 3 is a time chart of this embodiment in which the sailing stop control is released in a state where the shift lever 40 is in the S range (low speed range) and the lockup clutch 2a is released.
  • the rotational speed Nin on the input side of the forward / reverse switching mechanism 3 is detected, the rotational speed Nin on the input side, the primary rotational speed Npri, and the forward / reverse switching mechanism 3 when the forward clutch 3a is engaged.
  • the rotation synchronization of the forward clutch 3a is determined. Specifically, when the expression (3) is satisfied, it is determined that the forward clutch 3a is rotationally synchronized.
  • N3 is a preset threshold value, and is set so that the occurrence of engagement shock is suppressed when the forward clutch 3a is engaged with the lockup clutch 2a being released.
  • the shift lever 40 is operated to the S range, a signal corresponding to the S range is detected as the signal of the inhibitor switch 23, the sailing stop control release condition is satisfied, the sailing stop release control is started, and the rotation synchronization control is started. Is started. As a result, the engine 1 is started, and the engine rotational speed Ne and the input-side rotational speed Nin are increased.
  • the engine rotational speed Ne is indicated by a solid line, and a part of the input side rotational speed Nin is indicated by a broken line. Since the lockup clutch 2a is released, the input side rotational speed Nin is lower than the engine rotational speed Ne.
  • the shift lever 40 when the shift lever 40 is in the S range, if the lockup clutch 2a is engaged after the forward clutch 3a is engaged, the engine brake is operated until the lockup clutch 2a is engaged. I can't.
  • the driven machine such as the alternator 7 positioned on the upstream side of the torque converter 2 cannot be driven by the rotation transmitted from the drive wheels.
  • the engine speed Ne when the fuel cut is executed immediately after the forward clutch 3a is engaged in a state where the lockup clutch 2a is not engaged is indicated by a dotted line. If the fuel cut is executed in a state where the lockup clutch 2a is not engaged, the engine speed Ne is suddenly reduced by the fuel cut, but the engine brake is not operated because the torque converter 2 is in the converter state. Also, alternator regeneration cannot be performed.
  • the engine brake can be operated and the alternator regeneration can be performed after the time t3 when the lockup clutch 2a is engaged.
  • the alternator regeneration cannot be performed during the time t2 and the time t3, the fuel cut cannot be performed, the engine brake cannot be operated, and the alternator regeneration cannot be performed.
  • the shift lever 40 is operated to the S range, a signal corresponding to the S range is detected as the signal of the inhibitor switch 23, the sailing stop control release condition is satisfied, and the lockup clutch 2a is started to be engaged. Sailing stop cancellation control is started, and rotation synchronization control is started. As a result, the engine rotation speed Ne and the input-side rotation speed Nin increase. When the lockup clutch 2a is engaged, the rotational speed Nin on the input side matches the engine rotational speed Ne.
  • the engine brake can be quickly activated, and the alternator regeneration can be quickly started.
  • rotation synchronization is determined under the same conditions as when the lockup clutch 2a is released, a pulling shock is generated when the forward clutch 3a is engaged.
  • the shift lever 40 is operated to the S range, a signal corresponding to the S range is detected as the signal of the inhibitor switch 23, the sailing stop control release condition is satisfied, and the lockup clutch 2a is started to be engaged. Sailing stop cancellation control is started, and rotation synchronization control is started. As a result, the engine rotation speed Ne and the input-side rotation speed Nin increase. When the lockup clutch 2a is engaged, the rotational speed Nin on the input side matches the engine rotational speed Ne.
  • the first threshold value N1 that is different from the second threshold value N2 when determining the rotation synchronization with the lockup clutch 2a released is used as the threshold value for determining the rotation synchronization with the lockup clutch 2a engaged.
  • the driver sets the shift lever 40 to the low speed range during the sailing stop control, it is considered that the driver expects the engine brake to operate.
  • the automatic transmission 15 is set in the power transmission state when the shift lever 40 is in the low speed range.
  • the engine brake is activated, and the braking force intended by the driver can be generated.
  • the rotation of the drive wheel can be transmitted to the alternator 7 and the mechanical oil pump 6m at an early stage, and the alternator regeneration, the hydraulic pressure supply by the mechanical oil pump 6m, etc. can be started quickly, and the electricity cost can be improved. . Moreover, the fuel cut of the engine 1 can be started quickly, and fuel consumption can be improved.
  • Executed rotation synchronization control when releasing the sailing stop control can suppress the engagement shock when the forward clutch 3a is engaged.
  • a sensor for detecting the rotational speed Nin on the input side of the forward / reverse switching mechanism 3 is not provided, and rotational synchronization is determined using the engine rotational speed Ne and the primary rotational speed Npri.
  • the rotation synchronization is accurately determined regardless of the state of the lockup clutch 2a by changing the threshold for determining the rotation synchronization depending on whether the lockup clutch 2a is engaged or released.
  • the threshold for determining the rotation synchronization depending on whether the lockup clutch 2a is engaged or released.
  • the first threshold value N1 for determining the rotation synchronization with the lockup clutch 2a engaged is made smaller than the second threshold value N2 for determining the rotation synchronization with the lockup clutch 2a released.
  • an accumulator may be provided in an oil passage that supplies hydraulic pressure to the forward clutch 3a.
  • you may provide a dish plate between the piston and plate which fasten the forward clutch 3a according to oil_pressure
  • the automatic transmission 15 having the forward / reverse switching mechanism 3 has been described, but the present invention may be applied to an automatic transmission having an auxiliary transmission mechanism.
  • the forward / reverse switching mechanism 3 and the subtransmission mechanism function as a power transmission mechanism.
  • the automatic transmission 15 may be configured to include a stepped transmission or a toroidal type continuously variable transmission instead of the continuously variable transmission 4.
  • the formula (1) and the formula (2) are used as a method for determining whether or not the forward clutch 3a is rotationally synchronized.
  • the formula (4) and the formula (5) are used for the determination. Also good.
  • N4 is a fourth threshold value set in advance, and is a value that can be determined to suppress the occurrence of an engagement shock when the forward clutch 3a is engaged with the lockup clutch 2a engaged.
  • N5 is a fifth threshold value set in advance, and is a value that can be determined to be able to suppress the occurrence of engagement shock when the forward clutch 3a is engaged with the lockup clutch 2a being released, and N4 Bigger than.
  • the method for determining whether or not the forward clutch 3a is rotationally synchronized is not limited to the formula (1), the formula (2), the formula (4), and the formula (5), and the rotation is performed when the sailing stop control is canceled. It is only necessary to accurately determine the synchronization and suppress the occurrence of the fastening shock.
  • sailing stop control has been described as an example of neutral travel control.
  • the neutral travel control may be, for example, sailing control in addition to the sailing stop control. That is, the above control can be applied when the neutral release condition is satisfied and the forward clutch 3a is engaged during the neutral traveling while the automatic transmission 15 is traveling in the neutral state.
  • Sailing control is executed by the transmission controller 11 and the engine controller 10 when a sailing establishment condition is established.
  • the sailing conditions are, for example, the following (a) to (d).
  • the shift lever 40 is in the D range.
  • the vehicle speed VSP is equal to or higher than the second predetermined vehicle speed V2.
  • the accelerator pedal 41 is not depressed.
  • the brake pedal 42 is not depressed.
  • the second predetermined vehicle speed V2 is a low vehicle speed lower than the first predetermined vehicle speed V1.
  • the sailing satisfaction 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 sailing release condition is satisfied when any of (a) to (d) is not established during the sailing control, or (e) when the shift lever 40 is in the low speed range.
  • the lockup clutch 2a is released during the sailing stop control.
  • the lockup clutch 2a is engaged during the sailing stop control. You may maintain in the state made. Thereby, it is not necessary to fasten the lockup clutch 2a when the sailing stop control is released, the number of times the lockup clutch 2a is fastened can be reduced, and the durability of the lockup clutch 2a can be improved.
  • the lockup clutch 2a can be used after the forward clutch 3a is engaged. Further, when the sailing stop condition is satisfied, the forward clutch 3a and the lockup clutch 2a can be simultaneously engaged.
  • the “predetermined neutral travel control cancellation condition” is not limited, but may include at least one of the following conditions, for example.
  • the drive source may be, for example, a motor, the engine 1 and the motor.
  • the transmission controller 11 and the engine controller 10 may constitute a single controller. Further, at least one of the transmission controller 11 and the engine controller 10 may be constituted by a plurality of controllers.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un dispositif de commande de véhicule qui est destiné à un véhicule ayant une transmission automatique, et qui est équipé d'une unité de commande qui, pendant la commande de déplacement neutre dans laquelle la transmission automatique arrête l'alimentation pendant le déplacement du véhicule, applique une force de freinage au véhicule si la plage de changement de vitesse de la transmission automatique passe à la plage inférieure.
PCT/JP2017/003022 2016-02-04 2017-01-27 Dispositif de commande de véhicule et procédé de commande de véhicule WO2017135175A1 (fr)

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JP2016-019767 2016-02-04
JP2016019767A JP6694286B2 (ja) 2016-02-04 2016-02-04 車両の制御装置、及び車両の制御方法

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WO2017135175A1 true WO2017135175A1 (fr) 2017-08-10

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5821059A (ja) * 1981-07-30 1983-02-07 Honda Motor Co Ltd 車両用変速機におけるトルクコンバ−タ用クラツチの作動制御装置
JPH0474581B2 (fr) * 1982-07-16 1992-11-26
JP5618006B2 (ja) * 2011-08-10 2014-11-05 トヨタ自動車株式会社 車両制御装置
JP2015161402A (ja) * 2014-02-28 2015-09-07 アイシン・エィ・ダブリュ株式会社 車両用駆動装置の制御装置
JP2016016753A (ja) * 2014-07-08 2016-02-01 ジヤトコ株式会社 駆動機構

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5821059A (ja) * 1981-07-30 1983-02-07 Honda Motor Co Ltd 車両用変速機におけるトルクコンバ−タ用クラツチの作動制御装置
JPH0474581B2 (fr) * 1982-07-16 1992-11-26
JP5618006B2 (ja) * 2011-08-10 2014-11-05 トヨタ自動車株式会社 車両制御装置
JP2015161402A (ja) * 2014-02-28 2015-09-07 アイシン・エィ・ダブリュ株式会社 車両用駆動装置の制御装置
JP2016016753A (ja) * 2014-07-08 2016-02-01 ジヤトコ株式会社 駆動機構

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JP2017137947A (ja) 2017-08-10

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