JP3663962B2 - Control device for restarting vehicle engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention includes a clutch that is engaged when power is transmitted from the engine to the drive wheel, and automatically stops the engine when a predetermined stop condition is satisfied even if the shift position is the drive position. The present invention relates to a control device for restarting an engine of a vehicle that restarts the engine that has been automatically stopped when the restart condition is satisfied.
[0002]
[Prior art]
Conventionally, a vehicle has been proposed that is configured to automatically stop the engine when a predetermined stop condition is satisfied while traveling and to save fuel, reduce exhaust emission, or reduce noise. It has already been put into practical use (for example, JP-A-8-14076 and JP-A-9-2222035).
[0003]
Specifically, the engine is automatically stopped when it is detected that predetermined stop conditions such as vehicle speed zero, accelerator off, brake on, and the like are satisfied.
[0004]
In this case, even if the shift lever is in the drive position, such as “D (drive)” in the forward travel position or “R (reverse)” in the reverse travel position, the engine is automatically activated if the predetermined condition is satisfied. The vehicle is not automatically stopped at the drive position when it is stopped, and is automatically stopped only when the shift position is set to a non-drive position such as “N (neutral)” or “P (parking)” by the driver's intention. Things are known.
[0005]
Further, when a condition for restarting the engine is satisfied, for example, when the driver indicates an intention to travel such as depressing the accelerator pedal (accelerator on), the engine is restarted immediately. The engine is also restarted when the driver does not express his intention to travel, such as when the battery charge capacity is insufficient.
[0006]
This is for preventing the battery from running out and preventing the engine from being restarted.
[0007]
When the engine is restarted while the shift position is at the drive position, the oil pressure pump for the automatic transmission is driven at the same time to generate an operating pressure and to transmit power from the engine to the drive wheels. A technique is disclosed in which a clutch can be started immediately by engaging a clutch to be engaged (so-called forward clutch).
[0008]
[Problems to be solved by the invention]
In this way, the conditions for restarting the engine include, for example, when the driver is “willing to start”, such as when the accelerator is on, and when the battery charge is insufficient. May not always have the intention to start. For example, when the engine is restarted when a restart condition is established when the driver does not intend to start, such as when the battery charge is insufficient or when the compressor of the air conditioner is activated because the room temperature has risen It is not always necessary to prepare the starting position. In other words, in this case, if the forward clutch is engaged, there is a possibility of giving the driver unpleasant feeling such as shock or vibration at the time of engagement.
[0009]
The present invention has been made in view of such a conventional problem, and is capable of preventing the driver from feeling uncomfortable, such as shock or vibration at the time of engagement, at the time of restart. It is an object of the present invention to provide a time control device.
[0010]
[Means for Solving the Problems]
  The invention according to claim 1 is a clutch that is engaged when power is transmitted from the engine to the drive wheels.And a brake that operates by hydraulic pressure to maintain the vehicle in a stopped state.Even if the shift position is the drive position, the engine is automatically stopped when a predetermined stop condition is satisfied, and the engine of the vehicle is restarted when the predetermined restart condition is satisfied. In the control device at the time of starting, the engine that has been automatically stopped is restarted with the clutch released even if the shift position is the drive position.Means for holding the brake hydraulic pressure so as to maintain the vehicle in a stopped state when the clutch is released with the automatic stop, and the clutch is engaged by restarting the engine. Means for releasing the brake hydraulic pressure hold after being applied.Thus, the above problem is solved.
[0011]
  By doing so, since the clutch is not engaged even when the engine is restarted, it is possible to prevent the driver from being shocked or vibrated at the time of engagement.. In addition, the brake can be applied in a state where the clutch is not engaged.
[0012]
In the first aspect of the present invention, there is no particular limitation on how long the clutch is to be released, and various selections can be made by setting. For example, some time after the engine startsThe process betweenThe clutch engagement may be started by the progress of the time. Further, a configuration as in claim 2 may be adopted.
[0013]
The invention according to claim 2 further comprises means for detecting an accelerator-on signal as the driver's intention to start in claim 1, and the release of the predetermined clutch is continued until the accelerator-on signal is detected. By doing so, the above-described problems are similarly solved.
[0014]
The present invention shows a specific example of how long the clutch is kept released in the invention of claim 1.
[0015]
In the present invention, it is determined whether or not the driver intends to start. When the driver's intention to start is confirmed, the vehicle can be started by quickly engaging the clutch.To be readyTo do. The driver's intention to start can be confirmed by, for example, accelerator on, brake off, side brake off, or the like. In this configuration, since the clutch is not engaged until the intention to start is confirmed, for example, when restarting in relation to the operation of the battery or the air conditioner, the automatic stop is started again when the purpose is achieved. CanMessengerUsability can be improved.
[0016]
According to a third aspect of the present invention, in the first aspect, the engine restart condition is classified into a condition capable of confirming a start intention and a condition other than that, and it is confirmed that the engine restart has a start intention. When implemented based on conditions that can be performed, the above problem is similarly solved by stopping the control for restarting the engine with the clutch released.
[0017]
This invention describes the limitation of the execution condition of the control for restarting the engine with the clutch disengaged. Here, “when the driver intends to start” may be considered in the same manner as in claim 2.
[0018]
This means that if the intention to start, such as turning on the accelerator, is confirmed while the engine is automatically stopped, it is not necessary to release the predetermined clutch according to claim 1 described above, and it can be immediately brought to the start state. It is for doing so.
[0019]
According to this invention, when it can be confirmed that the driver does not intend to start, the engine is restarted with the clutch for transmitting power between the engine and the drive wheels released.,carBoth can be prevented from moving. On the other hand, when it is confirmed that there is an intention to start, the vehicle can start smoothly.
[0020]
According to a fourth aspect of the present invention, in the first aspect, when supplying the hydraulic pressure for engaging the clutch, the means for executing the rapid pressure increasing control for rapidly supplying the oil at the start of the supply of the hydraulic pressure. When the engagement of the clutch is performed under a situation where it can be estimated that the driver has an intention to start, the engagement of the clutch is performed in conjunction with the rapid pressure increase control. It solves the problem.
[0021]
  Thus, when the clutch is engaged in a state where the driver's intention to start is confirmed, the predetermined clutch engagement can be realized earlier by executing the rapid pressure increase control, and the response of the start It is possible to engage smoothly while ensuring sufficient properties.
  Furthermore, the invention described in claim 5In claim 1, the means for confirming the driver's intention to start, and when the engine is restarted when the driver's intention to start is confirmed, the engine speed is set to a predetermined predetermined speed. When the supply of hydraulic pressure for engaging the clutch is started, rapid pressure increase control for rapidly supplying oil is executed, and when the driver's intention to start is confirmed, the engine has already been restarted. And means for immediately executing the rapid pressure increase control. Therefore, oil supply control with small variation (stable) can be realized, and the clutch can be quickly engaged if the engine has already been restarted.
[0022]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0023]
In this embodiment,The engine is automatically stopped when a predetermined stop condition is satisfied, and the automatically stopped engine is restarted when a predetermined restart condition is satisfied. A forward clutch is engaged to transmit power from the engine to the drive wheels.
[0024]
In the present embodiment, the engine is automatically stopped if a predetermined engine automatic stop condition is satisfied even when the shift position is the “D (forward running)” position or the “R (reverse running)” position of the drive position. Like to do.
[0025]
The present invention can also be applied to a system that automatically stops the engine both in the non-driving position such as “N (neutral)” and “P (parking)” and in the driving position.
[0026]
In FIG. 2, 1 is an engine mounted on a vehicle, and 2 is an automatic transmission. A motor generator 3 that functions as a motor for restarting the engine 1 and a generator is coupled to the engine 1 via a clutch 26, a chain 27, and a speed reduction mechanism R. Yes. An engine starter may be provided separately from the motor generator 3, and the starter and the motor generator 3 may be used together when starting the engine, or the starter may be used exclusively at extremely low temperatures.
[0027]
The speed reduction mechanism R is a planetary gear type, includes a sun gear 33, a carrier 34, and a ring gear 35, and is incorporated between the motor generator 3 and the clutch 28 via the brake 31 and the one-way clutch 32.
[0028]
The oil pump 19 for the automatic transmission 2 is connected to the crankshaft 1 a of the engine 1 through clutches 26 and 28. In the automatic transmission 2, a known forward clutch C1 that is engaged during forward travel is provided.
[0029]
Reference numeral 4 denotes an inverter electrically connected to the motor generator 3. This inverter 4 changes the rotation speed of the motor generator 3 by changing the supply of electric energy from the battery 5 as a power source to the motor generator 3 by switching. Further, switching is performed so that electric energy is charged from the motor generator 3 to the battery 5.
[0030]
Reference numeral 7 denotes a controller for performing intermittent control of the clutches 26, 28, switching control of the inverter 4, control of an air conditioner (such as an auxiliary machine) 41, and the like. The ECU 80 receives a signal of the switch 40 and a signal of the shift lever 44 in the automatic stop traveling mode (eco-run mode). The arrow lines in the figure indicate each signal line. The controller 7 is linked to an ECU (electronic control unit) 80 that controls the engine, the automatic transmission, and the like.
[0031]
Next, a specific example of the automatic transmission system in the automatic transmission 2 will be described. FIG. 3 is a skeleton diagram of the automatic transmission 2.
[0032]
The automatic transmission 2 includes a torque converter 111, a sub transmission unit 112, and a main transmission unit 113.
[0033]
The torque converter 111 includes a lockup clutch 124. The lockup clutch 124 is provided between a front cover 127 integrated with the pump impeller 126 and a member (hub) 129 to which the turbine runner 128 is integrally attached.
[0034]
The crankshaft 1 a of the engine 1 is connected to the front cover 127. The input shaft 130 connected to the turbine runner 128 is connected to the carrier 132 of the overdrive planetary gear mechanism 131 constituting the auxiliary transmission unit 112.
[0035]
Between the carrier 132 and the sun gear 133 in the planetary gear mechanism 131, a clutch C0 and a one-way clutch F0 are provided. The one-way clutch F0 is engaged when the sun gear 133 rotates forward relative to the carrier 132 (rotation in the rotation direction of the input shaft 130).
[0036]
On the other hand, a brake B0 that selectively stops the rotation of the sun gear 133 is provided. Further, a ring gear 134 that is an output element of the auxiliary transmission unit 112 is connected to an intermediate shaft 135 that is an input element of the main transmission unit 113.
[0037]
In the state where the clutch C0 or the one-way clutch F0 is engaged, the sub-transmission unit 112 rotates as a whole with the planetary gear mechanism 131, so that the intermediate shaft 135 rotates at the same speed as the input shaft 130. Further, in a state where the brake B0 is engaged and the rotation of the sun gear 133 is stopped, the ring gear 134 is accelerated with respect to the input shaft 130 and rotates forward. That is, the sub-transmission unit 112 can set the two-stage switching between high and low.
[0038]
The main transmission 113 includes three sets of planetary gear mechanisms 140, 150, and 160, and these gear mechanisms 140, 150, and 160 are connected as follows.
[0039]
That is, the sun gear 141 of the first planetary gear mechanism 140 and the sun gear 151 of the second planetary gear mechanism 150 are integrally connected to each other, and the ring gear 143 of the first planetary gear mechanism 140 and the carrier 152 of the second planetary gear mechanism 150 Three members of the third planetary gear mechanism 160 and the carrier 162 are connected. Further, the output shaft 170 is coupled to the carrier 162 of the third planetary gear mechanism 160. Further, the ring gear 153 of the second planetary gear mechanism 150 is connected to the sun gear 161 of the third planetary gear mechanism 160.
[0040]
In the gear train of the main transmission unit 113, one reverse speed and four forward speeds can be set, and clutches and brakes for that purpose are provided as follows.
[0041]
That is, the forward clutch C1 is provided between the ring gear 153 of the second planetary gear mechanism 150 and the sun gear 161 of the third planetary gear mechanism 160 and the intermediate rod 135, and the sun gear 141 and the second planetary gear of the first planetary gear mechanism 140 are provided. A clutch C2 is provided between the sun gear 151 of the gear mechanism 150 and the intermediate shaft 135 to be engaged in the reverse gear.
[0042]
A brake B1 for stopping the rotation of the sun gears 141 and 151 of the first planetary gear mechanism 140 and the second planetary gear mechanism 150 is disposed. A one-way clutch F1 and a brake B2 are arranged in series between the sun gears 141 and 151 and the casing 171. The one-way clutch F1 is engaged when the sun gears 141 and 151 are about to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the input shaft 135).
[0043]
A brake B <b> 3 is provided between the carrier 142 of the first planetary gear mechanism 140 and the casing 171. A brake B4 and a one-way clutch F2 are arranged in parallel between the casing 171 as elements for stopping the rotation of the ring gear 163 of the third planetary gear mechanism 160. The one-way clutch F2 is engaged when the ring gear 163 attempts to rotate backward.
[0044]
In the automatic transmission 2 described above, it is eventually possible to perform a shift of one reverse speed and five forward speeds.
[0045]
FIG. 4 shows an engagement operation table of each clutch and brake (friction engagement device) for setting these shift speeds. In FIG. 4, ◯ indicates an engaged state, ◎ indicates an engaged state only when the engine brake should be secured, Δ indicates that it is engaged but is not related to power transmission, and a blank indicates a released state.
[0046]
FIG. 5 shows an arrangement of shift positions switched by the shift lever 44. “P (Parking)”, “R (Reverse)”, “N (Neutral)”, “D (Drive)” are arranged in order from the top (front side), and the manual “4” is on the right of “D”. The manuals “3”, “2”, and “L (low)” are arranged in that order from the bottom (front side). When the shift lever is moved to “4”, “3”, “2” in the manual, the automatic transmission is fixed to the fourth speed (4th), third speed (3rd), and second speed (2nd).
[0047]
Normally, when the shift position of the automatic transmission is in the “D” state, it automatically starts from “1st”. In addition, it is possible to start from 2nd, 3rd, and 4th of the manual (although startability deteriorates).
[0048]
Returning to FIG. 3, the solenoid valves S1, S2, S3, S4, SLN, SLT, SLU in the hydraulic control device 75 are used for ECU (electronic control) to engage or disengage each clutch and brake (friction engagement device). The device is executed by being driven and controlled based on a command from 80.
[0049]
Here, S1, S2, and S3 are shift solenoid valves, S4 is an engine brake operation solenoid valve, SLN is an accumulator back pressure control solenoid valve, SLT is a line pressure control solenoid valve, and SLU is a lockup solenoid. Indicates a valve.
[0050]
The ECU 80 is linked to the controller 7 for the motor generator 3 described above, and receives signals from various sensor groups 90 to control solenoid valves and the like, and engages each clutch and brake (friction engagement device). Alternatively, it can be released.
[0051]
Next, a configuration for engaging the forward clutch C1 in the automatic transmission 2 will be described. FIG. 6 is a hydraulic circuit diagram showing a main part of a configuration in which the forward clutch C1 is engaged in the hydraulic control device of the automatic transmission.
[0052]
The primary regulator valve 50 is controlled by a line pressure control solenoid 52 and regulates the original pressure generated by the oil pump 19 to the line pressure PL. This line pressure PL is guided to the manual valve 54. The manual valve 54 is mechanically connected to the shift lever 44. Here, when the forward position, for example, the D position, or manual 1st (L), 2nd, etc. is selected, the line pressure PL is set to the forward clutch C1 side. Communicate with.
[0053]
A large orifice 56 and a switching valve 58 are interposed between the manual valve 54 and the forward clutch C1. The switching valve 58 is controlled by a solenoid 60, and selectively guides or shuts off oil that has passed through the large orifice 56 to the forward clutch C1.
[0054]
A check ball 62 and a small orifice 64 are incorporated in parallel so as to bypass the switching valve 58. When the switching valve 58 is shut off by the solenoid 60, the oil that has passed through the large orifice 56 further passes through the small orifice 64. Thus, the forward clutch C1 is reached. The check ball 62 functions so that the drain is smoothly performed when the hydraulic pressure of the forward clutch C1 is drained.
[0055]
An accumulator 70 is disposed in an oil passage 66 between the switching valve 58 and the forward clutch C1 via an orifice 68. The accumulator 70 includes a piston 72 and a spring 74, and functions to maintain a predetermined hydraulic pressure determined by the spring 74 for a while when oil is supplied to the forward clutch C1, and completes engagement of the forward clutch C1. Reduce shocks that occur in the vicinity.
[0056]
Here, reference numeral 55 denotes a release valve that enables the forward clutch C1 to be maintained in a released state. When the release position of the release valve is in the D position, that is, in a state where the line pressure can be generated downstream of the manual valve 44, the forward clutch C1 is released by selectively draining the release valve. maintain. In addition, when this release valve can implement | achieve the same function with a well-known shift valve, it may be combined with it.
[0057]
FIG. 7 shows the input / output relationship of signals to the ECU 80.
[0058]
Various signals shown on the left side of the figure (engine rotational speed NE, engine water temperature, ignition switch state signal, battery charge amount SOC, headlight state signal, defogger ON / OFF signal, air conditioner ON, etc. / OFF signal, vehicle speed, AT oil temperature, shift position signal, side brake ON / OFF signal, torque converter turbine rotation speed sensor signal, catalyst temperature, accelerator position signal, crank position signal, foot brake pedal force sensor Signal). The ECU 80 also has various signals (ignition signal, injection signal, starter signal, signal to the motor generator controller 7, signal to the speed reducer, signal to the AT solenoid, signal to the AT solenoid, to the AT line pressure control solenoid. , A signal to the ABS actuator, a signal to the automatic stop control execution indicator 81, and a signal to the automatic stop control non-execution indicator 82).
[0059]
Next, the operation of this embodiment will be described with reference to FIG.
[0060]
When the engine is started, the electromagnetic clutches 26 and 28 are in a connected state, and the motor generator 3 is driven to start the engine 1 (the starter may be used together or may be used alone, but will not be described here). At this time, when the brake 31 is turned on and the one-way clutch 32 is turned off, the rotation of the motor generator 3 is decelerated and transmitted from the sun gear 33 side of the speed reduction mechanism R to the carrier 34 side. Thereby, even if the capacity of the motor generator 3 and the inverter 4 is reduced, the driving force necessary for cranking the engine 1 can be secured. After the engine 1 is started, the motor generator 3 functions as a generator, and stores electric energy in the battery 5 when the vehicle is braked, for example.
[0061]
When the engine is started, the controller 7 detects the rotation speed of the motor generator 3, and outputs a switching signal to the inverter 4 so that the rotation of the motor generator 3 becomes a torque and a rotation speed necessary for starting the engine 1. For example, if the signal of the air conditioner switch 41 is turned on when the engine is started, a larger torque is required than when the air conditioner is turned off. Therefore, the controller 7 switches the switching signal so that the motor generator 3 can rotate with a large torque and rotational speed. Is output.
[0062]
When a predetermined engine stop condition is satisfied in a state where the eco-run mode signal is on, the controller 7 outputs a signal for cutting off the fuel supply to the engine 1 to automatically stop the engine. The eco-run mode signal is input to the controller 7 when the driver presses the eco-run switch 40 provided in the vehicle interior.
[0063]
In the present embodiment, the engine 1 is stopped when the stop condition of the engine 1 is satisfied.
[0064]
Specifically, the predetermined stop conditions of the engine 1 are “vehicle speed is zero”, “accelerator off”, “brake on”, and “battery charge amount is equal to or greater than a predetermined value”. Performs eco-run (automatic stop) even at the drive position. Further, when these predetermined stop conditions are satisfied and “a predetermined time Tz has elapsed”, the actual condition is established.
[0065]
As described above, the engine 1 is not automatically stopped immediately after the predetermined condition is satisfied, but is performed after the predetermined time Tz has elapsed. In the present embodiment, the shift position is the drive position. This is because a system that automatically stops the engine is employed, so that the automatic stop of the engine 1 is prevented from being frequently performed due to a momentary temporary stop during traveling.
[0066]
FIG. 8 shows the relationship between the hydraulic pressure of the forward clutch C1 after the engine 1 stop command, the engine rotational speed NE, and the brake pressure hold state for braking the wheel.
[0067]
When an engine stop command is issued at time t11, the engine speed NE gradually decreases from time t12 with a slight delay T12.
[0068]
  On the other hand, the drain characteristic of the forward clutch C1 is that the hydraulic pressure is longer after the stop command for the engine 1 is issued at time t11 (even if the rotational speed of the oil pump 19 decreases in the same manner as the engine rotational speed NE). Is maintained for the period T13, and the timet 13 OrTherefore, the characteristics are rapidly reduced.
[0069]
After the engine stop command, the line pressure PL also does not occur, so the hydraulic pressure of the forward clutch C1 is released. In addition, since the hydraulic pump that generates the brake hydraulic pressure is stopped, the brake hydraulic pressure for wheel braking is also released if no treatment is made.
[0070]
Therefore, in the present embodiment, after the engine automatic stop command, the brake pressure is held (confined) in advance at time t12 ′ before the brake hydraulic pressure is released. By doing so, even if the brake is slightly loosened (when it is completely released, it is restarted in this embodiment), the brake can be made effective.
[0071]
When a predetermined restart condition is satisfied, the engine restarts (automatic engine return).
[0072]
As an example of the predetermined restart condition, the stop conditions are “vehicle speed is zero”, “accelerator off”, “brake on”, “battery charge is above a predetermined value”, “appropriate room temperature when air conditioner is operating” It can be adopted when any of the above is not established.
[0073]
The predetermined value of the battery charge amount in this case is that when an electric load (for example, an air conditioner, a radio, etc.) is used during automatic stop control, and the battery charge amount is reduced, the engine is automatically stopped as it is. Since there is a possibility that the battery will run out, it is a value with a margin for restarting the engine to prevent this.
[0074]
In addition, when “accelerator off” is not established, in other words, when “accelerator on” is established.
[0075]
In the present embodiment, since the engine is restarted even when the shift position is the drive position, if an “accelerator on” signal is detected in this state, it can be determined that the driver has an intention to start.
[0076]
In addition to these engine restart conditions, if the air conditioner is operating while the engine is automatically stopped, the room (inside the vehicle) temperature has increased (appropriate room temperature is not established). Including.
[0077]
If the system performs automatic engine stop control only at the non-driving position, the shift position is set so that the engine restarts even when "shift from the non-driving position to the driving position" is detected. Try to add.
[0078]
As for the engine start condition, the driver does not always have to “drive”, such as when the driver “will start”, as when the accelerator on signal is detected, or when the battery charge is insufficient. I have no intention ”.
[0079]
When the driver restarts the engine by indicating the intention to start, such as the accelerator on, it is necessary to take the starting posture as quickly as possible. Therefore, it is necessary to quickly engage the forward clutch C1.
[0080]
In the present embodiment, when supplying the oil to the forward clutch C1, if the driver detects, for example, an accelerator on signal, the clutch C1 is engaged as soon as possible. (Rapid pressure increase control) SithSystem.
[0081]
When the engine 1 stops, the oil pump connected to the engine also stops, so that the oil supplied to the forward clutch C1 of the automatic transmission also escapes from the oil passage and no line pressure is generated. It has been. Therefore, when the engine is restarted, the forward clutch C1 to be engaged during the forward travel is also in a state where the engaged state is released. In other words, after the engine has been automatically stopped, if the oil has been completely removed from the clutch that should be engaged when starting, including the line pressure system, the oil should be engaged as soon as possible. In the initial stage when supplying the oil, the pressure is rapidly increased temporarily for a predetermined time (the oil supply speed is increased). This is called rapid pressure increase control.
[0082]
As described above, the engine is restarted when the driver does not intend to start, such as when the battery charge is insufficient or when the air conditioner compressor is activated due to an increase in the room temperature. There are two types of restarts, such as when you are “on”.
[0083]
In either case, when the engine 1 is restarted, as shown in FIG. 6, the oil pump 19 generally starts rotating and oil is supplied to the primary regulator valve 50 side. The line pressure adjusted by the primary regulator valve 50 is finally supplied to the forward clutch C1 via the manual valve 54.
[0084]
The forward clutch C1 is engaged.When,The brake pedal force at that timeCar if weakBoth move. This does not cause any problems if the driver is willing to start, such as when the accelerator pedal is restarted.However, the driver does not have the same charge as when operating the air conditioner compressor due to insufficient battery charge or an increase in room temperature. If there is no intention to start, it may be troublesome for the driver.
[0085]
Therefore, in this embodiment, the engine restart is basically performed with the forward clutch C1 released.
[0086]
This is achieved by restarting the engine with the release valve 55 of FIG. 6 maintained on the “release” side.
[0087]
By doing so, the engine can be restarted in a state where the power transmission between the engine 1 and the drive wheels is interrupted., ClerkIt is possible to prevent the driver from feeling uncomfortable such as shock or vibration at the time.
[0088]
It should be noted that the forward clutch C1 is released until “accelerator on”, which is a display of the driver's intention to start, is detected.
[0089]
Therefore, when the accelerator-on signal is detected from the beginning (when the restart is executed by the accelerator-on), the forward clutch C1 is immediately engaged so that the vehicle can start immediately (detailed later). ).
[0090]
In other words, in this embodiment, when the engine is restarted based on a condition other than the condition “when an accelerator-on signal is detected”, the forward clutch C1 is released. You can say.
[0091]
In this embodiment, “brake off” is not regarded as a driver's intention to start. However, since “brake-off” has an intermediate property, it may be treated as if it is an intention to start.
[0092]
Next, a case where an accelerator on signal is detected will be described.
[0093]
There are two types of accelerator-on signals: a case where the accelerator-on signal is detected after the engine is restarted and a case where the accelerator-on signal is detected while the engine is automatically stopped. In either case, the operation is basically the same.
[0094]
In the present embodiment, when the accelerator on signal is detected, it is assumed that the driver intends to start, and the rapid pressure increase control described above is performed in order to engage the forward clutch C1 as quickly as possible.
[0095]
Here, the operation when the rapid pressure increase control is performed will be described with reference to FIG.
[0096]
When the solenoid 60 controls the switching valve 58 to open in response to a command for rapid pressure increase control from the controller 7, the line pressure PL that has passed through the manual valve 54 passes through the large orifice 56 and then continues as it is in the forward clutch. Supplied to C1. Note that the accumulator 70 does not function due to the setting of the spring load of the spring 74 when the rapid pressure increase control is being executed.
[0097]
Eventually, when the solenoid 60 receives the end command of the rapid pressure increase control from the controller 7 and controls the shutoff of the switching valve 58, the line pressure PL that has passed through the large orifice 56 is relatively slowly passed through the small orifice 64 to the forward clutch C1. Supplied (substantially the same route as before). At this stage, since the hydraulic pressure supplied to the forward clutch C1 is considerably increased, the hydraulic pressure in the oil passage 66 connected to the accumulator 70 moves the piston 72 upward in the drawing against the spring 74. As a result, while the piston 72 is moving, the rising speed of the hydraulic pressure supplied to the forward clutch C1 is reduced, and the forward clutch C1 can complete the engagement very smoothly.
[0098]
FIG. 9 shows the hydraulic pressure supply characteristics, the engine speed NE, the rapid pressure increase control timing, and the braking brake pressure hold control characteristics when the forward clutch C1 is restarted when the accelerator is turned on.
[0099]
In the hydraulic pressure supply characteristic of the forward clutch C1 in FIG. 9, the thin line indicates the case where the rapid pressure increase control is not executed, and the broken line indicates the case where it is executed. Further, a portion denoted by Tfast indicates a period (predetermined period) during which the rapid pressure increase control is executed. This period Tfast qualitatively corresponds to a period when a piston (not shown) of the forward clutch C1 packs a so-called clutch pack, and also corresponds to a period until slightly before the engine rotational speed reaches a predetermined idle rotational speed. . This period Tfast is controlled by a timer. Tc and Tc ′ correspond to a period during which the clutch pack of the forward clutch C1 is packed, and Tac and Tac ′ correspond to a period during which the accumulator 70 is functioning.
[0100]
As is clear from the display of FIG. 9, the start timing Ts of the rapid pressure increase control (when restarted by turning on the accelerator) is such that the engine rotational speed (= the rotational speed of the oil pump 19) NE is equal to the predetermined value NE1. It is set when As described above, the reason why the rapid pressure increase control is not started simultaneously with the engine restart command Tcom is that the engine 1 slightly rises from a state where the rotational speed is zero (a state where the engine 1 rises to a value of about NE1). This is because the time T1 until the time may vary greatly depending on the starting conditions.
[0101]
If the rapid pressure-increasing control is started simultaneously with the engine restart command Tcom, the forward clutch C1 is sometimes engaged while the rapid pressure-increasing control is being executed due to the influence of this variation. It may be completed and a large engagement shock may occur. Therefore, avoid immediately after restarting the engine, which has a large variation.Rotation speed NEBy using the time Ts at which the pressure starts to rise slightly as the start timing of the rapid pressure increase control, it is possible to realize oil supply control with a small variation (stable) regardless of the start condition.
[0102]
Note that when the accelerator on is detected and the forward clutch C1 is engaged while the engine has already been restarted, this problem does not occur, so a rapid pressure increase command is issued simultaneously with the detection of the accelerator on. Engagement is complete.
[0103]
In the present embodiment, as described with reference to FIG. 8, after the engine automatic stop command, the brake pressure is temporarily held (closed) to prevent the vehicle from moving (brake) Pressure hold control).
[0104]
In this way, when the engine is restarted when the driver depresses the accelerator or the like and the intention to start is displayed, the brake is released after the rapid pressure increase control is executed.
[0105]
As described above, regarding the implementation of the rapid pressure increase control, it may be performed when the engine 1 has already been restarted or may be performed simultaneously with the engine restart. Since the hydraulic pressure to be supplied to the forward clutch C1 is generated up to the manual valve 54 when it has already been restarted, the execution mode of the rapid pressure increase control (specifically, the effective time Tfast) is executed simultaneously with the restart. It is changed so that it becomes lighter than the case of doing.
[0106]
Finally, a control flow relating to the release control of the forward clutch C1 executed by the controller 7 will be described.
[0107]
In FIG. 1, in step 320, it is determined whether or not the engine 1 is under automatic stop control.
[0108]
If the engine 1 is not under automatic stop control (the engine 1 is in operation), the process returns. In step 320, if the engine 1 is under automatic stop control, the process proceeds to step 330, and it is determined whether or not a restart condition is satisfied. The engine restart condition is as described above.
[0109]
When the engine restart condition is satisfied at step 330, the routine proceeds to step 360, where it is determined whether or not the engine restart condition is based on "accelerator on".
[0110]
  If it is determined in step 360 that the condition is not based on the “accelerator on” condition (no intention to start), the process proceeds to step 370 where the release valve 55 in FIG. 6 is set to the “drain” state, that is, the forward clutch. C1 is kept in a released state. Then, the engine automatically stopped while the forward clutch C1 is released is restarted (step 380). Acceleration on signal is detected after engine restartBe doneUp to this point, in this routine, the routine waits by looping to step 390. However, if the stop condition is satisfied again during this time (without engaging the forward clutch C1), the routine automatically stops (step 385 → 388). ).
[0111]
When the accelerator on signal is detected at step 390, the routine proceeds to step 400 where the release valve 55 described in FIG. 6 is switched to the “engagement side” and the switching valve 58 is opened to perform the rapid pressure increase control. While being executed, hydraulic pressure is supplied to the forward clutch C1 to promptly engage the forward clutch C1.
[0112]
In this way, the vehicle can be quickly brought into the starting system.
[0113]
Since the engine has already been restarted in step 380, the hydraulic pressure supplied to the forward clutch C1 is generated up to the manual valve 54. Therefore, it takes a long time until the hydraulic pressure is completely supplied to the forward clutch C1. Therefore, in order to reduce the engagement shock, the rapid pressure increase control may be implemented as a light execution mode (including suspension). After the engagement of the clutch C1 is completed, the brake pressure hold control is canceled (step 410), and the process returns.
[0114]
If the accelerator on signal is detected in step 360, the engine is restarted (step 420), and in step 430, the forward clutch C1 is engaged by the rapid pressure increase control described above. After the engagement of the clutch C1 is completed, the brake pressure hold control is canceled as described above (step 440), and the process returns.
[0115]
Note that if the restart condition of the engine 1 is not satisfied in step 330, the engine automatic stop control is continued as it is (step 340), and the brake pressure hold control is also continued (step 350) and the process returns. .
[0116]
【The invention's effect】
  According to the present invention, the engine that has been automatically stopped is restarted in a state in which a predetermined clutch is basically disengaged or in a state in which the transmission of power from the engine to the drive wheels is interrupted. Vibration can be prevented from being given to the driver. Further, since the predetermined clutch is not engaged every time the engine is restarted, it is possible to prevent the clutch from being consumed.. Furthermore, the brake can be made effective in a state where the clutch is not engaged.
[Brief description of the drawings]
FIG. 1 is a flowchart showing an example of control contents of an embodiment at the time of engine restart of a vehicle according to the present invention.
FIG. 2 is a system configuration diagram of an engine drive device for a vehicle to which the present invention is applied.
FIG. 3 is a skeleton diagram showing an outline of an automatic transmission of the vehicle.
FIG. 4 is a diagram showing an engagement state for each shift position of each friction engagement device in the automatic transmission.
FIG. 5 is a gate layout diagram of shift positions in the automatic transmission.
FIG. 6 is a hydraulic circuit diagram showing a main part of a hydraulic control device for performing rapid pressure increase control in the control of the embodiment.
FIG. 7 is a diagram illustrating a relationship of input / output signals with respect to an ECU (electronic control unit) according to the embodiment;
FIG. 8 is a diagram showing the relationship between the amount of oil loss and the engine rotation speed and brake pressure hold state in the same embodiment;
FIG. 9 is a diagram showing the oil supply characteristics of the forward clutch along the time axis in the embodiment;
[Explanation of symbols]
1 ... Engine
2 ... Automatic transmission
3. Motor generator
4 ... Inverter
5 ... Battery
7 ... Controller
19 ... Oil pump
40 ... Eco-run SW
44 ... Shift lever
80 ... ECU
81 ... Automatic stop control execution indicator
82 ... Indicator for not executing automatic stop control
MG ... motor generator
R ... Deceleration mechanism

Claims (5)

A clutch that is engaged when performing power transmission from the engine to the drive wheels, operated by a hydraulic and a brake to keep the vehicle in a stopped state, even the shift position is a drive position predetermined stop condition is In the control device at the time of engine restart of the vehicle that automatically stops the engine when satisfied and restarts the engine that has been automatically stopped when a predetermined restart condition is satisfied,
The restart of the engine which the automatic stop, and means that even the shift position is a drive position be performed while releasing said clutch,
Means for holding the hydraulic pressure of the brake so as to maintain the vehicle in a stopped state when the clutch is released along with the automatic stop;
Means for releasing the brake hydraulic pressure hold after the clutch is engaged by restarting the engine;
Controller when the engine restart of the vehicle, characterized that you have a. In claim 1,
In addition, there is a means to confirm the driver's intention to start,
Release of the clutch is continued until the driver's intention to start is confirmed. In claim 1,
When the engine restart condition is classified into a condition for confirming the intention to start and a condition other than that, and the engine is restarted based on a condition for confirming that the engine has an intention to start, the clutch A control device for restarting an engine of a vehicle, wherein the control for restarting the engine is stopped in a state where the engine is released. In claim 2 or 3,
Furthermore, when supplying the hydraulic pressure for engaging the clutch, it comprises means for executing rapid pressure increase control for rapidly supplying oil at the start of supply of hydraulic pressure,
When the engagement of the clutch is performed under a situation where it can be estimated that the driver is willing to start, the engagement of the clutch is performed with the rapid pressure increase control. Control device at start-up.   In claim 1,
  A means of confirming the driver's intention to start;
  When the engine is restarted when the driver's intention to start is confirmed, at the start of supplying hydraulic pressure for engaging the clutch after the engine speed reaches a predetermined speed. Means for executing rapid pressure increase control for rapidly supplying oil, and immediately executing said rapid pressure increase control when the engine has already been restarted when the driver's intention to start is confirmed.
  The control apparatus at the time of the engine restart of the vehicle characterized by further including.

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