JP2000310132A - Engine restart control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To avoid the engagement shock of a clutch by executing a quick pressure boosting-up control for increasing the feeding speed of oil in the initial stage of the oil feed for engaging a prescribed clutch, and regulating the execution of quick pressure boosting-up control when the quick pressure boosting-up control is continuously execute within a short time. SOLUTION: Since an oil pump 9 interlocked with an engine is also stopped when the engine is automatically stopped, the line pressure PL within an oil passage to a forward clutch C1 is reduced to open the forward clutch C1. When the restart condition that 'even one of automatic stopping conditions of the engine is not satisfied' is established, the engine is restarted. At this time, since the oil is not present in oil passages 59, 66, a quick pressure boosting-up control is executed. After the restart processing of the engine, it is judged whether the engine restart processing is succeeded or not, and when the failure of the engine restart processing is judged, the quick pressure boosting-up control to be performed next is regulated.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an engine 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. And a control device for restarting the engine of a vehicle that can be started by supplying and engaging oil to the predetermined clutch.

[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. A vehicle has been proposed and put into practical use (for example, Japanese Patent Application Laid-Open No. 8-14076).

[0003] The stop condition for automatically stopping the engine is, specifically, when a predetermined stop condition such as zero vehicle speed, accelerator off, brake on and the like is satisfied.

In the case where the predetermined stop condition is satisfied and the engine is automatically stopped, if the automatic transmission is a hydraulic automatic transmission, when the engine is stopped, it is connected to the engine. Oil pump stops. Therefore, for example, the oil supplied to the forward clutch (predetermined clutch) of the automatic transmission also escapes from the oil passage, and the hydraulic pressure decreases. Therefore, when the engine is restarted, the forward clutch to be engaged during the forward running is also in a state in which the engaged state has been released.

[0005] On the other hand, when a predetermined restart condition such as a stepping on an accelerator pedal by a driver is satisfied, restarting the automatically stopped engine restarts the oil pump.

In this case, when the engine is restarted,
If the forward clutch is not immediately engaged, the accelerator pedal is depressed in a so-called neutral state, and the forward clutch is engaged with the engine blown up, causing an engagement shock. there is a possibility.

[0007] Therefore, 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 and the motor generator is driven to rotate the engine substantially at idling. A technique has been proposed in which the speed is maintained and the oil pump is not stopped.

Further, Japanese Patent Application Nos. 10-107630 and 10-15622 filed by the present applicant have been filed.
No. 8 and Japanese Patent Application No. 10-372969 (all unknown), a system is adopted in which the oil pressure is released from a predetermined clutch in the automatic transmission when the engine is stopped, and oil is supplied to the predetermined clutch quickly when the engine is restarted. are doing. Specifically, at the beginning of oil supply when the engine is restarted,
The predetermined clutch is engaged early by performing so-called rapid pressure increase control for increasing the oil supply speed (increase in oil pressure).

[0009]

However, the technique of maintaining the engine at an idling rotational speed by a motor generator, as in the technique proposed in Japanese Patent Application Laid-Open No. 9-39613, can improve fuel efficiency. Since the motor generator needs to be driven, there is a problem in that the battery is significantly consumed, and the battery must be enlarged (increased in capacity).

[0010] Further, in a technique for performing a rapid pressure increase control at the time of engine restart as in the techniques proposed in Japanese Patent Application Nos. 10-107630, 10-156228 and 10-372969, The predetermined clutch can be promptly engaged, and it is basically possible to suppress the engine from rising. However, if the engine restart process is unsuccessful (although a rare phenomenon), the following problem may occur.

For example, after performing an automatic stop of the engine,
The predetermined engine restart condition is satisfied, the engine restart process is performed, and the rapid pressure increase control is performed at the same time.
If the engine restart processing ends in failure for some reason, the engine is stopped (stalled) (hereinafter referred to as the first engine restart processing).

For example, in this state, before the oil is completely removed from the oil passage (when the oil remains in the oil passage), when the next engine restart process is performed, At the same time, if the rapid pressure increase control is executed again, the predetermined clutch will be engaged at an unnecessarily high speed due to the remaining oil.

Therefore, suitable hydraulic control cannot be performed, and there is a possibility that an engagement shock may occur.

The present invention has been made in view of such a conventional problem, and an object thereof is to provide a control device for restarting a vehicle engine which can prevent engagement shock of a predetermined clutch. And

[0015]

According to the present invention, there is provided an engine 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. A transmission having a predetermined clutch, and supplying oil to the predetermined clutch,
In a control device for restarting an engine of a vehicle that can be started by being engaged, a rapid pressure increase control for increasing an oil supply speed at an initial stage of oil supply when supplying oil for engaging the predetermined clutch. And means for judging whether or not the rapid pressure increase control is continuously performed within a short time. When the rapid pressure increase control is continuously performed within a short time, When judged,
The above problem has been solved by restricting the execution of the rapid pressure increase control.

The term "predetermined clutch" as used herein refers to a clutch that is engaged when the vehicle starts and runs. For example, in an automatic transmission using a planetary gear, a so-called "forward clutch" is used. ". 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 refers to control for increasing the oil supply speed (increase in oil pressure) when supplying oil to a predetermined clutch. In order to increase the oil supply speed, for example, a method of setting a high control target pressure of the line pressure, a method of loosening the throttle of the oil passage, and a method of supplying the oil pressure to the oil passage can be used. A method of branching / installing an accumulator and supplying the accumulator therefrom (described in detail in the embodiment) may be employed.

The term "within a short period of time" as used herein means, for example, a state where the hydraulic pressure in the rapid pressure increase control executed when the engine restart processing has failed has not yet completely escaped from the oil passage. Level of time.

In such a case (when the oil has not been completely removed), the next engine restart process is executed, and when the rapid pressure increase control is executed, a predetermined clutch In such a case, it is impossible to perform appropriate hydraulic control, and a large engagement shock may occur when the clutch is engaged.

Therefore, in the present invention, it is determined that the rapid pressure increase control is continuously performed within a predetermined time (within a short time) even when the engine restart processing is unsuccessful. At times, the rapid pressure increase control to be executed is restricted.

Here, the term "regulation" means that when the rapid pressure increase control is continuously performed in a short time, the execution time of the later rapid pressure increase control is, for example, firstly executed. That is, it is shorter than the execution time of the rapid pressure increase control or set to zero.

Further, instead of restricting the execution time as described above, for example, the execution time of the rapid pressure increase control is not changed, the engine restart processing is delayed, and the (later) rapid pressure increase control is executed. The start timing may be delayed, and furthermore, the engine restart processing is executed as it is with the command,
Delaying the start timing of the (later) rapid pressure increase control is also included in the regulation.

By doing so, the engine restart will fail for some reason, and the rapid pressure increase control will not be executed continuously when the supplied oil remains in the oil passage. Thus, the occurrence of engagement shock can be prevented.

[0024]

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

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.

This embodiment employs a system in which the vehicle is started by restarting the engine and engaging the forward clutch (predetermined clutch) of the automatic transmission accordingly.

FIG. 3 is a diagram showing a system configuration in the present embodiment.

In FIG. 3, 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 speed 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 clutches 26, 28 via a one-way clutch 32.

The oil pump 19 for the automatic transmission 2 is connected to the crankshaft 1 a 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, and the like. The controller 7 is linked to an ECU (electronic control device) 80 that controls the engine, the automatic transmission, and the like. This controller 7, E
The CU 80 includes various sensor groups 90 (an engine speed sensor 91 for detecting the engine speed NE, a vehicle speed sensor 92 for detecting the vehicle speed Ve, and a throttle opening sensor for detecting the throttle opening, as indicated by the arrows in the figure. 93, a shift position sensor 94 for detecting a shift position of the shift lever 44, a brake signal sensor 95 for detecting a brake-on signal, a sensor 96 for detecting an ignition position for detecting on / off of an ignition switch,
Eco-run switch sensor 9 for detecting eco-run mode
7, signals from a turbine rotation speed sensor 98 for detecting the turbine rotation speed, a battery charge detection sensor 99 for detecting the charge of the battery, and the like.

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

FIG. 4 is a hydraulic circuit diagram showing a main part of a configuration for engaging the forward clutch C1 in the hydraulic control device 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.

An oil passage 59 connecting the primary regulator valve 50 and the manual valve 54 (an oil passage connecting the forward clutch C1 of the transmission and an oil pump for generating hydraulic pressure for supplying hydraulic pressure to the forward clutch C1) 59. Is
An accumulator 53 capable of accumulating hydraulic pressure is branched and installed.

Between the accumulator 53 and an oil passage 59 connecting the forward clutch C1 and the oil pump 19, an accumulator 53 and an oil passage 59 connecting the forward clutch C1 and the oil pump 19 are provided. A switching valve 57 that can be shut off is provided. The manual valve 54
, The hydraulic pressure can be supplied from the manual valve 54 to the reverse clutch C2.

In this embodiment, during operation of the engine (when the line pressure PL is sufficiently generated), the switching valve 57 is controlled to open so that the hydraulic pressure is sufficiently stored in the accumulator 53. Then, the engine closes the switching valve 57 together with the stop command to secure (hold) the hydraulic pressure in the accumulator. The held hydraulic pressure is used as a hydraulic pressure source when performing a rapid pressure increase control described later.

The manual valve 54 is provided with the shift lever 4
In this case, when the forward position, for example, the D position or the 2 position is selected, the line pressure PL is communicated with the forward clutch C1 side.

The manual valve 54 and the forward clutch C1
A large orifice 56 and a second switching valve 58 are interposed therebetween. The second switching valve 58 is controlled by a solenoid 60, and selectively guides or shuts off the oil passing through the large orifice 56 to the forward clutch C1.

A check ball 62 and a small orifice 64 are incorporated in parallel so as to bypass the second switching valve 58. When the second switching valve 58 is shut off by the solenoid 60, the oil passing through the large orifice 56 Is a forward clutch C1 through a small orifice 64.
Is to be reached. Check ball 6
Reference numeral 2 functions so that when the hydraulic pressure of the forward clutch C1 is drained, the drain is smoothly performed.

A second accumulator 70 is arranged in an oil passage 66 between the second switching valve 58 and the forward clutch C1 via an orifice 68. The second accumulator 70 includes a piston 72 and a spring 74. When oil is supplied to the forward clutch C1, the spring 7
4 functions to be maintained at the predetermined oil pressure determined for a while, and reduces a shock generated near the end of engagement of the forward clutch C1.

FIG. 5 shows a gate arrangement of the shift lever 44.

Reference numeral 94 denotes a shift position sensor of the shift lever 44. Change the shift position to "D
When the (drive) position is set, the shift is automatically performed from the first speed to the fifth speed (the third speed and the fourth speed depending on the type of the automatic transmission).

Here, the rapid pressure increase control will be described in detail.

Hereinafter, three examples of rapid pressure increase control will be described.

First, the method of the first rapid pressure increase control will be described.

The first rapid pressure increase control changes the substantial diameter of the orifice in the oil passage.

That is, normally (when the rapid pressure increase control is not executed), when the hydraulic pressure is supplied to the forward clutch C1,
While the line pressure is passed through the manual valve 54 and passed through the large orifice 56 and the small orifice 64 and then supplied to the forward clutch C1, the first rapid pressure increase control method is to pass the manual valve 54 After passing through the large orifice 56, the oil is supplied to the forward clutch C1 to increase the oil supply speed.

On the other hand, when the solenoid 60 receives the end command of the rapid pressure increase control from the controller 7 and controls the second switching valve 58 to shut off, the line pressure P passing through the large orifice 56 is reduced.
L 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, since the hydraulic pressure supplied to the forward clutch C1 has been considerably increased, the hydraulic pressure in the oil passage 66 connected to the second 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 restricted, and the forward clutch C1 is stopped.
1 can complete the engagement very smoothly.

At the stage when the rapid pressure increase control is being executed, the second spring is set by setting the spring constant of the spring 74.
The accumulator 70 does not function.

The second rapid pressure increase control is performed by the accumulator 53.
Use the hydraulic pressure.

As described above, in this embodiment, the oil passage 59
An accumulator 53 capable of accumulating hydraulic pressure is branched and installed. The accumulator 53 accumulates hydraulic pressure during engine operation.

In this embodiment, when the engine is restarted (when an engine restart command is output), the switching valve 57
Is opened to supply the hydraulic pressure (oil) accumulated in the accumulator 53 to an oil passage 59 to the forward clutch C1.

In the second rapid pressure increasing control method, immediately after the output of the engine restart command is issued, the forward clutch C1
Can be supplied to the oil passage 59 to the outside, so that the engagement time of the forward clutch C1 can also be shortened.

In the third rapid pressure increase control, the control target pressure of the line pressure is set high.

More specifically, the pressure value of the primary regulator valve 50 in the line pressure control solenoid 52 is increased, and the line pressure is increased (pressure increase control).
Increasing the pressure adjustment value of the line pressure means, in other words, reducing the drain amount for pressure adjustment, and supplying the oil generated by the oil pump 19 to the oil passage to the forward clutch C1 without waste. The forward clutch C <b> 1 is engaged early by utilizing the filling of 59.

It should be noted that these first to third rapid pressure increase controls may be performed independently, or may be performed in combination.

Next, the operation of this embodiment will be described.

When the engine is started, the electromagnetic clutch 26 is connected, and the motor generator 3 is driven to operate 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 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 is turned on when the engine is started, a larger torque is required than when the air conditioner is turned off. Therefore, the controller 7 outputs a switching signal so that the motor generator 3 can be rotated at a large torque and rotational speed. 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 fuel supply to the engine 1,
Stop the engine. The eco-run mode signal is input to the controller 7 when the driver presses an eco-run switch 97 provided in the vehicle compartment. As an example of the engine stop condition in the eco-run mode, “vehicle speed is zero”, “accelerator off”, “brake on”, and “the charge amount of the battery 5 is equal to or more than a predetermined value” are given as examples.

In this embodiment, regarding the shift position, for example, the condition "the position of the shift lever 44 is" D "(drive position)" or "the position of the shift lever 44 is" N "or" P "( Non-driving position). "
There is no particular limitation.

In order to use the motor generator 3 as a generator or to drive auxiliary equipment while the engine is running, the brake 31 is turned off, the clutch 32 is turned on, and the electromagnetic clutch 26 is turned on. Are turned on. 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 hydraulic circuit will be described with reference to FIG.

After the engine is stopped, the oil pump 19 that operates in conjunction with the engine is also stopped.
1 is released, and the line pressure PL in the oil passage to the forward clutch C1 also decreases. Therefore, the oil pressure is not maintained in the oil passages 59 and 66. However, in the present embodiment, since the switching valve 57 is closed as described above, the accumulator 53
Inside, hydraulic pressure is secured.

In this embodiment, when the automatic stop control of the engine is performed in such a state, for example, when the restart condition "when at least one of the automatic stop conditions of the engine is not satisfied" is satisfied, Restart the engine.

First, a description will be given of the engine restart processing when a sufficient time has elapsed after the automatic engine stop and an engine restart command is output.

As described above, the engine automatically stops,
If sufficient time has elapsed, the forward clutch C1
It can be determined that the oil has already escaped from the oil passage (line pressure system) that supplies the oil pressure to the motor.

When the restart condition is satisfied at this time, the engine is restarted and hydraulic pressure is supplied to the forward clutch C1.

In this embodiment, in order to engage the forward clutch C1 as soon as possible, the above-described rapid pressure increase control is executed.

Here, the hydraulic pressure supply characteristics of the forward clutch C1, the engine speed NE, the rapid pressure increase control timing,
FIG. 7 shows the relationship between the turbine rotation speed NT.

FIG. 7 shows the execution of the engine restart processing.
FIG. 9 is a relationship diagram when the engine is started in one restart process.

In FIG. 7, the thin line indicates the case where the rapid pressure increase control is not executed, and the thick line indicates the case where the control is executed. Tc and Tc 'correspond to a period during which the clutch pack of the forward clutch C1 is packed, and Tac and Tac' correspond to a period during which the accumulator 70 functions. Also, T
The portion marked “fast” indicates a period (execution time) during which the rapid pressure increase control is executed. This period Tfast qualitatively corresponds to a period during which a piston (not shown) of the forward clutch C1 packs a so-called clutch pack.

The above description is for the case where the engine is started in one engine restart process.

Next, engine restart processing is performed.
A description will be given of a case where the restart process has failed for some reason (the engine was not started at the first time).

FIG. 6 shows the relationship between the hydraulic pressure supply characteristic of the forward clutch C1, the engine rotational speed NE, the rapid pressure increase control timing, and the turbine rotational speed NT at that time.

The control will be described.

FIG. 6 is basically the same as FIG. 7 until the engine restart processing fails, so that the same parts will be described only briefly and the subsequent control (differences) will be mainly described. Give an explanation.

In FIG. 6, an engine restart processing command is output at time T'com, and rapid pressure increase control is performed for a time Tfast1 from time T's to time t1. The time Tfast1 of the rapid pressure increase control is equivalent to the rapid pressure increase control execution time Tfast in FIG.

In this embodiment, after the engine restart processing, it is determined whether or not the engine restart processing has succeeded.

For example, when the engine speed NE becomes smaller than the predetermined value NE1 after the engine restart processing, the engine rotation speed NE becomes smaller than the predetermined value N1.
E2 or engine speed N
If E cannot be maintained at the idle speed NETGT,
And the like.

In the present embodiment, when it is determined that the engine restart process has failed, the next rapid pressure increase control is restricted.

FIG. 6 shows an example.

In FIG. 6, at time t1, the hydraulic pressure of the forward clutch C1 starts to decrease, and the engine rotational speed NE starts to decrease. Then, at time t2, the engine speed NE
Is smaller than the predetermined value NE1, and it is determined at this point that the restart process has failed.

At this time (when it is determined that the engine restart processing has failed), in the present embodiment, the switching valve 57 is once set to restrict the engine restart processing and to prevent the release of hydraulic pressure from the accumulator 53. Close.

Then, the process enters a preparation stage for the engine restart process to be performed next time.

In FIG. 6, there is a time Tin from time t2 when it is determined that the engine restart has failed to time t4 when the next (second) engine restart command is output.

This time Tin is set in order to start the second engine restart process after the engine is reliably stopped.

In FIG. 6, a setting is made so that the second engine restart processing is started as soon as possible.

At time t4, a second engine restart command is output, and rapid pressure increase control is executed from time t5. At this time, the execution time of the rapid pressure increase control is performed for Tfast2 shorter than Tfast1.

This is because, when the first rapid pressure increase control is performed, it is difficult to detect how much oil is being filled in the hydraulic circuit because it depends on the characteristics of the oil. It is. That is, when the second rapid pressure increase control executed here is executed “within a short time” after the execution of the first rapid pressure increase control, the execution time Tfast1 of the first time rapid pressure increase control executed The execution time Tfast2 of the rapid pressure increase control performed for the second time is set shorter.

The starting point of the timer for judging whether or not the execution is "within a short time" may be T's at which the first rapid pressure increase control is started or t0 at which it is ended. Alternatively, even if the starting point is not the starting point directly related to the first rapid pressure increase control, but the starting point is t2 at which it is confirmed that the engine has failed, it is determined whether or not the execution is "within a short time" as a result. It is possible to do.

In the example shown in FIG. 6, when the execution is determined to be within a short time, the execution time of the second rapid pressure increase is shortened to "regulate". As zero, it may be virtually prohibited (the strongest regulation).

By doing so, even if the oil has not escaped from the oil passage 66 of the clutch C1, the oil pressure is kept at 2.
By setting the first rapid pressure increase control to be short or set to zero, it is possible to prevent an engagement shock due to excessive supply.

As another method, the second rapid pressure increase control is performed after the time Tin is changed to a longer time to delay the engine restart time t4 itself and drain the oil remaining in the oil passage. You may make it implement. Also, 2
When the second engine restart is input, the control may be such that the engine restart itself is executed and the rapid pressure increase control itself is delayed.

The point is that the execution of the rapid pressure increase control that is to be executed within a short time should be restricted in some way so that the rapid pressure increase control is not continuously executed.

In this embodiment, the oil supply is accelerated by opening the switching valve 57 with the hydraulic pressure accumulated in the accumulator 53 at the time of the second rapid pressure increase control.

If the engine is not started (in the second engine restart process), the engine is stopped once again in the same procedure, the switching valve 57 is closed, and the same process as described above is repeated. To At this time,
Engine restart processing is performed. For example, if the engine does not start even if it is repeated three times, it will be more (for example, the fourth time or more)
Even if the restart process is performed, there is little possibility that the engine will start, so the restart process is stopped there.

After the engine starts, the engine speed NE
Rises toward the NETGT at the idle rotation speed (+ α).

Finally, a control flow relating to the rapid pressure increase control executed by the controller 7 will be described.

In FIG. 1, in step 520, input signals from various sensors are processed. For example, whether or not the eco-run switch is turned on, a signal from the shift position sensor, and the like.

At step 530, it is determined whether or not the engine 1 is automatically stopped. If the engine 1 is not automatically stopped, the process returns as it is. If it is determined that the engine 1 is automatically stopped, the process proceeds to step 540.

At step 540, it is determined whether a condition for restarting engine 1 is satisfied. The conditions for restarting are as described above. If the engine restart condition is not satisfied, the automatic stop control is continued because the engine 1 is not restarted (step 58).
0), return as it is.

If the engine restart condition is satisfied, the routine proceeds to step 550, where it is determined whether or not the accumulator has accumulated pressure. If the accumulator has accumulated pressure in step 550, the process proceeds to step 590, where F
It is determined whether 1 = 0. This determination of F1 = 0 is for determining whether or not the restart of the engine has failed once.

If the restart of the engine has not failed, the routine proceeds to step 620, where the switching valve 57 is opened. Then, the engine restart processing is performed, and the rapid pressure increase control is performed.

At this time, the rapid pressure increase control is carried out by appropriately using the first to third aspects as described above (step 6).
30).

In this embodiment, a count T for determining whether or not the next rapid pressure increase control is to be executed within a short time is started. However, as described above, the counting need not necessarily start at this time.

Next, at step 660, it is determined whether or not the engine has been successfully restarted. If the engine has been restarted once, the process proceeds to step 720. At the time when the hydraulic pressure has been supplied to the forward clutch C1, the control of the engine restart process is terminated, and the process returns to F1 = 0.

If it is determined in step 660 that the restart of the engine has failed for some reason, a flag is set in step 670 as F1 = 1.

In step 680, the restart of the engine is interrupted and the switching valve 57 is closed to control the hydraulic pressure from the accumulator 53 so as not to drain. It should be noted that the timing of performing the closing control of the switching valve 57 may be specifically dependent on the engine speed NE as shown in the upper part of FIG.

In step 700, it is determined whether or not the engine start processing is the fourth time. Up to the third time, the process returns to the step 550 again to restart the engine. However, when the engine has been restarted four times, it is determined that it is difficult to restart the engine. The starting is not performed (step 710).

If the engine has been restarted less than four times, the flow returns to step 550, and the same processing as described above is performed through step 590 described above. However, once the engine restart processing has failed and it is determined in step 590 that F1 is not 0, the flow proceeds to step 610.

In step 610, it is determined whether the time T counted from step (first time) 630 is equal to or less than a predetermined value T1. Note that this predetermined value T1 is
It is the time when it can be determined that the oil is completely drained from 9 and 66.

At step 610, the time T is set to the predetermined value T1.
If it is determined that the speed is less than the above, the process proceeds to step 640, the switching valve 57 is closed, and the rapid pressure increase control is not performed (Tfast
2 = 0) and the engine is restarted (steps 640 and 650).

If it is determined in step 610 that the time T has exceeded the predetermined value T1, the process proceeds to step 62.
0, the switching valve 57 is opened, and the engine is restarted.
Rapid pressure increase control is performed (steps 620 and 630).

In the present embodiment, up to three tries are allowed. For example, in the second try, the count time T
Is less than or equal to T1, the rapid pressure increase control is not executed. However, since the count time T exceeds T1 at the third time, control such as executing the rapid pressure increase control is realized.

[0118]

According to the present invention, when it is determined that the rapid pressure increase control is continuously performed within a short period of time, the execution of the rapid pressure increase control is restricted, so that the engagement is performed. Shock can be reduced.

[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 when the engine of the vehicle is restarted according to the present invention.

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

FIG. 4 is a hydraulic circuit diagram showing a main part of a hydraulic control device for performing rapid pressure increase control;

FIG. 5 is a shift position array diagram showing a gate position of a shift lever.

FIG. 6 is a diagram showing oil supply characteristics of a forward clutch, engine torque NE, and the like along a time axis.

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

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Automatic transmission 3 ... Motor generator 4 ... Inverter 5 ... Battery 19 ... Oil pump 44 ... Shift lever 53 ... Accumulator 57 ... Switching valve

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02N 15/00 F02N 15/00 EF Term (Reference) 3D041 AA59 AB01 AC01 AC07 AC08 AC15 AC18 AD00 AD02 AD04 AD06 AD09 AD18 AD31 AD50 AD51 AE02 AE14 AE39 AF00 3G092 AC03 BB10 CA01 CB05 DF04 DF09 DF10 DG05 DG09 EA01 EA02 EA13 EA16 EA17 EA21 EA28 EA29 FA04 CA32 GA01 GB01 HA06Z HE01Z HF01Z12 HF02ZHFX HF02Z08 HF02ZHFX DA01 DA06 DA12 DB05 DB11 DB12 DB15 DB19 DB28 EB08 EC04 FA02 FB04

Claims (1)

[Claims] An engine that automatically stops the engine when a predetermined stop condition is satisfied, and restarts the automatically stopped engine when a predetermined restart condition is satisfied;
A transmission having a predetermined clutch; and a control device for restarting the engine of the vehicle that can start by supplying oil to the predetermined clutch and engaging the transmission. Means for executing rapid pressure increase control for increasing the oil supply speed at the beginning of oil supply when supplying oil, and means for determining whether or not the rapid pressure increase control is continuously performed within a short time A control device for restarting the engine of the vehicle, wherein when it is determined that the rapid pressure increase control is continuously performed within a short time, the execution of the rapid pressure increase control is restricted. .