JP6660122B2 - Vehicle control device and vehicle control method - Google Patents

Description

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

  Patent Document 1 discloses a vehicle having an electric oil pump in addition to a mechanical oil pump driven by a motor, and capable of supplying a hydraulic pressure generated by oil discharged from each oil pump to an automatic transmission. I have.

  In the vehicle described in Patent Document 1, hydraulic pressure is supplied to the automatic transmission using an electric oil pump while the vehicle is stopped.

JP 2007-100866 A

  Since adding an electric oil pump increases costs, it is conceivable that the electric oil pump is not provided in the vehicle.

  The following methods can be considered as a control method of the automatic transmission when the vehicle starts when the electric oil pump is not provided.

  (1) When the vehicle is stopped, a motor is driven, a hydraulic pressure is generated by a mechanical oil pump, a clutch of the automatic transmission is engaged by the generated hydraulic pressure, and the automatic transmission is brought into a power transmission state.

  (2) While stopping the motor at the time of stopping, the motor is driven at the time of starting, the hydraulic pressure is generated by the mechanical oil pump, an instruction to engage the clutch of the automatic transmission is output after the hydraulic pressure is generated, and the power transmission state of the automatic transmission And

  In the method (1), since the motor is driven while the vehicle is stopped, power is consumed by the motor, and the power consumption is deteriorated.

  On the other hand, in the method (2), an instruction to engage the clutch is output after the hydraulic pressure is generated at the time of starting, so that the time until the clutch actually enters the power transmission state is lengthened, and starting is delayed.

  SUMMARY OF THE INVENTION The present invention has been made to solve such a problem, and it is an object of the present invention to suppress deterioration of power consumption and to improve startability at the time of start after stopping a motor.

A control device for a vehicle according to an aspect of the present invention includes a driving source including at least a motor, an oil pump driven by the driving source, a clutch connected to the driving source and being released when the oil pump is stopped, A control device for a vehicle that controls a vehicle having a hydraulic actuator that opens and closes a hydraulic path from an oil pump to a clutch, a drive source control unit that stops a drive source, and a drive source control unit that stops a drive source. A hydraulic actuator control unit for setting the hydraulic path to an open state and a state in which hydraulic pressure is not supplied to the clutch , wherein the drive source control unit drives the drive source after stopping the drive source during stopping or traveling. When this is done, the torque of the motor is gradually increased over a first set time, so that the amount of oil discharged from the oil pump is gradually increased .

A control method for a vehicle according to another aspect of the present invention includes a driving source including at least a motor, an oil pump driven by the driving source, a clutch connected to the driving source and being released when the oil pump stops. A vehicle control method for controlling a vehicle having a hydraulic actuator that opens and closes a hydraulic path from an oil pump to a clutch, wherein the drive source is stopped, and while the drive source is stopped, the hydraulic path is open and the clutch is stopped. Oil pressure is not supplied to the oil pump, and when driving the drive source after stopping the drive source while stopping or traveling, the torque of the motor is gradually increased over the first set time, so that the oil pump Gradually increase the amount of oil to be discharged .

  According to these aspects, when the drive source including at least the motor is stopped, the hydraulic path to the clutch is opened (by setting the command pressure to the hydraulic actuator to be equal to or higher than the set pressure), so that the drive source consumes the power. Power consumption is reduced, and the time required to engage the clutch at the time of starting after the drive source is stopped can be shortened, and the startability can be improved.

It is a schematic structure figure showing the vehicles of a 1st embodiment. It is a schematic structure figure showing the controller of a 1st embodiment. 5 is a time chart illustrating motor control according to the first embodiment. It is a time chart explaining motor control of a 2nd embodiment. It is a time chart explaining motor control of a 2nd embodiment.

  Hereinafter, a first embodiment of the present invention will be described with reference to the accompanying drawings. In the following description, the “speed ratio” of a certain transmission mechanism is a value obtained by dividing the input rotation speed of the transmission mechanism by the output rotation speed of the transmission mechanism, and “Low” when the transmission ratio is large. , The smaller case is referred to as “High”.

  FIG. 1 is a schematic configuration diagram of a vehicle according to a first embodiment of the present invention. This vehicle includes a motor 1 as a drive source, and output rotation of the motor 1 is transmitted to drive wheels 7 via a first gear train 3, a transmission 4, a second gear train 5, and a differential device 6.

  The motor 1 also functions as a driving source, and also functions as a generator when power is transmitted from the driving wheels 7 and the motor 1 is driven.

  The transmission 4 is provided with a mechanical oil pump 10 that receives the rotation of the motor 1 and is driven using a part of the power of the motor 1. Further, the transmission 4 is provided with a hydraulic control circuit 11 which regulates a hydraulic pressure generated by oil discharged from the mechanical oil pump 10 and supplies the hydraulic pressure to various parts of the transmission 4.

  The transmission 4 includes a belt-type continuously variable transmission mechanism (hereinafter, referred to as “variator 20”) as a friction transmission mechanism, and an auxiliary transmission mechanism 30 provided in series with the variator 20. “To be provided in series” means that the variator 20 and the subtransmission mechanism 30 are provided in series in the power transmission path from the motor 1 to the drive wheels 7. The auxiliary transmission mechanism 30 may be directly connected to the output shaft of the variator 20 as in this example, or may be connected via another transmission or power transmission mechanism (for example, a gear train).

  The variator 20 includes a primary pulley 21, a secondary pulley 22, and a V-belt 23 wound between the pulleys 21 and 22. The variator 20 changes the width of the V-groove according to the primary pulley pressure and the secondary pulley pressure, changes the contact radius between the V-belt 23 and each of the pulleys 21 and 22, and the actual speed ratio of the variator 20 is stepless. Change.

  The auxiliary transmission mechanism 30 is a transmission mechanism having two forward speeds and one reverse speed. The subtransmission mechanism 30 is connected to a Ravigneaux-type planetary gear mechanism 31 that connects two planetary gear carriers and a plurality of rotating elements that constitute the Ravigneaux-type planetary gear mechanism 31, and a plurality of frictions that change the state of their linkage. A fastening element (Low brake 32, High clutch 33, Rev brake 34) is provided. When the supply hydraulic pressure to each of the frictional engagement elements 32 to 34 is adjusted to change the engagement / release state of each of the frictional engagement elements 32 to 34, the shift speed of the auxiliary transmission mechanism 30 is changed.

  When the Low brake 32 is engaged and the High clutch 33 and the Rev brake 34 are released, the speed position of the subtransmission mechanism 30 becomes the first speed. When the High clutch 33 is engaged and the Low brake 32 and the Rev brake 34 are released, the speed position of the subtransmission mechanism 30 is set to the second speed. When the Rev brake 34 is engaged and the Low brake 32 and the High clutch 33 are released, the speed of the subtransmission mechanism 30 is set to reverse.

  By changing the actual speed ratio of the variator 20 and the speed position of the subtransmission mechanism 30, the speed ratio i of the entire transmission 4 is changed.

  The controller 12 is a controller 12 that integrally controls the motor 1 and the transmission 4. As shown in FIG. 2, the controller 121 includes a CPU 121, a storage device 122 including a RAM / ROM, an input interface 123, and an output interface 124. , And a bus 125 interconnecting them.

  The input interface 123 includes an output signal of an accelerator pedal opening sensor 41 that detects an accelerator pedal opening APO, which is an operation amount of the accelerator pedal 51, an output signal of a primary rotation speed sensor 42 that detects a primary pulley rotation speed Npri, and a secondary signal. The output signal of the secondary rotation speed sensor 43 for detecting the pulley rotation speed Nsec, the output signal of the vehicle speed sensor 44 for detecting the vehicle speed VSP, the output signal of the inhibitor switch 45 for detecting the position of the shift lever 50, and the operation amount of the brake pedal 52 A signal or the like from a brake fluid pressure sensor 46 for detecting a corresponding brake fluid pressure BRP is input.

  The storage device 122 stores a control program for the motor 1, a shift control program for the transmission 4, and various map tables used in these programs. The CPU 121 reads and executes a program stored in the storage device 122, performs various arithmetic processing on various signals input via the input interface 123, and generates a throttle opening signal, a shift control signal, and the like. Then, the generated signal is output to the motor 1 and the hydraulic control circuit 11 via the output interface 124. Various values used in the arithmetic processing by the CPU 121 and the arithmetic results are stored in the storage device 122 as appropriate.

  The hydraulic control circuit 11 includes a plurality of flow paths and a plurality of hydraulic control valves. The hydraulic control circuit 11 controls a plurality of hydraulic control valves based on a shift control signal or the like from the controller 12 to switch the supply path of the hydraulic pressure and to change a required hydraulic pressure from a hydraulic pressure generated by oil discharged from the mechanical oil pump 10. Is supplied to each part of the transmission 4. As a result, the actual gear ratio of the variator 20 and the gear position of the auxiliary transmission mechanism 30 are changed, and the transmission 4 is shifted.

  FIG. 1 illustrates a hydraulic control valve 11a that constitutes a hydraulic actuator that controls the actual clutch pressure applied to the low brake 32.

  The vehicle of the present embodiment does not have an electric oil pump, and hydraulic pressure is supplied to the transmission 4 and the like using oil discharged from the mechanical oil pump 10. Therefore, when the motor 1 is stopped, the mechanical oil pump 10 is also stopped, so that hydraulic pressure cannot be supplied to the transmission 4 or the like.

  Therefore, in the present embodiment, the motor control described below is performed when the motor 1 is restarted after the motor 1 stops while the vehicle is stopped or running. When the shift lever 50 is in the D range or the N range, the accelerator pedal 51 is not depressed, the brake pedal 52 is depressed, and the vehicle speed VSP is a very low vehicle speed, the motor 1 as a drive source is turned off. The motor control after terminating the idle stop control for stopping will be described as an example. The idle stop control and the motor control are executed by the controller 12.

  FIG. 3 is a time chart illustrating motor control according to the first embodiment. During the idle stop control, the shift lever 50 is in the D range, and in the subtransmission mechanism 30, the friction engagement elements 32-34 are released, the vehicle stops, and the motor 1 is stopped.

  Even during the idle stop control, the clutch command pressure to the low brake 32 is not zero, but is set to a set pressure or more. In FIG. 3, the clutch command pressure is indicated by a broken line, and the clutch actual pressure is indicated by a solid line. The set pressure is a value set in advance, and is a command pressure for setting the low brake 32 to the engaged state. When such a clutch command pressure is output to the hydraulic control valve 11a, the hydraulic control circuit 11 forms an oil path (hydraulic path) so as to supply oil pressure to the low brake 32. As the clutch command pressure increases, the degree of opening of the oil passage that supplies the hydraulic pressure to the low brake 32 increases.

  Even if the clutch command pressure is output to the hydraulic control valve 11a in this manner, the hydraulic pressure is not actually supplied to the low brake 32 and the low brake 32 is released because the motor 1 is not driven during the idle stop control. It has been done.

  At time t0, when the brake pedal 52 is no longer depressed, the idle stop control ends, and the motor 1 is driven. The motor 1 is controlled so that the torque Tm of the motor 1 becomes the target motor torque. When the motor 1 is driven, oil is discharged from the mechanical oil pump 10 and hydraulic pressure is supplied to the low brake 32. Even when the vehicle is stopped by the idle stop control, the clutch instruction pressure to the low brake 32 is at the set pressure, and the oil passage that supplies the hydraulic pressure to the low brake 32 is open. Accordingly, as the rotational speed Nm of the motor 1 increases, the actual clutch pressure of the low brake 32 also increases, and the low brake 32 is engaged. When the motor 1 is driven and the Low brake 32 is engaged, torque is transmitted from the motor 1 to the drive wheels 7, the vehicle starts, and the vehicle speed VSP increases.

  The effect of the first embodiment of the present invention will be described.

  For example, when the idling stop control is executed and the motor 1 is stopped, the oil passage for supplying the oil pressure to the low brake 32 is opened. As a result, the hydraulic pressure is supplied to the low brake 32 as soon as the motor 1 is driven. Therefore, the time from when the motor 1 is driven at the time of starting to when the Low brake 32 is engaged can be shortened, and the startability can be improved. Also, there is no need to provide an electric oil pump for supplying oil pressure while the motor 1 is stopped, and it is not necessary to drive the motor 1 to drive the mechanical oil pump 10 while the vehicle 1 is stopped. (Effects Corresponding to Claims 1, 5, and 6).

  Next, a second embodiment of the present invention will be described.

  The second embodiment differs from the first embodiment in the motor control. The motor control according to the second embodiment will be described with reference to the time chart of FIG. In the second embodiment as well, the idle stop control is executed and the vehicle is stopped as in the first embodiment.

  At time t0, when the brake pedal 52 is no longer depressed, the idle stop control ends, and the motor 1 is driven. The accelerator pedal 51 is not depressed. Here, the motor 1 is controlled so that the torque Tm of the motor 1 gradually increases. Specifically, the motor 1 is controlled so that the torque Tm of the motor 1 becomes the target motor torque over a first set time. The first set time is a time set in advance, and is set to reduce a shock applied to the driver when the low brake 32 is engaged. When the accelerator pedal 51 is not depressed and the accelerator pedal opening APO is zero, the target motor torque is a creep torque set value that is a torque at which the vehicle can creep.

  When the motor 1 is driven to increase the actual clutch pressure of the low brake 32 and the low brake 32 is engaged, torque is transmitted from the motor 1 to the driving wheels 7, the vehicle starts, and the vehicle speed VSP increases.

  In the present embodiment, by increasing the torque Tm of the motor 1 over the first set time, the rotation speed Nm of the motor 1 gradually increases, and the amount of oil discharged from the mechanical oil pump 10 also gradually increases. . Therefore, even when the oil passage that supplies the hydraulic pressure to the low brake 32 is in an open state, the hydraulic pressure supplied to the low brake 32 gradually increases, and the clutch torque capacity of the low brake 32 also gradually increases. As a result, it is possible to suppress the sudden application of the low brake 32 and to suppress a sudden increase in the torque transmitted to the drive wheels 7. Further, as the torque Tm of the motor 1 gradually increases, the torque input to the low brake 32 also gradually increases, so that a sudden increase in the torque transmitted to the drive wheels 7 can be suppressed. In FIG. 4, a shock applied to the driver by a change in torque transmitted to the drive wheels 7 is represented by an acceleration G. The smaller the change in the acceleration G, the smaller the shock applied to the driver. In the present embodiment, by increasing the torque Tm of the motor 1 over the first set time, the change in the acceleration G is small, and the shock applied to the driver is reduced.

  In this manner, the shock applied to the driver when the Low brake 32 is engaged can be reduced.

  At time t1 when the first set time has elapsed from time t0, the torque Tm of the motor 1 becomes the target motor torque (creep torque set value). Thus, the first set time corresponds to the time obtained by subtracting the time t0 from the time t1 in FIG.

  Next, motor control when the accelerator pedal 51 is depressed will be described with reference to the time chart of FIG. Also in this case, the idle stop control is executed and the vehicle is stopped as in FIG.

  At time t0, when the brake pedal 52 is no longer depressed, the idle stop control ends, and the motor 1 is driven. The accelerator pedal 51 is not depressed. The motor 1 is controlled so that the torque Tm of the motor 1 gradually increases. The specific method is the same as the motor control described with reference to FIG. Thereby, the motor 1 is controlled so that the torque Tm of the motor 1 gradually increases. When the motor 1 is driven, the actual clutch pressure of the low brake 32 increases.

  At time t1, the accelerator pedal 51 is depressed, and the accelerator pedal opening APO gradually increases. When the accelerator pedal 51 is depressed while the torque Tm of the motor 1 is being increased to the target motor torque over the first set time, the accelerator pedal 51 is depressed for a second set time from the start of the increase in the accelerator pedal opening APO. The torque of the motor 1 is not increased according to the pedal opening APO. The second set time is a preset time, and is set longer than the first set time. Here, during the second set time, the torque Tm of the motor 1 is held at the torque Tm when the accelerator pedal opening APO increases. Thus, it is possible to suppress an increase in the torque Tm of the motor 1 before the clutch torque capacity of the low brake 32 becomes sufficiently large, and to suppress the slip of the low brake 32. In addition, by suppressing a sudden increase in the torque Tm of the motor 1, it is possible to suppress a sudden increase in oil discharged from the mechanical oil pump 10. Thereby, when the Low brake 32 is engaged, the shock given to the driver can be reduced.

  Even while the torque Tm of the motor 1 is being held, by increasing the rotation speed Nm of the motor 1, the amount of oil discharged from the mechanical oil pump 10 increases, and the Low brake 32 is engaged.

  At time t2 when the second set time has elapsed from the start of the increase in the accelerator pedal opening APO, the increase in the torque Tm of the motor 1 is started. Thereby, the rotation speed Nm of the motor 1 increases. Further, since the torque Tm of the motor 1 increases, in order to increase the clutch torque capacity of the low brake 32, the clutch command pressure of the low brake 32 increases, and the actual clutch pressure also increases. Thus, the second set time corresponds to a time obtained by subtracting the time t1 from the time t2 in FIG.

  Next, effects of the second embodiment will be described.

  For example, when driving the motor 1 after the idle stop control, the torque Tm of the motor 1 is gradually increased over a first set time, and the amount of oil discharged from the mechanical oil pump 10 is gradually increased. As a result, the clutch torque capacity of the low brake 32 gradually increases even when the oil passage that supplies the hydraulic pressure to the low brake 32 is in an open state during the idle stop control. Therefore, it is possible to suppress the sudden application of the low brake 32 and to suppress a sudden increase in the torque transmitted to the drive wheels 7. Further, as the torque Tm of the motor 1 gradually increases, the torque input to the low brake 32 also gradually increases, so that a sudden increase in the torque transmitted to the drive wheels 7 can be suppressed. Therefore, when the Low brake 32 is engaged, the shock given to the driver can be reduced. (Effect corresponding to claim 2).

  If the accelerator pedal opening APO increases while the torque Tm of the motor 1 is gradually increased over the first set time, the accelerator pedal opening is started after the accelerator pedal opening APO starts to increase and the accelerator pedal is operated after a lapse of a second set time. The increase of the torque Tm of the motor 1 according to the opening APO is started. Further, the second set time is set longer than the first set time. Thus, even when the accelerator pedal 51 is depressed while the torque Tm of the motor 1 is gradually increased over the first set time, the clutch torque capacity of the Low brake 32 is not sufficiently increased. Thus, the increase in the torque Tm of the motor 1 can be suppressed, and the slip of the low brake 32 can be suppressed. In addition, by suppressing a sudden increase in the torque Tm of the motor 1, it is possible to suppress a sudden increase in oil discharged from the mechanical oil pump 10. As a result, the shock applied to the driver when the low brake 32 is engaged can be reduced (an effect corresponding to claim 3).

  By increasing the torque Tm of the motor 1 to the creep torque set value over the first set time, even when starting using the motor 1 as a driving source, starting using the engine as a driving source can be performed. The same vehicle behavior can be realized, and it is possible to suppress the driver from feeling uncomfortable (an effect corresponding to claim 4).

  As described above, the embodiments of the present invention have been described. However, the above embodiments are only some of the application examples of the present invention, and are not intended to limit the technical scope of the present invention to the specific configurations of the above embodiments. Absent.

  In the above-described embodiment, the motor control after the idle stop control for stopping the motor 1 as the driving source while the vehicle is stopped has been described. For example, the motor 1 may be stopped after the coast stop control for stopping the motor 1 while the vehicle is running. May be applied to the control for driving. The coast stop control is executed, for example, when the shift lever 50 is in the D range, the vehicle speed VSP is lower than the predetermined vehicle speed, the accelerator pedal 51 is not depressed, and the brake pedal 52 is depressed. . The predetermined vehicle speed is a low vehicle speed set in advance.

  In the above-described embodiment, a vehicle having the motor 1 as a drive source has been described. However, a vehicle having an engine in addition to the motor 1 as a drive source may be applied to control for driving the motor 1 at the time of starting or the like.

  Further, the transmission 4 may be configured to have a forward / reverse switching mechanism instead of the auxiliary transmission mechanism 30. Further, the transmission 4 may include a stepped transmission or a toroidal-type continuously variable transmission instead of the variator 20.

  In the above embodiment, the Low brake 32 is engaged at the time of starting. However, the motor control may be applied when the High clutch 33 is engaged.

1: Motor 4: Transmission 7: Drive wheel 10: Mechanical oil pump (oil pump)
11: hydraulic control circuit 11a: hydraulic control valve (hydraulic actuator)
12: Controller (drive source control unit, hydraulic actuator control unit)
20: Variator 30: Sub-transmission mechanism 32: Low brake (clutch)

Claims (5)

A drive source including at least a motor;
An oil pump driven by the drive source,
A clutch that is connected to the drive source and that is released when the oil pump is stopped;
A hydraulic control device for controlling a vehicle having a hydraulic actuator that opens and closes a hydraulic path from the oil pump to the clutch,
A drive source control unit that stops the drive source,
While the drive source is stopped by the drive source control unit, a hydraulic actuator control unit that sets the hydraulic path to an open state and a state in which no hydraulic pressure is supplied to the clutch,
Equipped with a,
The drive source control unit is configured to gradually increase the torque of the motor over a first set time when driving the drive source after stopping the drive source while the vehicle is stopped or traveling. Gradually increase the amount of oil to be discharged,
A control device for a vehicle, comprising: The vehicle control device according to claim 1 ,
The drive source control unit controls the torque of the motor according to the accelerator pedal opening, and when the accelerator pedal is depressed during the first set time, the first from the start of the accelerator pedal opening to the first During the second set time set longer than the set time, the torque of the motor according to the accelerator pedal opening is not increased,
A control device for a vehicle, comprising: The vehicle control device according to claim 1 or 2 ,
The drive source control unit increases the torque of the motor to a creep torque set value over the first set time when driving the drive source after stopping the drive source while the vehicle is stopped or traveling,
A control device for a vehicle, comprising: The control device for a vehicle according to any one of claims 1 to 3 ,
As the command pressure for engaging the clutch is larger, the hydraulic actuator increases the degree of opening of the hydraulic path,
The hydraulic actuator control unit, while the drive source is stopped by the drive source control unit, sets the command pressure to a set value or more,
A control device for a vehicle, comprising: A drive source including at least a motor;
An oil pump driven by the drive source,
A clutch that is connected to the drive source and that is released when the oil pump is stopped;
A vehicle control method for controlling a vehicle having a hydraulic actuator that opens and closes a hydraulic path from the oil pump to the clutch.
Stopping the drive source,
While the drive source is stopped, the hydraulic path is in an open state and the hydraulic pressure is not supplied to the clutch ,
When the driving source is driven after the driving source is stopped while the vehicle is stopped or traveling, the torque of the motor is gradually increased over a first set time, so that the oil amount discharged from the oil pump is gradually increased. increase,
A method for controlling a vehicle, comprising:

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