WO2017135175A1 - Vehicle control device, and vehicle control method - Google Patents

Abstract

This vehicle control device is for a vehicle having an automatic transmission, and is equipped with a control unit which, during a neutral drive control in which the automatic transmission is set to a power cut-off state during vehicle travel, causes the vehicle to generate braking force when the shift range of the automatic transmission has reached the low range.

Description

Vehicle control apparatus and vehicle control method

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

When a predetermined condition is satisfied, 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, is disclosed in JP2013-213557A. 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.

In the control device as described above, even when the shift lever is operated during the sailing stop control and the shift lever is in a low speed range such as the S range or the L range, the shift lever remains in the forward range. Therefore, the sailing stop control is not released.

During the sailing stop control, 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.

However, even if the driver intends to generate the braking force in this way, the shift lever is in the forward range, so that there is a problem that the braking force is not generated until the predetermined condition is not satisfied.

Such a problem occurs not only when releasing the sailing stop control, but also when the shift lever is in the low speed range during the neutral travel control that releases the clutch and neutralizes the automatic transmission during travel. Also occurs.

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.

According to an aspect of the present invention, 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. When the range becomes the low speed range, a vehicle control device is provided, which includes a control unit that fastens the lockup clutch and the fastening element.

According to another aspect of the present invention, 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. An automatic transmission having a fastening element provided on the downstream side, and an automatic transmission having a fastening element, wherein the automatic transmission has a power cut-off state while the vehicle is running. When the shift range becomes the low speed range, a vehicle control device is provided, comprising a control unit that fastens the fastening element in a state where the lockup clutch is fastened.

According to still another aspect of the present invention, 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. When the shift range of the automatic transmission becomes a low speed range, the vehicle control method is provided, wherein the lockup clutch and the engagement element are engaged.

According to still another aspect of the present invention, 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. When the shift range of the automatic transmission becomes a low speed range, the vehicle control method is provided, wherein the fastening element is fastened while the lockup clutch is fastened.

According to these aspects, 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.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the following, 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. In the present embodiment, the engine controller 10 and the transmission controller 11 correspond to a control unit.

In the vehicle, 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. 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. When the forward clutch 3a is 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. In the “engaged” state, 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. 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 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. When 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. In the hydraulic control circuit 5, 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. 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 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). From the primary rotational speed sensor 25 that detects the primary rotational speed Npri, which is the output side rotational speed of the switching mechanism 3, from the vehicle speed sensor 26 that detects the vehicle speed VSP, from the engine controller 10 that controls the engine 1. A signal relating to the engine torque Te is input.

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. During the sailing stop control, the lockup clutch 2a is released.

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.

The 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 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.

If 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.

In this embodiment, (e) 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.

When the sailing stop release condition is satisfied, normal traveling control is executed after the engine 1 is started and the sailing stop release control for engaging the forward clutch 3a is executed. In the sailing stop release control, the engagement control for engaging the forward clutch 3a is performed after the execution of the rotation synchronization control for starting the engine 1 and synchronizing the rotational speeds before and after the forward clutch 3a. Sailing stop control, sailing stop release control (rotation synchronization control, engagement control), and the like are executed by the transmission controller 11 and the engine controller 10.

During the sailing stop control, 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.

Next, the case of canceling the sailing stop control will be described with reference to the flowchart of FIG. Here, it is assumed that sailing stop control is executed.

In 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.

In 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.

In 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. When the shift lever 40 is in the low speed range, 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.

In 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.

| Ne- (R1 × Npri) | ≦ N1 (1)

“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.

In the present embodiment, since the turbine rotational speed of the torque converter 2 (the rotational speed Nin on the input side of the forward / reverse switching mechanism 3) is not detected, 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. When the engine 1 starts and the engine rotational speed Ne increases and the forward clutch 3a is synchronized in rotation, the process proceeds to step S104.

In 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.

In 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.

In step S106, the engine controller 10 starts the engine 1. When the shift lever 40 is not in the low speed range, the rotation synchronization control is executed with the lockup clutch 2a released.

In 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).

| Ne- (R1 × Npri) | ≦ N2 (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. When the engine 1 starts and the engine rotational speed Ne increases and the forward clutch 3a is synchronized in rotation, the process proceeds to step S108.

In 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.

Next, the case of canceling the sailing stop control will be described using a time chart. 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.

In this embodiment, 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. Based on the transmission gear ratio R1, 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.

| Nin− (R1 × Npri) | ≦ N3 (3)

“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.

At time t0, 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. In FIG. 3, 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.

Further, when the rotation synchronization control is started, a standby pressure is supplied to the forward clutch 3a as a preparation stage for quickly engaging the forward clutch 3a, and the clutch stroke of the forward clutch 3a is increased.

When it is determined that the expression (3) is satisfied and the forward clutch 3a is rotationally synchronized at time t1, the rotational synchronization control is terminated and the engagement control is started. By executing the engagement control, the command pressure of the forward clutch 3a rapidly increases, the clutch stroke increases, and the forward clutch 3a is engaged.

At time t2, when the fastening control is finished, the sailing stop release control is finished, and normal traveling control is started. When the forward clutch 3a is engaged, engagement of the lockup clutch 2a is started. After the time t2, the rotation speed Nin and the primary rotation speed Npri coincide with the rotation speed obtained by multiplying the speed ratio R1 of the forward / reverse switching mechanism 3 when the forward clutch 3a is engaged.

As in this embodiment, 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. In addition, 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.

In FIG. 3, 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.

In this embodiment, the engine brake can be operated and the alternator regeneration can be performed after the time t3 when the lockup clutch 2a is engaged. However, 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.

On the other hand, it is conceivable that the lock-up clutch 2a is engaged to synchronize the rotation and the forward clutch 3a is engaged. Next, an embodiment in this case will be described with reference to the time chart of FIG.

At time t0, 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.

Further, when the standby pressure is supplied to the forward clutch 3a, the clutch stroke of the forward clutch 3a is increased.

When it is determined that the expression (3) is satisfied and the forward clutch 3a is rotationally synchronized at time t1, the rotational synchronization control is terminated and the engagement control is started. Thereby, the forward clutch 3a is fastened. When the lockup clutch 2a is engaged and the forward clutch 3a is engaged, if the rotation synchronization is determined under the same conditions as in FIG. 3 where the lockup clutch 2a is not engaged, the forward clutch 3a is Pulling shock (fastening shock) occurs when fastening.

At time t2, when the fastening control is finished, the sailing stop release control is finished, and normal traveling control is started. Here, since the lock-up clutch 2a is engaged, it is possible to perform fuel cut immediately after starting the traveling control, operate the engine brake, and perform alternator regeneration.

As described above, when the lock-up clutch 2a is engaged and the rotation is synchronized, and the forward clutch 3a is engaged, the engine brake can be quickly activated, and the alternator regeneration can be quickly started. However, if 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.

Next, the case of using another embodiment will be described with reference to the time chart of FIG. In FIG. 5, for the sake of explanation, some of the changes such as the rotation speed in FIG. 4 are indicated by dotted lines.

At time t0, 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.

Further, when the standby pressure is supplied to the forward clutch 3a, the clutch stroke of the forward clutch 3a is increased.

At time t1, when it is determined that the expression (1) is satisfied and the forward clutch 3a is rotationally synchronized, the rotational synchronization control is terminated and the engagement control is started. Thereby, the forward clutch 3a is fastened.

In this embodiment, 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. Provide. Thereby, even if it determines rotational synchronization in the state which fastened the lockup clutch 2a, and fastens the forward clutch 3a, generation | occurrence | production of a pulling shock can be suppressed.

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

When releasing the sailing stop control, when the shift lever 40 is in the low speed range, the braking force according to the braking intention of the driver can be generated by operating the engine brake.

When 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. In this embodiment, when the sailing stop control is canceled, the automatic transmission 15 is set in the power transmission state when the shift lever 40 is in the low speed range. As a result, the engine brake is activated, and the braking force intended by the driver can be generated.

When releasing the sailing stop control, if the shift lever 40 is in the low speed range, the forward clutch 3a is engaged with the lockup clutch 2a engaged. Thereby, after canceling | saving sailing stop control, an engine brake can be act | operated rapidly according to a driver | operator's braking intention.

Further, 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.

When releasing the sailing stop control, if the shift lever 40 is not in the low speed range, the forward clutch 3a is engaged with the lockup clutch 2a released. Thereby, when the forward clutch 3a is engaged, the torque converter 2 is in the converter state, and the occurrence of the engagement shock can be suppressed.

Executed rotation synchronization control when releasing the sailing stop control can suppress the engagement shock when the forward clutch 3a is engaged. In this embodiment, 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.

In such a case, even if the rotational speed difference between the engine rotational speed Ne and the primary rotational speed Npri is the same, depending on whether the lockup clutch 2a is engaged or released, the rotational speed difference between the forward clutch 3a and the forward clutch 3a, that is, The rotation synchronization state is different.

In the present embodiment, 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. Thus, it is possible to suppress the occurrence of a fastening shock when the forward clutch 3a is fastened.

Specifically, 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. Thereby, irrespective of the state of the lock-up clutch 2a, it is possible to suppress the occurrence of an engagement shock when the forward clutch 3a is engaged.

Even when the shift lever 40 is in the low speed range and the sailing stop control is canceled, it is necessary to start the engine 1 in order to perform the rotation synchronization control. Therefore, when the sailing stop control is canceled, the engine 1 is started. . Further, after the forward clutch 3a is engaged, the fuel injection to the engine 1 is stopped and the fuel is cut. Thereby, generation | occurrence | production of the shock at the time of engaging the forward clutch 3a can be suppressed, an engine brake can be operated, and a fuel consumption 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 addition to the configuration of the above embodiment, for example, an accumulator may be provided in an oil passage that supplies hydraulic pressure to the forward clutch 3a. Moreover, you may provide a dish plate between the piston and plate which fasten the forward clutch 3a according to oil_pressure | hydraulic.

In the above embodiment, 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. Further, 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.

In the above embodiment, the formula (1) and the formula (2) are used as a method for determining whether or not the forward clutch 3a is rotationally synchronized. For example, the formula (4) and the formula (5) are used for the determination. Also good.

| R1-Ne / Npri | ≦ N4 (4)
| R1-Ne / Npri | ≦ N5 (5)

“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.

In the above embodiment, sailing stop control has been described as an example of neutral travel control. However, 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.

During sailing control, the engine 1 that is the drive source is not stopped.

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). (A) The shift lever 40 is in the D range. (B) The vehicle speed VSP is equal to or higher than the second predetermined vehicle speed V2. (C) The accelerator pedal 41 is not depressed. (D) 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.

In the above embodiment, the lockup clutch 2a is released during the sailing stop control. However, when the sailing stop condition is satisfied with the lockup clutch 2a engaged, 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.

When the sailing stop condition is satisfied, 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.

When such neutral travel control (sailing stop control) is performed, when a predetermined neutral travel control release condition is satisfied, the lockup clutch 2a is released, and the forward clutch is released with the lockup clutch 2a released. 3a is fastened.

The “predetermined neutral travel control cancellation condition” is not limited, but may include at least one of the following conditions, for example. As a result, the forward clutch 3a is fastened with the lock-up clutch 2a released, so that the fastening shock of the forward clutch 3a can be reduced.

(A) The accelerator pedal 41 is depressed, and the accelerator pedal opening APO is smaller than the predetermined opening APO1 (0 <APO <APO1).
(B) The accelerator pedal 41 is depressed, and the accelerator pedal opening APO becomes equal to or greater than the predetermined opening APO1 (APO1 ≦ APO).
(C) The brake pedal 42 is depressed.
(D) The vehicle speed VSP is less than the first predetermined vehicle speed V1 (VSP <V1).
(E) It is possible to add conditions other than (a) to (d) as conditions for canceling neutral travel control. In this case, the added condition is, for example, when the road is above a predetermined slope (climbing) Etc.).

In addition, it is suitable from a viewpoint of prevention of a fastening shock to include at least the condition (a) as the predetermined neutral traveling control cancellation condition.

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, at least one of the transmission controller 11 and the engine controller 10 may be constituted by a plurality of controllers.

This application claims priority based on Japanese Patent Application No. 2016-19767 filed with the Japan Patent Office on February 4, 2016, the entire contents of which are incorporated herein by reference.

Claims (9)

A driving source;
A torque converter provided on the downstream side of the drive source in the power transmission path and having a lock-up clutch; and an automatic transmission having a fastening element provided on the downstream side of the torque converter in the power transmission path; A vehicle control device comprising:
A control unit that engages the lock-up clutch and the engagement element when the shift range of the automatic transmission becomes a low speed range during neutral traveling control in which the automatic transmission is in a power cut-off state during vehicle traveling. Comprising
Vehicle control device. A driving source;
A torque converter provided on the downstream side of the drive source in the power transmission path and having a lock-up clutch; and an automatic transmission having a fastening element provided on the downstream side of the torque converter in the power transmission path; A vehicle control device comprising:
If the shift range of the automatic transmission becomes a low speed range during neutral travel control in which the automatic transmission is powered off while the vehicle is traveling, the fastening element is engaged with the lock-up clutch engaged. A control unit for
Vehicle control device. The vehicle control device according to claim 2,
When the control unit is in a state where the lockup clutch is engaged before the neutral travel control, the control unit maintains a state where the lockup clutch is engaged during the neutral travel control.
Vehicle control device. A vehicle control device according to any one of claims 1 to 3,
When the predetermined neutral traveling control release condition is satisfied, the control unit fastens the fastening element in a state where the lock-up clutch is released.
Vehicle control device. The vehicle control device according to claim 4,
When the control unit performs the rotation synchronization of the fastening element and fastens the fastening element with the lock-up clutch released when the fastening element is fastened from the state where the neutral traveling control is performed. The rotation synchronization and the rotation synchronization when the fastening element is fastened in a state where the lock-up clutch is fastened are determined with different threshold values.
Vehicle control device. The vehicle control device according to claim 5,
The first threshold value for determining the rotation synchronization when the engagement element is engaged with the lock-up clutch engaged is the first threshold value for determining the rotation synchronization when the engagement element is engaged with the lock-up clutch released. Smaller than the second threshold to
Vehicle control device. The vehicle control device according to any one of claims 1 to 6,
The control unit stops the drive source during the neutral travel control and, when fastening the fastening element from a state in which the neutral travel control is executed, starts the drive source and then starts the fastening element. And the drive source is stopped after the fastening element is fastened.
Vehicle control device. A driving source;
A torque converter provided on the downstream side of the drive source in the power transmission path and having a lock-up clutch; and an automatic transmission having a fastening element provided on the downstream side of the torque converter in the power transmission path; A vehicle control method for controlling a vehicle having
When the shift range of the automatic transmission becomes a low speed range during the neutral travel control in which the automatic transmission is powered off during vehicle travel, the lockup clutch and the fastening element are fastened.
Vehicle control method. A driving source;
A torque converter provided on the downstream side of the drive source in the power transmission path and having a lock-up clutch; and an automatic transmission having a fastening element provided on the downstream side of the torque converter in the power transmission path; A vehicle control method for controlling a vehicle having
If the shift range of the automatic transmission becomes a low speed range during neutral travel control in which the automatic transmission is powered off while the vehicle is traveling, the fastening element is engaged with the lock-up clutch engaged. To
Vehicle control method.

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