JP2000264096A - Control device for restarting engine of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent feel of uncomfortableness such as shock and vibration from giving at the time of engagement to a driver in restarting an engine. SOLUTION: A specified clutch for transmitting power from an engine to drive wheels is provided, and control is executed with the specified clutch released when an automatically stopped engine is restarted in an engine starting condition other than accelerator-ON (steps 360, 370, 380). When an accelerator-ON signal is detected, the specified clutch is speedily engaged by quick boosting control (steps 390, 400).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention includes a clutch that is engaged when power is transmitted from an engine to a driving wheel,
Even when the shift position is the drive position, the engine automatically stops when a predetermined stop condition is satisfied, and restarts the automatically stopped engine when a predetermined restart condition is satisfied. Related to a control device.

[0002]

2. Description of the Related Art Conventionally, a vehicle is stopped during traveling, and when a predetermined stop condition is satisfied, an engine is automatically stopped to save fuel, reduce exhaust emissions, reduce noise, and the like. Vehicles have been proposed and are already in practical use (for example, JP-A-8-14076 and JP-A-9-222035).

More specifically, the engine is automatically stopped when predetermined stop conditions such as zero vehicle speed, accelerator off, and brake on are detected.

In this case, if a predetermined condition is satisfied even when the shift lever is in the drive position, such as "D (drive)" in the forward drive position or "R (reverse)" in the reverse drive position. The engine stops automatically and the drive position does not stop automatically, but is automatically performed only when the shift position is set to a non-drive position such as "N (neutral)" or "P (parking)" by the driver's will. There are known stops.

When a condition for restarting the engine is satisfied, for example, when the driver indicates a driving intention such as depressing an accelerator pedal (accelerator on),
The engine is restarted immediately. Further, the engine is restarted even when the driver does not express the intention to run, for example, when the charge capacity of the battery is insufficient.

The purpose of this is to prevent the battery from running out and to avoid a situation where the engine cannot be restarted.

When the engine is restarted while the shift position is in the driving position, an operating pressure is generated by driving an oil pump for the automatic transmission at the same time to transmit power from the engine to driving wheels. Clutch to be engaged at the time (so-called forward clutch)
There is disclosed a technique in which a vehicle can be started immediately by engaging the vehicle.

[0008]

As described above, the conditions for restarting the engine include, for example, the case where the driver is "willing to start", such as when the accelerator is turned on, and the state of charge of the battery. There is a case where the driver does not always have “willingness to start”, such as when the vehicle runs short. When the engine is restarted with the restart condition satisfied when the driver does not intend to start, for example, when the charge amount of the battery is insufficient, or when the compressor of the air conditioner is activated because the room temperature has risen. It is not necessary to prepare for the starting position. That is, in this case, if the forward clutch is engaged, discomfort such as shock or vibration at the time of engagement may be given to the driver.

SUMMARY OF THE INVENTION The present invention has been made in view of such a conventional problem, and it is an object of the present invention to provide a vehicle which can prevent a driver from feeling uncomfortable, such as shock or vibration during engagement, upon restart. An object of the present invention is to provide a control device at the time of engine restart.

[0010]

According to a first aspect of the present invention, there is provided a clutch which is engaged when power is transmitted from an engine to a driving wheel, and a predetermined stop condition is provided even when a shift position is a driving position. And a control device for restarting the automatically stopped engine when a predetermined restart condition is satisfied. The above-mentioned problem has been solved by executing the above-described procedure with the clutch released even when the shift position is the drive position.

[0011] By doing so, the clutch is not engaged even when the engine is restarted, so that it is possible to prevent the driver from receiving shock or vibration during the engagement.

According to the first aspect of the present invention, how long the clutch is released is not particularly limited, and various selections can be made by setting. For example, if a certain period of time has elapsed since the start of the engine, the driver can sufficiently predict that the creep will occur thereafter. Further, a configuration as in claim 2 may be adopted.

According to a second aspect of the present invention, in the first aspect, there is further provided means for detecting an accelerator-on signal as a driver's intention to start, and the accelerator-on signal is detected when the predetermined clutch is released. The above-mentioned problem has been solved in the same manner by continuing to the above.

The present invention shows a specific example of how long the clutch is kept released in the first aspect of the present invention.

In the present invention, it is determined whether or not the driver intends to start. When the driver's intention to start is confirmed, the clutch can be quickly engaged to start the vehicle. The driver's intention to start can be confirmed by, for example, accelerator on, brake off, side brake off, and the like. In this configuration, since the clutch is not engaged until the intention to start is confirmed, for example, when the vehicle is restarted in connection with the operation of the battery or the air conditioner, the automatic stop is performed again when the purpose is achieved. To reduce the hassle of stepping on the brake pedal due to creep,
Usability can be improved.

According to a third aspect of the present invention, in the first aspect, the engine restart conditions are classified into a condition for confirming the intention to start and other conditions. In a case where the control is performed based on a condition that can be confirmed as being present, the above-described problem is also solved by stopping the control for restarting the engine with the clutch released.

The present invention is directed to limiting the execution conditions of the control for restarting the engine with the clutch released in the first aspect of the present invention. Here, "when the driver intends to start" may be considered in the same manner as in claim 2.

[0018] This means that if it is confirmed that the driver intends to start, such as accelerator-on, while the engine is automatically stopped, it is not necessary to release the predetermined clutch according to the above-mentioned claim 1 and to immediately start the vehicle. This is to make it portable.

According to the present invention, when it can be confirmed that the driver does not intend to start, the engine is restarted with the clutch for transmitting power between the engine and the drive wheels released, so that the aforementioned creep occurs. The vehicle can be prevented from moving. On the other hand, when it is confirmed that the driver has the intention to start, the vehicle can start smoothly.

According to a fourth aspect of the present invention, in the first aspect, when the hydraulic pressure for engaging the clutch is supplied, a rapid pressure increase control for rapidly supplying the oil at the start of the supply of the hydraulic pressure is performed. Means for executing, when the engagement of the clutch is performed in a situation where it can be estimated that the driver has a starting intention, by performing the engagement of the clutch with the rapid pressure increase control, Similarly, the above-mentioned problem has been solved.

When the clutch is engaged in a state in which the driver's intention to start can be confirmed in this manner, the predetermined clutch engagement can be realized earlier by executing the rapid pressure increase control. Engagement can be performed smoothly while ensuring sufficient start response.

[0022]

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

The engine is automatically stopped when a predetermined stop condition is satisfied, and the automatically stopped engine is restarted when a predetermined restart condition is satisfied. The forward clutch is engaged to transmit power from the engine to the drive wheels.

Further, in the present embodiment, the shift position is the “D (forward running)” position of the drive position,
When a predetermined engine automatic stop condition is satisfied even in the "R (reverse running)" position, the engine is automatically stopped.

The present invention is also applicable to a system for automatically stopping the engine in both the non-driving position and the driving position, such as "N (neutral)" and "P (parking)". Applicable.

In FIG. 2, reference numeral 1 denotes an engine mounted on a vehicle, and 2 denotes an automatic transmission. In the engine 1, a motor generator 3 functioning as a motor and a generator for restarting the engine 1 is connected to a crankshaft 1a of the engine 1 via a clutch 26, a chain 27, and a reduction mechanism R. I have. Note that the engine starter may be provided separately from the motor generator 3, and the starter and the motor generator 3 may be used together when starting the engine, or the starter may be used exclusively at extremely low temperatures.

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 clutch 28 via the one-way clutch 32.

The oil pump 19 for the automatic transmission 2 is connected to the crankshaft 1a of the engine 1 via clutches 26 and 28. The automatic transmission 2 is provided with a known forward clutch C1 that is engaged during forward traveling.

Reference numeral 4 denotes an inverter electrically connected to the motor generator 3. The inverter 4 varies the supply of electric energy from the battery 5 as a power source to the motor generator 3 by switching, thereby varying 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 connection and disconnection of the clutches 26 and 28, the switching control of the inverter 4, the control of the air conditioner (auxiliary equipment such as the like) 41, and the like. The signal of the switch 40 and the signal of the shift lever 44 in the automatic stop traveling mode (eco-run mode) are input to the ECU 80. Arrow lines in the figure indicate each signal line. Further, this controller 7 is provided with an ECU (electronic control device) 80 for controlling an engine, an automatic transmission, and the like.
Is linked to.

Next, a specific example of the automatic transmission system in the automatic transmission 2 will be described. FIG. 3 is a skeleton diagram of the automatic transmission 2.

The automatic transmission 2 includes a torque converter 1
11, a sub transmission unit 112 and a main transmission unit 113.

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 1 a 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.

A clutch C0 and a one-way clutch F0 are provided between the carrier 132 and the sun gear 133 in the planetary gear mechanism 131. 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. Also, brake B
In a state where the rotation of the sun gear 133 is stopped by engaging 0, the ring gear 134 is accelerated with respect to the input shaft 130 and rotates forward. That is, the sub-transmission portion 112 is set to the high-low 2
Stage switching can be set.

The main transmission unit 113 has three sets of planetary gear mechanisms 140, 150, and 160, and these gear mechanisms 140, 150, and 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 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
A forward clutch C1 is provided between the
In addition, the sun gear 141 of the first planetary gear mechanism 140 and the second
A clutch C2 is provided between the sun gear 151 of the planetary gear mechanism 150 and the intermediate shaft 135 to be engaged in the reverse gear.

A brake B1 for stopping the rotation of the sun gears 141 and 151 of the first planetary gear mechanism 140 and the second planetary gear mechanism 150 is provided. A one-way clutch F1 and a brake B2 are arranged in series between the sun gears 141 and 151 and the casing 171. The one-way clutch F1 is adapted to be 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 1 of the third planetary gear mechanism 160
A brake B <b> 4 and a one-way clutch F <b> 2 are arranged in parallel between the casing 171 and the brake B <b> 4 as elements for stopping the rotation of 63. 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, the speed can be changed between the first reverse speed and the fifth forward speed.

FIG. 4 shows an engagement operation table of each clutch and brake (friction engagement device) for setting these shift speeds. In FIG. 4, the mark 係 合 indicates the engaged state, the mark ◎ indicates the engaged state only when the engine brake is to be secured, the mark △ indicates the engaged state irrespective of the power transmission, and the blank indicates the released state.

FIG. 5 shows an arrangement of shift positions switched by the shift lever 44. "P (parking)", "R (reverse)", "N (neutral)", "D (drive)" are arranged in order from the top (front side), and "D"
"4" of the manual is arranged to the right of "", and "3", "2", and "L"
(Low) ". "4" in the manual,
When the shift lever is moved to “3” or “2”, the automatic transmission shifts to the fourth gear (4th), the third gear (3rd), and the second gear (2n).
d).

Normally, when the shift position of the automatic transmission is in the state "D", the operation automatically starts from "1st". Also, 2nd, 3rd, 4
A start from th is also possible (although the startability is worsened).

Returning to FIG. 3, 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 an ECU (electronic control device) 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 an accumulator back pressure, SLT is a solenoid valve for controlling a line pressure, and SLU is a lock. 3 shows an up solenoid valve.

The ECU 80 is linked to the controller 7 for the motor generator 3 described above, receives signals from various sensor groups 90, controls solenoid valves and the like, and controls 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. FIG. 6 is a hydraulic circuit diagram showing a main part of a configuration for engaging the forward clutch C1 in the hydraulic control device for 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, and here, is in a forward position, for example, a D position, or a manual 1s.
When t (L), 2nd, or the like is selected, the line pressure PL is communicated with the forward clutch C1.

Manual valve 54 and 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.

A check ball 62 and a small orifice 64 are incorporated in parallel so as to bypass the switching valve 58. When the switching valve 58 is shut off by the solenoid 60, the oil 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.

An oil passage 66 between the switching valve 58 and the forward clutch C1 is connected to the 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.

Here, reference numeral 55 denotes a release valve which enables the forward clutch C1 to be maintained in a released state. When the shift valve is in the D position, that is, in a state where line pressure can be generated downstream of the manual valve 44, the release valve selectively drains the release clutch C1 to release the forward clutch C1. maintain. When the same function can be realized by a well-known shift valve, the release valve may be shared.

FIG. 7 shows the input / output relationship of signals to the ECU 80.

Various signals shown on the left side of the figure (engine rotation speed NE, engine water temperature, signals relating to the state of the ignition switch, the state of charge of the battery SO
C, headlight status signal, defogger O
N / OFF signal, air conditioner ON / OFF signal, vehicle speed,
AT oil temperature, shift position signal, side brake O
N / OFF signal, a signal of a turbine rotation speed sensor of a torque converter, a catalyst temperature, an accelerator opening signal, a signal of a crank position, a signal of a foot brake depression force sensor, etc.) are input. In addition, the ECU 80 sends various signals (ignition signal, injection signal, signal to the starter, signal to the motor generator controller 7, signal to the reduction gear, signal to the AT solenoid, signal to the AT line pressure control solenoid on the right side of the figure. , A signal to the ABS actuator, a signal to the automatic stop control execution indicator 81, and a signal to the automatic stop control non-execution indicator 82).

Next, the operation of this embodiment will be described with reference to FIG.

When the engine is started, the electromagnetic clutches 26, 2
8 is set to the connected state, and the motor generator 3 is driven to start the engine 1 (the starter may be used together or alone, but not described here). At this time, by turning on the brake 31 and turning off the one-way 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 starting the engine, the motor generator 3
Is detected by the controller 7 and a switching signal is output to the inverter 4 so that the rotation of the motor generator 3 becomes a torque and a rotation speed necessary for starting the engine 1. For example, if the signal of the air conditioner switch 41 is on when the engine is started, a larger torque is required than when the air conditioner is off. Therefore, the controller 7 switches the motor generator 3 so that the motor generator 3 can rotate with a large torque and a high rotational speed. Is output.

When a predetermined engine stop condition is satisfied with the eco-run mode signal turned on, the controller 7 outputs a signal to cut off the supply of fuel to the engine 1 and automatically stops the engine. The eco-run mode signal is input to the controller 7 when the driver presses the eco-run switch 40 provided in the vehicle compartment.

In this embodiment, when the stop condition of the engine 1 is satisfied, the engine 1 is stopped.

Specifically, the predetermined stop conditions of the engine 1 are “vehicle speed is zero”, “accelerator off”, “brake on”, and “battery charge is equal to or more than a predetermined value”. In the embodiment, the eco-run (automatic stop) is performed even in the driving position. Further, the actual condition is satisfied when these predetermined stop conditions are satisfied and "when a predetermined time Tz has elapsed".

As described above, the engine 1 is not automatically stopped immediately after the predetermined condition is satisfied, but is executed after the predetermined time Tz has elapsed. In the present embodiment, the shift position is the drive position. This is because a system that automatically stops the engine at a certain time is employed, so that the automatic stop of the engine 1 is prevented from being frequently performed due to an instantaneous temporary stop during traveling or the like.

FIG. 8 shows the relationship between the hydraulic pressure of the forward clutch C1, the engine speed NE, and the brake pressure for braking the wheels after the engine 1 stop command.

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 characteristic of the forward clutch C1 is 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.

After the engine stop command, the line pressure PL is no longer generated, and the hydraulic pressure of the forward clutch C1 is released. In addition, since the hydraulic pump that generates the brake hydraulic pressure stops, the brake hydraulic pressure for wheel braking is released if no care is taken.

Therefore, in the present embodiment, after the engine automatic stop command, at time t12 'before the brake oil pressure is released, the brake pressure is held (previously held). In this way, even if the brake is slightly loosened (when completely released, the brake is restarted in this embodiment), the brake can be made effective.

When a predetermined restart condition is satisfied, the engine restarts (automatic engine return).

The predetermined restart conditions are, for example, stop conditions such as "vehicle speed is zero", "accelerator off", "brake on", "battery charge is a predetermined value or more", and This can be adopted when any of "temperature appropriate" is not established.

The predetermined value of the battery charge in this case is
If an electric load (for example, an air conditioner, a radio, etc.) is used during the automatic stop control, the charge amount of the battery is reduced, and if the engine is automatically stopped continuously, the battery may run down. This is a value with a margin for restarting the engine to prevent this.

The case where "accelerator off" has not been established is, in other words, the case where "accelerator on" has been established.

In this embodiment, since the engine is restarted even when the shift position is the drive position, if the "accelerator-on" signal is detected in that state, it is determined that the driver intends to start. I can judge.

In addition to the engine restart conditions, when the air conditioner is operated during the automatic engine stop, the indoor (in-vehicle) temperature rises (the indoor temperature is not appropriate). Including the case of operating.

If the system performs automatic stop control of the engine only at the non-drive position, the engine is restarted even when the shift from the non-drive position to the drive position is detected. Be added to the conditions to be performed.

The engine start conditions include the case where the driver "wills to start", such as when the accelerator-on signal is detected, and the case where the driver does not have sufficient charge of the battery. There is a case where "there is no intention to drive".

When the driver restarts the engine because the driver has indicated the intention to start such as the accelerator-on described above, it is necessary to take the starting position as quickly as possible. Therefore, it is necessary to quickly engage the forward clutch C1.

In the present embodiment, when supplying oil to the forward clutch C1, if the driver detects, for example, an accelerator-on signal, the clutch C1 is engaged as soon as possible. A stem that supplies oil rapidly (rapid pressure increase control) is used.

When the engine 1 stops, the oil pump connected to the engine also stops, so that the oil supplied to the forward clutch C1 of the automatic transmission also falls off the oil passage, and no line pressure is generated. It is in a state. Therefore, when the engine is restarted, the forward clutch C1 to be engaged during the forward traveling is
Is also in a state where the engaged state has been released.
In other words, after the engine is automatically stopped, if the oil, including the line pressure system, has completely drained from the clutch to be engaged at the time of starting, the oil is engaged as soon as possible. In the initial stage of the supply of oil, a rapid pressure increase is performed temporarily (to increase the oil supply speed) for a predetermined time temporarily. This is called rapid pressure increase control.

As described above, the restart of the engine is performed when the driver does not intend to start, such as when the charge amount of the battery is insufficient or when the compressor of the air conditioner is activated due to an increase in the room temperature. There are two types of restart with intention to start, such as when "accelerator is turned on" by oneself.

In either case, when the engine 1 is restarted, generally, as shown in FIG.
Starts rotating, and oil is supplied to the primary regulator valve 50 side. The line pressure adjusted by the primary regulator valve 50 is finally supplied to the forward clutch C1 via the manual valve 54.

When the forward clutch C1 is engaged, a well-known creep phenomenon occurs. If the brake depression force at that time is weak, the vehicle starts moving. This does not cause any problem if the driver intends to start, such as pressing the accelerator for restarting, but the driver does not have enough power to charge the battery or the indoor temperature has risen, as in the case of activating the compressor of the air conditioner If there is no intention to start, it is sometimes troublesome for the driver.

Therefore, in the present embodiment, basically, the engine is restarted with the forward clutch C1 released.

This "releases" the release valve 55 of FIG.
It is realized by restarting the engine while maintaining the side.

By doing so, the engine can be restarted while the power transmission between the engine 1 and the drive wheels is cut off. Therefore, when the driver does not intend to start (creep is not likely to occur). This prevents the vehicle from starting to move, and prevents the driver from feeling uncomfortable, such as shock or vibration during engagement.

The release of the forward clutch C1 is performed until "accelerator on" which is an indication of the driver's intention to start is detected.

Therefore, when the accelerator-on signal is detected from the beginning (when the restart is executed by the accelerator-on), the forward clutch C1 is immediately engaged to make it possible to start the vehicle immediately ( Detailed later).

In other words, in this embodiment, when the engine is restarted based on conditions other than the condition "when the accelerator-on signal is detected", the state in which the forward clutch C1 is released It is possible to say that it is done in.

In this embodiment, "brake off" is not regarded as the driver's intention to start. However, since "brake-off" has an intermediate property, it may be treated as being regarded as a start intention.

Next, the case where the accelerator-on signal is detected will be described.

The accelerator-on signal may be detected after the engine is restarted or may be detected during the automatic stop of the engine. In either case, the operation is basically the same.

In this embodiment, when the accelerator-on signal is detected, it is determined that the driver intends to start, and the above-described rapid pressure increase control is performed to engage the forward clutch C1 as quickly as possible.

The operation when the rapid pressure increase control is performed will be described with reference to FIG.

When the solenoid 60 controls the switching valve 58 to be opened in response to the command for the rapid pressure increase control from the controller 7, the line pressure PL passing through the manual valve 54
Is supplied to the forward clutch C1 as it is after passing through the large orifice 56. In the stage where the rapid pressure increase control is being executed, the accumulator 70 does not function due to the setting of the spring load 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 rising speed of the hydraulic pressure supplied to the forward clutch C1 is moderated, and the forward clutch C1 can complete the engagement very smoothly.

FIG. 9 shows the supply characteristics of the hydraulic pressure of the forward clutch C1, the engine rotation speed NE, the rapid pressure increase control timing, and the brake brake pressure hold control characteristics when the engine is restarted by the accelerator-on.

In the hydraulic pressure supply characteristics of the forward clutch C1 in FIG. 9, the thin line indicates the case where the rapid pressure increase control was not executed, and the broken line indicates the case where the 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 Tfast is
Qualitatively, it corresponds to a period during which the piston (not shown) of the forward clutch C1 fills the so-called clutch pack, and also corresponds to a period immediately before the engine speed reaches a predetermined idle speed. This period Tfast is controlled by a timer. Tc and Tc 'are the periods during which the clutch pack of the forward clutch C1 is packed, Tac and Ta.
c 'corresponds to a period during which the accumulator 70 is functioning.

As is apparent from the display of FIG.
The start timing Ts of the rapid pressure increase control (when restarted by the accelerator-on) is set when the engine speed NE (= rotation speed of the oil pump 19) NE reaches a predetermined value NE1. 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 start time greatly varies depending on the starting conditions.

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 under the influence of this variation. Engagement may be completed and a large engagement shock may occur. Therefore, by avoiding immediately after the restart of the engine having a large variation and setting the time Ts when the engine starts to slightly rise as the start timing of the rapid pressure increase control, the variation is small (stable) regardless of the difference in the starting conditions. Oil supply control can be realized.

If the accelerator-on is detected and the forward clutch C1 is engaged while the engine has already been restarted, this problem does not occur. Therefore, a rapid pressure increase command is issued simultaneously with the detection of the accelerator-on. , The engagement is completed earlier.

In this embodiment, as described with reference to FIG. 8, after the engine automatic stop command, the brake pressure is temporarily held (at time t12 ') to prevent the vehicle from moving. (Brake pressure hold control).

In this way, when the engine is restarted when the driver has depressed the accelerator pedal or the like and there is an indication of starting, the brake is released after the rapid pressure increase control is executed.

It has been described above that the rapid pressure increase control is performed when the engine 1 is already restarted or when the engine 1 is restarted. When the engine 1 has already been restarted, the hydraulic pressure to be supplied to the forward clutch C1 has been generated up to the manual valve 54. Therefore, the execution mode of the rapid pressure increase control (specifically, the effective time Tfast) is It is changed to be lighter than when it is executed at the same time.

Finally, a control flow relating to the release control of the forward clutch C1 executed by the controller 7 will be described.

In FIG. 1, in step 320, it is determined whether or not the engine 1 is under automatic stop control.

If the engine 1 is not under the automatic stop control (the engine 1 is operating), the routine returns. Step 32
At 0, if the engine 1 is under automatic stop control, the routine proceeds to step 330, where it is determined whether a restart condition is satisfied. The engine restart conditions are as described above.

If the engine restart condition is satisfied in step 330, the flow advances to step 360 to determine whether the engine restart condition is based on "accelerator on".

If it is determined in step 360 that the condition is not based on the condition of "accelerator on" (there is no intention to start), the process proceeds to step 370, in which the release valve 55 of FIG. , The forward clutch C1 is kept released. Then, restart of the automatically stopped engine is performed with the forward clutch C1 released (step 380). After the engine is restarted, the routine waits by looping in step 390 until the accelerator-on signal is detected. If the stop condition is satisfied again during this period (forward clutch C
Automatic stop is performed as it is (without engaging 1) (steps 385 → 388).

When the accelerator-on signal is detected in step 390, the process proceeds to step 400, in which the release valve 55 described with reference to FIG. While executing the pressure control, the hydraulic pressure is supplied to the forward clutch C1 and the forward clutch C1 is supplied.
Is quickly engaged.

In this way, the vehicle can be quickly brought to the starting system.

Since the engine has already been restarted in step 380, the hydraulic pressure to be supplied to the forward clutch C1 has been generated up to the manual valve 54. Therefore, it is not so long until the hydraulic pressure is completely supplied to the forward clutch C1. Since no time is required, the rapid pressure increase control may be performed in a light execution mode (including suspension) in order to reduce the engagement shock. After the engagement of the clutch C1 is completed, the brake pressure hold control is released (step 410), and the routine returns.

If the accelerator-on signal is detected in step 360, the engine is restarted (step 420), and in step 430, the forward clutch C1 is engaged by the rapid pressure increase control described above. After the engagement of the clutch C1 is completed, the brake pressure hold control is released as described above (step 440), and the process returns.

If the restart condition of the engine 1 is not satisfied in step 330, the automatic stop control of the engine is continued (step 340), and the hold control of the brake pressure is also continued (step 350). Return as it is.

[0116]

According to the present invention, the restart of the automatically stopped engine is performed in a state where the predetermined clutch is basically disengaged, so that a shock or vibration at the time of engagement is not given to the driver. can do. Further, since the predetermined clutch is not engaged every time the engine is restarted, the clutch can be prevented from being worn out early.

[Brief description of the drawings]

FIG. 1 is a flowchart showing an example of control contents of an embodiment when a vehicle engine is restarted according to the present invention.

FIG. 2 is a system configuration diagram of a vehicle engine drive device to which the present invention is applied.

FIG. 3 is a skeleton diagram schematically showing an automatic transmission of the vehicle.

FIG. 4 is a diagram showing an engagement state of each friction engagement device for each shift position in the automatic transmission.

FIG. 5 is a gate layout diagram of a shift position in the automatic transmission.

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

FIG. 7 is a diagram showing a relationship between input / output signals to an ECU (electronic control device) according to the embodiment;

FIG. 8 is a diagram showing a relationship between an amount of released oil and a holding state of an engine rotation speed and a brake pressure in the embodiment.

FIG. 9 is a diagram showing oil supply characteristics and the like of a forward clutch along a time axis in the embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Automatic transmission 3 ... Motor generator 4 ... Inverter 5 ... Battery 7 ... Controller 19 ... Oil pump 40 ... Eco-run SW 44 ... Shift lever 80 ... ECU 81 ... Automatic stop control execution indicator 82 ... Automatic stop control not implemented Indicator MG: Motor generator R: Reduction mechanism

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F16D 48/02 F16H 61/06 F16H 61/06 61/18 61/18 F16D 25/14 640S // F16H 59 : 18 (72) Inventor Atsushi Tabata 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Kojiro Kuramochi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 3D041 AA04 AA31 AA59 AB00 AC01 AC07 AC08 AC09 AC15 AD00 AD02 AD10 AD12 AD14 AD17 AD22 AD23 AD31 AD32. HF02Z HF04Z HF05X HF05Z HF07Z HF08Z HF12Z HF15X HF15Z HF19Z HF21Z HF26Z 3G093 AA04 AA07 BA21 BA22 CA01 CB05 DA01 DA05 DA06 DA12 DB00 D B10 DB11 DB12 DB15 DB23 DB25 EA01 EB01 EC01 FA11 FA12 FB01 3J052 AA08 AA14 CB03 DA01 GC13 HA02 KA02 KA03 LA01 3J057 AA01 BB03 GA66 GB02 GB05 GB27 GB29 GB36 GB38 GE07 HH01 JJ01

Claims (4)

[Claims] A clutch that is engaged when power is transmitted from the engine to a driving wheel, automatically stops the engine when a predetermined stop condition is satisfied even when the shift position is the driving position, and A control device for restarting the engine of the vehicle that restarts the automatically stopped engine when the restart condition is satisfied. A control device for restarting the engine of a vehicle, wherein the control is performed in a state where the vehicle is released. 2. The vehicle according to claim 1, further comprising means for confirming a driver's intention to start, wherein the clutch release is continued until the driver's intention to start is confirmed. Control device. 3. The engine according to claim 1, wherein the restart condition of the engine is classified into a condition for confirming a start intention and another condition, and based on a condition for confirming that the restart of the engine has a start intention. A control device for restarting the engine of the vehicle, wherein the control for restarting the engine with the clutch disengaged is stopped. 4. A system according to claim 2, further comprising means for executing a rapid pressure increase control for rapidly supplying oil at the start of supply of hydraulic pressure when supplying hydraulic pressure for engaging said clutch. When the engagement of the clutch is performed in a situation in which it can be estimated that the driver has a will to start, the engagement of the clutch is performed with the rapid pressure increase control. Control unit at restart.