JP2000035122A - Control device during engine restarting of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow a forward clutch of a transmission to engage quickly and under small shock without extra cost when an engine is restarted. SOLUTION: Whether the execution state of quick boosting-up is adequate or not is judged when oil for engaging a clutch of a transmission is supplied during engine-restarting, and based on the judgement, the execution of the quick pressure intensification is learning-alteration controlled. Specifically, the time ΔT elapsing from the time when the quick pressure intensification is completed, to the time when the rotation speed of NT of a turbine is decreased (a clutch pack is just stopped up), is detected (step 360) and the elapsed time is adequate or not is judged (step 370). When the time ΔT is judged to be unadequate, the learning control is executed to change the time Tfast for which next quick pressure intensification is performed and the target control pressure.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle for automatically stopping an engine when a predetermined stop condition is satisfied and restarting the automatically stopped engine when a predetermined restart condition is satisfied. The present invention also relates to a control device for restarting the engine of a vehicle, in which a predetermined clutch of a transmission is engaged at the time of the restart.

[0002]

2. Description of the Related Art Conventionally, when a vehicle stops while traveling and a predetermined stop condition is satisfied, an engine is automatically stopped to save fuel, reduce exhaust emissions, reduce noise, and the like. A vehicle configured as described above has been proposed and is already in practical use (for example, see Japanese Patent Application Laid-Open No. 8-140).
No. 76).

In such a vehicle, it is necessary to restart the engine immediately when a predetermined restart condition is satisfied by indicating the driver's intention to run such as depressing an accelerator pedal.

However, when the automatic transmission is a hydraulic automatic transmission, when the engine stops, the oil pump connected to the engine also stops.
For example, the oil supplied to the forward clutch (predetermined clutch) of the automatic transmission also drops out of the oil passage, and the oil pressure drops. Therefore, when the engine is restarted,
The forward clutch to be engaged during the forward running also becomes a state in which the engaged state has been released.

In this case, when the engine is restarted,
If the forward clutch is not quickly engaged, the accelerator pedal will be incorporated in a neutral state, so that the forward clutch may be engaged with the engine blown up and an engagement shock may occur. .

Therefore, in order to prevent such a situation from occurring, in the vehicle disclosed in Japanese Patent Application Laid-Open No. 8-14076, the function of a large accumulator is used until the engine is automatically stopped and restarted. A technique for maintaining the forward clutch in an engaged state has been proposed.

In Japanese Patent Application Laid-Open No. 9-39613, instead of completely stopping the engine, only the supply of fuel to the engine is stopped, the motor generator is driven, and the engine is driven almost at an idling rotational speed. To prevent the oil pump from stopping.

[0008]

However, by incorporating a large accumulator as in the technique proposed in Japanese Patent Application Laid-Open No. 8-14076, the forward clutch can be engaged even when the engine is stopped. Techniques for maintaining the accumulator include, for example, accumulators such as a decrease in drain performance when shifting from the D (drive) position to the N (neutral) position, that is, a reduction in the speed at which the forward clutch is released and an increase in the size of the hydraulic control device. It was inevitable that new adverse effects would be caused by the provision of.

Further, the technique of maintaining the engine at the idling rotational speed by the motor generator, as in the technique proposed in the above-mentioned Japanese Patent Application Laid-Open No. 9-39613, improves the fuel efficiency but drives the motor generator. There is a problem that the battery needs to be consumed significantly because of the necessity, and the battery needs to be enlarged (increased in capacity).

The present invention has been made in view of such a conventional problem, and does not cause any new troubles such as deterioration of drain performance and enlargement of a hydraulic control device or a battery. It is an object of the present invention to provide a control device for restarting a vehicle that can quickly engage a predetermined clutch of a transmission to be engaged without causing an engagement shock or the like.

[0011]

According to the present invention, an engine is automatically stopped when a predetermined stop condition is satisfied,
A control device for restarting an engine of a vehicle that restarts the automatically stopped engine when a predetermined restart condition is satisfied and that engages a predetermined clutch of a transmission at the time of the restart. Means for executing a rapid pressure increase control for rapidly increasing the oil pressure for a predetermined time temporarily at the beginning of the supply of the oil pressure when supplying the oil pressure for engaging the predetermined clutch when the engine is restarted; Means for determining whether or not the mode of execution of the rapid pressure increase control is appropriate, based on the determination of whether or not the mode of execution of the rapid pressure increase control is appropriate. The above problem has been solved by implementing learning control of the execution mode.

Here, the "predetermined clutch" refers to a clutch that is engaged when the engine is restarted, and corresponds to, for example, a so-called "forward clutch" in a stepped automatic transmission. In a stepped transmission, for example, it corresponds to a "starting clutch". In the case of a manual transmission with an automatic clutch, the "automatic clutch" corresponds to a "predetermined clutch".

The term "rapid pressure increase control" as used herein means that when supplying oil to a predetermined clutch, control is performed so that the oil supply speed (increase in oil pressure) is faster than when supplying oil normally. It is to be. In order to increase the oil supply speed, for example, a control method such as setting a higher control target pressure of the line pressure or loosening the throttle of the oil passage may be adopted.

According to a second aspect of the present invention, in the first aspect, there is further provided a means for detecting that the predetermined clutch has actually started engaging, and the execution mode of the rapid pressure increase control is appropriate. The above-mentioned problem is also solved by making a determination as to whether or not there has been a command based on the time from when the end command of the rapid pressure increase control is issued to when the clutch actually starts engaging.

According to a third aspect of the present invention, in the first aspect, it is determined whether or not the execution of the rapid pressure increase control is appropriate based on an oil supply state in a clutch oil passage immediately before restarting the engine. This has solved the above-mentioned problem in the same manner.

The state of oil supply in the clutch oil passage is detected, for example, directly by a pressure sensor or indirectly from parameters such as the time elapsed since the engine stop command was issued and the rotation speed of the oil pump. it can.

According to a fourth aspect of the present invention, in the first aspect, the learning control is performed at each shift speed achieved when the engine is restarted, thereby solving the above problem.

The "gear ratio" in claim 4 literally refers to a gear stage in a stepped transmission, but is replaced by a "gear ratio" determined by a change in the engaging diameter of a transmission belt in a continuously variable transmission. You can think.

According to a fifth aspect of the present invention, in the first aspect, the friction engagement device that is engaged to secure the engine brake at the shift speed achieved at the time of restart is further provided at the time of restart. Means for judging whether or not to be engaged simultaneously with the clutch, wherein the learning value in the learning control is used to secure the engine brake based on the judgment. The above-mentioned problem is also solved by changing and setting based on whether or not the above-mentioned processing is performed.

In the present invention, in order to solve the above-mentioned problems, a large accumulator is provided, or the engine is rotated even when the vehicle is stopped, and a predetermined clutch is maintained in an engaged state. Instead, a system is adopted in which the supply of oil for engaging a predetermined clutch is started simultaneously with the restart of the engine. In supplying oil, rapid pressure increase control of oil is temporarily executed for a predetermined time in order to engage the clutch as quickly as possible.

However, the engine starts to start,
If the engine speed is already on the rise,
If the rapid pressure increase control is not properly performed, a large engagement shock may occur when the predetermined clutch is engaged. Therefore, in the present invention, it is determined and learned whether or not this rapid pressure increase control is appropriate. As a result, it is possible to execute optimal rapid pressure increase control in consideration of the effects of aging and various variations, and to quickly engage the clutch without generating an engagement shock.

[0022]

Embodiments of the present invention will be described below in detail with reference to the drawings.

In this embodiment, a stepped automatic transmission having a "gear position" will be described as an example.

In this embodiment, in a vehicle drive system as shown in FIG. 3, the engine is automatically stopped when a predetermined stop condition is satisfied, and the automatic stop is performed when a predetermined restart condition is satisfied. The restarted engine is restarted. When the engine stops, the oil pump also stops, and the engaged state of the forward clutch (predetermined clutch) of the automatic transmission is released. Therefore, when the engine is restarted, the forward clutch must be engaged as quickly as possible. This is to prevent the engine from blowing up in a neutral state, as described above, and to quickly prepare the vehicle for starting. Of course, the same can be said for a continuously variable transmission having a starting clutch.

Therefore, a rapid pressure increase control, which will be described later, is carried out at the beginning of the supply of oil to the forward (starting) clutch. Here, the rapid pressure increase control can always be performed in an optimal manner according to the situation at that time. To achieve this, the present invention is applied.

In FIG. 3, reference numeral 1 denotes an engine mounted on a vehicle, and 2 denotes an automatic transmission. The engine 1 includes a motor generator 3 functioning as a motor and a generator for restarting the engine 1, and an electromagnetic clutch 26, a pulley 22, a belt 8, a pulley 23, and a reduction mechanism provided on a crankshaft 1 a of the engine 1. They are linked via R.

The reduction mechanism R is of a planetary gear type, and has a sun gear 3
3, including a carrier 34, a ring gear 35, and a brake 3
1. It is incorporated between the motor generator 3 and the pulley 23 via the clutch 32. Note that the clutch 32 can be replaced with a one-way clutch.

The oil pump 19 for the automatic transmission 2 is directly connected to the crankshaft 1a of the engine 1 as in the prior art.
The automatic transmission 2 is provided with a known forward clutch C1 that is engaged during forward traveling.

Reference numerals 11 and 16 in the figure denote auxiliary equipment, which correspond to, for example, a pump for power steering and a compressor for air conditioner, respectively. The crankshaft 1a of the engine 1 and the motor generator 3 are connected to pulleys 9 and 14, respectively. And a belt 8.

Although not shown in FIG. 3, in addition to the above-mentioned auxiliary equipment, an engine oil pump, an engine water pump, and the like are also connected. Reference numeral 4 denotes an inverter electrically connected to the motor generator 3. The inverter 4 changes the supply of electric energy from the battery 5 as a power source to the motor generator 3 by switching, thereby changing the rotation speed of the motor generator 3. Further, switching is performed such that electric energy is charged from motor generator 3 to battery 5.

Reference numeral 7 denotes a controller for controlling the on / off operation of the electromagnetic clutches 26 and 27 and the switching control of the inverter 4. As an input signal to the controller 7, an engine speed signal (= oil pump speed signal) from an engine speed sensor 49, a signal of a switch 40 in an automatic stop running mode (eco-run mode), a signal of a switch 42 for operating the air conditioner Shift position sensor 4 for detecting the shift position of shift lever 44
5 and a signal from an engine cooling water temperature sensor 47 also serving as a sensor for estimating and detecting the oil temperature. Arrow lines in the figure indicate each signal line.

Next, a specific example of the automatic transmission system in the automatic transmission 2 will be described.

FIG. 4 is a skeleton diagram of the automatic transmission 2.

The automatic transmission 2 includes a torque converter 1
11, an auxiliary transmission unit 112 and a main transmission unit 113 are provided.

The torque converter 111 has a lock-up clutch 124. The lock-up clutch 124 is provided between a front cover 127 integrated with the pump impeller 126 and a member (hub) 129 integrally mounted with the turbine runner 128.

The crankshaft 1a of the engine 1 is connected to a front cover 127. Turbine runner 128
Is connected to the carrier 1 of the overdrive planetary gear mechanism 131 constituting the subtransmission portion 112.
32.

In the planetary gear mechanism 131, a clutch C0 and a one-way clutch F0 are provided between the carrier 132 and the sun gear 133. The one-way clutch F0 is engaged when the sun gear 133 rotates forward relative to the carrier 132 (rotation in the rotation direction of the input shaft 130).

On the other hand, a brake B0 for selectively stopping the rotation of the sun gear 133 is provided. Further, a ring gear 134 which is an output element of the auxiliary transmission section 112 is connected to an intermediate shaft 135 which is an input element of the main transmission section 113.

When the clutch C0 or the one-way clutch F0 is engaged, the auxiliary transmission portion 112
Since the whole of the shaft 31 rotates integrally, the intermediate shaft 135 is rotated.
Rotate at the same speed as the input shaft 130. When the brake B0 is engaged and the rotation of the sun gear 133 is stopped, the ring gear 134 is accelerated with respect to the input shaft 130 and rotates forward. That is, the subtransmission unit 112 can set high-low two-stage switching.

The main transmission section 113 has three sets of planetary gear mechanisms 140, 150, 160, and these gear mechanisms 140, 150, 160 are connected as follows.

That is, the sun gear 141 of the first planetary gear mechanism 140 and the sun gear 151 of the second planetary gear mechanism 150 are integrally connected to each other, and the ring gear 143 of the first planetary gear mechanism 140 and the sun gear 151 of the second planetary gear mechanism 150 are connected. Carrier 1
52 and the carrier 162 of the third planetary gear mechanism 160 are connected. The output shaft 170 is connected to the carrier 162 of the third planetary gear mechanism 160. Further, a ring gear 153 of the second planetary gear mechanism 150 is connected to a sun gear 161 of the third planetary gear mechanism 160.

In the gear train of the main transmission section 113, one reverse speed and four forward speeds can be set, and a clutch and a brake for this purpose are provided as follows.

That is, the ring gear 153 of the second planetary gear mechanism 150 and the sun gear 161 of the third planetary gear mechanism 160
And an intermediate clutch 135 is provided between the
Further, a clutch C2 is provided between the sun gear 141 of the first planetary gear mechanism 140 and the sun gear 151 of the second planetary gear mechanism 150 and the intermediate shaft 135.

A brake B1 for stopping rotation of the sun gears 141 and 151 of the first planetary gear mechanism 140 and the second planetary gear mechanism 150 is provided. In addition, these sun gears 1
One-way clutch F1 and brake B2 are arranged in series between 41, 151 and casing 171. The one-way clutch F1 is engaged when the sun gears 141 and 151 try to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the input shaft 135).

Carrier 142 of first planetary gear mechanism 140
A brake B3 is provided between the motor and the casing 171. Also, the ring gear 16 of the third planetary gear mechanism 160
A brake B4 and a one-way clutch F2 are arranged in parallel between the casing 171 and the brake B4 as elements for stopping the rotation of No. 3. The one-way clutch F2 is adapted to be engaged when the ring gear 163 attempts to rotate in the reverse direction.

In the automatic transmission 2 described above, it is possible to perform a first reverse speed and a fifth forward speed. FIG. 5 shows an engagement operation table of each clutch and brake (friction engagement device) for setting these five shift speeds. In FIG. 5, ○ indicates the engaged state, ◎ indicates the engaged state only when the engine brake should be secured,
Blank spaces indicate the released states, respectively.

In FIG. 5, normally, when the shift position of the automatic transmission is in the state "D", the controller 7 is controlled to automatically start from "1st". In recent years, various automatic transmission control methods have been proposed and put into practical use. For example, a gate type automatic transmission as shown in FIG. 11 has been proposed, which includes a shift position “D”,
By moving the shift lever 44 to the “M” (manual) gate on the right side thereof, shift up and down shift operations can be performed by buttons 200 and 202 provided on the steering 180 shown in FIG. is there. Button 2 shown in FIG.
Reference numeral 00 denotes a switch for shifting down, which is located on the front side of the drawing sheet. A shift up button 202 is provided at the rear side of the shift down button 200 just behind the drawing sheet.

Accordingly, in such an apparatus, the gear position of the automatic transmission can be manually changed by the driver's intention, and for example, the vehicle can be started from the 2nd fixed shift position in the "M" mode. Of course 2n
Not only d but also 3rd and 4th starts are possible (although the startability is deteriorated).

That is, the driver may not always start from the 1st position of the "D" position by manual operation.

As shown in FIG. 5, when shifting from the normal "N" position to the 1st "D" position, oil may be supplied only to the clutch C1. When shifting to the 1st position of the "D" position by starting, the clutch C0 must also be engaged at the same time. In the manual mode, it is necessary to further apply the brake B4 so that the engine brake can be secured even in the same 1st. Similarly, in the case of the second start and the third start, the types and numbers of the clutches and brakes to be engaged are different during normal running and when the engine brake is secured, respectively.

Therefore, it is necessary to increase the supply amount of oil when performing the rapid pressure increase control.

For the same purpose, if the employed transmission is a continuously variable transmission, it is considered that the continuously variable transmission may not be started from the lowest gear ratio side, and the restart is taken into consideration. At the same time, paying attention to the fact that the amount of oil to be supplied to the hydraulic sheave differs depending on the "speed ratio" achieved, the rapid pressure increase control is executed.

Returning to FIG. 4, a hydraulic control device 7 is used to engage or disengage each clutch and brake (friction engagement device).
5, solenoid valves S1, S2, S3, S4, SL
N, SLT, and SLU are executed by being driven and controlled based on a command from the A / T controller 80.

Here, S1, S2, and S3 are solenoid valves for shifting, S4 is a solenoid valve for operating an engine brake, SLN is a solenoid valve for controlling accumulator back pressure, SLT is a solenoid valve for controlling line pressure, and SLU is a lock. 3 shows an up solenoid valve.

The A / T control computer 80 includes:
It is linked to the controller 7 described above, and receives signals from various sensor groups 90 (for example, a vehicle speed sensor 91, an engine speed sensor 92, a water temperature sensor 93, an oil temperature sensor 9).
4, a brake sensor 95, etc.) is input to control solenoid valves and the like, so that each clutch and brake (friction engagement device) can be engaged or released.

Next, a configuration for engaging the forward clutch C1 in the automatic transmission 2 will be described with reference to FIG.

FIG. 6 is a hydraulic circuit diagram showing a main part of a configuration in which the forward clutch C1 is engaged in the hydraulic control device 75 of the automatic transmission.

The primary regulator valve 50 is controlled by a line pressure control solenoid 52,
The original pressure generated by the oil pump 19 is
Adjust to L. This line pressure PL is guided to the manual valve 54. The manual valve 54 is mechanically connected to the shift lever 44. Here, when the forward position, for example, the D position or the first or second manual position is selected, the line pressure P is increased.
L is communicated with the forward clutch C1.

The manual valve 54 and the forward clutch C1
A large orifice 56 and a switching valve 58 are interposed therebetween. The switching valve 58 is controlled by a solenoid 60,
The oil that has passed through the large orifice 56 is selectively guided to or cut off from the forward clutch C1.

The check ball 62 and the small orifice 64 are incorporated in parallel so as to bypass the switching valve 58. When the switching valve 58 is shut off by the solenoid 60, the oil passing through the large orifice 56 is further reduced to the small orifice. The clutch C1 reaches the forward clutch C1 via the second clutch 64. The check ball 62 functions so that when the hydraulic pressure of the forward clutch C1 is drained, the drain is smoothly performed.

The oil passage 66 between the switching valve 58 and the forward clutch C1 has an accumulator 7 through an orifice 68.
0 is arranged. The accumulator 70 includes a piston 72 and a spring 74. When the oil is supplied to the forward clutch C1, the accumulator 70 functions to maintain a predetermined oil pressure determined by the spring 74 for a while, and the engagement of the forward clutch C1 is terminated. Reduce the shock that occurs near.

Next, the operation of this embodiment will be described.

When the engine is started, the electromagnetic clutch 26 is engaged, and the motor generator 3 is driven to start the engine. At this time, by turning on the brake 31 and turning off the clutch 32, the rotation of the motor generator 3 is transmitted at a reduced speed from the sun gear 33 side of the reduction mechanism R to the carrier 34 side. Thereby, even if the capacity of motor generator 3 and inverter 4 is reduced, the driving force necessary for cranking engine 1 can be secured. After the start of the engine 1, the motor generator 3 functions as a generator, and stores electric energy in the battery 5, for example, during braking of the vehicle. When the engine is started, the controller 7 detects the rotation speed of the motor generator 3, and the rotation of the motor generator 3
The switching signal is output so that the torque and the rotation speed necessary for starting the motor are obtained. For example, if the signal of the air conditioner switch 42 is turned on when the engine is started, a larger torque is required than when the air conditioner is turned off. Is output.

When the vehicle stops with the eco-run mode signal turned on and a predetermined engine stop condition is satisfied, the controller 7 outputs a signal to cut off fuel supply to the engine 1 and stops the engine. Note that the output signal line of the fuel supply cut is omitted in FIG.
The eco-run mode signal is sent to the controller 7 when the driver presses an eco-run switch 42 provided in the vehicle interior.
Is input to Examples of the engine stop condition in the eco-run mode include “vehicle speed is zero”, “accelerator off”, and “the position of the shift lever 44 is the D position”.

In the case where the automatic stop is not performed at the D position, the condition for stopping the engine is replaced with, for example, "the shift lever position is the N position" instead of the condition "the shift lever position is the D position". Or the P position (non-driving position) ".

When the engine 1 is automatically stopped in the eco-run mode, the controller 7 outputs a disconnection control signal to the electromagnetic clutch 26, and the pulley 22 and the engine 1 are in a power non-transmission state. On the other hand, since it is desired that the air conditioner and the power steering are operated even when the engine 1 is stopped, the controller 7 operates the inverter 4 so that the motor generator 3 rotates at a torque in consideration of the load of the power steering pump and the air conditioner compressor.
Outputs a corresponding switching signal.

At this time, the brake 31 is turned off,
The clutch 32 is turned on and the electromagnetic clutch 26 is turned off. In this state, the motor generator 3 and the pulley 23 are directly connected to each other,
The rotation speed required to drive 1, 16 and the like can be secured. In order to use the motor generator 3 as a generator or to drive the accessories 11, 16 and the like while the engine is running, the brake 31 is turned off, the clutch 32 is turned on, The clutch 26 is kept on. By doing so, the motor generator 3 and the pulley 23 are directly connected to each other, so that the motor generator 3
It is possible to prevent the rotation speed of the motor and the auxiliary devices 1 and 16 from exceeding the allowable rotation speed. Incidentally, even if the clutch 32 is replaced with a one-way clutch, substantially the same operation as described above can be obtained.

Next, the operation of engaging the forward clutch C1 quickly and with a small engagement shock by appropriate rapid pressure increase control when the engine 1 is restarted from a state in which it is automatically stopped will be described.

When a predetermined restart condition is satisfied, the engine is restarted (automatic return of the engine). The predetermined restart conditions are, for example, vehicle speed zero, foot brake on,
The engine restarts when any of the accelerator-off conditions is not satisfied. When automatically stopping only the “N” range, the shift position is changed from “N” to “D”.
When it is changed to, the engine is started, assuming that there is a will to "start". When changing the shift position from "N" to "D", it is assumed that there is another wheel brake system such that the engine will not start unless the wheels are braked. In addition to this, as a case where the engine is automatically reset, there is a case where the charge amount SOC of the battery becomes insufficient.

In FIG. 6, when the engine is restarted,
The oil pump 19 starts rotating, and the oil is supplied to the primary regulator valve 50 side. The line pressure adjusted by the primary regulator valve 50 is finally supplied to the forward clutch C1 via the manual valve 54.

Here, when the solenoid 60 controls the switching valve 58 to be opened in response to the rapid pressure increase control command from the controller 7, the line pressure PL passing through the manual valve 54 passes through the large orifice 56. After that, it is supplied to the forward clutch C1 as it is. At the stage where the rapid pressure increase control is being performed, the accumulator 70 does not function due to the setting of the spring constant of the spring 74.

Then, when the solenoid 60 receives the end command of the rapid pressure increase control from the controller 7 and controls the switching valve 58 to shut off, the line pressure PL passing through the large orifice 56 is changed.
Is relatively slowly supplied to the forward clutch C1 via the small orifice 64 (a route substantially equivalent to the conventional one). Also, at this stage, the oil pressure supplied to the forward clutch C1 has increased considerably, and the oil pressure in the oil passage 66 connected to the accumulator 70 moves the piston 72 upward in the drawing against the spring 74. As a result, while the piston 72 is moving, the increase in the hydraulic pressure supplied to the forward clutch C1 is temporarily stopped, and the forward clutch C1 can complete the engagement very smoothly.

FIG. 7 shows the hydraulic pressure supply characteristics of the forward clutch C1. In FIG. 7, the thin line indicates the case where the rapid pressure increase control was not executed, and the thick line indicates the case where the rapid pressure increase control was executed. In addition, the portion labeled Tfast indicates a period (predetermined period) during which the rapid pressure increase control is being executed. This period Tfa
st qualitatively corresponds to a period during which a piston (not shown) of the forward clutch C1 packs a so-called clutch pack, and also corresponds to a period slightly before the engine speed reaches a predetermined idle speed. This period Tfast is controlled by a timer. Further, Tc and Tc 'are Ta during the period when the clutch pack of the forward clutch C1 is packed.
c and Tac 'correspond to a period during which the accumulator 70 functions.

If the rapid pressure increase control is not executed, the oil is supplied through a route substantially equivalent to the conventional one bypassing the switching valve 58, so that the oil is supplied before the clutch pack of the piston of the forward clutch C1 is filled. After a considerable time Tc 'has elapsed, the time t
The engagement is completed around 2. However, in this embodiment, since the rapid pressure increase control is performed for an appropriate time Tfast,
The engagement of the forward clutch can be completed at about time t1 with a small shock.

As is apparent from the display of FIG. 7, the start timing Ts of the rapid pressure increase control is such that the engine rotational speed (= the rotational speed of the oil pump 19) NE is a predetermined value NE1.
It is set when it becomes. The reason why the rapid pressure increase control is not started at the same time as the engine restart command Tcom in the state where the engine 1 slightly rises from the state where the rotation speed is zero (the state where the engine 1 rises to a value of about NE1). This is because there is a possibility that the time T1 until the time T1 varies greatly depending on the traveling environment.

If the rapid pressure increase control is started at the same time as the engine restart command Tcom, the forward clutch C1 is sometimes affected while the rapid pressure increase control is being executed. Engagement may be completed and a large engagement shock may occur. Therefore, by avoiding immediately after restarting the engine with large variation, the time Ts at which the engine starts to slightly rise is set as the start timing of the rapid pressure increase control, so that the variation is small (stable) regardless of the difference in the traveling environment. Oil supply control can be realized.

Here, the setting and learning of the execution time (predetermined time) Tfast of the rapid pressure increase control will be described.

In the case of a vehicle employing such an automatic stop system, it is considered that a situation in which the vehicle restarts immediately after stopping, such as traveling near an intersection in an urban area, often occurs. In this case, if the rapid pressure increase control is simply executed, the rapid pressure increase control will be executed in a state in which the oil has not completely escaped yet, and the forward clutch C1 will be suddenly engaged to cause a large shock. Occurs. Further, for example, since the engagement characteristics are changing (aging) little by little due to, for example, deterioration or wear of a clutch pack (not shown), rapid pressure increase control at the same pressure and the same time is performed. In such a case, there is a possibility that the controllability is deteriorated such that the clutch is suddenly engaged or, conversely, it takes time to engage the clutch. Also, when supplying the oil, the characteristics of the oil change (hardening,
Softening), and the supply hydraulic pressure / flow rate is not always exactly the same every time.
As in the case where fast is uniquely executed, the controllability may deteriorate.

That is, it is necessary that the execution time Tfast of the rapid pressure increase control be an appropriate set value according to the situation. Therefore, in the present embodiment, the supply state of the oil in the oil passage 66 of the forward clutch C1 immediately before the start of the engine, that is, the amount of oil removed from the oil passage 66 of the forward clutch C1 and the oil temperature are detected. The execution time Tfast (including zero) of the rapid pressure increase control is determined in accordance with the slippage amount and the oil temperature, and after executing the rapid pressure increase control, it is determined whether or not the execution mode is appropriate. Based on the determination, learning control of the execution mode of the rapid pressure increase control is performed.

It is to be noted that whether the execution mode of the rapid pressure increase control is appropriate or not is determined from the time Tend when the end command of the rapid pressure increase control is detected to the time Tu when the clutch actually starts engaging. (The details will be described later).

At this time, the state of oil supply in the clutch oil passage immediately before the restart of the engine (oil removal amount)
Is taken into account, the elapsed time TST from when the engine automatic stop command is output is counted and reflected.

First, according to the amount of oil that has escaped,
A method for setting the execution time Tfast of the rapid pressure increase will be described.

It is a matter of course that, for example, a pressure sensor may be provided in the oil passage 66 so as to directly detect the amount of the oil that has escaped. Can be adopted. In this embodiment, since the oil pump 19 is directly connected to the crankshaft 1a of the engine 1, the rotation speed of the oil pump 19 can be known by detecting the engine rotation speed NE.

FIG. 8 shows the drain characteristic of the hydraulic pressure of the forward clutch C1 and the engine rotation speed (= the rotation speed of the oil pump) N
The relationship with E is shown. When an engine stop command is issued at time t11, the engine speed NE gradually decreases from time t12 with a slight delay T12.

On the other hand, the drain characteristics of the forward clutch C1 are determined after the stop command of the engine 1 is issued at the time t11 (for example, when the rotation speed of the oil pump 19 becomes the engine rotation speed N).
The hydraulic pressure remains longer T
13 is maintained as it is, and has a characteristic of sharply decreasing from time t14.

This characteristic has a relatively high reproducibility for each vehicle if the oil temperature is the same. Therefore, if the elapsed time from the issuance of the engine stop command is known, how much oil is It can be estimated whether the state is missing. Therefore, based on the time Tstop from when the engine stop command is issued to when the restart command is issued, the execution time (predetermined time) T of the rapid pressure increase control in consideration of the characteristics shown in FIG.
If fast is changed / set, the engagement shock can be minimized even if a situation occurs where the engine 1 is restarted immediately after the automatic stop.

As is apparent from the characteristics shown in FIG. 8, when the engine stop command is issued, the engine speed NE (= the oil pump speed) decreases relatively linearly from time t12 slightly after that. I have. Therefore, it is possible to indirectly estimate the amount of oil that has escaped from the value of the engine speed NE itself.

Next, another method for optimally setting the execution time (predetermined time) Tfast of the rapid pressure increase control will be described.

The upper graph in FIG. 9 shows the relationship between the oil temperature of the automatic transmission oil and the supply speed. The oil of an automatic transmission has the property that its viscosity changes depending on the temperature. At low temperatures (for example, 20 ° C. or lower), the viscosity of the oil is high, so even if the rapid pressure increase control is executed for the same execution time, the oil is not supplied to the forward clutch C1 as at normal temperature. Therefore, the rapid pressure increase control needs to be executed for a longer time than at normal temperature. On the other hand, when the oil temperature becomes higher than a normal state, for example, 80 ° C. or higher, the viscosity of the oil becomes too low, and the amount of leakage from each seal portion or the like of the valve body increases. Even if the rapid pressure increase control is executed for the same time, the amount of oil supplied to the forward clutch C1 tends to decrease.

Therefore, as shown in the lower part of FIG. 9, in consideration of this characteristic, for example, the execution time Tfa of the rapid pressure increase control determined for the normal temperature state at the oil temperatures Ot1, Ot2, and Ot3 as boundaries.
If the actual execution time Tfast is set by multiplying st1 by a certain coefficient or adding (or subtracting) a certain time, the forward clutch C1 is engaged in a manner more suitable for the running environment. Can be done.

Note that the oil temperature of the automatic transmission does not necessarily need to be directly detected by an oil temperature sensor. For example, the engine cooling water temperature Tcol which is usually mounted on any vehicle
If the information from the sensor 47 is used, this can be detected indirectly. In addition, the setting of the execution time according to the oil temperature is not limited to the above-described two- or three-step case division, and it goes without saying that the execution time may be made to depend more finely (as much as possible along the original characteristics). .

The change of the execution time of the rapid pressure increase control with respect to the oil temperature may be used alone, but if it is used in combination with the execution time set depending on the amount of escape, a more accurate setting is made. it can. For example, first, an execution time is set according to the amount of omission, and the execution time Tfast is corrected to increase or decrease according to the oil temperature, or is mapped as shown in FIG. The execution time can be set.

In the above embodiment, the switching valve 5
8, the rapid pressure increase control is executed by adjusting the degree of communication of the oil passage to the forward clutch C1. However, the method for rapidly supplying oil to the forward clutch C1 is limited to this method. No (described later).

Next, a description will be given of a method of determining whether or not the execution mode of the rapid pressure increase control is appropriate and performing learning control of the execution mode of the rapid pressure increase based on the determination.

As shown in FIG. 7, after the rapid pressure increase control is executed, the forward clutch C1 rapidly closes its pack clearance, and the clutch starts to be engaged when the pack clearance completely disappears. It should be noted that it is determined that the pack clearance has disappeared (the pack has been clogged) because the time Tu at which the turbine rotational speed NT temporarily decreases.
And from.

Assuming that the time from the time Tend at which the command to end the rapid pressure increase control is issued to the time Tu at which the turbine rotational speed NT temporarily decreases (the pack clearance disappears) is ΔT, this ΔT is Time Tu at which pack clearance disappears from start time Ts of rapid pressure increase control
From the time TNT to the time T when the rapid pressure increase control is executed
Equivalent to fast.

The time ΔT is detected to determine whether the value is appropriate. That is, if the value of the time ΔT is larger (longer) than a certain value TG1, it can be determined that “there is too much room in the pack clearance”.

As described above, it is determined whether or not this time ΔT is appropriate based on the time ΔT from the time after the rapid pressure increase control until the clutch pack is completely clogged, and the learning control is executed based on the determination. In this case, it is reflected in the next execution time Tfast of the rapid pressure increase control.

Here, a method of determining whether the time ΔT is appropriate will be described more specifically.

For example, it is determined whether or not the time ΔT is longer (longer) than the above-mentioned predetermined value (predetermined time) TG1. If the time ΔT is larger (longer) than the predetermined value (predetermined time) TG1, it is determined that “there is still room to pack the clutch pack (the pack clearance is wide)”. Conversely, when it is determined that the time ΔT is smaller (shorter) than the predetermined value (predetermined time) TG1, it is determined that “the clearance of the clutch pack is within a predetermined range (good)”.

Whether or not the time ΔT is appropriate may be determined based on how long the time ΔT corresponds to the above-mentioned time TNT.

Further, whether the time ΔT is appropriate is determined by
A certain time range ΔTtg in which the ideal clutch can be engaged in advance (the ideal pack clearance).
t1 to ΔTtgt2 (not shown) are checked in advance, and the actual time ΔT is set to the time ΔTtg in the ideal range.
The determination may be made based on whether it is within t1 to ΔTtgt2 (ΔTtgt1 <ΔTtgt2).

Next, a description will be given of a method of performing the learning control of the execution mode of the rapid pressure increase based on the determination (judgment).

If it is determined that the time ΔT is larger (longer) than the predetermined value (predetermined time) TG1 (ΔT> TG1), it is determined that “there is room for the clogging of the clutch pack” as described above. Accordingly, the setting of the execution time Tfast of the next rapid pressure increase control is changed to be longer than this time.
If the execution time Tfast of the rapid pressure increase control is changed and set to be longer, the pack clearance becomes smaller than this time due to the extension of the rapid pressure increase control time. For this reason, the clutch is engaged in a short time after the rapid pressure increase control, so that it is possible to suppress the rattling at the time of starting and improve the responsiveness of starting.

Conversely, the time ΔT is equal to a predetermined value (predetermined time) T
If G1 or less (0 <ΔT ≦ TG1), or if an ideal range (0 <ΔTtgt1 ≦ ΔT ≦ ΔTtgt2) is set, if it is within the ideal range, good packing is performed. It is determined that the execution is being performed, and the execution time Tfast of the next rapid pressure increase control is maintained as it is.

The time ΔT is too small (too short).
When the time is not within the ideal time (ΔT <ΔTtgt1) or when the time ΔT is completely zero or negative (ΔT ≦ 0), it means that the end of the rapid pressure increase control is too late, and immediately before the rapid engagement Or because it is already in a state of sudden engagement,
The setting is changed (learning control) so that the execution time Tfast of the next rapid pressure increase control is shortened.

That is, the time of the rapid pressure increase control time Tfast is changed in accordance with the time ΔT (the execution mode is learned and controlled).

Regarding the setting of the rapid pressure increase time Tfast, a map may be given in accordance with the time ΔT. For example, X% may be set in advance with respect to the time ΔT. Tfast × M (ΔT−TG1) may be given by an equation (X and M are constants).

Further, the gain according to the size of the time ΔT and the situation may be appropriately changed.

In performing the learning control, in the above-described embodiment, the rapid pressure increase control is performed by adjusting the degree of communication of the oil path to the forward clutch C1 using the switching valve 58. However, various modes of executing the rapid pressure increase control of the forward clutch C1 are conceivable.

For example, in the above embodiment, the line pressure PL regulated by the primary regulator valve 50 is controlled by the line pressure control solenoid 52, but the line pressure PL regulated by the line pressure control solenoid 52 is controlled. The pressure regulation value (control target pressure) of the pressure PL may be set higher than usual. In this case, the execution mode of the rapid pressure increase control is determined by the multiplication of the pressure adjustment value of the line pressure and the time during which the pressure adjustment value is maintained at a high value.

Further, in the above embodiment, the switching valve 58
The degree of oil supply to the forward clutch C1 is switched on and off by the on-off operation. However, if the switching valve 58 is duty-controlled by, for example, a duty solenoid, the degree of supply by the switching valve 58 (rapid increase) The control target pressure of the pressure control can be set more finely. That is, the switching valve 58 can also realize control by multiplication with the execution time Tfast of the rapid pressure increase control. Further, it is naturally possible to combine the control by changing the pressure adjustment value of the line pressure PL and the control by the switching valve 58.

In the present embodiment, the control is performed to change the rapid pressure increase control time Tfast based on ΔT.
The learning is not limited to the execution time Tfast of the rapid pressure increase control, but may be performed by changing the control target pressure or the multiplication of the control target pressure and Tfast. Needless to explain,
If the control target pressure is set higher, the pack clearance can be controlled more quickly in the direction of closing, and conversely, if the control target pressure is set lower, the time from the end of the rapid pressure increase control until the engagement starts Control can be performed in a direction to increase the margin.

Further, the learning control may be executed for each shift speed achieved when the engine is restarted.

The reason that the learning control is executed for each gear (gear) is that, as described above, the restart does not always start from the 1st position of the “D” position with the clutch engaged. At the same time as restarting due to gear stage,
Because the type and number of friction engagement devices to be engaged are different,
This is because, in the case of starting from other than 1st, the required flow rates of the oil required when the clutch is engaged are different from each other. Therefore, by performing the learning control for each type of gear achieved at the time of restart, more appropriate learning control can be performed.

Further, even at the same gear, the frictional engagement device (B
1, B4, C0, etc.), it is more preferable to distinguish the learning control for the same reason whether or not to engage simultaneously with C1 at the time of restart.

Specifically, in such a case, for example, the gain in the learning control is determined based on whether or not the frictional engagement device engaged to secure the engine brake is engaged at the time of restart. Then, change the settings.

In the continuously variable transmission, learning control is performed for each "speed ratio".

As shown in FIG. 13, for example, the oil temperature is divided into three at θ1 or lower, θ2 to θ3 and θ4 or higher at each stop gear, and a friction engagement device for securing the engine brake is engaged. If an optimum learning threshold value (for example, TG1) is mapped based on whether or not to perform, good learning can be executed.

An execution environment for executing the learning control according to the present embodiment will be described.

First, the learning control is executed only when the engine torque TE (not shown) is stable when the engine is restarted.

Basically, the time ΔT, which is a reference for executing the learning control, is the latter half of the engine restart. Since the engine speed NE is close to the idle speed, the engine torque TE is also in the idle state. However, if the engine torque TE deviates due to depression of the accelerator or the like, there is a possibility that an accurate learning value cannot be set, so that learning is not performed.

The detection of the engine torque TE can be estimated from the engine speed NE and the throttle opening.

Second, the learning control is executed only when the oil temperature (oil temperature) is within a predetermined range.

This is because, as described above, the characteristics of the oil change (harden, soften) depending on the temperature, so that an accurate learning result cannot be obtained. For example, if the engine has been stopped for a long time and it has just been started,
This corresponds to, for example, a case where the outside air temperature is low, or conversely, a case where the oil temperature rises in the summer and becomes too high.

In the present embodiment, when the rapid pressure increase control is performed, the restriction is also performed based on the oil temperature (oil temperature). However, the temperature (threshold) for executing the learning control is set as follows. The temperature can be set to be different from the temperature at which rapid pressure increase control is performed (threshold for different cases), so if it is executed only when the oil temperature is more suitable (stable oil temperature), reliability is improved. Is further improved.

Third, the learning control limits the execution of the learning control depending on the water temperature of the engine.

As in the case of the oil temperature described above, the execution of the learning control is restricted by the engine water temperature. By not executing the process when the water temperature is low, the influence of dragging of the engine or the like can be excluded.

Fourth, the learning control is changed depending on the supply state of oil in the oil passage 66 immediately before the restart of the engine (oil removal amount).

As described with reference to FIG. 8, if the elapsed time TST from when the engine stop command is issued or the time Tstop from when the engine stop command is issued to when the restart command is issued is known, It can be estimated whether or not the oil has escaped from the oil passage 66 (remaining amount).

Therefore, based on the elapsed time TST from when the engine stop command is issued or the time Tstop between when the engine stop command is issued and when the restart command is issued, the characteristics shown in FIG. 8 are considered. To change and set the learning control.

This is because, for example, the rapid pressure increase control executed when the oil remains in the oil passage 66 is suitable as a base for learning the next rapid pressure increase control. Because there is no.

For this reason, in the present embodiment, it is determined whether or not to execute the learning of the rapid pressure increase control in accordance with the remaining amount of oil in the oil passage 66. For this determination, the elapsed time TST from the issuance of the engine stop command is counted, and if this has not reached the predetermined time T1, the learning control is not executed.

However, for example, when the elapsed time TST from the issuance of the engine stop command is detected to confirm the remaining amount of oil, the predetermined time (T1> Each learning value or learning mode (Tfast1) may be determined by dividing the case as T2> T3).

TST≥T1 ... TfastA T1> TST≥T2 ... TfastB T2> TST≥T3 ... TfastC T3> TST ... TfastD (learning prohibited)

The use of the learning modes TfastA to TfastD can be categorized in various ways. For example, the following are mentioned.

(1) The learning control is executed only in the case of TfastA to TfastC, and the execution of the learning control is prohibited in the case of TfastD. This corresponds to the above-described use mode. (2) For each of TfastA to TfastD, the learning control is executed after restricting the range of change from the previous learning value. In this case, the allowable change width from the previous learning value is Tfast
It is set so that A>TfastB>TfastC> TfastD. Here, for example, if the allowable change width from the previous value for TfastD is set to zero, the learning at the time of TfastD is effectively prohibited. (3) TfastA to TfastD are handled as learning values to be adopted only when it is reproduced that the engine stop time is within this range. This is a use mode that focuses on the fact that the learning value itself is reliable if the condition that the stop time is within the same range is attached. (4) Learning is prohibited for TfastD, and TfastB and TfastC
Is multiplied by a coefficient, and is reflected in the learning value of TfastA.

As described above, by restricting the environment in which the learning control is performed, accurate learning control can be performed.

Finally, the flow of the present embodiment will be described using two control flows.

FIG. 1 shows a control flow for executing the learning control, and FIG. 2 shows a control flow for changing the time Tfast of the rapid pressure increase control based on the learning value obtained by the learning control of FIG. I have.

In FIG. 1, in step 320, input signals from various sensors are processed by the controller 7 and the A / T controller 80 linked thereto. When the various signals are processed and the restart condition is satisfied, the engine is restarted in step 330 to execute the rapid pressure increase control. In step 330, if the rapid pressure increase control is not performed due to a small clutch release amount as described above, the learning control is not performed (cannot be performed), and the process returns.

At step 340, engine torque TE
Is determined to be stable. In this case, it is determined whether or not the engine torque TE is equal to or less than a predetermined engine torque TEG which is a reference for determining whether or not the engine torque has been disturbed.

That is, during engine restart (during return control)
If the engine torque TE is equal to or less than the engine torque TEG, it is determined that the engine is stable. here,
If it is determined that the engine torque TE is not stable, the routine proceeds to step 380, where the learning control is stopped and the routine is returned.

In step 345, as in the case of step 340, as a precondition for performing the learning control, the elapsed time TST from when the engine stop command is issued is set to a predetermined time T
It is determined whether or not 1 has elapsed. If it is determined that the predetermined time T1 has not elapsed, it can be determined that the oil has not been drained from the oil passage 66. Therefore, as in step 340, the process proceeds to step 380 to stop the learning control. Return.

At step 350, steps 340, 3
As a precondition for implementing the learning control as in the case of 45,
It is determined whether the oil temperature Tp of the automatic transmission is between the lower limit value TpL and the upper limit value TpH. This is because when the oil temperature is low (Tp <TpL), since the oil is hardened as described above, there are many cases, and accurate results cannot be expected even if the learning control is performed. To stop. Similarly, when the oil temperature is high (TpH <T
In p), the learning control is stopped because an accurate result cannot be expected.

It should be noted that the oil temperature Tp of the automatic transmission is lower than the lower limit value Tp.
It may be determined whether or not it is at least L.

In step 360, the time TNT from the start time Ts of the rapid pressure increase control to the time when the clutch pack is clogged (the time when the turbine rotational speed NT temporarily drops) Tu
Is compared with the execution time Tfast of the rapid pressure increase control, and the time ΔT is calculated therefrom. As described above, ΔT is the time from the end of the rapid pressure increase control until the clutch pack is completely clogged (the time until the pack clearance disappears). At step 370, ΔT is equal to a predetermined value TG1
[M] or more is determined. The predetermined value TG here
1 [m] in FIG. 13 is a threshold value set based on the gear position, whether or not it is necessary to secure the engine brake, and the oil temperature.
If the time ΔT is equal to or longer than the predetermined value TG1 [m], it is determined that “the pack clearance is wide (there is room)”, and the learning control value is set so that the next time of performing the rapid pressure increase control becomes long. Change the settings of. ΔT is a predetermined value TG1
If it is smaller than [m], the learning value is not changed as it is, and the next rapid pressure increase control time Tfast is executed as long as the previous time (step 390). In this case, ΔT
Is negative, the setting is changed so that the next rapid pressure increase time Tfast is shortened (steps 410 and 42).
0).

Although the flow of the learning control is described in step 380 to stop the learning control, the learning mode is changed according to the elapsed time TST after the engine stop command detected in step 345 is issued. It may be.

Although the state of the oil in the oil passage has been estimated based only on the elapsed time TST since the issuance of the engine stop command, other parameters may be used.

Next, the control flow of FIG. 2 will be described.

FIG. 2 shows control for determining whether or not to perform rapid pressure increase control. In step 520, the input signal is processed as in FIG. In step 530, it is determined whether or not the restart condition of the automatic engine stop control has been satisfied and the engine has returned. If the engine has not been restarted, the routine returns.

After restarting the engine, it is determined in step 540 whether or not the condition for performing the rapid pressure increase control is satisfied. Specifically, it is determined whether or not the oil has completely drained after the automatic stop command of the engine. The method of determining whether or not the oil has been completely removed is as described above. When it is determined that the oil has been removed by a predetermined amount or more, it is determined that the rapid pressure increase control can be performed. When performing rapid pressure increase, the engine speed NE
Is greater than or equal to a predetermined value NE1 as the start timing of the rapid pressure increase control.

At step 550, the execution time Tfast of the rapid pressure increase control is set. Execution time T of this rapid pressure increase control
The fast is controlled by a timer. As described above, the execution time Tfast of the rapid pressure increase control is such that the clutch pack starts to be engaged from the end time Tend of the rapid pressure increase control (the turbine speed is temporarily reduced). Learning control is performed based on the time ΔT up to the time Tu), and reset.
Therefore, the rapid pressure increase control can be performed until the clutch pack is clogged as much as possible, and the startability can be improved. The method of performing the learning control is as described in detail above.

At step 560, rapid pressure increase control is actually performed. Here, the target is the forward clutch C1 when the vehicle is moving forward, and the direct clutch C2 when the vehicle is moving backward. When the control target pressure of the line pressure is changed, all clutches engaged at the time of restart are targeted.

If the conditions for executing the rapid pressure increase control are not satisfied in step 540, the flow advances to step 570 to stop the rapid pressure increase control.

In this embodiment, the example of the stepped automatic transmission has been described.
The present invention is also applicable to the transmission T) and the continuously variable transmission.

[0157]

According to the present invention, it is determined whether or not the execution mode of the rapid pressure increase control is appropriate when supplying the oil for engaging the clutch of the automatic transmission at the time of restart.
Based on the determination, the execution mode of the rapid pressure increase control is learned / changed, so that the predetermined clutch of the automatic transmission can be quickly engaged with a small engagement shock. An excellent effect is obtained.

[Brief description of the drawings]

FIG. 1 is a flowchart showing an example of a control flow of control at the time of engine restart of a vehicle according to the present invention.

FIG. 2 is a flowchart showing an example of a control flow of control at the time of restarting the engine of the vehicle, similarly to the previous term.

FIG. 3 is a system configuration diagram of a vehicle engine drive device to which the present invention is applied;

FIG. 4 is a block diagram schematically showing an automatic transmission of the automatic transmission system.

FIG. 5 is a diagram showing an engagement state of each friction engagement device in the automatic transmission.

FIG. 6 is a hydraulic circuit diagram showing a main part of a hydraulic control device for performing rapid pressure increase control.

FIG. 7 is a diagram showing oil supply characteristics and the like of a forward clutch along a time axis;

FIG. 8 is a diagram showing a relationship between an oil removal amount and an engine rotation speed (an oil pump rotation speed).

FIG. 9 is a diagram showing a relationship between oil temperature, oil supply speed, and execution time of rapid pressure increase control.

FIG. 10 is a diagram illustrating a map example of a relationship between an engine rotation speed (oil removal amount), an engine coolant temperature (oil temperature), and an execution time of rapid pressure increase control;

FIG. 11 is a gate layout diagram of a shift position.

FIG. 12 is a diagram showing a steering external view and shift operation buttons.

FIG. 13 is a map diagram showing a relationship between a gear position and an oil temperature when the engine is automatically stopped.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Automatic transmission 3 ... Motor generator 4 ... Inverter 5 ... Battery 19 ... Oil pump 42 ... Eco-run switch 44 ... Shift lever 45 ... Shift position sensor 47 ... Engine cooling water temperature sensor 49 ... Engine rotation speed sensor R ... Deceleration Mechanism ΔT: execution time of rapid pressure increase Ts: start time of rapid pressure increase Tend: end time of rapid pressure increase

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F16H 63:12

Claims (5)

[Claims] 1. A vehicle that automatically stops an engine when a predetermined stop condition is satisfied and restarts the automatically stopped engine when a predetermined restart condition is satisfied. In the control device for restarting the engine of the vehicle in which the predetermined clutch of the transmission is engaged, when supplying the hydraulic pressure for engaging the predetermined clutch at the time of restarting the engine, in the initial stage of supplying the hydraulic pressure, Means for executing a rapid pressure increase control for temporarily increasing the hydraulic pressure temporarily for a predetermined time; and means for determining whether or not the execution mode of the rapid pressure increase control is appropriate. A control device for restarting the engine of the vehicle, wherein learning control of the execution mode of the rapid pressure increase control is performed based on a determination as to whether or not the execution mode is appropriate. 2. The apparatus according to claim 1, further comprising means for detecting that the predetermined clutch has actually started engaging, and determining whether or not the execution mode of the rapid pressure increase control is appropriate. A control device for restarting an engine of a vehicle, wherein the control is performed based on a time from when a pressure increase control end command is issued until the clutch actually starts engagement. 3. The vehicle according to claim 1, wherein the determination as to whether the execution of the rapid pressure increase control is appropriate is made based on an oil supply state in a clutch oil passage immediately before restarting the engine. Control device for engine restart. 4. The control device according to claim 1, wherein the learning control is executed for each gear position achieved when the engine is restarted. 5. The friction engagement device according to claim 1, further comprising: a friction engagement device that is engaged to secure engine braking at a shift speed achieved at the time of restart. Means for determining whether or not the learning value in the learning control is based on whether or not the frictional engagement device engaged to secure the engine brake by the determination is engaged at the time of restart. And a control device when the engine of the vehicle is restarted.