JP2017048706A - Drive control device for vehicle and control method of drive control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive control device for a vehicle which can improve a situation that a slide is generated at a power transmission part of a variator which is supported by hydraulic pressure according to a brake operation which is performed by a driver on a low-μ road even if a road face intermittently becomes the low-μ road, and a control method of the drive control device for the vehicle.SOLUTION: A drive control device 100 for a vehicle comprises an oil pump 10, a variator 20 and a controller 12. When an automatic stop condition of an engine 1 is established, the controller 12 automatically stops the engine 1. When it is detected or estimated that a traveling road face is a low-μ road, the controller 12 prohibits the automatic stop of the engine 1 which is performed on the basis of the establishment of the automatic stop condition of the engine 1 until a stop command of the engine 1 is issued by an operation of a driver.SELECTED DRAWING: Figure 1

Description

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

  A vehicle that supplies oil pressure to a belt-type continuously variable transmission using an oil pump driven by an engine as a hydraulic pressure source is known. In such a vehicle, the engine may be automatically stopped during traveling. In this case, the following situation may occur on a low μ road that is a road surface with a low friction coefficient.

  That is, on the low μ road, when the driver performs a braking operation, the rotational speed of the driving wheel is suddenly reduced, and the driving wheel is locked in some cases. Thereby, a large torque is input from the drive wheel to the belt type continuously variable transmission. If the engine is automatically stopped at this time, the oil pump is also stopped. As a result, it is impossible to obtain a hydraulic pressure sufficient to generate a sufficient belt clamping force with respect to the input torque, and belt slippage may occur.

  Patent Document 1 discloses a technique for preventing belt slip of a belt-type continuously variable transmission by prohibiting automatic engine stop when it is estimated that the road surface is a low μ road while the engine is automatically stopped. Is disclosed.

JP 2014-97695 A

  In the technique of Patent Document 1, when the traveling road surface is not a low μ road, automatic engine stop is permitted. For this reason, there is a possibility that the belt slips in the following traveling scene.

  Here, due to the influence of the sun and the unevenness of the road surface, there are cases where puddles and freezing can occur at some places after the rain. When traveling on such a road surface, the traveling road surface is switched from a low μ road to a high μ road and then further switched to a low μ road.

  In the technique of Patent Document 1, the engine is automatically stopped on the first low μ road in such a case, but then the engine is automatically stopped when the traveling road surface becomes a high μ road. Is done. For this reason, when the vehicle enters the next low μ road, the oil pump remains stopped.

  If the brake pedal is stepped on or increased in this state, sufficient belt clamping force cannot be obtained with respect to the input torque to the belt type continuously variable transmission generated accordingly. For this reason, in the technique of Patent Document 1, there is a possibility that the belt slips in such a case.

  The present invention has been made in view of such technical problems, and even when the road surface is intermittently a low μ road, it is hydraulically controlled according to the braking operation performed by the driver on the low μ road. It is an object of the present invention to provide a vehicle drive control device and a vehicle drive control device control method capable of improving the situation in which slippage occurs in a power transmission section of a supported variator.

  A vehicle drive control device according to an aspect of the present invention includes an oil pump that is driven by a vehicle driving source and discharges oil, and a gear ratio is changed by controlling oil discharged from the oil pump, and A variator provided in a power transmission path for transmitting power from the travel drive source to the drive wheels of the vehicle, and a control unit for automatically stopping the travel drive source when an automatic stop condition for the travel drive source is satisfied And when the traveling road surface is detected or estimated to be a low μ road, until the stop command for the traveling drive source is issued by the operation of the driver, the automatic stop condition is established based on the establishment of the automatic stop condition An automatic stop prohibiting unit that prohibits automatic stop of the driving source for traveling.

  According to another aspect of the present invention, an oil pump that is driven by a vehicle driving source to discharge oil, and the gear ratio is changed by controlling the oil discharged from the oil pump, and the driving source And a variator provided in a power transmission path for transmitting power to the drive wheels of the vehicle, and when the automatic stop condition for the travel drive source is satisfied, When the driving source for driving is automatically stopped and when a stop command for the driving source for driving is issued by a driver's operation when it is detected or estimated that the road surface is a low μ road, Providing a control method for a vehicle drive control device, including prohibiting automatic stop of the travel drive source performed based on establishment of a stop condition.

  According to these aspects, when it is detected or estimated that the traveling road surface is a low μ road, even when the traveling road surface is switched from the low μ road to the high μ road, the stop command of the driving source for driving is operated. The travel drive source is not stopped until it is emitted by the user's operation. For this reason, even when the traveling road surface is further switched from the high μ road to the low μ road, the oil pump can be driven as it is. Therefore, even when the brake pedal is stepped on or stepped on when entering a low μ road that visits intermittently, the power transmission unit is supported against the input torque to the variator generated accordingly. Sufficient hydraulic support force can be obtained.

  For this reason, according to these aspects, even when the road surface intermittently becomes a low μ road, the power transmission unit of the variator supported by the hydraulic pressure according to the braking operation performed by the driver on the low μ road This can improve the situation where slipping occurs.

It is a figure which shows the principal part of a vehicle containing the drive control apparatus for vehicles. It is a figure which shows an example of the prohibition control of 1st Embodiment with a flowchart. It is a figure which shows an example of the engine automatic stop control with a flowchart. It is a figure which shows an example of engine restart control with a flowchart. It is a figure which shows an example of the prohibition control of 2nd Embodiment with a flowchart.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

(First embodiment)
FIG. 1 is a diagram showing a main part of a vehicle including a vehicle drive control device 100. The vehicle includes an engine 1, a torque converter 2, a variator 20, an auxiliary transmission mechanism 30, an axle portion 4, and drive wheels 5. Hereinafter, the vehicle drive control device 100 is simply referred to as a drive control device 100.

  The engine 1 constitutes a vehicle driving source. The torque converter 2 transmits power through the fluid. In the torque converter 2, the power transmission efficiency can be increased by fastening the lockup clutch 2a. The variator 20 and the auxiliary transmission mechanism 30 output the input rotational speed at a rotational speed corresponding to the gear ratio. The axle portion 4 includes a reduction gear, a differential device, and a drive axle. The power of the engine 1 is transmitted to the drive wheels 5 through the torque converter 2, the variator 20, the auxiliary transmission mechanism 30 and the axle portion 4.

  The variator 20 is a continuously variable transmission mechanism, and includes a primary pulley 21, a secondary pulley 22, and a belt 23. Hereinafter, the primary is referred to as PRI and the secondary is referred to as SEC.

  The PRI pulley 21 includes a fixed pulley 21a, a movable pulley 21b, and a PRI chamber 21c. In the PRI pulley 21, the PRI pressure is supplied to the PRI chamber 21c.

  The SEC pulley 22 includes a fixed pulley 22a, a movable pulley 22b, and an SEC chamber 22c. In the SEC pulley 22, the SEC pressure is supplied to the SEC chamber 22c.

  The belt 23 has a V-shaped sheave surface formed by a fixed pulley 21 a and a movable pulley 21 b of the PRI pulley 21, and a V-shape formed by a fixed pulley 22 a and a movable pulley 22 b of the SEC pulley 22. Wound around the sheave surface.

  The belt 23 constitutes a power transmission unit that is supported by hydraulic pressure in the variator 20. The belt 23 is supported by a belt clamping force which is a hydraulic support force generated by the PRI pressure supplied to the PRI chamber 21c or the SEC pressure supplied to the SEC chamber 22c.

  The variator 20 constitutes a belt-type continuously variable transmission mechanism that changes speed by changing the winding diameter of the belt 23 by changing the groove widths of the PRI pulley 21 and the SEC pulley 22.

  In such a variator 20, by controlling the PRI pressure, the movable pulley 21b is operated, and the groove width of the PRI pulley 21 is changed. Further, by controlling the SEC pressure, the movable pulley 22b is operated, and the groove width of the SEC pulley 22 is changed.

  The PRI pressure and the SEC pressure are generated by the hydraulic control circuit 11 using the line pressure PL as a source pressure. The line pressure PL may be applied to one of the PRI pressure and the SEC pressure. In this case, the variator 20 can be configured as a univariator variator.

  The auxiliary transmission mechanism 30 is a stepped transmission mechanism, and has two forward speeds and one reverse speed. The subtransmission mechanism 30 has a first speed and a second speed having a smaller gear ratio than the first speed as a forward gear. The auxiliary transmission mechanism 30 is provided in series on the output side of the variator 20 in the power transmission path from the engine 1 to the drive wheels 5.

  The subtransmission mechanism 30 may be directly connected to the variator 20 or may be indirectly connected to the variator 20 through another configuration such as a gear train. The subtransmission mechanism 30 may have a multi-stage shift stage with three or more forward stages.

  The auxiliary transmission mechanism 30 constitutes the automatic transmission mechanism 3 together with the variator 20. The variator 20 and the auxiliary transmission mechanism 30 may be configured as separate transmission mechanisms in structure.

  The vehicle further includes an oil pump 10, a hydraulic control circuit 11, and a controller 12.

  The oil pump 10 is driven by the engine 1 to discharge oil. The variator 20 and the auxiliary transmission mechanism 30 are supplied with hydraulic pressure using the oil pump 10 as a hydraulic source.

  The hydraulic control circuit 11 adjusts the pressure of the oil discharged from the oil pump 10, that is, the hydraulic pressure, and transmits it to each part of the variator 20 and the subtransmission mechanism 30. In the hydraulic control circuit 11, for example, the line pressure PL, the PRI pressure, and the SEC pressure are adjusted.

  The controller 12 is an electronic control device and controls the hydraulic control circuit 11. Output signals from the rotation sensor 41, the rotation sensor 42, and the rotation sensor 43 are input to the controller 12.

  The rotation sensor 41 is a variator input side rotation sensor for detecting the rotation speed on the input side of the variator 20. The rotation sensor 42 is a variator output side rotation sensor for detecting the rotation speed on the output side of the variator 20. Specifically, the rotation sensor 42 detects the rotation speed on the output side of the variator 20 and on the input side of the auxiliary transmission mechanism 30. The rotation sensor 43 is a sub transmission mechanism output side rotation sensor for detecting the rotation speed on the output side of the sub transmission mechanism 30.

  Specifically, the rotational speed on the input side of the variator 20 is the rotational speed of the input shaft of the variator 20. The rotational speed on the input side of the variator 20 may be, for example, the rotational speed at a position where the gear train is sandwiched between the variator 20 in the power transmission path described above. The same applies to the rotational speed on the output side of the variator 20 and the rotational speed on the output side of the auxiliary transmission mechanism 30.

  In addition to this, output signals from the accelerator opening sensor 44, the inhibitor switch 45, the engine rotation sensor 46, the oil temperature sensor 47, the IGSW 48, and the like are input to the controller 12.

  The accelerator opening sensor 44 detects an accelerator opening APO that represents an operation amount of the accelerator pedal. The inhibitor switch 45 detects the position of the select lever. The engine rotation sensor 46 detects the rotation speed Ne of the engine 1. The oil temperature sensor 47 detects the oil temperature of the automatic transmission mechanism 3. The IGSW 48 is an ignition switch and is used by the driver to issue a start command and a stop command for the engine 1. A start command or a stop command for the engine 1 by the driver may be issued via another operation unit such as a button. The controller 12 can detect the vehicle speed VSP based on the output signal of the rotation sensor 43.

  The controller 12 generates a shift control signal based on these signals, and outputs the generated shift control signal to the hydraulic control circuit 11. The hydraulic control circuit 11 controls the line pressure, the PRI pressure, the SEC pressure, and switches the hydraulic path based on the shift control signal from the controller 12.

  Thereby, the hydraulic pressure is transmitted from the hydraulic control circuit 11 to each part of the variator 20 and the auxiliary transmission mechanism 30 according to the shift control signal. As a result, the gear ratios of the variator 20 and the auxiliary transmission mechanism 30 are changed to the gear ratio corresponding to the gear shift control signal, that is, the target gear ratio. Thus, the transmission ratio of the variator 20 and the auxiliary transmission mechanism 30 is changed by controlling the oil discharged from the oil pump 10.

  The drive control device 100 is a device for controlling the transmission of power from the engine 1 to the drive wheels 5, in addition to the torque converter 2, the variator 20, the auxiliary transmission mechanism 30, the oil pump 10, the hydraulic control circuit 11, and the like. The controller 12, the rotation sensor 41, the rotation sensor 42, and the rotation sensor 43 are configured.

  In the present embodiment, the controller 12 performs automatic stop and restart of the engine 1 as described below, in addition to the shift control of the variator 20 and the auxiliary transmission mechanism 30. The automatic stop and restart of the engine 1 may be performed by an engine controller for performing engine control, for example. In this case, it can be understood that the drive control device 100 further includes an engine controller and an integrated controller for integrating the shift control and the engine control.

  Next, an example of the control performed by the controller 12 will be described with reference to the flowcharts shown in FIGS. FIG. 2 shows an example of the prohibition control for the automatic stop of the engine 1 and the prohibition control for the restart of the engine 1. In FIG. 3, an example of the automatic stop control of the engine 1 is shown. FIG. 4 shows an example of restart control of the engine 1. The processes shown in FIGS. 2, 3, and 4 can be repeatedly executed every minute time as a series of processes, for example.

  In step S1, the controller 12 determines whether or not the vehicle is traveling. Such a determination can be made, for example, by determining whether or not the vehicle speed VSP is greater than zero. If the determination is affirmative in step S1, the process proceeds to step S2.

  In step S2, the controller 12 determines whether or not the traveling road surface is a low μ road. In step S2, the controller 12 determines that the traveling road surface is a low μ road when detecting or estimating that the traveling road surface is a low μ road.

  The fact that the traveling road surface is a low μ road can be detected or estimated by detecting a frozen road surface or a wet road surface with an in-vehicle camera or by operating a wiper. The fact that the road surface is a low μ road means that the outside air temperature, the intake air temperature of the engine 1 and the oil temperature of the automatic transmission mechanism 3 are lower than a predetermined value such as 0 ° C., or the rate of increase in the oil temperature of the automatic transmission mechanism 3. May be detected or estimated by being lower than a predetermined value. That the traveling road surface is a low μ road may be detected or estimated by an appropriate technique in addition to a known technique.

  If the determination is affirmative in step S2, the process proceeds to step S3. In step S3, the controller 12 turns on a flag indicating that the traveling road surface has been detected or estimated to be a low μ road.

  In step S4, the controller 12 determines whether or not the engine 1 is automatically stopped. Whether or not the engine 1 is automatically stopped can be determined, for example, based on whether or not the automatic stop condition of the engine 1 is satisfied and the prohibition of the automatic stop of the engine 1 is released as will be described later. .

  If the determination is affirmative in step S4, the process proceeds to step S5. In this case, the controller 12 prohibits the restart of the engine 1. Therefore, when the engine 1 is automatically stopped and the traveling road surface is detected or estimated as a low μ road, the restart of the engine 1 is prohibited.

  After step S5, the process proceeds to step S6. The same applies to a negative determination in step S2 or step S4. In step S6, the controller 12 determines whether or not the flag is ON. If a negative determination is made in step S6, the processing of this flowchart is temporarily ended. If an affirmative determination is made in step S6, the process proceeds to step S7.

  In step S7, the controller 12 determines whether or not the IGSW 48 is ON. If the determination is affirmative in step S7, the process proceeds to step S8. In this case, the controller 12 prohibits the automatic stop of the engine 1.

  The automatic stop of the engine 1 itself is performed when the automatic stop condition of the engine 1 is satisfied. For this reason, the controller 12 prohibits the automatic stop of the engine 1 so that the engine 1 is not automatically stopped even when the automatic stop condition of the engine 1 is satisfied. After step S8, the process of this flowchart is once ended.

  When the IGSW 48 is turned from ON to OFF by the driver's operation, a stop command for the engine 1 is issued by the driver's operation, and a negative determination is made in Step S7. If a negative determination is made in step S7, the process proceeds to step S9.

  In step S9, the controller 12 cancels the prohibition of the automatic stop of the engine 1. Therefore, the automatic stop of the engine 1 prohibited in step S8 is prohibited until a stop command for the engine 1 is generated by the driver's operation. By releasing the prohibition of the automatic stop of the engine 1, the automatic stop of the engine 1 is permitted.

  In step S10, the controller 12 turns off the flag. After step S10, the process of this flowchart is once ended.

  If a negative determination is made in step S1, the process proceeds to step S15. In step S15, the controller 12 cancels the prohibition of restart of the engine 1. Therefore, the restart of the engine 1 prohibited in step S5 is prohibited until the vehicle stops. By releasing the prohibition of restart of the engine 1, the restart of the engine 1 is permitted. After step S15, the process of this flowchart is once ended.

  The controller 12 performs the automatic stop prohibition control of the engine 1 and the restart prohibition control of the engine 1 as shown in FIG. 2, and then the automatic stop control of the engine 1 shown in FIG. 3 and the engine shown in FIG. 1 restart control is performed. The restart control of the engine 1 shown in FIG. 4 can be performed after the automatic stop control of the engine 1 shown in FIG.

  As shown in FIG. 3, the controller 12 determines whether or not an automatic stop condition for the engine 1 is satisfied in step S21. The automatic stop condition of the engine 1 will be described later. If the determination in step S21 is affirmative, the process proceeds to step S22. In this case, the controller 12 determines whether or not the prohibition of the automatic stop of the engine 1 is released. If the determination in step S22 is affirmative, the controller 12 automatically stops the engine 1 in step S23.

  Therefore, the controller 12 automatically stops the engine 1 when the automatic stop condition of the engine 1 is satisfied and the prohibition of the automatic stop of the engine 1 is released. When a negative determination is made in step S21 or step S22, the process of the flowchart shown in FIG. 2 is performed again, and then the process of the flowchart is performed again.

  As shown in FIG. 4, the controller 12 determines whether or not a restart condition for the engine 1 is satisfied in step S31. The restart condition of the engine 1 may be, for example, a condition that is satisfied when the automatic stop condition of the engine 1 is satisfied and the automatic stop condition is not satisfied in a state where the engine 1 is automatically stopped accordingly. it can.

  If the determination in step S31 is affirmative, the process proceeds to step S32. In this case, the controller 12 determines whether or not the prohibition of restart of the engine 1 is released. And if it is affirmation determination by step S32, the controller 12 will restart the engine 1 by step S33.

  Therefore, the controller 12 restarts the engine 1 when the restart condition of the engine 1 is satisfied and the prohibition of restart of the engine 1 is released. In the case of negative determination in step S31 or step S32, the process of the flowchart shown in FIG. 2 is performed again, and then the process of the flowchart is performed again.

  By the way, for example, a coast stop execution condition for automatically stopping the engine 1 during vehicle deceleration can be applied to the automatic stop condition of the engine 1.

  The coast stop execution conditions include, for example, that the accelerator pedal is not depressed, the brake pedal is depressed, and the vehicle speed VSP is greater than zero and lower than a predetermined value. The predetermined value is a value for determining whether or not the vehicle speed VSP is a low vehicle speed, and can be set in advance by an experiment or the like. The coast stop execution condition further includes, for example, that the gear position of the subtransmission mechanism 30 is the second speed.

  When the coast stop execution condition is satisfied, the engine 1 is automatically stopped by the coast stop. In the coast stop, when the engine 1 is automatically stopped, the lockup clutch 2a is further released. By releasing the lock-up clutch 2a, power transmission is released at the portion between the engine 1 and the variator 20 in the power transmission path described above. The state where the power transmission is released includes a state where the torque converter 2 can transmit the power via the fluid, and thus a state where the power is transmitted while causing a differential rotation such as a slip state.

  According to the coast stop performed in this manner, when the engine 1 is automatically stopped, the engine 1 is stopped in a state where the power transmission is released as described above. For this reason, fuel efficiency can be improved while avoiding sudden braking of the drive wheels 5.

  The automatic stop condition of the engine 1 includes, for example, a coast stop, a sailing stop that is an inertial traveling control that automatically stops the engine 1 during vehicle traveling, and an idle that automatically stops the engine 1 when the vehicle is stopped. An execution condition of at least one of the stops may be applied.

  The execution conditions for the sailing stop include, for example, that the brake pedal and the accelerator pedal are not depressed, and that the vehicle speed VSP is higher than a predetermined value. The predetermined value is a value for determining whether or not the vehicle speed VSP is high enough to allow the vehicle to continue traveling to some extent by inertial traveling, and can be set in advance by an experiment or the like. The execution condition of the sailing stop further includes, for example, that the shift speed of the subtransmission mechanism 30 is the second speed.

  The idle stop execution conditions include, for example, that the vehicle speed VSP is zero, the brake pedal is depressed, and the accelerator pedal is not depressed. The idle stop execution conditions are, for example, that the gear position of the subtransmission mechanism 30 is the first speed, and therefore that the 2-1 shift has been completed, the gear ratio of the variator 20 is the lowest gear ratio, This includes that the range selected by the select lever is the permitted range. In addition to the idle stop execution conditions, for example, the water temperature of the engine 1, the oil temperature of the automatic transmission mechanism 3, and the road surface gradient can be taken into consideration.

  Even when the engine 1 is automatically stopped by a sailing stop or an idle stop, fuel efficiency can be improved. Even when the sailing stop or the idle stop is performed, when the engine 1 is automatically stopped or the lock-up clutch 2a is released in advance, the power transmission between the engine 1 and the variator 20 is released as described above. can do.

  Next, main effects of the drive control apparatus 100 will be described. The drive control device 100 includes an oil pump 10, a variator 20, and a controller 12. The controller 12 is configured as a control unit that automatically stops the engine 1 when an automatic stop condition for the engine 1 is satisfied. In addition, the controller 12 performs an engine based on the establishment of an automatic stop condition until a stop command for the engine 1 is issued by a driver's operation when it is detected or estimated that the traveling road surface is a low μ road. 1 is configured as an automatic stop prohibiting unit that prohibits an automatic stop of 1.

  According to the drive control device 100 having such a configuration, when the traveling road surface is detected or estimated as a low μ road, even when the traveling road surface is switched from the low μ road to the high μ road, Until the stop command is issued by the operation of the driver, the engine 1 is not stopped. For this reason, even when the traveling road surface is further switched from the high μ road to the low μ road, the oil pump 10 can be driven as it is. Therefore, even when the brake pedal is stepped on or stepped on when entering the low μ road that is intermittently visited, the belt 23 is supported against the input torque to the variator 20 generated accordingly. Sufficient belt clamping force can be obtained.

  For this reason, according to the drive control apparatus 100 having such a configuration, even when the traveling road surface is intermittently a low μ road, the driver slips on the belt 23 according to the braking operation performed on the low μ road. Can be improved (effect corresponding to claims 1 and 5).

  When the traveling road surface is switched to a low μ road with the engine 1 automatically stopped, it is conceivable to restart the engine 1 and drive the oil pump 10. This is because when the brake pedal is stepped on or increased, a large torque is input to the variator 20 in response to this, so that the belt 23 may slip.

  However, during coast stop or sailing stop in which the engine 1 is automatically stopped during vehicle travel, the vehicle performs deceleration travel including inertia travel, so that torque is input from the drive wheels 5 to the variator 20. When the engine 1 is restarted in this state, torque having a rotation direction opposite to the torque input from the drive wheels 5 is input from the engine 1 to the variator 20. As a result, slippage may occur in the belt 23 due to an increase in input torque to the variator 20.

  In view of such circumstances, in the drive control device 100, the controller 12 further prohibits restarting of the engine 1 when it is detected or estimated that the traveling road surface is a low μ road with the engine 1 automatically stopped. It is configured as a restart prohibition unit.

  According to the drive control apparatus 100 having such a configuration, slippage is generated in the belt 23 as a result of the torque having a rotation direction opposite to the torque input from the drive wheels 5 being input from the engine 1 to the variator 20. This can be prevented (effect corresponding to claim 2).

  In the drive control device 100, the controller 12 as the restart prohibiting unit cancels the prohibition of restarting the engine 1 when the vehicle stops.

  According to the drive control apparatus 100 having such a configuration, the torque input to the variator 20 when the engine 1 is restarted can be suppressed by the amount that the torque is not input from the drive wheels 5 to the variator 20. For this reason, it is possible to prevent or suppress the occurrence of slipping on the belt 23 caused by the torque input to the variator 20 when the engine 1 is restarted.

  Moreover, according to the drive control apparatus 100 having such a configuration, it is possible to wait in a state where the engine 1 is started in preparation for the subsequent start of the vehicle. In addition, by restarting the engine 1, it is possible to ensure the hydraulic pressure required by the variator 20 and the start clutch in preparation for the subsequent start of the vehicle. For this reason, according to the drive control apparatus 100 of such a structure, the start response of a vehicle can also be improved (the effect corresponding to Claim 3).

(Second Embodiment)
In the present embodiment, the controller 12 as the control unit is further configured as described below. Except for this point, the drive control apparatus 100 according to the present embodiment is configured in the same manner as the drive control apparatus 100 according to the first embodiment.

  FIG. 5 is a flowchart illustrating an example of prohibition control performed by the controller 12 in the present embodiment. The flowchart shown in FIG. 5 is the same as the flowchart shown in FIG. 2 except that step S11 and step S13 are added. For this reason, step S11 and step S13 are mainly demonstrated here.

  If the determination in step S1 is negative, the controller 12 cancels the prohibition of automatic stop of the engine 1 in step S11, and turns off the flag in step S13. After step S13, the process proceeds to step S15.

  In other words, in the drive control device 100 according to the present embodiment, the controller 12 as the automatic stop prohibiting unit further stops the vehicle even when the stop command for the engine 1 is issued by the driver's operation. The prohibition of the automatic stop of the engine 1 is canceled.

  This is because when the vehicle stops, no torque is input from the drive wheels 5 to the variator 20, so that even if the engine 1 is stopped and the oil pump 10 is stopped, the belt 23 does not slip.

  According to the drive control device 100 having such a configuration, the engine 1 can be automatically stopped when the vehicle is stopped, so that fuel efficiency can be improved correspondingly (effect corresponding to claim 4).

  For example, the controller 12 may be configured to cancel the prohibition of the automatic stop of the engine 1 also in the following cases.

  That is, when it is determined that the low μ road does not appear when it is detected or estimated that the traveling road surface is no longer a low μ road, the controller 12 issues a stop command for the engine 1 by the operation of the driver. Even before, the prohibition of the automatic stop of the engine 1 may be canceled.

  When it is determined that the low μ road does not appear, for example, when the traveling time when the low μ road is not detected or estimated reaches a predetermined time, or when the traveling distance where the low μ road is not detected or estimated This can be the case when a predetermined distance is reached. The predetermined time and the predetermined distance can be set in advance based on experiments or the like.

  When it is determined that the low μ road does not appear, for example, it may be a case where the number of deceleration scenes where deceleration corresponding to the braking operation by the driver is generated is detected more than a predetermined number. This is because when the deceleration corresponding to the braking operation by the driver occurs, it can be determined that the traveling road surface is not a low μ road.

  Whether or not the deceleration corresponding to the braking operation by the driver has occurred can be determined, for example, based on whether or not the magnitude of the deceleration is larger than a predetermined value. For example, the predetermined value can be set in advance according to the brake depression force. The predetermined number of times can be set in advance based on experiments or the like.

  Even in such a case, fuel efficiency can be improved by an increase in the opportunity to automatically stop the engine 1.

  The embodiment of the present invention has been described above, but the above embodiment is merely a part of an application example of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. is not.

  For example, the fact that the road surface is not a low μ road may be included in the automatic stop condition of the engine 1. Thereby, when it is detected or estimated that the traveling road surface is a low μ road, the automatic stop condition of the engine 1 can be prohibited by not satisfying the automatic stop condition of the engine 1.

  In this case, the controller 12 as the automatic stop prohibiting unit includes that the automatic stop condition is not satisfied that the automatic stop condition of the engine 1 is not satisfied and that the traveling road surface is detected as a low μ road. Then, even if the automatic stop condition is satisfied after that, the automatic stop of the engine 1 may be prohibited until the stop command of the engine 1 is issued by the operation of the driver. .

  Even when the controller 12 is configured as described above, when the traveling road surface intermittently becomes a low μ road, a situation in which the belt 23 slips in the variator 20 in accordance with the braking operation performed by the driver on the low μ road. Can be improved.

  In the above-described embodiment, the case where the traveling drive source is the engine 1 has been described. However, the driving source for traveling may be, for example, a motor, the engine 1 and the motor.

  In the above-described embodiment, the case where the variator 20 is a belt-type continuously variable transmission mechanism has been described. However, the variator 20 may be, for example, a toroidal type continuously variable transmission mechanism.

1 Engine (driving drive source)
5 Driving wheel 10 Oil pump 11 Hydraulic control circuit 12 Controller (control unit, automatic stop prohibition unit, restart prohibition unit)
20 variator 30 auxiliary transmission mechanism 100 drive control device

Claims (5)

An oil pump that is driven by a vehicle driving source and discharges oil;
A variator provided in a power transmission path for changing the gear ratio by controlling oil discharged from the oil pump and transmitting power from the travel drive source to the drive wheels of the vehicle;
A controller that automatically stops the travel drive source when an automatic stop condition for the travel drive source is satisfied;
When the travel road surface is detected or estimated to be a low μ road, the travel drive is performed based on the establishment of the automatic stop condition until the travel drive source stop command is issued by a driver's operation. An automatic stop prohibiting section that prohibits automatic stop of the drive source;
A vehicle drive control device comprising: The vehicle drive control device according to claim 1,
In a state in which the traveling drive source is automatically stopped, when the traveling road surface is detected or estimated to be a low μ road, a restart prohibiting unit that prohibits restart of the traveling drive source is further provided.
A vehicle drive control device characterized by the above. The vehicle drive control device according to claim 2,
The restart prohibition unit cancels the prohibition of restart of the driving source for traveling when the vehicle stops.
A vehicle drive control device characterized by the above. The vehicle drive control device according to any one of claims 1 to 3,
The automatic stop prohibiting unit further prohibits the automatic stop of the travel drive source when the vehicle stops even before the travel drive source stop command is issued by a driver's operation. To release,
A vehicle drive control device characterized by the above. An oil pump that is driven by a vehicle driving source to discharge oil, and a gear ratio is changed by controlling oil discharged from the oil pump, and power is transmitted from the driving source to the driving wheels of the vehicle. And a variator provided in the power transmission path to control a vehicle drive control device comprising:
Automatically stopping the travel drive source when an automatic stop condition for the travel drive source is satisfied;
When the travel road surface is detected or estimated to be a low μ road, the travel drive is performed based on the establishment of the automatic stop condition until the travel drive source stop command is issued by a driver's operation. Prohibiting the automatic stop of the drive source;
A control method for a vehicle drive control device.

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