JP2003074683A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a vehicle capable of learning control such that the oil pressure according to the feedback control is stored and a low pressure control of a clutch to be conducted at the next time is performed on the basis of the stored oil pressure. SOLUTION: In the case the engine stop conditions are met while the vehicle is at a standstill and also the engine starting conditions other than a start request are met from the condition the engine is stopped (at t4), a low pressure control is made for the oil pressure PC1 of a clutch which connects and disconnects the engine to/from the driving wheels. Then a neutral (N) control is performed to put the oil pressure PC1 into the condition immediately before the clutch is engaged, so-called feedback control, on the basis of the difference between the engine speed Ne and the input shaft revolving speed. When the request for starting is given from the driver (at t8), the oil pressure in feedback control is stored in memory, and the low pressure control at the next time is performed on the basis of this stored oil pressure.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device having an idle stop function, and is particularly suitable for use in a hybrid vehicle having an automatic transmission equipped with a motor (including a generator function). The present invention relates to a control device for operating an engine when the driver does not express his or her intention due to a request such as SOC (remaining battery level) at the time of idle stop.

[0002]

2. Description of the Related Art Conventionally, a so-called idle stop function has been used in order to save fuel, reduce exhaust emission and noise by automatically stopping an engine when a vehicle is stopped while traveling and a predetermined stop condition is satisfied. A number of vehicles having the above have been proposed, and in particular, Japanese Patent Laid-Open No. 2000-2640.
No. 96 discloses that the forward clutch is engaged when the driver does not have the intention to start, such as when the compressor of the air conditioner is operated because the battery charge is insufficient or the indoor temperature rises. There has been proposed a control device for restarting an engine, which prevents a driver from feeling uncomfortable due to shock or vibration caused by the combination.

This is a vehicle equipped with an automatic transmission having a forward clutch, which operates the engine when a predetermined stop condition such as accelerator off or brake on is satisfied even if the shift position is a drive position such as D range. It is configured to automatically stop and restart the automatically stopped engine when a predetermined restart condition such as accelerator on is satisfied, and to perform the restart with the forward clutch disengaged. .

[0004]

When the control device for restarting the engine determines the driver's willingness to start, such as when the accelerator is turned on, the engine rotates due to a request for charging the battery, and the hydraulic pressure of the automatic transmission is increased. Even if the line pressure is directly supplied to the hydraulic servo of the forward clutch due to the rapid pressure increase control, the hydraulic pressure of the hydraulic servo rises from the released state, so that there is a delay in engagement of the forward clutch and the driver is delayed. The switching valve is opened by the rapid pressure increase control command, and the line pressure is rapidly supplied to the hydraulic servo for the forward clutch to raise the hydraulic pressure relatively slowly to move forward. Although the engagement of the clutch is made smooth, this makes control of the timing of the switching valve complicated and complicated.

Therefore, in the present invention, the hydraulic pressure when the frictional engagement element is brought into the state immediately before the engagement by the feedback control is stored, and the low pressure control to be performed next time is learned based on the stored hydraulic pressure. Accordingly, it is an object of the present invention to provide a vehicle control device that solves the above-mentioned problems.

[0006]

According to a first aspect of the present invention, the engine (2) is automatically stopped based on a predetermined stop condition, and the engine (2) is controlled based on a predetermined start condition.
In a vehicle control device for restart control of a vehicle, a frictional engagement element (for example, C1) capable of engaging the power transmission between the output of the engine (2) and the drive wheel and the frictional engagement element (for example, C1). With a hydraulic servo that can freely operate the engagement state of
When the engine (2) is restart-controlled while the vehicle is stopped and the engine (2) is automatically stopped, the hydraulic pressure (P _C1 ) of the hydraulic servo is changed to the above-mentioned value. A low pressure control means (17) for controlling the low pressure so that the frictional engagement element (for example, C1) is in a state immediately before engagement;
Based on the engagement state of the friction engagement element (for example, C1),
The neutral control means (20) for feedback-controlling the hydraulic pressure (P _C1 ) of the hydraulic servo to a state in which the friction engagement element (for example, C1) is just before engagement, and the neutral control means (20) for the feedback control. The stored hydraulic pressure (P _C1m ) is stored, and the low pressure control means (17) performs the low pressure control on the stored hydraulic pressure (P _C1m ).
_C1m ) and learning control means (21) for performing learning control so as to be performed based on _C1m ).

According to a second aspect of the present invention, there is a plurality of friction engagements between the fluid transmission (4) and the input shaft (37) to which the output of the engine (2) is input and the driving wheel. Elements (eg C1, C2, C3, B1, B2, B3, B
4, B5, F1, F2) and a gear transmission means for switching the transmission path, and the plurality of friction engagement elements (for example, C1, C2, C3, B1, B2, B3, B4, B5).
An automatic transmission (10) that shifts the rotation (Ni) of the input shaft (37) and outputs it to the drive wheels by connecting / disconnecting F1 and F2) is provided, and the friction engagement element includes a plurality of friction elements. Engaging elements (eg C1, C2, C3, B1, B2, B
3, B4, B5, F1, F2), and at least the first forward speed is engaged to rotate the input shaft (37) (N
An input clutch (C1) for connecting i).
In the vehicle control device described.

According to a third aspect of the present invention, there is provided engine starting condition judging means (13) for judging a starting condition of the engine (2), and the engine (based on the judgment of the engine starting condition judging means (13)). 2) for starting the engine, and the engine starting condition determining means (13) determines the starting conditions of the engine (2) other than a start request, and operates the low pressure control means. The vehicle control device according to claim 1 or 2.

According to a fourth aspect of the present invention, the engine starting means (14) is the engine starting condition judging means (1).
The vehicle control device according to claim 3, wherein the engine (2) is started a predetermined time (Ta) after the determination of 3).

According to a fifth aspect of the present invention, the hydraulic pressure of the hydraulic servo (P
_C1 ) can be freely supplied, a mechanical oil pump (7), an oil pressure (P _C1 ) of the hydraulic servo can be freely supplied, an automatic stop control of the engine (2), or the engine (2). Electric oil pump control means (1) for driving and controlling the electric oil pump (8) during automatic stop control of the engine (2) based on the restart control of (2).
5), and the hydraulic pressure (P _C1 ) of the hydraulic servo is always supplied by the mechanical oil pump (7) or the electric oil pump (8). It is in the vehicle controller.

According to a sixth aspect of the present invention, the rotational speed difference (ΔN) between the rotational speed (Ne) of the engine (2) and the rotational speed (Ni) of the input shaft (37) is detected. A detection means (18) is provided, and the neutral control means (2
0) detects the engagement state of the friction engagement element (for example, C1) based on the detection result of the rotational speed difference detection means (18), and performs the feedback control. In the vehicle control device described above.

In the present invention according to claim 7, the neutral control means (20) includes the rotational speed difference detection means (18).
Change rate (ρ) of the rotational speed difference (ΔN) detected by
The control device for a vehicle according to claim 6, wherein feedback control is performed based on the above.

In the present invention according to claim 8, the neutral control means (20) comprises the rotational speed difference detection means (18).
Change rate (ρ) of the rotational speed difference (ΔN) detected by
Is a predetermined threshold value (ρ _REF ) or less, the hydraulic pressure (P _C1 ) of the hydraulic servo is increased stepwise, and the rotational speed difference (ΔN) detected by the rotational speed difference detection means (18) is detected.
When the rate of change (ρ) of the hydraulic servo is equal to or greater than a predetermined threshold value (ρ _REF ), the hydraulic pressure (P _C1 ) of the hydraulic servo is lowered by one step, and the learning control means (21) causes the rotational speed difference (Δ).
The hydraulic pressure (P _C1m ) that is one step lower than the hydraulic pressure (P _C1 ) of the hydraulic servo when the rate of change (ρ) of N) is equal to or greater than a predetermined threshold value (ρ _REF ) is stored. It is in the vehicle controller.

According to a ninth aspect of the present invention, the neutral control means (20) includes the rotational speed difference detection means (18).
7. The control device for a vehicle according to claim 6, wherein feedback control is performed so that the rotation speed difference (ΔN) detected by is equal to a target rotation speed difference.

According to a tenth aspect of the present invention, the learning control means (21) stores the hydraulic pressure (P) stored during feedback control by the neutral control means (20).
10. The vehicle according to claim 1, wherein learning control is performed such that the low pressure control means performs the low pressure control to be performed next time based on the last stored hydraulic pressure (P _C1m ) of _C1 ). Control device.

The reference numerals in parentheses are for the purpose of contrasting with the drawings, but this is for convenience of facilitating the understanding of the invention and is not limited to the construction of the claims. It has no effect.

[0017]

According to the first aspect of the present invention, the neutral control means feedback-controls the hydraulic pressure of the hydraulic servo to the state in which the frictional engagement element is just before the engagement based on the state of the automatic transmission, and the learning control is performed. The means stores the hydraulic pressure when the feedback control is performed by the neutral control means, and performs the learning control so that the low pressure control when the engine is restart-controlled by the low pressure control means can be performed based on the stored hydraulic pressure. The hydraulic pressure of the hydraulic servo can be controlled to be an optimum hydraulic pressure at which the frictional engagement element is in a state immediately before the engagement. As a result, it is possible to perform low pressure control corresponding to changes over time, and it is possible to prevent the driver from feeling uncomfortable such as shock or vibration due to restart of the engine other than a start request.

According to the second aspect of the present invention, the frictional engagement element is engaged with at least the first forward speed of the plurality of frictional engagement elements, and the frictional engagement element of the input shaft to which the output of the engine is input is input. Since it is the input clutch for connecting the rotation, it is possible to disconnect the power transmission between the engine and the driving wheels and to immediately connect them.

According to the third aspect of the present invention, there is provided the engine starting condition judging means for judging the starting condition of the engine, and the engine starting means for starting the engine based on the judgment of the engine starting condition judging means. Since the engine start condition determination means operates the low pressure control means by determining the start condition of the engine other than the start request, the friction engagement element is engaged when the engine restart control other than the start request is performed. It is possible to prevent the vehicle from unintentionally starting without the driver, but it is possible to immediately engage the frictional engagement element when the driver demands to start.

According to the fourth aspect of the present invention, the engine starting means starts the engine a predetermined time after the judgment of the engine starting condition judging means, so that the engine can be operated during the low pressure control of the hydraulic servo. You can prevent it from starting. Thereby, it is possible to prevent the engine from starting in the engaged state of the friction engagement element.

According to the present invention of claim 5, a mechanical oil pump that is driven in conjunction with the engine and is capable of supplying the hydraulic pressure of a hydraulic servo, an electric oil pump that is capable of supplying the hydraulic servo with hydraulic pressure, and an engine And an electric oil pump control means for driving and controlling the electric oil pump during the automatic stop control of the engine based on the automatic stop control or the engine restart control. Since the hydraulic pressure of the servo is supplied, the hydraulic pressure can always be supplied to the hydraulic servo irrespective of whether the engine is started or stopped.

According to the sixth aspect of the present invention, the neutral control means detects frictional engagement based on the detection result of the rotational speed difference detecting means for detecting the rotational speed difference between the engine rotational speed and the input shaft rotational speed. Since the engagement state of the elements is detected and the feedback control is performed, the friction engagement element can be accurately placed immediately before the engagement in response to a change over time.

According to the present invention of claim 7, the neutral control means performs feedback control based on the rate of change of the rotational speed difference detected by the rotational speed difference detecting means.
The frictional engagement element can be accurately set just before the engagement in accordance with the change over time, and the learning control means can store the hydraulic pressure at which the frictional engagement element is immediately before the engagement.

According to the present invention of claim 8, the neutral control means gradually increases the hydraulic pressure of the hydraulic servo when the rate of change of the rotational speed difference detected by the rotational speed difference detecting means is equal to or less than a predetermined threshold value. If the rate of change of the rotational speed difference detected by the rotational speed difference detecting means is equal to or higher than a predetermined threshold value, the hydraulic pressure of the hydraulic servo is lowered by one step, and the learning control means causes the rate of change of the rotational speed difference to be equal to or higher than the predetermined threshold value. In this case, since the hydraulic pressure one step below the hydraulic pressure of the hydraulic servo is stored, the hydraulic pressure one step below the friction engagement element, that is, the hydraulic pressure just before the friction engagement element is engaged can be stored. it can.

According to the ninth aspect of the present invention, the neutral control means performs feedback control so that the rotational speed difference detected by the rotational speed difference detecting means becomes the target rotational speed difference, so that it is possible to cope with a change over time. The frictional engagement element can be accurately set immediately before the engagement, and the learning control unit can store the hydraulic pressure at which the frictional engagement element is immediately before the engagement.

According to the tenth aspect of the present invention, the learning control means performs the low pressure next time by the low pressure control means based on the last stored hydraulic pressure among the hydraulic pressures stored at the time of the feedback control by the neutral control means. Since the learning control is performed to perform the control, it is possible to store the hydraulic pressure which is repeatedly fed back by the feedback control and becomes the optimum value, and the low pressure control can be performed based on the optimum hydraulic pressure.

[0027]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. First, a vehicle drive system to which the vehicle control device of the present invention can be applied and an automatic transmission mechanism provided therein will be described with reference to FIGS. 2 and 3. 2 is a schematic block diagram showing a vehicle drive system according to the present invention, and FIG. 3 is a diagram showing an automatic transmission mechanism 5 applied to the present invention.
Is a skeleton diagram of the automatic transmission mechanism 5, and FIG.

As shown in FIG. 2, the drive source is the engine 2
And a motor / generator (M / G) 3, the driving force of which is output to the automatic transmission 10. The automatic transmission 10 includes a torque converter (T / M) 4, which is an example of a fluid transmission device, an automatic transmission mechanism 5, a hydraulic control device 6, a mechanical oil pump 7, and an electric oil pump 8. The automatic transmission mechanism 5 shifts the input driving force based on a predetermined traveling condition of the vehicle and outputs it to wheels and the like. Further, the automatic transmission mechanism 5 is provided with a plurality of friction engagement elements for performing gear shifting. The engagement of the friction engagement elements is hydraulically controlled for gear shifting, and the torque converter 4 is operated. A hydraulic control device 6 for controlling is provided. Further, a mechanical oil pump 7 and an electric oil pump for supplying hydraulic pressure to the hydraulic control device 6 are provided respectively. The mechanical oil pump 7 is arranged so as to interlock with the torque converter 4, and is driven by the driving force of the engine 2 and the motor / generator 3. The electric oil pump 8 is independent of the driving force of the engine 2 and the motor / generator 3,
It is driven by a motor supplied with power from a battery (not shown).

Next, the automatic transmission mechanism 5 will be described. As shown in FIG. 3A, the main automatic transmission mechanism 30 is
The first shaft (hereinafter,
This is the "input axis". ) 37, the engine 2 (E / G) and the motor generator (M / G) 3
The driving force is transmitted to the input shaft 37 via the torque converter 4 having the lockup clutch 36. The input shaft 37 includes a mechanical oil pump 7 and an electric oil pump 8 adjacent to the torque converter 4, and a brake unit 3.
4, the planetary gear unit portion 31, and the clutch portion 35 are arranged in this order.

The planetary gear unit 31 includes a simple planetary gear 32 and a double pinion planetary gear 3.
It consists of three. The simple planetary gear 32
Is composed of a sun gear S1, a ring gear R1, and a carrier CR that supports a pinion P1 that meshes with these gears. The double pinion planetary gear 33 includes a sun gear S2, a ring gear R2, and a pinion P2 and a ring gear R2 that mesh with the sun gear S1. The carrier CR supports the pinion P3 that meshes with each other so as to mesh with each other. The sun gear S1 and the sun gear S2 are rotatably supported by a hollow shaft rotatably supported by the input shaft 37. Further, the carrier CR is common to both planetary gears 32 and 33, and the pinion P1 and the pinion P2 meshing with the sun gears S1 and S2 are connected so as to rotate integrally.

In the brake section 34, a one-way clutch F1, a brake B1 and a brake B2 are sequentially arranged from the inner diameter side to the outer diameter direction, and the counter drive gear 39 is connected to the carrier CR via a spline. ing. Further, a one-way clutch F2 is interposed in the ring gear R2, and a brake B3 is interposed between the outer circumference of the ring gear R2 and the case. Further, the clutch unit 35 is a forward clutch (hereinafter, simply referred to as “clutch”) C1 which is an input clutch (friction engagement element).
And a direct clutch C2, which is interposed on the outer circumference of the ring gear R1. The direct clutch C2 has an inner circumference of a movable member (not shown) and a flange portion connected to the tip of the hollow shaft. Intervenes between.

The sub-transmission mechanism 40 is arranged on the second shaft 43 arranged in parallel with the input shaft 37.
7 and the second shaft 43, together with the third shaft composed of the differential shafts (left and right axles) 45l, 45r, a side view 3
It has a horn shape. Then, the auxiliary transmission mechanism 40
It has the simple planetary gears 41 and 42, and the carrier CR3 and the ring gear R4 are integrally connected,
The sun gears S3 and S4 are connected together to form a Simpson type gear train. Furthermore, ring gear R3
Is connected to the counter driven gear 46 to form an input section, and the carrier CR3 and the ring gear R4 are connected to a reduction gear 47 serving as an output section. Furthermore, ring gear R
UD direct clutch C3 is interposed between 3 and the integral sun gears S3, S4, and the integral sun gear S3 (S4) can be appropriately locked by the brake B4, and the carrier CR4 can be appropriately locked by the brake B5. . As a result, the sub-transmission mechanism 40 can obtain the third forward speed.

Further, the differential device 50 constituting the third shaft has a differential case 51, and a gear 52 meshing with the reduction gear 47 is fixed to the case 51. Further, the differential gear 5 is provided inside the differential case 51.
3 and the left and right side gears 55, 56 are meshed with each other and rotatably supported, and the left and right side axles 45l, 45r extend from the left and right side gears. This allows the gear 5
The rotation from 2 is branched corresponding to the load torque and transmitted to the left and right front wheels via the left and right axles 45l, 45r.

The clutches C1 and C2 and the brake B
Each of 1, B, 2B, 3, B4, B5 is provided with a hydraulic servo (not shown) which is driven and controlled by supplying the hydraulic pressure controlled by the hydraulic control device 6 described above. The hydraulic servo has a piston for pressing a plurality of inner friction plates and outer friction plates that are arranged with a gap interposed in the clutches and brakes, and operates the engagement state of the clutches and brakes. It is free. In the following description, the state immediately before the engagement of the clutch C1 means that the clearance existing between the piston, the inner friction plate and the outer friction plate is filled, and
1 is in a non-engaged state.

Next, the operation of the automatic transmission mechanism 5 will be described with reference to FIG.
Description will be given along the operation table shown in (b). 1st speed (1ST)
In the state, the clutch C1, the one-way clutch F2 and the brake B5 are engaged. Thereby, the main transmission mechanism 30
Becomes the first speed, and the decelerated rotation is caused by the counter gears 39, 46.
Is transmitted to the ring gear R3 in the sub transmission mechanism 40 via. The sub-transmission mechanism 40 is in the first speed state with the carrier CR4 stopped by the brake B5, and the decelerated rotation of the main transmission mechanism 30 is further decelerated by the sub-transmission mechanism 40, and the gears 47, 52 and the differential gear. It is transmitted to the axles 45l, 45r via the device 50.

In the second speed (2ND) state, the brake B2 is engaged in addition to the clutch C1, and the one-way clutch F2 is smoothly switched to the one-way clutch F1 so that the main transmission mechanism 30 is in the second speed state. Further, the auxiliary transmission mechanism 40 is in the first speed state due to the engagement of the brake B5,
The automatic transmission mechanism 5 combines the second speed state and the first speed state.
Second overall is obtained.

In the third speed (3RD) state, the main transmission mechanism 30
Is the same as the above-described second speed state in which the clutch C1, the brake B2, and the one-way clutch F1 are engaged, and the auxiliary transmission mechanism 40 engages the brake B4. Then Sun Gear S
3, S4 are fixed, and the rotation from the ring gear R3 is output from the carrier CR3 as the second speed rotation. Therefore, the second speed of the main speed change mechanism 30 and the second speed of the auxiliary speed change mechanism 40 and the third speed of the automatic speed change mechanism 5 as a whole. can get.

In the fourth speed (4TH) state, the main transmission mechanism 30
Is the same as the above-described second and third speed states in which the clutch C1, the brake B2 and the one-way clutch F1 are engaged,
The subtransmission mechanism 40 releases the brake B4,
The direct clutch C3 is engaged. In this state, the ring gear R3 and the sun gear S3 (S4) are connected to each other, so that both planetary gears 41 and 42 are directly connected to rotate integrally. Therefore, the second speed of the main speed change mechanism 30 and the direct connection (third speed) of the auxiliary speed change mechanism 40 are combined, and the automatic speed change mechanism 5 as a whole has a speed of 4
High speed rotation can be obtained.

In the fifth speed (5TH) state, the clutch C1 and the direct clutch C2 are engaged, and the rotation of the input shaft 37 is transmitted to both the ring gear R1 and the sun gear S1. It is a direct rotation that rotates integrally. In addition, the subtransmission mechanism 40 is in the direct coupling rotation in which the UD direct clutch C3 is engaged,
Therefore, the third speed (direct connection) of the main transmission mechanism 30 and the auxiliary transmission mechanism 40
The 3rd speed (direct connection) is combined, and the automatic transmission mechanism 5 as a whole,
5th speed rotation can be obtained.

In the reverse (REV) state, the direct clutch C2 and the brake B3 are engaged, and the brake B5 is engaged. In this state, the reverse rotation is taken out in the main transmission mechanism 30, and the auxiliary transmission mechanism 40 is
The carrier CR4 is also stopped in the reverse rotation direction by the brake B5, and is held in the first speed state. Therefore, the reverse rotation of the main transmission mechanism 30 and the first speed rotation of the auxiliary transmission mechanism 40 are combined,
Reverse rotation deceleration rotation can be obtained.

In FIG. 3 (b), a triangular mark indicates that the engine is activated during braking. That is, in the first speed, the brake B3 is engaged and the ring gear R2 is fixed instead of the one-way clutch F2. 2nd speed, 3
In the fourth speed and the fourth speed, the brake B1 is engaged and the sun gear S2 is fixed instead of the one-way clutch F1.

Next, a vehicle controller according to the present invention will be described with reference to FIG. FIG. 1 is a block diagram showing a vehicle control device according to an embodiment of the present invention. As shown in FIG. 1, the vehicle control device includes a control unit (ECU) U, which controls the engine (E / G) 2,
It is connected to the hydraulic control device 6, the electric oil pump (EOP) 8, and the motor generator (M / G) 3 (see FIG. 2). Further, the control unit U includes, for example, a shift lever 22 provided in a driver's seat and a brake sensor 2 provided on a brake pedal (and a side brake).
3. The above-mentioned axles 45l, 4 which are the output shafts of the automatic transmission 10.
The output shaft rotation sensor 24 provided on the 5r, the input shaft rotation sensor 25 provided on the input shaft 37, and the engine speed sensor 2 provided on the engine 2.
6, a throttle opening sensor 27, and a battery 28, an (indoor) air conditioner 29, etc. are also connected.

The control unit U includes an engine stop condition determination means 11, an engine stop means 12, an engine start condition determination means 13, an engine start means 14, an electric oil pump (EOP) control means 15, an engine state detection means 16,
Clutch low pressure control means 17, rotational speed difference detection means 18, start request detection means 19, neutral (N) control means 2
0 and learning control means 21 are provided.

The engine stop condition detecting means 11 includes, for example, a vehicle speed sensor 24 for stopping the vehicle, a brake sensor 23 for turning on the brake, a throttle opening sensor 27 for a throttle opening of 0%, and an engine rotation. When the engine speed Ne is detected by the number sensor 26 to be near the idle speed, and the condition of the battery is sufficient and the air conditioner is not operating, the engine 2 is stopped. Detect as a condition. Then, the engine stop means 12 stops the engine 2 based on the detection. Also, the EOP control means 15
As described above, since the mechanical oil pump 7 stops in conjunction with the engine 2 as described above, the electric oil pump 8 is drive-controlled to supply the hydraulic pressure to the hydraulic control device 6.

When the engine 2 is stopped by the engine stopping means 12 described above, the engine starting condition determining means 13 changes from an engine starting condition other than a start request, that is, a state in which the remaining amount of the battery is insufficient. Alternatively, when the air conditioner is operated and a compressor (not shown) interlocking with the engine 2 is driven, when the conditions such as the above are established, the condition is detected as the starting condition of the engine 2. Then, the engine starting means 14 starts the engine 2 based on the detection. Further, the EOP control means 15 drives the mechanical oil pump 7 in conjunction with the engine 2 to drive the hydraulic control device 6.
The electric oil pump 7 is stopped and controlled in order to supply hydraulic pressure to.

The clutch low pressure control means 17 stops the vehicle.
In addition, the engine 2 is stopped by the engine stopping means 12.
In the stopped state, the engine start condition determination means 13
When the starting condition of the engine 2 is detected by the engine,
Rotation of the input shaft 37 to which the output of 2 is input and an automatic transmission mechanism
The hydraulic pressure P of the clutch C1 (see FIG. 3) that engages with
_C1Is controlled to a low pressure (details will be described later). Again this
At this time, the engine starting means 14 is provided before the engine 2 is started.
In addition, the clutch low pressure control means 17 causes the clutch C1
Hydraulic pressure P_C1It is necessary to lower the
The engine 2 is started after Ta.

When the engine state detecting means 16 detects that the starting of the engine 2 is completed by the engine starting means 14 while the hydraulic pressure P _C1 of the clutch C1 is controlled to a low pressure by the clutch low pressure controlling means 17, the clutch low pressure controlling means is detected. The low pressure control of the clutch C1 by 17 is terminated, and the neutral control by the neutral (N) control means 20 is started.

The neutral control means 20 includes an engine speed sensor 26 and an input shaft speed sensor 25,
A rotation speed difference detection means 18 for detecting a difference in rotation speed between the engine rotation speed Ne and the input shaft rotation speed Ni is connected, and based on the detection by the rotation speed difference detection means 18, the oil pressure P _{C1 of the} clutch C1 is Neutral control for controlling the clutch C1 to a predetermined hydraulic pressure (hereinafter, referred to as "standby pressure") P _C1w so that the clutch C1 is in a state immediately before engagement (details will be described later).
I do. Further, the neutral control means 20 is connected to a start request detecting means 19 for detecting a start request of the driver based on the throttle opening sensor 27, the brake sensor 23, etc., and the start request detecting means 19 detects the start request. Based on this, the neutral control is ended. Note that, in the present embodiment, the neutral control means 20 _{causes the} standby pressure P _C1w to be in a state immediately before the engagement of the clutch C1 based on the rotational speed difference between the engine rotational speed Ne and the input shaft rotational speed Ni as described above. However, the present invention is not limited to this, and the standby pressure P is determined based on the state of the automatic transmission 10 (for example, the change in the input shaft speed Ni, the change in the clutch C1 speed, etc.).
_C1w may be detected.

The learning control means 21 stores the base pressure P _C1m when the neutral control is finished as described above (details will be described later), and outputs it to the clutch control means 17. Clutch control means 17 which has received it, when the low-pressure control pressure P _C1 of the clutch C1 as described above (when the engine start condition is detected), so that the oil pressure P _C1 to該待machine pressure P _C1w Low pressure control.

Here, normal neutral control will be described with reference to FIG. FIG. 14 is a time chart showing an example of the neutral control. For example, when the shift lever 22 is selected to the D range and the vehicle stops with the engine not stopped,
As shown in FIG. 4, the engine speed Ne is a substantially constant idle speed. From time ta to time tb, when the vehicle speed decreases, the clutch C1 is engaged,
The rotation speed Ni of the input shaft 37 also drops from wheels (not shown) via the automatic transmission mechanism 5. At this time, the neutral control means 20 estimates when the vehicle speed becomes zero based on the drop rate of the input shaft rotation speed Ni. In this state, torque converter 4 interposed between input shaft 37 and engine 2 absorbs the difference in rotation.

At time tb, when the input shaft rotation speed Ni becomes zero, for example, the throttle opening sensor 27 indicates that the throttle opening is less than a predetermined value, the brake sensor 23 indicates that the brake is ON, and the oil (not shown). The temperature sensor detects that the oil temperature is equal to or higher than a predetermined temperature, and determines whether or not the neutral control is started. When it is determined to start the neutral control, the neutral control means 20 performs clutch release control for gradually decreasing (sweeping down) the hydraulic pressure P _{C1 of the} clutch C1 from time tb to time tc. The hydraulic pressure P _{C1 is set} so that C1 is in the state immediately before the engagement.
To control. It should be noted that the input shaft rotation speed Ni is the clutch C1.
Is disengaged, the torque from the torque converter 4 is received to start rotation.

Thereafter, between time tc and time td, the hydraulic pressure P _C1 of the clutch C1 is controlled so as to disengage its engagement, and the power transmission between the input shaft 37 and the wheels is interrupted, that is, approximately. In-neutral control (details will be described later) that results in a neutral state is performed. Also at this time,
The neutral control means 20 outputs a signal to the hydraulic control device 6, for example, the clutch C1, the brakes B1, B2, B.
5 is engaged to engage the one-way clutch F1 and the reverse rotation of the one-way clutch F2 is prevented to perform hill hold control. The input shaft rotation speed Ni is in a state of being rotated by the torque from the torque converter 4.

At time td, when the driver's request for starting (for example, the predetermined pedaling force of the brake pedal becomes less than a predetermined amount) is detected, the neutral control means 20 ends the in-neutral control and the hill hold control. (The brakes B1 and B2 are released to the first speed state) and the clutch engagement control is performed to increase the hydraulic pressure P _{C1 of the} clutch C1, and the rotational speed difference between the engine rotational speed Ne and the input shaft rotational speed Ni is performed. The clutch C1 is gradually engaged (sweep up) according to the above. Then, the input shaft 37 and the stopped wheel are engaged, and the input shaft rotation speed N
i becomes 0. Further, at time te, when the clutch C1 is engaged, the torque from the torque converter 4 increases the input shaft speed Ni, the wheels rotate via the engaged clutch C1, that is, the vehicle starts. To do.

Next, the details of the in-neutral control will be described with reference to FIGS. Figure 15
16 is a time chart detailing the hydraulic control during the in-neutral control, FIG. 16 is a time chart showing the case where the input clutch is in the drag region, and FIG. 17 is a time chart showing the case where the input clutch is in the slip region. As shown in FIG. 15, during the in-neutral control (from time tc to time td shown in FIG. 14), the hydraulic pressure P _C1 of the clutch C1 is changed to the hydraulic pressure just before the clutch C1 is engaged as described above. Controlled. In this state, the neutral control means 20 controls the oil pressure P _{C1 of the} clutch _C1.
Is increased by a one-step pressure increase amount ΔP _UP , and the rotation speed difference detection means 18 causes the rotation speed difference ΔN between the engine rotation speed Ne and the input shaft rotation speed Ni from the engine rotation speed sensor 26 and the input shaft rotation speed sensor 25. To detect. Then, the neutral control means 20 starts the feedback control based on the change rate ρ based on the rotation speed difference ΔN detected by the rotation speed difference detection means 18, that is, the relationship between the change amount δ of the rotation speed difference ΔN and its time. To do.

At this time, as shown in FIG. 16, the neutral control means 20 _changes the start time t _S0 to the end time t _S3.
For the first time T from the start time t _S0 to the time t _S1 obtained by setting the sampling time Tsam up to
_S1 , second time T from start time t _S0 to time t _S2
The change amount threshold value ΔN _Ri of the rotation speed difference ΔN corresponding to each of _S2 and the sampling time Tsam is set as the change amount threshold values ΔN _RA , ΔN _RB , and ΔN _{RC with} respect to the reference change amount ΔN _m . For example, the input clutch C1
Is in a dragging region where it is not engaged and is in slight contact, the change amount δ of the rotational speed difference ΔN is changed during the first time T _S1 , the second time T _S2, and the sampling time Tsam. Quantity thresholds ΔN _RA , ΔN _RB , ΔN
_The sampling time Tsa without exceeding _RC
After finishing m, the hydraulic pressure P _{C1 of the} clutch _C1 is increased by ΔP.
It was boosted by _{U P,} after the setting of similar sampling time Tsam repeatedly, since repeating the control.

As shown in FIG. 17, for example, at time t _S4 , the variation amount δ of the rotational speed difference ΔN is the variation amount threshold value ΔN.
_{When RA} (ΔN _RB , ΔN _RC is also the same, so description is omitted), it is determined that the clutch C1 has started engagement and is in the slip region, and the hydraulic pressure P _{C1 of the} clutch C1 is set to one stage. together with only vacuum pressure reduction amount [Delta] P _DOWN, set the sampling time Tsam, i.e. the sampling time Tsam than the same manner as described above start time _{t S4} until the end _{t S7,} than start time _{t S 4} to the time _{t S5} The change amount thresholds ΔN _RA , ΔN _RB , and ΔN _RC of the rotation speed difference ΔN corresponding to the first time T _S1 and the second time T _S2 from the start time t _S4 to the time t _S6 are set with respect to the reference change amount ΔN _m. To set. In this case, since the hydraulic pressure P _C1 of the clutch C1 is reduced by one pressure reduction amount ΔP _DOWN , the engagement state of the clutch C1 is returned from the slip region to the drag region, and therefore the rotational speed difference Δ
The change amount δ of N does not change substantially, and the sampling time Tsam from the start time t _S4 to the end time t _S7 ends. Then, the hydraulic pressure P _{C1 of the} clutch C1 is increased again by the pressure increase Δ.
Although the pressure is increased by P _UP , the change amount δ similarly exceeds the change amount threshold ΔN _RA, and the hydraulic pressure P _{C1 of the} clutch C1 is reduced by a one-step pressure reduction amount ΔP _DOWN . As a result, feedback control is performed based on the change rate ρ of the rotation speed difference ΔN between the engine rotation speed Ne and the input rotation speed Ni.

Next, the control of the vehicle control device according to the present invention will be described with reference to FIGS. Figure 4
5 is a flowchart showing the control of the vehicle control device according to the present invention, FIG. 6 is a flowchart showing the clutch release control S50, FIG. 7 is a flowchart showing the in-neutral control S130, and FIG. 8 is a clutch engagement control S150.
9 is a flowchart showing a feedback control S132 in the in-neutral control, FIG. 11 is a flowchart showing a threshold updating process S132d in the feedback control, and FIG.
Is a flowchart showing electric oil pump (EOP) control. 4 shows in FIG. 7, FIG. 7 shows in FIG. 4, FIG. 4 shows in FIG. 5, FIG. 4 shows in FIG. 5, and FIG. 4 shows in FIG. In Fig. 4
Is shown in FIG. 5, FIG. 9 is shown in FIG.
9 shows that they are connected to those of FIG. 10, respectively.

First, the electric oil pump (EOP) control S
200 will be described with reference to FIG. When the control is started (S201), it is determined whether the engine speed Ne is equal to or lower than a first predetermined value which is a value lower than the idling speed, for example (S202), and is equal to or lower than the first predetermined value. In this case, drive the electric oil pump 8 (S20
3) The hydraulic oil supply of the electric oil pump 8 compensates for the stop (or decrease) of the hydraulic pressure supply due to the mechanical oil pump 7 being stopped (or the driving force being decreased) in conjunction with the engine 2. If the engine speed Ne is not equal to or lower than the first predetermined value in step S202, the process proceeds to step S204, and it is determined whether the engine speed Ne is equal to or higher than the second predetermined value (S204). When the engine speed Ne is not equal to or higher than the second predetermined value, the electric oil pump 8 is maintained in the driving or stopped state as it is. When the engine speed Ne is equal to or higher than the second predetermined value, the electric oil pump 8 is stopped (S205).

As described above, since the hydraulic pressure supply of the mechanical oil pump 7 rises and falls in proportion to the engine speed Ne,
When the hydraulic pressure supply of the mechanical oil pump 7 is lowered, the electric oil pump 8 supplies the hydraulic pressure. Thereby, it is possible to always perform the hydraulic pressure supplied to the hydraulic P _{C 1} clutch C1. Hunting can be prevented by making the first predetermined value and the second predetermined value different. In the following description, stopping the engine 2 means driving the electric oil pump 8 and starting the engine 2 means stopping the electric oil pump 8, but the description thereof is omitted.

Next, when the control of the vehicle control device according to the present invention is started by the control unit U (S10), first, the input signals from the above-mentioned sensors (see FIG. 1) are processed (S20). The engine stop condition detection means 11 detects the stop condition, and the engine stop means 12 determines whether or not the engine 2 is automatically stopped (S3).
0). If the engine 2 is not automatically stopped, that is, if the engine 2 is being driven, the process proceeds to step S40, for example, the brake is ON, the throttle opening is less than or equal to a predetermined value, the vehicle speed is (estimated) zero, the shift range is the D range, etc. It is determined whether or not the condition for starting the neutral control based on the condition of is satisfied. If the conditions are not met, it means that the vehicle is running or there is a request to start.
Via, the process proceeds to step S170 in FIG.

When the condition for starting the neutral control is satisfied in step S40 (see time point tb in FIG. 14),
Proceeding to step S50, the neutral control means 20 starts the neutral control as described above. In the neutral control, as shown in FIG. 6, first, the hydraulic pressure P _C1 of the clutch C1 is lowered to start the clutch C1 disengagement control (see time tb to time tc in FIG. 14) (S5).
1), the hydraulic pressure P _{C1 of the} clutch C1 is swept down to the standby pressure P _C1w (S52). Then, it is determined whether the rotation speed difference ΔN between the engine rotation speed Ne and the input shaft rotation speed Ni detected by the rotation speed difference detection means 18 is within a predetermined range (S53). If the rotational speed difference is not within the predetermined range (No in step S53), that is, the hydraulic pressure P _{C1 of the} clutch C1 does not _{reach the} target standby pressure P _C1w, and thus the sweep down (S53) is continued. . Then, when the rotational speed difference ΔN is within the predetermined range (Yes in step S53), the sweep down is finished (S54).

When the sweep down is completed (that is, S50 is completed), it is judged whether the disengagement control of the clutch C1 is completed (S70). When the disengagement control of the clutch C1 is not completed, the process returns to step S50 and the disengagement control of the clutch C1 is performed again. Then, when it is determined that the hydraulic pressure P _{C1 of the} clutch C1 has become the standby pressure P _C1w and the clutch release control is completed (step S7).
0), and the process proceeds to step S130 in FIG. Also, during this period, the condition for ending the neutral control,
In other words, the throttle opening is above a specified value and the brake is off.
When a start request based on, for example, is detected by the start request detection means 19, or when the shift range is selected to a range other than the non-running range (for example, N or P range), the conditions are satisfied (S60), End neutral control. In this case, through step S15 in FIG.
To proceed to 0, the hydraulic pressure P _C1 which is in the process of releasing the clutch C1 is raised again to be engaged, so that clutch engagement control described later is performed. When the shift range is set to the non-running range, the clutch C1 is not engaged (S150) and the hydraulic pressure P _{C1 of the} clutch _C1 is released.

As described above, when the disengagement control of the clutch C1 is completed (S70), the in-neutral control (see time tc to time td in FIG. 14) is started in step S130 in FIG. In the in-neutral control, as shown in FIG. 7, first, the in-neutral control is started (S131), and the engine speed Ne described above is set.
The hydraulic pressure P _C1 of the clutch _C1 is controlled according to the rotational speed difference ΔN between the input shaft rotational speed Ni and the input shaft rotational speed Ni (S132).

As shown in FIG. 9, when the control of the hydraulic pressure P _C1 of the clutch C1 according to the rotational speed difference ΔN is started (S1
32a), first, while detecting the rotation speed difference ΔN from the difference between the engine rotation speed Ne and the input rotation speed Ni (S132b),
The sampling time Tsam described above (see FIGS. 16 and 17).
It is determined whether (reference) has elapsed (S132c). In the initial state of the control, it is assumed that the sampling time Tsam has not elapsed (No in S132), and step S1
32d, control for updating (setting) the change amount threshold value of the rotation speed difference ΔN is started.

When the process proceeds to step S132d, FIG.
As shown, the threshold update process is started (S132d-
1) First, the sampling time Tsam is the first time T
_S1Is determined (S132d-2), and
First time T_S1Is not elapsed (S132d-
No. 2), change threshold ΔN_RiThe first time T_S1To
Corresponding change amount ΔN_RATo (S132d-
3) and returns (S132d-7). Also, the said
1 hour T_S1Has passed (in S132d-2
Yes), the sampling time Tsam is the second time T
_S2Is determined (S132d-4), and
Second time T_S2Is not elapsed (S132d-
4 No), change threshold ΔN_RiThe second time T_S2To
Corresponding change amount ΔN _RBTo (S132d-
5) and returns (S132d-7). And the said
Second time T_S2Has passed (S132d-4
Yes), change threshold ΔN_RiThe sampling time
Change amount ΔN corresponding to Tsam_RCSet to (S13
2d-6), return (S132d-7), and above control
Repeat your control.

Next, as shown in FIG. 9, it is determined whether or not the change amount δ exceeds the change amount threshold ΔN _Ri while controlling the update of the change amount threshold in step S132d (S132e) (FIG. 16). , See FIG. 17). If the change amount δ does not exceed the change amount threshold ΔN _Ri (S1
32e Yes) (see FIG. 16), that is, the clutch C1
Is a drag region, the step S13
It proceeds to 2 m and returns to step S132a. If the change amount δ exceeds the change amount threshold ΔN _Ri (No in S132e) (see FIG. 17), the clutch C1
Is determined to be the slip region, and the hydraulic pressure P _C1 of the hydraulic servo of the clutch C1 is reduced by one step ΔP as described above.
_The pressure is reduced by _DOWN , the counter C described later is incremented by "1", and the sampling time Tsam is reset (S132f). Then, before the hydraulic pressure P _{C1 of the} clutch C1 is determined to be in the slip region, that is, the hydraulic pressure P _C1 at the final stage in the drag region is set to the standby pressure P
_It is stored as C1m (S132g), and thereafter, the process proceeds to step S132m via and returns to step S132a. The standby pressure P _C1m stored at this time
Is the oil pressure P _C1 before it is judged that the oil pressure P _{C 1 of the} clutch _{C 1} is in the slip region (that is, the oil pressure before being increased by one step), but the one-step depressurization amount ΔP
_It may be the hydraulic pressure P _C1 after the pressure is reduced by _DOWN .

On the other hand, in step S132c,
If the sampling time Tsam is determined to have elapsed proceeds to step S132h through, (Yes in S132c), the absolute amount of the change amount δ is greater than the variation threshold .DELTA.N _RC for the sampling time Tsam Determine whether or not. In step S132e, (No of S132h) if the variation δ does not exceed the amount of change threshold .DELTA.N _RC, for example despite variation δ is the amount of change when the pressurized first stage up as shown in FIG. 16 Threshold Δ
There are two cases, that is, the case where N _RC is not exceeded, and the case where the change amount δ does not exceed the change amount threshold ΔNR _C until the next increase in pressure as shown in FIG. 17, for example. Therefore, to set the counter threshold value C _R, based on the counter C to sampling time Tsam described above is, for example, "1" is added for the case that has been reset, perform their determination. For example, a drag region regardless of when pressure one step up, as shown in FIG. 16, when the change amount δ does not exceed the amount of change threshold .DELTA.N _RC, the counter C is equal to or lower than the counter threshold value CR ( Ye in step S132i
s), the hydraulic pressure P _{C1 of the} clutch C1 is increased by one step, and the counter C is decremented by “1” (S132).
j), and return (S132m). In addition, as shown in FIG. 17, a drag region after one-stage depressurization,
If the variation δ does not exceed the amount of change threshold .DELTA.N _RC is
The counter C is equal to or larger than the counter threshold CR (that is, the counter C is repeatedly added by the sampling time Tsam being repeatedly reset) (No in step S132i), and the process directly returns (S132m). As shown in 17, during the sampling time Tsam, the oil pressure P of the clutch C1 is
_C1 is never boosted.

Then, as shown in FIG. 17, when the sampling time Tsam ends, the pressure is increased by one step, and the change amount δ changes in step S132h.
_{When RC} is exceeded (Yes in S132h), the clutch C1 at this time should be in the slip region, so the pressure is reduced by one step (S132k), and similarly to step S132g,
The hydraulic pressure P _C1 before the hydraulic pressure P _{C1 of the} clutch C1 is determined to be in the slip region, that is, the hydraulic pressure P _C1 at the last stage in the drag region is stored as the standby pressure P _C1m (S132).
l), go to step S132m and go to step S132a
Return to. Incidentally, the standby pressure P _C1m also be similarly stored at this time is the pressure P _C1 before oil pressure P _C1 of the clutch C1 is determined to be a slip region (i.e.,
The hydraulic pressure P _{C 1} may be the hydraulic pressure before being increased by one step, but may be the hydraulic pressure P _{C 1} after the pressure is reduced by one step of the pressure reduction amount ΔP _DOWN .

As described above, the clutch C depending on the rotational speed difference
When the hydraulic pressure P _C1 of ₁ is controlled (S132), first, it is determined whether or not the in-neutral control is ended (S13).
4) If not completed (No in step S134),
Continue in-neutral control. Thereafter, the start request detecting means 19 requests the driver to start (the brake is off.
F, the throttle opening is equal to or more than a predetermined value) or when the shift range is selected other than the forward range, the in-neutral control is ended (Yes in S134), and the standby pressure is set as described above. Learning (memorizing) P _C1w
Then (S135), the process ends (S136). Further, during this period, when it is detected that the engine speed Ne becomes equal to or lower than the predetermined speed, it is determined that the engine 2 is automatically stopped (S133), the process proceeds to step S9 via, and the clutch low pressure standby command ( The details will be described later).

After the in-neutral control (S130) is completed, when the neutral control end condition is detected, that is, the start request detecting means 19 detects a start request of the driver (brake is OFF, throttle opening is a predetermined value or more, etc.). Alternatively, it is determined whether or not a condition such as the case where the shift range is selected other than the D range is satisfied (S1
40), if the condition is not satisfied (step S1)
No. 40), in-neutral control again (S130)
I do. When the condition is satisfied (Yes in step S140) (see time point td in FIGS. 12 and 14), clutch engagement control is performed (S150). In the clutch engagement control, as shown in FIG. 8, first, the clutch engagement control is started (S151), and as described above, the clutch engagement control is performed according to the rotation speed difference ΔN between the engine rotation speed Ne and the input shaft rotation speed Ni. The hydraulic pressure P _{C1 of the} clutch C1 is swept up (S1
52). Then, it is determined whether the hydraulic pressure P _{C1 of the} clutch C1 is equal to or higher than a predetermined pressure (S153), and the clutch C1 is determined.
If the hydraulic pressure P _C1 of the pressure is not equal to or higher than the predetermined pressure (step S
No. 153), and the above sweep up is continued. After that, when the hydraulic pressure P _{C1 of the} clutch C1 becomes equal to or higher than the predetermined pressure (Yes in step S153), the clutch engagement control is ended (S154), and the process proceeds to step S160.

In step S160, the clutch C1
It is determined whether or not the engagement control has been completed, and if the engagement control is not completed (N in step S160).
o), the clutch engagement control is performed again. When the hydraulic pressure P _C1 of the clutch C1 is equal to or higher than the predetermined pressure and the engagement control is completed (Yes in step S160), the process proceeds to step S170 and returns to step S10.

Continuing on from FIG. 4 to FIG. 13, the main control of the present invention when the engine 2 is restarted from the stopped state of the vehicle 2 under the starting condition other than the start request in the stopped state of the vehicle will be described. explain. FIG. 13 is a time chart showing when the engine is restarted from the engine stopped state in the vehicle stopped state. For example, as shown at time t1 in FIG. 13, when the vehicle is stopped and the engine stop condition is satisfied and is detected by the engine stop condition detection means 11, that is, the engine control command becomes “stop”, and the engine stop means is set. The stop of the engine 2 is started by 12. At this time, the motor / generator 3 is reversely driven to reduce the shock caused by stopping the engine. Further, since the mechanical oil pump 7 is interlocked with the stop of the engine, the electric oil pump 8 is turned off by the EOP control means 15 at time t2.
N is done. When the engine stop is completed at time t3, the motor / generator 3 is also stopped, and the engine stop is completed. Then, in step S30 in FIG. 4, it is determined that the engine 2 is automatically stopped, and first,
It is determined whether the engine 2 is automatically restarted (S8
0). If the engine 2 is still stopped (S
No. of No. 80), the process proceeds to step S170, that is, since no control is performed, the clutch C1 is in the engaged state (for example, the normal D range state).

At time t4, when the engine start condition other than the above-described start request (for example, the engine start condition associated with insufficient battery level, air conditioner ON, etc.) is satisfied, the engine control command becomes "start". ,
It is detected by the engine start condition determination means 13, that is, the engine automatic restart is determined (step S80).
Yes). Then, first, the clutch low pressure control means 17
Thus, the low pressure control is started so that the hydraulic pressure P _C1 of the clutch C1 becomes the standby pressure P _C1w which is the target constant pressure (S
90). On the other hand, the engine starting means 13 does not start the engine 2 until a predetermined time Ta elapses by a timer (not shown) or the like, and starts the engine 2 after the predetermined time Ta. That is, since the engine 2 is not started while the hydraulic pressure P _{C1 of the} clutch C1 is controlled to be low, the clutch C
It is possible to prevent the engine 2 from starting when the engine 1 is engaged. That is, it is possible to prevent the driver from feeling uncomfortable such as shock or vibration due to the restart of the engine 2 other than the start request (that is, unexpected by the driver).

At a time point t5, when the predetermined time Ta elapses, the engine starting means 14 starts starting the engine 2. On the other hand, at time t6, the mechanical oil pump 7 is driven in conjunction with the start of the engine 2, so that the electric oil pump 8 is turned off by the EOP control means 15.
Then, at the time point t7, when the start of the engine 2 is completed and the start of the engine 2 is detected by the engine state detecting means 16 (S100), the neutral control means 20 starts the in-neutral control (S13).
1). During this period (between time t5 and time t7), when the start request detecting means 19 detects the start request of the driver (S110), the clutch C1 is engaged to engage the clutch C1 so that the pressure is lowered. Hydraulic pressure P
_C1 is raised again to engage the clutch (S120),
The vehicle is started and the above control is repeated (S17).
0). The neutral control means 20 may start the in-neutral control when the engine state detecting means 16 detects that the engine speed Ne is equal to or higher than a predetermined speed.

At time t7, when the in-neutral control is started (S130), the oil pressure P _{C1 of the} clutch _C1 is feedback controlled according to the rotation speed difference ΔN detected by the rotation speed difference detecting means 18 as described above. The clutch C1 can be brought into the state immediately before the engagement. Then, at time t8, the start request detecting means 19
Detects the driver's request to start (or detects that the shift range is selected other than the forward range),
The neutral control unit 20 terminates the in-neutral control and releases the feedback control, and the learning control unit 21 releases the standby pressure when the next low pressure control of the clutch C1 is performed based on the standby pressure P _C1w described above. P _C1w is stored (S132g, S132l). Then, the engagement control of the clutch C1 is performed (S150 and S
160), start the vehicle.

In this way, the neutral control means 20
In order to prevent the clutch C1 from being delayed in engagement when the driver makes a start request, neutral control is performed after the engine is started to bring the clutch C1 into a state immediately before engagement. Also, learning control unit 21, by storing the standby pressure P _C1w when the release to allow the low-pressure control of next clutch C1 on the basis of the standby pressure P _C1w, the low-pressure control by the clutch low pressure control means 17 When performing, the hydraulic pressure P _C1 of the clutch C1 is low-pressure controlled to an optimal hydraulic pressure at which the clutch C1 is in a state immediately before engagement. As a result, it is possible to perform low-pressure control that responds to changes over time, and to respond to changes over time without giving the driver any discomfort such as shock or vibration due to restart of the engine 2 other than a start request. ing.

In the embodiment according to the present invention,
Since the electric oil pump 8 and the EOP control means 15 constantly supply hydraulic pressure to the hydraulic servo of the clutch C1,
The control performed by the clutch low pressure control means 17 is a control to reduce the hydraulic pressure to the hydraulic pressure immediately before engagement when the engine 2 is restarted, but in a vehicle that does not include the electric oil pump 8 and the EOP control means 15. The control of the clutch low pressure control means 17 is a control for suppressing the hydraulic pressure of the hydraulic servo of the clutch C1 rising by the mechanical oil pump 7 driven by the restart control of the engine 2 to the hydraulic pressure immediately before the engagement. Good.

As described above, in the vehicle control system according to the present invention, the clutch low pressure control means 17 carries out the low pressure control to the standby pressure _PC1w which is a constant predetermined hydraulic pressure. Since the clutch C cannot cope with changes over time such as changes in the supplied hydraulic pressure, the clutch C
1 may be slightly engaged, which may give the driver an uncomfortable feeling such as shock or vibration when the engine is restarted. However, the learning control means 21 performs feedback control by the neutral control means 20. optimum storing hydraulic P _C1m, since learning so as performed on the basis of the low-pressure control in the hydraulic P _C1m, the hydraulic servo of the oil pressure P _C1 of the clutch C1 the clutch C1 becomes the state just before the engagement during A low pressure can be controlled to a proper hydraulic pressure. As a result, it is possible to perform low pressure control corresponding to changes over time, and it is possible to prevent the driver from feeling uncomfortable such as shock or vibration due to restart of the engine 2 other than a start request.

Further, when the start request detecting means 19 detects the start request of the driver, the neutral control means 2
0 cancels the neutral control, the learning control means 21 stores the last hydraulic pressure P _C1m at the time of the cancellation, and in the next low pressure control performed by the clutch low pressure control means 17, the low pressure is based on the _final hydraulic pressure P _C1m. Since the control is performed, the hydraulic pressure P _C1m that is repeatedly fed back by the neutral control that is so-called feedback control and has an optimum value is stored, and the next low pressure control can be performed based on the optimum value of the hydraulic pressure P _C1m. it can. That is, it is possible to perform the low pressure control corresponding to the change over time based on the optimum value of the hydraulic pressure P _C1m , and to give the driver an uncomfortable feeling such as a shock or vibration by restarting the engine 2 other than the start request. Although it can be appropriately prevented, the clutch C1 can be immediately engaged when the driver makes a start request.

In the present embodiment, the learning control means 21 stores the standby pressure P _C1w at the time of starting and releasing the neutral control after the low pressure control by the clutch low pressure control means 17. , Memorize standby pressure P
_C1w may be normal neutral control, that is, any neutral control may be used as long as it can store the hydraulic pressure immediately before the engagement of the clutch.

Further, in the present embodiment, the neutral control means 20 has the change rate ρ of the rotation speed difference ΔN detected by the rotation speed difference detection means 18 (sampling time Ts.
The feedback control is performed on the basis of the change amount δ) in am.
May be feedback-controlled with respect to a predetermined target rotational speed difference such that the state becomes immediately before the engagement.

Also, in the present embodiment, the clutch C
The standby pressure P _{C1w of} 1 is set on the basis of the rotational speed difference between the engine rotational speed Ne and the input shaft rotational speed Ni. For example, the clutch C1 is provided with a rotational speed sensor, the input shaft 37 is provided with an acceleration sensor, However, the present invention is not limited to these, and any one can be used as long as it can detect that the clutch C1 is in a state immediately before engagement.

Further, in the present embodiment, the low pressure control is performed so that the power transmission between the engine 2 and the driving wheels is cut off by learning control on the hydraulic pressure of the input clutch and the engagement can be performed immediately. , Brakes, a plurality of clutches, a plurality of brakes, a combination of clutches and brakes, and the like may be learning control in hydraulic pressure, and the present invention is not limited to this, and the power transmission between the engine 2 and driving wheels is cut off, and Anything can be learned as long as it can learn to perform low pressure control so that it can be engaged immediately.

[Brief description of drawings]

FIG. 1 is a block diagram showing a vehicle control device according to an embodiment of the present invention.

FIG. 2 is a schematic block diagram showing a drive system of a vehicle according to the present invention.

FIG. 3 is a diagram showing an automatic transmission mechanism applied to the present invention,
(A) is a skeleton diagram of the automatic transmission mechanism 5, and (b) is an operation table thereof.

FIG. 4 is a flowchart showing the control of the vehicle control device according to the present invention.

FIG. 5 is a flowchart showing the control of the vehicle control device according to the present invention.

FIG. 6 is a flowchart showing clutch release control.

FIG. 7 is a flowchart showing in-neutral control.

FIG. 8 is a flowchart showing clutch engagement control.

FIG. 9 is a flowchart showing feedback control in in-neutral control.

FIG. 10 is a flowchart showing feedback control in in-neutral control.

FIG. 11 is a flowchart showing a threshold update process in feedback control.

FIG. 12 is a flowchart showing electric oil pump (EOP) control.

FIG. 13 is a time chart showing when the engine is restarted from the engine stopped state in the vehicle stopped state.

FIG. 14 is a time chart showing an example of neutral control.

FIG. 15 is a time chart detailing hydraulic control during in-neutral control.

FIG. 16 is a time chart showing a case where the input clutch is in the drag region.

FIG. 17 is a time chart showing a case where the input clutch is in a slip region.

[Explanation of symbols]

2 engine 4 fluid transmission device (torque converter) 7 mechanical oil pump 8 electric oil pump 10 automatic transmission 13 engine starting condition determination means 14 engine starting means 15 electric oil pump control means 17 clutch low pressure control means 18 rotational speed difference detection means 19 Start Request Detection Means 20 Neutral Control Means 21 Learning Control Means 23 Brake Pedal Operation State (Brake Sensor) 27 Throttle Opening (Sensor) 28 Battery 29 Air Conditioner 37 Input Shaft C1 Clutch (Input Clutch) Ne Engine Speed Ni Input Shaft Rotational speed ΔN Rotational speed difference P _C1 (input clutch) hydraulic servo hydraulic pressure P _C1w Target constant pressure (standby pressure) P _C1m Hydraulic pressure Ta during feedback control Ta Predetermined time ρ (Rotational speed difference) change rate ρ _REF Predetermined Threshold

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[Procedure amendment]

[Submission date] September 6, 2001 (2001.9.6)

[Procedure Amendment 1]

[Document name to be amended] Statement

[Correction target item name] Full text

[Correction method] Change

[Correction content]

[Document name] Statement

Title of vehicle

[Claims]

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device having an idle stop function, and is particularly suitable for use in a hybrid vehicle having an automatic transmission equipped with a motor (including a generator function). The present invention relates to a control device for operating an engine when the driver does not express his or her intention due to a request such as SOC (remaining battery level) at the time of idle stop.

[0002]

2. Description of the Related Art Conventionally, a so-called idle stop function has been used in order to save fuel, reduce exhaust emission and noise by automatically stopping an engine when a vehicle is stopped while traveling and a predetermined stop condition is satisfied. A number of vehicles having the above have been proposed, and in particular, Japanese Patent Laid-Open No. 2000-2640.
No. 96 discloses that the forward clutch is engaged when the driver does not have the intention to start, such as when the compressor of the air conditioner is operated because the battery charge is insufficient or the indoor temperature rises. There has been proposed a control device for restarting an engine, which prevents a driver from feeling uncomfortable due to shock or vibration caused by the combination.

This is a vehicle equipped with an automatic transmission having a forward clutch, which operates the engine when a predetermined stop condition such as accelerator off or brake on is satisfied even if the shift position is a drive position such as D range. It is configured to automatically stop and restart the automatically stopped engine when a predetermined restart condition such as accelerator on is satisfied, and to perform the restart with the forward clutch disengaged. .

[0004]

When the control device for restarting the engine determines the driver's willingness to start, such as when the accelerator is turned on, the engine rotates due to a request for charging the battery, and the hydraulic pressure of the automatic transmission is increased. Even if the line pressure is directly supplied to the hydraulic servo of the forward clutch due to the rapid pressure increase control, the hydraulic pressure of the hydraulic servo rises from the released state, so that there is a delay in engagement of the forward clutch and the driver is delayed. The switching valve is opened by the rapid pressure increase control command, and the line pressure is rapidly supplied to the hydraulic servo for the forward clutch to raise the hydraulic pressure relatively slowly to move forward. Although the engagement of the clutch is made smooth, this makes control of the timing of the switching valve complicated and complicated.

Therefore, in the present invention, the hydraulic pressure when the frictional engagement element is brought into the state immediately before the engagement by the feedback control is stored, and the low pressure control to be performed next time is learned based on the stored hydraulic pressure. Accordingly, it is an object of the present invention to provide a vehicle control device that solves the above-mentioned problems.

[0006]

According to a first aspect of the present invention, the engine (2) is automatically stopped based on a predetermined stop condition, and the engine (2) is controlled based on a predetermined start condition.
In a vehicle control device for restart control of a vehicle, a frictional engagement element (for example, C1) capable of engaging the power transmission between the output of the engine (2) and the drive wheel and the frictional engagement element (for example, C1). With a hydraulic servo that can freely operate the engagement state of
When the engine (2) is restart-controlled while the vehicle is stopped and the engine (2) is automatically stopped, the hydraulic pressure (P _C1 ) of the hydraulic servo is changed to the above-mentioned value. A low pressure control means (17) for controlling the low pressure so that the frictional engagement element (for example, C1) is in a state immediately before engagement;
Based on the engagement state of the friction engagement element (for example, C1),
The neutral control means (20) for feedback-controlling the hydraulic pressure (P _C1 ) of the hydraulic servo to a state in which the friction engagement element (for example, C1) is just before engagement, and the neutral control means (20) for the feedback control. The stored hydraulic pressure (P _C1m ) is stored, and the low pressure control means (17) performs the low pressure control on the stored hydraulic pressure (P _C1m ).
_C1m ) and learning control means (21) for performing learning control so as to be performed based on _C1m ).

According to a second aspect of the present invention, there is a plurality of friction engagements between the fluid transmission (4) and the input shaft (37) to which the output of the engine (2) is input and the driving wheel. Elements (eg C1, C2, C3, B1, B2, B3, B
4, B5, F1, F2) and a gear transmission means for switching the transmission path, and the plurality of friction engagement elements (for example, C1, C2, C3, B1, B2, B3, B4, B5).
An automatic transmission (10) that shifts the rotation (Ni) of the input shaft (37) and outputs it to the drive wheels by connecting / disconnecting F1 and F2) is provided, and the friction engagement element includes a plurality of friction elements. Engaging elements (eg C1, C2, C3, B1, B2, B
3, B4, B5, F1, F2), and at least the first forward speed is engaged to rotate the input shaft (37) (N
An input clutch (C1) for connecting i).
In the vehicle control device described.

According to a third aspect of the present invention, there is provided engine starting condition judging means (13) for judging a starting condition of the engine (2), and the engine (based on the judgment of the engine starting condition judging means (13)). 2) for starting the engine, and the engine starting condition determining means (13) determines the starting conditions of the engine (2) other than a start request, and operates the low pressure control means. The vehicle control device according to claim 1 or 2.

According to a fourth aspect of the present invention, the engine starting means (14) is the engine starting condition judging means (1).
The vehicle control device according to claim 3, wherein the engine (2) is started a predetermined time (Ta) after the determination of 3).

According to a fifth aspect of the present invention, the hydraulic pressure of the hydraulic servo (P
_C1 ) can be freely supplied, a mechanical oil pump (7), an oil pressure (P _C1 ) of the hydraulic servo can be freely supplied, an automatic stop control of the engine (2), or the engine (2). Electric oil pump control means (1) for driving and controlling the electric oil pump (8) during automatic stop control of the engine (2) based on the restart control of (2).
5), and the hydraulic pressure (P _C1 ) of the hydraulic servo is always supplied by the mechanical oil pump (7) or the electric oil pump (8). It is in the vehicle controller.

According to a sixth aspect of the present invention, the rotational speed difference (ΔN) between the rotational speed (Ne) of the engine (2) and the rotational speed (Ni) of the input shaft (37) is detected. A detection means (18) is provided, and the neutral control means (2
0) detects the engagement state of the friction engagement element (for example, C1) based on the detection result of the rotational speed difference detection means (18), and performs the feedback control. In the vehicle control device described above.

In the present invention according to claim 7, the neutral control means (20) includes the rotational speed difference detection means (18).
Change rate (ρ) of the rotational speed difference (ΔN) detected by
The control device for a vehicle according to claim 6, wherein feedback control is performed based on the above.

In the present invention according to claim 8, the neutral control means (20) comprises the rotational speed difference detection means (18).
Change rate (ρ) of the rotational speed difference (ΔN) detected by
Is a predetermined threshold value (ρ _REF ) or less, the hydraulic pressure (P _C1 ) of the hydraulic servo is increased stepwise, and the rotational speed difference (ΔN) detected by the rotational speed difference detection means (18) is detected.
When the rate of change (ρ) of the hydraulic servo is equal to or greater than a predetermined threshold value (ρ _REF ), the hydraulic pressure (P _C1 ) of the hydraulic servo is lowered by one step, and the learning control means (21) causes the rotational speed difference (Δ).
The hydraulic pressure (P _C1m ) that is one step lower than the hydraulic pressure (P _C1 ) of the hydraulic servo when the rate of change (ρ) of N) is equal to or greater than a predetermined threshold value (ρ _REF ) is stored. It is in the vehicle controller.

According to a ninth aspect of the present invention, the neutral control means (20) includes the rotational speed difference detection means (18).
7. The control device for a vehicle according to claim 6, wherein feedback control is performed so that the rotation speed difference (ΔN) detected by is equal to a target rotation speed difference.

According to a tenth aspect of the present invention, the learning control means (21) stores the hydraulic pressure (P) stored during feedback control by the neutral control means (20).
10. The vehicle according to claim 1, wherein learning control is performed such that the low pressure control means performs the low pressure control to be performed next time based on the last stored hydraulic pressure (P _C1m ) of _C1 ). Control device.

The reference numerals in parentheses are for the purpose of contrasting with the drawings, but this is for convenience of facilitating the understanding of the invention and is not limited to the construction of the claims. It has no effect.

[0017]

According to the first aspect of the present invention, the neutral control means feedback-controls the hydraulic pressure of the hydraulic servo to the state in which the frictional engagement element is just before the engagement based on the state of the automatic transmission, and the learning control is performed. The means stores the hydraulic pressure when the feedback control is performed by the neutral control means, and performs the learning control so that the low pressure control when the engine is restart-controlled by the low pressure control means can be performed based on the stored hydraulic pressure. The hydraulic pressure of the hydraulic servo can be controlled to be an optimum hydraulic pressure at which the frictional engagement element is in a state immediately before the engagement. As a result, it is possible to perform low pressure control corresponding to changes over time, and it is possible to prevent the driver from feeling uncomfortable such as shock or vibration due to restart of the engine other than a start request.

According to the second aspect of the present invention, the frictional engagement element is engaged with at least the first forward speed of the plurality of frictional engagement elements, and the frictional engagement element of the input shaft to which the output of the engine is input is input. Since it is the input clutch for connecting the rotation, it is possible to disconnect the power transmission between the engine and the driving wheels and to immediately connect them.

According to the third aspect of the present invention, there is provided the engine starting condition judging means for judging the starting condition of the engine, and the engine starting means for starting the engine based on the judgment of the engine starting condition judging means. Since the engine start condition determination means operates the low pressure control means by determining the start condition of the engine other than the start request, the friction engagement element is engaged when the engine restart control other than the start request is performed. It is possible to prevent the vehicle from unintentionally starting without the driver, but it is possible to immediately engage the frictional engagement element when the driver demands to start.

According to the fourth aspect of the present invention, the engine starting means starts the engine a predetermined time after the judgment of the engine starting condition judging means, so that the engine can be operated during the low pressure control of the hydraulic servo. You can prevent it from starting. Thereby, it is possible to prevent the engine from starting in the engaged state of the friction engagement element.

According to the present invention of claim 5, a mechanical oil pump that is driven in conjunction with the engine and is capable of supplying the hydraulic pressure of a hydraulic servo, an electric oil pump that is capable of supplying the hydraulic servo with hydraulic pressure, and an engine And an electric oil pump control means for driving and controlling the electric oil pump during the automatic stop control of the engine based on the automatic stop control or the engine restart control. Since the hydraulic pressure of the servo is supplied, the hydraulic pressure can always be supplied to the hydraulic servo irrespective of whether the engine is started or stopped.

According to the sixth aspect of the present invention, the neutral control means detects frictional engagement based on the detection result of the rotational speed difference detecting means for detecting the rotational speed difference between the engine rotational speed and the input shaft rotational speed. Since the engagement state of the elements is detected and the feedback control is performed, the friction engagement element can be accurately placed immediately before the engagement in response to a change over time.

According to the present invention of claim 7, the neutral control means performs feedback control based on the rate of change of the rotational speed difference detected by the rotational speed difference detecting means.
The frictional engagement element can be accurately set just before the engagement in accordance with the change over time, and the learning control means can store the hydraulic pressure at which the frictional engagement element is immediately before the engagement.

According to the present invention of claim 8, the neutral control means gradually increases the hydraulic pressure of the hydraulic servo when the rate of change of the rotational speed difference detected by the rotational speed difference detecting means is equal to or less than a predetermined threshold value. If the rate of change of the rotational speed difference detected by the rotational speed difference detecting means is equal to or higher than a predetermined threshold value, the hydraulic pressure of the hydraulic servo is lowered by one step, and the learning control means causes the rate of change of the rotational speed difference to be equal to or higher than the predetermined threshold value. In this case, since the hydraulic pressure one step below the hydraulic pressure of the hydraulic servo is stored, the hydraulic pressure one step below the friction engagement element, that is, the hydraulic pressure just before the friction engagement element is engaged can be stored. it can.

According to the ninth aspect of the present invention, the neutral control means performs feedback control so that the rotational speed difference detected by the rotational speed difference detecting means becomes the target rotational speed difference, so that it is possible to cope with a change over time. The frictional engagement element can be accurately set immediately before the engagement, and the learning control unit can store the hydraulic pressure at which the frictional engagement element is immediately before the engagement.

According to the tenth aspect of the present invention, the learning control means performs the low pressure next time by the low pressure control means based on the last stored hydraulic pressure among the hydraulic pressures stored at the time of the feedback control by the neutral control means. Since the learning control is performed to perform the control, it is possible to store the hydraulic pressure which is repeatedly fed back by the feedback control and becomes the optimum value, and the low pressure control can be performed based on the optimum hydraulic pressure.

[0027]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. First, a vehicle drive system to which the vehicle control device of the present invention can be applied and an automatic transmission mechanism provided therein will be described with reference to FIGS. 2 and 3. 2 is a schematic block diagram showing a vehicle drive system according to the present invention, and FIG. 3 is a diagram showing an automatic transmission mechanism 5 applied to the present invention.
Is a skeleton diagram of the automatic transmission mechanism 5, and FIG.

As shown in FIG. 2, the drive source is the engine 2
And a motor / generator (M / G) 3, the driving force of which is output to the automatic transmission 10. The automatic transmission 10 includes a torque converter (T / M) 4, which is an example of a fluid transmission device, an automatic transmission mechanism 5, a hydraulic control device 6, a mechanical oil pump 7, and an electric oil pump 8. The automatic transmission mechanism 5 shifts the input driving force based on a predetermined traveling condition of the vehicle and outputs it to wheels and the like. Further, the automatic transmission mechanism 5 is provided with a plurality of friction engagement elements for performing gear shifting. The engagement of the friction engagement elements is hydraulically controlled for gear shifting, and the torque converter 4 is operated. A hydraulic control device 6 for controlling is provided. Further, a mechanical oil pump 7 and an electric oil pump for supplying hydraulic pressure to the hydraulic control device 6 are provided respectively. The mechanical oil pump 7 is arranged so as to interlock with the torque converter 4, and is driven by the driving force of the engine 2 and the motor / generator 3. The electric oil pump 8 is independent of the driving force of the engine 2 and the motor / generator 3,
It is driven by a motor supplied with power from a battery (not shown).

Next, the automatic transmission mechanism 5 will be described. As shown in FIG. 3A, the main automatic transmission mechanism 30 is
The first shaft (hereinafter,
This is the "input axis". ) 37, the engine 2 (E / G) and the motor generator (M / G) 3
The driving force is transmitted to the input shaft 37 via the torque converter 4 having the lockup clutch 36. The input shaft 37 includes a mechanical oil pump 7 and an electric oil pump 8 adjacent to the torque converter 4, and a brake unit 3.
4, the planetary gear unit portion 31, and the clutch portion 35 are arranged in this order.

The planetary gear unit 31 includes a simple planetary gear 32 and a double pinion planetary gear 3.
It consists of three. The simple planetary gear 32
Is composed of a sun gear S1, a ring gear R1, and a carrier CR that supports a pinion P1 that meshes with these gears. The double pinion planetary gear 33 includes a sun gear S2, a ring gear R2, and a pinion P2 and a ring gear R2 that mesh with the sun gear S1. The carrier CR supports the pinion P3 that meshes with each other so as to mesh with each other. The sun gear S1 and the sun gear S2 are rotatably supported by a hollow shaft rotatably supported by the input shaft 37. Further, the carrier CR is common to both planetary gears 32 and 33, and the pinion P1 and the pinion P2 meshing with the sun gears S1 and S2 are connected so as to rotate integrally.

In the brake section 34, a one-way clutch F1, a brake B1 and a brake B2 are sequentially arranged from the inner diameter side to the outer diameter direction, and the counter drive gear 39 is connected to the carrier CR via a spline. ing. Further, a one-way clutch F2 is interposed in the ring gear R2, and a brake B3 is interposed between the outer circumference of the ring gear R2 and the case. Further, the clutch unit 35 is a forward clutch (hereinafter, simply referred to as “clutch”) C1 which is an input clutch (friction engagement element).
And a direct clutch C2, which is interposed on the outer circumference of the ring gear R1. The direct clutch C2 has an inner circumference of a movable member (not shown) and a flange portion connected to the tip of the hollow shaft. Intervenes between.

The sub-transmission mechanism 40 is arranged on the second shaft 43 arranged in parallel with the input shaft 37.
7 and the second shaft 43, together with the third shaft composed of the differential shafts (left and right axles) 45l, 45r, a side view 3
It has a horn shape. Then, the auxiliary transmission mechanism 40
It has the simple planetary gears 41 and 42, and the carrier CR3 and the ring gear R4 are integrally connected,
The sun gears S3 and S4 are connected together to form a Simpson type gear train. Furthermore, ring gear R3
Is connected to the counter driven gear 46 to form an input section, and the carrier CR3 and the ring gear R4 are connected to a reduction gear 47 serving as an output section. Furthermore, ring gear R
UD direct clutch C3 is interposed between 3 and the integral sun gears S3, S4, and the integral sun gear S3 (S4) can be appropriately locked by the brake B4, and the carrier CR4 can be appropriately locked by the brake B5. . As a result, the sub-transmission mechanism 40 can obtain the third forward speed.

Further, the differential device 50 constituting the third shaft has a differential case 51, and a gear 52 meshing with the reduction gear 47 is fixed to the case 51. Further, the differential gear 5 is provided inside the differential case 51.
3 and the left and right side gears 55, 56 are meshed with each other and rotatably supported, and the left and right side axles 45l, 45r extend from the left and right side gears. This allows the gear 5
The rotation from 2 is branched corresponding to the load torque and transmitted to the left and right front wheels via the left and right axles 45l, 45r.

The clutches C1 and C2 and the brake B
Each of 1, B, 2B, 3, B4, B5 is provided with a hydraulic servo (not shown) which is driven and controlled by supplying the hydraulic pressure controlled by the hydraulic control device 6 described above. The hydraulic servo has a piston for pressing a plurality of inner friction plates and outer friction plates that are arranged with a gap interposed in the clutches and brakes, and operates the engagement state of the clutches and brakes. It is free. In the following description, the state immediately before the engagement of the clutch C1 means that the clearance existing between the piston, the inner friction plate and the outer friction plate is filled, and
1 is in a non-engaged state.

Next, the operation of the automatic transmission mechanism 5 will be described with reference to FIG.
Description will be given along the operation table shown in (b). 1st speed (1ST)
In the state, the clutch C1, the one-way clutch F2 and the brake B5 are engaged. Thereby, the main transmission mechanism 30
Becomes the first speed, and the decelerated rotation is caused by the counter gears 39, 46.
Is transmitted to the ring gear R3 in the sub transmission mechanism 40 via. The sub-transmission mechanism 40 is in the first speed state with the carrier CR4 stopped by the brake B5, and the decelerated rotation of the main transmission mechanism 30 is further decelerated by the sub-transmission mechanism 40, and the gears 47, 52 and the differential gear. It is transmitted to the axles 45l, 45r via the device 50.

In the second speed (2ND) state, the brake B2 is engaged in addition to the clutch C1, and the one-way clutch F2 is smoothly switched to the one-way clutch F1 so that the main transmission mechanism 30 is in the second speed state. Further, the auxiliary transmission mechanism 40 is in the first speed state due to the engagement of the brake B5,
The automatic transmission mechanism 5 combines the second speed state and the first speed state.
Second overall is obtained.

In the third speed (3RD) state, the main transmission mechanism 30
Is the same as the above-described second speed state in which the clutch C1, the brake B2, and the one-way clutch F1 are engaged, and the auxiliary transmission mechanism 40 engages the brake B4. Then Sun Gear S
3, S4 are fixed, and the rotation from the ring gear R3 is output from the carrier CR3 as the second speed rotation. Therefore, the second speed of the main speed change mechanism 30 and the second speed of the auxiliary speed change mechanism 40 and the third speed of the automatic speed change mechanism 5 as a whole. can get.

In the fourth speed (4TH) state, the main transmission mechanism 30
Is the same as the above-described second and third speed states in which the clutch C1, the brake B2 and the one-way clutch F1 are engaged,
The subtransmission mechanism 40 releases the brake B4,
The direct clutch C3 is engaged. In this state, the ring gear R3 and the sun gear S3 (S4) are connected to each other, so that both planetary gears 41 and 42 are directly connected to rotate integrally. Therefore, the second speed of the main speed change mechanism 30 and the direct connection (third speed) of the auxiliary speed change mechanism 40 are combined, and the automatic speed change mechanism 5 as a whole has a speed of 4
High speed rotation can be obtained.

In the fifth speed (5TH) state, the clutch C1 and the direct clutch C2 are engaged, and the rotation of the input shaft 37 is transmitted to both the ring gear R1 and the sun gear S1. It is a direct rotation that rotates integrally. In addition, the subtransmission mechanism 40 is in the direct coupling rotation in which the UD direct clutch C3 is engaged,
Therefore, the third speed (direct connection) of the main transmission mechanism 30 and the auxiliary transmission mechanism 40
The 3rd speed (direct connection) is combined, and the automatic transmission mechanism 5 as a whole,
5th speed rotation can be obtained.

In the reverse (REV) state, the direct clutch C2 and the brake B3 are engaged, and the brake B5 is engaged. In this state, the reverse rotation is taken out in the main transmission mechanism 30, and the auxiliary transmission mechanism 40 is
The carrier CR4 is also stopped in the reverse rotation direction by the brake B5, and is held in the first speed state. Therefore, the reverse rotation of the main transmission mechanism 30 and the first speed rotation of the auxiliary transmission mechanism 40 are combined,
Reverse rotation deceleration rotation can be obtained.

In FIG. 3 (b), a triangular mark indicates that the engine is activated during braking. That is, in the first speed, the brake B3 is engaged and the ring gear R2 is fixed instead of the one-way clutch F2. 2nd speed, 3
In the fourth speed and the fourth speed, the brake B1 is engaged and the sun gear S2 is fixed instead of the one-way clutch F1.

Next, a vehicle controller according to the present invention will be described with reference to FIG. FIG. 1 is a block diagram showing a vehicle control device according to an embodiment of the present invention. As shown in FIG. 1, the vehicle control device includes a control unit (ECU) U, which controls the engine (E / G) 2,
It is connected to the hydraulic control device 6, the electric oil pump (EOP) 8, and the motor generator (M / G) 3 (see FIG. 2). Further, the control unit U includes, for example, a shift lever 22 provided in a driver's seat and a brake sensor 2 provided on a brake pedal (and a side brake).
3. The above-mentioned axles 45l, 4 which are the output shafts of the automatic transmission 10.
The output shaft rotation sensor 24 provided on the 5r, the input shaft rotation sensor 25 provided on the input shaft 37, and the engine speed sensor 2 provided on the engine 2.
6, a throttle opening sensor 27, and a battery 28, an (indoor) air conditioner 29, etc. are also connected.

The control unit U includes an engine stop condition determination means 11, an engine stop means 12, an engine start condition determination means 13, an engine start means 14, an electric oil pump (EOP) control means 15, an engine state detection means 16,
Clutch low pressure control means 17, rotational speed difference detection means 18, start request detection means 19, neutral (N) control means 2
0 and learning control means 21 are provided.

The engine stop condition determining means 11 is, for example, a vehicle speed sensor 24 in which the vehicle is in a stopped state, a brake sensor 23 is in a brake ON state, a throttle opening sensor 27 is 0% in throttle opening, and the engine is rotating. The number sensor 26 detects that the engine speed Ne is around the idle speed, and further, when the condition such as the battery remaining amount is sufficient and the air conditioner is not operated, the engine 2 is stopped. Judge as a condition. Then, the engine stop means 12 stops the engine 2 based on the determination. Also, the EOP control means 15
As described above, since the mechanical oil pump 7 stops in conjunction with the engine 2 as described above, the electric oil pump 8 is drive-controlled to supply the hydraulic pressure to the hydraulic control device 6.

The engine starting condition determining means 13 determines whether the engine 2 is stopped by the engine stopping means 12 described above, and the engine starting condition other than the start request, that is, the remaining battery level becomes insufficient. Alternatively, when the air conditioner is operated and a compressor (not shown) that operates in conjunction with the engine 2 is driven, and the conditions such as the above are satisfied, it is determined that the engine 2 is started. Then, the engine starting means 14 starts the engine 2 based on the determination. Further, the EOP control means 15 drives the mechanical oil pump 7 in conjunction with the engine 2 to drive the hydraulic control device 6.
The electric oil pump 7 is stopped and controlled in order to supply hydraulic pressure to.

The clutch low pressure control means 17 stops the vehicle.
In addition, the engine 2 is stopped by the engine stopping means 12.
In the stopped state, the engine start condition determination means 13
When the starting condition of the engine 2 is determined by the engine
Rotation of the input shaft 37 to which the output of 2 is input and an automatic transmission mechanism
The hydraulic pressure P of the clutch C1 (see FIG. 3) that engages with
_C1Is controlled to a low pressure (details will be described later). Again this
At this time, the engine starting means 14 is provided before the engine 2 is started.
In addition, the clutch low pressure control means 17 causes the clutch C1
Hydraulic pressure P_C1It is necessary to lower the
The engine 2 is started after Ta.

When the engine state detecting means 16 detects that the starting of the engine 2 is completed by the engine starting means 14 while the hydraulic pressure P _C1 of the clutch C1 is controlled to a low pressure by the clutch low pressure controlling means 17, the clutch low pressure controlling means is detected. The low pressure control of the clutch C1 by 17 is terminated, and the neutral control by the neutral (N) control means 20 is started.

The neutral control means 20 includes an engine speed sensor 26 and an input shaft speed sensor 25,
A rotation speed difference detection means 18 for detecting a difference in rotation speed between the engine rotation speed Ne and the input shaft rotation speed Ni is connected, and based on the detection by the rotation speed difference detection means 18, the oil pressure P _{C1 of the} clutch C1 is Neutral control for controlling the clutch C1 to a predetermined hydraulic pressure (hereinafter, referred to as "standby pressure") P _C1w so that the clutch C1 is in a state immediately before engagement (details will be described later).
I do. Further, the neutral control means 20 is connected to a start request detecting means 19 for detecting a start request of the driver based on the throttle opening sensor 27, the brake sensor 23, etc., and the start request detecting means 19 detects the start request. Based on this, the neutral control is ended. Note that, in the present embodiment, the neutral control means 20 _{causes the} standby pressure P _C1w to be in a state immediately before the engagement of the clutch C1 based on the rotational speed difference between the engine rotational speed Ne and the input shaft rotational speed Ni as described above. However, the present invention is not limited to this, and the standby pressure P is determined based on the state of the automatic transmission 10 (for example, the change in the input shaft speed Ni, the change in the clutch C1 speed, etc.).
_C1w may be detected.

The learning control means 21 stores the base pressure P _C1m when the neutral control is finished as described above (details will be described later), and outputs it to the clutch control means 17. Clutch control means 17 which has received it, when the low-pressure control pressure P _C1 of the clutch C1 as described above (when the engine starting condition is determined), so that the oil pressure P _C1 to該待machine pressure P _C1w Low pressure control.

Here, normal neutral control will be described with reference to FIG. FIG. 14 is a time chart showing an example of the neutral control. For example, when the shift lever 22 is selected to the D range and the vehicle stops with the engine not stopped,
As shown in FIG. 4, the engine speed Ne is a substantially constant idle speed. From time ta to time tb, when the vehicle speed decreases, the clutch C1 is engaged,
The rotation speed Ni of the input shaft 37 also drops from wheels (not shown) via the automatic transmission mechanism 5. At this time, the neutral control means 20 estimates when the vehicle speed becomes zero based on the drop rate of the input shaft rotation speed Ni. In this state, torque converter 4 interposed between input shaft 37 and engine 2 absorbs the difference in rotation.

At time tb, when the input shaft rotation speed Ni becomes zero, for example, the throttle opening sensor 27 indicates that the throttle opening is less than a predetermined value, the brake sensor 23 indicates that the brake is ON, and the oil (not shown). The temperature sensor detects that the oil temperature is equal to or higher than a predetermined temperature, and determines whether or not the neutral control is started. When it is determined to start the neutral control, the neutral control means 20 performs clutch release control for gradually decreasing (sweeping down) the hydraulic pressure P _{C1 of the} clutch C1 from time tb to time tc. The hydraulic pressure P _{C1 is set} so that C1 is in the state immediately before the engagement.
To control. It should be noted that the input shaft rotation speed Ni is the clutch C1.
Is disengaged, the torque from the torque converter 4 is received to start rotation.

Thereafter, between time tc and time td, the hydraulic pressure P _C1 of the clutch C1 is controlled so as to disengage its engagement, and the power transmission between the input shaft 37 and the wheels is interrupted, that is, approximately. In-neutral control (details will be described later) that results in a neutral state is performed. Also at this time,
The neutral control means 20 outputs a signal to the hydraulic control device 6, for example, the clutch C1, the brakes B1, B2, B.
5 is engaged to engage the one-way clutch F1 and the reverse rotation of the one-way clutch F2 is prevented to perform hill hold control. The input shaft rotation speed Ni is in a state of being rotated by the torque from the torque converter 4.

At time td, when the driver's request for starting (for example, the predetermined pedaling force of the brake pedal becomes less than a predetermined amount) is detected, the neutral control means 20 ends the in-neutral control and the hill hold control. (The brakes B1 and B2 are released to the first speed state) and the clutch engagement control is performed to increase the hydraulic pressure P _{C1 of the} clutch C1, and the rotational speed difference between the engine rotational speed Ne and the input shaft rotational speed Ni is performed. The clutch C1 is gradually engaged (sweep up) according to the above. Then, the input shaft 37 and the stopped wheel are engaged, and the input shaft rotation speed N
i becomes 0. Further, at time te, when the clutch C1 is engaged, the torque from the torque converter 4 increases the input shaft speed Ni, the wheels rotate via the engaged clutch C1, that is, the vehicle starts. To do.

Next, the details of the in-neutral control will be described with reference to FIGS. Figure 15
16 is a time chart detailing the hydraulic control during the in-neutral control, FIG. 16 is a time chart showing the case where the input clutch is in the drag region, and FIG. 17 is a time chart showing the case where the input clutch is in the slip region. As shown in FIG. 15, during the in-neutral control (from time tc to time td shown in FIG. 14), the hydraulic pressure P _C1 of the clutch C1 is changed to the hydraulic pressure just before the clutch C1 is engaged as described above. Controlled. In this state, the neutral control means 20 controls the oil pressure P _{C1 of the} clutch _C1.
Is increased by a one-step pressure increase amount ΔP _UP , and the rotation speed difference detection means 18 causes the rotation speed difference ΔN between the engine rotation speed Ne and the input shaft rotation speed Ni from the engine rotation speed sensor 26 and the input shaft rotation speed sensor 25. To detect. Then, the neutral control means 20 starts the feedback control based on the change rate ρ based on the rotation speed difference ΔN detected by the rotation speed difference detection means 18, that is, the relationship between the change amount δ of the rotation speed difference ΔN and its time. To do.

At this time, as shown in FIG. 16, the neutral control means 20 _changes the start time t _S0 to the end time t _S3.
For the first time T from the start time t _S0 to the time t _S1 obtained by setting the sampling time Tsam up to
_S1 , second time T from start time t _S0 to time t _S2
The change amount threshold value ΔN _Ri of the rotation speed difference ΔN corresponding to each of _S2 and the sampling time Tsam is set as the change amount threshold values ΔN _RA , ΔN _RB , and ΔN _{RC with} respect to the reference change amount ΔN _m . For example, the input clutch C1
Is in a dragging region where it is not engaged and is in slight contact, the change amount δ of the rotational speed difference ΔN is changed during the first time T _S1 , the second time T _S2, and the sampling time Tsam. Quantity thresholds ΔN _RA , ΔN _RB , ΔN
_The sampling time Tsa without exceeding _RC
After finishing m, the hydraulic pressure P _{C1 of the} clutch _C1 is increased by ΔP.
It was boosted by _{U P,} after the setting of similar sampling time Tsam repeatedly, since repeating the control.

As shown in FIG. 17, for example, at time t _S4 , the variation amount δ of the rotational speed difference ΔN is the variation amount threshold value ΔN.
_{When RA} (ΔN _RB , ΔN _RC is also the same, so description is omitted), it is determined that the clutch C1 has started engagement and is in the slip region, and the hydraulic pressure P _{C1 of the} clutch C1 is set to one stage. together with only vacuum pressure reduction amount [Delta] P _DOWN, set the sampling time Tsam, i.e. the sampling time Tsam than the same manner as described above start time _{t S4} until the end _{t S7,} than start time _{t S 4} to the time _{t S5} The change amount thresholds ΔN _RA , ΔN _RB , and ΔN _RC of the rotation speed difference ΔN corresponding to the first time T _S1 and the second time T _S2 from the start time t _S4 to the time t _S6 are set with respect to the reference change amount ΔN _m. To set. In this case, since the hydraulic pressure P _C1 of the clutch C1 is reduced by one pressure reduction amount ΔP _DOWN , the engagement state of the clutch C1 is returned from the slip region to the drag region, and therefore the rotational speed difference Δ
The change amount δ of N does not change substantially, and the sampling time Tsam from the start time t _S4 to the end time t _S7 ends. Then, the hydraulic pressure P _{C1 of the} clutch C1 is increased again by the pressure increase Δ.
Although the pressure is increased by P _UP , the change amount δ similarly exceeds the change amount threshold ΔN _RA, and the hydraulic pressure P _{C1 of the} clutch C1 is reduced by a one-step pressure reduction amount ΔP _DOWN . As a result, feedback control is performed based on the change rate ρ of the rotation speed difference ΔN between the engine rotation speed Ne and the input rotation speed Ni.

Next, the control of the vehicle control device according to the present invention will be described with reference to FIGS. Figure 4
5 is a flowchart showing the control of the vehicle control device according to the present invention, FIG. 6 is a flowchart showing the clutch release control S50, FIG. 7 is a flowchart showing the in-neutral control S130, and FIG. 8 is a clutch engagement control S150.
9 is a flowchart showing a feedback control S132 in the in-neutral control, FIG. 11 is a flowchart showing a threshold updating process S132d in the feedback control, and FIG.
Is a flowchart showing electric oil pump (EOP) control. 4 shows in FIG. 7, FIG. 7 shows in FIG. 4, FIG. 4 shows in FIG. 5, FIG. 4 shows in FIG. 5, and FIG. 4 shows in FIG. In Fig. 4
Is shown in FIG. 5, FIG. 9 is shown in FIG.
9 shows that they are connected to those of FIG. 10, respectively.

First, the electric oil pump (EOP) control S
200 will be described with reference to FIG. When the control is started (S201), it is determined whether the engine speed Ne is equal to or lower than a first predetermined value which is a value lower than the idling speed, for example (S202), and is equal to or lower than the first predetermined value. In this case, drive the electric oil pump 8 (S20
3) The hydraulic oil supply of the electric oil pump 8 compensates for the stop (or decrease) of the hydraulic pressure supply due to the mechanical oil pump 7 being stopped (or the driving force being decreased) in conjunction with the engine 2. If the engine speed Ne is not equal to or lower than the first predetermined value in step S202, the process proceeds to step S204, and it is determined whether the engine speed Ne is equal to or higher than the second predetermined value (S204). When the engine speed Ne is not equal to or higher than the second predetermined value, the electric oil pump 8 is maintained in the driving or stopped state as it is. When the engine speed Ne is equal to or higher than the second predetermined value, the electric oil pump 8 is stopped (S205).

As described above, since the hydraulic pressure supply of the mechanical oil pump 7 rises and falls in proportion to the engine speed Ne,
When the hydraulic pressure supply of the mechanical oil pump 7 is lowered, the electric oil pump 8 supplies the hydraulic pressure. Thereby, it is possible to always perform the hydraulic pressure supplied to the hydraulic P _{C 1} clutch C1. Hunting can be prevented by making the first predetermined value and the second predetermined value different. In the following description, stopping the engine 2 means driving the electric oil pump 8 and starting the engine 2 means stopping the electric oil pump 8, but the description thereof is omitted.

Then, when the control of the vehicle control device according to the present invention is started by the control unit U (S10), first, the input signals from the above-mentioned sensors (see FIG. 1) are processed (S20). The engine stop condition determination means 11 determines the stop condition, and the engine stop means 12 determines whether the engine 2 is automatically stopped (S3).
0). If the engine 2 is not automatically stopped, that is, if the engine 2 is being driven, the process proceeds to step S40, for example, the brake is ON, the throttle opening is less than or equal to a predetermined value, the vehicle speed is (estimated) zero, the shift range is the D range, etc. It is determined whether or not the condition for starting the neutral control based on the condition of is satisfied. If the conditions are not met, it means that the vehicle is running or there is a request to start.
Via, the process proceeds to step S170 in FIG.

When the condition for starting the neutral control is satisfied in step S40 (see time point tb in FIG. 14),
Proceeding to step S50, the neutral control means 20 starts the neutral control as described above. In the neutral control, as shown in FIG. 6, first, the hydraulic pressure P _C1 of the clutch C1 is lowered to start the clutch C1 disengagement control (see time tb to time tc in FIG. 14) (S5).
1), the hydraulic pressure P _{C1 of the} clutch C1 is swept down to the standby pressure P _C1w (S52). Then, it is determined whether the rotation speed difference ΔN between the engine rotation speed Ne and the input shaft rotation speed Ni detected by the rotation speed difference detection means 18 is within a predetermined range (S53). If the rotational speed difference is not within the predetermined range (No in step S53), that is, the hydraulic pressure P _{C1 of the} clutch C1 does not _{reach the} target standby pressure P _C1w, and thus the sweep down (S53) is continued. . Then, when the rotational speed difference ΔN is within the predetermined range (Yes in step S53), the sweep down is finished (S54).

When the sweep down is completed (that is, S50 is completed), it is judged whether the disengagement control of the clutch C1 is completed (S70). When the disengagement control of the clutch C1 is not completed, the process returns to step S50 and the disengagement control of the clutch C1 is performed again. Then, when it is determined that the hydraulic pressure P _{C1 of the} clutch C1 has become the standby pressure P _C1w and the clutch release control is completed (step S7).
0), and the process proceeds to step S130 in FIG. Also, during this period, the condition for ending the neutral control,
In other words, the throttle opening is above a specified value and the brake is off.
When a start request based on, for example, is detected by the start request detection means 19, or when the shift range is selected to a range other than the non-running range (for example, N or P range), the conditions are satisfied (S60), End neutral control. In this case, through step S15 in FIG.
To proceed to 0, the hydraulic pressure P _C1 which is in the process of releasing the clutch C1 is raised again to be engaged, so that clutch engagement control described later is performed. When the shift range is set to the non-running range, the clutch C1 is not engaged (S150) and the hydraulic pressure P _{C1 of the} clutch _C1 is released.

As described above, when the disengagement control of the clutch C1 is completed (S70), the in-neutral control (see time tc to time td in FIG. 14) is started in step S130 in FIG. In the in-neutral control, as shown in FIG. 7, first, the in-neutral control is started (S131), and the engine speed Ne described above is set.
The hydraulic pressure P _C1 of the clutch _C1 is controlled according to the rotational speed difference ΔN between the input shaft rotational speed Ni and the input shaft rotational speed Ni (S132).

As shown in FIG. 9, when the control of the hydraulic pressure P _C1 of the clutch C1 according to the rotational speed difference ΔN is started (S1
32a), first, while detecting the rotation speed difference ΔN from the difference between the engine rotation speed Ne and the input rotation speed Ni (S132b),
The sampling time Tsam described above (see FIGS. 16 and 17).
It is determined whether (reference) has elapsed (S132c). In the initial state of the control, it is assumed that the sampling time Tsam has not elapsed (No in S132), and step S1
32d, control for updating (setting) the change amount threshold value of the rotation speed difference ΔN is started.

When the process proceeds to step S132d, FIG.
As shown, the threshold update process is started (S132d-
1) First, the sampling time Tsam is the first time T
_S1Is determined (S132d-2), and
First time T_S1Is not elapsed (S132d-
No. 2), change threshold ΔN_RiThe first time T_S1To
Corresponding change amount ΔN_RATo (S132d-
3) and returns (S132d-7). Also, the said
1 hour T_S1Has passed (in S132d-2
Yes), the sampling time Tsam is the second time T
_S2Is determined (S132d-4), and
Second time T_S2Is not elapsed (S132d-
4 No), change threshold ΔN_RiThe second time T_S2To
Corresponding change amount ΔN _RBTo (S132d-
5) and returns (S132d-7). And the said
Second time T_S2Has passed (S132d-4
Yes), change threshold ΔN_RiThe sampling time
Change amount ΔN corresponding to Tsam_RCSet to (S13
2d-6), return (S132d-7), and above control
Repeat your control.

Next, as shown in FIG. 9, it is determined whether or not the change amount δ exceeds the change amount threshold ΔN _Ri while controlling the update of the change amount threshold in step S132d (S132e) (FIG. 16). , See FIG. 17). If the change amount δ does not exceed the change amount threshold ΔN _Ri (S1
32e Yes) (see FIG. 16), that is, the clutch C1
Is a drag region, the step S13
It proceeds to 2 m and returns to step S132a. If the change amount δ exceeds the change amount threshold ΔN _Ri (No in S132e) (see FIG. 17), the clutch C1
Is determined to be the slip region, and the hydraulic pressure P _C1 of the hydraulic servo of the clutch C1 is reduced by one step ΔP as described above.
_The pressure is reduced by _DOWN , the counter C described later is incremented by "1", and the sampling time Tsam is reset (S132f). Then, before the hydraulic pressure P _{C1 of the} clutch C1 is determined to be in the slip region, that is, the hydraulic pressure P _C1 at the final stage in the drag region is set to the standby pressure P
_It is stored as C1m (S132g), and thereafter, the process proceeds to step S132m via and returns to step S132a. The standby pressure P _C1m stored at this time
Is the oil pressure P _C1 before it is judged that the oil pressure P _{C 1 of the} clutch _{C 1} is in the slip region (that is, the oil pressure before being increased by one step), but the one-step depressurization amount ΔP
_It may be the hydraulic pressure P _C1 after the pressure is reduced by _DOWN .

On the other hand, in step S132c,
If the sampling time Tsam is determined to have elapsed proceeds to step S132h through, (Yes in S132c), the absolute amount of the change amount δ is greater than the variation threshold .DELTA.N _RC for the sampling time Tsam Determine whether or not. In step S132e, (No of S132h) if the variation δ does not exceed the amount of change threshold .DELTA.N _RC, for example despite variation δ is the amount of change when the pressurized first stage up as shown in FIG. 16 Threshold Δ
There are two cases, that is, the case where N _RC is not exceeded, and the case where the change amount δ does not exceed the change amount threshold ΔNR _C until the next increase in pressure as shown in FIG. 17, for example. Therefore, to set the counter threshold value C _R, based on the counter C to sampling time Tsam described above is, for example, "1" is added for the case that has been reset, perform their determination. For example, a drag region regardless of when pressure one step up, as shown in FIG. 16, when the change amount δ does not exceed the amount of change threshold .DELTA.N _RC, the counter C is equal to or lower than the counter threshold value CR ( Ye in step S132i
s), the hydraulic pressure P _{C1 of the} clutch C1 is increased by one step, and the counter C is decremented by “1” (S132).
j), and return (S132m). In addition, as shown in FIG. 17, a drag region after one-stage depressurization,
If the variation δ does not exceed the amount of change threshold .DELTA.N _RC is
The counter C is equal to or larger than the counter threshold CR (that is, the counter C is repeatedly added by the sampling time Tsam being repeatedly reset) (No in step S132i), and the process directly returns (S132m). As shown in 17, during the sampling time Tsam, the oil pressure P of the clutch C1 is
_C1 is never boosted.

Then, as shown in FIG. 17, when the sampling time Tsam ends, the pressure is increased by one step, and the change amount δ changes in step S132h.
_{When RC} is exceeded (Yes in S132h), the clutch C1 at this time should be in the slip region, so the pressure is reduced by one step (S132k), and similarly to step S132g,
The hydraulic pressure P _C1 before the hydraulic pressure P _{C1 of the} clutch C1 is determined to be in the slip region, that is, the hydraulic pressure P _C1 at the last stage in the drag region is stored as the standby pressure P _C1m (S132).
l), go to step S132m and go to step S132a
Return to. Incidentally, the standby pressure P _C1m also be similarly stored at this time is the pressure P _C1 before oil pressure P _C1 of the clutch C1 is determined to be a slip region (i.e.,
The hydraulic pressure P _{C 1} may be the hydraulic pressure before being increased by one step, but may be the hydraulic pressure P _{C 1} after the pressure is reduced by one step of the pressure reduction amount ΔP _DOWN .

As described above, the clutch C depending on the rotational speed difference
When the hydraulic pressure P _C1 of ₁ is controlled (S132), first, it is determined whether or not the in-neutral control is ended (S13).
4) If not completed (No in step S134),
Continue in-neutral control. Thereafter, the start request detecting means 19 requests the driver to start (the brake is off.
F, the throttle opening is equal to or more than a predetermined value) or when the shift range is selected other than the forward range, the in-neutral control is ended (Yes in S134), and the standby pressure is set as described above. Learning (memorizing) P _C1w
Then (S135), the process ends (S136). Further, during this period, when it is detected that the engine speed Ne becomes equal to or lower than the predetermined speed, it is determined that the engine 2 is automatically stopped (S133), the process proceeds to step S9 via, and the clutch low pressure standby command ( The details will be described later).

After the in-neutral control (S130) is completed, when the neutral control end condition is detected, that is, the start request detecting means 19 detects a start request of the driver (brake is OFF, throttle opening is a predetermined value or more, etc.). Alternatively, it is determined whether or not a condition such as the case where the shift range is selected other than the D range is satisfied (S1
40), if the condition is not satisfied (step S1)
No. 40), in-neutral control again (S130)
I do. When the condition is satisfied (Yes in step S140) (see time point td in FIGS. 12 and 14), clutch engagement control is performed (S150). In the clutch engagement control, as shown in FIG. 8, first, the clutch engagement control is started (S151), and as described above, the clutch engagement control is performed according to the rotation speed difference ΔN between the engine rotation speed Ne and the input shaft rotation speed Ni. The hydraulic pressure P _{C1 of the} clutch C1 is swept up (S1
52). Then, it is determined whether the hydraulic pressure P _{C1 of the} clutch C1 is equal to or higher than a predetermined pressure (S153), and the clutch C1 is determined.
If the hydraulic pressure P _C1 of the pressure is not equal to or higher than the predetermined pressure (step S
No. 153), and the above sweep up is continued. After that, when the hydraulic pressure P _{C1 of the} clutch C1 becomes equal to or higher than the predetermined pressure (Yes in step S153), the clutch engagement control is ended (S154), and the process proceeds to step S160.

In step S160, the clutch C1
It is determined whether or not the engagement control has been completed, and if the engagement control is not completed (N in step S160).
o), the clutch engagement control is performed again. When the hydraulic pressure P _C1 of the clutch C1 is equal to or higher than the predetermined pressure and the engagement control is completed (Yes in step S160), the process proceeds to step S170 and returns to step S10.

Continuing on from FIG. 4 to FIG. 13, the main control of the present invention when the engine 2 is restarted from the stopped state of the vehicle 2 under the starting condition other than the start request in the stopped state of the vehicle will be described. explain. FIG. 13 is a time chart showing when the engine is restarted from the engine stopped state in the vehicle stopped state. For example, as shown at time t1 in FIG. 13, when the vehicle is stopped and the engine stop condition is satisfied, and the engine stop condition determination means 11 determines, that is, the engine control command becomes “stop”, and the engine stop means The stop of the engine 2 is started by 12. At this time, the motor / generator 3 is reversely driven to reduce the shock caused by stopping the engine. Further, since the mechanical oil pump 7 is interlocked with the stop of the engine, the electric oil pump 8 is turned off by the EOP control means 15 at time t2.
N is done. When the engine stop is completed at time t3, the motor / generator 3 is also stopped, and the engine stop is completed. Then, in step S30 in FIG. 4, it is determined that the engine 2 is automatically stopped, and first,
It is determined whether the engine 2 is automatically restarted (S8
0). If the engine 2 is still stopped (S
No. of No. 80), the process proceeds to step S170, that is, since no control is performed, the clutch C1 is in the engaged state (for example, the normal D range state).

At time t4, when the engine start condition other than the above-described start request (for example, the engine start condition associated with insufficient battery level, air conditioner ON, etc.) is satisfied, the engine control command becomes "start". ,
It is determined by the engine start condition determination means 13, that is, the engine automatic restart is determined (step S80).
Yes). Then, first, the clutch low pressure control means 17
Thus, the low pressure control is started so that the hydraulic pressure P _C1 of the clutch C1 becomes the standby pressure P _C1w which is the target constant pressure (S
90). On the other hand, the engine starting means 13 does not start the engine 2 until a predetermined time Ta elapses by a timer (not shown) or the like, and starts the engine 2 after the predetermined time Ta. That is, since the engine 2 is not started while the hydraulic pressure P _{C1 of the} clutch C1 is controlled to be low, the clutch C
It is possible to prevent the engine 2 from starting when the engine 1 is engaged. That is, it is possible to prevent the driver from feeling uncomfortable such as shock or vibration due to the restart of the engine 2 other than the start request (that is, unexpected by the driver).

At a time point t5, when the predetermined time Ta elapses, the engine starting means 14 starts starting the engine 2. On the other hand, at time t6, the mechanical oil pump 7 is driven in conjunction with the start of the engine 2, so that the electric oil pump 8 is turned off by the EOP control means 15.
Then, at the time point t7, when the start of the engine 2 is completed and the start of the engine 2 is detected by the engine state detecting means 16 (S100), the neutral control means 20 starts the in-neutral control (S13).
1). During this period (between time t5 and time t7), when the start request detecting means 19 detects the start request of the driver (S110), the clutch C1 is engaged to engage the clutch C1 so that the pressure is lowered. Hydraulic pressure P
_C1 is raised again to engage the clutch (S120),
The vehicle is started and the above control is repeated (S17).
0). The neutral control means 20 may start the in-neutral control when the engine state detecting means 16 detects that the engine speed Ne is equal to or higher than a predetermined speed.

At time t7, when the in-neutral control is started (S130), the oil pressure P _{C1 of the} clutch _C1 is feedback controlled according to the rotation speed difference ΔN detected by the rotation speed difference detecting means 18 as described above. The clutch C1 can be brought into the state immediately before the engagement. Then, at time t8, the start request detecting means 19
Detects the driver's request to start (or detects that the shift range is selected other than the forward range),
The neutral control unit 20 terminates the in-neutral control and releases the feedback control, and the learning control unit 21 releases the standby pressure when the next low pressure control of the clutch C1 is performed based on the standby pressure P _C1w described above. P _C1w is stored (S132g, S132l). Then, the engagement control of the clutch C1 is performed (S150 and S
160), start the vehicle.

In this way, the neutral control means 20
In order to prevent the clutch C1 from being delayed in engagement when the driver makes a start request, neutral control is performed after the engine is started to bring the clutch C1 into a state immediately before engagement. Also, learning control unit 21, by storing the standby pressure P _C1w when the release to allow the low-pressure control of next clutch C1 on the basis of the standby pressure P _C1w, the low-pressure control by the clutch low pressure control means 17 When performing, the hydraulic pressure P _C1 of the clutch C1 is low-pressure controlled to an optimal hydraulic pressure at which the clutch C1 is in a state immediately before engagement. As a result, it is possible to perform low-pressure control that responds to changes over time, and to respond to changes over time without giving the driver any discomfort such as shock or vibration due to restart of the engine 2 other than a start request. ing.

In the embodiment according to the present invention,
Since the electric oil pump 8 and the EOP control means 15 constantly supply hydraulic pressure to the hydraulic servo of the clutch C1,
The control performed by the clutch low pressure control means 17 is a control to reduce the hydraulic pressure to the hydraulic pressure immediately before engagement when the engine 2 is restarted, but in a vehicle that does not include the electric oil pump 8 and the EOP control means 15. The control of the clutch low pressure control means 17 is a control for suppressing the hydraulic pressure of the hydraulic servo of the clutch C1 rising by the mechanical oil pump 7 driven by the restart control of the engine 2 to the hydraulic pressure immediately before the engagement. Good.

As described above, in the vehicle control system according to the present invention, the clutch low pressure control means 17 carries out the low pressure control to the standby pressure _PC1w which is a constant predetermined hydraulic pressure. Since the clutch C cannot cope with changes over time such as changes in the supplied hydraulic pressure, the clutch C
1 may be slightly engaged, which may give the driver an uncomfortable feeling such as shock or vibration when the engine is restarted. However, the learning control means 21 performs feedback control by the neutral control means 20. optimum storing hydraulic P _C1m, since learning so as performed on the basis of the low-pressure control in the hydraulic P _C1m, the hydraulic servo of the oil pressure P _C1 of the clutch C1 the clutch C1 becomes the state just before the engagement during A low pressure can be controlled to a proper hydraulic pressure. As a result, it is possible to perform low pressure control corresponding to changes over time, and it is possible to prevent the driver from feeling uncomfortable such as shock or vibration due to restart of the engine 2 other than a start request.

Further, when the start request detecting means 19 detects the start request of the driver, the neutral control means 2
0 cancels the neutral control, the learning control means 21 stores the last hydraulic pressure P _C1m at the time of the cancellation, and in the next low pressure control performed by the clutch low pressure control means 17, the low pressure is based on the _final hydraulic pressure P _C1m. Since the control is performed, the hydraulic pressure P _C1m that is repeatedly fed back by the neutral control that is so-called feedback control and has an optimum value is stored, and the next low pressure control can be performed based on the optimum value of the hydraulic pressure P _C1m. it can. That is, it is possible to perform the low pressure control corresponding to the change over time based on the optimum value of the hydraulic pressure P _C1m , and to give the driver an uncomfortable feeling such as a shock or vibration by restarting the engine 2 other than the start request. Although it can be appropriately prevented, the clutch C1 can be immediately engaged when the driver makes a start request.

In the present embodiment, the learning control means 21 stores the standby pressure P _C1w at the time of starting and releasing the neutral control after the low pressure control by the clutch low pressure control means 17. , Memorize standby pressure P
_C1w may be normal neutral control, that is, any neutral control may be used as long as it can store the hydraulic pressure immediately before the engagement of the clutch.

Further, in the present embodiment, the neutral control means 20 has the change rate ρ of the rotation speed difference ΔN detected by the rotation speed difference detection means 18 (sampling time Ts.
The feedback control is performed on the basis of the change amount δ) in am.
May be feedback-controlled with respect to a predetermined target rotational speed difference such that the state becomes immediately before the engagement.

Also, in the present embodiment, the clutch C
The standby pressure P _{C1w of} 1 is set on the basis of the rotational speed difference between the engine rotational speed Ne and the input shaft rotational speed Ni. For example, the clutch C1 is provided with a rotational speed sensor, the input shaft 37 is provided with an acceleration sensor, However, the present invention is not limited to these, and any one can be used as long as it can detect that the clutch C1 is in a state immediately before engagement.

Further, in the present embodiment, the low pressure control is performed so that the power transmission between the engine 2 and the driving wheels is cut off by learning control on the hydraulic pressure of the input clutch and the engagement can be performed immediately. , Brakes, a plurality of clutches, a plurality of brakes, a combination of clutches and brakes, and the like may be learning control in hydraulic pressure, and the present invention is not limited to this, and the power transmission between the engine 2 and driving wheels is cut off, and Anything can be learned as long as it can learn to perform low pressure control so that it can be engaged immediately.

[Brief description of drawings]

FIG. 1 is a block diagram showing a vehicle control device according to an embodiment of the present invention.

FIG. 2 is a schematic block diagram showing a drive system of a vehicle according to the present invention.

FIG. 3 is a diagram showing an automatic transmission mechanism applied to the present invention,
(A) is a skeleton diagram of the automatic transmission mechanism 5, and (b) is an operation table thereof.

FIG. 4 is a flowchart showing the control of the vehicle control device according to the present invention.

FIG. 5 is a flowchart showing the control of the vehicle control device according to the present invention.

FIG. 6 is a flowchart showing clutch release control.

FIG. 7 is a flowchart showing in-neutral control.

FIG. 8 is a flowchart showing clutch engagement control.

FIG. 9 is a flowchart showing feedback control in in-neutral control.

FIG. 10 is a flowchart showing feedback control in in-neutral control.

FIG. 11 is a flowchart showing a threshold update process in feedback control.

FIG. 12 is a flowchart showing electric oil pump (EOP) control.

FIG. 13 is a time chart showing when the engine is restarted from the engine stopped state in the vehicle stopped state.

FIG. 14 is a time chart showing an example of neutral control.

FIG. 15 is a time chart detailing hydraulic control during in-neutral control.

FIG. 16 is a time chart showing a case where the input clutch is in the drag region.

FIG. 17 is a time chart showing a case where the input clutch is in a slip region.

[Description of Reference Signs] 2 engine 4 fluid transmission device (torque converter) 7 mechanical oil pump 8 electric oil pump 10 automatic transmission 13 engine starting condition determination means 14 engine starting means 15 electric oil pump control means 17 clutch low pressure control means 18 Rotational speed difference detection means 19 Start request detection means 20 Neutral control means 21 Learning control means 23 Brake pedal operation state (brake sensor) 27 Throttle opening (sensor) 28 Battery 29 Air conditioner 37 Input shaft C1 clutch (input clutch) Ne engine Rotational speed Ni Input shaft rotational speed ΔN Rotational speed difference P _C1 (hydraulic pressure of input clutch) Servo pressure P _C1w Target constant pressure (standby pressure) P _C1m Hydraulic pressure Ta during feedback control Ta Predetermined time ρ (of rotational speed difference) Change rate ρ _REF predetermined threshold

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F02D 29/02 ZHV F02D 29/02 ZHVD 29/04 29/04 G 45/00 314 45/00 314B F02N 11 / 04 F02N 11/04 A 11/08 11/08 K N 15/00 15/00 E // B60K 6/02 F16H 59:46 F16H 59:46 59:68 59:68 59:74 59:74 B60K 9 / 00 E (72) Inventor Takeshi Inuzuka 10 Takane, Fujii-cho, Anjo-shi, Aichi Prefecture Aisin AW Co., Ltd. (72) Takayuki Kubo 10 Takane, Fujii-cho, Anjo-shi, Aichi Aisin AW In-house F-term (reference) 3G084 BA28 BA35 CA01 DA11 DA39 FA05 FA06 FA10 FA33 FA36 3G092 AC02 AC03 DG05 EA02 EA13 EA16 EA22 FA04 FA13 FA14 FA30 GA01 GB10 HE01Z HF11Z HF19 HF26Z 3G093 AA05 BA02 BA01 BA22 BA33 BA33 CA33 CA33 CA02 DA01 DA06 DB01 DB05 DB15 EB03 EB05 EC04 FA12 FB02 3J552 MA01 MA12 NA01 NB08 PA02 PA20 PA47 QA30C QB07 RB03 RC02 SA03 SA08 TA01 TA11 VA05W VA07W VA33W VA37W VA38W VA76W VB01Z

Claims (10)

[Claims] 1. A vehicle control device for automatically stopping an engine based on a stop condition and restarting the engine based on a start condition, wherein an output of the engine and power transmission between the drive wheels are engaged. A freely frictional engagement element, a hydraulic servo that can freely operate the engagement state of the frictional engagement element, and a state in which the engine is operated while the vehicle is stopped and the engine is automatically stopped. Low-pressure control means for low-pressure controlling the hydraulic pressure of the hydraulic servo when the restart control is performed to a state in which the friction engagement element is about to be engaged; and the hydraulic servo based on the engagement state of the friction engagement element. A neutral control means for feedback-controlling the hydraulic pressure of the frictional engagement element to a state immediately before the engagement, and storing the hydraulic pressure when the neutral control means performs the feedback control, Serial and a learning control means for learning control to the low-pressure control means may be performed based on the hydraulic pressure of the low pressure control is the storage control device of the vehicle, characterized in that. 2. A fluid transmission device and gear transmission means for switching a transmission path by a plurality of friction engagement elements, which are interposed between an input shaft to which an output of the engine is input and a drive wheel, An automatic transmission that shifts the rotation of the input shaft by connecting and disconnecting a plurality of friction engagement elements to output to the drive wheels, the friction engagement element, among the plurality of friction engagement elements, The vehicle control device according to claim 1, wherein the control device is an input clutch that engages at least the first forward speed and connects the rotation of the input shaft. 3. An engine starting condition judging means for judging a starting condition of the engine, and an engine starting means for starting the engine based on the judgment of the engine starting condition judging means, the engine starting condition judging means. The control device for a vehicle according to claim 1 or 2, wherein the control device determines an engine start condition other than a start request and operates the low pressure control means. 4. The vehicle control device according to claim 3, wherein the engine starting means starts the engine a predetermined time after the determination by the engine starting condition determining means. 5. A mechanical oil pump that is driven in conjunction with the engine and is capable of supplying the hydraulic pressure of the hydraulic servo, an electric oil pump that is capable of supplying the hydraulic pressure of the hydraulic servo, and automatic stop control of the engine, Or an electric oil pump control means for driving and controlling the electric oil pump during the automatic stop control of the engine based on the restart control of the engine, wherein the hydraulic pressure is constantly maintained by the mechanical oil pump or the electric oil pump. The vehicle control device according to any one of claims 1 to 4, wherein the servo hydraulic pressure is supplied. 6. A rotation speed difference detection means for detecting a rotation speed difference between the rotation speed of the engine and the rotation speed of the input shaft, wherein the neutral control means is based on a detection result of the rotation speed difference detection means. The control device for a vehicle according to claim 1, wherein the feedback control is performed by detecting an engagement state of the friction engagement element. 7. The vehicle control device according to claim 6, wherein the neutral control means performs feedback control based on a rate of change of the rotation speed difference detected by the rotation speed difference detection means. 8. The neutral control means gradually increases the hydraulic pressure of the hydraulic servo when the rate of change of the rotational speed difference detected by the rotational speed difference detecting means is equal to or lower than a predetermined threshold value, and the rotational speed of the rotational speed difference is increased. When the rate of change of the rotational speed difference detected by the number difference detecting means is equal to or more than a predetermined threshold value, the hydraulic pressure of the hydraulic servo is lowered by one step, and the learning control means changes the rate of change of the rotational speed difference. The vehicle control device according to claim 7, wherein a hydraulic pressure that is one step lower than the hydraulic pressure of the hydraulic servo when the hydraulic pressure is equal to or higher than a predetermined threshold is stored. 9. The control device for a vehicle according to claim 6, wherein the neutral control means performs feedback control so that the rotation speed difference detected by the rotation speed difference detection means becomes a target rotation speed difference. 10. The learning control means performs the low pressure control performed next time by the low pressure control means based on the last stored hydraulic pressure among the hydraulic pressures stored at the time of the feedback control by the neutral control means. 10. The vehicle control device according to claim 1, wherein learning control is performed as described above.