JP2017048879A - Neutral control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress deterioration startability while maintaining an effect of improving fuel economy resulting from neutral control as much as possible without increasing costs, in a case of also performing brake hold control, in a vehicle configured to perform neural control at the time of stopping in a travel range.SOLUTION: A neural control device of a vehicle including an automatic transmission with a predetermined friction fastening element fastened at the time of stopping and starting, neutral control means of making the predetermined friction fastening element equal to or smaller than a predetermined fastening degree at the time of stopping in a travel range, and brake hold control means of holding brake force at the time of stopping, includes restoration acceleration control means that in a case where an operation speed of brake pedal stepping-in cancel operation is equal to or larger than a predetermined speed after stopping in the travel range, accelerates restoration of the predetermined friction fastening element, made equal to or smaller than the predetermined fastening degree by the neutral control means, to a fastened state compared to a case where the operation speed is smaller than the predetermined speed.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a neutral control device for a vehicle.

  A vehicle such as an automobile has a torque converter coupled to an output shaft of an engine, and a transmission mechanism coupled to an output side of the torque converter and including a plurality of frictional engagement elements such as a clutch and a brake. It is generally known that an automatic transmission is mounted that selectively engages frictional engagement elements to achieve a plurality of shift stages having different reduction ratios.

  For vehicles equipped with an automatic transmission, when the accelerator pedal depressing operation is performed after the forward travel range (D range) is selected, the brake pedal depressing operation is performed, and the vehicle stops in the forward travel range. Usually, the engine stops while idling.

  If the engine stops and the output side of the torque converter connected to the input shaft of the speed change mechanism is stopped, the input side of the torque converter connected to the output shaft of the engine will rotate. As a result, a slipping state occurs and the engine is loaded by the viscous resistance of the fluid filling the torque converter, resulting in a deterioration in fuel consumption.

  On the other hand, when the vehicle stops in the forward travel range, at least one frictional engagement element that is fastened at the first gear stage at the time of starting provided in the speed change mechanism is automatically set to the slip state or the released state so that the speed change mechanism is automatically neutralized. It is known that the neutral control to bring the engine into a state reduces the load on the engine and improves the fuel consumption.

  For vehicles that perform neutral control when the vehicle is stopped in the forward travel range, when the brake pedal is depressed and then the accelerator pedal is depressed, the neutral control is terminated simultaneously with the brake pedal depressing operation. If the engagement control of the frictional engagement element that has been brought into the slip state or the released state at the time of stopping is started, the engagement of the frictional engagement element can be completed before the accelerator pedal is depressed. The vehicle can start at the same time as the operation, and a good start response can be obtained.

  On the other hand, a vehicle having a brake hold control function for holding the braking force of the vehicle when the brake pedal is not depressed after stopping is known. In this brake hold control, the holding of the braking force of the vehicle is released when the accelerator pedal is depressed.

  Also known is a vehicle that performs the brake hold control in a vehicle that performs neutral control when the vehicle stops in the forward travel range. For example, Patent Document 1 discloses a vehicle that performs neutral control and brake hold control in parallel. Is disclosed.

  In the vehicle described in Patent Document 1, the neutral control and the brake hold control are performed when the vehicle is stopped, and the accelerator pedal is depressed to finish the neutral control and the brake hold control, and start. In this case, the throttle valve is gently opened regardless of the amount of depression of the accelerator pedal, and the engine output torque is gradually increased, so that the shock due to the engagement of the friction engagement element at the end of the neutral control is suppressed. ing.

JP 2008-126933 A

  In this way, when performing brake hold control in a vehicle that performs neutral control when the vehicle is stopped in the travel range, when neutral control is terminated with a brake pedal depressing operation as in the case of performing only neutral control, the vehicle is stopped by brake hold control. During this time, the fuel efficiency improvement effect by neutral control cannot be obtained.

  On the other hand, the neutral control is continued after the brake pedal depressing operation, and the brake hold control is terminated when the accelerator pedal depressing operation is performed. When the engagement control of the predetermined friction engagement element is started, the vehicle cannot start until the predetermined friction engagement element is engaged, and the startability is deteriorated.

  As shown in FIG. 6, when brake hold control is also performed in a vehicle that performs neutral control when the vehicle stops in the travel range, the vehicle speed is zero at time t <b> 1, and the vehicle is stopped when the vehicle is stopped and started when the vehicle stops in the travel range. Neutral control is performed in which the hydraulic pressure supplied to the predetermined frictional engagement element of the transmission mechanism is reduced to change from the engaged state to the slipped state. Then, when the brake pedal depressing operation is performed at time t2 to bring the brake pedal into a non-depressed state, brake hold control is performed.

  After that, at the time t3, when the accelerator pedal is depressed and the vehicle is started, the brake hold control is ended, and the neutral friction control element is ended and the predetermined frictional engagement element that is engaged at the start of the slip state is engaged. When the control is started, the hydraulic pressure supplied to the predetermined frictional engagement element gradually increases, and a response delay T1 occurs until the supply of the hydraulic pressure is completed. At time t4, the supply of hydraulic pressure to the predetermined frictional engagement element is completed. When the predetermined frictional engagement element is engaged, the vehicle starts.

  As described above, when the accelerator pedal is depressed and started, the accelerator pedal cannot be started until the predetermined frictional engagement element brought into the slip state by the neutral control is engaged. It takes a long time to start, and it will cause deterioration of startability. That is, in the case of a vehicle that performs neutral control and brake hold control, if the neutral control is performed immediately before starting to improve fuel efficiency when the vehicle is stopped, the startability is deteriorated.

  On the other hand, it is conceivable that the neutral control is terminated when it is predicted that the vehicle is provided with means for predicting the start of the host vehicle. For example, the start of the own vehicle is predicted and the neutral control is terminated based on the fact that the traffic light has changed to a green light when stopped at a red light and that the preceding vehicle has started while stopping behind the preceding vehicle. It is possible.

  According to this, the neutral control is executed until immediately before the start to realize the fuel efficiency improvement effect, and the neutral control is ended and the friction engagement element is fastened before the start operation in which the accelerator pedal is depressed. This makes it possible to avoid the deterioration of the startability due to the delay of the engagement of the frictional engagement elements, but in order to predict the start of the own vehicle, a detection device such as a camera or radar that detects information on traffic lights, information on the preceding vehicle, etc. Will increase costs.

  Therefore, the present invention reduces the startability while maintaining the effect of improving the fuel consumption by the neutral control as much as possible without increasing the cost when the brake hold control is also performed in the vehicle that performs the neutral control when the vehicle stops in the travel range. It is an object to provide a neutral control device for a vehicle that can be suppressed.

  In order to solve the above problems, the present invention is configured as follows.

  First, the invention according to claim 1 of the present application is directed to an automatic transmission having a transmission mechanism provided with a predetermined frictional engagement element that is fastened when the vehicle is stopped in the travel range and when starting, and the predetermined when the vehicle is stopped in the travel range. A neutral control device for a vehicle, comprising: neutral control means for setting the speed change mechanism in a neutral state by setting a friction engagement element to a predetermined engagement degree; and a brake hold control means for holding a brake force when the brake pedal is not depressed when the vehicle is stopped. When the operation speed of the brake pedal depressing operation is equal to or higher than a predetermined speed after the vehicle stops in the travel range, the predetermined engagement is performed by the neutral control means as compared with the case where the operation speed is lower than the predetermined speed. A return acceleration control means for promoting the return of the predetermined frictional engagement element that is less than or equal to the engagement state to the engagement state; And wherein the Rukoto.

  Further, the invention according to claim 2 is the vehicle neutral control device according to claim 1, wherein the brake pedal depressing operation speed is not less than a predetermined speed after stopping in the travel range. When the period from when the pedal depression operation is performed to when the accelerator pedal is depressed is equal to or longer than the predetermined period, the operation speed of the brake pedal depression release operation is predetermined after the vehicle stops in the travel range after the next time. When the speed is equal to or higher than the speed, a return suppression control unit that suppresses the return promotion of the predetermined friction engagement element to the engaged state by the return promotion control unit is provided.

  According to a third aspect of the present invention, in the neutral control device for a vehicle according to the second aspect of the invention, the return suppression control means is configured to return the predetermined frictional engagement element to the engaged state by the return promotion control means. It is characterized by delaying the start.

  According to a fourth aspect of the present invention, in the vehicle neutral control device according to the third aspect, the return suppression control means has a predetermined operation speed of a brake pedal depressing operation after stopping in the travel range. When the speed is greater than or equal to the speed, if the period from when the brake pedal depressing operation is performed to when the accelerator pedal depressing operation is equal to or longer than the predetermined period, the accelerator pedal depressing operation is performed after the brake pedal depressing operation is performed. The delay period for delaying the start of the return of the predetermined frictional engagement element to the engaged state by the return acceleration control means is changed according to the period until the stepping operation is performed.

  According to a fifth aspect of the present invention, in the vehicle neutral control device according to the first aspect, the return acceleration control means has a predetermined operation speed of a brake pedal depressing operation after stopping in the travel range. If the operation speed of the brake pedal depressing operation is equal to or higher than a predetermined speed after the next stop in the travel range, when the brake pedal depressing operation is performed, the neutral control means The predetermined frictional engagement element that is set to be equal to or less than the predetermined engagement degree is returned to the engagement state.

  According to the invention described in claim 1 of the present application, when the vehicle is stopped in the travel range, the neutral control for setting the transmission mechanism to the neutral state by setting the predetermined frictional engagement element that is engaged at the time of stopping and at the start of the vehicle to a predetermined engagement degree or less. At the same time, the brake hold control is performed to hold the braking force with the brake pedal not depressed when the vehicle is stopped.

  When the operation speed of the brake pedal depression release operation is equal to or higher than the predetermined speed, the engagement state of the predetermined friction engagement element that is reduced to a predetermined engagement degree or less by the neutral control as compared with the case where the operation speed is less than the predetermined speed. Performs return promotion control that promotes return to work.

  As a result, a driver who intends to start immediately is considered to have a high operation speed of the brake pedal depressing operation. By accelerating the return to the engaged state of the predetermined frictional engagement element that is engaged at the start of the vehicle less than the degree, the driver depresses the accelerator pedal and then depresses the accelerator pedal. Good start response can be obtained.

  Brake in vehicles that perform neutral control when stopping in the driving range by predicting the start operation from the operation speed of the brake pedal depression release operation and promoting the return to the engagement state of the predetermined friction engagement element that is engaged at the start When hold control is also performed, deterioration of startability can be suppressed while maintaining the effect of improving fuel efficiency by neutral control as much as possible without increasing costs.

  According to the second aspect of the present invention, when the operation speed of the brake pedal depressing operation is equal to or higher than a predetermined speed after the vehicle stops in the travel range, the period until the accelerator pedal depressing operation is equal to or longer than the predetermined period. When the operation speed of the brake pedal depressing release operation is equal to or higher than a predetermined speed after the vehicle stops in the next and subsequent travel ranges, the return suppression that suppresses the promotion of the return of the predetermined friction engagement element to the engagement state by the recovery promotion control. Take control.

  As a result, it is considered that a driver who does not intend to start immediately but is accustomed to brake hold control has a high operation speed of the brake pedal depressing operation and does not perform a starting operation immediately thereafter. When the operation speed of the pedal depressing release operation is equal to or higher than the predetermined speed, by suppressing the return acceleration of the predetermined frictional engagement element to the engaged state by the return acceleration control, there is no intention of immediate start, but you are used to the brake hold control. When the driver depresses the brake pedal and then depresses the accelerator pedal, it is possible to suppress the deterioration of the startability while suppressing the deterioration of the fuel consumption, and more effectively exhibit the effect. it can.

  According to the third aspect of the present invention, the return suppression control can specifically realize the effect by delaying the start of the return of the predetermined frictional engagement element to the engaged state by the return acceleration control. it can.

  According to the fourth aspect of the present invention, the return suppression control is performed in accordance with the period from the brake pedal depression release operation to the accelerator pedal depression operation to the engagement state of the predetermined friction engagement element by the restoration promotion control. By changing the delay period that delays the start of the return, the start operation is predicted from the period from the brake pedal depression release operation to the accelerator pedal depression operation, and the start of the return to the engagement state of the predetermined friction engagement element is delayed. The delay period to be adjusted can be adjusted, deterioration of fuel consumption and deterioration of startability can be more effectively suppressed, and the above-described effects can be more effectively achieved.

  According to the fifth aspect of the present invention, in the return acceleration control, when the operation speed of the brake pedal depression release operation is less than the predetermined speed, the operation speed of the next brake pedal depression release operation is equal to or higher than the predetermined speed. When the brake pedal depression operation is performed, the predetermined frictional engagement element that has been reduced to a predetermined engagement degree or less by the neutral control is returned to the engagement state.

  As a result, a driver who is not used to brake hold control has a low operation speed of the brake pedal depressing operation, and a driver who intends to start immediately is considered to have a high operation speed of the brake pedal depressing operation. When the operation speed of the brake pedal depressing operation is less than the predetermined speed, and the operation speed of the next brake pedal depressing operation is equal to or higher than the predetermined speed, the return of the predetermined friction engagement element to the engaged state is immediately promoted. By doing so, it is possible to obtain a good start response when the accelerator pedal is depressed after the brake pedal depressing operation by a driver who is not used to brake hold control but intends to start immediately, The effect can be obtained effectively.

It is a block diagram which shows the structure of the neutral control apparatus of the vehicle which concerns on embodiment of this invention. It is a time chart for demonstrating the 1st control at the time of the stop of the vehicle which concerns on embodiment of this invention. It is a time chart for demonstrating the 2nd control at the time of the stop of the vehicle which concerns on embodiment of this invention. It is a time chart for demonstrating the 3rd control at the time of the stop of the vehicle which concerns on embodiment of this invention. It is a graph which shows the relationship between the period from the depression release operation of a brake pedal to the depression operation of an accelerator pedal, and the delay period which delays the start of return to the fastening state of LR brake. It is a time chart for demonstrating the control at the time of the conventional vehicle stop.

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

  The inventors of the present application, when performing brake hold control in a vehicle that performs neutral control at the time of stopping in the travel range, reduces the startability while maintaining the effect of improving fuel efficiency by neutral control as much as possible without increasing the cost. In order to suppress this, attention was paid to the fact that the release speed of the brake pedal is related to the presence or absence of a start operation immediately after that and the proficiency level of the brake hold control function.

  Specifically, in a vehicle with a brake hold control function that holds the braking force of the vehicle after stopping, a driver who intends to start immediately is accustomed to brake hold control, but is not familiar with brake hold control However, the operation speed of the brake pedal depressing operation is high and there is no intention of immediate start, but the driver who is used to brake hold control has a high operation speed of brake pedal depressing operation and there is no intention of immediate start and brake hold. We focused on the fact that drivers who are unfamiliar with the control are thought to have a low operating speed for releasing the brake pedal.

  Therefore, by focusing on the relationship between the release speed of the brake pedal, the presence or absence of the start operation immediately after that, and the proficiency level of the brake hold control function, the brake hold control can be performed in a vehicle that performs neutral control when the vehicle stops in the driving range. When performing, it is thought that deterioration in startability can be suppressed while maintaining the effect of improving fuel efficiency by neutral control as much as possible without increasing costs.

  FIG. 1 is a block diagram showing a configuration of a vehicle neutral control apparatus according to an embodiment of the present invention. As shown in FIG. 1, a vehicle neutral control device 1 according to an embodiment of the present invention includes an engine 11, a torque converter connected to the output shaft of the engine 11, and a torque converter connected to the output shaft of the torque converter. An automatic transmission 12 having a transmission mechanism to which power from the vehicle is input, and a brake device 13 for generating a braking force of the vehicle in response to a depression operation of a brake pedal.

  The transmission mechanism of the automatic transmission 12 includes an input shaft coupled to the output shaft of the torque converter, a plurality of planetary gear sets disposed on the axis of the input shaft, and a plurality of frictional engagement elements such as clutches and brakes. And an output gear for outputting power from the speed change mechanism to a drive wheel (not shown) side.

  The automatic transmission 12 includes, but is not limited to, three planetary gear sets as a plurality of planetary gear sets, and a low clutch, a high clutch, an LR brake, a 26 brake, and an R35 brake as a plurality of friction engagement elements. The low clutch is engaged at 1st speed, 2nd speed, 3rd speed and 4th speed, the high clutch is engaged at 4th speed, 5th speed and 6th speed, and the LR brake is engaged at 1st speed and reverse speed. , 26 brakes are engaged at 2nd and 6th speeds, and R35 brakes are engaged at 3rd, 5th and reverse speeds.

  The degree of engagement of the friction engagement elements of the automatic transmission 12 is controlled from the release state to the engagement state in accordance with the hydraulic pressure supplied to the friction engagement elements. In neutral control, which will be described later, one frictional engagement element that is engaged at the time of stopping and starting in the traveling range is controlled to a predetermined engagement degree or less, and specifically, controlled to a slip state that is a first engagement degree that does not transmit torque. Is done.

  The brake device 13 is configured to generate a braking force of the vehicle by being supplied with a predetermined brake pressure in accordance with the depression operation of the brake pedal. The brake device 13 also holds the braking force of the vehicle with the brake pedal not depressed when the vehicle is stopped by brake hold control described later.

  The vehicle neutral control device 1 also includes a range sensor 21 that detects the range of the shift lever selected by the driver's operation, an accelerator pedal sensor 22 that detects the amount of depression of the accelerator pedal by the driver, and a brake pedal by the driver. A brake pedal sensor 23 that detects the amount of depression, a vehicle speed sensor 24 that detects the speed of the vehicle, and the like are provided.

  The vehicle neutral control device 1 also includes a control unit 30 that controls the engine 11, the automatic transmission 12, the brake device 13, and the like. The control unit 30 includes a range sensor 21, an accelerator pedal sensor 22, and a brake pedal sensor. 23, the vehicle speed sensor 24, and the like are input.

  Based on these signals, the control unit 30 controls the engine 11, specifically controls the throttle valve and fuel injection valve, etc., controls the automatic transmission 12, specifically supplies the frictional engagement element. Control of hydraulic pressure, etc., control of the brake device 13, specifically control of brake pressure and the like are performed. The control unit 30 includes a microcomputer as a main part.

  The control unit 30 calculates the operation speed of the accelerator pedal depression operation and the depression release operation based on the depression amount of the accelerator pedal detected by the accelerator pedal sensor 22 and also depresses the brake pedal detected by the brake pedal sensor 23. Based on the amount, the operation speed of the brake pedal depressing operation and depressing release operation is calculated.

  In this embodiment, when the operation speed of the brake pedal depressing operation is equal to or greater than the predetermined speed α, the operation speed of the brake pedal depressing operation is high, and the operation speed of the brake pedal depressing operation is the predetermined speed α. The control is performed when the operation speed of the brake pedal depressing release operation is low.

  The control unit 30 operates the low clutch among the LR brake and the low clutch that are engaged at the first speed when the vehicle stops in the forward travel range, specifically when the vehicle stops at the first speed in the forward travel range. While maintaining the engaged state, the hydraulic pressure to be supplied to the LR brake is reduced to make the slip state that has a first engagement degree equal to or less than a predetermined engagement degree, and neutral control is performed to bring the transmission mechanism of the automatic transmission 12 into the neutral state.

  The control unit 30 also performs brake hold control that holds the brake pressure supplied to the brake device 13 while the brake pedal is not depressed when the vehicle is stopped and holds the brake force of the vehicle. The control unit 30 also performs control so as to end the brake hold control and release the braking force of the vehicle by the brake device 13 when the accelerator pedal is depressed.

  The control unit 30 is also brought into the slip state by the neutral control when the brake pedal depressing operation is performed when the operation speed of the brake pedal depressing operation is less than the predetermined speed α after stopping in the travel range. When the hydraulic pressure supplied to the LR brake is maintained and the accelerator pedal is depressed, the brake hold control is ended and the brake force of the vehicle is released by the brake device, and the slip is controlled by the neutral control. Control is performed so that the hydraulic pressure supplied to the LR brake in the state is increased and the LR brake is returned to the engaged state.

  On the other hand, when the operation speed of the brake pedal depressing operation is equal to or higher than the predetermined speed α after stopping in the travel range, the control unit 30 depresses the brake pedal compared to the case where the operation speed is lower than the predetermined speed α. When the release operation is performed, the LR brake that has been brought into the slip state by the neutral control is returned to the engaged state, thereby performing the return promotion control that promotes the return to the engaged state of the LR brake that has been brought into the slip state by the neutral control.

  The control unit 30 also has a period from a brake pedal depressing operation to an accelerator pedal depressing operation of a predetermined period or more when the operation speed of the brake pedal depressing operation is equal to or higher than a predetermined speed α after stopping in the travel range. In some cases, by delaying the start of return to the engaged state of the LR brake by the return acceleration control when the operation speed of the brake pedal depression release operation is equal to or higher than the predetermined speed α after the vehicle stops in the next travel range. Return suppression control is performed that suppresses the return acceleration of the LR brake to the engaged state by the recovery promotion control.

  The control unit 30 also performs the return suppression control when the period from when the brake pedal depressing operation is performed to when the accelerator pedal is depressed is equal to or longer than a predetermined period, the brake pedal depressing operation to the accelerator pedal is performed. The delay period for delaying the start of the return to the engaged state of the LR brake by the return acceleration control is changed in accordance with the period until the stepping-on operation of.

  The control unit 30 also determines that the operation speed of the brake pedal depressing operation after the stop in the next traveling range is the predetermined speed when the operation speed of the brake pedal depressing operation is less than the predetermined speed α after the vehicle stops in the traveling range. When it is equal to or greater than α, return acceleration control is performed to return the LR brake, which has been brought into the slip state by the neutral control when the brake pedal depression operation is performed, to the engaged state.

  FIG. 2 is a time chart for explaining the first control when the vehicle according to the embodiment of the present invention is stopped. In FIG. 2, the LR brake is shown as a start engagement predetermined friction engagement element, and when the operation speed of the brake pedal depressing operation is less than the predetermined speed α, the brake pedal is depressed (ON state) to the non-depressed state (OFF state). ) Is schematically shown in an inclined manner.

  As shown in FIG. 2, the control unit 30 operates when the brake pedal is depressed while the accelerator pedal is not depressed during traveling in the forward traveling range, and the vehicle speed becomes zero at time t11 and the vehicle stops in the forward traveling range. Then, the neutral pressure control is performed in which the hydraulic pressure supplied to the LR brake is lowered to change from the engaged state to the slip state so that the transmission mechanism of the automatic transmission 12 is in the neutral state.

  Next, when the brake pedal depressing operation is performed at time t12, the brake hold control for maintaining the brake force of the vehicle by holding the brake pressure supplied to the brake device 13 when the brake pedal is not depressed when the vehicle is stopped is performed. .

  Also, when the brake pedal depressing operation is performed at time t12 and the operation speed of the brake pedal depressing operation is less than a predetermined speed α, the hydraulic pressure supplied to the LR brake that has been brought into the slip state by the neutral control Control to maintain.

  After that, when the accelerator pedal depressing operation is performed at time t13 and the vehicle is started, the brake hold control is ended, the brake pressure supplied to the brake device 13 is discharged, and the brake force by the brake device 13 is released. At the same time, the hydraulic pressure supplied to the LR brake brought into the slip state by the neutral control is increased to control the LR brake to return to the engaged state. At time t14, when the supply of hydraulic pressure to the LR brake is completed and the LR brake is engaged, the vehicle starts.

  In the first control, since the operation speed of the brake pedal depressing operation is less than the predetermined speed α and the operation speed of the brake pedal depressing operation is small after the vehicle stops in the travel range, the driver intends to start immediately. It is controlled as if not familiar with brake hold control.

  FIG. 3 is a time chart for explaining the second control when the vehicle according to the embodiment of the present invention is stopped. FIG. 3 and FIG. 4 to be described later show a case where the operation speed of the brake pedal depression release operation is equal to or higher than a predetermined speed α.

  As shown in FIG. 3, the control unit 30 reduces the hydraulic pressure supplied to the LR brake from the engaged state to the slipped state when stopping in the forward travel range at time t21, as in the first control. Neutral control is performed to bring the speed change mechanism of the automatic transmission 12 into the neutral state.

  Next, when the brake pedal depressing operation is performed at time t22, the brake hold control is performed to maintain the brake force of the vehicle by holding the brake pressure supplied to the brake device 13 when the brake pedal is not depressed when the vehicle is stopped. .

  If the operation speed of the brake pedal depression release operation is equal to or higher than the predetermined speed α when the brake pedal depression release operation is performed at time t22, the operation speed of the brake pedal depression release operation is less than the predetermined speed α. Compared to the case, return promotion control is performed to promote the return of the LR brake, which has been made slip by neutral control, to the engaged state. The control unit 30 ends the neutral control when the brake pedal depression release operation is performed, and increases the hydraulic pressure supplied to the LR brake that has been brought into the slip state by the neutral control so as to return the LR brake to the engaged state. To control.

  After that, when the accelerator pedal is depressed at time t23 to start the vehicle, the brake hold control is finished and the braking force by the brake device 13 is released. At this time, since the LR brake that has been brought into the slip state by the neutral control is returned to the engaged state, the vehicle can be started with good responsiveness when the accelerator pedal is depressed.

  In the second control, since the operating speed of the brake pedal depressing operation is equal to or higher than the predetermined speed α and the operating speed of the brake pedal depressing operation is high after the vehicle stops in the travel range, the driver intends to start immediately. Control as there is.

  In the second control, neutral control is performed when the vehicle is stopped in the travel range by predicting the start operation from the operation speed of the brake pedal depression release operation and promoting the return to the engaged state of the LR brake that is engaged at the start. When the brake hold control is also performed in the vehicle that performs the above, it is possible to suppress the deterioration of the startability while maintaining the fuel efficiency improvement effect by the neutral control as much as possible without increasing the cost.

  FIG. 4 is a time chart for explaining the third control when the vehicle according to the embodiment of the present invention is stopped. When the period T2 from the brake pedal depressing operation to the accelerator pedal depressing operation is equal to or longer than a predetermined period when the second control is performed, the control unit 30 performs the next forward operation as shown in FIG. When the vehicle stops in the travel range, at time t31, the hydraulic pressure supplied to the LR brake is reduced to change from the engaged state to the slip state, and neutral control is performed to bring the transmission mechanism of the automatic transmission 12 into the neutral state.

  Next, when the brake pedal depressing operation is performed at time t32, the brake hold control is performed to hold the brake pressure of the vehicle by holding the brake pressure supplied to the brake device 13 with the brake pedal not depressed when the vehicle is stopped. .

  If the operation speed of the brake pedal depression release operation is equal to or higher than the predetermined speed α when the brake pedal depression release operation is performed at time t32, the operation speed of the brake pedal depression release operation is less than the predetermined speed α. Compared to the case, return promotion control is performed to promote the return of the LR brake, which has been made slip by neutral control, to the engaged state.

  The control unit 30 also performs braking after stopping in the next travel range when the period T2 from the brake pedal depressing operation to the accelerator pedal depressing operation is equal to or longer than a predetermined period when the second control is performed. When the operation speed of the pedal depressing release operation is equal to or higher than the predetermined speed α, the return suppression control for suppressing the return acceleration to the engaged state of the LR brake by the return acceleration control is performed.

  The control unit 30 terminates the neutral control, delays the start of the return to return the LR brake to the engaged state by increasing the hydraulic pressure supplied to the LR brake that has been brought into the slip state by the neutral control, and depresses the brake pedal. The delay period T3 for delaying the start of the return to the engaged state of the LR brake by the return acceleration control is changed according to the period T2 from when the accelerator pedal is depressed to when the accelerator pedal is depressed.

  FIG. 5 is a graph showing a relationship between a period from a brake pedal depressing operation to an accelerator pedal depressing operation and a delay period for delaying the start of return to the engaged state of the LR brake. The control unit 30 is preset with a relationship between a period T2 from the brake pedal depressing operation to the accelerator pedal depressing operation shown in FIG. 5 and a delay period T3 for delaying the start of the return to the engaged state of the LR brake. Is remembered.

  The delay period T3 for delaying the start of the return to the engaged state of the LR brake is set to be zero until the predetermined period Ts. When the delay period T3 is equal to or longer than the predetermined period Ts, the accelerator pedal is depressed from the brake pedal depressing operation. It is set to become longer as the period T2 until the operation becomes longer. As the predetermined period Ts, for example, a predetermined period such as 30 seconds is set.

  Then, at time t33 when a delay period T3 for delaying the start of return to the engaged state of the LR brake has elapsed from time t32 at which the brake pedal depressing operation has been performed, the neutral control is terminated and the neutral control is brought into the slip state. The hydraulic pressure supplied to the LR brake is increased to control the LR brake to return to the engaged state.

  After that, when the accelerator pedal is depressed at time t34 to start the vehicle, the brake hold control is terminated and the braking force by the brake device 13 is released. At this time, since the LR brake that has been brought into the slip state by the neutral control is returned to the engaged state, the vehicle can be started with good responsiveness when the accelerator pedal is depressed.

  In the third control, the period T2 from the brake pedal depressing operation to the accelerator pedal depressing operation is equal to or longer than the predetermined period Ts when the neutral control is terminated when the brake pedal depressing operation is performed. When the operation speed of the brake pedal depressing release operation is equal to or higher than the predetermined speed α after stopping in the next travel range, the return suppression control is performed in the same manner. When the period from the pedal depressing operation to the accelerator pedal depressing operation is equal to or longer than the predetermined period Ts, and when the operation speed of the brake pedal depressing operation is equal to or higher than the predetermined speed α after stopping in the next travel range Performs return suppression control.

  In the third control, after the vehicle stops in the travel range, the operation speed of the brake pedal depressing operation is equal to or higher than the predetermined speed α and the period until the accelerator pedal is depressed is equal to or longer than the predetermined period Ts. Since the operating speed of the pedal depressing release operation is high and there is no start operation immediately after that, the driver does not intend to start immediately, but controls the driver as accustomed to brake hold control.

  In the third control, a driver who does not intend to start immediately but is accustomed to brake hold control has a high operation speed of the brake pedal depressing operation, and immediately after that, it is considered not to perform the starting operation. When the operating speed of the brake pedal depressing operation after the next time is equal to or higher than the predetermined speed α, there is no intention of immediate start by suppressing the return acceleration to the engaged state of the LR brake by the return acceleration control, but the brake hold When the accelerator pedal is depressed after the brake pedal depressing operation by a driver accustomed to the control, the deterioration of the startability can be suppressed while the deterioration of the fuel consumption is suppressed.

  In addition, the return suppression control is performed by changing a delay period that delays the start of the return to the engaged state of the LR brake by the return acceleration control according to the period from the brake pedal depression release operation to the accelerator pedal depression operation. The delay period that delays the start of the return to the engaged state of the LR brake by predicting the start operation from the period from the brake pedal depressing operation to the accelerator pedal depressing operation can be adjusted. Sexual deterioration can be more effectively suppressed.

  In the present embodiment, when the operation speed of the brake pedal depressing operation is equal to or higher than the predetermined speed α and the period T2 until the accelerator pedal depressing operation is equal to or longer than the predetermined period Ts, after the vehicle stops in the next travel range. When the operation speed of the brake pedal depression release operation is equal to or higher than the predetermined speed α, the start of return to the engaged state of the LR brake by the return acceleration control is delayed, but after the stop in the next driving range, When the operating speed of the depressing release operation is equal to or higher than the predetermined speed α, the start of the brake pedal depressing operation after the stop in the driving range in the next and subsequent times, such as delaying the start of returning to the engaged state of the LR brake by the return acceleration control When the operation speed is equal to or higher than the predetermined speed α, the start of the return to the engaged state of the LR brake by the return promotion control is delayed. Bets are possible.

  Next, the fourth control when the vehicle according to the embodiment of the present invention is stopped will be described. As shown in FIG. 2, the control unit 30 performs the first control when the operation speed of the brake pedal depression release operation is less than the predetermined speed α after the vehicle stops in the travel range. When the operation speed of the brake pedal depression operation is equal to or higher than the predetermined speed α after the vehicle stops, the LR brake that has been brought into the slip state by the neutral control when the brake pedal depression operation is performed as shown in FIG. Perform return promotion control to return to the engaged state.

  In the fourth control, when the operation speed of the brake pedal depressing operation is less than the predetermined speed α after the vehicle stops in the travel range, the operation speed of the brake pedal depressing operation after the stop in the next travel range is the predetermined speed. Since it is α or more, the control is performed assuming that the driver who is not used to the brake hold control intends to start immediately.

  In the present embodiment, the neutral control is performed by setting the LR brake as the predetermined friction engagement element that is engaged at the time of stopping and starting in the traveling range to the slip state. However, the neutral control is performed by setting the low clutch to the slip state. It may be. Further, instead of the slip state, it is possible to perform the neutral control in a release state that is not more than a predetermined fastening degree that does not transmit torque.

  As described above, in the vehicle neutral control device according to the present embodiment, when the vehicle is stopped in the travel range, the predetermined frictional engagement element that is engaged at the time of stopping and starting is set to a predetermined engagement degree or less to bring the transmission mechanism into the neutral state. In addition to neutral control, brake hold control is performed to hold the braking force when the vehicle is stopped and the brake pedal is not depressed.

  When the operation speed of the brake pedal depression release operation is equal to or higher than the predetermined speed α, the predetermined frictional engagement element that has been reduced to the predetermined engagement degree or less by the neutral control is compared with the case where the operation speed is lower than the predetermined speed α. Performs return promotion control that promotes return to the engaged state.

  As a result, a driver who intends to start immediately is considered to have a high operation speed of the brake pedal depressing operation. Therefore, when the operation speed of the brake pedal depressing operation is equal to or higher than the predetermined speed α, the neutral control is performed. By accelerating the return to the engaged state of the predetermined frictional engagement element that is engaged at the time of starting less than the degree of engagement, the accelerator pedal is depressed after the brake pedal is released by the driver who intends to start immediately. A good start response can be obtained.

  Brake in vehicles that perform neutral control when stopping in the driving range by predicting the start operation from the operation speed of the brake pedal depression release operation and promoting the return to the engagement state of the predetermined friction engagement element that is engaged at the start When hold control is also performed, deterioration of startability can be suppressed while maintaining the effect of improving fuel efficiency by neutral control as much as possible without increasing costs.

  In addition, when the operation speed of the brake pedal depressing operation is equal to or higher than the predetermined speed α after stopping in the travel range, if the period until the accelerator pedal depressing operation is equal to or longer than the predetermined period, When the operation speed of the brake pedal depression release operation after the stop is equal to or higher than the predetermined speed α, the return suppression control is performed to suppress the return acceleration of the predetermined frictional engagement element by the recovery promotion control.

  As a result, it is considered that a driver who does not intend to start immediately but is accustomed to brake hold control has a high operation speed of the brake pedal depressing operation and does not perform a starting operation immediately thereafter. When the operating speed of the pedal depressing release operation is equal to or higher than the predetermined speed α, by suppressing the return acceleration of the predetermined friction engagement element to the engagement state by the recovery promotion control, there is no intention of immediate start, but the brake hold control is performed. When an accelerator pedal is depressed after a brake pedal depression release operation by a familiar driver, it is possible to suppress deterioration in startability while suppressing deterioration in fuel consumption.

  In addition, the return suppression control changes a delay period that delays the start of the return to the engagement state of the predetermined friction engagement element by the return acceleration control according to the period from the depression release operation of the brake pedal to the depression operation of the accelerator pedal. Therefore, it is possible to adjust the delay period for predicting the start operation from the period from the brake pedal depressing operation to the accelerator pedal depressing operation and delaying the start of the return of the predetermined friction engagement element to the engagement state. It is possible to more effectively suppress the deterioration of the vehicle and the deterioration of the startability.

  The return acceleration control is performed when the operation speed of the brake pedal depressing operation is less than the predetermined speed α, and when the operation speed of the next brake pedal depressing operation is equal to or higher than the predetermined speed α, When the release operation is performed, the predetermined frictional engagement element that has been made below the predetermined engagement degree by the neutral control is returned to the engagement state.

  As a result, a driver who is not used to brake hold control has a low operation speed of the brake pedal depressing operation, and a driver who intends to start immediately is considered to have a high operation speed of the brake pedal depressing operation. When the operation speed of the brake pedal depressing operation is less than the predetermined speed α, if the operation speed of the next brake pedal depressing operation is equal to or higher than the predetermined speed α, the predetermined frictional engagement element is immediately returned to the engaged state. This makes it possible to obtain a good start response when the accelerator pedal is depressed after the brake pedal depressing operation by a driver who is not familiar with brake hold control but intends to start immediately. it can.

  In this embodiment, control is performed based on whether or not the operation speed of the brake pedal depressing operation is equal to or higher than a predetermined constant speed α, but from the vehicle stop to the brake pedal depressing operation. Since the start operation is considered to be performed immediately after the brake pedal depressing operation is performed as the period becomes longer, the period from the vehicle stop to the brake pedal depressing operation is, for example, a predetermined period such as 30 seconds. It is also possible to correct the preset predetermined speed α to be small when exceeding.

  In the present embodiment, the automatic transmission provided in the neutral control device of the vehicle includes a torque converter and a transmission mechanism, but the present invention is also applied to a case where an automatic transmission that does not include a torque converter is used. The present invention can also be applied to a case where a continuously variable transmission or a dual clutch transmission (DCT) is used instead of the automatic transmission.

  The present invention is not limited to the illustrated embodiments, and various improvements and design changes can be made without departing from the scope of the present invention.

  As described above, according to the present invention, when the brake hold control is also performed in the vehicle that performs the neutral control when the vehicle stops in the travel range, the effect of improving the fuel consumption by the neutral control is maintained as much as possible without increasing the cost. Since it becomes possible to suppress the deterioration of the startability, there is a possibility of being suitably used in the field of manufacturing this type of vehicle.

1 Vehicle Neutral Control Device 11 Engine 12 Automatic Transmission 13 Brake Device 21 Range Sensor 22 Accelerator Pedal Sensor 23 Brake Pedal Sensor 24 Vehicle Speed Sensor 30 Control Unit

Claims (5)

An automatic transmission having a transmission mechanism provided with a predetermined friction engagement element that is engaged when the vehicle is stopped and started in the travel range, and the transmission mechanism that reduces the predetermined friction engagement element to a predetermined engagement degree or less when the vehicle is stopped in the travel range. A neutral control device for a vehicle, comprising neutral control means for setting the vehicle in a neutral state, and brake hold control means for holding brake force when the brake pedal is not depressed when the vehicle is stopped,
When the operation speed of the brake pedal depression release operation is equal to or higher than a predetermined speed after the vehicle stops in the travel range, the neutral control means reduces the predetermined engagement degree to less than or equal to that when the operation speed is lower than the predetermined speed. A return acceleration control means for accelerating the return of the predetermined frictional engagement element to the engagement state;
A neutral control device for a vehicle. When the operating speed of the brake pedal depressing operation is equal to or higher than a predetermined speed after stopping in the travel range, the period from when the brake pedal depressing operation is performed to when the accelerator pedal is depressed is longer than the predetermined period. In some cases, when the operation speed of the brake pedal depressing release operation is equal to or higher than a predetermined speed after stopping in the travel range after the next time, the return acceleration control means promotes the return to the engagement state of the predetermined friction engagement element. A return suppression control means for suppressing
The vehicle neutral control device according to claim 1. The return suppression control means delays the start of return of the predetermined frictional engagement element to the engaged state by the return promotion control means;
The neutral control device for a vehicle according to claim 2. The return suppression control unit is configured to perform the operation of depressing the brake pedal and then depressing the accelerator pedal when the operation speed of the brake pedal depressing operation is equal to or higher than a predetermined speed after stopping in the travel range. When the predetermined frictional engagement element is engaged by the return acceleration control means according to a period from when the brake pedal depression operation is performed to when the accelerator pedal depression operation is performed. Change the delay period to delay the start of the return to state,
The neutral control device for a vehicle according to claim 3. When the operation speed of the brake pedal depressing operation is less than a predetermined speed after the vehicle stops in the travel range, the return promotion control means determines the operation speed of the brake pedal depressing operation after the next stop of the travel range. When the speed is equal to or higher than a predetermined speed, when the brake pedal depression release operation is performed, the predetermined friction engagement element that has been reduced to the predetermined engagement degree or less by the neutral control means is returned to the engagement state.
The vehicle neutral control device according to claim 1.

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