JP6281279B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device that performs N idle control and has a PTC heater as a heating auxiliary device.

  When the engine is stopped in the D range where the engine is in an idle state, N idle control is performed in which the starting clutch that engages the engine and the automatic transmission is not engaged and the automatic transmission is in the neutral state (see Patent Document 1). ).

JP-A-11-193866

  By the way, the PTC heater is built in the air conditioning unit as a heating auxiliary device in a cold region. It has been found that a large amount of power is consumed when the PTC heater is operated. When the PTC heater is combined with the above N idle control and the N idle control is switched from execution to non-execution during the operation of the PTC heater or during the fluctuation of the engine speed accompanying the switching from the operation of the PTC heater to the non-operation, Such a problem occurs. That is, if the N idle control is switched to non-execution while the PTC heater is operating or the engine rotational speed fluctuates due to switching to the non-operating PTC heater, the starting clutch is engaged while the engine rotational speed increases or increases. The fastening shock that accompanies this occurs.

  Further, when the PTC heater is operated during the execution of the N idle control or during the switching from the execution of the N idle control to the non-execution, the engine rotation speed temporarily deviates from the target idle rotation speed. Since feedback control is performed to return the actual reduced engine speed to the target idle speed, the engine speed increases. If the start clutch is engaged in the middle of the increase, an engagement shock is generated.

  Therefore, an object of the present invention is to provide a device capable of preventing the engine speed from rising and the accompanying clutch engagement shock even when a PTC heater is combined with N idle control.

The vehicle control apparatus of the present invention includes N idle control execution means, an air conditioning unit, and PTC heater operation control means. The N idle control execution means is configured to set the automatic transmission in a neutral state by disengaging a starting clutch for engaging the engine and the automatic transmission when the engine is stopped in the D range where the engine is in an idle state. Execute. The air conditioning unit incorporates a PTC heater and blows air heated by the operation of the PTC heater into the vehicle. The PTC heater operation control means can switch between the operation and non-operation of the PTC heater. Furthermore, in the control apparatus for a vehicle of the present invention prohibits the execution of the N idle control during fluctuations in the engine rotational speed is in the idle state associated with the switching to the non-actuated from operation before Symbol PTC heater.

  According to the present invention, since priority is given to heating when the PTC heater is operating first, priority is given to the operation of the PTC heater and execution of N idle control is prohibited. As a result, it is possible to prevent the occurrence of an engagement shock accompanying the engagement of the starting clutch during the engine speed increase or during the engine increase by performing the N idle control immediately after the PTC heater is released.

1 is a schematic configuration diagram of a vehicle drive device according to a first embodiment of the present invention. It is a control system figure of a gasoline engine. It is a control system figure of a belt type automatic transmission. Timing chart showing changes in engine rotation speed, three flags, PTC heater request flag, etc., when N idle control is executed while the engine rotation speed fluctuates immediately after releasing the PTC heater operation in Comparative Example 1. It is. 6 is a timing chart showing changes in engine speed, three flags, a PTC heater request flag, and the like when a PTC heater is operated immediately after cancellation of N idle control in Comparative Example 1. Timing chart showing separately a signal read to the engine controller side and a signal read to the PTC heater amplifier side when the N idle control operation request and the PTC heater operation request are made simultaneously in Comparative Example 2 It is. In Comparative Example 2, changes in engine speed, three flags, N idle PTC heater prohibition request flag, PTC heater request flag, etc., when there is a request for N idle control execution and a PTC heater operation request simultaneously. It is a timing chart. In the present embodiment, changes in engine speed, three flags, a PTC heater request flag, and the like are shown when N idle control is to be executed while the engine speed fluctuates immediately after the PTC heater is released. It is a timing chart. Timing chart showing changes in engine rotation speed, three flags, N idle PTC heater holding request flag, PTC heater request flag, etc. when the PTC heater is to be operated immediately after cancellation of N idle control in this embodiment It is. In this embodiment, when an N idle control execution request and a PTC heater operation request are made at the same time, changes in engine speed, three flags, an N idle PTC heater holding request flag, a PTC heater request flag, etc. are shown. It is a timing chart. 6 is a timing chart showing changes in starting clutch pressure (indicated pressure), engine rotational speed, and turbine rotational speed when an N idle control execution request and a PTC heater operation request are made simultaneously. It is a flowchart for demonstrating the setting of the N idle prohibition flag of this embodiment. It is a flowchart for demonstrating the setting of the delay flag of this embodiment. It is a flowchart for demonstrating the setting of the N idle PTC heater holding | maintenance request flag of this embodiment. It is a flowchart for demonstrating control of the action | operation / non-operation of the PTC heater of this embodiment. It is a flowchart for demonstrating fastening of the starting clutch of this embodiment. It is a flowchart for demonstrating the setting of the N idle prohibition flag of 2nd Embodiment.

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

(First embodiment)
FIG. 1 is a schematic configuration diagram of a drive device for a vehicle 1 according to a first embodiment of the present invention. In FIG. 1, an engine 2 includes a starter 6 (engine starting motor) used for starting the engine and an alternator 3 driven by the engine 2.

  A battery 11 is provided as a power source for the vehicle 1. It is a 12V battery. Electric power obtained by power generation by the alternator 3 is stored in the battery 11. The starter 6 is connected to the battery 11, and power is supplied from the battery 11. The vehicle 1 is provided with various electric loads. Although this electric load allows a slight fluctuation in the amount of supplied power, it requires a large amount of power and is driven with a first electric load 14 having a relatively low guaranteed voltage (for example, 8 V) and power saving. However, there is a second electric load 15 having a relatively high guaranteed voltage (for example, 10 V). Since the two types of electric loads 14 and 15 having different guaranteed voltages cannot be treated equally, the second electric load 15 having a relatively high guaranteed voltage is connected to the battery 11 via the DC / DC converter 12. ing. Here, the DC / DC converter 12 increases the voltage of the battery 11 by a constant pressure. By applying a voltage higher than the voltage of the battery 11 to the second electric load 15, the operation of the second electric load 15 is guaranteed.

  Examples of the first electric load 14 include a starter 6, a headlamp, a room lamp, a defogger, and a vehicle dynamic controller. Furthermore, an engine controller 41, a PTC heater 61, and a PTC heater amplifier 62, which will be described later, are included in the first electric load 14. The second electric load 15 includes a navigation system. Furthermore, an automatic transmission controller 41 and an air conditioner amplifier 55 described later are included in the second electric load 15.

  In order to control the engine 2 and the starter 6, an engine controller 21 (engine starting means, engine automatic stop / restart control means) is provided.

  Here, the configuration of the gasoline engine will be outlined with reference to FIG. 2. FIG. 2 is a control system diagram of the gasoline engine. Each intake port (not shown) is provided with a fuel injection valve 7. The fuel injection valve 7 supplies fuel to the engine 2 intermittently.

  The intake passage 11 is provided with an electronically controlled throttle valve 22, and an opening degree of the throttle valve 22 (hereinafter referred to as “throttle opening degree”) is controlled by a throttle motor 23. The actual throttle opening is detected by the throttle sensor 24 and input to the engine controller 31.

  The engine controller 31 receives an accelerator opening signal (amount of depression of the accelerator pedal 32) from the accelerator sensor 33, a crank angle signal from the crank angle sensor 34, and an intake air amount signal from the air flow meter 35. Yes. From the signal of the crank angle sensor 34, the rotational speed of the engine 2 is calculated. The engine controller 31 calculates a target intake air amount and a target fuel injection amount based on these signals, and commands the throttle motor 23 and each fuel injection valve 7 to obtain the target intake air amount and the target fuel injection amount. put out.

  The gasoline engine 2 includes a spark plug facing the combustion chamber (cylinder). The engine controller 31 generates a spark in the spark plug by cutting off the primary current of the ignition coil at a predetermined time before the compression top dead center, thereby igniting the air-fuel mixture in the combustion chamber.

  The engine controller 31 performs idle stop control for the purpose of improving fuel efficiency. That is, when the accelerator pedal 32 is not depressed (APO = 0), the brake pedal 37 is depressed (brake switch 38 is ON), and the vehicle 1 is in a stopped state (vehicle speed VSP = 0), idle stop is performed. The permission condition is satisfied. At this time, the fuel injection from the fuel injection valve 7 to the intake port is shut off and the engine 2 is stopped. This reduces wasteful fuel consumption.

  Thereafter, when the accelerator pedal 32 is depressed or the brake pedal 37 is returned (the brake switch 38 is OFF) in the idle stop state, the idle stop permission condition is not satisfied. At this time, the engine 2 is cranked by using the starter 6, the fuel injection from the fuel injection valve 7 and the spark ignition by the spark plug are restarted, and the engine 2 is restarted.

  Returning to FIG. 1, the vehicle 1 includes a CVT controller 41.

  Here, the configuration of the CVT (belt type automatic transmission) 9 will be outlined with reference to FIG. 3. FIG. 3 is a control system diagram of the CVT 9. A torque converter 8 and a CVT 9 are connected to the output shaft of the engine 2. The torque converter 8 has a pump impeller and a turbine runner (not shown). The CVT 9 includes a primary pulley 42, a secondary pulley 43, and a steel belt 45 that is wound around the pulleys 42 and 43. The rotational driving force of the engine 2 is finally transmitted to vehicle driving wheels (not shown) via the torque converter 8 and CVT 9. The CVT controller 41 controls the transmission ratio of the CVT 9 in a stepless manner according to the vehicle running conditions determined from the vehicle speed and the throttle opening.

  Transmission oil (hereinafter simply referred to as “oil”) from an oil pump 44 driven by the output shaft 2 a of the engine 2 is adjusted to a constant pressure by an oil pressure regulator valve 45, and this constant pressure oil is a friction engagement element. To be supplied. Here, only the forward clutch (starting clutch) 46 that is always in the non-engaged state is shown as the frictional engagement element. A control valve 47 and a manual valve 48 are interposed in series in an oil passage connecting the forward clutch 46 and the pressure regulator valve 45. The control valve 47 is opened and closed by a CVT controller 41, and the manual valve 48 is opened and closed by a signal from a shift lever 49. For example, when the driver switches the shift lever 49 from the N range to the D range position, both the control valve 47 and the manual valve 48 are opened, a constant pressure of oil is supplied to the forward clutch 46, and the forward clutch 46 is not engaged. To the fastening state. As a result, the output shaft 2 a of the engine 2 and the input shaft 9 a of the automatic transmission 9 are connected via the torque converter 8.

  The torque converter 8 having a pump impeller and a turbine runner is provided with a mechanical lockup clutch for fastening and releasing the pump impeller and the turbine runner. The travel range of the vehicle that engages the lock-up clutch is predetermined as a lock-up region (vehicle speed and throttle opening are used as parameters). In the automatic transmission controller 41, when the vehicle running condition is in the lockup region, the lockup clutch is engaged to directly connect the engine 2 and the transmission 9, and when the vehicle running condition is not in the lockup region. Release the lock-up clutch. When the engine 2 and the transmission 9 are in a directly connected state, the torque converter 8 does not absorb the torque, and the fuel efficiency is improved accordingly.

  The vehicle 1 includes an air conditioning unit 51 that constitutes a part of the vehicle air conditioner, below the instrument panel in the vehicle. Inside air or outside air sucked in through an inside / outside air switching door by rotation of a blower fan (not shown) is sent to the air conditioning unit 51 through an air intake port. After the air sent to the air conditioning unit 51 passes through the evaporator and is cooled, it passes or bypasses the heater core at a rate corresponding to the opening of the air mix door. Thereby, conditioned air of a predetermined temperature is generated.

  The conditioned air at a predetermined temperature flows out of the air conditioning unit 51 through an outlet door that opens and closes according to the blowing mode, and is sent into the vehicle through a duct. For example, in the vent mode, the conditioned air is sent from the vent outlet to the occupant through the vent duct via the vent opening. In the foot mode, conditioned air is sent from the foot outlet to the passenger's feet through the foot duct via the foot opening.

  In the air conditioning unit 51, the air passage leading to the foot opening is branched halfway and communicated with the left and right foot openings, and a PTC heater 61 is disposed upstream of the branching portion. The PTC heater 61 is an auxiliary heater used to make up for a lack of heating capacity when the air-conditioning air cannot be sufficiently heated by the heater core, such as when the outside air temperature is low and the engine cooling water temperature is low. By additionally providing the PTC heater 61 in a cold region, air heated by the PTC heater 61 can be sent from the foot opening. The PTC heater 61 has a so-called PTC characteristic in which the electric resistance value increases and the power consumption decreases as the temperature of the heater element rises, and the operation is controlled as described later.

  The air-conditioner amplifier 55 detects a signal from the operation panel 56 for inputting an air-conditioning command and various physical quantities necessary for air-conditioning control (outside air temperature, solar radiation amount, inside air temperature, evaporator passing air temperature, engine coolant temperature). Signals from the sensors 57 are input.

  A controller is attached to the air conditioner amplifier 55. For this reason, the air conditioner amplifier 55 outputs control signals to the air conditioning actuator 52 based on the signals from these signals, and controls the intake mode, the outlet mode, the opening / closing of the airmic door, the air flow rate, and the like. The air conditioning actuator 52 includes an inside / outside air switching door, an air outlet door, an air mix door driving actuator, a blower fan driving motor, and the like.

  A controller is also attached to the PTC heater amplifier 62 (PTC heater control means). Therefore, the PTC heater amplifier 62 (PTC heater operation control means) controls the operation / non-operation of the PTC heater 61 as follows. First, it is determined whether the operation of the PTC heater 61 is necessary. For example, the outside air temperature detected by the sensors 57 may be a predetermined value or less and the engine coolant temperature may be a predetermined value or less. When the mode is set in such a state, the heating capacity is insufficient just by blowing the conditioned air heated by the heater core from the foot opening, and a sufficient feeling of heating cannot be given to the occupant. In such a case, it is determined that the operation of the PTC heater 61 is necessary, the PTC heater request flag is switched from zero to 1, and the PTC heater 61 is operated. Thereafter, when it is determined that the operation of the PTC heater 61 is not necessary, the PTC heater request flag is returned from 1 to zero, and the energization to the PTC heater 61 is stopped. As will be described later, the PTC heater amplifier 62 and the air conditioner amplifier 55 are connected by CAN, and data necessary for the PTC heater amplifier 62 is sent from the air conditioner amplifier 55.

  The engine controller 31, the CVT controller 41, the air conditioner amplifier 55, and the PTC heater amplifier 62 are connected by a CAN (Controller Area Network).

  The engine controller 21 and the CVT controller 41 (N idle control execution means) perform cooperative control to execute N idle control. Here, the N idle control is a control in which the CVT 9 is in the neutral state by disengaging the forward clutch 46 that engages the engine 2 and the CVT 9 (automatic transmission) when the engine 2 stops in the D range where the engine 2 is in the idle state. That is. Normally, when the position of the shift lever 49 of the CVT 9 is in the D range, the engine 2 and the CVT 9 are connected, and the vehicle 1 moves forward slowly with the creep force unless the driver depresses the brake pedal 37. I have to. In order to prevent the vehicle 1 from moving forward by this creep force, the driver depresses the brake pedal 37 to stop the vehicle 1.

  The target idle speed NSET is set high to obtain the creep force when the vehicle is stopped, but the CVT 9 at this time acts as a load on the engine 2. On the other hand, by performing N idle control to bring the CVT 9 into the neutral state, the target idle speed NSET can be lowered by a certain value compared to when the CVT 9 is generating the creep force, and the fuel efficiency can be improved accordingly. . Specifically, the CVT controller 41 controls the opening degree of the control valve 47 to reduce the pressure acting on the forward clutch 46 (forward clutch pressure) from the pressure A at the time of clutch engagement to the pressure B at the time of N idle control. . As a result, the engine 2 and the CVT 9 are disconnected.

  On the other hand, when the driver intends to start the vehicle by releasing the brake pedal 37 or the like, the opening degree of the control valve 47 is controlled to change the forward clutch pressure from the pressure B at the time of N idle control to the pressure A at the time of clutch engagement. Gradually rise towards As a result, the forward clutch 46 is slowly engaged. This is because when the forward clutch 46 is engaged at once, a torque shock occurs when the vehicle starts, so that the forward clutch pressure is controlled and gradually increased by the control valve 47 to return the CVT 9 to the D range idle state. And if the fastening of the forward clutch 46 is completed, a creep force will arise and the vehicle 1 will go ahead.

  Even if the forward clutch 46 is gradually engaged, if the engagement is abrupt, the engine rotational speed in the idle state is temporarily reduced (varied), and this variation is transmitted to the vehicle 1 to cause a shock. Arise. Therefore, it is necessary to suppress the torque shock at the start of the vehicle by gradually increasing the forward clutch pressure and engaging the forward clutch 46 while keeping the engine rotation speed in the idle state constant.

  Now, the PTC heater 61 of this embodiment will be further described. In this embodiment, the number of PTC heaters 61 is not three but three. When only one PTC heater is energized in the first stage heating requirement area, when two PTC heaters are energized in the second stage heating requirement area, all three PTC heaters are energized. The case of energization is the case in the third stage heating request area. Depending on the outside air temperature and the engine coolant temperature, which stage is in the heating request area is determined in advance, and three PTC heater amplifiers 62 are provided depending on the difference in the predetermined heating request area. The energization of the PTC heater is controlled.

  The power consumption of the PTC heater 61 is quite large, and the power consumed by all three PTC heaters is about 1 kW. For this reason, when each of the three PTC heaters is operated, a current is supplied from the power supply system of the vehicle to each of the PTC heaters to be operated. Normally, the current obtained by the power generation of the alternator 3 driven by the engine 2 is supplied to the battery 11. However, if each PTC heater consumes power suddenly by the operation of each PTC heater, the power generation amount is increased. The alternator 3 load increases. Since the alternator 3 is driven by the engine 2, an increase in the load on the alternator 3 means an increase in the load on the engine 2 by the alternator 3. For this reason, the engine rotational speed Ne in the idling state fluctuates immediately after operating the three PTC heaters.

  Here, when the combination of the above-described N idle control and the PTC heater 61 is referred to as Comparative Example 1, the following problem occurs in Comparative Example 1. That is, in the first comparative example, when the N idle control is executed during the fluctuation of the engine rotation speed in the idle state accompanying the switching from the operation of the PTC heater 61 to the non-operation, the engine rotation speed Ne becomes the target idle rotation speed NSET. It blows up greatly. Then, the forward clutch 46 is engaged when the engine rotational speed Ne rises, which causes a problem that an engagement shock (torque shock) occurs.

  This will be described with reference to FIG. FIG. 4 shows a change in the case where the N idle control is executed immediately after releasing the operation of the PTC heater 61 during the fluctuation of the engine speed in the idle state accompanying the switching from the operation of the PTC heater 61 to the non-operation in the first comparative example. Is shown. Specifically, the model shows how the engine speed, the three flags, the PTC heater request flag, the forward clutch pressure, and the like change.

  Here, each of the three flags refers to three flags: an N idle permission flag, an N idle prohibition flag, and an N idle standby flag. The relationship between these three flags will be described first. The N idle permission flag and the N idle prohibition flag are flags that the engine controller 21 has, and the N idle standby flag is a flag that the CVT controller 41 has. On the side of the engine controller 21 (hereinafter also referred to as “engine side”), it is determined whether or not the execution of the N idle control is permitted by the N idle prohibition flag. Further, the side of the CVT controller 41 (hereinafter also referred to as “CVT side”) determines whether or not the execution of N idle control is permitted (permitted) by the N idle standby flag. Specifically, the engine side determines whether or not a condition for prohibiting the execution of the N idle control is established based on the accelerator opening and the state of the brake switch 38, and the condition for prohibiting the execution of the N idle control is established. In this case, the N idle prohibition flag = 1. When the condition for prohibiting the execution of the N idle control is not satisfied, the N idle prohibition flag = 0 is set.

  On the other hand, on the CVT side, whether or not a condition for permitting (permitting) the execution of the N idle control is established based on the forward clutch pressure, the input rotational speed of the forward clutch 46, and the shift range position obtained from the signal of the shift lever 49. Judging. N idle standby flag = 1 when a condition for permitting (permitting) execution of N idle control is satisfied, and N idle standby flag = 0 when a condition for permitting (permitting) N idle control is not satisfied. . The N idle permission flag is set on the engine side based on the states of these two flags (N idle prohibition flag and N idle standby flag). That is, when the N idle prohibition flag = 1, the N idle permission flag = 0. Further, when the N idle prohibition flag = 0 and the N idle standby flag = 1, the N idle permission flag = 1.

  In FIG. 4, the PTC heater request flag also represents the state of the PTC heater 61. That is, it is assumed that the PTC heater 61 is in the operating state when the PTC heater request flag = 1, and the PTC heater 61 is in the inactive state when the PTC heater request flag = 0.

  Now, when the vehicle stops in the D range (the brake switch 38 is ON), the engine 2 is in an idle state, and the target idle rotation speed NSET changes at a constant value. At this time, it is assumed that the PTC heater 61 is activated and the PTC heater 61 is activated.

  When the fan switch is turned off or becomes a non-PTC region at the timing t1, the PTC heater amplifier 62 determines that the operation of the PTC heater 61 is unnecessary, and switches the PTC heater request flag from 1 to zero. The operation of the heater 61 is stopped. Since the driver determines that heating is unnecessary because the fan switch is turned off, the PTC heater 61 is put into a non-operating state, assuming that the operation request for the PTC heater 61 is lost. The above fan switch is a switch provided in the instrument panel for turning on and off the blower fan (for air volume adjustment). In the PTC heater amplifier 62, the number of operating stages of the PTC heater 61 is determined by the outside air temperature and the engine coolant temperature. Specifically, when the outside air temperature is equal to or lower than the predetermined value and the engine coolant temperature is equal to or lower than the predetermined value, the PTC heater 61 is determined to be in the PTC heater region. At that time, the PTC heater area is divided into three areas, that is, a first-stage heating request area, a second-stage heating request area, and a third-stage heating request area according to the temperature. One PTC heater when in the first stage heating request area, two PTC heaters when in the second stage heating request area, and all three when in the third stage heating request area The PTC heater is energized. In FIG. 4, 0 [A], 33.3 [A], and 66.6 [A] are superimposed on the PTC heater request flag, but these values are the currents flowing through the PTC heater 61. The value is shown. In the example of FIG. 4, it means that 33.3 [A] flows through the PTC heater 61 because the PTC heater 61 is in the first heating requirement area when the PTC heater 61 is operated. In the present embodiment, the case where the PTC heater 61 is in the first stage heating request area will be described. However, the present invention is not limited to this case, and the PTC heater 61 is in the second stage heating request area. Or in the third stage heating request area.

  When it is outside the PTC heater region, that is, when the outside air temperature exceeds a predetermined value or when the engine coolant temperature exceeds the predetermined value, it is determined that the non-PTC heater region exists and all the three PTC heaters 61 are operated. The operation of the PTC heater is stopped. The non-PTC heater region is when the outside air temperature exceeds a predetermined value or when the engine coolant temperature exceeds a predetermined value.

  Immediately after the PTC heater 61 is switched from the operating state to the non-operating state, the engine rotational speed Ne in the idle state varies. In this case, since the operation of the PTC heater 61 is released, the load on the alternator 3 (the load on the engine 2) is reduced, so that the actual engine speed Ne is at the timing t1 as shown in the uppermost part of FIG. It will rise more.

  When the N idle prohibition flag = 0, when the CVT controller 41 switches the N idle standby flag from zero to 1 at the timing of t2, the engine controller 21 sets the N idle permission flag from zero to 1 in order to permit execution of the N idle control. Switch to. In response to this, the CVT controller 41 reduces the forward clutch pressure from the pressure A (complete engagement pressure) at the time of clutch engagement to the pressure B at the time of N idle control, and the forward clutch 46 is brought into a non-engagement state. As a result, the CVT 9 is disconnected from the engine 2 and the load on the engine 2 is reduced accordingly, so that the actual engine rotational speed Ne further increases from the timing t2.

  Due to the continuous increase in the engine speed Ne from t1, the CVT controller 41 determines that the CVT side speed condition is not satisfied at the timing t3, and sets the N idle standby flag to 1 to prohibit the N idle control. Switch to zero more. Here, after the release of the N idle control, the forward clutch 46 is engaged and returned to the D range idle state, but the forward clutch 46 is engaged when the input rotational speed of the forward clutch 46 (that is, the engine rotational speed Ne) is high. Then, torque shock occurs. For this reason, unless the input rotational speed of the forward clutch 46 is less than or equal to a predetermined value, execution of N idle control is not permitted (N idle standby flag = 1 is not set). “The rotation speed condition on the CVT side is not satisfied” means that the input rotation speed of the forward clutch 46 exceeds a predetermined value.

  When the N idle standby flag is switched from 1 to zero at t3, the CVT controller 41 returns to the D range idle state, so that the forward clutch pressure is increased from the pressure B during N idle control to the pressure A during clutch engagement. . As a result, the forward clutch 46 is completely engaged at the timing t4. In this case, the forward clutch 46 is engaged while the actual engine rotation speed Ne continues to increase from t2 (timing of t4), and an engagement shock occurs.

  In the uppermost stage of FIG. 4, the target idle speed NSET is decreased stepwise by a constant value at the timing t2 when the N idle permission flag is switched from zero to 1 for the following reason. That is, creep torque by CVT 9 is not necessary during execution of N idle control from t2. That is, if the N idle control is executed, the engine load corresponding to the creep torque is reduced, so that the target idle rotation speed NSET can be lowered accordingly. Actually, a target idle rotation speed provisional value NSET1 (see the broken line at the top of FIG. 4), which is a value obtained by stepwise changing the target idle rotation speed NSET, is calculated. Then, the target idle rotational speed provisional value NSET1 is changed to the target idle rotational speed, and the engine rotational speed during idling is feedback-controlled based on the difference between the new target idle rotational speed and the actual engine rotational speed Ne. .

  Next, in Comparative Example 1, even when the PTC heater 61 is operated during the switching from the execution of the N idle control to the non-execution, the engine rotation speed Ne in the idle state is blown after the engine rotation speed is temporarily reduced. Go up. Then, the forward clutch 46 is engaged when the engine rotational speed Ne rises, which causes a problem that an engagement shock (torque shock) occurs.

  This will be described with reference to FIG. FIG. 5 shows a change when the PTC heater 61 is operated during the switching from the execution of the N idle control to the non-execution in the comparative example 1, for example, immediately after the release of the N idle control. Specifically, the model shows how the engine speed, the three flags, the PTC heater request flag, the forward clutch pressure, and the like change.

  When the CVT controller 41 determines that the execution of the N idle control is not permitted at the timing of t11 and switches the N idle standby flag from 1 to zero, the engine controller 21 receives this and switches the N idle permission flag from 1 to zero. . When the N idle permission flag is switched from 1 to zero, the CVT controller 41 slowly engages the forward clutch 46 to return to the D range idle state (the forward clutch pressure is gradually increased). This is for avoiding a fastening shock that occurs when the forward clutch 46 is fastened. Specifically, the forward clutch pressure is controlled via the control valve 47 so that the actual engine rotational speed Ne is maintained at a substantially constant target idle rotational speed, and gradually increased from the pressure B during N idle control. It will go.

  Now, suppose that there is an operation request for the PTC heater 61 immediately after the timing t11 when the N idle permission flag is switched from 1 to zero, and the PTC heater request flag is switched from 0 to 1. In FIG. 5, it is assumed that the PTC heater request flag is switched from zero to 1 at the timing of t11, and the PTC heater 61 is also switched from the non-operating state to the operating state at the timing of t11.

  As described above, when the PTC heater 61 switches from the non-operating state to the operating state at t11, the engine rotational speed Ne in the idle state may fluctuate immediately after the switching. In this case, since the load on the engine 2 is increased by engaging the forward clutch 46 when the load of the alternator 3 (load on the engine 2) is increased by the operation of the PTC heater 61, the actual engine speed is increased. Ne decreases after t11.

  On the other hand, at the timing of t11, the target idle rotation speed NSET increases by a predetermined value stepwise. This is for the following reason. That is, canceling the execution of the N idle control and returning to the D range idle state adds the CVT 9 to the engine 2 and causes an engine load. Therefore, in order to stabilize the engine rotational speed Ne, the target idle rotational speed is increased accordingly. This is because it is necessary to raise NSET. In response to the increase in the target idle rotation speed NSET, as shown in the uppermost part of FIG. 5, the target idle rotation speed provisional value NSET1 rises later than the timing t12 and catches up with the target idle rotation speed NSET at the timing t13. .

  In this case, the engine controller 21 performs feedback control so that the actual engine rotational speed Ne coincides with the target idle rotational speed provisional value NSET1, but this feedback control has a response delay. For this reason, due to the increase in the engine load accompanying the operation of the PTC heater 61 and the engagement of the clutch, the actual engine rotation speed Ne continues to decrease, and the difference between the target idle rotation speed provisional value NSET1 and the actual engine rotation speed Ne at the timing t14. Is the largest. When the deviation increases in this way, the proportional portion of the feedback control increases accordingly, so that the feedback control is finally effective at the timing t14, and the actual engine speed Ne increases rapidly. As a result of the feedback control, the actual engine rotational speed Ne has an overshoot that greatly exceeds the target idle rotational speed provisional value NSET1. When the forward clutch 46 is engaged at the timing t15 during the engine speed overshoot, an engagement shock is generated.

  As described above, in Comparative Example 1, the engine rotation speed Ne is further increased by executing the N idle control in a section in which the engine rotation speed Ne increases immediately after the PTC heater 61 is released, and the engine rotation speed Ne is increased. invited. Then, the forward clutch 46 was fastened in the middle of the increase in the engine speed Ne, and a fastening shock was generated. Further, the engine rotational speed Ne is further decreased by operating the PTC heater 61 in a section in which the engine rotational speed Ne decreases immediately after the execution of the N idle control is canceled, and the engine rotational speed increases as a reaction. Then, the forward clutch 46 was fastened in the middle of the increase in the engine speed Ne, and a fastening shock was generated. That is, the present inventor determines that the operation release of the PTC heater 61 and the execution of the N idle control overlap, and the execution release of the N idle control and the operation of the PTC heater overlap, resulting in a subsequent fastening shock. I thought about the measures. That is, a first flag for prohibiting the operation of the PTC heater 61 is newly introduced during execution of N idle control and during switching from execution of N idle control to non-execution. Similarly, a second flag for prohibiting execution of N idle control is newly introduced during the operation of the PTC heater 61 and during the fluctuation of the engine speed accompanying the switching from the operation of the PTC heater 61 to the non-operation. However, since these two flags are introduced independently, the control becomes complicated. Therefore, one flag having the functions of these two flags is also referred to as an N idle PTC heater prohibition request flag (hereinafter simply referred to as “prohibition request flag”). .) To avoid the complexity of control.

  In this case, a comparative example 2 is obtained by introducing a prohibition request flag to the comparative example 1. In Comparative Example 2, it has been found that a new problem arises when a switching command from non-execution of N idle control to execution and a switching command from non-operation of PTC heater 61 to operation are generated simultaneously.

  This will be described with reference to FIGS. FIG. 6 is a comparative example 2 showing a switching command from non-execution of N idle control to execution (that is, an operation request for N idle control) and a switching command from non-operation of the PTC heater 61 to operation (that is, an operation request for the PTC heater 61). ) Shows the change when they occur at the same time. Specifically, the signal read to the engine controller 21 side and the signal read to the PTC heater amplifier 62 side are shown separately in the model.

  The timing at which the N idle control execution start timing (the timing at which the N idle permission flag switches from zero to 1) and the operation start timing of the PTC heater (the timing at which the PTC heater request flag switches from zero to 1) are the same at t21. Suppose that In this case, the engine controller 21 and the PTC heater amplifier 62 monitor each other's state by CAN communication.

  The engine controller 21 tries to start execution of the N idle control at the timing t21, and switches the N idle PTC heater prohibition request flag from zero to 1 to prohibit the operation of the PTC heater 61 at the same timing t21. When the fact that the state of the prohibition request flag has changed is transmitted to the PTC heater amplifier 62 at the timing t21, the PTC heater amplifier 62 prohibits the operation of the PTC heater 61, so that the PTC heater request flag is changed from 1 at the timing t22. Switch to zero. As a result, the PTC heater 61 is switched to the non-operating state. Here, the period from t21 at which the PTC heater amplifier 62 is requested to prohibit the operation of the PTC heater 61 to the t22 at which the PTC heater request flag is switched from 1 to zero in the PTC heater amplifier 62 is CAN communication. Delay (about 100 ms).

  On the other hand, the PTC heater controller 62 attempts to start the operation of the PTC heater 61 at the timing t21 when the PTC heater request flag is switched from zero to 1. Further, the fact that the state of the PTC heater request flag has changed at the same t21 is transmitted to the engine controller 2. However, since there is a delay due to CAN communication, the engine controller 21 changes the PTC heater request flag from zero to 1 at the timing of t22. Switch. The engine controller 21 switches the N idle prohibition flag from zero to 1 at the timing of t22 in order to prohibit the execution of the N idle control in response to the switching of the PTC heater request flag at t22. When the N idle prohibition flag is switched from zero to 1 at t22, the N idle permission flag is switched from 1 to zero at the timing of t22.

  When the N idle permission flag is switched from 1 to zero at the timing t22, the PTC heater controller 62 returns the N idle PTC heater prohibition request flag from 1 to zero at the timing t22. When the change in the prohibition request flag is transmitted to the PTC heater amplifier 62 at the timing t22, the PTC heater amplifier 62 permits the operation of the PTC heater 61 to allow the PTC heater 61 to operate. Switch to 1. As a result, the PTC heater 61 is switched to the operating state.

  In other words, the engine controller 21 starts the execution of the N idle control at the timing t21, but receives the information that the PTC heater 61 is activated at the timing t22 immediately thereafter, and is prohibited from executing the N idle control. . On the other hand, the engine controller 21 also requests the PTC heater amplifier 62 to prohibit the operation of the PTC heater 61 while the N idle control is being executed. Therefore, the PTC heater amplifier 62 temporarily activates the PTC heater 61 at the timing t21, but immediately prohibits the operation of the PTC heater 61 at the timing t22. Further, when the execution of the N idle control is canceled at the timing of t22, the prohibition request flag is switched from 1 to zero (the prohibition request for the PTC heater amplifier 62 is canceled), and the PTC heater 61 is changed to t23. Operates again from timing. Thus, there arises a problem that the PTC heater 61 that consumes a large current repeats operation and non-operation in a short time.

  Next, FIG. 7 shows the change when the execution request for the N idle control and the operation request for the PTC heater 61 are made simultaneously in Comparative Example 2 as in FIG. Specifically, the model shows how the engine speed, each of the three flags, the N idle PTC heater prohibition request flag, the PTC heater request flag, and the like change.

  The engine controller 21 switches the N idle PTC heater prohibition request flag from zero to 1 in order to prohibit the operation of the PTC heater 61 at the timing t31 when the N idle permission flag switches from zero to 1. On the other hand, even if the PTC heater controller 62 switches the PTC heater request flag to 1 at the timing of t31 and sets the PTC heater 61 to the operating state, the N idle PTC heater prohibition request flag switches to 1 at the timing of t31. At the timing of t32, the PTC heater request flag is returned from 1 to zero, and the PTC heater 61 is inactivated.

  As described above, the PTC heater 61 is only temporarily operated, and even when the execution of the N idle control is continued, the period during which the N idle control is performed is short and the idle permission flag is set to 1 at the timing of t34. When set back to zero, the following problems arise. That is, since the load of the alternator 3 temporarily increases (load fluctuation) with the short operation of the PTC heater 61 from t31 to t32, the engine rotation speed Ne decreases from the provisional value NSET1 immediately after t32. Since feedback control also works at this time, the actual engine rotational speed Ne suddenly rises after reaching the lowest at t33, resulting in an overshoot that greatly exceeds the target idle rotational speed NSET. Then, the execution of the N idle control is canceled at t34 during the overshoot of the rotational speed Ne and the forward clutch 46 is engaged, so that the forward clutch pressure matches the pressure A at the time of clutch engagement at the timing of t35, The clutch 46 is completely engaged. At the timing of t35, when the engine rotational speed Ne is still overshooting and the forward clutch 46 is engaged at a high rotational speed during overshooting, an engagement shock is generated.

  Therefore, in the first embodiment of the present invention, the execution of the N idle control is prohibited during the operation of the PTC heater 61 or during the fluctuation of the engine rotation speed accompanying the switching from the operation of the PTC heater to the non-operation. Further, the change of the operating state of the PTC heater 61 is prohibited during the execution of the N idle control or during the switching from the execution of the N idle control to the non-execution (specifically, when the forward clutch is engaged).

  This will be described with reference to FIGS. FIG. 8 is the same as Comparative Example 1 in FIG. 4, while the engine rotational speed fluctuates in the idle state accompanying the switching from the operation of the PTC heater 61 to the non-operation, for example, immediately after the operation of the PTC heater 61 is released, A change in the case where control is to be executed (not executed as a result in the present embodiment) is shown. Specifically, the model shows how the engine speed, the three flags, the PTC heater request flag, the forward clutch pressure, and the like change.

  In the present embodiment, an N idle PTC heater holding request flag (hereinafter also simply referred to as “holding request flag”) is newly introduced as shown in the fifth row of FIG. Here, the N idle PTC heater holding request flag is a flag for prohibiting the change of the state of the PTC heater during execution of N idle control or during switching from execution of N idle control to non-execution. Here, neither N idle control is being executed nor N idle control is being switched from non-execution to non-execution, so there is no need to make it function, and N idle PTC heater holding request flag = 0 from the beginning.

  In the present embodiment, before t41 when the PTC heater 61 is operating, the N idle prohibition flag = 1 is set to prohibit the execution of the N idle control. Although the CVT controller 41 allows N idle control to be executed (N idle standby flag = 1), the engine controller 21 receives the N idle prohibition flag = 1 and sets the N idle permission flag = 0. Since the N idle control is not executed, the PTC heater amplifier 62 operates the PTC heater 61 with the PTC heater request flag = 1.

  Thereafter, when the PTC heater request flag is switched to zero at the timing of t41 and the PTC heater 61 is switched to the non-operating state, the engine rotational speed Ne in the idle state is increased (varied) from the target idle rotational speed immediately after that. Can occur. For this reason, the N idle prohibition flag = 1 is continued so that the execution of the N idle control is not permitted until the increase (fluctuation) of the engine speed Ne settles from the timing of t41. Then, the N idle prohibition flag is switched from 1 to zero in order to permit the execution of the N idle control at the timing when the increase (fluctuation) of the actual engine rotation speed Ne is stopped.

  As described above, in the present embodiment, execution of the N idle control is prohibited during the operation of the PTC heater 61 or during the fluctuation of the engine rotational speed Ne accompanying the switching from the operation of the PTC heater 61 to the non-operation. As a result, it is possible to avoid the occurrence of an engagement shock due to the forward clutch 46 being engaged in the course of the engine speed Ne rising or midway.

  Whether or not the fluctuation of the actual engine speed Ne in the idle state has settled may be determined based on the engine speed Ne, but this is not the case here. That is, it is determined that the fluctuation of the actual engine speed Ne in the idling state has settled at the timing t42 when the vehicle 1 starts running, and the N idle prohibition flag is switched from 1 to zero in order to permit execution of the N idle control. Although it is conceivable that the fluctuation of the engine rotational speed Ne settles before the timing of t42 when the vehicle 1 starts running, here, in order to surely prohibit the execution of the N idle control, the N idle control until the timing of t42 when the vehicle 1 starts running. Is not allowed to run. Here, it is determined that the vehicle 1 has started running when the brake switch 38 is switched from ON to OFF and the vehicle speed is not less than a predetermined value (eg, 3 km / h).

  The reason why the target idle speed NSET is decreased by a constant value in a stepwise manner at the timing t42 is that the brake pedal 37 is returned.

  In the present embodiment, the case where the N idle control is performed while the engine is stopped in the D range where the engine is in the idle state has been described, but the present invention is not limited thereto. For example, there is one that performs N idle control even in a traveling state immediately before stopping. The present invention can also be applied to this.

  Next, FIG. 9 shows an attempt to operate the PTC heater 61 during execution of N idle control or during switching from execution of N idle control to non-execution, for example, immediately after the execution of N idle control is canceled (this embodiment). Shows the change in the case of not being activated as a result. Specifically, the model shows how the engine speed, the three flags, the PTC heater request flag, the forward clutch pressure, and the like change.

  Prior to t51, the N idle prohibition flag = 0 and the N idle standby flag = 1 are received and the N idle permission flag = 1 is set, whereby N idle control is performed.

  In the present embodiment, before t51 when N idle control is performed, the engine controller 21 sets the N idle PTC heater holding request flag = 1 (to prohibit the operation of the PTC heater 61). The N idle PTC heater holding request flag is a flag that prohibits the change of the state of the PTC heater during execution of N idle control or switching from execution of N idle control to non-execution. Here, during the execution of the N idle control up to t51, the N idle PTC heater holding request flag = 1 is set, so that the PTC heater 61 is inoperative.

  When the idle permission flag is switched to zero because execution of N idle control is no longer permitted on the CVT side at t51 (the N idle standby flag has been switched to zero), the engine rotational speed Ne is set to a constant target idle rotational speed. It is necessary to fasten the forward clutch 46 while maintaining the above. In the first comparative example, during the switching from the execution of the N idle control to the non-execution, for example, when the operation request of the PTC heater 61 is requested at t51 immediately after the execution of the N idle control is canceled, the PTC heater 61 is operated as it is (FIG. 9 FIG. A fastening shock was generated, as indicated by the two-dot chain line on the sixth stage).

  On the other hand, according to this embodiment, since the N idle PTC heater holding request flag = 1 at the timing of t51, the state change of the PTC heater 61 is not allowed. That is, since the PTC heater 61 is in a non-operating state immediately before t51, even if an operation request for the PTC heater 61 is received at t51, the operation request is suspended (maintaining the PTC heater request flag = 0), and the PTC heater 61 Remains inactive.

  Since the engine rotational speed fluctuates by operating the PTC heater 61 while the clutch is engaged, the timing at which the suspension of the operation request for the PTC heater 61 is terminated is the timing at which the forward clutch 46 is engaged. Specifically, the timing at t53, which is a little margin from the timing at t52 when the engagement of the forward clutch 46 is completed, is the timing at which the operation request suspension of the PTC heater 61 (the retention of the PTC heater request flag = 0) ends. To do. Holding the operation request for the PTC heater 61 from t51 to t53 also means delaying the operation request for the PTC heater 61 from t51 to t53. Therefore, the time from t51 to t53 is obtained in advance as a PTC heater operation transition delay.

  As described above, in the present embodiment, the change of the operating state of the PTC heater 61 is prohibited while the N idle control is being executed or during the switching from the execution of the N idle control to the non-execution (when the forward clutch 46 is engaged). The heater 61 is kept in a non-operating state. Under conditions where the engine rotational speed in the idle state may fluctuate, such as when the forward clutch 46 is engaged, the state change of the PTC heater 61 is prohibited and the non-operating state is maintained. As a result, it is possible to avoid the occurrence of an engagement shock caused by engaging the forward clutch 46 in the middle of the engine speed Ne being increased or increased during operation of the PTC heater 61 during clutch switching.

  Then, at the timing t53 when the PTC heater operation transition delay elapses, the operation request holding of the PTC heater 61 is released (the PTC heater request flag is switched from zero to 1), and the PTC heater 61 is operated. Since the engine is in the D range idle state after t53, the engine rotational speed in the idle state does not fluctuate greatly as long as the PTC heater 61 is operated in the D range state.

  When the PTC heater request flag is switched from zero to 1 at t53, the engine controller 21 switches the N idle prohibition flag from zero to 1 at the timing of t53 in order to prohibit execution of N idle control.

  Next, in this embodiment, when the switching command from non-execution of N idle control to execution and the switching command from non-operation of PTC heater 61 to operation are generated simultaneously, the non-execution of N idle control is executed. Switching is prohibited, and the PTC heater maintains the state when the switching command is generated. This will be described with reference to FIG. FIG. 10 shows a change in the present embodiment when there is a switching command from non-execution of N idle control to execution and a switching command from non-operation of PTC heater 61 to operation at the same time. Specifically, the model shows how the engine speed, each of the three flags, the N idle PTC heater holding request flag, the PTC heater request flag, and the like change. However, in FIG. 10, the PTC heater request flag is not a signal read by the engine controller 21 via CAN communication but a signal read by the PTC heater amplifier 62.

  Here, the “command for switching from non-execution of N idle control to execution” is a command for switching the N idle permission flag from zero to 1 (that is, an execution request for N idle control). Further, the “switching command from non-operation of the PTC heater 61 to the operation” is a switching command of the PTC heater request flag from zero to 1 (that is, an operation request for the PTC heater 61).

  At timing 61 of t61 when the idle permission flag is switched from zero to 1, the N idle PTC heater holding request flag is switched from zero to 1 in order to prohibit the state change of the PTC heater 61.

  On the other hand, since the PTC heater 61 is switched from the non-operating state to the operating state at the timing of t61 (the PTC heater request flag is switched from zero to 1), this signal is sent to the engine controller 21 as a CAN communication delay (about 100 ms). In the engine controller 21 that is delayed by this CAN communication delay (about 100 ms), the N idle prohibition flag is switched from zero to 1 at the timing of t62 in order to prohibit the execution of the N idle control. In response to the switching of the N idle prohibition flag from zero to 1, the N idle permission flag is switched from 1 to zero at the timing of t62. A short interval from t61 to t62 in which the N idle permission flag is 1 is a CAN communication delay. This section is actually a shorter period, but for the sake of clarity, the width is shown enlarged in the drawing. In response to the switching of the N idle permission flag from 1 to zero at the timing of t62, the PTC heater operation transition delay is set. The PTC heater operation transition delay is the same as the PTC heater operation transition delay shown in FIG. That is, as the PTC heater operation transition delay, a section is set from the timing at which the N idle permission flag is switched to zero to the timing at which the engagement of the forward clutch 46 is completed to the timing at which a slight margin is taken.

  When the N idle PTC heater holding request flag is switched from zero to 1 at t61, a signal for prohibiting the state change of the PTC heater 61 is transmitted to the PTC heater controller 62 with a delay of CAN communication (about 100 ms). For this reason, in the PTC heater controller 62, the PTC heater 61 remains in the operating state even after the transition to t62 when the signal for prohibiting the state change of the PTC heater 61 is transmitted (the PTC heater request flag is held at 1).

  Then, at the timing of t63 when the PTC heater operation transition delay elapses, the N idle PTC heater request holding flag is switched from 1 to zero. That is, the prohibition of the state change of the PTC heater 61 continues until the timing t63 when the delay elapses.

  As described above, in this embodiment, when the switching command from non-execution of N idle control to execution and the switching command from non-operation of PTC heater 61 to operation are generated simultaneously at the timing of t61, N switching is performed at the timing of t62. Switching from non-execution of idle control to execution is prohibited. Further, the PTC heater 61 maintains the state when the switching command is generated at the timing t61. That is, since the PTC heater 61 is in the operating state when the switching command is generated at the timing of t61, the PTC heater is maintained in the operating state after t62. Thereby, it can be avoided that the PTC heater which consumes a large current, which has occurred in the comparative example 2, repeatedly operates and deactivates in a short cycle.

  The process after t63 is the same as the process after t41 in FIG. That is, since there is a request for operating the PTC heater 61 after t63 (PTC heater request flag = 1), the PTC heater amplifier 62 operates the PTC heater 61. Thereafter, when the operation of the PTC heater 61 is not required and the PTC heater request flag is switched from 1 to zero and the PTC heater 61 becomes inactive, the engine rotational speed Ne in the idle state is changed from the target idle rotational speed immediately after that. Rise (variation) may occur. For this reason, the execution of the N idle control is not permitted until the increase (fluctuation) of the engine speed Ne in the idle state settles from the timing of t64 (the N idle prohibition flag = 1 is continued). Then, the N idle prohibition flag is switched from 1 to zero in order to permit the execution of the N idle control at the timing when the increase (fluctuation) of the actual engine speed Ne in the idle state is stopped. Whether or not the actual fluctuation of the engine rotational speed Ne has settled may be determined based on the engine rotational speed Ne. However, in order to permit the execution of the N idle control at the timing of t65 when the vehicle 1 starts running, N The idle prohibition flag is switched from 1 to zero.

  In addition, as described above, the execution of N idle control is permitted (N idle permission flag = 1) in a short period (about 100 ms) from the timing of t61 when simultaneous request is made to the timing of t62. I don't get up.

  This will be supplemented with reference to FIG. 11. FIG. 11 shows changes in the forward clutch pressure (indicated pressure), the engine rotational speed, and the turbine rotational speed (= input rotational speed of the forward clutch 46) from the timing of t61. Yes.

  The execution of the N idle control is started from the timing of t61 when the N idle permission flag is switched from zero to 1. That is, the CVT controller 41 controls the control valve 47 so that a predetermined command pressure is applied to the forward clutch 46 when shifting to the N idle control. Here, the change in the command pressure during normal clutch release (see the solid line at the top of FIG. 11) will be described first, and then the change in the command pressure in the present embodiment (see the broken line at the top of FIG. 11). explain.

  First, during normal clutch release, the command pressure is slowly decreased from the pressure A at the time of clutch engagement, and finally reaches the pressure B at the time of N idle control. Whether or not the forward clutch 46 is released is known from the turbine rotational speed of the torque converter 8 (= input shaft rotational speed of the forward clutch 46). That is, since the turbine rotation speed rises from the timing of t63, the timing of t63 is the release start timing of the forward clutch 46. Thus, a certain amount of time is required from when the command for lowering the command pressure is issued at t61 to when t63 when the forward clutch 46 actually starts to be released.

  Next, in the present embodiment, the N idle permission flag is switched from 1 to zero at the timing of t62. When the timing of t62 is entered in FIG. 11, the section from t61 to t62 is only a CAN communication delay (approximately 100 ms), so the timing of t62 is earlier than t63 at which the forward clutch disengagement is started. It will come at the time. In other words, even if a request for prohibiting the execution of N idle control is transmitted from the PTC heater controller 62 to the engine controller 21 with a delay of about 100 ms at the time of the simultaneous request, if it is 100 ms, the engagement state before the forward clutch 46 is released is set. is there. Then, since the N idle permission flag is returned to zero in the engaged state before the forward clutch 46 is released, in the case of the present embodiment, the command pressure increases from the timing of t62 and becomes the pressure A at the time of N idle control. Return (see the broken line at the top of FIG. 11). Therefore, in the case of this embodiment, the forward clutch 46 is not released and the engaged state can be maintained. Therefore, the fluctuation of the engine rotational speed Ne accompanying the release of the forward clutch 46 and the forward clutch 46 are engaged again after being released. There is no shock when doing it.

  This control executed in cooperation by the engine controller 21, the PTC heater amplifier 65, and the CVT controller 41 will be described in detail with reference to the following flowchart. The flowchart of FIG. 12 is for setting the N idle prohibition flag, and is executed by the engine controller 21 at regular intervals (for example, every 10 ms).

  In step 1, it is checked whether or not the vehicle is idle. If the engine is idling, the process proceeds to step 2 to check whether or not the condition prohibits execution of the N idle control. When it is a condition for prohibiting the execution of the N idle control, the routine proceeds to step 3 where the N idle prohibition flag = 1.

  In step 4, it is checked whether or not the vehicle 1 has experienced traveling. Here, when the brake switch 38 is ON and the vehicle speed exceeds a predetermined value (for example, 3 km / h), it is determined that the vehicle 1 has traveled. The vehicle speed may be detected by a vehicle speed sensor (not shown). The determination part in step 4 is a substitute for the determination part for checking whether or not the fluctuation of the engine rotation speed that occurs immediately after the cancellation of the N idle control is settled. When the vehicle has traveled, it is determined that the fluctuation of the engine speed that has occurred immediately after the cancellation of the N idle control is settled, and even if the N idle prohibition flag = 1 in Step 3, the N idle prohibition flag = 0 is set in Step 5. .

  Steps 4 and 5 are newly introduced in this embodiment. If the brake switch 38 is OFF in step 4 or if the vehicle speed is less than the predetermined value even if the brake switch 38 is ON, the engine that occurs immediately after the release of the N idle control if the vehicle has not experienced traveling Judge that the fluctuation of the rotation speed is not settled. At this time, in order to continue prohibition of execution of the N idle control, the N idle prohibition flag = 1 is maintained (the current process is terminated as it is).

  When it is not a condition for prohibiting the execution of the N idle control in step 2, the process proceeds to step 6 and the N idle prohibition flag = 0 is set.

  For example, at timings t42 and t65 in FIG. 8 and FIG. 10, the flow proceeds from step 1 → 2 → 3 → 4 → 5 in FIG.

  Steps 4 and 5 are also newly introduced in this embodiment. In step 7, the PTC heater request flag is viewed. The PTC request flag is set by the PTC heater amplifier 62 based on the outside air temperature and the engine coolant temperature. When the PTC heater request flag = 1, the process proceeds to step 8 to prohibit the execution of the N idle control, and the N idle prohibition flag = 1 is set.

  If the PTC heater request flag = 0 in step 7, the current process is terminated.

  For example, in the section before t41 in FIG. 8, in the section after t53 in FIG. 9, and in the section from t62 to t64 in FIG. 10, the flow of steps 1 → 2 → 6 → 7 → 8 in FIG. It is said.

  From the state of the N idle prohibition flag set in this way and the state of the N idle standby flag sent from the CVT controller 41, the N idle permission flag is set in a flow (not shown) in the engine controller 21.

  The flowchart in FIG. 13 is for setting a delay flag newly introduced in the present embodiment, and is executed by the engine controller 21 at regular intervals (for example, every 10 ms). Here, the delay flag is necessary for delaying the operation of the PTC heater 61 during the PTC heater operation transition delay from the timing when the N idle permission flag is switched from 1 to zero as shown in FIGS. It is a flag.

  In steps 11 and 12, it is checked whether or not the N idle permission flag = 0, and whether or not the N idle permission flag is 1 in the previous time. When the N idle permission flag = 0 at this time and the N idle permission flag = 1 at the previous time, that is, when the N idle permission flag is switched from 1 to zero at this time, the routine proceeds to step 13 to start the timer (timer Value t1 = 0). This timer is for measuring the elapsed time from the timing when the N idle permission flag is switched from 1 to zero. In step 14, delay flag = 1 is set.

  In steps 11 and 12, when the N idle permission flag = 0 at this time and the N idle permission flag = 0 at the previous time, that is, when the N idle permission flag = 0 is continued, the process proceeds to step 15 and the timer value t1 is set. Compare predetermined values. Here, the predetermined value is set in advance as a time for delaying the operation of the PTC heater 61 until the forward clutch 46 is engaged even when the operation request of the PTC heater is requested at the release timing of the N idle control. Since the timer value t1 is initially less than the predetermined value at step 15, the process proceeds to step 14 and the operation of step 14 is executed.

  While the timer value t1 is less than the predetermined value in step 15, the operation in step 14 is repeated. Eventually, when the timer value t1 becomes equal to or greater than the predetermined value in step 15, the routine proceeds to step 16 where the delay flag = 0 is set. Thus, the delay flag is a flag that becomes 1 during the PTC heater operation transition delay from the timing when the N idle permission flag is switched from 1 to zero.

  The delay flag set in the flow of FIG. 13 is used in the flow of FIG.

  Next, the flowchart of FIG. 14 is for setting the N idle PTC heater holding request flag newly introduced in the present embodiment. Following the flow of FIG. 13, the engine controller 21 is set at regular intervals (for example, every 10 ms). ) To run.

  In step 21, the N idle permission flag is checked. When the N idle permission flag = 1, the routine proceeds to step 22 where the N idle PTC heater holding request flag = 1. The N idle PTC heater holding request flag maintains the current state of the PTC heater 61 during the execution of the N idle control and until the PTC heater operation transition delay elapses from the execution release timing of the N idle control. Flag). When the N idle PTC heater holding request flag = 1, the state of the PTC heater 61 is maintained as it is until the PTC heater operation transition delay elapses during execution of the N idle control and from the execution release timing of the N idle control. Change is prohibited).

  When N idle permission flag = 0 in step 21, the process proceeds to step 23, and the delay flag (already set in FIG. 13) is seen. When the delay flag = 1, the operation proceeds to step 22 in order to maintain the state of the PTC heater 61 even during the delay of the PTC heater operation transition after the timing when the N idle permission flag is switched from 1 to zero. Execute. While the delay flag = 1 in step 23, the operation of step 22 is repeated.

  Eventually, if the PTC heater operation transition delay after the timing when the N idle permission flag is switched from 1 to zero elapses, the delay flag becomes 0 in step 23. At this time, the routine proceeds to step 24, where the N idle PTC heater holding request flag = 0.

  As shown in FIG. 9, the hold request flag set in this manner is set during the execution of the N idle control (before t51) and until the PTC heater operation transition delay elapses from the execution release timing of the N idle control (from t51 to t53). This is a flag that becomes 1. Further, as shown in FIG. 10, the hold request flag is set during the execution of the N idle control (section from t61 to t62) and until the PTC heater operation transition delay elapses from the execution release timing of the N idle control (from t62). It is a flag that becomes 1) (section until t63).

  The N idle PTC heater holding request flag set in the flow of FIG. 14 is used in the flow of FIG.

  Next, the flowchart of FIG. 15 is for controlling the operation / non-operation of the PTC heater 61. The PTC heater amplifier 62 is executed at regular intervals (for example, every 10 ms) following the flow of FIG.

  Steps 31 and 32 are parts newly introduced in the present embodiment. In step 31, an N idle PTC heater holding request flag (abbreviated as “PTC heater holding request flag” in FIG. 15) (already set in FIG. 14) is seen. When the N idle PTC heater holding request flag = 1, the routine proceeds to step 32 where the operating state of the PTC heater 61 at the timing when the holding request flag is switched to 1 is held (change of the state is prohibited). For example, in FIG. 10, when the holding flag is switched to 1 at the timing of t61, the PTC heater 61 is in the operating state at t61 (PTC heater request flag = 1), so the PTC heater 61 is in the operating state (PTC after t62) Heater request flag = 1).

  On the other hand, when N idle PTC heater holding request flag = 0 in step 31, the routine proceeds to step 33 where the PTC heater request flag is viewed. When the PTC heater request flag is 1 in step 33, the process proceeds to step 34 and the PTC heater 61 is operated. When the PTC heater request flag = 0 in step 33, the process proceeds to step 35, and the PTC heater 61 is deactivated.

  Next, the flowchart of FIG. 16 is for engaging the forward clutch 46, and is executed by the CVT controller 41 at regular intervals (for example, every 10 ms). The flow of FIG. 16 is common to Comparative Examples 1 and 2 and the present embodiment.

  In step 41, the clutch engagement completion flag is checked. Here, assuming that the clutch engagement completion flag = 0, the routine proceeds to step 42 and the clutch engagement operation flag is viewed. Here, it is assumed that the clutch engagement operation flag = 0, and the process proceeds to steps 43 and 44.

  In steps 43 and 44, it is checked whether or not the N idle permission flag = 0 at this time, and whether or not the N idle permission flag = 1 at the previous time. When N idle permission flag = 0 and N idle permission flag = 1 last time, that is, when the N idle permission flag is switched from 1 to zero this time, the process proceeds to steps 45 and 46. In steps 45 and 46, the clutch engagement operation flag = 1 is set in order to engage the forward clutch 46, and the command pressure (hereinafter simply referred to as “command pressure”) applied to the forward clutch 46 is determined from the pressure B during N idle control of Pcmd. Start to rise.

  Since the clutch engagement operation flag is set to 1 in step 45, the process proceeds from step 42 to step 47 and subsequent steps.

  In step 47, the command pressure Pcmd is compared with a predetermined value. Here, the predetermined value is a pressure A when the forward clutch is engaged, and is set in advance. When the command pressure Pcmd is less than the predetermined value, the routine proceeds to step 48 where the command pressure Pcmd is increased at a predetermined speed.

  By repeating the operation of step 48, the command pressure Pcmd gradually increases. Eventually, if the command pressure Pcmd becomes equal to or greater than the predetermined value in step 47, it is determined that the forward clutch 46 has been engaged, and the routine proceeds to step 49 where the clutch engagement completion flag = 1 is set. In step 50, the clutch engagement operation flag = 0 is set in preparation for the next forward clutch 46 engagement.

  The clutch engagement completion flag set to 1 in step 49 is returned to zero in a flow for releasing a forward clutch (not shown).

  Here, the case has been described where the command pressure Pcmd is gradually increased from the pressure B at the time of N idle control to the pressure A at the time of clutch engagement when the clutch is engaged, but the present invention is not limited to this case. As shown in FIG. 9, precharge may be performed at the beginning of clutch engagement, and then the command pressure may be controlled at a two-stage speed.

  The effect of this embodiment in the case of such a configuration will be described.

  In this embodiment, a VT controller 41 (N idle control execution means), an air conditioning unit 51, and a PTC heater amplifier 62 (PTC heater operation control means) are provided. The above-mentioned CVT controller 41 is an N idle control in which the forward clutch 46 for engaging the engine 2 and CVT 9 (automatic transmission) is not engaged and the CVT 9 is set to the neutral state when the engine 2 is stopped in the D range where the engine 2 is idle. Execute. The air conditioning unit 51 includes a PTC heater 61 and blows air heated by the operation of the PTC heater 61 into the vehicle. The PTC heater amplifier 62 can switch the operation / non-operation of the PTC heater 51. Further, in the present embodiment, execution of the N idle control is prohibited during the operation of the PTC heater 61 or during the fluctuation of the engine speed in the idle state accompanying the switching from the operation of the PTC heater 61 to the non-operation. According to the present embodiment, priority is given to heating when the PTC heater 61 is operating first, so that the operation of the PTC heater 61 is prioritized and execution of N idle control is prohibited. As a result, it is possible to prevent the occurrence of an engagement shock that is caused by engaging the forward clutch 46 during the engine speed increase or during the engine increase by performing the N idle control immediately after the PTC heater 61 is released.

  In the present embodiment, change of the state of the PTC heater 61 is prohibited during execution of N idle control or during switching from execution of N idle control to non-execution. In other words, when the N idle control is executed first, the operation of the PTC heater 61 with high power consumption is prohibited. As a result, the engagement shock associated with the engagement of the forward clutch 46 after the engine speed is temporarily reduced or during the engine increase after the engine speed is temporarily lowered by operating the PTC heater 61 during the clutch engagement immediately after the N idle control is released. Can be prevented.

  According to this embodiment, when a switching command from non-execution of N idle control to execution and a switching command from non-operation of PTC heater 61 to operation are generated simultaneously, the following is performed. That is, switching from non-execution of N idle control to execution is prohibited, and the PTC heater 61 maintains the state when the switching command is generated. Therefore, the PTC heater 61 that consumes a large current operates in a short time. Repeated operation can be avoided.

(Second Embodiment)
The flowchart of FIG. 17 is the second embodiment and replaces the flow of FIG. 12 of the first embodiment. The same parts as those in the flow of FIG.

  The difference from the first embodiment will be mainly described. In step 61, it is determined whether or not the fluctuation of the engine rotational speed Ne has settled. If the fluctuation of the engine rotational speed Ne has settled, the current process is terminated. When the fluctuation of the engine speed Ne is settled, the process proceeds to step 5 to allow N idle control, and the N idle prohibition flag = 0 is set.

  The second embodiment has the same effects as the first embodiment.

1 Vehicle 2 Engine 3 Alternator 9 CVT (Automatic Transmission)
11 Battery 21 Engine controller 41 CVT controller (N idle control execution means)
46 Forward clutch
51 Air conditioning unit 61 PTC heater 62 PTC heater amplifier (PTC heater operation control means)

Claims (7)

N idle control execution means for executing N idle control for bringing the automatic transmission into a neutral state by disengaging a starting clutch for engaging the engine and the automatic transmission when the engine is stopped in the D range where the engine is in an idle state; ,
An air conditioning unit that incorporates a PTC heater and blows air heated by the operation of the PTC heater into the vehicle;
In a vehicle control apparatus comprising: a PTC heater operation control means capable of switching between operation and non-operation of the PTC heater;
Control device for a vehicle, characterized in that prohibits execution of pre-Symbol the N idle control during fluctuations in the engine rotational speed is in the idle state associated with the switching to the non-actuated from the operation of the PTC heater.   2. The vehicle control device according to claim 1, wherein a change in the state of the PTC heater is prohibited during execution of the N idle control or switching from execution to non-execution of the N idle control.   When the switching command from the non-execution of the N idle control to the execution and the switching command from the non-operation of the PTC heater to the operation occur simultaneously, the switching from the non-execution of the N idle control to the execution is prohibited. The vehicle control device according to claim 1, wherein the PTC heater maintains a state when a switching command is generated. The execution of the N idle control is prohibited for switching from the operation of the PTC heater to the non-operation when the N idle control is in an inactive state during the operation of the PTC heater. Item 4. The vehicle control device according to any one of Items 1 to 3. 5. The execution of the N idle control is permitted when the fluctuation of the engine speed in the idle state is settled after switching the PTC heater to non-operation. The vehicle control device according to Item. N idle control execution means for executing N idle control for bringing the automatic transmission into a neutral state by disengaging a starting clutch for engaging the engine and the automatic transmission when the engine is stopped in the D range where the engine is in an idle state; ,
An air conditioning unit that incorporates a PTC heater and blows air heated by the operation of the PTC heater into the vehicle;
PTC heater operation control means capable of switching between operation and non-operation of the PTC heater;
In a vehicle control device comprising:
Prohibiting the execution of the N idle control during operation of the PTC heater or during fluctuations in the engine speed in the idle state accompanying switching from the operation of the PTC heater to non-operation;
A vehicle control apparatus that prohibits a change in the state of the PTC heater during execution of the N idle control or during switching from execution of the N idle control to non-execution. When the switching command from the non-execution of the N idle control to the execution and the switching command from the non-operation of the PTC heater to the operation occur simultaneously, the switching from the non-execution of the N idle control to the execution is prohibited. The vehicle control device according to claim 6, wherein the PTC heater maintains a state when a switching command is generated.