JP2007278367A - Vehicle and control method thereof - Google Patents

Abstract

In a vehicle including a connection release device such as a clutch for connecting a power source of a power source and an input shaft on a transmission side or releasing the connection, the connection between the power shaft and the input shaft is released. If a bad road is judged in step 1, it will be dealt with.
When the vehicle is running on a rough road with the clutch turned off and the engine disconnected from the CVT side to stop driving, the engine is started (S180), and the CVT is set to the minimum speed ratio γmin or the maximum speed ratio γmax. The hydraulic pressures Pmin and Pmax necessary for the primary pulley are calculated (S190), and the CVT is controlled so that the smaller gear ratio of the hydraulic pressures Pmin and Pmax is obtained (S200 to S230). Thereby, the torque which acts on the primary pulley and secondary pulley of CVT by bad road driving | running | working can be made small, and damage to CVT etc. can be suppressed.
[Selection] Figure 3

Description

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

Conventionally, as this vehicle, in a vehicle having a stepped automatic transmission, when the gear is switched to a gear other than the fourth gear and the lock-up clutch is released, the inside of the automatic transmission and the clutch drum are There has been proposed one that determines that the vehicle is traveling on a rough road based on rotational fluctuation (see, for example, Patent Document 1). In this vehicle, a bad road can be determined without providing a rotation speed sensor on the output shaft of the automatic transmission.
Japanese Patent Laid-Open No. 10-122354

  Although it is possible to determine whether or not the vehicle is traveling on a rough road as in the above-described vehicle, it is possible to determine whether or not the vehicle is traveling on a rough road. Whether to deal with will differ if the configuration of the vehicle is different. Therefore, more appropriate measures are desired depending on the configuration of the vehicle.

  A vehicle and a control method thereof according to the present invention provide a vehicle including a connection release device such as a clutch that connects a power source of a power source and an input shaft on a transmission side or releases the connection between the power shaft and the input shaft. One of the purposes is to deal with when a rough road is determined in a disconnected state. Another object of the vehicle and the control method thereof according to the present invention is to perform traveling according to the driving request of the driver even when a rough road traveling is determined in the vehicle configured as described above.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

The vehicle of the present invention
Power source,
An input shaft connected to a power shaft that operates using a pressurized working fluid and outputs power from the power source, and an output shaft connected to an axle side, the input shaft and the output shaft Transmission means for transmitting power with a change in gear ratio between
Engine pressurizing means for pressurizing the working fluid using power from the power source;
Connection release means for controlling connection and release of the power shaft and the input shaft;
Driving request receiving means for receiving a driving request requested by the driver;
A rough road determination means for determining that the vehicle is traveling on a rough road;
Change direction setting means for setting the change direction of the gear ratio;
The power source is connected when the rough road determination means determines that the rough road determination means is traveling on a rough road while the connection between the power shaft and the input shaft is released by the disconnection means. The power source, the speed change means, and the connection release means are controlled so that the speed change ratio of the speed change means is changed in the set change direction and the vehicle travels based on the received drive request. Control means;
It is a summary to provide.

  In the vehicle of the present invention, when traveling on a rough road that is determined to be traveling on a rough road in a state in which the connection between the power shaft of the power source and the input shaft of the transmission means is released by the disconnection means, When the power source is operated, the speed ratio of the speed changer is changed in the change direction of the set speed ratio, and the power source, the speed changer, and the connection release means are driven so as to travel based on the driving request required by the driver And control. By operating the power source and operating the engine pressurizing means to change the speed change ratio of the speed change means in the direction of change of the set speed change ratio, reducing the effect of torque fluctuation on the speed change means during rough road traveling Can do. Of course, the vehicle can travel based on the driving request of the driver. Here, “power source is operated” means to start and operate when the power source is stopped, and to continue operation when the power source is operated. For example, an internal combustion engine can be used as the power source. The change direction setting means may set a change direction to a gear ratio at which the speed change means functions with certain certainty when traveling on a rough road.

  In such a vehicle of the present invention, the speed change means is hung on the first pulley attached to the input shaft, the second pulley attached to the output shaft, the first pulley, and the second pulley. And changing the radius of the first pulley at the position where the belt is hung and the radius of the second pulley at the position where the belt is hung using the working fluid. The belt type continuously variable transmission may be changed, and the change direction setting means may be a means for setting a direction in which slippage of the belt can be suppressed as a change direction. By so doing, belt slippage due to torque fluctuations on rough roads can be suppressed.

  In the vehicle of the present invention having a belt-type continuously variable transmission as the speed change means, the change direction setting means is configured to control the working fluid to be applied to the first pulley when the speed change means is set to a maximum speed ratio. The required pressure and the required pressure of the working fluid to be applied to the first pulley when the speed change means is set to the minimum speed ratio are calculated, and the direction of the calculated required pressure to the smaller speed ratio is changed. It can also be a means for setting as a direction. By so doing, it is possible to effectively suppress belt slippage due to torque fluctuations on rough roads. In this case, the change direction setting means is a means for calculating the required pressure of the working fluid based on the difference between the necessary clamping pressure required for the first pulley and the working fluid pressure due to the centrifugal action in the first pulley. You can also

  In the vehicle of the present invention, the control means may be means for controlling the speed change means so that the speed change ratio is changed to the maximum amount in the set change direction, and the control means is the speed change means. May be a means for controlling the gear ratio to be within a predetermined range including the gear ratio that has been changed by the maximum amount in the set change direction.

  In the vehicle of the present invention, the control means connects the power shaft and the input shaft until a predetermined release condition is satisfied when the received drive request is not an acceleration request when traveling on the rough road. It can also be a means for controlling so that there is no. In this way, the connection between the power shaft and the input shaft by the connection release means during traveling on a rough road can be suppressed, and the connection release means and the speed change means are unexpected when connecting by the connection release means. Torque can be suppressed from acting. In this case, the predetermined release condition may be a condition for determining that the vehicle is not traveling on a rough road by the rough road traveling determination unit. The predetermined release condition may be a condition in which the received operation request is an acceleration request.

  The vehicle according to the present invention further includes an electric motor capable of inputting / outputting power to / from an axle, and an electric storage unit capable of exchanging electric power with the electric motor, and the control unit travels based on the received driving request. In addition to the power source, the speed change means, and the connection release means, the motor may be controlled. If it carries out like this, it can respond to the driving | running request | requirement at the time of disconnection bad road driving | running | working using the motive power from an electric motor.

The vehicle control method of the present invention includes:
A power source; an input shaft connected to a power shaft that operates using a pressurized working fluid and outputs power from the power source; and an output shaft connected to an axle side. Transmission means for transmitting power to the output shaft with a change in gear ratio, engine pressurizing means for pressurizing the working fluid using power from the power source, the power shaft and the input shaft A connection release means for controlling connection and release of the vehicle, and a vehicle control method comprising:
When driving on a rough road with the connection between the power shaft and the input shaft released by the connection release means, the connection between the power shaft and the input shaft is released by the connection release means. When the rough road determination means determines that the rough road determination means is traveling on a rough road, the transmission means is operated when the power source is operated and the rough road is driven. The speed ratio of the speed change means is changed in the direction of change of the speed ratio that functions with certainty, and the power source, the speed change means, and the connection release means are controlled so as to travel based on the received driving request. ,
It is characterized by that.

  In the vehicle control method according to the present invention, the disconnection rough road determined to be traveling on a rough road in a state where the connection between the power shaft of the power source and the input shaft of the speed change means is released by the connection release means. When traveling, the speed ratio of the speed changer is changed in the direction of change of the speed change ratio in which the speed change mechanism functions with a certain certainty when the power source is operated and the vehicle is traveling on a rough road, and the driver is required. The power source, the transmission unit, and the connection release unit are controlled so as to travel based on the requested driving. By operating the power source and operating the engine pressurizing means, and changing the speed ratio of the speed change means in the speed ratio changing direction in which the speed change means functions with a certain certainty, the speed change speed change means on the rough road traveling Can reduce the effect on. Of course, the vehicle can travel based on the driving request of the driver. Here, “power source is operated” means to start and operate when the power source is stopped, and to continue operation when the power source is operated. For example, an internal combustion engine can be used as the power source.

  In such a vehicle control method of the present invention, the transmission means includes a first pulley attached to the input shaft, a second pulley attached to the output shaft, the first pulley, and the second pulley. By changing a radius of the first pulley at the position where the belt is hung and a radius of the second pulley at the position where the belt is hung using the working fluid. A belt-type continuously variable transmission that changes a transmission ratio, and the transmission ratio of the transmission means is changed in a direction in which the transmission means functions with the certainty of suppressing slippage of the belt as the predetermined certainty. The transmission means may be controlled to be changed. By so doing, belt slippage due to torque fluctuations on rough roads can be suppressed.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. The hybrid vehicle 20 of the embodiment outputs the power from the engine 22 to the front wheels 69a and 69b via the torque converter 30, the forward / reverse switching mechanism 35, the CVT 40 as a belt-type continuously variable transmission, the gear mechanism 65, and the differential gear 66. The front wheel drive system 21, the rear wheel drive system 56 that outputs the power from the motor 57 to the rear wheels 69c and 69d via the gear mechanism 67 and the differential gear 68, and the brakes of the front wheels 69a and 69b and the rear wheels 69c and 69d. And a hybrid electronic control unit 70 for controlling the entire apparatus.

  The engine 22 is configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. A crankshaft 23 that is an output shaft of the engine 22 is attached to the torque converter 30. The engine 22 performs fuel injection control, ignition control, intake air amount adjustment control, and the like based on signals from various sensors that detect the state of the engine 22, such as a crank position signal from a crank position sensor 23a attached to the crankshaft 23. Is performed by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The torque converter 30 is configured as a well-known fluid type torque converter with a lock-up clutch. If necessary, the torque converter 30 is connected to the crankshaft 23 of the engine 22 through the forward / reverse switching mechanism 35 and the CVT 40. The pump impeller 32 connected to the input shaft 41 is locked up by the lockup clutch 33. The lock-up clutch 33 of the torque converter 30 is operated by a hydraulic circuit 47 that is driven and controlled by a CVT electronic control unit (hereinafter referred to as CVTECU) 46 described later.

  The forward / reverse switching mechanism 35 includes a double-pinion planetary gear mechanism, a brake B1, and a clutch C1. The planetary gear mechanism of the double pinion includes an external gear sun gear 36, an internal gear ring gear 37 arranged concentrically with the sun gear 36, a plurality of first pinion gears 38 a meshing with the sun gear 36, and the first pinion gear 38 a. A plurality of second pinion gears 38b meshing with the pinion gear 38a and meshing with the ring gear 37; and a carrier 39 that holds the plurality of first pinion gears 38a and the plurality of second pinion gears 38b so as to rotate and revolve freely. 36 is connected to the output shaft 34 of the torque converter 30, and the carrier 39 is connected to the input shaft 41 of the CVT 40. The ring gear 37 of the planetary gear mechanism is connected to the case by a brake B1, and the ring gear 37 is freely rotated or prohibited from rotating by turning on and off the brake B1. The sun gear 36 and the carrier 39 of the planetary gear mechanism are connected by a clutch C1, and the sun gear 36 and the carrier 39 are connected or disconnected by turning on and off the clutch C1. The forward / reverse switching mechanism 35 turns off the brake B1 and turns on the clutch C1 to transmit the rotation of the output shaft 34 of the torque converter 30 to the input shaft 41 of the CVT 40 as it is to advance the vehicle or turn on the brake B1. At the same time, by turning off the clutch C1, the rotation of the output shaft 34 of the torque converter 30 is converted in the reverse direction and transmitted to the input shaft 41 of the CVT 40 to reverse the vehicle. Further, the output shaft 34 of the torque converter 30 and the input shaft 41 of the CVT 40 can be disconnected by turning off the brake B1 and turning off the clutch C1.

  The CVT 40 includes a primary pulley 43 that can be changed in groove width and connected to the input shaft 41, a secondary pulley 44 that can also be changed in groove width and connected to an output shaft 42 as a drive shaft, a primary pulley 43, and a secondary pulley. And a belt 45 extending in the groove of 44, and by changing the groove width of the primary pulley 43 and the secondary pulley 44 by a hydraulic circuit 47 that is driven and controlled by the CVTECU 46, the power of the input shaft 41 is changed steplessly. And output to the output shaft 42. Note that the change in the groove widths of the primary pulley 43 and the secondary pulley 44 is performed not only as a change in the gear ratio, but also as a control of the narrow pressure of the belt 45 for adjusting the transmission torque capacity of the CVT 40. The CVTECU 46 is supplied with the rotational speed Nin of the input shaft 41 from the rotational speed sensor 48 attached to the input shaft 41 and the rotational speed Nout of the output shaft 42 from the rotational speed sensor 49 attached to the output shaft 42. The CVTECU 46 outputs a drive signal to the hydraulic circuit 47. Further, the CVTECU 46 communicates with the hybrid electronic control unit 70, controls the transmission ratio of the CVT 40 by a control signal from the hybrid electronic control unit 70, and controls the input shaft 41 from the rotational speed sensor 48 as necessary. Data relating to the operating state of the CVT 40 such as the rotational speed Nin and the rotational speed Nout of the output shaft 42 from the rotational speed sensor 49 is output to the hybrid electronic control unit 70.

  The hydraulic circuit 47 includes an electric oil pump 55 driven by a motor 54 that receives power supply from a low-voltage battery (for example, a secondary battery having a rated voltage of 12 V) 51 and a crank of the engine 22, as shown in FIG. Regulator valves 104 and 106 for adjusting the hydraulic pressure generated by driving a mechanical oil pump 29 attached to the shaft 23 via a belt 27, and duty solenoids 108, 110, 112, 114 and 116 for adjusting the oil amount, In order to change the transmission ratio of the CVT 40, the control valve 118, 120 for changing the groove width of the primary pulley 43, and the groove width of the secondary pulley 44 are changed to change the narrow pressure of the belt 45 of the CVT 40. Belt narrow pressure control valve 122 and clutch C1 A clutch control valve 124 for turning on and off, a manual valve 128 having a piston 128a interlocked with a shift lever (not shown), and a lockup valve 130 for turning on and off the lockup clutch 33 of the torque converter 30. Yes. The regulator valve 104 regulates the line hydraulic pressure from the mechanical oil pump 29 or the electric oil pump 55 and supplies it to the duty solenoids 108, 110, 112, 114, 116, the belt narrow pressure control valve 122, and the clutch control valve 124. The shift control valve 118 opens and closes the line between the line oil pressure and the primary pulley 43 by the oil pressure from the duty solenoid 108 and the oil pressure from the duty solenoid 110. The shift control valve 120 opens and closes the line between the primary pulley 43 and the drain by the hydraulic pressure from the duty solenoid 108 and the hydraulic pressure from the duty solenoid 110. Therefore, by controlling the duty ratio of the duty solenoid 108 and the duty ratio of the duty solenoid 110, the transmission control valve 118 is controlled in the opening direction and the transmission control valve 120 is controlled in the closing direction so that the line hydraulic pressure is primary. The CVT 40 is upshifted by acting on the pulley 43, or the control valve 118 for shifting is controlled in the closing direction and the control valve 120 for shifting is controlled in the opening direction so that the line hydraulic pressure acting on the primary pulley 43 is removed to remove the CVT 40. Can downshift. The belt narrow pressure control valve 122 opens and closes the line between the line oil pressure and the secondary pulley 44 by the oil pressure from the regulator valve 104 and the oil pressure from the duty solenoid 112. Therefore, by controlling the duty ratio of the duty solenoid 112, the narrow pressure of the belt 45 can be adjusted by adjusting the opening and closing of the belt narrow pressure control valve 122 and adjusting the hydraulic pressure acting on the secondary pulley 44. The shift valve 126 opens and closes the line between the hydraulic pressure from the clutch control valve 124 and the manual valve 128 by the hydraulic pressure from the duty solenoid 114 and the hydraulic pressure from the duty solenoid 116, and the manual valve 128 is moved to the position of a shift lever (not shown). In response, the hydraulic pressure from the shift valve 126 and the line from the clutch C1 and the hydraulic pressure from the shift valve 126 and the line from the brake B1 are opened and closed. When the shift lever 81 is in the “D” range, that is, when the operator selects normal forward travel, the line between the hydraulic pressure from the shift valve 126 and the clutch C1 is opened and the clutch C1 is turned on. Then, the line between the hydraulic pressure from the shift valve 126 and the brake B1 is closed and the hydraulic pressure acting on the brake B1 is released to turn off the brake B1. Then, by controlling the duty ratio of the duty solenoid 114 and the duty ratio of the duty solenoid 116, the hydraulic pressure acting on the clutch C1 is adjusted to make the clutch C1 half-engaged or completely engaged (turned on). . On the other hand, when the shift lever is in the “R” range, that is, when the operator selects reverse travel, the line between the hydraulic pressure from the shift valve 126 and the clutch C1 is closed and the hydraulic pressure acting on the clutch C1. Is removed, the clutch C1 is turned off, the line between the hydraulic pressure from the shift valve 126 and the brake B1 is opened, and the brake B1 is turned on. Further, by controlling the duty ratio of the duty solenoid 114 and the duty ratio of the duty solenoid 116, the hydraulic pressure acting on the clutch C1 is adjusted to make the clutch C1 half-engaged or completely engaged (turned on). . The regulator valve 104 regulates the line hydraulic pressure from the mechanical oil pump 29 or the electric oil pump 55 and supplies it to the lockup valve 130. The lockup valve 130 turns on and off the lockup clutch 33 of the torque converter 30 by the hydraulic pressure from the regulator valve 104 and the hydraulic pressure from the duty solenoid 110.

  The motor 57 is configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor, and is driven via a belt 27 that is hung on the crankshaft 23 of the engine 22 via an inverter 58. The alternator 28 and a high voltage battery (for example, a secondary battery having a rated voltage of 42 V) connected to an output terminal of the power line to the alternator 28 are connected to and driven by power supplied from the alternator 28 and the high voltage battery 50. Or the high voltage battery 50 is charged with the electric power generated by the regenerative control. The motor 57 is driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 59. The motor ECU 59 receives signals necessary for driving and controlling the motor 57, such as a signal from a rotational position detection sensor 57a for detecting the rotational position of the rotor of the motor 57, and a motor 57 detected by a current sensor (not shown). An applied phase current or the like is input, and a switching signal to the switching element of the inverter 58 is output from the motor ECU 59. In addition, the motor ECU 59 communicates with the hybrid electronic control unit 70, and drives and controls the motor 57 by outputting a switching control signal to the inverter 58 by a control signal from the hybrid electronic control unit 70. In response, data relating to the operating state of the motor 57 is output to the hybrid electronic control unit 70. The high voltage battery 50 and the low voltage battery 51 are connected via a DC / DC converter 52 that converts the voltage, so that the electric power from the high voltage battery 50 side is converted into voltage and supplied to the low voltage battery 51 side. It has become. The high-voltage battery 50 and the low-voltage battery 51 are connected to a terminal or voltage sensor from a voltage sensor (not shown) attached to output terminals of both batteries 50 and 51 (not shown) by a battery electronic control unit (hereinafter referred to as battery ECU) 53. The remaining capacity (SOC), input / output restrictions, and the like are calculated and managed based on the charge / discharge current from the battery, the battery temperature from the temperature sensor, and the like.

  The brake actuator 61 has a braking torque corresponding to the share of the brake in the braking force applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 60b generated in response to the depression of the brake pedal 85 and the vehicle speed V. The front wheels 69a, 69b The brake is adjusted so that the braking torque acts on the front wheels 69a, 69b and the rear wheels 69c, 69d regardless of the depression of the brake pedal 85, or by adjusting the hydraulic pressure of the brake wheel cylinders 64a-64d to act on the rear wheels 69c, 69d. The hydraulic pressures of the wheel cylinders 64a to 64d can be adjusted. The brake actuator 61 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 62. The brake ECU 62 inputs signals such as a wheel speed from a wheel speed sensor (not shown) attached to the front wheels 69a and 69b and the rear wheels 69c and 69d and a steering angle from a steering angle sensor (not shown) through a signal line (not shown). The anti-lock brake system function (ABS) for preventing any of the front wheels 69a, 69b and the rear wheels 69c, 69d from slipping due to the lock when the driver depresses the brake pedal 85, and the driver uses the accelerator pedal 83. Traction control (TRC) that prevents any of the front wheels 69a and 69b and the rear wheels 69c and 69d from slipping when the vehicle is stepped on, and posture holding control (VSC) that holds the posture when the vehicle is turning. ). The brake ECU 62 communicates with the hybrid electronic control unit 70, and controls the drive of the brake actuator 61 by a control signal from the hybrid electronic control unit 70, and the data regarding the state of the brake actuator 61 is used for the hybrid as necessary. Output to the electronic control unit 70.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor that detects the amount of depression of the accelerator pedal 83. Accelerator opening degree Acc from 84, brake pedal position BP from brake pedal position sensor 86 for detecting the depression amount of brake pedal 85, vehicle speed V from vehicle speed sensor 87, gradient θ from gradient sensor 88, brake booster 60 Negative pressure P or the like from the pressure sensor 60a for detecting pressure is input via the input port. The hybrid electronic control unit 70 outputs a drive signal to the starter motor 26 attached to the crankshaft 23 via the gear 25, a drive signal to the alternator 28, a control signal to the motor 54 of the electric oil pump 55, and the like. It is output through the port. The hybrid electronic control unit 70 communicates with the engine ECU 24, the CVTECU 46, the battery ECU 53, the motor ECU 59, and the brake ECU 62, and exchanges various control signals and data.

  The hybrid vehicle 20 of the embodiment thus configured mainly travels by outputting the power from the engine 22 to the front wheels 69a and 69b in accordance with the driver's operation of the accelerator pedal 83, and from the motor 57 as necessary. Power is output to the rear wheels 69c and 69d to drive by four-wheel drive. Examples of traveling by four-wheel drive include, for example, sudden acceleration when the accelerator pedal 83 is greatly depressed or when a wheel slips. Further, at the time of deceleration such as when the brake pedal 85 is depressed during traveling, the clutch C1 is disconnected and the engine 22 is stopped with the engine 22 disconnected from the CVT 40, and the motor 57 is regeneratively controlled. The regenerative braking is used to apply braking force to the rear wheels 69c and 69d, and the high-voltage battery 50 is charged by the electric power regenerated by the motor 57, thereby improving the energy efficiency of the entire system.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the vehicle is running with the clutch C1 turned off and the operation of the engine 22 stopped will be described. FIG. 3 is a flowchart illustrating an example of an engine stop travel control routine executed by the hybrid electronic control unit 70 of the embodiment. This routine is executed every predetermined time (for example, every several msec) while the vehicle is running with the clutch C1 turned off and the operation of the engine 22 stopped. The state in which the clutch C1 is turned off and the operation of the engine 22 is stopped is performed at the time of deceleration such as when the brake pedal 85 is depressed during traveling as described above. When the brake pedal 85 is depressed, it is based on the brake pedal position BP from the brake pedal position sensor 86 and the vehicle speed V from the vehicle speed sensor 87 by a drive control routine (not shown) executed by the hybrid electronic control unit 70. Thus, the braking force as the sum of the braking force generated by regenerative control of the motor 57 and the braking force generated by the hydraulic brake generated by controlling the driving of the brake actuator 61 is applied to the vehicle at a predetermined distribution ratio.

  When the engine stop travel control routine is executed, the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 87, the rotational speed Ne of the engine 22, the rotational speed Nin of the input shaft 41, and the output shaft 42 A process of inputting data necessary for control, such as the number of revolutions Nout, is executed (step S100). Here, as for the rotational speed Ne of the engine 22, the value calculated by the crank position detected by the crank position sensor 23a is inputted from the engine ECU 24 by communication. Further, regarding the rotational speed Nin of the input shaft 41 and the rotational speed Nout of the output shaft 42, those detected by the rotational speed sensor 48 and the rotational speed sensor 49 are input from the CVTECU 46 by communication.

  When the data is input in this manner, the rotational speed Nout of the output shaft 42 is differentiated to calculate the differential value dNout (step S110), and whether or not the absolute value of the calculated differential value dNout is less than the threshold value Nref over a certain period of time. Is determined (step S120). The determination of whether or not the absolute value of the differential value dNout is less than the threshold value Nref over a certain period of time is synonymous with the determination of whether or not the rotational fluctuations of the front wheels 69a and 69b are large over a certain period of time. In the example, it is determined whether or not the vehicle is traveling on a rough road. This is based on the fact that, on rough roads, the rotational fluctuations of the front wheels 69a and 69b and the rear wheels 69c and 69d increase due to the unevenness of the road surface. Therefore, 1 second, 3 seconds, 5 seconds, etc. can be used as the fixed time. Further, the threshold value Nref is larger than the absolute value of the differential value dNout due to the rotational fluctuation of the front wheels 69a and 69b generated when traveling on a road paved with asphalt or concrete, and when traveling on a bumpy road A value smaller than the absolute value of the differential value dNout due to the rotational fluctuation of the front wheels 69a and 69b occurring in the vehicle can be used, and can be obtained by experiments or the like.

  When the absolute value of the differential value dNout of the rotational speed Nout of the output shaft 42 is less than the threshold value Nref for a certain time, it is determined whether or not the engine 22 start condition is satisfied (step S130). As a starting condition of the engine 22, for example, a condition in which an acceleration request is generated by depressing the accelerator pedal 83 or a depression of the brake pedal 85 causes the vehicle speed V to be less than a threshold Vref (for example, a low speed such as 10 km / h or 5 km / h). The condition in which it is necessary to prepare for the next acceleration request, the remaining capacity (SOC) of the high voltage battery 50 reaches a threshold Slow (for example, a low value such as 10% or 20%), and the motor 57 may continue to run. A condition that may cause a situation where it cannot be performed can be listed. When the engine 22 start condition is not satisfied, it is determined that the clutch C1 is turned off and the operation of the engine 22 is stopped, and this routine is finished.

  On the other hand, when the start condition of engine 22 is satisfied, an instruction is output to engine ECU 24 to start engine 22 and starter motor 26 is driven (step S140), and CVT 40 is determined from vehicle speed V and accelerator opening Acc. The gear ratio γ is set (step S150), the hydraulic circuit 47 is driven and controlled so that the CVT 40 has the set gear ratio γ, and the engine 22 is set to the rotational speed Nin of the input shaft 41 when the CVT 40 is set to the set gear ratio γ. By adjusting the rotation speed Ne of the engine 22 so as to synchronize with the rotation speed Ne of the clutch C1, synchronization control is performed to synchronize the rotation speed on the input / output side of the clutch C1 (step S160). The clutch C1 is connected so that the input / output side of the clutch C1 is smoothly connected when synchronization is performed. Run the engagement control (step S170), the routine ends. Here, the synchronous control for synchronizing the rotational speed on the input / output side of the clutch C1 is performed by the shift control of the CVT 40 and the rotational speed control of the engine 22, and the shift control of the CVT 40 is executed by the CVTECU 46, and the rotational speed of the engine 22 is controlled. The control is executed by the engine ECU 24. Further, the engagement control of the clutch C1 is performed by the CVTECU 46 that controls the hydraulic circuit 47 to drive. The shift control of the CVT 40, the rotational speed control of the engine 22, and the engagement control of the clutch C1 do not form the core of the present invention, and thus detailed description thereof is omitted.

  If it is determined in step S120 that the absolute value of the differential value dNout of the rotational speed Nout of the output shaft 42 is not less than the threshold value Nref over a certain period of time, it is determined that the vehicle is traveling on a rough road. An instruction is output to engine ECU 24 to start, and starter motor 26 is driven (step S180). Here, the reason why the engine 22 is started is that it is necessary to ensure the hydraulic pressure when performing the shift control of the CVT 40, and to respond quickly when an acceleration request is made by the driver.

  When the transmission ratio γ of the CVT 40 is set to the minimum transmission ratio γmin, the required hydraulic pressure Pmin that is a hydraulic pressure required for the primary pulley 43 and the hydraulic pressure required for the primary pulley 43 when the transmission ratio γ of the CVT 40 is set to the maximum transmission ratio γmax. The required oil pressure Pmax is calculated (step S190). Here, the reason why the required hydraulic pressure P required for the primary pulley 43 is obtained is that torque is input from the output shaft 42 to the CVT 40 when traveling on a rough road, so that it is necessary to guarantee the clamping pressure by the primary pulley 43. Calculation of the required hydraulic pressure P of the primary pulley 43 is performed by the required hydraulic pressure calculation process illustrated in FIG. In the required oil pressure calculation process, first, the vehicle speed V and the speed ratio γ (in this case, the maximum speed ratio γmax and the minimum speed ratio γmin) for which the required oil pressure is to be calculated are input (step S300). Based on the ratio γ, the angular velocity ω of the input shaft 41 is calculated by the following equation (1) (step S310). In formula (1), Dw is a tire diameter, and Gd is a gear ratio of the gear mechanism 65 and the differential gear 66. Subsequently, the transmission torque T transmitted to the primary pulley 43 via the CVT 40 among the torques input to the output shaft 42 by the equation (2) is calculated (step S320). Here, in Expression (2), Tout is a torque input from the output shaft 42. When the transmission torque T is calculated, the necessary clamping pressure Pd in the primary pulley 43 is obtained from the necessary clamping pressure setting map illustrated in FIG. 5 based on the calculated transmission torque T (step S330), and the primary pulley is calculated by equation (3). The centrifugal hydraulic pressure Pc at 43 is calculated (step S340), and the required hydraulic pressure P at the primary pulley 43 is calculated by subtracting the centrifugal hydraulic pressure Pc from the required clamping pressure Pd (step S350). Since the transmission torque is calculated by multiplying the speed ratio γ by the sum of the drag of the clutch C1 and the inertia of the primary pulley 43, it changes as the speed ratio γ changes. For this reason, the necessary clamping pressure setting map in FIG. 5 is shown as the actually necessary clamping pressure in consideration of the fact that the transmission torque also changes with the change in the gear ratio γ. In FIG. 5, a broken line A is a necessary clamping pressure for the transmission torque when the transmission gear ratio γ is the minimum transmission gear ratio γmin, and a broken line B is a necessary clamping force for the transmission torque when the transmission gear ratio γ is the maximum transmission gear ratio γmax. Pressure. As will be understood from this, the actually required clamping pressure is an intermediate value between the two broken lines A and B. In equation (3), ρ is the density of the working oil, and r is the radius of the belt 45 in the primary pulley 43 when the speed ratio γ.

ω = V ・ Dw ・ Gd ・ γ (1)
T = Tout / (Gd ・ γ) + I ・ ω ² (2)
Pc = ∫∫ρ ・ r ・ ω ² drdr (3)

  When the required oil pressure Pmin and the required oil pressure Pmax are thus calculated, the calculated required oil pressure Pmin and the required oil pressure Pmax are compared (step S200), and the gear ratio corresponding to the smaller one of the required oil pressures Pmax and Pmin, that is, the required oil pressure is required. When the hydraulic pressure Pmax is smaller, the maximum transmission ratio γmax is set, and when the required hydraulic pressure Pmin is smaller, the minimum transmission ratio γmin is set to the target transmission ratio γ * (steps S210 and S220), and the target transmission with the transmission ratio γ of the CVT 40 set. The hydraulic circuit 47 is driven and controlled so that the ratio γ * is obtained, and the rotation speed Nin of the input shaft 41 when the transmission gear ratio γ * of the CVT 40 is set to a target speed ratio γ * in a range equal to or higher than the idling speed Nidl of the engine 22 is set. The engine speed Ne is adjusted so that the engine speed Ne is synchronized. Performs synchronization control for speed-synchronizing the input and output side of the clutch C1 (step S230). Then, it is determined whether or not the accelerator opening degree Acc is less than the threshold value Aref (step S240). When the accelerator opening degree Acc is less than the threshold value Aref, this routine is terminated without executing the engagement control of the clutch C1. When the accelerator opening Acc is equal to or greater than the threshold value Aref, the engagement control of the clutch C1 is executed (step S170), and this routine is terminated. FIG. 6 shows an example of the relationship between the pinching pressure and the gear ratio γ when the centrifugal oil pressure Pc, the rotation speed, and the transmission torque of the primary pulley 43 are 4 and 1. As can be seen from FIG. 6 and the above equations (2) and (3), at low vehicle speeds, it is often advantageous to upshift in order to reduce the transmission torque T that changes with the square of the rotational speed. Then, it can be seen that the downshift is more advantageous because the centrifugal hydraulic pressure Pc changes with the cube of the radius r of the belt 45. In the embodiment, by setting the gear ratio corresponding to the smaller one of the required oil pressure Pmax and the required oil pressure Pmin, the state of the CVT 40 on the rough road can be made more advantageous. Also, the rotational speed synchronization on the input / output side of the clutch C1 is performed when the accelerator opening Acc is equal to or greater than the threshold value Aref and when an acceleration request is generated, the clutch C1 is quickly turned on to drive by the power from the engine 22. To be able to do it. Therefore, the threshold value Aref is set as an accelerator opening degree Acc that can be used to determine whether or not the driver has requested acceleration. For example, 7% or 10% can be used. Further, when the accelerator opening degree Acc is less than the threshold value Aref, the routine is terminated without performing the engagement control of the clutch C1 because the inertia on the engine 22 side is not affected by the fact that the clutch C1 is not turned on. This is because the torque acting on the primary pulley 43 and the secondary pulley 44 can be reduced by traveling on the road.

  According to the hybrid vehicle 20 of the embodiment described above, when the vehicle is traveling on a rough road with the clutch C1 turned off, the engine 22 disconnected from the CVT 40 side and the operation of the engine 22 stopped, the engine 22 is started. The required hydraulic pressures Pmin and Pmax of the primary pulley 43 when the CVT 40 is set to the minimum transmission ratio γmin and the maximum transmission ratio γmax are calculated and the smaller one of the calculated required hydraulic pressures Pmin and Pmax is obtained. By upshifting or downshifting the CVT 40, the torque acting on the primary pulley 43 and the secondary pulley 44 due to rough road traveling can be reduced. Thereby, damage to the CVT 40 and the like can be suppressed. In addition, since the rotation speed synchronization on the input / output side of the clutch C1 is performed, the clutch C1 is quickly turned on when the accelerator opening degree Acc is equal to or greater than the threshold value Aref and an acceleration request is generated, and the vehicle travels with the power from the engine 22. be able to. Thereby, the driving | running | working according to the driving | operation request | requirement of a driver | operator can be performed.

  In the hybrid vehicle 20 of the embodiment, when the vehicle is traveling on a rough road with the clutch C1 turned off and the operation of the engine 22 stopped, the engine 22 is started and the CVT 40 is upshifted or downshifted. However, if the hydraulic circuit 47 can be driven by the hydraulic pressure from the electric oil pump 55, the CVT 40 is upshifted or downshifted using the hydraulic pressure generated by driving the electric oil pump 55 without starting the engine 22. It may be a thing.

  In the hybrid vehicle 20 of the embodiment, when the vehicle is traveling on a rough road with the clutch C1 turned off and the operation of the engine 22 stopped, the engine 22 is started and the CVT 40 is upshifted or downshifted. Although the transmission gear ratio γ is set to the minimum transmission gear ratio γmin and the maximum transmission gear ratio γmax, it is only necessary that the estimated rough road input torque does not exceed the belt transmission allowable torque. Therefore, the transmission gear ratio γ is determined in advance from the minimum transmission gear ratio γmin. It may be within the range or within a predetermined range from the maximum speed ratio γmax. As the range in this case, a range of 10%, 20% or 30% including the minimum speed ratio γmin and the maximum speed ratio γmax in the speed changeable range of the CVT 40 can be used.

  In the hybrid vehicle 20 of the embodiment, when the vehicle is traveling on a rough road with the clutch C1 turned off and the operation of the engine 22 stopped, the engine 22 is started and the CVT 40 is upshifted or downshifted. The transmission gear ratio γ is set to the minimum transmission gear ratio γmin and the maximum transmission gear ratio γmax, and the rotation speed synchronization on the input / output side of the clutch C1 is performed in preparation for the engagement control of the clutch C1 regardless of whether there is an acceleration request. After the acceleration request is made, the clutch C1 engagement control of the clutch C1 may be performed by synchronizing the rotational speed on the input / output side of the clutch C1.

  In the hybrid vehicle 20 of the embodiment, the forward / reverse switching mechanism 35 having the clutch C <b> 1 is provided. However, since the engine 22 only needs to be disconnected from the CVT 40 side, a clutch is provided between the torque converter 30 and the engine 22. Alternatively, a clutch may be provided between the forward / reverse switching mechanism 35 and the CVT 40.

  Although the hybrid vehicle 20 of the embodiment includes the rear wheel drive system 56 that drives the rear wheels 69c and 69d by the motor 57, the rear wheel drive system that drives the rear wheels 69c and 69d by a drive source other than the motor 57. May be provided, or the rear wheel drive system 56 may not be provided.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as one embodiment of the present invention. 2 is a configuration diagram illustrating an example of a configuration of a hydraulic circuit 47. FIG. It is a flowchart which shows an example of the traveling control routine at the time of an engine stop performed by the hybrid electronic control unit 70 of an Example. It is a flowchart which shows an example of a required hydraulic pressure calculation process. It is explanatory drawing which shows an example of the required clamping pressure setting map. It is explanatory drawing which shows an example of the relationship between the pinching pressure and gear ratio (gamma) in case the centrifugal oil pressure Pc of the primary pulley 43, rotation speed, and transmission torque are the values 4 and 1. FIG.

Explanation of symbols

20 hybrid vehicle, 21 front wheel drive system, 22 engine, 23 crankshaft, 23a crank position sensor, 24 engine electronic control unit (engine ECU), 25 gear, 26 starter motor, 27 belt, 28 alternator, 29 mechanical oil pump , 30 Torque converter, 31 Turbine runner, 32 Pump impeller, 33 Lock-up clutch, 34 Output shaft, 35 Forward / reverse switching mechanism, 36 Sun gear, 37 Ring gear, 38a Multiple first pinion gears, 38b Multiple second pinion gears, 39 Carrier 40 CVT, 41 input shaft, 42 output shaft, 43 primary pulley, 44 secondary pulley, 45 belt, 46 CVT electronic control unit (CVTECU), 47 oil Circuit, 48, 49 Speed sensor, 50 High voltage battery, 51 Low voltage battery, 52 DC / DC converter, 53 Battery electronic control unit (battery ECU), 54 Motor, 55 Electric oil pump, 56 Rear wheel drive system, 57 Motor , 57a rotational position detection sensor, 58 inverter, 59 motor ECU, 60 brake booster, 60a pressure sensor, 60b brake master cylinder, 61 brake actuator, 62 brake electronic control unit (brake ECU), 64a to 64d brake wheel cylinder, 65 Gear mechanism, 66 differential gear, 67 gear mechanism, 68 differential gear, 69a, 69b front wheel, 69c, 69d rear wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 0 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 87 vehicle speed sensor, 88 gradient sensor, 104, 106 regulator valve, 108, 110 , 112, 114, 116 Duty solenoid, 118, 120 Shift control valve, 122 Belt narrow pressure control valve, 124 Clutch control valve, 126 Shift valve, 128 Manual valve, 128a Piston, 130 Lock-up valve, B1 brake, C1 clutch .

Claims (12)

Power source,
An input shaft connected to a power shaft that operates using a pressurized working fluid and outputs power from the power source, and an output shaft connected to an axle side, the input shaft and the output shaft Transmission means for transmitting power with a change in gear ratio between
Engine pressurizing means for pressurizing the working fluid using power from the power source;
Connection release means for controlling connection and release of the power shaft and the input shaft;
Driving request receiving means for receiving a driving request requested by the driver;
A rough road determination means for determining that the vehicle is traveling on a rough road;
Change direction setting means for setting the change direction of the gear ratio;
The power source is connected when the rough road determination means determines that the rough road determination means is traveling on a rough road while the connection between the power shaft and the input shaft is released by the disconnection means. The power source, the speed change means, and the connection release means are controlled so that the speed change ratio of the speed change means is changed in the set change direction and the vehicle travels based on the received drive request. Control means;
A vehicle comprising: The vehicle according to claim 1,
The transmission means includes a first pulley attached to the input shaft, a second pulley attached to the output shaft, and a belt hung on the first pulley and the second pulley, A belt-type continuously variable gear that changes the gear ratio by changing the radius of the first pulley at the position where the belt is hung and the radius of the second pulley at the position where the belt is hung using a working fluid. A transmission,
The change direction setting means is a means for setting a direction in which slippage of the belt can be suppressed as a change direction.   The change direction setting means acts on the first pulley when the required pressure of the working fluid to be applied to the first pulley when the speed change means is set to the maximum speed ratio and the speed change means is set to the minimum speed ratio. The vehicle according to claim 2, wherein the vehicle is a means for calculating a necessary pressure of the working fluid to be operated and setting a direction to a smaller gear ratio among the calculated necessary pressures as a speed change direction.   The said change direction setting means is a means which calculates the required pressure of the said working fluid by the difference of the required clamping pressure required for the said 1st pulley, and the working fluid pressure by the centrifugal action in this 1st pulley. vehicle.   The vehicle according to any one of claims 1 to 4, wherein the control means is a means for controlling the speed change means so that the speed change ratio is changed by a maximum amount in the set change direction.   The vehicle according to any one of claims 1 to 4, wherein the control means is a means for controlling the speed change means so as to become a speed change ratio within a predetermined range including a speed change ratio changed by a maximum amount in the set change direction.   The control means is a means for controlling the connection between the power shaft and the input shaft until a predetermined release condition is satisfied when the received driving request is not an acceleration request during the rough road traveling. The vehicle according to any one of claims 1 to 6.   The vehicle according to claim 7, wherein the predetermined release condition is a condition for determining that the vehicle is not traveling on a rough road by the rough road traveling determination unit.   The vehicle according to claim 7 or 8, wherein the predetermined release condition is a condition in which the received driving request is an acceleration request. A vehicle according to any one of claims 1 to 9,
An electric motor that can input and output power to the axle;
Power storage means capable of exchanging electric power with the electric motor;
With
The said control means is a means which controls the said electric motor in addition to the said power source, the said speed change means, and the said connection cancellation means so that it may drive | work based on the received driving | operation request | requirement. A power source; an input shaft connected to a power shaft that operates using a pressurized working fluid and outputs power from the power source; and an output shaft connected to an axle side. Transmission means for transmitting power to the output shaft with a change in gear ratio, engine pressurizing means for pressurizing the working fluid using power from the power source, the power shaft and the input shaft A connection release means for controlling connection and release of the vehicle, and a vehicle control method comprising:
When driving on a rough road with the connection between the power shaft and the input shaft released by the connection release means, the connection between the power shaft and the input shaft is released by the connection release means. When the rough road determination means determines that the rough road determination means is traveling on a rough road, the transmission means is operated when the power source is operated and the rough road is driven. The speed ratio of the speed change means is changed in the direction of change of the speed ratio that functions with certainty, and the power source, the speed change means, and the connection release means are controlled so as to travel based on the received driving request. ,
A method for controlling a vehicle. The vehicle according to claim 11, wherein
The transmission means includes a first pulley attached to the input shaft, a second pulley attached to the output shaft, and a belt hung on the first pulley and the second pulley, A belt-type continuously variable gear that changes the gear ratio by changing the radius of the first pulley at the position where the belt is hung and the radius of the second pulley at the position where the belt is hung using a working fluid. A transmission,
Controlling the speed change means to change the speed ratio of the speed change means in the direction of change of the speed ratio at which the speed change means functions with the certainty to suppress slippage of the belt.
A method for controlling a vehicle.

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