JP6985880B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device.

A continuously variable transmission called a CVT (Continuously Variable Transmission) is widely used in the power transmission system of a vehicle. The CVT has, for example, a primary pulley as an input side element to which power output from a drive source is input and a secondary pulley as an output side element to output power to the drive wheel side, and the primary pulley and the secondary pulley. A power transmission member such as a chain or a belt is wound between the and. By changing the winding diameter of the power transmission member in the primary pulley and the secondary pulley, the gear ratio can be changed steplessly (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2003-207003

By the way, in the power transmission system including the CVT, when the parking range is selected as the shift position by the driver, the rotation of the drive shaft on the drive wheel side of the secondary pulley is locked by the lock mechanism. Here, when the parking range is selected as the shift position when the vehicle is stopped on a slope, when the braking of the wheels by the braking device is released, the torsion torque from the drive wheel side with respect to the drive shaft due to the own weight of the vehicle. Works. Then, when the driver switches the shift position to a range other than the parking range in order to resume the running of the vehicle, the torsion torque is released as the drive shaft is unlocked by the lock mechanism. The resulting torque can be input to the CVT from the secondary pulley side. As a result, the power transmission member such as a chain or a belt may slip in the CVT, and the durability of the CVT may decrease.

Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to provide a new and improved vehicle capable of suppressing a decrease in durability of a continuously variable transmission. The purpose is to provide a control device.

In order to solve the above problems, according to a certain viewpoint of the present invention, a drive source, an input side element to which power output from the drive source is input, an output side element to output power to the drive wheel side, and the above. A stepless transmission having a power transmission member that transmits power between the input side element and the output side element, and driving on the drive wheel side from the output side element when a parking range is selected as the shift position. A vehicle control device comprising a locking mechanism that locks the rotation of the shaft and an output clutch that engages and disengages the transmission of power between the output side element and the drive shaft, wherein the vehicle stops on a slope. It is determined whether or not the vehicle is stopped, and when it is determined that the vehicle is stopped on a slope road, when the shift position is switched to the parking range, the engagement of the output clutch is released, and then the engagement of the output clutch is released. Provided is a vehicle control device comprising a control unit for refastening the output clutch after the shift position has been switched to a range other than the parking range.

The control unit may release the engagement of the output clutch by putting the output clutch in a half-clutch state when the shift position is switched to the parking range when the vehicle is stopped on a slope road.

The control unit controls the hydraulic pressure supplied to the output clutch according to the oil temperature of the hydraulic oil of the output clutch when the shift position is switched to the parking range when the vehicle is stopped on a slope road. The output clutch may be put into a half-clutch state.

The control unit has the output side rotation speed of the output clutch after the shift position has been switched to the parking range when the vehicle is stopped on a slope road, and after the shift position has been switched to a range other than the parking range. When it is determined that the fluctuation of the output clutch is stable, the re-engagement of the output clutch may be started.

The vehicle is provided with an input clutch for engaging and disengaging the transmission of power between the drive source and the input side element, and the control unit receives the shift position when the shift position is switched to a range other than the traveling range. After the input clutch is opened and the shift position is switched to the parking range when the vehicle is stopped on a slope road, it is determined that the re-engagement of the output clutch is completed, and the shift position is set to the traveling range. When the switch is made, the input clutch may be engaged.

The vehicle is provided with an input clutch for connecting and disconnecting the transmission of power between the drive source and the input side element, and the control unit switches the shift position to the parking range when the vehicle is stopped on a slope road. When the pressure is increased, the line pressure, which is the original pressure of the hydraulic pressure supplied to the continuously variable transmission, the input clutch, and the output clutch, may be increased as compared with that before the shift position is switched.

When the shift position is switched to the parking range when the vehicle is stopped on a slope, the control unit performs the line according to the oil temperature of the hydraulic oil of the continuously variable transmission, the input clutch and the output clutch. The pressure may be increased.

The drive source includes an engine, the vehicle is provided with an oil pump driven by the engine to generate the line pressure, and the control unit moves the shift position to the parking range when the vehicle is stopped on a slope. When the engine is switched, the line pressure may be increased by increasing the idle speed of the engine as compared with that before the shift position is switched.

As described above, according to the present invention, it is possible to suppress a decrease in durability of the continuously variable transmission.

It is a schematic diagram which shows an example of the schematic structure of the power transmission system which concerns on embodiment of this invention. It is a block diagram which shows an example of the functional structure of the control device which concerns on the same embodiment. It is a flowchart which shows an example of the flow of the process performed by the control device which concerns on the same embodiment. It is explanatory drawing which shows an example of the transition of each state quantity at the time of stopping on a slope road in the case where control is performed by the control device which concerns on the said embodiment. In the case where control is performed by the control device according to the same embodiment, power transmission by the forward / backward switching mechanism and the output clutch in the power transmission system after the shift position is switched to the parking range when the vehicle is stopped on a slope road. It is a figure for demonstrating the disconnection state. It is explanatory drawing which shows an example of the transition of each state quantity at the time of stopping on a slope road in the case where control is performed by the control device which concerns on a reference example. When the control device according to the reference example is used, the power transmission is cut off by the forward / backward switching mechanism and the output clutch in the power transmission system after the shift position is switched to the parking range when the vehicle is stopped on a slope. It is a figure for demonstrating the contact state.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the present specification and the drawings, components having substantially the same functional configuration are designated by the same reference numerals, and duplicate description will be omitted.

<1. Power transmission system configuration>
First, the configuration of the power transmission system 1 according to the embodiment of the present invention will be described with reference to FIGS. 1 and 2. The power transmission system 1 is only an example of a power transmission system to which the control device 100 according to the present embodiment is applied, and the power transmission system to which the control device 100 is applied is not particularly limited to such an example.

FIG. 1 is a schematic diagram showing an example of a schematic configuration of the power transmission system 1 according to the present embodiment. FIG. 2 is a block diagram showing an example of the functional configuration of the control device 100 according to the present embodiment.

The power transmission system 1 is mounted on a vehicle, and for example, as shown in FIG. 1, an engine 10, a torque converter 20, a forward / backward switching mechanism 30, a CVT 40, an output clutch 50, a lock mechanism 60, and the like. It includes an oil pump 70, a valve unit 90, a control device 100, and each sensor.

In the power transmission system 1, for example, a torque converter 20, a forward / backward switching mechanism 30, a CVT 40, and an output clutch 50 are sequentially provided on the output side of the engine 10 in this order. The power output from the engine 10 is transmitted to the forward / backward switching mechanism 30 via the torque converter 20. The power transmitted to the forward / backward switching mechanism 30 is transmitted to the CVT 40 by switching the rotation direction to the forward direction or the backward direction. The power transmitted to the CVT 40 is changed by the CVT 40 and output to the drive wheel 18 side. The power output from the CVT 40 is transmitted to the drive wheels 18 via the output clutch 50, the drive shaft 15, the differential gear 16 and the axle 17.

The engine 10 is an internal combustion engine that generates power using gasoline or the like as fuel. The engine 10 corresponds to an example of a drive source according to the present invention. The engine 10 has a crankshaft 11 as an output shaft. A mechanical oil pump 70 is connected to the crankshaft 11 via a gear train 12. Further, the crankshaft 11 is connected to the torque converter 20.

The oil pump 70 is driven by the rotation of the crankshaft 11 of the engine 10 to generate hydraulic pressure supplied to the valve unit 90. The valve unit 90 is connected to the torque converter 20, the forward / backward switching mechanism 30, the CVT 40, and the output clutch 50 via an oil passage, and the hydraulic pressure supplied to each of these devices can be adjusted. The valve unit 90 is provided with a control valve (for example, a proportional electromagnetic control valve) for controlling the hydraulic pressure supplied to each device. The hydraulic pressure supplied from the oil pump 70 to the valve unit 90 corresponds to the line pressure which is the main pressure of the hydraulic pressure supplied to the torque converter 20, the forward / backward switching mechanism 30, the CVT 40, and the output clutch 50. Therefore, the oil pump 70 is driven by the engine 10 to generate line pressure.

The torque converter 20 includes a pump impeller 22 connected to the crankshaft 11 of the engine 10 via a front cover 23, and a turbine liner 21 facing the pump impeller 22 and connected to the turbine shaft 25. Hydraulic oil is supplied to the torque converter 20, and the power output from the engine 10 is transmitted from the pump impeller 22 to the turbine liner 21 via the hydraulic oil. Further, a lockup clutch 24 that directly connects the crankshaft 11 of the engine 10 and the turbine shaft 25 is provided in the torque converter 20. The turbine shaft 25 is connected to the forward / backward switching mechanism 30.

When the lockup clutch 24 is released (in other words, when the lockup state of the torque converter 20 is released), the power output from the engine 10 is transferred to the forward / backward switching mechanism 30 via the hydraulic oil. Be transmitted. On the other hand, when the lockup clutch 24 is engaged (in other words, when the torque converter 20 is in the lockup state), the power output from the engine 10 is directly transmitted to the forward / backward switching mechanism 30. ..

The forward / backward switching mechanism 30 includes a planetary gear 31, a forward clutch 32, and a reverse brake 33. Further, the forward / backward switching mechanism 30 is connected to the primary shaft 44 of the CVT 40. In the forward / backward switching mechanism 30, the rotation direction of the primary shaft 44 of the CVT 40 can be switched according to the engaged state of the forward clutch 32 and the reverse brake 33. When the forward clutch 32 is engaged and the reverse brake 33 is released, the input shaft 34 connected to the turbine shaft 25 is directly connected to the primary shaft 44, so that the primary shaft 44 rotates in the forward rotation direction and the vehicle It is possible to drive forward. Further, when the forward clutch 32 is released and the reverse brake 33 is engaged, the input shaft 34 is connected to the primary shaft 44 via the planetary gear 31, so that the primary shaft 44 rotates in the reverse direction and the vehicle travels backward. Is possible.

Further, when both the forward clutch 32 and the reverse brake 33 are released, the power from the engine 10 is not transmitted to the primary shaft 44. On the other hand, as described above, when either the forward clutch 32 or the reverse brake 33 is engaged, the power from the engine 10 is transmitted to the primary shaft 44. The power transmitted to the primary shaft 44 is transmitted to the primary pulley 41 of the CVT 40. Therefore, the forward / backward switching mechanism 30 disconnects and disconnects the power transmission between the engine 10 and the primary pulley 41. As described above, the forward / backward switching mechanism 30 corresponds to an example of the input clutch according to the present invention, which connects and disconnects the transmission of power between the drive source and the input side element in the continuously variable transmission. The state in which both the forward clutch 32 and the reverse brake 33 are released corresponds to the state in which the forward / backward switching mechanism 30 as an input clutch is released, and the state in which either the forward clutch 32 or the reverse brake 33 is engaged is an input. This corresponds to a state in which the forward / backward switching mechanism 30 as a clutch is engaged.

The CVT 40 includes a primary pulley 41, a secondary pulley 42, a chain 43, a primary shaft 44, and a secondary shaft 45. The primary pulley 41 corresponds to an example of an input side element to which the power output from the drive source is input. Further, the secondary pulley 42 corresponds to an example of an output side element that outputs power to the drive wheel side. Further, the chain 43 corresponds to an example of a power transmission member that transmits power between an input side element and an output side element. As described above, the CVT 40 corresponds to an example of the continuously variable transmission according to the present invention, which has an input side element, an output side element, and a power transmission member.

The primary shaft 44 and the secondary shaft 45 are arranged in parallel with each other, the primary pulley 41 is fixed to the primary shaft 44, and the secondary pulley 42 is fixed to the secondary shaft 45. A chain 43 for transmitting power between the primary pulley 41 and the secondary pulley 42 is wound around the primary pulley 41 and the secondary pulley 42. Each pulley is provided with a fixed sheave and a movable sheave, and the chain 43 is sandwiched between the fixed sheave and the movable sheave. Specifically, the chain 43 is sandwiched by pressing the movable sheave toward the fixed sheave side by the hydraulic pressure supplied to each pulley. By adjusting the hydraulic pressure supplied to each pulley, the holding pressure of the chain 43 in each pulley is adjusted, and the winding radius of the chain 43 on each pulley is adjusted. Thereby, the gear ratio of the CVT 40 is adjusted. The CVT 40 shifts the power input to the primary shaft 44 at the gear ratio adjusted in this way and outputs the power to the secondary shaft 45. The secondary shaft 45 is connected to the drive shaft 15 via the gear train 13 and the output clutch 50.

The output clutch 50 engages or disengages between the secondary shaft 45 and the drive shaft 15. Specifically, the output clutch 50 is a friction type clutch, and is transmitted to an input side member 51 provided on the input side (secondary shaft 45 side) to which power output from the engine 10 is input and to the output clutch 50. It is configured to include an output side member 52 provided on the output side (drive shaft 15 side) from which the power to be output is output. Specifically, the input side member 51 and the output side member 52 are engaged with each other by facing each other in the axial direction of the drive shaft 15 and being pressed against each other in the axial direction. More specifically, the output clutch 50 is provided with a piston that presses one of the input side member 51 and the output side member 52 against the other, and the piston is pressed by the hydraulic pressure supplied to the output clutch 50. The input side member 51 and the output side member 52 are pressed against each other.

When the output clutch 50 is engaged, power is transmitted between the secondary shaft 45 and the drive shaft 15. On the other hand, when the output clutch 50 is released, the power transmission is cut off between the secondary shaft 45 and the drive shaft 15. Therefore, the output clutch 50 disconnects and disconnects the power transmission between the secondary pulley 42 and the drive shaft 15. In this way, the output clutch 50 connects and disconnects the transmission of power between the output side element and the drive shaft in the continuously variable transmission. In the present specification, when the engagement of the output clutch 50 is released, the output clutch 50 is in a half-clutch state (in other words, a state in which the input side member 51 and the output side member 52 are engaged while sliding). This includes both the case where the output clutch 50 is released (in other words, the state where the input side member 51 and the output side member 52 are separated from each other).

The drive shaft 15 is connected to the drive wheels 18 via the differential gear 16 and the axle 17. The power transmitted to the drive shaft 15 via the output clutch 50 is distributed and transmitted to the left and right drive wheels 18 via the axle 17 by the differential gear 16. The drive wheel 18 may be a front wheel or a rear wheel. Further, the power transmitted to the drive shaft 15 may be transmitted to both the front wheels and the rear wheels via a propeller shaft (not shown).

A parking gear 14 is provided on the drive shaft 15, and a lock mechanism 60 is configured including the parking gear 14 and the parking pole 19. The parking pole 19 is provided swingably in the power transmission system 1 so as to be able to mesh with the parking gear 14. When a parking range (hereinafter referred to as P range) is selected as the shift position, a drive device (for example, an electric motor) (not shown) operates to drive the parking pole 19 to swing and swing the parking gear. It meshes with 14. As a result, the rotation of the drive shaft 15 is locked. In this way, the lock mechanism 60 locks the rotation of the drive shaft 15 when the P range is selected as the shift position. The drive of the drive device may be performed by, for example, another control device different from the control device 100.

The drive shaft 15 is an example of a shaft provided on the drive wheel 18 side of the secondary pulley 42, which is an output side element of the CVT 40, and whose rotation can be locked by the lock mechanism 60. Therefore, as a drive shaft provided on the drive wheel 18 side of the secondary pulley 42, another drive shaft different from the drive shaft 15 may be locked by the lock mechanism 60.

As described above, each sensor may be provided in the power transmission system 1. For example, the power transmission system 1 includes an engine rotation sensor 201, a primary rotation sensor 202, a secondary rotation sensor 203, an output clutch rotation sensor 204, an inhibitor switch 205, an acceleration sensor 206, a vehicle speed sensor 207, and an oil temperature. It includes a sensor 208 and an accelerator opening sensor 209.

The engine rotation sensor 201 detects the rotation speed of the engine 10 and outputs the detection result.

The primary rotation sensor 202 detects the rotation speed of the primary shaft 44 and outputs the detection result.

The secondary rotation sensor 203 detects the rotation speed of the secondary shaft 45 and outputs the detection result.

The output clutch rotation sensor 204 uses the rotation speed of the input side member 51 of the output clutch 50 (hereinafter, also referred to as an input side rotation speed) and the rotation speed of the output side member 52 (hereinafter, also referred to as an output side rotation speed), respectively. Detects and outputs the detection result.

The inhibitor switch 205 detects the shift position selected by the driver and outputs the detection result. The driver can switch the shift position, for example, by manipulating the position of the shift lever of the vehicle. In that case, the inhibitor switch 205 detects the selected shift position based on the position of the shift lever.

The acceleration sensor 206 detects the acceleration of the vehicle and outputs the detection result.

The vehicle speed sensor 207 detects the vehicle speed, which is the speed of the vehicle, and outputs the detection result.

The oil temperature sensor 208 detects the oil temperature of the hydraulic oil of the torque converter 20, the forward / backward switching mechanism 30, the CVT 40, and the output clutch 50, and outputs the detection result.

The accelerator opening sensor 209 detects the accelerator opening corresponding to the amount of operation of the accelerator pedal by the driver, and outputs the detection result.

The control device 100 includes a CPU (Central Processing Unit) which is an arithmetic processing unit, a ROM (Read Only Memory) which is a storage element for storing programs and arithmetic parameters used by the CPU, and parameters which are appropriately changed in the execution of the CPU. It is composed of a RAM (Random Access Memory) or the like, which is a storage element for temporary storage.

Further, the control device 100 communicates with each device in the power transmission system 1. Communication between the control device 100 and each device is realized by using, for example, CAN (Control Area Area Network) communication. For example, the control device 100 communicates with each sensor in the engine 10, the valve unit 90, and the power transmission system 1. The function of the control device 100 according to the present embodiment may be divided by a plurality of control devices, and in that case, the plurality of control devices may be connected to each other via a communication bus such as CAN. For example, the function related to the control of the engine 10 of the control device 100 and the function related to the control of the torque converter 20, the forward / backward switching mechanism 30, the CVT 40, and the output clutch 50 may be divided into different control devices.

The control device 100 includes, for example, an acquisition unit 110 and a control unit 120, as shown in FIG.

The acquisition unit 110 acquires various information used in the processing performed by the control device 100. Further, the acquisition unit 110 outputs the acquired information to the control unit 120.

For example, the acquisition unit 110 acquires the detection result output from each sensor by communicating with each sensor in the power transmission system 1.

The control unit 120 executes each process using the information acquired by the acquisition unit 110. Specifically, the control unit 120 controls the operations of the engine 10, the torque converter 20, the forward / backward switching mechanism 30, the CVT 40, and the output clutch 50 according to the traveling state of the vehicle.

The control unit 120 includes, for example, an engine control unit 121, a torque converter control unit 122, a forward / backward switching mechanism control unit 123, a CVT control unit 124, and an output clutch control unit 125.

The engine control unit 121 controls the operation of the engine 10. Specifically, the engine control unit 121 controls the throttle opening degree, the ignition timing, the fuel injection amount, and the like by controlling the operation of each device in the engine 10. Thereby, the engine control unit 121 can control the output of the engine 10.

Specifically, the engine control unit 121 controls the output of the engine 10 in response to an acceleration request. When the vehicle speed is relatively low and an acceleration request is not generated (for example, immediately before the vehicle is stopped or while the vehicle is stopped), the engine control unit 121 basically secures sufficient responsiveness at the time of re-acceleration or restart. The engine 10 is idle-operated at an idle speed that can be obtained. Further, the acceleration request can be calculated based on the detection result of the accelerator opening degree.

The torque converter control unit 122 controls the operation of the torque converter 20. Specifically, the torque converter control unit 122 controls the hydraulic pressure supplied to the lockup clutch 24 by controlling the operation of the valve unit 90. Thereby, the torque converter control unit 122 can control the lockup state of the torque converter 20.

Specifically, the torque converter control unit 122 puts the torque converter 20 in a lock-up state when the vehicle speed is higher than the threshold value, and releases the lock-up state of the torque converter 20 when the vehicle speed is equal to or lower than the threshold value. The above threshold value can be appropriately set according to the design specifications of the vehicle.

The forward / backward switching mechanism control unit 123 controls the operation of the forward / backward switching mechanism 30. Specifically, the forward / backward switching mechanism control unit 123 controls the hydraulic pressure supplied to the forward clutch 32 and the reverse brake 33 by controlling the operation of the valve unit 90. As a result, the forward / backward switching mechanism control unit 123 can control the fastening state of the forward / backward switching mechanism 30.

The forward / backward switching mechanism control unit 123 basically controls the fastened state of the forward / backward switching mechanism 30 according to the shift position. For example, the forward / backward switching mechanism control unit 123 opens the forward / backward switching mechanism 30 when the shift position is in the P range or the neutral range (hereinafter, also referred to as N range). Further, for example, the forward / backward switching mechanism control unit 123 may use the forward / backward switching mechanism 30 when the shift position is in the drive range (hereinafter, also referred to as D range) or the reverse range (hereinafter, also referred to as R range). To conclude. The forward / backward switching mechanism 30 is fastened so that the primary shaft 44 rotates in the forward rotation direction when the shift position is in the D range and the primary shaft 44 rotates in the reverse direction when the shift position is in the R range. Will be done. The D range and R range are also collectively referred to as a traveling range.

The CVT control unit 124 controls the operation of the CVT 40. Specifically, the CVT control unit 124 controls the hydraulic pressure supplied to the primary pulley 41 and the secondary pulley 42 by controlling the operation of the valve unit 90. Thereby, the CVT control unit 124 can control the gear ratio of the CVT 40.

Specifically, the CVT control unit 124 determines the target gear ratio based on the vehicle speed and the accelerator opening degree, and controls the gear ratio of the CVT 40 so as to approach the target gear ratio. For example, the CVT control unit 124 controls the gear ratio of the CVT 40 based on the detection results of the rotation speed of the primary shaft 44 and the rotation speed of the secondary shaft 45.

The output clutch control unit 125 controls the operation of the output clutch 50. Specifically, the output clutch control unit 125 controls the hydraulic pressure supplied to the output clutch 50 by controlling the operation of the valve unit 90. As a result, the output clutch control unit 125 can control the engaged state of the output clutch 50.

The output clutch control unit 125 basically engages the output clutch 50. On the other hand, the output clutch control unit 125 performs hydraulic control according to the input torque of the output clutch 50, and slips the output clutch when an external force other than the input torque from the drive source is input from the drive wheel 18 side, and the CVT 40. To protect.

In the control device 100 according to the present embodiment, when the shift position is switched to the P range when the vehicle is stopped on a slope road, torque is input to the CVT 40 due to the torsional torque acting on the drive shaft 15. Gradient path P range control, which is a control for suppressing, is executed. This makes it possible to suppress a decrease in the durability of the CVT 40, which is a continuously variable transmission. Therefore, among the controls performed by the control device 100, the gradient path P range control will be described below. In addition, in this specification, a gradient road includes both an uphill and a downhill.

In the following, control is performed during normal times when the slope road P range control is not executed (for example, when the vehicle is stopped on a slope road and the P range is not switched, when the vehicle is stopped on a flat ground or when the vehicle is running, etc.). The control performed by the device 100 is called normal control. In normal control, each device of the power transmission system 1 is appropriately controlled according to the traveling state of the vehicle, as described above.

<2. Control device operation>
Subsequently, the operation of the control device 100 according to the present embodiment will be described with reference to FIGS. 3 to 7.

FIG. 3 is a flowchart showing an example of the flow of processing performed by the control device 100 according to the present embodiment. The control flow shown in FIG. 3 is repeated, for example, at preset time intervals. The control flow shown in FIG. 3 is started in a state where the gradient path P range control is not executed (in other words, a state where normal control is executed).

When the control flow shown in FIG. 3 is started, first, in step S501, the control unit 120 determines whether or not the vehicle is stopped on the slope road. If it is determined that the vehicle is stopped on the slope road (step S501 / YES), the process proceeds to step S503. On the other hand, when it is not determined that the vehicle is stopped on the slope road (step S501 / NO), the determination process of step S501 is repeated.

For example, when the vehicle speed is _{equal to or less than the vehicle speed reference value V 0} and the absolute value of the front-rear direction component of the vehicle acceleration is equal to or greater than the _{acceleration reference value G 0, the control unit 120 determines the vehicle.} Is determined to be stopped on a slope. Specifically, the vehicle speed reference value V ₀ is appropriately set to a value that can appropriately determine whether or not the vehicle is stopped. Specifically, the acceleration reference value G ₀ appropriately determines whether or not the vehicle is located on a road surface having a gradient such that a torsion torque can act on the drive shaft 15 when the drive shaft 15 is locked. It is set to a value that can be determined as appropriate. Specifically, the predetermined time is appropriately set to a value at which it can be determined that the change in the absolute value of the front-rear direction component of the vehicle speed and the acceleration of the vehicle is stable.

In step S503, the control unit 120 determines whether or not the shift position has been switched to the P range. If it is determined that the shift position has been switched to the P range (step S503 / YES), the process proceeds to step S505. On the other hand, when it is not determined that the shift position has been switched to the P range (step S503 / NO), the determination process of step S503 is repeated.

For example, when the predetermined time elapses after the control unit 120 switches from the state in which the signal indicating the range other than the P range is output from the inhibitor switch 205 to the state in which the signal indicating the P range is output as the detection result. It is determined that the shift position has been switched to the P range. Specifically, the predetermined time is appropriately set to a value at which it can be determined that the detection result from the inhibitor switch 205 is not temporarily changed due to noise or the like.

The control after step S505 described below corresponds to the gradient road P range control executed by the control device 100 when the shift position is switched to the P range when the vehicle is stopped on the gradient road.

Next, in step S505, the output clutch control unit 125 puts the output clutch 50 in a half-clutch state. Specifically, the output clutch control unit 125 controls the hydraulic pressure supplied to the output clutch 50 to bring the output clutch 50 into a half-clutch state.

For example, the output clutch control unit 125 determines the hydraulic pressure obtained by adding a value corresponding to the temperature of the hydraulic oil in the output clutch 50 to the learned value obtained in the learning control as a semi-clutch oil pressure P _0. Output clutch control unit 125, the hydraulic pressure supplied to the output clutch 50 by controlling the half-clutch oil pressure P ₀ which is determined in this manner, it is possible to output clutch 50 to the half-clutch state.

In the above learning control, specifically, the learning value is determined based on the comparison result between the hydraulic pressure actually supplied to the output clutch 50 and the slip state between the input side member 51 and the output side member 52 in the output clutch 50. It will be corrected. The information indicating the learning value can be stored in the storage element of the control device 100. By utilizing such a learned value, the output clutch control unit 125 may determine the value of the half-clutch oil pressure P _0. Specifically, the half-clutch hydraulic pressure P ₀ causes slippage between the input side member 51 and the output side member 52 when the torque caused by the torsional torque acting on the drive shaft 15 is not input to the output clutch 50. It is determined to be a value that can realize the engaged state of the output clutch 50 that does not occur. For example, the half-clutch oil pressure P ₀ is determined according to the oil temperature-dependent characteristics of the hydraulic oil of the output clutch 50. In this way, the output clutch control unit 125 may put the output clutch 50 in a half-clutch state by controlling the hydraulic pressure supplied to the output clutch 50 according to the oil temperature of the hydraulic oil of the output clutch 50.

As described above, the control unit 120 releases the engagement of the output clutch 50 when the shift position is switched to the P range when the vehicle is stopped on a sloped road. Specifically, the control unit 120 releases the engagement of the output clutch 50 by putting the output clutch 50 in a half-clutch state.

Next, in step S507, the engine control unit 121 increases the idle speed of the engine 10. Specifically, the engine control unit 121 raises the idle rotation speed of the engine 10 as compared with that before the shift position is switched. As a result, the line pressure rises as compared with that before the shift position is switched.

For example, the engine control unit 121 raises the target line pressure, which is the target value of the line pressure, and is the target value of the idle rotation speed of the engine 10 so that the line pressure can be controlled to the target line pressure. Increase the target rotation speed. The engine control unit 121 can increase the line pressure along the target line pressure by controlling the idle rotation speed of the engine 10 to the target rotation speed that increases in this way.

Specifically, the target line pressure operates the forward / backward switching mechanism 30 and the output clutch 50 at the same time after the shift position is switched to the traveling range (for example, to switch the engaged state of the forward / backward switching mechanism 30 and the output clutch 50). Even when each piston of the above is driven at the same time), the value is determined so as to realize a state in which the hydraulic pressure supplied to each device of the power transmission system 1 is not insufficient. For example, the target line pressure is determined according to the oil temperature-dependent characteristics of the hydraulic oil of the CVT 40, the forward / backward switching mechanism 30, and the output clutch 50. Therefore, the target rotation speed is determined, for example, to a value corresponding to the oil temperature of the hydraulic oil of the CVT 40, the forward / backward switching mechanism 30, and the output clutch 50. In this way, the engine control unit 121 controls the idle rotation speed of the engine 10 to a target rotation speed according to the oil temperature of the hydraulic oil of the CVT 40, the forward / backward switching mechanism 30 and the output clutch 50, thereby adjusting the oil temperature to the oil temperature. The line pressure may be increased accordingly.

As described above, the control unit 120 raises the line pressure as compared with that before the shift position is switched. Specifically, the control unit 120 raises the line pressure by raising the idle rotation speed of the engine 10 as compared with that before switching the shift position. Further, the control unit 120 raises the line pressure according to, for example, the oil temperature of the hydraulic oil of the CVT 40, the forward / backward switching mechanism 30, and the output clutch 50.

Next, in step S509, the control unit 120 determines whether or not the shift position has been switched to a range other than the P range. When it is determined that the shift position has been switched to a range other than the P range (step S509 / YES), the process proceeds to step S511. On the other hand, when it is not determined that the shift position has been switched to a range other than the P range (step S509 / NO), the determination process of step S509 is repeated.

For example, when a predetermined time elapses after the control unit 120 switches from the state in which the signal indicating the P range is output as the detection result from the inhibitor switch 205 to the state in which the signal indicating the range other than the P range is output. It is determined that the shift position has been switched to a range other than the P range. Specifically, the predetermined time is appropriately set to a value at which it can be determined that the detection result from the inhibitor switch 205 is not temporarily changed due to noise or the like.

Here, when the shift position is switched to the P range, the rotation of the drive shaft 15 is locked by the lock mechanism 60 as described above. Therefore, when the vehicle is stopped on a slope, the torsion torque from the drive wheels 18 acts on the drive shaft 15 by releasing the braking of the wheels by the braking device as the brake operation by the driver is released. obtain. The torsional torque acting on the drive shaft 15 is released by unlocking the drive shaft 15 by the lock mechanism 60 when the shift position is switched to a range other than the P range. Then, the torque caused by the release of the torsion torque is input to the output side member 52 of the output clutch 50.

In step S511, the control unit 120 determines whether or not the fluctuation of the output side rotation speed of the output clutch 50 is stable. When it is determined that the fluctuation of the output side rotation speed of the output clutch 50 is stable (step S511 / YES), the process proceeds to step S513. On the other hand, when it is not determined that the fluctuation of the output side rotation speed of the output clutch 50 is stable (step S511 / NO), the determination process of step S511 is repeated.

For example, the control unit 120 has detected that the output side rotation speed of the output clutch 50 is equal to or higher than the rotation speed reference value, and the change rate of the output side rotation speed of the output clutch 50 is equal to or higher than the change rate reference value. When a predetermined time elapses later, it is determined that the fluctuation of the output side rotation speed of the output clutch 50 is stable. Specifically, the rotation speed reference value and the rate of change reference value are such that the torque caused by the release of the torsion torque as the drive shaft 15 is unlocked is applied to the output side member 52 of the output clutch 50. It is appropriately set to a value that can appropriately determine whether or not it has been input. Specifically, during the above predetermined time, the range of fluctuation of the output side rotation speed of the output clutch 50 is compared from the time when the torque due to the release of the torsion torque is input to the output side member 52 of the output clutch 50. It is appropriately set to the time expected to take until the target becomes smaller.

The control unit 120 has detected that the output-side rotation speed of the output clutch 50 is equal to or higher than the rotation speed reference value, and the change rate of the output-side rotation speed of the output clutch 50 is equal to or higher than the change rate reference value. Later, it may be determined whether or not the fluctuation of the output side rotation speed of the output clutch 50 is stable based on the range of the fluctuation of the output side rotation speed of the output clutch 50.

In step S513, the output clutch control unit 125 starts re-engagement of the output clutch 50. Specifically, the output clutch control unit 125 reengages the output clutch 50 by controlling the hydraulic pressure supplied to the output clutch 50.

For example, the output clutch control unit 125 reengages the output clutch 50 by increasing the hydraulic pressure supplied to the output clutch 50 at a constant time change rate. As a result, the output clutch 50 can be re-engaged by shifting the engaged state of the output clutch 50 from the half-clutch state to the state in which slip does not occur between the input side member 51 and the output side member 52.

As described above, the control unit 120 releases the engagement of the output clutch 50 when the shift position is switched to the P range when the vehicle is stopped on a slope road, and then the shift position is switched to a range other than the P range. After that, the output clutch 50 is re-engaged. Specifically, the control unit 120 re-engages the output clutch 50 when it is determined that the fluctuation of the output side rotation speed of the output clutch 50 is stable after the shift position is switched to a range other than the P range. To start.

Next, in step S515, the control unit 120 determines whether or not the re-engagement of the output clutch 50 has been completed. When it is determined that the re-engagement of the output clutch 50 is completed (step S515 / YES), the process proceeds to step S517. On the other hand, when it is not determined that the re-engagement of the output clutch 50 is completed (step S515 / NO), the determination process of step S515 is repeated.

For example, the control unit 120 determines that the hydraulic pressure supplied to the output clutch 50 when a predetermined time has elapsed in a state is pressure reference value P ₁ or more, re-engagement of the output clutch 50 is completed. Specifically, the hydraulic pressure reference value P ₁ is set to a pressure at which the movement of the piston that presses one of the input side member 51 and the output side member 52 of the output clutch 50 against the other is stopped. Specifically, the predetermined time is appropriately set to a value at which it can be determined that the increase in the hydraulic pressure supplied to the output clutch 50 has been completed.

In step S517, the control unit 120 determines whether or not the shift position has been switched to the traveling range (for example, the D range or the R range). When it is determined that the shift position has been switched to the traveling range (step S517 / YES), the process proceeds to step S519. On the other hand, when it is not determined that the shift position has been switched to the traveling range (step S517 / NO), the determination process of step S517 is repeated.

For example, when a predetermined time elapses after the control unit 120 switches from a state in which a signal indicating a range other than the traveling range is output from the inhibitor switch 205 to a state in which a signal indicating a traveling range is output as a detection result. It is determined that the shift position has been switched to the traveling range. Specifically, the predetermined time is appropriately set to a value at which it can be determined that the detection result from the inhibitor switch 205 is not temporarily changed due to noise or the like.

In step S519, the forward / backward switching mechanism control unit 123 engages the forward / backward switching mechanism 30.

Here, as described above, the forward / backward switching mechanism control unit 123 opens the forward / backward switching mechanism 30 when the shift position is in the P range or the N range. In this way, the control unit 120 opens the forward / backward advance switching mechanism 30 when the shift position is switched to a range other than the traveling range. Therefore, before the shift position is switched to the P range, for example, when the shift position is switched from the traveling range to the N range, the forward / backward switching mechanism 30 is opened. Therefore, when the shift position is switched to the P range when the vehicle is stopped on the gradient road, the gradient road P range control can be executed with the forward / backward switching mechanism 30 open.

Specifically, the forward / backward switching mechanism control unit 123 concludes the forward / backward switching mechanism 30 by controlling the hydraulic pressure supplied to the forward / backward switching mechanism 30. For example, the forward / backward switching mechanism control unit 123 fastens the forward / backward switching mechanism 30 so that the primary shaft 44 rotates in the forward rotation direction when the shift position is switched to the D range. Further, for example, the forward / backward switching mechanism control unit 123 fastens the forward / backward switching mechanism 30 so that the primary shaft 44 rotates in the reverse direction when the shift position is switched to the R range.

As described above, the control unit 120 determines that the re-engagement of the output clutch 50 has been completed after the shift position is switched to the P range when the vehicle is stopped on the slope road, and the shift position is set to the traveling range. When the switch is made, the forward / backward switching mechanism 30 is fastened.

Next, the control flow shown in FIG. 3 ends.

In the above description, an example in which the re-engagement of the output clutch 50 is started triggered by the determination that the fluctuation of the output side rotation speed of the output clutch 50 is stable has been described, but the shift position of the control unit 120 is set. The re-engagement of the output clutch 50 may be started when a predetermined time elapses after it is determined that the range has been switched to a range other than the P range.

When the output clutch 50 does not change in the output side rotation speed by starting the re-engagement of the output clutch 50 when a predetermined time elapses after it is determined that the shift position has been switched to a range other than the P range. It is possible to avoid a situation in which the re-engagement of the output clutch 50 is not started. Specifically, the predetermined time is appropriately set to a time during which it can be appropriately determined whether or not the output side rotation speed of the output clutch 50 has fluctuated.

Subsequently, with reference to FIGS. 4 and 5, the transition of each state quantity when the vehicle is stopped on a slope road will be described when the control is performed by the control device 100 shown in FIG.

FIG. 4 is an explanatory diagram showing an example of a transition of each state quantity when the vehicle is stopped on a slope road in a case where control is performed by the control device 100 according to the present embodiment. FIG. 4 shows the transition of each state quantity when the running vehicle decelerates due to the brake operation and then stops.

In FIG. 4 and FIG. 6 described later, the “P range signal” indicates whether or not a signal indicating the P range is output from the inhibitor switch 205 as a detection result. Further, in the "D range signal", it is indicated whether or not a signal indicating the D range is output from the inhibitor switch 205 as a detection result. Further, in the "gradient road stop determination", the determination result of whether or not the vehicle is stopped on the slope road is shown. Further, in "output clutch hydraulic pressure", the hydraulic pressure supplied to the output clutch 50 is shown. Further, in the "rotational speed of the output clutch", the rotation speed on the input side is indicated by a solid line, and the rotation speed on the output side is indicated by a broken line.

For example, as shown in FIG. 4, before the time T1, the vehicle speed decreases and falls _{below the vehicle speed reference value V 0} , and the vehicle stops. At time T1 before exceeding the acceleration reference value G ₀ absolute value of the longitudinal component of the acceleration of the vehicle rises. Then, at the time T1 after the time when the vehicle speed is equal to or less than the vehicle speed reference value V ₀ and the absolute value of the longitudinal component of the acceleration of the vehicle becomes the acceleration reference value G ₀ or more, the vehicle is tilted by the control unit 120. It is determined that the vehicle is stopped on the road.

Before the time T1, with the lock-up state of the torque converter 20 released, the engine 10 is idle-operated at an idle speed sufficient to ensure responsiveness at the time of re-acceleration or restart. There is. Further, before the time T1, the rotation speeds of the primary shaft 44 and the secondary shaft 45 decrease as the vehicle speed decreases, and the rotation of each axis stops. Further, before the time T1, the output clutch 50 is engaged.

After that, at time T2, the forward / backward switching mechanism 30 is opened as the shift position is switched from the D range to a range other than the traveling range (for example, the N range).

Then, at time T3, the shift position is switched to the P range. Then, at the time T4 after the time T3, the control unit 120 determines that the shift position is switched to the P range, and the gradient path P range control is executed. As a result, the hydraulic pressure supplied _{to the output clutch 50 drops to the half-clutch oil pressure P 0} , and the output clutch 50 is in the half-clutch state. Further, as the target rotation speed increases, the idle rotation speed of the engine 10 increases, so that the line pressure increases along the target line pressure.

FIG. 5 shows the forward / backward switching mechanism 30 and the forward / backward switching mechanism 30 in the power transmission system 1 after the shift position is switched to the P range when the vehicle is stopped on a slope road when the control device 100 according to the present embodiment controls the vehicle. It is a figure for demonstrating the disconnection state of the transmission of power by an output clutch 50.

As described above, in the present embodiment, the engagement of the output clutch 50 is released when the shift position is switched to the P range when the vehicle is stopped on a sloped road. As a result, after the shift position is switched to the P range, the power transmission system 1 is specifically in a state in which the forward / backward switching mechanism 30 is opened and the engagement of the output clutch 50 is released. In such a state, as shown in FIG. 5, between the portion R1 on the engine 10 side of the forward / backward switching mechanism 30 and the portion R2 including the CVT 40 between the forward / backward switching mechanism 30 and the output clutch 50. , Power transmission is cut off. Further, torque caused by at least torsional torque being released between the portion R2 including the CVT 40 between the forward / backward switching mechanism 30 and the output clutch 50 and the portion R3 on the drive shaft 15 side of the output clutch 50. The transmission of relatively large power is cut off.

After that, at time T5, the brake operation is released. As a result, the braking of the wheels by the braking device is released. Then, at time T6, the brake operation is restarted. Here, after the time T3 when the shift position is switched to the P range, the rotation of the drive shaft 15 is locked by the lock mechanism 60. Therefore, at time T5, when the braking of the wheels by the braking device is released, a torsion torque acts on the drive shaft 15 from the drive wheel 18 side.

After that, at time T7, the shift position is switched from the P range to a range other than the P range (for example, the N range). As a result, the lock mechanism 60 unlocks the drive shaft 15 and the torsional torque is released. Then, the torque caused by the release of the torsion torque is input to the output side member 52 of the output clutch 50. Therefore, as shown in FIG. 4, the output side rotation speed of the output clutch 50 fluctuates at time T7. Here, since the engagement of the output clutch 50 is released, it is suppressed that the torque caused by the release of the torsion torque is input to the input side member 51 of the output clutch 50. Therefore, the input side rotation speed and the output side rotation speed are different from each other, and the occurrence of fluctuations in the input side rotation speed is suppressed. After that, the fluctuation of the output side rotation speed of the output clutch 50 is attenuated with the passage of time. Then, at time T9 after time T7, the control unit 120 determines that the fluctuation of the output side rotation speed of the output clutch 50 is stable, the hydraulic pressure supplied to the output clutch 50 begins to rise, and the output clutch 50 is re-engaged. Is started.

As described above, in the present embodiment, after the shift position is switched to the P range when the vehicle is stopped on a slope road, the output clutch 50 is re-engaged after the shift position is switched to a range other than the P range. .. Therefore, when the shift position is switched to a range other than the P range, the state in which the output clutch 50 between the drive shaft 15 and the CVT 40 is disengaged in the power transmission system 1 is maintained. As a result, as shown in FIG. 5, at least the torsional torque is between the portion R2 including the CVT 40 between the forward / backward switching mechanism 30 and the output clutch 50 and the portion R3 on the drive shaft 15 side of the output clutch 50. The transmission of relatively large power, such as torque due to the opening of the clutch, is cut off. Therefore, when the shift position is switched to a range other than the P range, the lock of the drive shaft 15 is released, and the torque caused by the release of the torsion torque is suppressed from being input to the CVT 40. can do. Therefore, for example, as shown in FIG. 4, the fluctuation of the rotation speed of the primary shaft 44 is suppressed at the time T7 when the fluctuation of the rotation speed of the output side of the output clutch 50 occurs.

At time T9 after, exceeds the oil pressure reference value P ₁ oil pressure supplied to the output clutch 50 is increased. Then, at the time T10 after the time T9, it is determined by the control unit 120 that the re-engagement of the output clutch 50 is completed. Here, at the time T8 before the time T9, the shift position is switched to the D range. Therefore, at time T10, the forward / backward switching mechanism 30 is fastened. Then, the gradient path P range control is completed, and the normal control is executed. Therefore, after the time T10, the idle rotation speed of the engine 10 decreases to the idle rotation speed at the time of normal control as the target rotation speed decreases. Further, as the idle rotation speed decreases, the line pressure decreases and is controlled to the target line pressure at the time of normal control.

As described above, when it is determined that the re-engagement of the output clutch 50 has been completed and the shift position has been switched to the traveling range after the shift position has been switched to the P range when the vehicle is stopped on a slope. The forward / backward switching mechanism 30 may be fastened. Therefore, for example, as shown in FIG. 4, the forward / backward switching mechanism 30 is not engaged between the time T8 when the shift position is switched to the D range and the time T10 when the re-engagement of the output clutch 50 ends. The forward / backward switching mechanism 30 may be fastened at time T10.

Here, with reference to FIGS. 6 and 7, a transition of each state quantity when the vehicle is stopped on a slope road will be described when control is performed by the control device according to the reference example.

Unlike the power transmission system 1 described above, the power transmission system 9 according to the reference example includes a control device according to the reference example in place of the control device 100 according to the present embodiment. Unlike the control device 100 according to the present embodiment, the control device according to the reference example does not execute the slope road P range control when the shift position is switched to the P range when the vehicle is stopped on the slope road, and is normally controlled. Continue to run.

FIG. 6 is an explanatory diagram showing an example of a transition of each state quantity when the vehicle is stopped on a slope road in a case where control is performed by the control device according to the reference example. In the example shown in FIG. 6, it is assumed that the transition of the speed of the vehicle, the transition of the absolute value of the front-rear component of the acceleration, and various operations by the driver are the same as the example shown in FIG.

As shown in FIG. 6, the shift position is switched to the P range at the time T3 when the vehicle is stopped on the slope road. However, in the reference example, when the shift position is switched to the P range when the vehicle is stopped on the slope road, the slope road P range control is not executed and the normal control is continuously executed. Therefore, after the time T3, unlike the example shown in FIG. 4, the hydraulic pressure supplied to the output clutch 50 is maintained at the hydraulic pressure before the time T3, so that the output clutch 50 is maintained in the engaged state. Further, after the time T3, unlike the example shown in FIG. 4, the idle rotation speed of the engine 10 is maintained at the rotation speed before the time T3 without increasing, so that the line pressure does not increase and is before the time T3. Maintained in pressure.

FIG. 7 shows the forward / backward switching mechanism 30 and the output clutch in the power transmission system 9 after the shift position is switched to the P range when the vehicle is stopped on a slope road when the control device according to the reference example is used. It is a figure for demonstrating the disconnection state of the transmission of power by 50.

As described above, in the reference example, when the shift position is switched to the P range when the vehicle is stopped on a slope road, the output clutch 50 is maintained in the engaged state. At a time T2 before the time T3 when the shift position is switched to the P range, the forward / backward switching mechanism 30 is opened as in the example shown in FIG. Therefore, in the power transmission system 9, after the shift position is switched to the P range, specifically, the forward / backward switching mechanism 30 is opened and the output clutch 50 is engaged. In such a state, as shown in FIG. 7, the portion R1 on the engine 10 side of the forward / backward switching mechanism 30 and the portion R4 including the CVT 40 and the drive shaft 15 on the drive wheel 18 side of the forward / backward switching mechanism 30 Between, the transmission of power is cut off. However, in the portion R4 including the CVT 40 and the drive shaft 15 on the drive wheel 18 side from the forward / backward switching mechanism 30, power can be transmitted between the CVT 40 and the drive shaft 15 including a relatively large power transmission.

After that, at time T5, the brake operation is released and the braking of the wheels by the braking device is released, so that a torsion torque acts on the drive shaft 15 from the drive wheel 18 side as in the example shown in FIG. do.

After that, at time T7, the shift position is switched from the P range to a range other than the P range (for example, the N range). As a result, the lock mechanism 60 unlocks the drive shaft 15 and the torsional torque is released. Since the output clutch 50 is engaged, the torque caused by the release of the torsion torque is input from the output side member 52 of the output clutch 50 to the input side member 51, and is input to the CVT 40 from the secondary pulley 42 side. Will be done. Here, the input side member 51 and the output side member 52 rotate integrally, and the input side rotation speed and the output side rotation speed match. Therefore, as shown in FIG. 6, at time T7, both the output side rotation speed and the input side rotation speed of the output clutch 50 fluctuate.

As described above, in the reference example, when the shift position is switched to a range other than the P range, the state in which the output clutch 50 between the drive shaft 15 and the CVT 40 is engaged in the power transmission system 9 is maintained. There is. As a result, as shown in FIG. 7, in the portion R4 including the CVT 40 and the drive shaft 15 on the drive wheel 18 side from the forward / backward switching mechanism 30, a relatively large power transmission is included between the CVT 40 and the drive shaft 15. Power can be transmitted at. Therefore, when the shift position is switched to a range other than the P range, the torque due to the release of the torsion torque is input to the CVT 40 as the lock of the drive shaft 15 is released. Therefore, for example, as shown in FIG. 6, the rotation speed of the primary shaft 44 fluctuates at the time T7 when the output side rotation speed and the input side rotation speed of the output clutch 50 fluctuate. In the reference example, when the torque caused by the release of the torsion torque is input to the CVT 40, the chain 43 of the CVT 40 slips, and the durability of the CVT 40 may decrease.

Then, at a time T8 after the time T7 when the shift position is switched to a range other than the P range, the forward / backward switching mechanism 30 is fastened as the shift position is switched to the D range.

<3. Effect of control device>
Subsequently, the effect of the control device 100 according to the present embodiment will be described.

In the control device 100 according to the present embodiment, when the shift position is switched to the P range when the vehicle is stopped on a slope road, the engagement of the output clutch 50 is released, and then the shift position is switched to a range other than the P range. After that, the output clutch 50 is re-engaged. As a result, when the shift position is switched to a range other than the P range, it is possible to realize a state in which the engagement of the output clutch 50 between the drive shaft 15 and the CVT 40 is released in the power transmission system 1. Therefore, when the shift position is switched to a range other than the P range, the lock of the drive shaft 15 is released, and the torque caused by the release of the torsion torque is suppressed from being input to the CVT 40. can do. Therefore, since it is possible to suppress the occurrence of slippage of the chain 43 of the CVT 40, it is possible to suppress a decrease in the durability of the CVT 40.

Further, in the control device 100 according to the present embodiment, when the shift position is switched to the P range when the vehicle is stopped on a slope road, the output clutch 50 is in the half-clutch state, so that the engagement of the output clutch 50 is released. Can be done. As a result, the output clutch 50 can be quickly re-engaged after the shift position is switched to a range other than the P range. Therefore, the responsiveness of the restart of the vehicle can be improved.

Further, in the control device 100 according to the present embodiment, when the shift position is switched to the P range when the vehicle is stopped on a slope road, the control device 100 is supplied to the output clutch 50 according to the oil temperature of the hydraulic oil of the output clutch 50. By controlling the oil pressure, the output clutch 50 may be in a half-clutch state. Thereby, the fastening pressure of the output clutch 50 can be appropriately controlled according to the change in viscosity accompanying the change in the oil temperature of the hydraulic oil. Therefore, it is possible to improve the responsiveness to the restart of the vehicle while appropriately suppressing the torque caused by the release of the torsion torque from being input to the CVT 40.

Further, in the control device 100 according to the present embodiment, after the shift position is switched to the P range when the vehicle is stopped on a slope road, the shift position is switched to a range other than the P range, and then the output of the output clutch 50 is output. When it is determined that the fluctuation of the side rotation speed is stable, the re-engagement of the output clutch 50 may start. Here, if the re-engagement of the output clutch 50 is started before the fluctuation of the output side rotation speed of the output clutch 50 stabilizes, a part of the torque due to the release of the torsion torque may be input to the CVT 40. Therefore, when it is determined that the fluctuation of the output side rotation speed of the output clutch 50 is stable, the torque caused by the torsional torque being released is input to the CVT 40 by starting the re-engagement of the output clutch 50. This can be suppressed more effectively.

Further, in the control device 100 according to the present embodiment, after the shift position is switched to the P range when the vehicle is stopped on a slope road, it is determined that the re-engagement of the output clutch 50 is completed, and the shift position is set. When the range is switched, the forward / backward switching mechanism 30 as an input clutch may be engaged. As a result, it is possible to prevent the forward / backward switching mechanism 30 and the output clutch 50 from operating at the same time after the shift position is switched to the traveling range. Therefore, it is possible to prevent a shortage of hydraulic pressure supplied to each device of the power transmission system 1 from occurring.

Further, in the control device 100 according to the present embodiment, when the shift position is switched to the P range when the vehicle is stopped on a slope road, the control device 100 is supplied to the CVT 40, the forward / backward switching mechanism 30 as an input clutch, and the output clutch 50. The line pressure, which is the original pressure of the hydraulic pressure, may increase as compared with that before the shift position is switched. As a result, it is more effective that the hydraulic pressure supplied to each device of the power transmission system 1 becomes insufficient as the forward / backward switching mechanism 30 and the output clutch 50 operate after the shift position is switched to the traveling range. Can be suppressed. Specifically, even when the forward / backward switching mechanism 30 and the output clutch 50 are operated at the same time after the shift position is switched to the traveling range, the hydraulic pressure supplied to each device of the power transmission system 1 is insufficient. It can be suppressed.

Further, since the line pressure when the shift position is switched to the P range and then switched to the range other than the P range can be increased, the holding pressure of the chain 43 in the CVT 40 can be increased. As a result, it is possible to prevent the chain 43 of the CVT 40 from slipping when a part of the torque due to the release of the torsion torque is input to the CVT 40.

Further, in the control device 100 according to the present embodiment, when the shift position is switched to the P range when the vehicle is stopped on a slope road, the hydraulic oil of the CVT 40, the forward / backward switching mechanism 30 as an input clutch, and the output clutch 50 is used. The line pressure may increase depending on the oil temperature. Thereby, the line pressure can be appropriately increased according to the change in viscosity with the change in the oil temperature of the hydraulic oil. Therefore, it is possible to more effectively suppress the shortage of the hydraulic pressure supplied to each device of the power transmission system 1. Further, when a part of the torque due to the release of the torsion torque is input to the CVT 40, it is possible to effectively suppress the slippage of the chain 43 of the CVT 40.

Further, in the control device 100 according to the present embodiment, when the shift position is switched to the P range when the vehicle is stopped on a slope road, the idle speed of the engine 10 is increased as compared with that before the shift position is switched. Can increase the line pressure. Thereby, the line pressure of each device of the power transmission system 1 provided with the oil pump 70 driven by the engine 10 to generate the line pressure can be appropriately increased.

<4. Conclusion>
As described above, the control device 100 according to the present embodiment releases the engagement of the output clutch 50 when the shift position is switched to the P range when the vehicle is stopped on a slope road, and then the shift position is changed to P. A control unit 120 for re-engaging the output clutch 50 after being switched to a range other than the range is provided. As a result, when the shift position is switched to a range other than the P range, the engagement of the output clutch 50 can be released, so that the drive shaft 15 is unlocked and twisted. It is possible to prevent the torque caused by the release of the torque from being input to the CVT 40. Therefore, since it is possible to suppress the occurrence of slippage of the chain 43 of the CVT 40, it is possible to suppress a decrease in the durability of the CVT 40.

In the above, an example in which the CVT 40, which is a chain type CVT having a chain wound between the pulleys as a power transmission member, is provided in the power transmission system 1 has been described, but the continuously variable transmission provided in the power transmission system 1 has been described. Is not limited to such an example. For example, the continuously variable transmission provided in the power transmission system 1 may be a belt type CVT including a belt as a power transmission member. Further, for example, the continuously variable transmission provided in the power transmission system 1 may be a toroidal type CVT.

Further, although the example in which the engine 10 is provided as the drive source in the power transmission system 1 has been described above, the drive source provided in the power transmission system 1 is not limited to such an example. For example, the drive source provided in the power transmission system 1 may be a motor.

Further, although the example in which the oil pump 70 driven by the engine 10 to generate the line pressure is provided in the above description, the oil pump provided in the power transmission system 1 is not limited to such an example. For example, the oil pump provided in the power transmission system 1 may be an oil pump driven by another drive source (for example, a motor) different from the engine 10 to generate a line pressure. In that case, the control device 100 can control the line pressure by controlling the operation of the other drive source.

Further, the processes described by using the flowchart in the present specification do not necessarily have to be executed in the order shown in the flowchart. Some processing steps may be performed in parallel. For example, with respect to the flowchart shown in FIG. 3, the processes of steps S501 and S503 may not be executed in the order shown in the flowchart, but may be executed in parallel. Further, the processes of steps S505 and S507 may not be executed in the order shown in the flowchart, or may be executed in parallel. Further, the processes of steps S515 and S517 may not be executed in the order shown in the flowchart, or may be executed in parallel. Further, additional processing steps may be adopted, and some processing steps may be omitted.

Although the preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, the present invention is not limited to these examples. It is clear that a person having ordinary knowledge in the field of technology to which the present invention belongs can come up with various modifications or applications within the scope of the technical ideas described in the claims. , These are also naturally understood to belong to the technical scope of the present invention.

1 Power transmission system 10 Engine 14 Parking gear 15 Drive shaft 18 Drive wheel 19 Parking pole 20 Torque converter 21 Turbine liner 22 Pump impeller 23 Front cover 24 Lock-up clutch 25 Turbine shaft 30 Forward / backward switching mechanism 31 Planetary gear 32 Forward clutch 33 Reverse brake 34 Input shaft 40 CVT
41 Primary pulley 42 Secondary pulley 43 Chain 44 Primary shaft 45 Secondary shaft 50 Output clutch 51 Input side member 52 Output side member 60 Lock mechanism 70 Oil pump 90 Valve unit 100 Control device 110 Acquisition unit 120 Control unit 121 Engine control unit 122 Torque converter Control unit 123 Forward / backward switching mechanism Control unit 124 CVT control unit 125 Output clutch control unit 201 Engine rotation sensor 202 Primary rotation sensor 203 Secondary rotation sensor 204 Output clutch rotation sensor 205 Inhibita switch 206 Acceleration sensor 207 Vehicle speed sensor 208 Oil temperature sensor 209 Accelerator Opening sensor

Claims (8)

With the drive source
It has an input side element to which power output from the drive source is input, an output side element to output power to the drive wheel side, and a power transmission member for transmitting power between the input side element and the output side element. With a stepless transmission,
A lock mechanism that locks the rotation of the drive shaft on the drive wheel side from the output side element when the parking range is selected as the shift position.
An output clutch that connects and disconnects the transmission of power between the output side element and the drive shaft,
Is a vehicle control device equipped with
It is determined whether or not the vehicle is stopped on a slope, and the vehicle is determined.
When it is determined that the vehicle is stopped on a slope , the output clutch is disengaged when the shift position is switched to the parking range, and then the shift position is other than the parking range. A control unit for re-engaging the output clutch after being switched to the range of
Vehicle control device. The control unit releases the engagement of the output clutch by putting the output clutch in a half-clutch state when the shift position is switched to the parking range when the vehicle is stopped on a slope.
The vehicle control device according to claim 1. The control unit controls the hydraulic pressure supplied to the output clutch according to the oil temperature of the hydraulic oil of the output clutch when the shift position is switched to the parking range when the vehicle is stopped on a slope road. Causes the output clutch to be in a half-clutch state.
The vehicle control device according to claim 2. The control unit has the output side rotation speed of the output clutch after the shift position has been switched to the parking range when the vehicle is stopped on a slope road, and after the shift position has been switched to a range other than the parking range. When it is determined that the fluctuation of the output clutch is stable, the re-engagement of the output clutch is started.
The vehicle control device according to any one of claims 1 to 3. The vehicle is provided with an input clutch that engages and disengages the transmission of power between the drive source and the input side element.
The control unit
When the shift position is switched to a range other than the traveling range, the input clutch is released.
When it is determined that the re-engagement of the output clutch has been completed after the shift position has been switched to the parking range when the vehicle is stopped on a slope, and the shift position has been switched to the traveling range. To engage the input clutch,
The vehicle control device according to any one of claims 1 to 4. The vehicle is provided with an input clutch that engages and disengages the transmission of power between the drive source and the input side element.
The control unit is a line that is the main pressure of the hydraulic pressure supplied to the continuously variable transmission, the input clutch, and the output clutch when the shift position is switched to the parking range when the vehicle is stopped on a slope road. The pressure is increased as compared with that before the shift position is switched.
The vehicle control device according to any one of claims 1 to 5. When the shift position is switched to the parking range when the vehicle is stopped on a slope, the control unit performs the line according to the oil temperature of the hydraulic oil of the continuously variable transmission, the input clutch and the output clutch. Increase pressure,
The vehicle control device according to claim 6. The drive source includes an engine
The vehicle is provided with an oil pump driven by the engine to generate the line pressure.
When the shift position is switched to the parking range when the vehicle is stopped on a slope, the control unit raises the idle speed of the engine as compared with that before the shift position is switched, thereby increasing the line. Increase pressure,
The vehicle control device according to claim 6 or 7.

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