CN106481810A - Controller of vehicle and control method for vehicle - Google Patents

Controller of vehicle and control method for vehicle Download PDF

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Publication number
CN106481810A
CN106481810A CN201610798157.2A CN201610798157A CN106481810A CN 106481810 A CN106481810 A CN 106481810A CN 201610798157 A CN201610798157 A CN 201610798157A CN 106481810 A CN106481810 A CN 106481810A
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CN
China
Prior art keywords
clutch
time
vehicle
precharge
speed
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Granted
Application number
CN201610798157.2A
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Chinese (zh)
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CN106481810B (en
Inventor
永里有
柳田朋亮
木村谦大
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of CN106481810A publication Critical patent/CN106481810A/en
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Publication of CN106481810B publication Critical patent/CN106481810B/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/30—Hydraulic or pneumatic motors or related fluid control means therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The present invention relates to controller of vehicle and control method for vehicle.Vehicle possesses power source, buncher, clutch, the mechanical type oil pump to buncher and clutch supply working oil, after power source stops and proceeds inertia traveling with the released state of clutch, meet the condition terminating inertia traveling and so that power source is reset, so that gear ratio is become and turn to target change gear ratio, clutch is made to engage after precharge, the controller of vehicle of described vehicle has：Time Calculation portion, calculates the gear ratio at the end of inertia traveling with regulation speed change speed and becomes the primary need shifting time turning to required for target change gear ratio；Control unit, primary need shifting time be precharge more than the time in the case of, make buncher with regulation speed change speed speed change, in the case that primary need shifting time is less than the precharge time, make buncher with the low speed change speed speed change less than regulation speed change speed.

Description

Controller of vehicle and control method for vehicle
Technical field
The present invention relates to controller of vehicle and control method for vehicle.
Background technology
It is known to possess electric oil pump as the hydraulic pressure supply source in engine stop with starting gear in vehicle Belt CVT (hereinafter referred to as WCVT).And, make engine stop in the vehicle possessing WCVT and carry out the so-called of inertia traveling In empty driving, the clutch being arranged between WCVT and driving wheel is separated.Thereby, it is possible to improve the fuel economy of vehicle.
Following technology is disclosed in Japanese Unexamined Patent Publication 2014-097773：A kind of vehicle, possesses：It is arranged on infinitely variable speeds Clutch between device and driving wheel；The motor being combined with driving wheel；Supply the oil of hydraulic pressure to buncher and clutch Pump, wherein, is being given in the deceleration regeneration of regenerative torque to driving wheel by motor, clutch is being switched from engagement state During for released state, clutch is made to be that slippage state makes the gear ratio of buncher become lowest transmission ratio or highest speed change Ratio afterwards, by clutch separation.
In the above art, when vehicle recovers from empty driving, after speed Control has been carried out to buncher, make place Clutch in released state engages.In this case, need from being driven by the power from electromotor and spray work Make oil mechanical type oil pump (MOP) carry out supply in order to buncher is carried out with the hydraulic pressure required for speed Control and in order to The clearance control of clutch is become clutch will become the supply of the hydraulic pressure required for the state before engagement state.Control into State before clutch will become engagement state refers to by the space loss of clutch plunger and friction plate to clutch not The degree of engagement state can be become, in other words cannot transmit the width of the regulation of the degree of torque in clutch, and become and treat Machine state.
However, the just vehicle after empty driving recovers, electromotor is in the state starting to reset, therefore MOP Rotating speed low, little from the ejection flow of the working oil of MOP.Accordingly, there exist with respect in order to carry out the speed change to buncher Control and clutch will become the state before engagement state control required for working oil flow, from MOP spray The not enough problem of the supply flow rate of working oil.
Content of the invention
The present invention makes in view of the foregoing, its object is to provide a kind of when vehicle is from the recovery of empty driving, energy The controller of vehicle of the deficiency of the supply flow rate of working oil and control method for vehicle that enough suppression spray from mechanical type oil pump.
In order to solve above-mentioned problem, realize above-mentioned purpose, the controller of vehicle of the present invention is controlled to vehicle, institute State vehicle to possess：Power source；The driving force inputting from described power source is carried out by speed change and exports the stepless change of described driving force Fast device；Make the power via described buncher between described power source and driving wheel transmit road by engaging or separate The clutch that footpath connects or cuts off；And by described power source drive and to described buncher and described clutch supply work The mechanical type oil pump of oil, in the state of described clutch separation, described power source stops and described vehicle proceeds to be used to Property period of travelling meet and terminate the condition of described inertia traveling in the case of, described controller of vehicle makes described power source weight New starting, makes the gear ratio of described buncher become and turns to target change gear ratio and make described clutch precharge, in execution Described clutch is made to engage after the precharge of described clutch, described controller of vehicle is characterised by having：Time counts Calculation portion, calculate in described buncher in order to by regulation speed change speed set in advance at the end of described inertia traveling Gear ratio become and turn to primary need shifting time required for described target change gear ratio；And control unit, by described primary need Shifting time is compared with making the precharge time required for described clutch precharge, in described primary need shifting time For described precharge more than the time in the case of, make described buncher carry out speed change with described regulation speed change speed, in institute State primary need shifting time be less than the described precharge time in the case of, make described buncher with less than described regulation become The low speed change speed of degree of hastening carries out speed change.
The controller of vehicle of one mode of the present invention is characterised by, described regulation speed change speed is in described stepless change The maximum in the range of speed change speed setting in fast device.
According to this structure, by making the speed change speed maximum of buncher, it is precharge in primary need shifting time In the case of more than the time, buncher can be made with maximum speed change speed speed change, therefore, it is possible to make buncher Shifting time is the shortest, it is possible to increase from the recovery response of empty driving.
The controller of vehicle of one mode of the present invention is characterised by, described low speed change speed is set by described control unit For change from described buncher to described target change gear ratio complete to be in the precharge of described clutch complete it Front speed change speed.
According to this structure, in the case that primary need shifting time is less than the precharge time, make buncher with Less than regulation speed change speed low speed change speed speed change when, in the range of the joint of clutch will not being impacted, can Extend shifting time and reduce the supply flow rate of the time per unit of the working oil spraying from mechanical type oil pump, therefore, it is possible to suppress The deficiency of supply flow rate.
The controller of vehicle of one mode of the present invention is characterised by, is described pre- in described primary need shifting time In the case of more than pressing time, described Time Calculation portion is calculated in described buncher successively in order to be become with described regulation Degree of hastening becomes, from current gear ratio, the secondary need shifting time turning to required for described target change gear ratio, and described control unit will Up-to-date secondary need shifting time was compared with the described precharge time, in described up-to-date secondary need shifting time was In the case of below the described precharge time, it is controlled in the way of the precharge making described clutch starts.
According to this structure, can make the precharge of clutch to be postponed in time start, therefore just extensive from empty driving In vehicle after multiple, relatively low due to the rotating speed of mechanical type oil pump and from mechanical type oil pump supply stream can be reduced further That measures few working oil of period needs flow, can suppress the supply flow rate of the working oil from mechanical type oil pump ejection further Deficiency.
In addition, the control method for vehicle of the present invention is controlled to vehicle, described vehicle possesses：Power source；To from described The driving force of power source input carries out speed change and exports the buncher of described driving force；Made described by engaging or separate The clutch that the power transfer path via described buncher between power source and driving wheel is connected or cuts off；And by institute State power source drive and described buncher and described clutch are supplied with the mechanical type oil pump of working oil, in described clutch In the state of separating described power source stop and described vehicle proceeding inertia traveling period meet terminate described used Property travel condition in the case of, described control method for vehicle makes described power source reset, and makes described buncher Gear ratio change turns to target change gear ratio and makes described clutch precharge, makes institute after executing the precharge of described clutch State clutch to engage, described control method for vehicle is characterised by, comprises the steps：Calculate and in described buncher be Become by regulation speed change speed set in advance gear ratio at the end of described inertia traveling and turn to described target change gear ratio Required primary need shifting time；And by described primary need shifting time with make required for described clutch precharge The precharge time is compared, described primary need shifting time be described precharge more than the time in the case of, make described Buncher carries out speed change with described regulation speed change speed, is less than the described precharge time in described primary need shifting time In the case of, make described buncher carry out speed change with the low speed change speed less than described regulation speed change speed.
Vehicle according to the invention control device and control method for vehicle, are changed to target change gear ratio in buncher Time shorter than the precharge time in the case of, the time carrying out speed Control can be extended, therefore recover it just from empty driving In vehicle afterwards, can reduce due to the rotating speed of mechanical type oil pump relatively low and from the supply flow rate of mechanical type oil pump few period Working oil need flow, can suppress from mechanical type oil pump spray working oil supply flow rate deficiency.
Brief description
Before address the feature of the present invention described later and advantage passes through the explanation referring to the drawings of detailed description below And clear and definite, wherein, identical label represents identical part.
Fig. 1 is the synoptic diagram being shown schematically in the vehicle becoming object in embodiments of the present invention.
Fig. 2 is the block diagram of of the controller of vehicle representing embodiments of the present invention.
Fig. 3 is the hydraulic circuit diagram of that represents hydraulic control device.
Fig. 4 is the flow chart of the empty driving control of the first embodiment for the present invention is described.
Fig. 5 is the figure of of the speed change mapping of the first embodiment representing the present invention.
Fig. 6 is the time diagram of the change of vehicle-state when empty driving recovers representing prior art.
Fig. 7 is the time diagram of the change of vehicle-state when empty driving recovers of the first embodiment representing the present invention.
Fig. 8 is for the flow chart that the empty driving of second embodiment of the present invention controls is described.
Fig. 9 is for the flow chart that the empty driving of second embodiment of the present invention controls is described.
Figure 10 is the time diagram of the change of vehicle-state when empty driving recovers of the first embodiment representing the present invention.
Figure 11 is the time diagram of the change of vehicle-state when empty driving recovers representing second embodiment of the present invention.
Specific embodiment
Hereinafter, referring to the drawings, embodiments of the present invention are described.It should be noted that it is complete in following embodiment Portion's in figure, marks same label for same or corresponding part.And, the present invention is not limited by embodiments described below Fixed.
First, the vehicle of the control object of the controller of vehicle becoming embodiments of the present invention is illustrated.Fig. 1 It is the synoptic diagram of that represents the vehicle becoming object in the present embodiment.
As shown in figure 1, vehicle Ve possesses electromotor 1 as power source.Electromotor 1 exports rule according to engine speed Ne Fixed power.Cut via as the torque-converters 2 of fluid transmission means, input shaft 3, forward-reverse from the power of electromotor 1 output Converting mechanism 4, the buncher 5 (hereinafter referred to as CVT) of belt or gear train 6, output shaft 7, counter gear mechanism 8, differential gear Wheel 9 and drive shaft 10 are transmitted to driving wheel 11.The downstream of CVT5 be provided with second clutch C2 as by electromotor 1 from The clutch of driving wheel 11 cut-out.Separated by making second clutch C2, can not carry out cutting between CVT5 and output shaft 7 Torque is transmitted, and apart from the engines 1, CVT5 is also cut off from driving wheel 11.
Specifically, torque-converters 2 possesses：The impeller of pump 2a linking with electromotor 1；Turbine with impeller of pump 2a relative configuration Mover 2b；And stator 2c between impeller of pump 2a and turbine mover 2b for the configuration.The inside of torque-converters 2 is by as working fluid Oil is full of.Impeller of pump 2a is rotated integrally with the bent axle 1a of electromotor 1.Input shaft 3 is linked to whirlpool in the way of rotating integrally Wheel mover 2b.Torque-converters 2 possesses lock-up clutch, and under its engagement state, impeller of pump 2a is rotated integrally with turbine mover 2b, Under its released state, transmit to turbine mover 2b via working fluid from the power of electromotor 1 output.It should be noted that it is fixed Sub- 2c is held in the fixed parts such as housing via one-way clutch.
In addition, being linked with the machinery as mechanical type oil pump via drive mechanisms such as conveyer mechanisms on impeller of pump 2a Oil pump (MOP：Mechanical oil pump)41.MOP41 is linked with bent axle 1a via impeller of pump 2a, is driven by electromotor 1 Dynamic.
Input shaft 3 is linked with forward-reverse switching mechanism 4.Forward-reverse switching mechanism 4 is in the power exporting electromotor 1 I.e. motor torque to driving wheel 11 transmit when, the direction that will act on the torque of driving wheel 11 switches to direction of advance and retrogressing Direction.Forward-reverse switching mechanism 4 is made up of differential attachment, in the example depicted in figure 1, by the planetary gear machine of double mill pinlon types Structure is constituted.
Forward-reverse switching mechanism 4 possesses sun gear 4S, gear ring 4R, the first mill pinlon 4P1, the second mill pinlon 4P2And planetary wheel carrier 4C.Gear ring 4R configures on the concentric circular of sun gear 4S.First mill pinlon 4P1Engage with sun gear 4S.Second mill pinlon 4P2With first Mill pinlon 4P1And gear ring 4R engagement.Planetary wheel carrier 4C is by each first mill pinlon 4P1And the second mill pinlon 4P2Remaining being capable of rotation and energy Enough revolution.The driving gear 61 of gear train 6 is linked with sun gear 4S in the way of rotating integrally.Input shaft 3 is to rotate integrally Mode is linked with planetary wheel carrier 4C.
In addition, being provided with the first clutch C1 optionally making sun gear 4S and planetary wheel carrier 4C rotate integrally.By making First clutch C1 engages and forward-reverse switching mechanism 4 entirety is rotated integrally.Additionally, being provided with optionally by gear ring 4R It is secured against the brake B1 rotating.First clutch C1 and brake B1 is fluid pressure type.
For example when so that first clutch C1 is engaged and so that brake B1 is separated, sun gear 4S and planetary wheel carrier 4C carries out one Rotation.That is, input shaft 3 and driving gear 61 are rotated integrally.And, so that first clutch C1 is separated and so that brake B1 is connect During conjunction, sun gear 4S is rotated in the opposite direction with planetary wheel carrier 4C.That is, input shaft 3 and driving gear 61 rotate in the opposite direction.
In vehicle Ve, for the driving force inputting from electromotor 1 carry out speed change and export as buncher CVT5 is set up in parallel with the gear train 6 as step speed change portion.As the power transfer path between input shaft 3 and output shaft 7, Power transfer path (hereinafter referred to as first path) via CVT5 (below, is claimed with the power transfer path via gear train 6 For the second path) formed side by side.
CVT5 possesses the primary pulley 51 rotating integrally with input shaft rotating speed Nin and input shaft 3 and secondary axle 54 one is revolved The secondary pulleys 52 turning, the band 53 being hung on the V groove being formed in a pair of pulley 51,52.Input shaft 3 becomes primary axle.
Primary pulley 51 possess the fixing rope sheave 51a integrated with input shaft 3, can be in the axial direction on input shaft 3 The movable rope sheave 51b of the movement and primary hydraulic pressure cylinder 51c giving thrust to movable rope sheave 51b.The rope sheave face of fixing rope sheave 51a Relative with the rope sheave face of movable rope sheave 51b, form the V groove of primary pulley 51.Primary hydraulic pressure cylinder 51c configures in movable rope sheave 51b Rear side.By hydraulic pressure (the hereinafter referred to as primary pressure) P in primary hydraulic pressure cylinder 51cin, producing makes movable rope sheave 51b to fixation The thrust of rope sheave 51a side shifting.
Secondary pulleys 52 possess the fixing rope sheave 52a integrated with secondary axle 54, can be along axis side on secondary axle 54 Give the secondary hydraulic cylinder 52c of thrust to the movable rope sheave 52b of movement and to movable rope sheave 52b.The rope sheave of fixing rope sheave 52a Face is relative with the rope sheave face of movable rope sheave 52b, forms the V groove of secondary pulleys 52.Secondary hydraulic cylinder 52c configures in movable rope sheave The rear side of 52b.By hydraulic pressure (the hereinafter referred to as secondary pressure) P in secondary hydraulic cylinder 52cout, produce make movable rope sheave 52b to The thrust of fixing rope sheave 52a side shifting.
The V groove width of each pulley 51,52 is made to change and so that the wrapping diameter of band 53 is changed, the change gear by this CVT5 is continuous Change.If the maximum that the change gear of CVT5 can obtain is γ max, when minima is γ min, change gear is in maximum speed change Than consecutive variations in the range of γ max (gear is minimum) and minimum change gear min (gear highest).
Second clutch C2 is fluid pressure type.Rubbed each other by the joint key element that hydraulic actuator makes second clutch C2 Wipe and engage and separate.Second clutch C2 is arranged between secondary axle 54 and output shaft 7, selectively cuts off from output shaft 7 CVT5.For example, when making second clutch C2 be fully engaged, action edge biography can be entered by connecting between CVT5 and output shaft 7 Pass, secondary axle 54 and output shaft 7 are rotated integrally.That is, the rotating speed (of the secondary pulleys 52 of the upstream side of second clutch C2 One output rotating speed Nout1) output rotating speed (the second output rotating speed with the output shaft 7 in downstream of second clutch C2 Nout2) consistent (Nout1=Nout2).On the other hand, when making second clutch C2 separate, secondary axle 54 and output shaft 7 it Between be cut into and can not enter action edge transmission, electromotor 1 and CVT5 are cut off from driving wheel 11.
Output gear 7a and driven gear 63 are installed on output shaft 7 in the way of rotating integrally.Output gear 7a and conduct The counter shaft driven gear 8a engagement of the counter gear mechanism 8 of reducing gear.The countershaft drive gear 8b of counter gear mechanism 8 Engage with the gear ring 9a of differential gearing 9.The driving wheel 11,11 of left and right is connected with differential gearing 9 via the drive shaft 10,10 of left and right Knot.
Gear train 6 includes driving gear 61, the counter gear rotating integrally with the sun gear 4S of forward-reverse switching mechanism 4 The driven gear 63 that mechanism 62 is rotated integrally with output shaft 7.Gear train 6 is reducing gear, the gear ratio (gear of gear train 6 Than) it is set as the setting bigger than maximum change gear max of CVT5.The gear ratio of gear train 6 is fixing gear ratio.Vehicle Ve Power can be transmitted in starting from electromotor 1 via gear train 6 to driving wheel 11.Gear train 6 plays work(as starting gear Energy.
Driving gear 61 is engaged with the counter shaft driven gear 62a of counter gear mechanism 62.Counter gear mechanism 62 includes The countershaft drive gear 62c that counter shaft driven gear 62a, jackshaft 62b are engaged with driven gear 63.Jackshaft driven tooth Wheel 62a is installed on jackshaft 62b in the way of rotating integrally.Jackshaft 62b is abreast configured with input shaft 3 and output shaft 7.In Countershaft driving gear 62c is configured to rotate against with respect to jackshaft 62b.
It is provided between jackshaft 62b and countershaft drive gear 62c and so that jackshaft 62b is driven with jackshaft Engagement type engagement device (the hereinafter referred to as claw clutch) S1 that gear 62c rotates integrally.Claw clutch S1 possesses engagement A pair of engaging key element 64a, 64b of formula and can be along the sleeve 64c of the axis direction movement of claw clutch S1.First joint will Plain 64a is to carry out the chimeric wheel hub of spline with jackshaft 62b.First joint key element 64a is rotated integrally with jackshaft 62b.Second Engage key element 64b to link with countershaft drive gear 62c in the way of rotating integrally, and rotate against with respect to jackshaft 62b. Claw clutch S 1 is fluid pressure type, so that sleeve 64c is moved in the axial direction by hydraulic actuator.Inner peripheral surface in sleeve 64c The spline tooth being formed is engaged with the spline tooth being formed in each outer peripheral face engaging key element 64a, 64b, is become by this claw clutch S1 For engagement state.Engaged by making claw clutch S1, between driving gear 61 and driven gear 63, (second path) is connected One-tenth can enter action edge transmission.By releasing engaging of the second joint key element 64b and sleeve 64c, claw clutch S1 becomes point From state.Become released state by making claw clutch S1, (the second path) quilt between driving gear 61 and driven gear 63 Cut into and can not enter action edge transmission.
(controller of vehicle)
Fig. 2 is the functional block diagram of the controller of vehicle schematically showing this embodiment.Controller of vehicle by Electronic-controlled installation (the hereinafter referred to as ECU that vehicle Ve is controlled：Electronic Control Unit) 100 compositions. ECU100 is to have the microcomputer of CPU (Central Processing Unit), RAM (Random Access Memory) etc. Calculation machine is constituted for main body.ECU100 enters row operation using the data inputting and the data prestoring and program, and is transported Calculate result to export as command signal.
Signal from various sensors 31～37 inputs to ECU100.Vehicle speed sensor 31 detects vehicle velocity V.Input shaft turns Fast sensor 32 detects rotating speed (hereinafter referred to as input shaft rotating speed) Nin of input shaft 3.Input shaft 3 is revolved with turbine mover 2b one Turn, therefore input shaft rotating speed sensor 32 detects rotating speed (hereinafter referred to as secondary speed) Nt of turbine mover 2b.Input shaft rotating speed Nin is consistent with secondary speed Nt.First OSS 33 detects the rotating speed of secondary axle 54, and (hereinafter referred to as first is defeated Go out rotating speed) Nout1.(the hereinafter referred to as second output shaft turns the rotating speed of the second OSS 34 detection output shaft 7 Speed) Nout2.Before second clutch C2, (upstream side) becomes the first output rotating speed Nout1, after second clutch C2 (downstream) Become the second output rotating speed Nout2.(hereinafter referred to as electromotor turns the rotating speed of engine speed sensor 35 detection bent axle 1a Speed) Ne.Accelerator open degree sensor 36 detects the operational ton of gas pedal (not shown).Actuator travel sensor 37 detection braking The operational ton of pedal (not shown).
ECU100 possesses travel control unit 101, recovers control unit 102, calculating part 103, gear ratio configuration part 104, speed change Control unit 105 and detection unit 106.
Vehicle Ve setup control is become any one of multiple driving modes by travel control unit 101.As driving mode One, there is empty driving.Empty driving is to instigate the second clutch C2 cutting off clutch as electromotor to separate and make electromotor 1 automatic Stop and make the driving mode of vehicle Ve inertia traveling.Travel control unit 101 is held in the case that the execution condition of regulation is set up Row empty driving control, make vehicle Ve from generally travel to empty driving transfer.And, travel control unit 101 is believed to electromotor 1 output order Number, fuel feed, inhaled air volume, fuel injection and ignition timing etc. are controlled.
Recover control unit 102 in the case that condition of recovering specified in empty driving is set up, execution reverts to generally from empty driving The control (recovering to control) travelling.By reverting to usual traveling from empty driving, vehicle Ve can be using the power of electromotor 1 output Travel.
As the calculating part 103 speed change speed according to the rules in Time Calculation portion, the gear ratio calculating CVT5 is recovered from empty driving When change gear last become turn to required for target speed change ratio gamma tgt as primary need shifting time first rope sheave become Fast time T_sfttgt.First rope sheave shifting time T_sfttgt calculate using regulation speed change speed be to rely on rope sheave The time rate of change of the gear ratio of travel speed.And, calculating part 103 depends on rope sheave travel speed, according to as gear ratio Time rate of change regulation speed change speed, calculate the gear ratio of CVT5 successively and become from current actual change gear act and turn to Shifting time is needed required for target speed change ratio gamma tgt.Thus, up-to-date also can be needed shifting time by calculating part 103 Update successively.Calculating part 103 passes through input shaft rotating speed Nin divided by the first output rotating speed for example in the rotation of CVT5 Nout1 is calculating the change gear (=Nin/Nout1) of CVT5.
Gear ratio configuration part 104 as gear ratio setup unit is reflected according to the speed change of the regulation being set according to vehicle Ve Penetrate, to set the change gear of CVT5.It should be noted that with regard to this first embodiment speed change mapping details later Narration.
Speed Control portion 105 enters to exercise the second clutch after the gear ratio making CVT5 becomes and turns to target speed change ratio gamma tgt The control that device C2 engages.And, speed Control portion 105 is to hydraulic control device 200 output hydraulic pressure command signal, the change to CVT5 The action of each engagement devices such as quick-action work, first clutch C1 is controlled.Speed Control portion 105 for second clutch C2, Space loss to the clutch entering to exercise clutch plunger with friction plate will not become the degree of engagement state, in other words in clutch The so-called clearance control not transmitting the width of the regulation of degree of torque in device is precharge.Precharge is also referred to as " assembly is close to " (パ ッ Network め).
Whether detection unit 106 Predicated execution condition, recovery condition are set up.In the speed change control of the judgement based on detection unit 106 In the case that portion 105 processed controls the action of each engagement device, speed Control portion 105 and detection unit 106 play work(as control unit Energy.And, it is stored with the way of can reading based on each parameter of vehicle in the record portion (not shown) of detection unit 106 and determine The time (precharge time T_c2) required for the precharge of second clutch C2.Additionally, detection unit 106 judges to make empty driving open The condition beginning is whether empty driving execution condition is set up.
Hydraulic control device 200 to each hydraulic cylinder 51c of CVT5,52c, each engagement device, that is, first clutch C1, Two clutch C2, brake B1 and the respective hydraulic actuator supply hydraulic pressure of claw clutch S1.ECU100 passes through to control liquid Pressure control device 200, and the control that power transfer path is switched between first path and the second path by execution, the change of CVT5 Speed controls, switches to control of various driving modes etc..
(hydraulic circuit)
Fig. 3 is the hydraulic circuit diagram of that represents hydraulic control device 200.Hydraulic control device 200 possesses by starting Machine (Eng) 1 drive MOP41 and by electro-motor (M) 42 drive electric oil pump 43 as hydraulic pressure supply source.In electro-motor 42 are electrically connected with accumulator (not shown).Each pump 41,43 attracts to lodge in the oil of food tray and spray to the first oil circuit 201.From electricity The oil that dynamic oil pump 43 sprays supplies to the first oil circuit 201 via the second oil circuit 202.First oil circuit 201 and the second oil circuit 202 via Check-valves and connect.In the case that the hydraulic pressure of the first oil circuit 201 is higher than the hydraulic pressure of the second oil circuit 202, closure of check ring.? In the case that the hydraulic pressure of one oil circuit 201 is lower than the hydraulic pressure of the second oil circuit 202, check-valves are opened.For example, in empty driving, electromotor 1 Stop and MOP41 cannot be driven, therefore supply oil supply by making electric oil pump 43 drive into the first oil circuit 201.
Hydraulic control device 200 possess by the hydraulic pressure pressure regulation of the first oil circuit 201 become First Line pressure PL1The first pressure regulator valve 211st, the oily pressure regulation discharged from the first pressure regulator valve 211 is become the second line pressure PL2The second pressure regulator valve 212, with First Line press PL1For Former pressure and pressure regulation become regulation manipulator pressure PMThe first air relief valve (modulation valve) 213, with First Line press PL1For former pressure to first Level pressure PinCarry out second air relief valve (gear ratio control valve) 214 of pressure regulation and P is pressed with First LineL1For former pressure to secondary pressure PoutCarry out the 3rd air relief valve (cramping force control valve) 215 of pressure regulation.It should be noted that be based on (not scheming from linear solenoid valve Show) the control pressure that exports controlling the first pressure regulator valve 211, to produce First Line pressure P corresponding with transport conditionL1.And, by Two pressure regulator valve 212 pressure regulation becomes the second line pressure PL2Oil supply to torque-converters 2.From this second pressure regulator valve 212 discharge oil to gear The lubricating system supply of engaging piece each other etc..
On the first air relief valve 213, via the 3rd oil circuit 203 be connected with multiple linear solenoid valve SL1, SL2, SL3, SLP, SLS.Linear solenoid valve SL1, SL2, SL3, SLP, SLS separately control excitation, non-excitation and electric current by ECU100, for Hydraulic pressure corresponding with hydraulic pressure command signal carries out pressure regulation.
Manipulator is pressed P by linear solenoid valve SL1MPressure regulation one-tenth first clutch corresponding with hydraulic pressure command signal presses PC1, to First clutch C1 supplies.Manipulator is pressed P by linear solenoid valve SL2MSecond clutch corresponding with hydraulic pressure command signal of pressure regulation one-tenth P pressed by deviceC2, to second clutch C2 supply.Linear solenoid valve SL3 via switching valve 206 with claw clutch S 1 and brake B1 connects.Manipulator is pressed P by linear solenoid valve SL3MPressure regulation one-tenth supply corresponding with hydraulic pressure command signal hydraulic pressure Pbs, to claw from Clutch S1 and brake B1 supply.
Second air relief valve 214 is connected with primary hydraulic pressure cylinder 51c via the 4th oil circuit 204.Second air relief valve 214 and Four oil circuit 204 forms the gear ratio control loop of CVT5.Second air relief valve 214 is the valve of the change gear for controlling CVT5. Second air relief valve 214 controls the oil mass (hydraulic pressure) to primary hydraulic pressure cylinder 51c supply.Second air relief valve 214 presses P with First LineL1For Former pressure and to primary pressure PinCarry out pressure regulation, to primary hydraulic pressure cylinder 51c supply.Second air relief valve 214 is based on from linear solenoid valve SLP Signal pressure P of inputSLPAnd to primary pressure PinCarry out pressure regulation.ECU100 is referred to by controlling the hydraulic pressure to linear solenoid valve SLP output Signal is made to adjust primary pressure Pin.Due to primary pressure PinChange and the V groove width change of primary pulley 51.
Speed Control portion 105 passes through to control primary pressure PinTo control the change gear of CVT5.Specifically, for example, in fall During shelves control, speed Control portion 105 makes primary pressure PinDecline and so that the V groove width of primary pulley 51 is continuously broadened.In downshift, The change gear of CVT5 continuously increases.In downshift, speed Control portion 105 is so that the oil in primary hydraulic pressure cylinder 51c subtracts from second The mode that the discharge port of pressure valve 214 is discharged is controlled, and makes primary pressure PinDecline.And, the target shift speed of execution in empty driving In controlling, speed Control portion 105 is in the way of making the change gear of CVT5 become target change gear ratio to primary pressure PinAdjusted Pressure.On the other hand, in the case of maintaining gear ratio in empty driving, speed Control portion 105 is to close the by the second air relief valve 214 The mode of four oil circuits 204 is controlled, by primary pressure PinMaintain into setting.
On the 3rd air relief valve 215, it is connected with secondary hydraulic cylinder 52c via the 5th oil circuit 205.3rd air relief valve 215 and 5th oil circuit 205 forms the clamping force control loop of CVT5.Specifically, for example, when signal pressure PSLSDuring rising, the 3rd decompression Valve 215 is so that the secondary of secondary hydraulic cylinder 52c presses PoutThe mode increasing carries out action.
(empty driving of first embodiment controls)
Next, the empty driving of the first embodiment of the explanation present invention controls.Fig. 4 is the empty driving representing first embodiment The flow chart of controlling.ECU100 starts to execute shown in Fig. 4 from the state that vehicle Ve controls into usual transport condition Control flow.In a normal running state, second clutch C2 is made to engage and make to carry out before vehicle Ve using the power of electromotor 1 Sail.
In step ST1, detection unit 106 is in usual traveling in vehicle Ve, based on from accelerator open degree sensor 36 Signal and judge whether throttle disconnects.It should be noted that throttle disconnect (throttle Off) refer to driver by foot from gas pedal The situation of the gas pedals such as situation about leaving return.In the case that accelerator open degree is zero (0), throttle disconnects.Throttle disconnects In the case of (step ST1：It is), to the transfer of step ST2, detection unit 106 is based on the signal from actuator travel sensor 37 To judge whether brake disconnects.It should be noted that brake disconnects (brake Off) refers to that foot is stepped on by driver from braking The situation of the brake pedals such as the situation that plate leaves return.In the case that actuator travel amount is zero (0), brake disconnects.
That is, in step ST1, ST2, detection unit 106 judges to make the condition that empty driving starts be whether empty driving execution condition becomes Vertical.Here, it is the vehicle Ve situation that throttle disconnects and brake disconnects in usual traveling that empty driving executes condition.Therefore, judge Portion 106 is in situation (step ST1 being judged to that throttle does not disconnect：No) or brake do not disconnect in the case of (step ST2：No), ECU100 terminates this control routine.That is, travel control unit 101 does not make vehicle Ve shift to empty driving state and continue generally to travel shape State.Detection unit 106 ought be judged to that throttle disconnects (step ST1：It is) and brake also disconnects (step ST2：It is) when, to step ST3 shifts.This is because empty driving execution condition is set up in vehicle Ve.
In step ST3, travel control unit 101 controls in the separation carrying out second clutch C2 and makes second clutch C2 After separating, to the transfer of step ST4.In step ST4, travel control unit 101 detects the change gear of CVT5.Here, step ST3 is not limited with the order of step ST4, can substantially simultaneously execution step ST3 and step ST4 it is also possible in step ST4 Execution step ST3 after execution.After change gear CVT5 is detected, to step ST5 transfer, travel control unit 101 makes combustion Expect that the supply within to electromotor 1 stops and so that electromotor 1 is automatically stopped.The control of above-mentioned step ST3～ST5 is that empty driving is opened Begin to control.Here, in empty driving starts to control, travel control unit 101 detected the gear ratio of CVT5 before so that electromotor 1 is stopped γ.This is because, after so that second clutch C2 is separated and so that electromotor 1 is stopped, the rotation of each pulley 51,52 of CVT5 stops Only, the reason of the change gear of CVT5 cannot therefore be detected.Then, shift to step ST6.
In step ST6, the change gear of CVT5 is maintained into the change detecting in step ST4 by travel control unit 101 Speed ratio.In this case, the change gear of CVT5 is fixed to change gear when empty driving starts.It is in empty driving in vehicle Ve, The V groove width of each pulley 51,52 is maintained into V groove width when empty driving starts by travel control unit 101.Thus, maintain primary pulley 51 Thrust and the thrust of secondary pulleys 52 ratio (rope sheave thrust ratio).Travel control unit 101 is so that the V groove width of each pulley 51,52 Indeclinable mode controls primary pressure PinWith secondary pressure PoutHydraulic pressure ratio (hydro-cushion).Thus, the change gear of CVT5 is tieed up Hold into change gear when empty driving starts.In this case, the rotation of CVT5 stops, so even being the liquid before starting than empty driving The hydraulic pressure forcing down is it is also possible to maintain into state when empty driving starts by the V groove width of each pulley 51,52.It should be noted that step ST6 can also be executed with step ST5 simultaneously.
Then, shift to step ST7, travel control unit 101 detects vehicle velocity V.Then, shift to step ST8.
In step ST8, detection unit 106 judges whether travel the condition (empty driving recovery condition) recovered from empty driving to usual Set up.Recover condition as empty driving, connect the situation of (throttle On), the situation of brake engagement (brake On) including throttle. Here, throttle On refers to that driver enters into gas pedal, the accelerator open degree state bigger than zero.Brake On is driver's system of entering into Dynamic pedal, brake legpower, the actuator travel amount state bigger than zero.
Detection unit 106 (step ST8 in the case of being judged to empty driving recovery condition establishment：It is), to the transfer of step ST9. It should be noted that recovering condition as empty driving it is also possible to include consumption electric power, the charged state (SOC) of accumulator, transmission dress Oil temperature put etc..The empty driving that they become system requirements recovers instruction.On the other hand, recover, in empty driving, the situation that condition is not set up Under (step ST8：No), ECU100 reverts to step ST7, the process of repeat step ST7, ST8.
Target change gear ratio when shifting to step ST9, when calculating part 103 calculates that i.e. empty driving recovers at the end of inertia traveling γtgt.Specifically, calculating part 103, based on the speed change mapping representing with the relation of vehicle velocity V and input shaft rotating speed Nin, calculates sky Sail target speed change ratio gamma tgt during recovery.
Fig. 5 illustrates of the speed change mapping in this first embodiment.As shown in figure 5, generally, based on vehicle velocity V and Input shaft rotating speed Nin is the speed change mapping of parameter, to determine the change gear of CVT5.CVT5 is based on speed change mapping by speed change. Here, change gear last of CVT5 when empty driving starts illustrates in case of minimum change gear min.In car Ve is that in empty driving, the change gear of CVT5 is maintained minimum change gear min.Vehicle velocity V when empty driving recovers2Start than empty driving When vehicle velocity V1Low.If additionally, vehicle velocity V when empty driving recovers2Increase than the gear ratio needing to make CVT5 speed (in Fig. 5, example As vehicle velocity V3) low, then when empty driving recovers, need to carry out speed Control to CVT5, specifically need CVT5 is downshifted Control.By controlling to CVT5 execution downshift, the change gear of CVT5 minimum change gear min when empty driving starts is towards mesh Mark change gear tgt change.
As the determining method of target speed change ratio gamma tgt based on gear ratio configuration part 104, determining target input shaft After rotating speed Ntgt, can be by vehicle velocity V when being set up based on target input shaft rotating speed Ntgt and recovery condition2Gear ratio determine As target speed change ratio gamma tgt.Target input shaft rotating speed Ntgt becomes generation than engine stall, noise vibration (NV) performance The big value of egulation rotating speed deteriorating.For example, target input shaft rotating speed Ntgt is decided to be the input shaft rotating speed sliding on line.Slide Line refers to that accelerator open degree becomes the shift cable in the case of zero (Acc=0%) in usual traveling.Speed when empty driving recovers V2Under, input shaft rotating speed corresponding with minimum change gear min is lower than the target input shaft rotating speed Ntgt sliding on line.This be because For vehicle velocity V when empty driving recovers2Ratio can carry out with minimum change gear min sliding the vehicle velocity V of the lower limit of traveling3Little reason (V2<V3).When empty driving recovers, execution downshift controls, and makes input shaft rotating speed Nin rise to the target input shaft rotating speed sliding on line Ntgt.Recover control unit 102 to discharge the oil in primary hydraulic pressure cylinder 51c and make primary pressure PinDecline, thus make primary pulley 51 V groove width broaden.Change gear thereby, it is possible to make CVT5 increases towards target speed change ratio gamma tgt.
Next, when step ST10 shown in Fig. 4 shifts, calculating part 103 calculates the first rope sheave shifting time T_ sfttgt.First rope sheave shifting time T_sfttgt be for making the change gear of CVT5 be empty driving when empty driving recovers at the end of Gear ratio, in above-mentioned Fig. 5, for example, minimum change gear min becomes and turns to when needing speed change of target speed change ratio gamma tgt Between.In this first embodiment, when calculating part 103 is calculated, when empty driving recovers gear ratio change turns to target and becomes Rope sheave speed change speed Vsft during speed ratio γ tgt is set in the range of the rope sheave speed change speed of decision from the viewpoint of NV Higher limit is maximum rope sheave speed change speed Vsft_max.Next, when step ST11 shown in Fig. 4 shifts, recovering control unit 102 make electromotor 1 reset.
Next, the first rope sheave shifting time T_ that calculating part 103 is calculated by detection unit 106 to the transfer of step ST12 Sfttgt is compared to time (precharge time) T_c2 completing with the beginning of the precharge from second clutch C2.Judge Portion 106 judges whether the first rope sheave shifting time T_sfttgt is less than precharge time T_c2.
Detection unit 106 is judged to that the first rope sheave shifting time T_sfttgt (walks in the case of being less than precharge time T_c2 Rapid ST12：It is), to the transfer of step ST13.In step ST13, rope sheave speed change speed Vsft is set as by travel control unit 101 Less than maximum rope sheave speed change speed Vsft_max and according to the low speed change speed (Vsft) in the range of following formula (1).
Vsft_max>Vsft≥Vsft_max×(T_sfttgt/T_c2)…(1)
When rope sheave speed change speed Vsft is so set as the regulation speed change speed in the range of according to formula (1), rope sheave becomes Fast time T_sft is longer than the first rope sheave shifting time T_sfttgt, and becomes below precharge time T_c2.That is, this first The downshift of embodiment controls to be held with the rope sheave shifting time T_sft longer than the first conventional rope sheave shifting time T_sfttgt OK.Thus, downshift terminated before the precharge than conventional technology time rearward and second clutch C2 completes.Then, To the transfer of step ST15.
On the other hand, in step ST12, detection unit 106 is judged to that the first rope sheave shifting time T_sfttgt is precharge (step ST12 in the case of more than time T_c2：No), to the transfer of step ST14.In step ST14, travel control unit 101 will Rope sheave speed change speed Vsft of CVT5 is set as maximum rope sheave speed change speed Vsft_max according to following formula (2).
Vsft=Vsft_max ... (2)
When rope sheave speed change speed Vsft is so set as the regulation speed change speed in the range of according to formula (2), rope sheave becomes Fast time T_sft is identical with the first rope sheave shifting time T_sfttgt and becomes more than precharge time T_c2.That is, this first reality The downshift applying mode controls and terminates being compared to the precharge of the second clutch C2 time rearward.Then, turn to step ST15 Move.
When shifting to step ST15, speed Control portion 105 starts the rope sheave speed Control for CVT5.That is, speed change control Portion 105 processed controls the thrust of primary pulley 51 and secondary pulleys 52 to make respective V groove width change, starts from empty driving for CVT5 The change of the gear ratio towards target speed change ratio gamma tgt for change gear last during recovery.And, speed Control portion 105 is parallel Ground starts the precharge for second clutch C2.Thus, supply working oil from MOP41 to second clutch C2 and execute pre-add Pressure.
Then, shift to step ST16, detection unit 106 judges the process having started for the precharge of second clutch C2 Whether the time is the time of any one of a first rope sheave shifting time T_sfttgt and precharge time T_c2 larger side More than.It is judged to that the elapsed time is less than in the first rope sheave shifting time T_sfttgt and precharge time T_c2 in detection unit 106 Any one larger time period (step ST16：No), continue for CVT5 rope sheave speed Control or for second from The precharge of clutch C2.That is, wait process next time is up to for the rope sheave speed Control of CVT5 and for second clutch Till the precharge of C2 all terminates.
It is judged as that the elapsed time is in the first rope sheave shifting time T_sfttgt and precharge time T_c2 in detection unit 106 Any one larger side more than the time in the case of (step ST16：It is), to the transfer of step ST17.At this moment, Two clutch C2 become the state that will become before engagement state, and the gear ratio of CVT5 is changed to target speed change ratio gamma tgt.
In step ST17, speed Control portion 105 makes second clutch C2 engage.When execution step ST17, recover control System completes.That is, recover to refer in vehicle Ve to be that empty driving, ECU100 makes electromotor 1 reset and makes the second clutch from empty driving Device C2 engages.By reverting to usual traveling from empty driving, this control routine terminates.It should be noted that in above-mentioned empty driving control So that second clutch C2 is separated or engage and so that first clutch C1 is separated or engage it is also possible to replace in system.
(time diagram of first embodiment)
Fig. 6 has been carried out the time diagram in the case of the empty driving control of prior art.Fig. 6 represents to the vehicle empty driving The time t0 that Ve has made empty driving recovery instruction rises to after the time t3 that second clutch C2 has just been fully engaged.Fig. 7 is Perform this first embodiment empty driving control in the case of time diagram.Fig. 7 represents from for the vehicle Ve work empty driving Go out empty driving and recover the time t3 that the time t0 (in Fig. 4, being step ST9) of instruction has just been fully engaged to second clutch C2 Till after (in Fig. 4, being step ST17).
As shown in fig. 6, in time t0, the empty drivings such as the connection of the connection of brake, throttle is detected when recovering control unit 102 When recovering instruction, recover control unit 102 execution electromotor starting control, so that electromotor 1 is reset.In electromotor starting control In, so that 1, electromotor is turned by starter etc..Thus, engine speed Nec is started from scratch increase.
When executing electromotor starting control and CVT5 and starting rotation, in time t1, primary pulley 51 and secondary pulleys 52 Start simultaneously at rotation.Therefore, in time t1, secondary speed Nt (=input shaft rotating speed Nin) is same with the first output rotating speed Nout1 When start from scratch rising.
Then, in time t2, electromotor 1 translates into based on fuel supply and point from the state of the rotation by starter etc. The autonomous state of fire.Autonomous state refers to the burning in each cylinder carry out electromotor 1, and electromotor 1 is carried out from main burning energy Enough states independently being rotated.Engine speed Ne now becomes autonomous rotating speed.When electromotor 1 becomes autonomous state, Start output engine torque.Then, engine speed Ne begins to ramp up, engine speed Ne and secondary speed Nt (=input Rotating speed Nin) become same rotational speed and increase.It should be noted that in Fig. 6 and Fig. 7, the later engine speed of time t2 The line of the line of Ne and secondary speed Nt (=input shaft rotating speed Nin) is recorded by same line.
After time t2, the downshift that speed Control portion 105 starts CVT5 controls.In downshift control, make primary pressure Pin Reduce and make secondary pressure PoutIncrease.Thus, the V groove width of primary pulley 51 broadens, and the V groove width of secondary pulleys 52 narrows.This Sample, by change gear last when empty driving recovers for the change gear of start to downshift control and CVT5 towards target speed change ratio gamma Tgt starts to increase.In the period of time t2～t21, the change gear of CVT5 increases continuously.Now, the first of the first oil circuit 201 P pressed by lineL1(in Fig. 6, being line pressure) also increases to need pressure P0.And, the flow that needs of working oil (in Fig. 6, is T/M needs Flow) also increase the required flow (speed change flow) of downshift control.In time t21, when the change gear of CVT5 reaches mesh During mark change gear tgt, downshift control completes.
In addition, after time t2, the control that precharge that second clutch C2 enters to exercise in speed Control portion 105 starts. Thus, supply hydraulic pressure to the hydraulic actuator of the second clutch C2 being kept completely separate, engage key element gap (interval) contracting each other Narrow.Now, the flow that needs of working oil increased the flow (precharge flow) required for the precharge of second clutch C2. The precharge of second clutch C2 completed in the moment of time t3.
As described above, in time t2, needing leakage or lubricate needing flow, being used for holding of used working oil The row downshift speed change flow of working oil controlling and the precharge flow of the working oil of precharge carrying out second clutch C2 Total flow.However, in time t2, being the moment that electromotor 1 becomes autonomous state, it is therefore that MOP41 starts Drive and MOP spray flow restart increase midway.Accordingly, with respect to the flow that needs of working oil, MOP sprays flow and subtracts Little probability is high, and not enough flow increases.In figure 6, in the start time of speed Control, not enough flow L0Maximum.
In time t3 afterwards, speed Control portion 105 makes in the state of being target speed change ratio gamma tgt in the gear ratio of CVT5 Second clutch C2 is fully engaged.Because second clutch C2 becomes fully engaged condition, and first output rotating speed Nout1 with Second output rotating speed Nout2 is synchronous.So, in time t3, empty driving recovers control and completes, from empty driving to the usual recovery travelling Complete.It should be noted that after time t3, when carrying out the speed change of CVT5, needing along with the change of change gear The speed change flow of regulation.
On the other hand, during the empty driving of the first embodiment shown in Fig. 7 controls, carry out and showing shown in above-mentioned Fig. 6 The empty driving having technology controls different controls.That is, it is less than precharge time T_c2's in the first rope sheave shifting time T_sfttgt In the case of, specifically, become the relation shown in Fig. 6 in the first rope sheave shifting time T_sfttgt and precharge time T_c2 In the case of, make rope sheave speed change speed Vsft become the speed less than maximum rope sheave speed change speed Vsft_max according to formula (1).? This, for example, travel control unit 101 sets rope sheave speed change speed Vsft according to following formula (3).
Vsft=Vsft_max × (T_sfttgt/T_c2) ... (3)
When setting rope sheave speed change speed Vsft according to formula (3), as shown in fig. 7, the rope sheave shifting time in downshift control T_sft is roughly the same with precharge time T_c2.In this case, CVT5 is downshifted control pre- with second clutch C2 Pressurization substantially terminates simultaneously.Therefore, the whole term of execution in the precharge for second clutch C2 can make downshift control The speed change uniform flow of required working oil.Therefore, after electromotor 1 just becomes autonomous state, can reduce MOP41's Spray the smaller working oil in moment (time t2) of flow needs flow, therefore with conventional not enough flow L0Compare, energy Enough minimizings are with respect to the not enough flow L needing flow1.It is accompanied by this, can make line pressure needs pressure P1Need pressure than conventional Power P0Reduce.
As described above, according to the first embodiment of the invention, when vehicle Ve recovers from empty driving, CVT5's In the case that first rope sheave shifting time T_sfttgt is less than the precharge time T_c2 of second clutch C2, become by making rope sheave Degree of hastening Vsft is less than maximum rope sheave speed change speed Vsft_max, when vehicle Ve is from the recovery of empty driving, can suppress from The deficiency of the supply flow rate of working oil that MOP41 sprays.
(empty driving of second embodiment controls)
Next, explanation second embodiment of the present invention.Fig. 8 and Fig. 9 is the empty driving control representing this second embodiment The flow chart of of system.It should be noted that " A ", " B " shown in Fig. 8 transfers to " A ", " B " shown in Fig. 9 respectively. ECU100 starts to execute the control flow shown in Fig. 8 from the state that vehicle Ve controls into usual transport condition.Travel usual Under state, second clutch C2 is made to engage and so that vehicle Ve is advanced using the power of electromotor 1 and travel.
As can be seen from figures 8 and 9, in the empty driving of this second embodiment controls, step ST21～ST37 is respectively with first Step ST1 shown in Fig. 4 of embodiment～ST13, ST15～ST17, ST14 is identical.
On the other hand, in this second embodiment, when in step ST32, detection unit 106 is judged to the first rope sheave speed change Between T_sfttgt be more than precharge time T_c2 in the case of (step ST32：No), to the transfer of step ST37.In step ST37 In, after rope sheave speed change speed Vsft is set as maximum rope sheave speed change speed Vsft_max by travel control unit 101, to step ST38 shifts.
In step ST38, calculating part 103 calculates current gear ratio (actual gear ratio) γ act.At this moment, start Machine 1 is reset.Thus, each pulley 51,52 of CVT5 is that in rotation, therefore calculating part 103 is based on the input shaft detecting successively The detected value of rotating speed Nin and the detected value of the first output rotating speed Nout1, can calculate actual change gear act successively.And And, speed Control portion 105 executes the rope sheave speed Control for CVT5.That is, speed Control portion 105 controls primary pulley 51 and secondary The level thrust of pulley 52 and make respective V groove width change, the actual change gear act court that CVT5 is calculated from calculating part 103 Target speed change ratio gamma tgt setting to gear ratio configuration part 104 makes gear ratio start to change.
Next, when transferring to step ST39, calculating part 103 calculates change gear from up-to-date actual change gear act Become required shifting time till turning to target speed change ratio gamma tgt, that is, the second rope sheave as secondary need shifting time becomes Fast time T_sft2.Here, the rope sheave speed change speed as regulation speed change speed is set as maximum rope sheave speed change speed Vsft_ Max, therefore calculating part 103 can calculate the second rope sheave shifting time T_sft2 based on rope sheave speed change speed.
Next, the second rope sheave shifting time T_ that calculating part 103 is calculated by detection unit 106 to the transfer of step ST40 Sft2 is compared to time (precharge time) T_c2 completing with the beginning of the precharge from second clutch C2.Judging Portion 106 is judged to that the second rope sheave shifting time T_sft2 is also greater than (step ST40 in the case of precharge time T_c2：No), extensive Become step ST38 again and continue the speed Control of CVT5.
Before detection unit 106 is judged to that the second rope sheave shifting time T_sft2 is below precharge time T_c2, repeatedly Carry out step ST38～ST40.During this period, the precharge for second clutch C2 does not start.Therefore, it is possible to by working oil Need flow reduce precharge required for working oil flow, can suppress from MOP41 spray working oil supply stream The deficiency of amount.
It is judged to that the second rope sheave shifting time T_sft2 becomes the situation of below precharge time T_c2 in detection unit 106 Under (step ST40：It is), to the transfer of step ST41.In step ST41, travel control unit 101 starts for second clutch C2 Precharge.Thus, supply working oil from MOP41 to second clutch C2 and execute precharge.
Then, shift to step ST42, detection unit 106 judges the process having started for the precharge of second clutch C2 Whether the time is more than precharge time T_c2.It is judged to that the elapsed time is less than the phase of precharge time T_c2 in detection unit 106 Between (step ST42：No), make the precharge of second clutch C2 is continued.It is judged as that the elapsed time is pre- in detection unit 106 (step ST42 in the case of more than pressing time T_c2：It is), to the transfer of step ST36.At this moment, second clutch C2 becomes For the state before engagement state will be become.
To step ST36 shift when, speed Control portion 105 makes second clutch C2 be fully engaged.By execution step ST36 And second clutch C2 engages and electromotor 1 drives, therefore empty driving state terminates and control routine terminates.It should be noted that It is also possible to replacing second clutch C2 and so that first clutch C1 is separated or engage in above-mentioned empty driving controls.With regard to other Empty driving control, identical with first embodiment.
(time diagram of second embodiment)
Figure 10 is that detection unit 106 has carried out negating the empty driving in the case of judging in step ST12 of first embodiment The time diagram controlling.Figure 10 represent from the vehicle Ve empty driving is made empty driving recover instruction time t0 (in Fig. 4, step ST9 till) after the time t3 (in Fig. 4, step ST17) being just fully engaged to second clutch C2.Figure 11 is to exist for explanation In step ST32 of second embodiment, detection unit 106 has carried out negating the time diagram that the empty driving in the case of judging controls.Figure 11 represent from the vehicle Ve empty driving has been made empty driving recover instruction time t0 (in Fig. 8, step ST29) to the second clutch Till after the time t3 (in Fig. 9, step ST36) that device C2 has just been fully engaged.
As shown in Figure 10, in the empty driving of first embodiment controls, in time t2, speed Control portion 105 starts CVT5 Downshift control, and so that the precharge of second clutch C2 is started.Thus, in time t2, need leakage or lubricate The working oil being used need flow, for execution downshift control the flow (speed change flow) of working oil and the second clutch Total flow of the flow (precharge flow) required for the precharge of device C2.The precharge of second clutch C2 is in downshift The moment controlling the time t22 before terminating completes.It should be noted that the not enough flow L shown in Figure 100It has been by scheming Not enough flow in the case of the empty driving control of the prior art shown in 6.
However, become the moment (time t2) of autonomous state in electromotor 1, it is MOP41 from starting to drive to MOP discharging jet The midway that amount increases.Accordingly, with respect to the needing flow of working oil, to spray flow little, in Fig. 10, in speed Control for MOP Start time, not enough flow L1Maximum.The not enough flow L of time t21Than the deficiencies in the prior art flow L0Reduce, but it is desirable to The minimizing further of not enough flow.
In contrast, in the case that the empty driving of the second embodiment shown in Figure 11 controls, in time t2, working as electromotor 1 when becoming autonomous state, and MOP sprays flow also to be increased, the First Line pressure P of the first oil circuit 201L1(in Figure 11, line pressure) increases to Need pressure P1.From time t2, recover the downshift control that control unit 102 starts CVT5.Thus, the flow that needs of working oil increases Add the flow (speed change flow) to the working oil that the downshift of CVT5 controls for execution.In this case, with respect to need flow Amount, MOP sprays flow and may lack not enough flow L2.However, due to make the precharge of second clutch C2 start postpone, because The not enough flow L in the moment of this time t22Less than above-mentioned not enough flow L1(L1>L2).
In addition, during time t2～t3, CVT5 is to downshift right in the middle, and therefore actual change gear act of CVT5 connects Continuous increase.This CVT5 change gear from actual change gear act to the time of target speed change ratio gamma tgt, become in rope sheave Fast time T_sft becomes the time t23 of below precharge time T_c2, and the precharge of second clutch C2 starts (in Fig. 9, to walk Rapid ST41).Therefore, working oil need flow except increase speed change flow in addition to, also increase the pre-add of second clutch C2 Pressure flow.In this case, MOP41 have passed through the time t23 longer than time t2 from starting to drive, therefore from MOP41 The flow that sprays of working oil also moment than time t2 increases.Therefore, not enough flow is also than not enough flow L1Reduce.
Then, in time t3, empty driving recovers control and completes.Thus, complete to the usual recovery travelling from empty driving.With regard to when Between figure other parts, identical with first embodiment.
According to this second embodiment, in empty driving control, real with first in addition to the process of step ST37～ST42 Apply that mode is identical, therefore, it is possible to obtain the effect same with first embodiment.Additionally, according to second embodiment, in vehicle The moment that Ve recovers from empty driving, in the scope joint of second clutch C2 not impacted, preferably with the speed change in CVT5 The mode that the moment becoming target speed change ratio gamma tgt than γ completes, makes the downshift control that the precharge of second clutch C2 is than CVT5 The moment that system starts postpones, thereby, it is possible to make MOP spray beginning second clutch C2 in the state of flow increases as far as possible Precharge, therefore, it is possible to reduce the not enough flow needing flow with respect to working oil.
If in addition, the flow that needs of working oil increases, needing driving electric oil pump 43 to supply into the first oil circuit 201 Oil.Therefore, not enough flow is bigger and electric oil pump 43 more needs high capacity or maximization.In contrast, in the second embodiment party In formula, the not enough flow that MOP sprays flow can be reduced, therefore, it is possible to suppress high capacity or the maximization of electric oil pump 43.
Additionally, in order to avoid the not enough flow of working oil increases, needing to avoid target speed change ratio gamma tgt and actual gear ratio The difference of γ act increases.In this case, in order to reduce the difference of target speed change ratio gamma tgt and actual change gear act, need to make The speed of the lower limit recovering from empty driving is than larger speed.In contrast, in an above-mentioned embodiment, can reduce MOP sprays the not enough flow of flow, therefore, it is possible to increase target speed change ratio gamma tgt and the actual gear ratio when the recovery of empty driving The difference of γ act.Therefore, it is possible to reduce the lower limit of the speed becoming the recovery condition that vehicle Ve recovers from empty driving, can suppress to fire The deterioration of oily economy.
More than, specifically illustrate embodiments of the present invention, but the present invention is not defined to above-mentioned embodiment, energy The various modifications of enough technological thoughts carrying out based on the present invention.For example, the calculating formula enumerated in an above-mentioned embodiment is only It is but example, as needed can also be using different calculating formula.

Claims (5)

1. a kind of controller of vehicle, is controlled to vehicle, and described vehicle possesses：Power source；To from the input of described power source Driving force carry out speed change and export the buncher of described driving force；Make described power source and drive by engaging or separate The clutch that the power transfer path via described buncher between driving wheel connects or cuts off；And driven by described power source Mechanical type oil pump dynamic and that described buncher and described clutch are supplied with working oil,
In the state of described clutch separation, described power source stops and described vehicle is proceeding phase of inertia traveling Between meet and terminate the condition of described inertia traveling in the case of, described controller of vehicle makes described power source reset, and makes The gear ratio change of described buncher turns to target change gear ratio and makes described clutch precharge, is executing described clutch Precharge after so that described clutch is engaged,
Described controller of vehicle is characterised by having：
Time Calculation portion, calculate in described buncher in order to by regulation speed change speed set in advance from described inertia Gear ratio at the end of traveling becomes the primary need shifting time turning to required for described target change gear ratio；And
Control unit, described primary need shifting time is compared with making the precharge time required for described clutch precharge Relatively, described primary need shifting time be described precharge more than the time in the case of, make described buncher with described Regulation speed change speed carries out speed change, in the case that described primary need shifting time is less than the described precharge time, makes described Buncher carries out speed change with the low speed change speed less than described regulation speed change speed.
2. controller of vehicle according to claim 1 it is characterised in that
Described regulation speed change speed is the maximum in the range of the speed change speed setting in described buncher.
3. controller of vehicle according to claim 1 and 2 it is characterised in that
Described low speed change speed is set as the change to described target change gear ratio of described buncher by described control unit Complete to be in the speed change speed before the completing of the precharge of described clutch.
4. the controller of vehicle according to any one of claims 1 to 3 it is characterised in that
Described primary need shifting time be described precharge more than the time in the case of, described Time Calculation portion calculates successively Turn to described target change gear ratio institute in order to become from current gear ratio with described regulation speed change speed in described buncher The secondary need shifting time needing, up-to-date secondary need shifting time is carried out by described control unit with the described precharge time Relatively, in the case of being below the described precharge time in described up-to-date secondary need shifting time, so that described clutch The mode that starts of precharge be controlled.
5. a kind of control method for vehicle, is controlled to vehicle, and described vehicle possesses：Power source；To from the input of described power source Driving force carry out speed change and export the buncher of described driving force；Make described power source and drive by engaging or separate The clutch that the power transfer path via described buncher between driving wheel connects or cuts off；And driven by described power source Mechanical type oil pump dynamic and that described buncher and described clutch are supplied with working oil,
In the state of described clutch separation, described power source stops and described vehicle is proceeding phase of inertia traveling Between meet and terminate the condition of described inertia traveling in the case of, described control method for vehicle makes described power source reset, and makes The gear ratio change of described buncher turns to target change gear ratio and makes described clutch precharge, is executing described clutch Precharge after so that described clutch is engaged,
Described control method for vehicle is characterised by, comprises the steps：
Calculate in described buncher in order to by regulation speed change speed set in advance at the end of described inertia traveling Gear ratio become and turn to primary need shifting time required for described target change gear ratio；And
Described primary need shifting time is compared with making the precharge time required for described clutch precharge, in institute State primary need shifting time be described precharge more than the time in the case of, make described buncher with described regulation speed change Speed carries out speed change, in the case that described primary need shifting time is less than the described precharge time, makes described infinitely variable speeds Device carries out speed change with the low speed change speed less than described regulation speed change speed.
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