JP2015068387A - Control device of vehicle - Google Patents

Abstract

An object of the present invention is to suppress the occurrence of a shock in a clutch, an increase in supply hydraulic pressure, and a long period of time until complete engagement. By releasing a clutch 30 having a first engagement portion 31 connected to the engine 10 side and a second engagement portion 32 connected to a drive wheel W during normal traveling, When the power transmission between the driving wheels W is interrupted and the vehicle is coasting, the coasting control unit, and when the coasting traveling is returned to the normal traveling, the first engaging unit 31 and the second engaging unit in the clutch 30 If the differential rotation of 32 is reduced to a predetermined rotational speed or less, and the differential rotational state of the predetermined rotational speed or less continues for a predetermined time, a return control unit for completely engaging the clutch 30 is provided to the travel control ECU 1. To prepare. [Selection] Figure 1

Description

  The present invention relates to a vehicle control apparatus that controls driving force during traveling.

  2. Description of the Related Art Conventionally, in a vehicle, coasting traveling is known as a technique for reducing fuel consumption during traveling, in which power transmission between an engine and driving wheels is interrupted during traveling and the vehicle travels with inertia. The control device disengages the engaged clutch disposed between the engine and the drive wheel during normal traveling, thereby interrupting transmission of power between them and shifting to coasting traveling. Further, when returning from the coasting traveling to the normal traveling, the control device engages the released clutch. For example, in Patent Documents 1 and 2 below, there is a technology that interrupts power transmission between an engine and driving wheels during normal traveling and coasts with the engine operating (hereinafter referred to as “neutral coasting”). It is disclosed. In the neutral coasting of Patent Document 1, power transmission between the engine and the drive wheels is interrupted by controlling the stepped automatic transmission to the neutral state by releasing the internal clutch. Further, in the neutral coasting of Patent Document 2, the power transmission between the engine and the drive wheels is interrupted by releasing the clutch between the engine and the continuously variable automatic transmission.

JP 2004-316605 A JP 2003-341387 A

  By the way, when returning from coasting traveling to normal traveling, the released clutch is re-engaged. When the differential rotation between the engine side and the drive wheel side of the clutch is large, the clutch is fully engaged. If it is quickly engaged, there is a possibility that a shock will be generated by this clutch and this will be transmitted to the vehicle. Therefore, in order to suppress the occurrence of the shock, it is desirable to wait for the differential rotation of the clutch to decrease before completely engaging. However, if the timing for complete engagement is delayed, there is a possibility that the differential rotation of the clutch will become large again along with an increase in engine rotation or the input of disturbance to the drive wheels. In this case, the clutch cannot be completely engaged unless the hydraulic pressure is supplied to the clutch before it is blown up or before the disturbance is input, and it takes time until the clutch is completely engaged. .

  Therefore, the present invention provides a vehicle control device that improves the disadvantages of the conventional example and can suppress the occurrence of shock in the clutch, the increase in supply hydraulic pressure, and the lengthening until full engagement. For that purpose.

  In order to achieve the above object, the present invention releases a power connection / disconnection device having a first engagement portion connected to the engine side and a second engagement portion connected to the drive wheel side during normal traveling. The coasting control unit that shuts off the power transmission between the engine and the drive wheel and coasts the vehicle, and the first engagement in the power connection / disconnection device when returning from coasting traveling to normal traveling. If the differential rotation between the joint portion and the second engaging portion is reduced to a predetermined rotational speed or less and the differential rotational state below the predetermined rotational speed continues for a predetermined time, the power connection / disconnection device is fully engaged. And a return control unit for making it possible.

  Here, when returning from coasting traveling to normal traveling, the return control unit is configured to perform the first engagement before the rotation speed of the first engagement portion and the rotation speed of the second engagement portion are synchronized. If the differential rotation between the joint portion and the second engagement portion is reduced to the predetermined rotational speed or less and the differential rotational state below the predetermined rotational speed continues for the predetermined time, the power connection / disconnection device is completely It is desirable to engage.

  In addition, it is desirable that the return control unit lengthens the predetermined time as the transmission ratio of the transmission disposed between the engine and the drive wheel is larger.

  In the vehicle control device according to the present invention, when returning from coasting traveling to normal traveling, the differential rotation between the first engagement portion and the second engagement portion in the power disconnection device is reduced to a predetermined number of rotations or less. If the state of differential rotation below the predetermined number of rotations continues for a predetermined time, the power connection / disconnection device is completely engaged. For this reason, this control apparatus can suppress generation | occurrence | production of the shock of the clutch at the time of making it engage completely. Further, the control device fully engages the power connection / disconnection device without waiting for the rotation speed of the first engagement portion and the rotation speed of the second engagement portion to be completely synchronized. For this reason, this control device is less susceptible to influences such as engine blow-up and disturbance input to the drive wheels, compared to a device that waits for complete synchronization of the power connection / disconnection device and then fully engages the control device. The possibility that the differential rotation between the first engaging portion and the second engaging portion, which have become smaller, will again increase can be kept low. Therefore, this control device can suppress an increase in the slippage of the power connection / disconnection device due to the engine speeding up. Therefore, this control device not only can suppress the occurrence of shock when the power connection / disconnection device is engaged, but also can suppress a decrease in durability of the power connection / disconnection device. In this case, an excessive supply hydraulic pressure is not required, and a decrease in responsiveness until full engagement can be suppressed.

FIG. 1 is a diagram showing a vehicle control device and the vehicle according to the present invention. FIG. 2 is a time chart when returning from coasting traveling to normal traveling. FIG. 3 is a flowchart for returning from coasting traveling to normal traveling.

  Embodiments of a vehicle control apparatus according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

[Example]
An embodiment of a vehicle control apparatus according to the present invention will be described with reference to FIGS.

  First, an example of a vehicle to which this control device is applied will be described.

  As shown in FIG. 1, the vehicle exemplified here includes an engine 10 as a power source, and an automatic transmission 20 that transmits the power of the engine 10 to the drive wheel W side. In addition, the vehicle includes a power connection / disconnection device between the engine 10 and the drive wheel W, and by controlling the power connection / disconnection device, power transmission therebetween can be interrupted during traveling. .

  Further, this vehicle has, as control devices, an electronic control device (hereinafter referred to as “travel control ECU”) 1 that performs control related to travel of the vehicle, and an electronic control device (hereinafter referred to as “engine ECU”) that controls the engine 10. ) 2 and an electronic control unit (hereinafter referred to as “transmission ECU”) 3 for controlling the automatic transmission 20. The travel control ECU 1 exchanges sensor detection information, calculation processing results, and the like with the engine ECU 2 and the transmission ECU 3. The travel control ECU 1 sends a command to the engine ECU 2 and the transmission ECU 3, causes the engine ECU 2 to control the engine 10 according to the command, and controls the automatic transmission 20 according to the command to the transmission. Let ECU3 carry out.

  The engine 10 is an engine such as an internal combustion engine, and generates power on the engine rotation shaft 11 with supplied fuel.

  The power connection / disconnection device is disposed between the engine 10 and the drive wheel W (that is, on the transmission path of the power output from the engine 10), and enables power transmission therebetween while interrupting power transmission therebetween. You can also In the illustrated vehicle, this power connection / disconnection device is provided in the automatic transmission 20.

  As the automatic transmission 20 mounted on the vehicle, for example, not only a general stepped automatic transmission and a continuously variable automatic transmission, but also a dual clutch transmission (DCT: dual clutch transmission), an automatic transmission is possible. A stepped manual transmission (MMT: multimode manual transmission) is also included in the scope of application. In this embodiment, a stepped automatic transmission or a continuously variable automatic transmission will be described as an example.

  The automatic transmission 20 of the present embodiment includes a clutch 30 that functions as the power connection / disconnection device, a transmission main body 40 as an automatic transmission unit, a torque converter 50 that transmits the power of the engine 10 to the transmission main body 40, Is provided.

  In this automatic transmission 20, a transmission input shaft 21 is connected to the engine rotation shaft 11, and a transmission output shaft 22 is connected to the drive wheel W side. The transmission input shaft 21 is connected so as to rotate integrally with the pump impeller 51 of the torque converter 50. On the other hand, the intermediate shaft 23 is connected to the turbine runner 52 of the torque converter 50 so as to rotate together. The intermediate shaft 23 is further connected so as to rotate together with the first engagement portion 31 of the clutch 30. The second engagement portion 32 of the clutch 30 is connected so as to rotate together with the input shaft 41 of the transmission main body 40. The transmission main body 40 is also connected to the transmission output shaft 22. That is, in this vehicle, when the power transmission path from the engine 10 side is viewed in order, the engine 10, the torque converter 50, the clutch 30, the transmission main body 40, and the drive wheels W are arranged in this order. The torque converter 50 also includes a lockup clutch (not shown).

  In the case of a stepped automatic transmission, the transmission main body 40 is provided with a plurality of engagement devices (clutch and brake) and a plurality of gear groups (not shown). The gear stage (gear ratio) is switched depending on the combination. The shift control unit of the transmission ECU 3 performs shift control by controlling the state of the engagement device. In the case of a continuously variable automatic transmission, for example, a belt-type continuously variable transmission is the transmission main body 40.

  The clutch 30 has a first engagement portion 31 and a second engagement portion 32 respectively connected to the engine 10 side and the drive wheel W side on the power transmission path. 2 is a friction clutch in which a friction material is provided on at least one of the engaging portions 32. The clutch 30 supplies hydraulic oil to at least one of the first engagement portion 31 and the second engagement portion 32 so that the first engagement portion 31 and the second engagement portion 32 come into contact with each other. And it will be in an engagement state. In the engaged state (a semi-engaged state or a fully engaged state described later), power transmission between the engine 10 and the drive wheels W is possible. On the other hand, the clutch 30 discharges the supplied hydraulic oil, whereby the first engagement portion 31 and the second engagement portion 32 are separated from each other, and the clutch 30 is released. In the released state, power transmission between the engine 10 and the drive wheel W is interrupted.

  The clutch 30 causes the actuator 33 to perform an engaging operation or a releasing operation between the first engaging portion 31 and the second engaging portion 32. The actuator 33 includes, for example, an electromagnetic valve (not shown) that operates according to a command from the clutch control unit of the transmission ECU 3, and adjusts the hydraulic oil supply hydraulic pressure to the clutch 30 by opening and closing the electromagnetic valve.

  The clutch 30 is brought into an engaged state by opening the electromagnetic valve and increasing the supply hydraulic pressure. Here, the clutch control unit adjusts the valve opening amount of the electromagnetic valve to adjust the hydraulic pressure supplied to the clutch 30 (pressure increase amount), and creates the semi-engaged state and the fully engaged state separately. Can do. The half-engaged state is an engaged state that allows slippage between the first engaging portion 31 and the second engaging portion 32. On the other hand, the fully engaged state does not allow slippage between the first engagement portion 31 and the second engagement portion 32, and is at least one of the first engagement portion 31 and the second engagement portion 32. Even if torque is input to the gears, they are in an engaged state in which they are rotated together. The clutch control unit causes the clutch 30 to be semi-engaged by increasing the supply hydraulic pressure to a pressure within a predetermined range, and further increases the supply hydraulic pressure beyond the maximum pressure within the predetermined range to fully engage the clutch 30. Combine. The clutch 30 is released by closing the solenoid valve and reducing the supply hydraulic pressure.

  Next, calculation processing of the control device will be described.

  The vehicle of the present embodiment can travel with inertia (coasting) while interrupting power transmission between the engine 10 and the drive wheels W. For this reason, the traveling control ECU 1 has a coasting control unit that executes control related to coasting traveling (hereinafter referred to as “coasting control”). The coasting control unit interrupts power transmission between the engine 10 and the drive wheels W during traveling by releasing the clutch 30 during normal traveling. The normal travel refers to a state where the power of the engine 10 is transmitted to the drive wheels W to travel. The travel control ECU 1 includes a travel mode switching unit that switches between a normal travel mode and a coasting travel mode.

  Here, the illustrated vehicle includes, as coasting travel, neutral coasting travel (hereinafter referred to as “N coasting travel”), deceleration stop and start travel (hereinafter referred to as “deceleration S & S travel”), and free-run travel. At least one of the following can be implemented. Therefore, the traveling control ECU 1 is provided with at least one of the N coasting control unit, the deceleration S & S control unit, and the free-run control unit as the coasting control unit according to the coasting traveling mode provided in the vehicle. . Here, all of N coasting traveling, deceleration S & S traveling, and free-run traveling are possible.

  As described above, the N coasting traveling is traveling that coasts with the engine 10 operating while the power transmission between the engine 10 and the drive wheels W is interrupted. This N coasting traveling is executed in a state where the driver is operating a brake (accelerator off & brake on).

  The deceleration S & S traveling and the free-run traveling are traveling in which the power transmission between the engine 10 and the drive wheels W is interrupted and the engine 10 is further stopped to coast. Decelerated S & S travel is executed when the driver is operating a brake (accelerator off & brake on) and when the host vehicle is traveling at a low speed below a predetermined vehicle speed. On the other hand, the free-run traveling is executed in a state where the driver does not perform the accelerator operation or the brake operation (accelerator off & brake off).

  An accelerator operation amount sensor 61 and a brake operation amount sensor 62 are connected to the travel control ECU 1. The accelerator operation amount sensor 61 detects an accelerator opening degree or the like by the driver. Therefore, the travel control ECU 1 can grasp the driver's accelerator-off state (accelerator-off operation) and accelerator-on state (accelerator-on operation). The brake operation amount sensor 62 detects the amount of brake depression by the driver. Therefore, the travel control ECU 1 can grasp the driver's brake-off state (brake-off operation) and brake-on state (brake-on operation). In order to grasp the brake-off state (brake-off operation) and the brake-on state (brake-on operation), a detection signal from a stop lamp switch (not shown) linked to the driver's brake operation may be used.

  Here, when the driving mode switching unit detects the driver's accelerator-off state (accelerator-off operation) and brake-on state (brake-on operation) during normal driving, the driving mode switching unit selects N coasting mode or deceleration S & S mode as the coasting traveling mode. You can choose. At the time of selection, the traveling mode switching unit selects one of the N coasting mode and the deceleration S & S mode according to, for example, the gradient of the traveling path of the host vehicle and the vehicle speed. The gradient of the traveling path of the host vehicle is detected by the gradient sensor 63. As the gradient sensor 63, a longitudinal acceleration sensor that detects vehicle acceleration in the longitudinal direction may be used. Further, the vehicle speed of the host vehicle is detected by a vehicle speed sensor 64. The gradient sensor 63 and the vehicle speed sensor 64 are connected to the travel control ECU 1.

  When the N coasting mode is selected, the N coasting control unit sends a command to the engine ECU 2 and the transmission ECU 3 to control the engine 10 to an idle state, for example, and causes the clutch control unit to release the clutch 30. As a result, the vehicle cuts off the power transmission between the engine 10 and the drive wheels W while the engine 10 is operated, and starts N coasting traveling. On the other hand, when the deceleration S & S mode is selected, the deceleration S & S control unit sends a command to the engine ECU 2 and the transmission ECU 3 to instruct the engine 10 to stop and the clutch 30 to be released. Thus, the vehicle decelerates the S & S travel while the engine 10 is stopped and the power transmission between the engine 10 and the drive wheels W is interrupted in a state where the brake-on operation is performed in a predetermined vehicle speed range. Begin.

  The traveling mode switching unit can select the free-run mode as the coasting traveling mode when detecting the driver's accelerator-off state (accelerator-off operation) and brake-off state during normal traveling. When the free-run mode is selected, the free-run control unit sends a command similar to that in the deceleration S & S mode to the engine ECU 2 and the transmission ECU 3 to instruct the engine 10 to stop and the clutch 30 to be released. Thereby, since neither the accelerator operation nor the brake operation is performed, the vehicle stops the engine 10, interrupts the power transmission between the engine 10 and the drive wheels W, and starts free-running.

  The travel mode switching unit selects the normal travel mode when a condition for returning to normal travel is satisfied during any coasting travel. The case where the return condition is satisfied is, for example, a case where the driver's accelerator-on state (accelerator-on operation) is detected. When the normal travel mode is selected, the return control unit of the travel control ECU 1 sends a command according to the coasting travel mode being performed to the engine ECU 2 and the transmission ECU 3 to return from coasting travel to normal travel. In the return control, the released clutch 30 is engaged to enable power transmission between the engine 10 and the drive wheels W regardless of the coasting traveling mode.

  Here, during coasting, the rotational speed of the turbine runner 52 (hereinafter referred to as “turbine rotational speed”) Nt and the rotational speed of the input shaft 41 of the transmission main body 40 (hereinafter referred to as “input rotational speed”) Nin. That is, there is a difference between the rotational speed of the first engaging portion 31 and the rotational speed of the second engaging portion 32 in the clutch 30. For example, during coasting, the input rotational speed Nin (= the rotational speed of the second engaging portion 32) is higher than the turbine rotational speed Nt (= the rotational speed of the first engaging portion 31). (FIG. 2). Therefore, in the clutch 30, when the differential rotation between the first engagement portion 31 and the second engagement portion 32 (hereinafter referred to as “clutch differential rotation”) ΔNcl is large, the supply hydraulic pressure is increased until full engagement. When the pressure is applied, a sudden engagement operation occurs and a shock occurs. FIG. 2 is a time chart showing the return from N coasting traveling.

  Therefore, the return control unit increases the engine speed Ne by the output control of the engine 10 when the return condition to the normal travel is satisfied during coasting travel, and the turbine speed Nt is increased as the engine speed Ne increases. , The turbine rotational speed Nt (= the rotational speed of the first engaging portion 31) is brought closer to the input rotational speed Nin (= the rotational speed of the second engaging portion 32). That is, the return control unit reduces the clutch differential rotation ΔNcl by the output control of the engine 10 when returning from coasting traveling to normal traveling.

  The turbine rotational speed Nt (= the rotational speed of the first engaging portion 31) can be estimated from the engine rotational speed Ne and the speed ratio of the torque converter 50 using the detection signal of the crank angle sensor 65 of the engine 10. it can. In order to detect the turbine rotation speed Nt (= the rotation speed of the first engagement portion 31), a rotation sensor (not shown) for detecting the rotation angle of the turbine runner 52 or the first engagement portion 31 may be provided. Good. Further, the input rotational speed Nin (= the rotational speed of the second engagement portion 32) uses a detection signal of the rotational sensor 66 that detects the rotational angle of the transmission output shaft 22, and the rotational speed and the transmission main body 40 are detected. It can be estimated from the gear ratio. In order to detect the input rotation speed Nin (= the rotation speed of the second engagement portion 32), a rotation sensor (not shown) for detecting the rotation angle of the input shaft 41 or the second engagement portion 32 may be provided. Good.

  When the condition for returning to normal driving is established during coasting, the return control unit causes the clutch 30 to be fully engaged when the clutch differential rotation ΔNcl becomes small, thereby generating a shock at the time of engagement. In addition, the durability of the clutch 30 such as a friction material is also suppressed.

  Further, when the return condition for normal running is established during coasting, the return control unit of the present embodiment is supplied so that the clutch 30 is in a half-engaged state before the clutch 30 is completely engaged. The hydraulic pressure is increased to further suppress the occurrence of shock when the fully engaged state is established (FIG. 2). In the half-engagement control (slip control), the return control unit gradually increases the supply hydraulic pressure so as to increase the transmission torque capacity of the clutch 30 in the half-engaged state.

  By the way, the turbine rotational speed Nt approaches the input rotational speed Nin, which is gradually decreasing, with a large upward gradient according to the increase in the engine rotational speed Ne. The turbine rotation speed Nt is synchronized with the input rotation speed Nin while the rising gradient is reduced by the half-engaged clutch 30.

  Here, the clutch 30 is completely engaged after the turbine rotation speed Nt and the input rotation speed Nin are synchronized (that is, after the rotation speed of the first engagement portion 31 and the rotation speed of the second engagement portion 32 are synchronized). When joint control is performed, there is a possibility that the clutch differential rotation ΔNcl may increase due to, for example, an increase in rotation of the engine 10 or an input of disturbance to the drive wheels W before the complete engagement control. When the clutch differential rotation ΔNcl becomes large, complete engagement control is performed in this state, so that there is a possibility that a shock will occur in the clutch 30 during the engagement. There is also a possibility that the durability will be lowered. Further, at this time, in order to fully engage the clutch 30, a larger supply hydraulic pressure is required than when the turbine rotational speed Nt and the input rotational speed Nin are synchronized, and the responsiveness until full engagement is achieved. There is also the possibility of a decline.

  Therefore, the return control unit of the present embodiment does not determine that the complete engagement control of the clutch 30 can be performed after the turbine rotational speed Nt and the input rotational speed Nin are completely synchronized. Before the rotation speed Nt and the input rotation speed Nin are completely synchronized, it is determined that the complete engagement control of the clutch 30 can be performed. Specifically, when the clutch differential rotation ΔNcl is reduced to a predetermined rotational speed Ncl0 or lower and the differential rotational speed of the predetermined rotational speed Ncl0 or lower continues for a predetermined time, the complete engagement control of the clutch 30 is performed. It is determined that it is possible, and the clutch 30 is completely engaged. Note that when the clutch differential rotation ΔNcl is positive, the predetermined rotational speed Ncl0 is also positive, and when the clutch differential rotation ΔNcl is negative, the predetermined rotational speed Ncl0 is also negative.

  In this example, the clutch differential rotation ΔNcl when the predetermined time elapses after reaching a predetermined rotational speed Ncl0 or less is referred to as a rotational speed at which the complete engagement control of the clutch 30 can be started (hereinafter referred to as “a fully engaged rotational speed”). ) The fully engageable rotation speed is a clutch differential rotation ΔNcl that enables a complete engagement operation of the clutch 30 with a shock suppressed to a predetermined magnitude or less. The predetermined magnitude is such a magnitude that the occupant cannot feel the shock even if the generated shock of the clutch 30 is transmitted to the drive wheels W or the vehicle body.

  The predetermined time is changed according to the gear ratio of the transmission main body 40 at the time of return control, for example. Specifically, when the clutch 30 is disposed between the engine 10 and the transmission main body 40, the larger the gear ratio of the transmission main body 40 during the return control (that is, the lower the gear), the more the input rotation speed Nin. (= The number of rotations of the second engagement portion 32) becomes higher than the turbine rotation number Nt (= the number of rotations of the first engagement portion 31). For this reason, the predetermined time is set longer as the gear ratio of the transmission main body 40 during the return control is larger (that is, the lower gear is). Thereby, this control apparatus can improve the determination accuracy of whether or not the complete engagement control of the clutch 30 is possible, and can suppress the occurrence of the shock of the clutch 30 when the clutch 30 is completely engaged. For example, the return control unit compares a current gear ratio with a map prepared in advance, and reads and sets a predetermined time according to the gear ratio. When the clutch 30 is disposed between the transmission main body 40 and the drive wheel W, the turbine speed Nt increases as the transmission ratio of the transmission main body 40 during the return control increases (that is, the lower the gear). (= The number of rotations of the first engaging portion 31) is lower than the input number of rotations Nin (= the number of rotations of the second engaging portion 32). Therefore, in this case as well, the predetermined time may be set longer as the speed ratio of the transmission main body 40 during the return control is larger (that is, the lower the gear is).

  The predetermined rotational speed Ncl0 is determined by calculating backward from the rotational speed at which full engagement is possible and the predetermined time. For example, the return control unit may include a vehicle speed of the own vehicle, a vehicle acceleration of the own vehicle, a transmission ratio of the transmission main body 40, a change in the engine speed Ne, The future clutch differential rotation ΔNcl is estimated based on the rotational speed Nt (= the rotational speed of the first engaging portion 31), the input rotational speed Nin (= the rotational speed of the second engaging portion 32), and the like. The return control unit obtains a time point at which the estimated clutch differential rotation ΔNcl reaches a fully engageable rotational speed, and the estimated clutch differential rotation ΔNcl at a time point that is a predetermined time earlier from this point is set as the predetermined rotational speed Ncl0. Decide.

  In the following, a calculation process when returning from coasting traveling to normal traveling will be described with reference to the flowchart of FIG.

  The return control unit determines whether coasting control is being performed (step ST1). In this exemplary vehicle, it is determined whether any one of N coasting control, deceleration S & S control, and free-run control is being executed. If none of them is executed, the return control unit determines that coasting control is not being performed, and repeats this calculation process.

  When the coasting control is being performed, the return control unit determines whether a return condition from coasting traveling to normal traveling is satisfied (step ST2). If the return condition is not satisfied, the return control unit returns to step ST1.

  When the return condition is satisfied, the return control unit starts the return control from the coasting traveling to the normal traveling according to the coasting traveling mode being executed (step ST3).

  Specifically, in the case of a return from N coasting, the return control unit sends a command to the engine ECU 2 and the transmission ECU 3 to start the output control of the engine 10 according to the accelerator opening of the driver, and in the released state. The half-engagement control for the clutch 30 is started. In the case of return from deceleration S & S travel and free-run travel, the return control unit sends a command to the engine ECU 2 and the transmission ECU 3 to restart the stopped engine 10 and to perform half-engagement control for the clutch 30 in the released state. To start.

  In the vehicle, with the start of the return control, the turbine rotational speed Nt (= the rotational speed of the first engaging portion 31) approaches the input rotational speed Nin (= the rotational speed of the second engaging portion 32). For this reason, the return control unit calculates the clutch differential rotation ΔNcl based on the turbine rotation speed Nt (= the rotation speed of the first engagement section 31) and the input rotation speed Nin (= the rotation speed of the second engagement section 32). It is calculated, and it is determined whether or not the clutch differential rotation ΔNcl is equal to or less than the predetermined rotation speed Ncl0 described above (step ST4).

  When the clutch differential rotation ΔNcl is not less than or equal to the predetermined rotation speed Ncl0, the return control unit repeats the calculation process of step ST4. If the clutch differential rotation ΔNcl becomes equal to or lower than the predetermined rotational speed Ncl0, the return control unit continues until the predetermined time described above has elapsed for the state where the clutch differential rotation ΔNcl is equal to or lower than the predetermined rotational speed Ncl0. It is determined whether or not (step ST5). At that time, for example, the return control unit starts counting with a counter, and accumulates the count for each calculation cycle until the predetermined time elapses.

  When the state of the clutch 30 has not continued for a predetermined time (No in step ST5), the return control unit returns to step ST4 and determines again whether or not the clutch differential rotation ΔNcl has become equal to or lower than the predetermined rotation speed Ncl0. To do.

  The case where a negative determination is made in step ST5 can occur, for example, when returning from deceleration S & S travel. When returning from the deceleration S & S traveling to the normal traveling, the stopped engine 10 is restarted at low speed traveling, and therefore, the turbine rotational speed Nt (= first relation) is increased by the rise of the engine rotational speed Ne at the time of engine restart. There is a possibility that the rotational speed of the joint portion 31) exceeds the input rotational speed Nin (= the rotational speed of the second engaging portion 32). When the turbine speed Nt exceeds the input speed Nin when the engine is restarted, the state cannot be continued for a predetermined time even if the clutch differential speed ΔNcl becomes equal to or lower than the predetermined speed Ncl0. May be judged. However, the subsequent turbine speed Nt decreases as the restart of the engine 10 is completed, and approaches the input speed Nin again. For this reason, when returning from the deceleration S & S travel, an affirmative determination is made again in step ST4, and then the process proceeds to determination in step ST5 again.

  When the state where the clutch differential rotation ΔNcl is equal to or less than the predetermined rotational speed Ncl0 continues for a predetermined time (Yes in step ST5), the return control unit determines that the complete engagement control of the clutch 30 is possible. Then, a command is sent to the transmission ECU 3 to fully engage the clutch 30 (step ST6).

  As described above, when the control device returns from coasting traveling to normal traveling, first, the clutch 30 is half-engaged and slips between the first engaging portion 31 and the second engaging portion 32. By generating the above, it is possible to suppress the occurrence of a shock of the clutch 30 at the time of engagement. When the clutch differential rotation ΔNcl becomes equal to or less than the predetermined rotational speed Ncl0 and this state continues for a predetermined time, the control device performs a complete engagement of the clutch 30 to cause a shock of the clutch 30 when the clutch 30 is completely engaged. Occurrence can be suppressed.

  Further, when returning from coasting traveling to normal traveling, this control device, except when the negative determination is made in step ST5, is the turbine rotational speed Nt (= the rotational speed of the first engaging portion 31) and the input rotational speed Nin. The clutch 30 is completely engaged without waiting for (= the rotational speed of the second engaging portion 32) to be completely synchronized. That is, in this control device, except for that time, the turbine rotational speed Nt (= the rotational speed of the first engaging portion 31) and the input rotational speed Nin (= the rotational speed of the second engaging portion 32) are synchronized. If the clutch differential rotation ΔNcl is reduced to a predetermined rotational speed Ncl0 or less before the rotation, and the differential rotational state of the predetermined rotational speed Ncl0 or less continues for a predetermined time, the clutch 30 is completely engaged. For this reason, this control device is less susceptible to the effects of the rising of the rotation of the engine 10 or the input of disturbance to the drive wheels W, compared to the case where the clutch 30 is completely engaged after waiting for the complete synchronization. The possibility that the clutch differential rotation ΔNcl, which has become smaller, will expand again can be kept low. Therefore, this control device can suppress an increase in slipping of the clutch 30 due to the rising of the rotation of the engine 10 or the like. Therefore, this control device not only can suppress the occurrence of shock when the clutch 30 is engaged, but also can suppress a decrease in durability of the clutch 30, and the supply hydraulic pressure that is excessive for the complete engagement of the clutch 30. In addition, it is possible to suppress a decrease in responsiveness until full engagement is achieved.

  Thus, since this control apparatus can suppress generation | occurrence | production of the shock in the clutch 30, it can reduce the discomfort which a driver | operator feels when returning from coasting driving | running | working to normal driving | running | working. Further, since this control device can suppress a decrease in responsiveness until the clutch 30 is completely engaged, when returning from coasting traveling to normal traveling, the driving force corresponding to the driver's accelerator operation is responsive. It can be generated in the vehicle well, and the driver's uncomfortable feeling can be reduced also in this respect.

1 Travel control ECU
2 Engine ECU
3 Transmission ECU
DESCRIPTION OF SYMBOLS 10 Engine 20 Automatic transmission 30 Clutch 31 1st engaging part 32 2nd engaging part 40 Transmission main body 50 Torque converter 52 Turbine runner W Drive wheel

Claims (3)

By releasing a power connection / disconnection device having a first engagement portion connected to the engine side and a second engagement portion connected to the drive wheel side during normal traveling, the engine and the drive wheel are separated from each other. A coasting control unit that intercepts the power transmission of the vehicle and coasts the vehicle,
When returning from coasting traveling to normal traveling, the differential rotation between the first engaging portion and the second engaging portion in the power connection / disconnection device is reduced to a predetermined rotational speed or less, and the differential rotation of the predetermined rotational speed or less. If the state continues for a predetermined time, a return control unit for fully engaging the power disconnection device,
A vehicle control apparatus comprising:   When returning from coasting traveling to normal traveling, the return control unit is configured so that the rotation speed of the first engagement portion is synchronized with the rotation speed of the second engagement portion. If the differential rotation of the second engagement portion is reduced to the predetermined rotational speed or less and the differential rotational state of the predetermined rotational speed or less continues for the predetermined time, the power connection / disconnection device is completely engaged. The vehicle control device according to claim 1.   3. The vehicle control device according to claim 1, wherein the return control unit lengthens the predetermined time as a speed ratio of a transmission disposed between the engine and the drive wheel increases. 4. .

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