CN106481810B - Controller of vehicle and control method for vehicle - Google Patents

Abstract

The invention relates to a vehicle control device and a vehicle control method. The vehicle is equipped with a power source, a continuously variable transmission, a clutch, and a mechanical oil pump that supplies hydraulic oil to the continuously variable transmission and the clutch. After the power source is stopped and the clutch is disengaged to continue coasting, the vehicle meets the conditions for ending the coasting. The source is restarted, the gear ratio is changed to the target gear ratio, and the clutch is pre-pressurized and then engaged. The vehicle control device of the vehicle has a time calculation unit that calculates the change in the gear ratio at the end of inertial travel at a predetermined gear speed as The first required shift time required for the target gear ratio; the control unit, when the first required shift time is longer than the pre-charge time, shifts the continuously variable transmission at a predetermined shift speed, and when the first required shift time is shorter than the pre-charge time In the case of pressing time, the continuously variable transmission is shifted at a lower speed than the specified speed.

Description

Vehicle control device and vehicle control method

technical field

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

Background technique

Among vehicles, there is known a belt-type CVT with a starting gear (hereinafter referred to as a WCVT) that includes an electric oil pump as a hydraulic pressure supply source while the engine is stopped. In addition, during so-called free running in which the vehicle including the WCVT stops the engine and coasts, the clutch provided between the WCVT and the drive wheels is disengaged. As a result, the fuel economy of the vehicle can be improved.

Japanese Patent Laid-Open No. 2014-097773 discloses the following technology: a vehicle comprising: a clutch provided between a continuously variable transmission and driving wheels; an electric motor coupled to the driving wheels; and an oil pump for supplying hydraulic pressure to the continuously variable transmission and the clutch. , wherein, in the deceleration regeneration in which the regenerative torque is applied to the driving wheels by the electric motor, when the clutch is switched from the engaged state to the disengaged state, the clutch is slipped and the gear ratio of the continuously variable transmission is set to the lowest gear ratio or the highest gear ratio After that, disengage the clutch.

In the technique described above, when the vehicle returns from idling, the clutch in the disengaged state is engaged after the continuously variable transmission is controlled for shifting. In this case, it is necessary to supply the hydraulic pressure required for the shift control of the continuously variable transmission and to control the gap between the clutches from the mechanical oil pump (MOP) which is driven by the power from the engine and discharges the working oil. Supply of hydraulic pressure necessary for the state immediately before the engaged state. Controlling the state immediately before the clutch is engaged refers to narrowing the gap between the clutch piston and the friction plate to the extent that the clutch does not become engaged, in other words, the predetermined width of the extent that torque cannot be transmitted in the clutch, and becomes standby. state.

However, in a vehicle immediately after returning from idling, the engine is in a state of restarting, so the rotation speed of the MOP is low, and the discharge flow rate of hydraulic oil from the MOP is small. Therefore, there is a problem that the supply flow rate of hydraulic oil ejected from the MOP is insufficient for the flow rate of hydraulic oil required for the speed change control of the continuously variable transmission and the control of the state immediately before the clutch is engaged.

Contents of the invention

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control device and a vehicle control method capable of suppressing a shortage of supply flow rate of hydraulic oil discharged from a mechanical oil pump when the vehicle returns from idling.

In order to solve the above-mentioned problems and achieve the above-mentioned object, the vehicle control device of the present invention controls a vehicle including: a power source; a transmission; a clutch that connects or disconnects a power transmission path between the power source and drive wheels via the continuously variable transmission by engaging or disengaging; and a clutch that is driven by the power source and acts on the continuously variable transmission and the The clutch is a mechanical oil pump that supplies working oil, and when the condition for ending the coasting running is satisfied while the power source is stopped in the state where the clutch is disengaged and the vehicle continues coasting, the vehicle control The device restarts the power source, changes the gear ratio of the continuously variable transmission to a target gear ratio and precharges the clutch, engages the clutch after performing the precharge of the clutch, the The vehicle control device is characterized in that it includes: a time calculation unit that calculates the time required to change from the gear ratio at the end of the inertial running to the target gear ratio at a preset predetermined gear speed in the continuously variable transmission. a first required shift time; and a control unit that compares the first required shift time with a preload time required to precharge the clutch, In the case of more than the above time, the continuously variable transmission is shifted at the predetermined speed; The shift is performed at a low shift speed at which the shift speed is specified.

The vehicle control device according to one aspect of the present invention is characterized in that the predetermined shift speed is a maximum value within a range of shift speeds set in the continuously variable transmission.

According to this configuration, by maximizing the shift speed of the continuously variable transmission, when the first required shift time is equal to or longer than the pre-charge time, the continuously variable transmission can be shifted at the maximum shift speed, so that the shift speed of the continuously variable transmission can be maximized. The shortest time can improve the recovery responsiveness from idling.

The vehicle control device according to one aspect of the present invention is characterized in that the control unit sets the low transmission speed so that the change to the target transmission ratio of the continuously variable transmission is completed when the clutch is pre-charged. The variable speed before the pressing is completed.

According to this configuration, when the first required shift time is shorter than the pre-charge time, when the continuously variable transmission is shifted at a lower shift speed than the predetermined shift speed, it is possible within a range that does not affect the engagement of the clutch. The supply flow rate per unit time of the hydraulic oil discharged from the mechanical oil pump is reduced by lengthening the shift time, so that a shortage of the supply flow rate can be suppressed.

In the vehicle control device according to an aspect of the present invention, when the first required shift time is equal to or longer than the pre-charge time, the time calculation unit sequentially calculates the time required for the continuously variable transmission to The second required shift time required for the predetermined shift speed to change from the current shift ratio to the target shift ratio, the control unit compares the latest second required shift time with the pre-charge time, and in the When the latest second required shift time is equal to or less than the pre-charge time, control is performed to start the pre-charge of the clutch.

According to this configuration, the start of pre-pressurizing the clutch can be delayed in time, so in the vehicle immediately after returning from idling, the supply flow rate from the mechanical oil pump due to the relatively low rotational speed of the mechanical oil pump can be further reduced. The required flow rate of hydraulic oil during this period can further suppress the shortage of the supply flow rate of hydraulic oil discharged from the mechanical oil pump.

In addition, the vehicle control method of the present invention controls a vehicle including: a power source; a continuously variable transmission that changes the speed of a driving force input from the power source to output the driving force; a clutch connected or disconnected between the power source and drive wheels via the power transmission path of the continuously variable transmission; and a mechanical clutch driven by the power source and supplying hydraulic oil to the continuously variable transmission and the clutch. In the oil pump, the vehicle control method restarts the power source when a condition for ending the coasting running is satisfied while the vehicle is continuing to coast while the power source is stopped while the clutch is disengaged. changing the gear ratio of the continuously variable transmission to a target gear ratio and preloading the clutch, engaging the clutch after performing the preloading of the clutch, the vehicle control method is characterized by comprising The following steps are as follows: calculating the first required shifting time required to change from the shifting ratio at the end of the inertial travel to the target shifting ratio at a predetermined shifting speed set in advance in the continuously variable transmission; and The first required shift time is compared with the pre-charge time required to pre-charge the clutch, and when the first required shift time is equal to or longer than the pre-charge time, the continuously variable transmission is operated at The predetermined shift speed is shifted, and when the first required shift time is shorter than the pre-charge time, the continuously variable transmission is shifted at a lower shift speed than the predetermined shift speed.

According to the vehicle control device and vehicle control method of the present invention, when the time to change to the target gear ratio in the continuously variable transmission is shorter than the pre-charge time, the time to perform the gear change control can be extended. In the vehicle, it is possible to reduce the required flow rate of hydraulic oil during a period when the supply flow rate from the mechanical oil pump is low due to the relatively low rotational speed of the mechanical oil pump, and to suppress the shortage of the supply flow rate of hydraulic oil discharged from the mechanical oil pump.

Description of drawings

The features and advantages of the present invention described above and below will be apparent from the following description of the specific embodiments with reference to the accompanying drawings, wherein like reference numerals refer to like parts.

FIG. 1 is a schematic diagram schematically showing a vehicle targeted by an embodiment of the present invention.

2 is a block diagram showing an example of a vehicle control device according to an embodiment of the present invention.

Fig. 3 is a hydraulic circuit diagram showing an example of a hydraulic control device.

FIG. 4 is a flowchart for explaining the idle driving control according to the first embodiment of the present invention.

FIG. 5 is a diagram showing an example of a shift map according to the first embodiment of the present invention.

FIG. 6 is a time chart showing changes in the state of the vehicle when returning from idling in the prior art.

7 is a time chart showing changes in the state of the vehicle when returning from idling according to the first embodiment of the present invention.

FIG. 8 is a flow chart for explaining idling control according to a second embodiment of the present invention.

FIG. 9 is a flowchart for explaining idling control according to a second embodiment of the present invention.

10 is a time chart showing changes in the state of the vehicle when returning from idling according to the first embodiment of the present invention.

FIG. 11 is a time chart showing changes in the state of the vehicle when returning from idling according to the second embodiment of the present invention.

Detailed ways

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In addition, in all drawings of the following embodiment, the same code|symbol is attached|subjected to the same or corresponding part. In addition, this invention is not limited to embodiment described below.

First, a vehicle to be controlled by a vehicle control device according to an embodiment of the present invention will be described. FIG. 1 is a schematic diagram showing an example of a vehicle targeted by the present embodiment.

As shown in FIG. 1 , a vehicle Ve includes an engine 1 as a power source. The engine 1 outputs predetermined power according to the engine speed Ne. The power output from the engine 1 passes through a torque converter 2 as a fluid transmission device, an input shaft 3, a forward and reverse switching mechanism 4, a belt-type continuously variable transmission 5 (hereinafter referred to as CVT) or a gear set 6, an output shaft 7, The counter gear mechanism 8 , the differential gear 9 and the drive shaft 10 transmit to the drive wheels 11 . A second clutch C2 is provided on the downstream side of the CVT 5 as a clutch for disconnecting the engine 1 from the drive wheels 11 . Disengaging the second clutch C2 disengages the CVT5 from the output shaft 7 so that torque transmission cannot be performed, and the CVT5 is also disconnected from the drive wheels 11 in addition to the engine 1 .

Specifically, the torque converter 2 includes: a pump impeller 2a connected to the engine 1; a turbine mover 2b disposed opposite to the pump impeller 2a; and a stator 2c disposed between the pump impeller 2a and the turbine mover 2b. The interior of the torque converter 2 is filled with oil as a working fluid. The pump impeller 2 a integrally rotates with the crankshaft 1 a of the engine 1 . The input shaft 3 is connected to the turbine mover 2b so as to rotate integrally. The torque converter 2 is provided with a lock-up clutch, and in the engaged state, the pump impeller 2a and the turbine mover 2b rotate integrally, and in the disengaged state, the power output from the engine 1 is transmitted to the turbine mover 2b via the working fluid. In addition, the stator 2c is held by the fixed part, such as a case, via a one-way clutch.

In addition, a mechanical oil pump (MOP: Mechanical oil pump) 41 as a mechanical oil pump is connected to the pump impeller 2a via a transmission mechanism such as a belt mechanism. The MOP 41 is connected to the crankshaft 1a via the pump impeller 2a, and is driven by the engine 1 .

The input shaft 3 is connected to a forward and backward switching mechanism 4 . The forward/reverse switching mechanism 4 switches the direction of the torque acting on the drive wheels 11 between the forward direction and the reverse direction when transmitting the power output by the engine 1 , that is, the engine torque, to the drive wheels 11 . The forward/backward switching mechanism 4 is constituted by a differential mechanism, and in the example shown in FIG. 1 , it is constituted by a double wheel type planetary gear mechanism.

The forward/reverse switching mechanism 4 includes a sun gear 4S, a ring gear 4R, a first gear 4P ₁ , a second gear 4P ₂ , and a carrier 4C. The ring gear 4R is arranged concentrically with the sun gear 4S. The first sun gear _4P1 meshes with the sun gear 4S. The second gear _4P2 meshes with the first gear _4P1 and the ring gear 4R. The carrier 4C holds each of the first wheel 4P ₁ and the second wheel 4P ₂ rotatably and revolvably. The drive gear 61 of the gear set 6 is connected to the sun gear 4S so as to rotate integrally. The input shaft 3 is connected to the carrier 4C so as to rotate integrally.

In addition, a first clutch C1 that selectively rotates the sun gear 4S and the carrier 4C integrally is provided. When the first clutch C1 is engaged, the forward and reverse switching mechanism 4 integrally rotates as a whole. In addition, a brake B1 for selectively fixing the ring gear 4R in a non-rotatable manner is provided. The first clutch C1 and the brake B1 are hydraulic.

For example, when the first clutch C1 is engaged and the brake B1 is disengaged, the sun gear 4S and the carrier 4C rotate integrally. That is, the input shaft 3 and the drive gear 61 rotate integrally. Then, when the first clutch C1 is disengaged and the brake B1 is engaged, the sun gear 4S and the carrier 4C rotate in opposite directions. That is, the input shaft 3 and the drive gear 61 rotate in opposite directions.

In the vehicle Ve, a CVT 5 serving as a continuously variable transmission that shifts and outputs drive force input from the engine 1 is arranged in parallel with a gear set 6 serving as a stepped transmission unit. As the power transmission path between the input shaft 3 and the output shaft 7, a power transmission path via the CVT 5 (hereinafter referred to as a first path) and a power transmission path via the gear set 6 (hereinafter referred to as a second path) are formed in parallel. .

The CVT 5 includes a primary pulley 51 that rotates integrally with the input shaft 3 at an input shaft rotational speed Nin, a secondary pulley 52 that rotates integrally with a secondary shaft 54 , and a belt 53 wound around a V-groove formed by the pair of pulleys 51 , 52 . Input shaft 3 becomes the primary shaft.

The primary pulley 51 includes a fixed sheave 51 a integrated with the input shaft 3 , a movable sheave 51 b movable in the axial direction on the input shaft 3 , and a primary hydraulic cylinder 51 c that applies thrust to the movable sheave 51 b. The sheave surface of the fixed sheave 51a faces the sheave surface of the movable sheave 51b, and forms a V-groove of the primary pulley 51 . The primary hydraulic cylinder 51c is arranged on the back side of the movable sheave 51b. A thrust force for moving the movable sheave 51b toward the fixed sheave 51a is generated by the hydraulic pressure (hereinafter referred to as primary pressure) Pin _in the primary hydraulic cylinder 51c.

The secondary pulley 52 includes a fixed sheave 52a integrated with the secondary shaft 54, a movable sheave 52b movable in the axial direction on the secondary shaft 54, and a secondary hydraulic cylinder that applies thrust to the movable sheave 52b. 52c. The sheave surface of the fixed sheave 52a faces the sheave surface of the movable sheave 52b, and forms a V-groove of the secondary pulley 52. The secondary hydraulic cylinder 52c is arranged on the back side of the movable sheave 52b. A thrust force for moving the movable sheave 52b toward the fixed sheave 52a is generated by the hydraulic pressure (hereinafter referred to as secondary pressure) P _out in the secondary hydraulic cylinder 52c.

The V-groove width of each pulley 51, 52 is changed to change the winding diameter of the belt 53, whereby the gear ratio γ of the CVT 5 is continuously changed. Assuming that the maximum value of the transmission ratio γ of CVT5 is γmax, and the minimum value is γmin, the transmission ratio γ changes continuously within the range of the maximum transmission ratio γmax (the lowest gear) and the minimum transmission ratio γmin (the highest gear).

The second clutch C2 is a hydraulic type. The engagement elements of the second clutch C2 are frictionally engaged and disengaged from each other by a hydraulic actuator. The second clutch C2 is provided between the secondary shaft 54 and the output shaft 7 , and selectively disconnects the CVT 5 from the output shaft 7 . For example, when the second clutch C2 is fully engaged, power transmission is enabled between the CVT 5 and the output shaft 7 , and the secondary shaft 54 rotates integrally with the output shaft 7 . That is, the rotational speed of the secondary pulley 52 on the upstream side of the second clutch C2 (the first output shaft rotational speed Nout1 ) coincides with the output shaft rotational speed of the output shaft 7 on the downstream side of the second clutch C2 (the second output shaft rotational speed Nout2 ). Nout1 = Nout2). On the other hand, when the second clutch C2 is disengaged, the power transmission between the secondary shaft 54 and the output shaft 7 becomes impossible, and the engine 1 and the CVT 5 are disconnected from the drive wheels 11 .

The output gear 7 a is attached to the output shaft 7 so as to rotate integrally with the driven gear 63 . The output gear 7a meshes with a counter driven gear 8a of a counter gear mechanism 8 serving as a reduction mechanism. The counter drive gear 8 b of the counter gear mechanism 8 meshes with the ring gear 9 a of the differential gear 9 . Left and right drive wheels 11 , 11 are connected to differential gear 9 via left and right drive shafts 10 , 10 .

The gear set 6 includes a drive gear 61 that rotates integrally with the sun gear 4S of the forward/reverse switching mechanism 4 , a counter gear mechanism 62 , and a driven gear 63 that rotates integrally with the output shaft 7 . The gear set 6 is a reduction mechanism, and the gear ratio (gear ratio) of the gear set 6 is set to a predetermined value larger than the maximum gear ratio γmax of the CVT5. The gear ratio of the gear set 6 is a fixed gear ratio. The vehicle Ve can transmit power from the engine 1 to the drive wheels 11 via the gear set 6 when starting. Gear set 6 functions as a starting gear.

The drive gear 61 meshes with a counter driven gear 62 a of the counter gear mechanism 62 . The counter gear mechanism 62 includes a counter driven gear 62 a , a counter shaft 62 b , and a counter drive gear 62 c meshing with the driven gear 63 . The counter driven gear 62a is attached to the counter shaft 62b so as to rotate integrally. The intermediate shaft 62b is arranged parallel to the input shaft 3 and the output shaft 7 . The counter drive gear 62c is configured to be relatively rotatable with respect to the counter shaft 62b.

Between the countershaft 62b and the countershaft driving gear 62c, a meshing engagement device (hereinafter referred to as a dog clutch) S1 for selectively rotating the countershaft 62b and the countershaft driving gear 62c integrally is provided. The dog clutch S1 includes a pair of meshing engagement elements 64a and 64b and a sleeve 64c that is movable in the axial direction of the dog clutch S1. The first joint element 64a is a hub that is spline-fitted to the intermediate shaft 62b. The first engaging element 64a rotates integrally with the intermediate shaft 62b. The second engaging element 64b is connected to the counter shaft drive gear 62c so as to rotate integrally, and relatively rotates with respect to the counter shaft 62b. The dog clutch S1 is a hydraulic type, and the sleeve 64c is moved in the axial direction by a hydraulic actuator. The spline teeth formed on the inner peripheral surface of the sleeve 64c mesh with the spline teeth formed on the outer peripheral surfaces of the engagement elements 64a, 64b, thereby bringing the dog clutch S1 into an engaged state. Engaging the dog clutch S1 connects the driving gear 61 and the driven gear 63 (second path) so that power transmission can be performed. The dog clutch S1 is in a disengaged state by disengaging the second engagement element 64b from the sleeve 64c. By disengaging the dog clutch S1, power transmission is blocked between the driving gear 61 and the driven gear 63 (the second path).

(vehicle controls)

FIG. 2 is a functional block diagram schematically showing the vehicle control device according to the embodiment. The vehicle control unit is constituted by an electronic control unit (hereinafter referred to as ECU: Electronic Control Unit) 100 that controls the vehicle Ve. The ECU 100 is mainly composed of a microcomputer including a CPU (Central Processing Unit), a RAM (Random Access Memory), and the like. ECU 100 performs calculations using input data and prestored data and programs, and outputs the calculation results as command signals.

Signals from various sensors 31 to 37 are input to ECU 100 . The vehicle speed sensor 31 detects the vehicle speed V. The input shaft rotational speed sensor 32 detects the rotational speed of the input shaft 3 (hereinafter referred to as input shaft rotational speed) Nin. Since the input shaft 3 rotates integrally with the turbine mover 2b, the input shaft rotation speed sensor 32 detects the rotation speed (hereinafter referred to as turbine rotation speed) Nt of the turbine mover 2b. The input shaft rotational speed Nin coincides with the turbine rotational speed Nt. The first output shaft rotational speed sensor 33 detects the rotational speed of the secondary shaft 54 (hereinafter referred to as the first output shaft rotational speed) Nout1 . The second output shaft rotational speed sensor 34 detects the rotational speed of the output shaft 7 (hereinafter referred to as the second output shaft rotational speed) Nout2. Before the second clutch C2 (upstream side) becomes the first output shaft rotational speed Nout1, and after the second clutch C2 (downstream side) becomes the second output shaft rotational speed Nout2. The engine rotational speed sensor 35 detects the rotational speed of the crankshaft 1a (hereinafter referred to as the engine rotational speed) Ne. The accelerator opening sensor 36 detects the operation amount of an accelerator pedal (not shown). The brake stroke sensor 37 detects the operation amount of a brake pedal (not shown).

The ECU 100 includes a travel control unit 101 , a recovery control unit 102 , a calculation unit 103 , a gear ratio setting unit 104 , a gear shift control unit 105 , and a determination unit 106 .

The travel control unit 101 sets and controls the vehicle Ve to any one of a plurality of travel modes. As an example of the driving mode, there is idling. The idling is a travel mode in which the engine 1 is automatically stopped and the vehicle Ve is coasted by disengaging the second clutch C2 which is the engine cut-off clutch. The travel control unit 101 executes the idling control when a predetermined execution condition is satisfied, and shifts the vehicle Ve from normal travel to idling. Further, the travel control unit 101 outputs command signals to the engine 1 to control the fuel supply amount, intake air amount, fuel injection, ignition timing, and the like.

The recovery control unit 102 executes control (recovery control) for returning from idling to normal running when predetermined recovery conditions are satisfied during idling. By returning from idling to normal running, the vehicle Ve can run using the power output from the engine 1 .

The calculation unit 103 as a time calculation unit calculates the first sheave shift time T_sfttgt as the first required shift time required for the gear ratio of the CVT 5 to change from the gear ratio γlast at the return from idle to the target gear ratio γtgt based on the predetermined gear speed. The predetermined shift speed used in the calculation of the first sheave shift time T_sfttgt is the time change rate of the shift ratio depending on the sheave stroke speed. Further, the calculation unit 103 sequentially calculates the required shift time required for the shift ratio of the CVT 5 to change from the current actual shift ratio γact to the target shift ratio γtgt based on the predetermined shift speed as the time change rate of the shift ratio depending on the sheave stroke speed. . Accordingly, the calculation unit 103 can also sequentially update the latest required shift time. The calculation unit 103 calculates the gear ratio γ (=Nin/Nout1 ) of the CVT5 by, for example, dividing the input shaft rotation speed Nin by the first output shaft rotation speed Nout1 during the rotation of the CVT5.

The gear ratio setting unit 104 serving as gear ratio setting means sets the gear ratio γ of the CVT 5 in accordance with a predetermined gear change map set according to the vehicle Ve. It should be noted that details of the shift map in the first embodiment will be described later.

The gear shift control unit 105 performs control to engage the second clutch C2 after changing the gear ratio of the CVT5 to the target gear ratio γtgt. Further, the shift control unit 105 outputs a hydraulic command signal to the hydraulic control device 200 to control the shift operation of the CVT 5 and the operation of each engagement device such as the first clutch C1 . The shift control unit 105 performs so-called gap control that narrows the gap between the clutch piston and the friction plate to a predetermined width to such an extent that the clutch does not become engaged, in other words, to such an extent that no torque is transmitted to the clutch, for the second clutch C2. pre-pressurized. Preloading is also known as "component close" (パック读め).

The judging unit 106 judges whether or not the execution condition and the restoration condition are satisfied. When the speed change control unit 105 controls the operation of each engagement device based on the determination of the determination unit 106 , the speed change control unit 105 and the determination unit 106 function as a control unit. Further, the time required for pre-charging of the second clutch C2 (pre-charging time T_c2 ) determined based on various parameters of the vehicle is stored in a readable form in a recording unit (not shown) of the determination unit 106 . Furthermore, the determination unit 106 determines whether or not an idling execution condition, which is a condition for starting the idling, is satisfied.

The hydraulic control device 200 supplies hydraulic pressure to the respective hydraulic cylinders 51c and 52c of the CVT5 and the respective hydraulic actuators of the engagement devices, that is, the first clutch C1, the second clutch C2, the brake B1, and the dog clutch S1. By controlling hydraulic control device 200 , ECU 100 executes control for switching the power transmission path between the first path and the second path, control for shifting the CVT 5 , control for switching to various travel modes, and the like.

(hydraulic circuit)

FIG. 3 is a hydraulic circuit diagram showing an example of the hydraulic control device 200 . The hydraulic control device 200 includes an MOP 41 driven by an engine (Eng) 1 and an electric oil pump 43 driven by an electric motor (M) 42 as hydraulic pressure supply sources. A battery (not shown) is electrically connected to the electric motor 42 . The pumps 41 and 43 suck the oil accumulated in the oil pan and discharge it to the first oil passage 201 . The oil discharged from the electric oil pump 43 is supplied to the first oil passage 201 via the second oil passage 202 . The first oil passage 201 and the second oil passage 202 are connected via a check valve. When the hydraulic pressure of the first oil passage 201 is higher than the hydraulic pressure of the second oil passage 202, the check valve is closed. When the hydraulic pressure of the first oil passage 201 is lower than the hydraulic pressure of the second oil passage 202, the check valve is opened. For example, during idling, the engine 1 is stopped and the MOP 41 cannot be driven, so the electric oil pump 43 is driven to supply oil into the first oil passage 201 .

The hydraulic control device 200 includes a first pressure regulating valve 211 that regulates the hydraulic pressure of the first oil passage 201 to a first line pressure _PL1 , and a pressure regulating valve 211 that regulates the pressure of the oil discharged from the first pressure regulating valve 211 to a second line pressure _PL2 . The second pressure regulating valve 212, the first pressure reducing valve (modulation valve) 213, which uses the first line pressure _PL1 as the original pressure to adjust the pressure to the prescribed modulator pressure P _M , and the first line pressure _PL1 as the original pressure And the second pressure reducing valve (speed ratio control valve) 214 for regulating the primary pressure P _in , and the third pressure reducing valve for regulating the secondary pressure P _out with the first line pressure P _L1 as the original pressure (clamp pressure control valve) 215. It should be noted that the first pressure regulating valve 211 is controlled based on the control pressure output from the linear solenoid valve (not shown), so as to generate the first line pressure _PL1 corresponding to the running state. Then, the oil whose pressure is regulated to the second line pressure _PL2 by the second pressure regulating valve 212 is supplied to the torque converter 2 . The oil discharged from the second pressure regulating valve 212 is supplied to a lubrication system such as a meshing portion between gears.

A plurality of linear solenoid valves SL1 , SL2 , SL3 , SLP, and SLS are connected to the first pressure reducing valve 213 via the third oil passage 203 . The linear solenoid valves SL1, SL2, SL3, SLP, and SLS are independently controlled by the ECU 100 for excitation, de-excitation, and current, and regulate the hydraulic pressure corresponding to the hydraulic command signal.

The linear solenoid valve SL1 adjusts the modulator pressure _PM to the first clutch pressure P _C1 corresponding to the hydraulic pressure command signal, and supplies it to the first clutch C1. The linear solenoid valve SL2 adjusts the modulator pressure _PM to the second clutch pressure P _C2 corresponding to the hydraulic pressure command signal, and supplies it to the second clutch C2. Linear solenoid valve SL3 is connected to dog clutch S1 and brake B1 via switching valve 206 . The linear solenoid valve SL3 adjusts the modulator pressure _PM to supply hydraulic pressure P _bs corresponding to the hydraulic pressure command signal, and supplies it to the dog clutch S1 and the brake B1.

The primary hydraulic cylinder 51 c is connected to the second pressure reducing valve 214 through the fourth oil passage 204 . The second decompression valve 214 and the fourth oil passage 204 form a gear ratio control loop of the CVT5. The second pressure reducing valve 214 is a valve for controlling the gear ratio γ of the CVT5. The second pressure reducing valve 214 controls the amount of oil (hydraulic pressure) supplied to the primary hydraulic cylinder 51c. The second pressure reducing valve 214 regulates the primary pressure P in using the first line pressure _PL1 as the original pressure, and supplies the primary pressure P _in to the primary hydraulic cylinder 51c. The second pressure reducing valve 214 adjusts the primary pressure P _in based on the signal pressure _PSLP input from the linear solenoid valve SLP. The ECU 100 adjusts the primary pressure P _in by controlling the hydraulic command signal output to the linear solenoid valve SLP. The V-groove width of the primary pulley 51 changes as the primary pressure P _in changes.

The gear change control unit 105 controls the gear ratio γ of the CVT 5 by controlling the primary pressure P _in . Specifically, for example, during the downshift control, the shift control unit 105 decreases the primary pressure P _in to continuously increase the V-groove width of the primary pulley 51 . During downshifting, the gear ratio γ of the CVT 5 is continuously increased. During a downshift, the shift control unit 105 controls the oil in the primary hydraulic cylinder 51c to be discharged from the drain port of the second pressure reducing valve 214, thereby reducing the primary pressure P _in . Then, in the target gear ratio control executed during free running, the gear shift control unit 105 adjusts the primary pressure P _in so that the gear ratio γ of the CVT 5 becomes the target gear ratio. On the other hand, when the gear ratio is maintained during idle running, the gear shift control unit 105 controls to close the fourth oil passage 204 via the second pressure reducing valve 214 to maintain the primary pressure P _in at a predetermined value.

The secondary hydraulic cylinder 52 c is connected to the third pressure reducing valve 215 via the fifth oil passage 205 . The third decompression valve 215 and the fifth oil passage 205 form a clamping force control circuit of the CVT5. Specifically, for example, when the signal pressure P _SLS increases, the third pressure reducing valve 215 operates to increase the secondary pressure P _out of the secondary hydraulic cylinder 52 c.

(Empty driving control of the first embodiment)

Next, the idling control of the first embodiment of the present invention will be described. FIG. 4 is a flowchart showing an example of idling control in the first embodiment. ECU 100 executes the control flow shown in FIG. 4 from the state where vehicle Ve is controlled to the normal running state. In the normal running state, the second clutch C2 is engaged to drive the vehicle Ve forward using the power of the engine 1 .

In step ST1 , the determination unit 106 determines whether or not the accelerator is off based on the signal from the accelerator opening sensor 36 while the vehicle Ve is running normally. It should be noted that the accelerator off (accelerator Off) refers to a situation in which the accelerator pedal has been returned, such as when the driver takes his or her foot off the accelerator pedal. With zero (0) throttle opening, the throttle is disengaged. When the accelerator is off (step ST1 : Yes), the process proceeds to step ST2 , where the determination unit 106 determines whether or not the brake is off based on the signal from the brake stroke sensor 37 . It should be noted that the brake release (brake off) refers to a case where the brake pedal has been returned, such as a case where the driver takes his or her foot off the brake pedal. When the brake travel amount is zero (0), the brake is disengaged.

That is, in steps ST1 and ST2 , the determination unit 106 determines whether or not an idling execution condition, which is a condition for starting the idling, is satisfied. Here, the dry driving execution condition is a case where the accelerator is off and the brake is off during the normal running of the vehicle Ve. Therefore, when determining unit 106 determines that the accelerator is not turned off (step ST1 : No) or that the brake is not turned off (step ST2 : No), ECU 100 ends this control routine. That is, the travel control unit 101 continues the normal travel state without shifting the vehicle Ve to the free travel state. When the determination unit 106 determines that the accelerator is off (step ST1: Yes) and the brake is also off (step ST2: Yes), the process proceeds to step ST3. This is because the empty driving execution condition is satisfied in the vehicle Ve.

In step ST3 , the travel control unit 101 performs disengagement control of the second clutch C2 to disengage the second clutch C2 , and then proceeds to step ST4 . In step ST4, travel control unit 101 detects the gear ratio γ of CVT5. Here, the order of step ST3 and step ST4 is not limited, and step ST3 and step ST4 may be executed substantially simultaneously, or step ST3 may be executed after step ST4 is executed. After detecting the gear ratio γ of the CVT5, the process proceeds to step ST5, where the travel control unit 101 stops the supply of fuel to the inside of the engine 1 to automatically stop the engine 1 . The above-mentioned control of steps ST3 to ST5 is the empty driving start control. Here, in the idling start control, the travel control unit 101 detects the gear ratio γ of the CVT 5 before stopping the engine 1 . This is because the rotation of the pulleys 51 and 52 of the CVT5 is stopped after the engine 1 is stopped by disengaging the second clutch C2, and therefore the gear ratio γ of the CVT5 cannot be detected. Then, it transfers to step ST6.

In step ST6, travel control unit 101 maintains the gear ratio γ of CVT 5 at the gear ratio detected in step ST4. In this case, the gear ratio γ of the CVT 5 is fixed to the gear ratio γ at the start of idling. When the vehicle Ve is idling, the travel control unit 101 maintains the V-groove widths of the pulleys 51 and 52 at the V-groove width at the start of idling. Thus, the ratio of the thrust of the primary pulley 51 to the thrust of the secondary pulley 52 (sheave thrust ratio) is maintained. The travel control unit 101 controls the hydraulic pressure ratio (hydraulic balance) of the primary pressure P _in to the secondary pressure P _out so that the V-groove widths of the pulleys 51 and 52 do not change. As a result, the gear ratio γ of the CVT 5 is maintained at the gear ratio γ at the start of idling. In this state, since the rotation of the CVT 5 is stopped, the V-groove widths of the pulleys 51 and 52 can be maintained in the state at the start of the idling even with a hydraulic pressure lower than the hydraulic pressure before the start of the idling. It should be noted that step ST6 may also be executed simultaneously with step ST5.

Then, it transfers to step ST7, and the traveling control part 101 detects the vehicle speed V. Then, it transfers to step ST8.

In step ST8 , the determination unit 106 determines whether or not a condition for returning from idling to normal running (idle-running return condition) is satisfied. The idle recovery conditions include when the accelerator is turned on (accelerator On) and when the brake is turned on (brake On). Here, "accelerator On" refers to a state where the driver steps on the accelerator pedal and the accelerator opening is greater than zero. Brake On is a state in which the driver steps on the brake pedal, and the brake pedal force and brake stroke are greater than zero.

When judging unit 106 judges that the idling return condition is satisfied (step ST8: YES), it transfers to step ST9. It should be noted that the idle recovery conditions may include power consumption, the state of charge (SOC) of the battery, the oil temperature of the transmission, and the like. They become system-required idle recovery indications. On the other hand, when the empty driving recovery condition is not satisfied (step ST8: NO), ECU 100 returns to step ST7, and repeats the processing of steps ST7 and ST8.

When the process proceeds to step ST9, the calculation unit 103 calculates the target gear ratio γtgt when coasting ends, that is, when returning from free running. Specifically, the calculating unit 103 calculates the target gear ratio γtgt at the time of return from idle running based on a gear shift map expressed by the relationship between the vehicle speed V and the input shaft rotational speed Nin.

FIG. 5 shows an example of a shift map in the first embodiment. As shown in FIG. 5 , normally, the gear ratio γ of the CVT 5 is determined based on a gear shift map having the vehicle speed V and the input shaft rotational speed Nin as parameters. The CVT5 is shifted based on the shift map. Here, a case where the gear ratio γlast of the CVT5 at the start of the idle running is the minimum gear ratio γmin will be described as an example. While the vehicle Ve is idling, the gear ratio γ of the CVT 5 is maintained at the minimum gear ratio γmin. The vehicle speed _V2 at the time of idling recovery is lower than the vehicle speed _V1 at the start of idling. Also, if the vehicle speed _V2 at the time of recovery from idling is lower than the vehicle speed at which the gear ratio of CVT5 needs to be increased (for example, vehicle speed _V3 in FIG. CVT5 performs downshift control. By performing the downshift control on CVT5, the gear ratio γ of CVT5 changes from the minimum gear ratio γmin at the start of idle running toward the target gear ratio γtgt.

As a method of determining the target gear ratio γtgt by the gear ratio setting unit 104, after the target input shaft rotational speed Ntgt is determined, the gear ratio can be determined based on the target input shaft rotational speed Ntgt and the vehicle speed _V2 when the return condition is satisfied. Gear ratio γtgt. The target input shaft rotational speed Ntgt becomes a value larger than a predetermined rotational speed at which engine stall occurs and noise vibration (NV) performance deteriorates. For example, the target input shaft rotational speed Ntgt is determined as the input shaft rotational speed on the coast line. The coast line refers to a shift line when the accelerator opening is zero (Acc=0%) during normal running. At the vehicle speed _V2 at the time of idling recovery, the input shaft rotational speed corresponding to the minimum gear ratio γmin is lower than the target input shaft rotational speed Ntgt on the coast line. This is because the vehicle speed V ₂ at the time of recovery from idling is smaller than the lower limit vehicle speed V ₃ at which coasting can be performed at the minimum gear ratio γmin (V ₂ <V ₃ ). The downshift control is executed at the time of recovery from idling to increase the input shaft rotational speed Nin to the target input shaft rotational speed Ntgt on the coast line. The return control unit 102 discharges the oil in the primary hydraulic cylinder 51c to lower the primary pressure P _in , thereby widening the V-groove width of the primary pulley 51 . Thereby, the gear ratio γ of the CVT 5 can be increased toward the target gear ratio γtgt.

Next, when shifting to step ST10 shown in FIG. 4 , the calculation unit 103 calculates the first sheave shift time T_sfttgt. The first sheave shift time T_sfttgt is the required shift time for changing the speed ratio γ of the CVT5 from the speed ratio γ at the time of recovery from idling, that is, at the end of idling, in FIG. 5 described above, to the target speed ratio γtgt, for example. . In this first embodiment, the sheave transmission speed Vsft when the calculation unit 103 performs the calculation and when the transmission ratio changes from idling to the target transmission ratio γtgt is the sheave transmission speed determined from the viewpoint of NV. The upper limit within the range of is the maximum sheave speed Vsft_max. Next, when shifting to step ST11 shown in FIG. 4 , the recovery control unit 102 restarts the engine 1 .

Next, the process shifts to step ST12, and the determination unit 106 compares the first sheave shift time T_sfttgt calculated by the calculation unit 103 with the time (precharge time) T_c2 from start to completion of precharge of the second clutch C2. The determination unit 106 determines whether the first sheave shift time T_sfttgt is shorter than the pre-charge time T_c2.

When the determination unit 106 determines that the first sheave shift time T_sfttgt is shorter than the pre-charge time T_c2 (step ST12: Yes), the process proceeds to step ST13. In step ST13 , the travel control unit 101 sets the sheave speed change speed Vsft to a low speed change speed (Vsft) within the range of the following formula (1) that is smaller than the maximum sheave speed change speed Vsft_max.

Vsft_max>Vsft≥Vsft_max×(T_sfttgt/T_c2)…(1)

When the sheave shift speed Vsft is thus set to a predetermined shift speed within the range of Equation (1), the sheave shift time T_sft is longer than the first sheave shift time T_sfttgt and is equal to or less than the precharge time T_c2. That is, the downshift control of the first embodiment is executed at a sheave shift time T_sft longer than the conventional first sheave shift time T_sfttgt. As a result, the downshift is completed at a later time than in the conventional technique and before the precharging of the second clutch C2 is completed. Then, it transfers to step ST15.

On the other hand, in step ST12 , when the determination unit 106 determines that the first sheave shift time T_sfttgt is equal to or longer than the precharge time T_c2 (step ST12 : NO), the process proceeds to step ST14 . In step ST14, the traveling control unit 101 sets the sheave speed change speed Vsft of the CVT5 to the maximum sheave speed change speed Vsft_max according to the following formula (2).

Vsft=Vsft_max...(2)

When the sheave shift speed Vsft is thus set to a predetermined shift speed within the range of Equation (2), the sheave shift time T_sft is the same as the first sheave shift time T_sfttgt and becomes equal to or longer than the pre-charge time T_c2. That is, the downshift control of the first embodiment ends at a time later than the pre-charging of the second clutch C2. Then, it transfers to step ST15.

When shifting to step ST15, the shift control unit 105 starts the sheave shift control for the CVT5. That is, the shift control unit 105 controls the thrust of the primary pulley 51 and the secondary pulley 52 to change the respective V-groove widths, and starts changing the shift ratio from the shift ratio γlast to the target shift ratio γtgt when the CVT 5 recovers from idling. Then, the shift control unit 105 starts precharging the second clutch C2 in parallel. As a result, hydraulic fluid is supplied from the MOP 41 to the second clutch C2 to perform pre-charging.

Then, the process shifts to step ST16, and the determination unit 106 determines whether or not the elapsed time from the start of pre-charging of the second clutch C2 is the longer one of the first sheave shift time T_sfttgt and the pre-charging time T_c2. above. While the judging unit 106 judges that the elapsed time is shorter than any one of the first sheave shift time T_sfttgt and the precharge time T_c2 (step ST16: NO), the sheave shift control for the CVT5 is continued or the sheave shift control for the first sheave shift time is continued. Pre-charge of secondary clutch C2. That is, the next processing is waited until both the sheave shift control for the CVT5 and the pre-charging for the second clutch C2 are completed.

When the determination unit 106 determines that the elapsed time is longer than the larger one of the first sheave shift time T_sfttgt and the precharge time T_c2 (step ST16: Yes), the process proceeds to step ST17. At this point, the second clutch C2 is in the state immediately before the engaged state, and the gear ratio of the CVT5 is changed to the target gear ratio γtgt.

In step ST17, the shift control unit 105 engages the second clutch C2. When step ST17 is executed, the restoration control is completed. That is, returning from idling means that the ECU 100 restarts the engine 1 and engages the second clutch C2 while the vehicle Ve is idling. This control routine ends by returning from idling to normal driving. It should be noted that, in the above-mentioned idle control, instead of disengaging or engaging the second clutch C2, the first clutch C1 may be disengaged or engaged.

(Time chart of the first embodiment)

FIG. 6 is a time chart in the case where conventional idling control is executed. FIG. 6 shows the period from the time t0 at which the idling return instruction is given to the vehicle Ve in idling to the time t3 immediately after the second clutch C2 is fully engaged. FIG. 7 is a time chart when the idling control of the first embodiment is executed. FIG. 7 shows the period from time t0 (step ST9 in FIG. 4 ) at which the idling recovery instruction is given to the vehicle Ve in idling to time t3 (step ST17 in FIG. 4 ) immediately after the second clutch C2 is fully engaged. until.

As shown in FIG. 6 , at time t0 , when the recovery control unit 102 detects an idle recovery instruction such as brake ON and accelerator ON, the recovery control unit 102 executes engine start control to restart the engine 1 . In the engine start control, the engine 1 is started by a starter or the like. As a result, the engine speed Nec increases from zero.

When the engine start control is executed and the CVT 5 starts to rotate, at time t1, the primary pulley 51 and the secondary pulley 52 start to rotate simultaneously. Therefore, at time t1, the turbine rotational speed Nt (=input shaft rotational speed Nin) rises from zero simultaneously with the first output shaft rotational speed Nout1.

Then, at time t2, the engine 1 shifts from a state of being rotated by a starter or the like to an autonomous state based on fuel supply and ignition. The autonomous state refers to a state in which combustion is performed in each cylinder of the engine 1 , and the engine 1 performs autonomous combustion and is capable of autonomous rotation. The engine speed Ne at this time becomes the autonomous speed. When the engine 1 becomes an autonomous state, it starts to output engine torque. Then, the engine rotation speed Ne starts to rise, and the engine rotation speed Ne and the turbine rotation speed Nt (=input shaft rotation speed Nin) become the same rotation speed and increase. In FIGS. 6 and 7 , the line of the engine speed Ne after time t2 and the line of the turbine speed Nt (=input shaft speed Nin) are described by the same line.

After time t2, the shift control unit 105 starts the downshift control of the CVT5. In the downshift control, the primary pressure P _in is decreased and the secondary pressure P _out is increased. Accordingly, the V-groove width of the primary pulley 51 becomes wider, and the V-groove width of the secondary pulley 52 becomes narrower. In this way, when the downshift control is started, the gear ratio γ of the CVT 5 starts to increase from the gear ratio γlast at the time of return from idling toward the target gear ratio γtgt. During the period from time t2 to t21, the gear ratio γ of the CVT5 is continuously increased. At this time, the first line pressure P _L1 (line pressure in FIG. 6 ) of the first oil passage 201 also increases to the required pressure P ₀ . Furthermore, the required flow rate of hydraulic oil (in FIG. 6 , T/M required flow rate) also increases the required flow rate (shift flow rate) for downshift control. At time t21, when the gear ratio γ of the CVT 5 reaches the target gear ratio γtgt, the downshift control is completed.

In addition, after time t2, the shift control unit 105 performs control to start the pre-charging of the second clutch C2. As a result, the hydraulic pressure is supplied to the hydraulic actuator of the second clutch C2 that is completely disengaged, and the gap (interval) between the engaged elements is narrowed. At this time, the required flow rate of the hydraulic oil is increased by the required flow rate (flow rate for pre-charging) of the second clutch C2 for pre-charging. The pre-charging of the second clutch C2 is completed at the moment of time t3.

As described above, at time t2, the required flow rate of hydraulic oil used for leakage or lubrication, the transmission flow rate of hydraulic oil for performing downshift control, and the flow rate of hydraulic oil for prepressurizing the second clutch C2 The total flow rate of the flow rate for pre-pressurization. However, at time t2, since the engine 1 becomes autonomous, it is in the middle of the MOP 41 starting to drive and the MOP discharge flow rate restarting to increase. Therefore, there is a high possibility that the MOP discharge flow rate will decrease with respect to the required flow rate of hydraulic fluid, and the insufficient flow rate will increase. In FIG. 6 , the insufficient flow rate L ₀ is the largest at the start time of the shift control.

At a subsequent time t3, the shift control unit 105 fully engages the second clutch C2 with the gear ratio of the CVT5 at the target gear ratio γtgt. Since the second clutch C2 is fully engaged, the first output shaft rotational speed Nout1 is synchronized with the second output shaft rotational speed Nout2 . In this way, at time t3, the idling return control is completed, and the return from idling to normal traveling is completed. It should be noted that, after time t3, when the CVT 5 is shifted, a predetermined shift flow rate is required as the gear ratio γ changes.

On the other hand, in the idling control of the first embodiment shown in FIG. 7 , control different from the conventional idling control shown in FIG. 6 described above is performed. That is, when the first sheave shift time T_sfttgt is shorter than the precharge time T_c2, specifically, when the first sheave shift time T_sfttgt and the precharge time T_c2 have the relationship shown in FIG. The sheave speed change speed Vsft is a speed lower than the maximum sheave speed change speed Vsft_max according to the formula (1). Here, for example, the travel control unit 101 sets the sheave speed change speed Vsft according to the following equation (3).

Vsft=Vsft_max×(T_sfttgt/T_c2)...(3)

When the sheave shift speed Vsft is set according to the formula (3), as shown in FIG. 7 , the sheave shift time T_sft in the downshift control is substantially the same as the pre-charge time T_c2 . In this case, the downshift control for the CVT5 ends approximately simultaneously with the precharging of the second clutch C2. Therefore, the shift flow rate of the working oil required for the downshift control can be made uniform throughout the execution period of the precharge for the second clutch C2. Therefore, immediately after the engine 1 becomes autonomous, the required flow rate of the working oil at the time (time t2) at which the discharge flow rate of the MOP 41 is relatively _small can be reduced. Insufficient flow L ₁ . Along with this, the required pressure P ₁ of the linear pressure can be reduced from the conventional required pressure P ₀ .

As described above, according to the first embodiment of the present invention, when the first sheave shift time T_sfttgt of the CVT5 is shorter than the pre-charge time T_c2 of the second clutch C2 when the vehicle Ve returns from idling, by setting The sheave speed change speed Vsft is smaller than the maximum sheave speed change speed Vsft_max, and when the vehicle Ve returns from idling, it is possible to suppress the shortage of the supply flow rate of the hydraulic oil ejected from the MOP 41 .

(Empty driving control of the second embodiment)

Next, a second embodiment of the present invention will be described. 8 and 9 are flowcharts showing an example of the idling control of the second embodiment. It should be noted that “A” and “B” shown in FIG. 8 are transferred to “A” and “B” shown in FIG. 9 , respectively. ECU 100 executes the control flow shown in FIG. 8 from the state where vehicle Ve is controlled to the normal running state. In the normal running state, the second clutch C2 is engaged to drive the vehicle Ve forward using the power of the engine 1 .

As shown in FIGS. 8 and 9 , in the idle control of the second embodiment, steps ST21 to ST37 are the same as steps ST1 to ST13 , ST15 to ST17 , and ST14 shown in FIG. 4 of the first embodiment, respectively.

On the other hand, in the second embodiment, when the determination unit 106 determines in step ST32 that the first sheave shift time T_sfttgt is equal to or longer than the pre-charge time T_c2 (step ST32: NO), the process proceeds to step ST37. In step ST37, the traveling control unit 101 sets the sheave speed change speed Vsft to the maximum sheave speed change speed Vsft_max, and then proceeds to step ST38.

In step ST38, the calculation unit 103 calculates the current gear ratio (actual gear ratio) γact. At this point, the engine 1 is restarted. As a result, the pulleys 51 and 52 of the CVT 5 are rotating, so the calculation unit 103 can sequentially calculate the actual gear ratio γact based on the sequentially detected input shaft rotational speed Nin and first output shaft rotational speed Nout1 . Furthermore, the shift control unit 105 executes the sheave shift control for the CVT5. That is, the transmission control unit 105 controls the thrust of the primary pulley 51 and the secondary pulley 52 to change the respective V-groove widths, and the actual transmission ratio γact calculated by the calculation unit 103 is shifted toward the target transmission ratio set by the transmission ratio setting unit 104 for the CVT 5 . The ratio γtgt starts to change the gear ratio.

Next, when the process goes to step ST39, the calculation unit 103 calculates the shift time required for the gear ratio γ to change from the latest actual gear ratio γact to the target gear ratio γtgt, that is, the second sheave gear shift time as the second required gear shift time. T_sft2. Here, since the sheave shift speed as the predetermined shift speed is set to the maximum sheave speed change speed Vsft_max, the calculation unit 103 can calculate the second sheave speed change time T_sft2 based on the sheave speed change speed.

Next, the process transfers to step ST40, and the determination unit 106 compares the second sheave shift time T_sft2 calculated by the calculation unit 103 with the time (precharge time) T_c2 from start to completion of precharge of the second clutch C2. When the determination unit 106 determines that the second sheave shift time T_sft2 is still longer than the pre-charge time T_c2 (step ST40: NO), the process returns to step ST38 and the shift control of the CVT5 is continued.

Steps ST38 to ST40 are repeated until the determination unit 106 determines that the second sheave shift time T_sft2 is equal to or less than the pre-charge time T_c2. During this period, pre-charging of the second clutch C2 is not started. Therefore, the required flow rate of hydraulic oil can be reduced by the flow rate of hydraulic oil required for pre-charging, and the shortage of the supply flow rate of hydraulic oil ejected from MOP 41 can be suppressed.

When the determination unit 106 determines that the second sheave shift time T_sft2 is equal to or less than the pre-charge time T_c2 (step ST40: Yes), the process proceeds to step ST41. In step ST41, the travel control unit 101 starts precharging the second clutch C2. As a result, hydraulic fluid is supplied from the MOP 41 to the second clutch C2 to perform pre-charging.

Then, the process shifts to step ST42, and the determination unit 106 determines whether or not the elapsed time from the start of pre-charging of the second clutch C2 is equal to or longer than the pre-charging time T_c2. While the determination unit 106 determines that the elapsed time is shorter than the precharge time T_c2 (step ST42: NO), the precharge for the second clutch C2 is continued. When the determination unit 106 determines that the elapsed time is equal to or longer than the pre-pressurization time T_c2 (step ST42: Yes), the process proceeds to step ST36. At this point, the second clutch C2 is in a state immediately before the engaged state.

When transferring to step ST36, the shift control unit 105 fully engages the second clutch C2. By executing step ST36, the second clutch C2 is engaged and the engine 1 is driven, so that the idling state ends and the control routine ends. It should be noted that, in the above-mentioned idle control, the first clutch C1 may be disengaged or engaged instead of the second clutch C2. Other idling controls are the same as those in the first embodiment.

(Time chart of the second embodiment)

FIG. 10 is a time chart of the idling control when the determination unit 106 makes a negative determination in step ST12 of the first embodiment. FIG. 10 shows the period from time t0 (step ST9 in FIG. 4 ) when the idle-running recovery instruction is given to the vehicle Ve running free to time t3 (step ST17 in FIG. 4 ) immediately after the second clutch C2 is fully engaged. FIG. 11 is a time chart for explaining idling control in the case where the determination unit 106 makes a negative determination in step ST32 of the second embodiment. FIG. 11 shows the period from time t0 (step ST29 in FIG. 8 ) when the idle-running recovery instruction is given to the vehicle Ve running free to time t3 (step ST36 in FIG. 9 ) immediately after the second clutch C2 is fully engaged.

As shown in FIG. 10 , in the idling control of the first embodiment, at time t2 , the shift control unit 105 starts the downshift control of the CVT5 and starts precharging of the second clutch C2 . Therefore, at time t2, the required flow rate of hydraulic oil used for leakage or lubrication, the flow rate of hydraulic oil for performing downshift control (shift flow rate), and the required flow rate of hydraulic oil for pre-pressurizing the second clutch C2 are required. Total flow rate of flow rate (flow rate for pre-pressurization). The pre-charging of the second clutch C2 is completed at the time t22 before the end of the downshift control. It should be noted that the insufficient flow rate L ₀ shown in FIG. 10 is the insufficient flow rate when the conventional idling control shown in FIG. 6 is performed.

However, the timing (time t2) at which the engine 1 becomes an autonomous state is halfway from the start of driving of the MOP 41 to the increase of the MOP discharge flow rate. Therefore, the MOP discharge flow rate is small relative to the required flow rate of hydraulic oil, and in FIG. 10 , the insufficient flow rate _L1 is the largest at the start timing of the shift control. The insufficient flow rate L ₁ at time t2 is smaller than the insufficient flow rate L ₀ of the prior art, but further reduction of the insufficient flow rate is desired.

On the other hand, in the case of the idling control of the second embodiment shown in FIG. 11 , when the engine 1 is in the autonomous state at time t2, the MOP discharge flow rate also increases, and the first line pressure of the first oil passage 201 P _L1 (in Figure 11, line pressure) is increased to the desired pressure P ₁ . From time t2, the recovery control unit 102 starts the downshift control of the CVT5. As a result, the required flow rate of hydraulic oil increases the flow rate (shift flow rate) of hydraulic oil for performing downshift control of the CVT 5 . In this case, the MOP discharge flow rate may be short of the insufficient flow rate L ₂ relative to the required flow rate. However, since the start of precharging of the second clutch C2 is delayed, the insufficient flow rate L ₂ at time t2 is smaller than the above-mentioned insufficient flow rate L ₁ (L ₁ >L ₂ ).

In addition, during the period from time t2 to t3, the CVT5 is in the midst of downshifting, so the actual gear ratio γact of the CVT5 continues to increase. At the time when the gear ratio γ of the CVT 5 changes from the actual gear ratio γact to the target gear ratio γtgt, that is, at the time t23 when the sheave shift time T_sft becomes equal to or less than the precharge time T_c2, precharging of the second clutch C2 starts (FIG. 9 , step ST41). Therefore, the required flow rate of the hydraulic oil increases not only the shift flow rate but also the pre-charge flow rate of the second clutch C2. In this case, the time t23 longer than the time t2 has elapsed since the MOP 41 started to drive, so the discharge flow rate of the hydraulic oil from the MOP 41 also increases from the timing of the time t2. Therefore, the insufficient flow rate is also smaller than the insufficient flow rate _L1 .

Then, at time t3, the idle recovery control is completed. As a result, the return from idling to normal running is completed. The rest of the time chart is the same as that of the first embodiment.

According to this second embodiment, the empty driving control is the same as that of the first embodiment except for the processing of steps ST37 to ST42, so the same effects as those of the first embodiment can be obtained. Furthermore, according to the second embodiment, at the time when the vehicle Ve returns from idling, within a range that does not affect the engagement of the second clutch C2, it is preferable to complete it at the time when the gear ratio γ of the CVT5 becomes the target gear ratio γtgt. The precharging of the second clutch C2 is delayed from the start timing of the downshift control of the CVT5, whereby the precharging of the second clutch C2 can be started while increasing the MOP discharge flow rate as much as possible. Insufficient flow of required flow of working oil.

In addition, when the required flow rate of hydraulic oil increases, it is necessary to drive the electric oil pump 43 to supply oil into the first oil passage 201 . Therefore, the larger the insufficient flow rate is, the larger the capacity or size of the electric oil pump 43 needs to be. On the other hand, in the second embodiment, the insufficient flow rate of the MOP discharge flow rate can be reduced, so that the increase in capacity or size of the electric oil pump 43 can be suppressed.

In addition, in order to avoid an increase in the insufficient flow rate of hydraulic oil, it is necessary to avoid an increase in the difference between the target gear ratio γtgt and the actual gear ratio γact. In this case, in order to reduce the difference between the target gear ratio γtgt and the actual gear ratio γact, it is necessary to set the lower limit vehicle speed for returning from idling to a relatively high vehicle speed. On the other hand, in the above-mentioned one embodiment, the insufficient flow rate of the MOP discharge flow rate can be reduced, so the difference between the target gear ratio γtgt and the actual gear ratio γact at the time of return from idle running can be increased. Therefore, it is possible to lower the lower limit of the vehicle speed which is a condition for returning the vehicle Ve from idling, and to suppress deterioration of fuel economy.

As mentioned above, although embodiment of this invention was concretely described, this invention is not limited to said embodiment, Various deformation|transformation based on the technical idea of this invention is possible. For example, the calculation formulas listed in the above-mentioned one embodiment are merely examples, and different calculation formulas may be used as needed.

Claims (6)

1. A vehicle control device for controlling a vehicle comprising: a power source; a continuously variable transmission that changes the speed of a driving force input from the power source to output the driving force; a clutch connected or disconnected between the power source and drive wheels via the power transmission path of the continuously variable transmission; and a mechanical clutch driven by the power source and supplying hydraulic oil to the continuously variable transmission and the clutch. oil pump, When the condition for terminating the coasting is satisfied while the vehicle is continuing to coast while the power source is stopped with the clutch disengaged, the vehicle control device restarts the power source so that changing the gear ratio of the continuously variable transmission to a target gear ratio and pre-charging the clutch, engaging the clutch after performing the pre-charging of the clutch, The vehicle control device is characterized in that it has: a time calculation unit that calculates a first required shift time required to change from a shift ratio at the end of the coasting to the target shift ratio at a predetermined shift speed set in advance in the continuously variable transmission; and The control unit compares the first required shift time with a precharge time required to precharge the clutch, and when the first required shift time is equal to or longer than the precharge time, sets The continuously variable transmission is shifted at the prescribed shift speed, and when the first required shift time is shorter than the pre-charge time, the continuously variable transmission is shifted at a lower shift speed than the prescribed shift speed. Change gears. 2. The vehicle control device according to claim 1, wherein: The prescribed shift speed is a maximum value within a range of shift speeds set in the continuously variable transmission. 3. The vehicle control device according to claim 1 or 2, wherein: The control section sets the low shift speed as a shift speed at which a change to the target gear ratio of the continuously variable transmission is completed before pre-charging of the clutch is completed. 4. The vehicle control device according to claim 1 or 2, wherein: When the first required shift time is equal to or longer than the pre-charge time, the time calculation unit sequentially calculates the time required to change from the current gear ratio to the specified gear ratio at the predetermined gear speed in the continuously variable transmission. the second required shift time required for the target gear ratio, the control unit compares the latest second required shift time with the pre-charge time, and the pre-charge time is set at the latest second required shift time In the case of less than or equal to the time, control is performed so as to start pre-charging of the clutch. 5. The vehicle control device according to claim 3, wherein: When the first required shift time is equal to or longer than the pre-charge time, the time calculation unit sequentially calculates the time required to change from the current gear ratio to the specified gear ratio at the predetermined gear speed in the continuously variable transmission. the second required shift time required for the target gear ratio, the control unit compares the latest second required shift time with the pre-charge time, and the pre-charge time is set at the latest second required shift time In the case of less than or equal to the time, control is performed so as to start pre-charging of the clutch. 6. A vehicle control method for controlling a vehicle, the vehicle comprising: a power source; a continuously variable transmission that changes the speed of a driving force input from the power source to output the driving force; a clutch connected or disconnected between the power source and drive wheels via the power transmission path of the continuously variable transmission; and a mechanical clutch driven by the power source and supplying hydraulic oil to the continuously variable transmission and the clutch. oil pump, In the vehicle control method, the vehicle control method restarts the power source when the vehicle continues to coast while the power source is stopped while the clutch is disengaged and the vehicle continues to coast. changing the gear ratio of the continuously variable transmission to a target gear ratio and pre-charging the clutch, engaging the clutch after performing the pre-charging of the clutch, The vehicle control method is characterized in that it includes the following steps: calculating a first required shift time required to change from a shift ratio at the end of the coasting running to the target shift ratio at a predetermined shift speed set in advance in the continuously variable transmission; and The first required shift time is compared with a pre-charge time required to pre-charge the clutch, and when the first required shift time is equal to or longer than the pre-charge time, the The stepless transmission is shifted at the predetermined shift speed, and the continuously variable transmission is shifted at a lower shift speed than the predetermined shift speed when the first required shift time is shorter than the precharge time.