JP2010047099A - Device and method for controlling vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device and a method for controlling a vehicle capable of controlling in a first control mode for restarting an engine after stopping the engine without activating an electric pump in a state where the vehicle cannot suddenly start such as during a traffic congestion, and controlling in a second control mode for restarting the engine after stopping the engine by activating the electric pump in a state other than the above. <P>SOLUTION: In the device for controlling a vehicle provided with an automatic transmission in which the electric pump is mounted for performing automatic stop and automatic start of the engine when a predetermined stop condition is satisfied during the vehicle stop, when an idle stop condition is satisfied, the device controls the vehicle in the first control mode for restarting the engine after stopping the engine without activating the electrical pump in the state where the vehicle is difficult to suddenly start, and controls the vehicle in the second control mode for restarting the engine after stopping the engine by activating the electric pump in a state where the vehicle can suddenly start. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle control device and a vehicle control method, and more particularly to an idle stop that automatically stops an engine when a predetermined engine stop condition is satisfied while the vehicle is stopped and then automatically starts the engine when a predetermined engine start condition is satisfied. In control, the present invention relates to a technique for increasing the durability and reducing the power consumption by reducing the frequency of operation of the electric pump.

  Conventionally, in order to improve fuel efficiency, reduce emissions, suppress noise and vibration, etc., when a predetermined engine stop condition is met when the vehicle stops, such as traffic jams or waiting for traffic lights, the engine automatically stops, called idle stop. After that, when a predetermined engine start condition is satisfied, a low-pollution type vehicle and an environment-friendly vehicle configured to automatically start the engine have been put into practical use.

  In such a vehicle, since the oil pump driven by the engine is stopped while the engine is automatically stopped, the hydraulic pressure for shifting of the hydraulic control circuit of the automatic transmission is reduced, and the hydraulic control circuit remains in the first speed state. This will release the forward clutch. As a result, when the engine is next automatically started, the hydraulic pressure that suddenly rises as a result of the operation of the oil pump is supplied to the forward clutch as the engagement hydraulic pressure without being controlled, and an engagement shock occurs.

  Therefore, the above-mentioned mechanical pump driven by the engine is used as a main pump, and separately from this, an electric oil pump driven by a motor is provided, and this electric pump is driven during automatic engine stop. It is known that a hydraulic pressure is generated and supplied to the forward clutch as a fastening hydraulic pressure, and the clutch is maintained in an engaged state capable of torque transmission or in a state immediately before the engagement.

  The control apparatus for an automobile described in Patent Document 1 is a control apparatus that controls an engine with an automatic stop / start device, an automatic transmission, and a mechanical pump and an electric pump provided in the automatic transmission. In this control device, when the automatic start condition is satisfied after the automatic engine stop, the engine stop is performed in order to prevent the restart of the engine when the automatic transmission hydraulic pressure generated by the electric pump is low and prevent the occurrence of the fastening shock. Alternatively, the engine restart is prohibited for a predetermined time from the start of driving of the electric pump.

JP 2007-23978 A

  By the way, generally, when an electric pump is mounted in addition to the mechanical main pump, power consumption increases to drive the electric pump. Therefore, it is desirable to suppress power consumption by the electric pump as much as possible. Moreover, as described above, when the electric pump is driven in order to keep the forward clutch engaged during the automatic engine stop, the power generation by the generator is also stopped, so the power is taken out from the power storage device. However, there is a concern that the power storage device may be depleted of electricity (battery running out).

  However, the conventional automobile control devices including those of Patent Document 1 operate the electric pump every time the automatic stop automatic start is executed. Therefore, for example, the automatic stop automatic start is performed in a traffic jam on a highway or the like. When the operation is repeated frequently, the operation frequency of the electric pump is increased, the electric power consumption by the electric pump is increased, it is difficult to save power, and there is a concern that the battery will run out, and the durability of the electric pump also decreases.

  The object of the present invention is to control in the first control mode in which the engine is stopped without restarting the electric pump without starting the electric pump when the vehicle cannot start suddenly such as in a traffic jam, and is in a situation other than the above. It is sometimes to provide a vehicle control device and a vehicle control method that are controlled in a second control mode in which an electric pump is activated to stop the engine and then restart the engine.

  The vehicle control device according to claim 1 is a vehicle control device including an engine, a fluid transmission device, and an automatic transmission having a main pump driven by the engine as a hydraulic source and an electric pump driven by the motor. In the vehicle control device having control means for stopping the engine when the predetermined stop condition is satisfied while the vehicle is stopped when the automatic transmission is in the travel range state and restarting the engine when the predetermined restart condition is satisfied, Vehicle condition determination means for determining whether or not the vehicle is in a situation where it cannot start suddenly, and the control means includes a first control mode for restarting the engine after stopping the engine without starting the electric pump; A second control mode in which the electric pump is activated to restart the engine after the engine is stopped, and the vehicle status determining means When it is determined that the situation that can not, is characterized in that the above first control mode.

  The control means includes a first control mode for restarting the engine after stopping the engine without starting the electric pump, and a second control mode for starting the electric pump and restarting the engine after stopping the engine. The determination means determines whether or not the vehicle is in a situation where it cannot start suddenly, and when the vehicle condition determination means determines that the vehicle cannot start suddenly (for example, in a traffic jam), the control means activates the electric pump. The control is performed in the first control mode in which the engine is restarted after the engine is stopped.

  The vehicle control device according to claim 2 is characterized in that, in the invention according to claim 1, the vehicle status determination means determines that the vehicle cannot start suddenly when the vehicle is in a traffic jam. .

  According to a third aspect of the present invention, there is provided a control device for a vehicle according to the first aspect, wherein the vehicle status judging means is in a situation where the vehicle cannot start suddenly when an inter-vehicle distance from the vehicle to a preceding vehicle is equal to or less than a predetermined distance. It is characterized by judging.

  According to a fourth aspect of the present invention, there is provided the vehicle control device according to the first or second aspect, wherein the vehicle state determination means determines that the vehicle cannot start suddenly based on information received from the navigation system. It is said.

  According to a fifth aspect of the present invention, there is provided the vehicle control device according to the second aspect, wherein the vehicle condition determining means determines that the vehicle is in a traffic jam based on a vehicle speed history and a brake operation history. .

  According to a sixth aspect of the present invention, there is provided the vehicle control device according to any one of the first to third aspects, wherein the control means holds the wheel brake operating pressure for stopping the vehicle for a predetermined time after the release of the brake operation. It features a hill hold control means.

  According to a seventh aspect of the present invention, there is provided a vehicle control apparatus according to any one of the first to third aspects, wherein the control means sets the throttle opening to an idle state during a predetermined time after the engine restarts regardless of the accelerator operation. It is characterized by regulation.

  The vehicle control method according to claim 8 is a vehicle control method including an engine, a fluid transmission device, an automatic transmission having a main pump driven by the engine as a hydraulic pressure source and an electric pump driven by the motor. In the vehicle control method, when the automatic transmission is in the travel range state, the engine is stopped when the predetermined stop condition is satisfied while the vehicle is stopped, and the engine is restarted when the predetermined restart condition is satisfied. When the vehicle is not ready to start, control is performed in the first control mode in which the engine is restarted after the engine is stopped without starting the electric pump. When the vehicle is not in a situation where the vehicle cannot start suddenly, the electric pump is started and the engine is started. Control is performed in a second control mode in which the engine is restarted after stopping.

  According to the first aspect of the present invention, when the vehicle is in a situation in which the vehicle cannot start suddenly, the control means has a first control mode in which the engine is restarted after the engine is stopped without starting the electric pump. The engine is restarted without starting the electric pump when the automatic stop / start is frequently repeated in the middle or the like. Therefore, the operating frequency of the electric pump can be significantly reduced, the power consumption by the electric pump can be significantly reduced, power can be saved, and the durability of the electric pump can be improved. When the control is performed in the first control mode, the responsiveness of restarting the engine or restarting the traveling of the vehicle is lowered, but the driver does not feel uncomfortable because the vehicle cannot start suddenly. In addition, when the vehicle is in a situation where it can start suddenly, the control means is a second control mode for starting the electric pump and restarting the engine after stopping the engine. Responsiveness of resuming traveling of the vehicle can be ensured.

According to the second aspect of the present invention, the engine is restarted without starting the electric pump when traveling in a traffic jam in order to determine that the vehicle cannot start suddenly when the vehicle is in a traffic jam. Can do.
According to the invention of claim 3, when the inter-vehicle distance from the vehicle to the preceding vehicle is equal to or less than a predetermined distance, it is determined that the vehicle cannot start suddenly, so the engine is restarted without starting the electric pump. be able to.

  According to the fourth aspect of the present invention, the vehicle state determination means determines that the vehicle cannot start suddenly based on information received from the navigation system. For example, based on traffic congestion information (VICS information) received from the navigation system, it can be determined that the vehicle cannot start suddenly. In this case, the control for determining that the vehicle cannot start suddenly becomes very simple. It is also possible to determine that the vehicle cannot start suddenly when the vehicle is in the parking lot based on the position information of the host vehicle received from the navigation system.

  According to the invention of claim 5, since it is determined that the vehicle is in a traffic jam based on the vehicle speed history and the brake operation history, the vehicle is usually equipped with no special sensors or navigation system. Information from the equipped vehicle speed sensor and brake switch can be used effectively to determine that the vehicle is in a traffic jam.

  According to the invention of claim 6, in order to provide the hill hold control means for holding the wheel brake operating pressure for stopping the vehicle for a predetermined time after the release of the brake operation, in particular, the electric pump according to the first control mode. When the engine is restarted without starting the engine, even if the transmission enters a neutral state due to a decrease in the transmission hydraulic pressure, the wheel brake operating pressure is maintained for a predetermined time after the brake operation is released. It is possible to reliably prevent an unexpected backward movement or sudden forward movement at the start of traveling.

According to the invention of claim 7, during the predetermined time after the engine restarts, the throttle opening is restricted to the idle state regardless of the accelerator operation. Therefore, the transmission travels in the neutral state due to the decrease in the transmission hydraulic pressure. Can be reliably prevented, and traveling can be started after a predetermined time has elapsed after the engine has been restarted and the transmission hydraulic pressure has been generated.
According to the invention of claim 8, the same effect as that of the invention of claim 1 can be obtained.

  The best mode for carrying out a vehicle control apparatus according to the present invention will be described below based on examples. In addition, the Example also contains the description about the control method of the vehicle which concerns on this invention.

  As shown in FIG. 1, an automatic transmission 10 mounted on a vehicle according to this embodiment is driven by a torque converter 20 connected to an engine 1 via an output shaft 2 and an output of the torque converter 20. It has two planetary gear mechanisms 30 and 40, a plurality of friction elements 51 to 55 and a one-way clutch 56 for switching the power transmission paths of these planetary gear mechanisms 30 and 40. 1st to 3rd speed, 1st to 2nd speed in the L range, and reverse speed in the R range are configured to be realizable.

  The torque converter 20 includes a converter case 21 connected to the engine output shaft 2, a pump 22 fixed in the case 21, a turbine 23 disposed opposite to the pump 22, and a one-way clutch to the transmission case 11. 24, a stator 25 supported via 24, and a lock-up clutch 26 provided between the case 21 and the turbine 23, and the rotation of the turbine 23 via the turbine shaft 27, the planetary gear mechanism 30, 40 to output to 40. A mechanical main pump 12, which is an oil pump driven by the engine output shaft 2 via the converter case 21, is disposed on the opposite side of the torque converter 20 from the engine.

  The planetary gear mechanisms 30 and 40 include sun gears 31 and 41, a plurality of pinions 32... 32, 42... 42 that mesh with the sun gears 31 and 41, and pinion carriers 33 and 43 that support the pinions 32. Ring gears 34 and 44 meshing with the pinions 32... 32, 42.

  A forward clutch 51 is interposed between the turbine shaft 27 and the sun gear 31 of the planetary gear mechanism 30. A reverse clutch 52 is interposed between the turbine shaft 27 and the sun gear 41 of the planetary gear mechanism 40. A 3-4 clutch 53 is interposed between the planetary gear mechanism 40 and the pinion carrier 43. The 2-4 brake 54 fixes the sun gear 41 of the planetary gear mechanism 40. The ring gear 34 of the planetary gear mechanism 30 and the pinion carrier 43 of the planetary gear mechanism 40 are connected, and a low reverse brake 55 and a one-way clutch 56 are arranged in parallel between the ring gear 34 and the transmission case 11. The pinion carrier 33 of the planetary gear mechanism 30 and the ring gear 44 of the planetary gear mechanism 40 are coupled, and the output gear 13 is connected to these. The output gear 13 and the first intermediate gear 62 on the idle shaft 61 constituting the intermediate transmission mechanism 60 mesh with each other, and the second intermediate gear 63 on the idle shaft 61 and the input gear 71 of the differential device 70 mesh with each other. The rotation of the output gear 13 is input to the differential case 72 of the differential device 70, and the left and right axles 73 and 74 are driven via the differential device 70.

  Table 1 shows the relationship between the operating states of the friction elements 51 to 55 and the one-way clutch 56 and the gear position. FIG. 2 shows a specific configuration around the transmission gear mechanisms 30 and 40. As illustrated, a turbine rotation sensor 205 is attached to the transmission case 11.

  As shown in FIG. 3, the hydraulic control circuit 100 of the automatic transmission 10 is provided with a regulator valve 101 that adjusts the discharge pressure of the main pump 12 to generate a predetermined line pressure. In addition to the main pump 12, an oil pump driven by a motor 172, that is, an electric sub pump 171 is provided. The electric pump 171 and the pump motor 172 are assembled to the outer wall of the transmission case 11.

  The main pump 12 sucks up the hydraulic oil stored in the oil pan 170 and supplies the discharge pressure to the regulator valve 101 via the introduction oil passage 173. The electric pump 171 sucks up the hydraulic oil stored in the oil pan 170 and supplies the discharge pressure to the regulator valve 101 via the oil passages 175 and 173. A check valve 174 is provided in the oil passage 173. The oil passage 175 is provided with a pilot type on-off valve 176, and an oil passage 177 for introducing pilot pressure to the on-off valve 176 is connected to the oil passage 173 upstream from the check valve 174. A throttle valve 178 is provided.

  When the engine 1 and the main pump 12 are stopped and the pump motor 172 is operating, if the discharge pressure of the oil passage 173 is low, the pilot pressure in the pilot portion of the on-off valve 176 decreases, so the on-off valve 176 is opened. The valve position is reached, and the discharge pressure of the electric pump 171 is supplied to the oil passages 175 and 173. When the main pump 12 starts operating and the discharge pressure of the oil passage 173 exceeds a predetermined pressure, the discharge pressure of the main pump 12 is supplied to the pilot portion of the on-off valve 176 via the throttle valve 178. It is comprised so that it may switch to a valve closing position.

  The line pressure generated by the regulator valve 101 is supplied to the manual valve 102 via the main line 140. The manual valve 102 switches the range in conjunction with the shift operation of the driver, and outputs the line pressure to the first output line 141 and the second output line 142 in each of the forward ranges of D, S, and L, and the first in the R range. The first output line 141 and the third output line 143 are output, and the N range is output to the third output line 143.

  The hydraulic control circuit 100 includes a low reverse valve 103, a bypass valve 104, a 3-4 shift valve 105, a lock-up control valve 106, a solenoid relay valve 107 and a reducing valve 108, two on-off solenoid valves (abbreviated as SV). ) 111, 112, three duty solenoid valves (abbreviated as DSV) 121-123 and linear solenoid valves (abbreviated as LSV) 131 are provided.

  The hydraulic control circuit 100 includes a forward clutch line 151 for supplying the fastening hydraulic pressure to the forward clutch 51, a reverse clutch line 152 for supplying the fastening hydraulic pressure to the reverse clutch 52, and a fastening hydraulic pressure to the 3-4 clutch 53. 3-4 clutch line 153 for supplying hydraulic pressure, servo apply line 154 for supplying hydraulic pressure to the engagement chamber of 2-4 brake 54, servo release line 155 for supplying hydraulic pressure to the release chamber, low reverse brake A low reverse brake line 156 for supplying fastening hydraulic pressure to 55 and a branch line 157 branching from the forward clutch line 151 to the 3-4 shift valve 105 are formed.

Next, the control system of this vehicle will be described.
As shown in FIG. 4, an overall control unit 200 that controls the engine 1, the automatic transmission 10, and the brake device 220 is provided. The control unit 200 detects a vehicle speed sensor 201 that detects the vehicle speed, a throttle opening sensor 202 that detects the throttle opening of the engine 1, an engine rotation sensor 203 that detects the output rotation of the engine 1, and an output rotation of the torque converter 20. Turbine rotation sensor 204, shift position sensor 205 for detecting the shift position (range) selected by the driver, accelerator opening sensor 206 for detecting the opening of the accelerator pedal, ON when operating the brake pedal Brake SW 207, brake hydraulic pressure sensor 208 that detects the hydraulic pressure of the hydraulic fluid of the brake device, oil temperature sensor 209 that detects the temperature of the hydraulic fluid, microwave laser device 210 that detects an obstacle ahead of the vehicle, and navigation system Input the signal from 211 etc. Based on the force result, the shift control via the first, second SV 111, 112, first to third DSV 121-123 and LSV 131 of the hydraulic control circuit 100, the automatic stop automatic start control of the engine 1, and the electric pump associated therewith Drive control of a pump motor 172 that drives 171 is executed.

  Here, the control unit 200 includes a computer including a CPU, a ROM, and a RAM, an input / output interface, and the like. The control program for the automatic stop / automatic start control of the engine 1 is stored in the ROM of the control unit 200 in advance. Has been.

  Table 2 shows the relationship between the operating states of the SVs 111 and 112 and the DSVs 121 to 123 and the shift speeds. In the table, (◯) indicates that SV 111, 112 and DSV 121-123 communicate with the oil path on the upstream side (pump 12, 171 side) and the oil path on the downstream side (friction elements 51-55 side). (X) indicates that the upstream oil passage is blocked and the downstream oil passage is drained.

  The control unit 200 includes a first control mode for restarting the engine after stopping the engine without starting the electric pump 171 and a second control mode for starting the electric pump 171 and restarting the engine after stopping the engine. It is comprised so that it may be set as the said 1st control aspect when it is in the situation where a vehicle cannot start suddenly. Here, the control unit 200 corresponds to a “control unit” that performs automatic stop and automatic restart of the engine, and corresponds to a “vehicle state determination unit” that determines whether or not the vehicle is in a situation where it cannot start suddenly. This corresponds to “hill hold control means”.

Next, behaviors of the engine 1, the automatic transmission 10, and the brake device 220 when the automatic stop automatic start control is executed in the first control mode will be described.
As shown in FIG. 5, the engine 1 is stopped when the idle stop condition of the engine 1 is satisfied, such as when the brake device 220 is actuated to reduce the vehicle speed to zero and the transmission 10 is switched to the first gear of the traveling range. Is done. When the engine 1 is stopped, the hydraulic pressure in the transmission 10, that is, the clutch pressure in the forward clutch 51 is suddenly reduced, and the forward clutch 51 is in the neutral state, but the electric pump 171 is maintained in the stopped state.

  Thereafter, when the operation of the brake pedal is released at time t2 and the brake switch 207 is turned off, the engine 1 is restarted at time t3, the engine speed increases rapidly, and the engine speed once higher than the idling speed. After rising up to idling speed. When the engine speed increases rapidly, while the clutch pressure in the forward clutch 51 is low, the turbine speed increases rapidly in parallel with the engine speed, and in parallel with this, the clutch pressure also increases. To go.

  Although the forward clutch 51 is engaged due to the increase in the clutch pressure described above, the brake fluid pressure is maintained at a predetermined value or more for a predetermined time T1 after the brake switch 207 is turned off by the hill hold control, and the vehicle is kept stopped. Therefore, the turbine rotational speed rapidly decreases to zero, and the rotational difference between the engine rotational speed and the turbine rotational speed is absorbed by the torque converter 20. Thereafter, when the hill hold control ends and the brake fluid pressure decreases at time t4, the vehicle travels again and the turbine speed increases.

  As described above, when the vehicle cannot start suddenly, the hill hold control period (from time t2 to time t4) can be made sufficiently long, so that the engine 1 is automatically stopped without operating the electric pump 171. After that, automatic restart is performed. Thus, the operation frequency of the electric pump 171 can be reduced, the power consumption can be reduced, and the durability of the electric pump 171 can be increased. In addition, the responsiveness of restarting the engine or resuming the running of the vehicle is lowered, but the driver does not feel uncomfortable because the vehicle cannot start suddenly.

Next, behaviors of the engine 1, the automatic transmission 10, and the brake device 220 when the automatic stop automatic start control is executed in the second control mode will be described.
As shown in FIG. 6, when the brake device 220 is activated and the vehicle speed is reduced to zero and the transmission 10 is switched to the first gear of the travel range, the engine 1 is stopped when the engine 1 idle stop condition is satisfied. Is done. At this time, before the engine 1 is stopped, the electric pump 171 is actuated at t1 when a predetermined time elapses after the brake fluid pressure becomes equal to or higher than a predetermined value, and the hydraulic pressure in the transmission 10, that is, the forward clutch 51 The clutch pressure is maintained at a predetermined pressure. Thereafter, the engine 1 is stopped.

  Thereafter, when the operation of the brake pedal is released at time t2 and the brake switch 207 is turned off, the engine 1 is restarted at time t3, the engine speed increases rapidly, and the engine speed once higher than the idle speed. After rising up to idling speed. When the engine speed increases rapidly, if the engine speed becomes equal to or higher than the predetermined value at time t4, the speed of the main pump 12 also becomes equal to or higher than the predetermined value, and the clutch pressure is secured. 171 is stopped. Thereafter, during the period from time t2 to time t5, the brake fluid pressure is maintained at a predetermined value or higher by the hill hold control, and the vehicle is resumed after the hill hold control is completed.

  Thus, when the vehicle is in a state where it can start suddenly, the electric pump 171 is activated to automatically restart the engine 1 after being automatically stopped. Therefore, a predetermined clutch pressure can be maintained without reducing the clutch pressure. Therefore, since the set period of the hill hold control can be shortened as compared with the case of the first control mode, the responsiveness of the engine restart after the idle stop can be ensured.

Next, the automatic stop automatic start control for the engine 1 unique to the present application will be described based on the flowchart of FIG. However, the symbol Si (i = 1, 2,...) In the figure indicates each step. During the operation of the engine 1 of the vehicle, this automatic stop / automatic start control is always executed.
First, in S1, various necessary signals (for example, shift position signal, vehicle speed signal, brake switch signal, VICS information, etc.) are read.

Next, in S2, it is determined whether an engine idle stop condition is satisfied.
The engine idle stop conditions are three conditions that the gear position is the first speed, the vehicle speed is zero, and the brake switch is ON. When this engine idle stop condition is satisfied, the routine proceeds to S3, where it is determined whether or not the vehicle is in a situation where it cannot start suddenly. In this embodiment, based on the VICS information (traffic congestion information) received from the navigation system 211, it is determined Yes in S3 if the road being traveled is congested, and No in S3 if it is not congested. It is determined.

  When the running road is congested and the vehicle cannot start suddenly, automatic stop automatic start control is executed in the first control mode in S4. At this time, the engine 1 is stopped without starting the electric pump 171 while maintaining the gear position of the automatic transmission 10 at the first speed, and the engine 1 is restarted when a predetermined engine restart condition is satisfied after the stop. Then return. Details of the control according to the first control mode will be described later.

  If the determination in S3 is No, the vehicle is in a situation where it can start suddenly, and therefore in S5, the automatic stop automatic start control is executed in the second control mode. At this time, the electric pump 171 is started to stop the engine 1 while maintaining the gear position of the automatic transmission 10 at the first speed, and the engine 1 is restarted when a predetermined engine restart condition is satisfied after the stop. Then return. The details of the control according to the second control mode will be described later.

Next, the control of the first control mode will be described based on the flowchart of FIG.
First, in S10, the engine is stopped while maintaining the electric pump 171 in the stopped state. Then, in S11, it is determined whether the brake SW 207 is OFF. If the determination is No, S11 is repeated, and the determination in S11 is performed. When it becomes Yes, the hill hold control which hold | maintains brake hydraulic pressure is performed by controlling the electric pump and control valve of the brake device 220, and the timer T is started.

  In S13, it is determined whether or not a very short predetermined time has elapsed. If the predetermined time has elapsed, the engine 1 is started in S14. Next, the engine 15 determines whether or not the time T of the timer T is T ≧ T1 (set time shown in FIG. 5). If the determination is No, repeat S15, and the determination of S15 is Yes. Then, the brake hydraulic pressure is released by stopping the electric pump of the brake device 220 and controlling the control valve in order to release the hill hold control, and then the process returns.

  Here, although not shown in the flowchart of FIG. 8, when the engine 1 is restarted in S14, the timer Ta is started, and the time Ta measured by the timer Ta is Ta ≦ C1 (predetermined time, for example, 1.0). Second), the throttle opening θ is regulated to the idle state regardless of the accelerator operation. This reliably prevents the transmission 10 from starting running in the neutral state due to a decrease in the hydraulic pressure in the transmission 10, and travels after a predetermined time elapses after the engine restarts and the hydraulic pressure in the transmission 10 is generated. Can be started.

Next, the control of the second control mode will be described based on the flowchart of FIG.
First, in S20, it is determined whether or not the brake fluid pressure P is P ≧ P0. When P ≧ P0, it is determined whether or not a predetermined time has elapsed since P ≧ P0 (S21). In step S22, the electric pump 171 is started to maintain the clutch pressure.
It is determined whether or not a predetermined time has elapsed after the activation of the electric pump 171 (S23). If the determination is Yes, the engine 1 is stopped in S24.

  Thereafter, it is determined whether or not the brake SW 207 is OFF. If the determination is YES, a hill hold control for holding the brake fluid pressure is performed by controlling the control valve and the electric pump of the brake device 220 in S26, and the timer T is set. Be started. In S27, it is determined whether or not a very short predetermined time has elapsed. If the predetermined time has elapsed, the engine 1 is started in S28.

  Next, in S9, it is determined whether or not the engine speed N is N ≧ N0. If the determination is Yes, the main pump 12 generates clutch pressure, so the electric pump 171 is stopped. Next, in S31, it is determined whether or not the time T of the timer T that measures the execution period of the hill hold control has reached the set time T2 shown in FIG. 6, and if the determination is Yes, the hill hold control is canceled. Therefore, by stopping the electric pump of the brake device 220 and controlling the control valve, the brake hydraulic pressure is released, and then the process returns.

  Here, although not shown in the flowchart of FIG. 9, when the engine is restarted in S28, the timer Tb is started, and the time Tb measured by the timer Tb is Tb ≦ C2 (predetermined time, for example, 1.0 second). ), The throttle opening θ is regulated to the idle state regardless of the accelerator operation. This reliably prevents the transmission 10 from starting running in the neutral state due to a decrease in the hydraulic pressure in the transmission 10, and travels after a predetermined time elapses after the engine restarts and the hydraulic pressure in the transmission 10 is generated. Can be started.

Operations and effects of the vehicle control apparatus described above will be described.
When the vehicle cannot start suddenly, the first control mode is adopted in which the engine 1 is restarted after the engine 1 is stopped without starting the electric pump 171. Therefore, when the automatic stop / automatic start is frequently repeated such as when there is traffic on a highway or a road other than the highway, the engine 1 is restarted without starting the electric pump 171.

  Therefore, the operating frequency of the electric pump 171 can be significantly reduced, the power consumption by the electric pump 171 can be significantly reduced, power can be saved, and the durability of the electric pump 171 can be improved. When the control is performed in the first control mode, the responsiveness of restarting the engine or resuming the traveling of the vehicle is lowered, but the driver does not feel uncomfortable because the vehicle cannot start suddenly. In addition, when the vehicle is in a situation where it can suddenly start, the electric pump 171 is activated so that the engine is restarted after the engine is stopped. Responsiveness of restart can be ensured.

  In particular, since it is determined that the vehicle cannot start suddenly when it is in a traffic jam, the engine 1 can be restarted without starting the electric pump 171 when traveling in a traffic jam as described above. . Then, since it is determined whether or not the traffic is jammed based on the traffic jam information (VICS information) received from the navigation system 211, the control for judging that the traffic is jammed is simplified.

  In order to maintain the wheel brake operating pressure for stopping the vehicle for a predetermined time after the release of the brake operation, particularly when the engine 1 is restarted without starting the electric pump 171 according to the first control mode, Even if the transmission is in a neutral state due to a drop in hydraulic pressure, the wheel brake operating pressure is maintained for a predetermined time after the brake operation is released. It can be surely prevented from occurring.

Next, an example in which the above embodiment is partially changed will be described.
1] In the above embodiment, the vehicle cannot be suddenly started when the vehicle is in a traffic jam based on the traffic jam information from the navigation system 211 as a vehicle status judging means for judging whether or not the vehicle is in a situation where the vehicle cannot suddenly start. Vehicle status judging means for judging that the vehicle is in the situation was provided.
In this case, the vehicle may be determined to be in a situation where it cannot start suddenly even when the host vehicle is in the parking lot, based on the position information of the host vehicle received from the navigation system 211.

  Here, there are vehicles that are not equipped with the navigation system 211, and there are regions where the traffic jam information from the navigation system 211 cannot be used. Therefore, in preparation for such a case, the vehicle status determination means for determining that the vehicle cannot start suddenly when the inter-vehicle distance to the preceding vehicle detected by the laser device 210 is a predetermined distance (for example, 5 m) or less. May be provided.

  2] Vehicle speed determination means for determining whether or not the vehicle is in a situation where it cannot start suddenly, and as vehicle status determination means for determining that the vehicle cannot start suddenly when the vehicle is in a traffic jam And vehicle status determination means for determining that the vehicle is in a traffic jam based on the brake operation history.

  In this case, the vehicle speed information from the vehicle speed sensor 201, the average vehicle speed information for the latest predetermined time (for example, 2 minutes), and the number of times the brake SW 207 is turned on for the latest predetermined time (for example, 2 minutes) are stored in the RAM of the integrated control unit 200. When the average vehicle speed within the predetermined time is equal to or lower than a predetermined vehicle speed (for example, 6 km / h), it is determined that the vehicle is in a traffic jam, and the number of brake operations within the predetermined time May be configured to determine that the vehicle is in a traffic jam.

  Since the operation frequency of the electric pump installed in the automatic transmission of the vehicle can be reduced and the power consumption can be reduced, the invention can be applied to various vehicles equipped with various automatic transmissions.

1 is a skeleton diagram showing a power transmission path of a vehicle according to a best embodiment of the present invention. It is an expanded view which shows the specific structure of the principal part of the automatic transmission of the said vehicle. FIG. 2 is a hydraulic control circuit diagram of the automatic transmission. It is a block diagram of the control system of the said vehicle. It is an operation time chart of a transmission etc. in the case of controlling by the 1st control mode. It is an operation time chart of a transmission etc. in the case of controlling in the 2nd control mode. It is a schematic flowchart of the control program of vehicle control. It is a flowchart of the control program for controlling in the 1st control mode. It is a flowchart of the control program for controlling in the 2nd control mode.

Explanation of symbols

1 Engine 10 Automatic transmission 12 Main pump 171 Electric pump 172 Pump motor 200 Control unit

Claims (8)

A control device for a vehicle equipped with an engine, a fluid transmission device, and an automatic transmission having a main pump driven by the engine as a hydraulic source and an electric pump driven by a motor, wherein the automatic transmission travels In a control apparatus for a vehicle having control means for stopping the engine when a predetermined stop condition is established while the vehicle is in a range state and restarting the engine when the predetermined restart condition is established,
Vehicle status judging means for judging whether or not the vehicle is in a situation where it cannot suddenly start,
The control means includes a first control mode for restarting the engine after stopping the engine without starting the electric pump, and a second control mode for starting the electric pump and restarting the engine after stopping the engine. The vehicle control device according to claim 1, wherein when the vehicle status determination means determines that the vehicle cannot start suddenly, the first control mode is adopted.   2. The vehicle control device according to claim 1, wherein the vehicle state determination means determines that the vehicle cannot start suddenly when the vehicle is in a traffic jam.   2. The vehicle control device according to claim 1, wherein the vehicle status determination unit determines that the vehicle cannot start suddenly when an inter-vehicle distance from the vehicle to a preceding vehicle is equal to or less than a predetermined distance. .   The vehicle control apparatus according to claim 1 or 2, wherein the vehicle status determination means determines that the vehicle cannot start suddenly based on information received from a navigation system.   3. The vehicle control device according to claim 2, wherein the vehicle status determination means determines that the vehicle is in a traffic jam based on a vehicle speed history and a brake operation history.   The said control means is provided with the hill hold control means which hold | maintains the wheel brake operating pressure for a vehicle stop for the predetermined time after cancellation | release of brake operation, The one of Claims 1-3 characterized by the above-mentioned. Vehicle control device.   The vehicle control device according to any one of claims 1 to 3, wherein the control means regulates the throttle opening to an idle state regardless of an accelerator operation during a predetermined time after the engine is restarted. . A method for controlling a vehicle equipped with an engine, a fluid transmission device, and an automatic transmission having a main pump driven by the engine as a hydraulic source and an electric pump driven by the motor, wherein the automatic transmission runs In the vehicle control method of stopping the engine when a predetermined stop condition is satisfied while the vehicle is stopped while in the range state, and restarting the engine when the predetermined restart condition is satisfied,
When the vehicle cannot start suddenly, control is performed in the first control mode in which the engine is restarted after the engine is stopped without starting the electric pump, and when the vehicle is not in a state where the vehicle cannot start suddenly, the electric pump is started. Then, the vehicle is controlled in the second control mode in which the engine is restarted after the engine is stopped.