JP2003172444A - Drive control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce shock during re-engagement of a friction engagement element even in the case where an electric oil pump cannot work during automatic stop of a vehicle engine. <P>SOLUTION: When engine stopping conditions are established during driving the engine (E/G) 5, the E/G 5 is stopped to produce the speed of the E/G 5 down from an idling speed and the speed of a mechanical oil pump (O/P) 10 down as well. When the speed of the E/G 5 reaches a predetermined speed, the electric O/P 11 is driven. A hydraulic pressure PC<SB>1</SB>of a clutch C1 therefore drops down to a certain hydraulic pressure PX. When the drive available conditions of the electric O/P 11 are established before E/G restarting conditions are established, the electric O/P 11 is stopped. When the E/G restarting conditions are established, the E/G 5 is restarted and driven only for a standby time set at an extraordinary target speed lower than the idling speed and then it driven at the idling speed as an ordinary target speed. Thereby, starting shock is restricted. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technical field of a drive control device for a vehicle such as a hybrid vehicle or a vehicle for performing idling stop, and in particular, the drive control is performed by this engine by automatically stopping the engine of the vehicle. An electric oil pump that is electrically driven by another power source such as a battery when the oil pump (hereinafter, also referred to as a mechanical oil pump) that supplies hydraulic pressure to the hydraulic control device of the automatic transmission is stopped. By supplying hydraulic pressure to the hydraulic control device of the automatic transmission and maintaining the hydraulic pressure of this hydraulic control device at a predetermined hydraulic pressure, when the engine of the vehicle is restarted, friction engagement elements such as clutches and brakes of the automatic transmission are It belongs to the technical field of vehicle drive control devices that reduce shocks due to slippage and re-engagement of frictional engagement elements.

[0002]

2. Description of the Related Art In recent years, in order to reduce exhaust gas and improve fuel efficiency, the engine of a vehicle is automatically started when the vehicle stops during traveling operation, such as when waiting for a signal, or when a predetermined stop condition is satisfied. Various vehicles such as hybrid vehicles that are designed to stop and vehicles that perform idling stop have been developed. Then, these vehicles are designed to restart after the engine is automatically stopped.

On the other hand, the above-mentioned vehicle is equipped with an automatic transmission that automatically shifts under hydraulic control.
The hydraulic pressure generated by the mechanical oil pump driven and controlled by the vehicle engine is controlled by the hydraulic control device,
The controlled hydraulic pressure controls engagement and disengagement of a predetermined number of frictional engagement elements in accordance with a predetermined automatic shift control based on a vehicle traveling condition or the like, whereby automatic shift control is performed.

By the way, in such a vehicle, the mechanical oil pump comes to stop together with the engine when the engine is automatically stopped. For this reason, when the engine is automatically stopped, the hydraulic pressure supplied from the mechanical oil pump decreases, and it becomes impossible to maintain the predetermined hydraulic pressure required for engaging the frictional engagement element. When the engine is restarted in such a state that the hydraulic pressure of the hydraulic control device cannot be maintained at the predetermined hydraulic pressure, it takes time for the hydraulic pressure by the mechanical oil pump driven by the restart of the engine to rise, and the friction engagement It also takes time for the elements to engage, resulting in poor response.

Further, since the mechanical oil pump is also re-driven, the hydraulic pressure supplied from this mechanical oil pump to the hydraulic control device rises. Then, when the hydraulic pressure supplied to the hydraulic control device rises to a predetermined hydraulic pressure, the above-mentioned friction engagement element is re-engaged, so that a shock occurs.

Therefore, an electric oil pump which is driven by an electric power source such as a battery independently of the engine of the vehicle is provided separately from the mechanical oil pump described above, and when the mechanical oil pump is stopped, the electric oil pump is stopped. An automatic transmission configured to maintain a predetermined hydraulic pressure required for engagement of a friction engagement element in a hydraulic control device by driving a pump to supply hydraulic pressure to the hydraulic control device is disclosed in, for example, Japanese Patent Laid-Open No. Hei 8 (1998) -14
No. 076 publication and the like.

According to the automatic transmission disclosed in this publication, even when the mechanical oil pump is automatically stopped, the hydraulic pressure of the hydraulic control device is required to engage the friction engagement element by the electric oil pump. Since the predetermined hydraulic pressure can be maintained, the frictional engagement element that engages at the time of starting can be reliably set to the engaged state, and the occurrence of shock when the frictional engagement element is engaged can be prevented.

[0008]

However, in the automatic transmission disclosed in the above-mentioned Japanese Unexamined Patent Publication, when the engine is automatically stopped,
For example, when the electric oil pump fails, or when the temperature of the hydraulic oil is outside the drivable range of the electric oil pump, such as outside the usable temperature range of the electric oil pump (for example, oil for automatic transmission When the temperature of (hereinafter also referred to as ATF) becomes low, the viscosity of ATF becomes high, and the current supplied to the electric motor of the electric oil pump becomes an overcurrent, etc.}
When the electric oil pump becomes unusable, as in the case described above, it becomes impossible to supply hydraulic pressure by the electric oil pump.

For this reason, even if the electric oil pump is provided, if the electric oil pump becomes unusable, the hydraulic pressure cannot be supplied by the electric oil pump, and the hydraulic pressure for engaging the friction engagement element when the engine is restarted. Will not be able to get enough and surely. Therefore, the same problem as described above, that is, the problem of a shock occurring when the frictional engagement element is re-engaged, similarly occurs.

The present invention has been made in view of such circumstances, and an object thereof is to reengage the friction engagement element even when the electric oil pump cannot be used while the engine of the vehicle is automatically stopped. It is an object of the present invention to provide a drive control device for a vehicle that can reduce the shock at the time.

[0011]

In order to solve the above-mentioned problems, a drive control device for a vehicle according to the invention of claim 1 is driven by an oil pressure control device for hydraulically controlling engagement of a friction engagement element and an engine. At least a mechanical oil pump for supplying hydraulic pressure to the hydraulic control device and an electric oil pump for supplying hydraulic pressure to the hydraulic control device are provided, and the driving force of the engine is applied to the wheel by engaging the friction engagement element. An automatic transmission that transmits to the automatic transmission, a motor that is drivingly connected to the mechanical oil pump, and that transmits a driving force to the automatic transmission,
In a drive control device for a vehicle that supplies oil to the hydraulic control device by the electric oil pump when the mechanical oil pump is stopped by stopping the drive of the engine and the motor, when the electric oil pump cannot be driven. ,
When the vehicle starts, the motor is controlled so that the mechanical oil pump is driven at a rotational speed lower than an idle rotational speed.

According to a second aspect of the present invention, when the electric oil pump cannot be driven, the mechanical oil pump is driven at a rotational speed lower than the idle rotational speed for a predetermined time when the vehicle starts. It is characterized by controlling to.

Further, the invention of claim 3 is characterized in that after the lapse of the predetermined time, the rotation of the motor is increased and the engine is restarted.

Further, the invention of claim 4 is characterized in that after the lapse of the predetermined time, the rotation of the motor is increased and the vehicle is driven by the driving force of the motor.

Further, the invention of claim 5 is the engine,
The motor and the mechanical oil pump are drive-controlled so that they rotate at the same rotational speed.

[0016]

According to the vehicle drive control device of the present invention having the above-mentioned structure, the electric oil pump is driven in a stopped state of the mechanical oil pump by stopping the driving of the engine. When possible, the electric oil pump can maintain the hydraulic pressure of the hydraulic control device at a predetermined hydraulic pressure necessary for engaging the frictional engagement element that transmits the driving force of the engine or the motor. It is possible to prevent a shock from being generated when the frictional engagement element is engaged when the vehicle is started.

When the electric oil pump cannot be driven, the motor does not directly rotate the mechanical oil pump at a rotation speed higher than the idle rotation speed at the time of starting the vehicle, but once the motor oil pump is lower than the idle rotation speed. Rotate at the number of rotations. Therefore, when the mechanical oil pump is stopped due to the stop of the engine drive, even if a predetermined hydraulic pressure is not supplied to the hydraulic control device due to the inability of the electric oil pump to be driven, the motor once rotates at a speed lower than the idle speed when the vehicle starts. By rotating so that the oil pressure is relatively slowly supplied to the friction engagement element that transmits the driving force of the engine or the motor to the wheels, the driving force of the engine or the motor is transmitted to the wheels. The friction engagement elements engage relatively slowly. As a result, even when the electric oil pump cannot be driven, it is possible to reduce an unpleasant shock when the frictional engagement element is engaged.

Particularly, according to the inventions of claims 2 to 4,
When the vehicle is started when the electric oil pump cannot be driven, the drive control of the motor that drives the mechanical oil pump at a rotational speed lower than the idle rotational speed is performed for a predetermined time. As a result, the vehicle can be started and run smoothly.

According to the invention of claim 3, after waiting for a predetermined time, the engine can be started and the vehicle can be driven by the driving force of the engine.

Further, according to the invention of claim 4, after waiting for a predetermined time, the vehicle can be driven by the driving force of the motor.

Further, according to the invention of claim 5, the engine, the motor and the mechanical oil pump are controlled so as to rotate at the same rotational speed. As a result, when the mechanical oil pump is driven at a rotational speed lower than the idle rotational speed, it is only necessary to control the rotation of the motor at a rotational speed lower than the idle rotational speed, which simplifies the drive control of the mechanical oil pump. .

[0022]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram schematically showing a drive system of a vehicle to which an example of an embodiment of a vehicle drive control device according to the present invention is applied, and FIG. 2 is a configuration of a vehicle drive control device of this example. It is a block diagram which shows the connection relation of an element typically.

As shown in FIG. 1, a vehicle drive system 1 in the vehicle drive control apparatus of this example comprises a vehicle drive source 2, an automatic transmission (A / T) 3, and a differential device 4. There is. The drive source 2 of the vehicle includes an engine (E / G) 5 and a motor generator (M / G) 6
It consists of The automatic transmission 3 includes a torque converter (T / C) 7, an automatic transmission mechanism 8, a hydraulic control device 9, a mechanical oil pump (mechanical O / P) 10, and an electric oil pump (electric O / P) 11. Has become.

As shown in FIG. 2, the engine 5, the motor,
The generator 6 and the mechanical pump 10 are directly connected to each other.
Is set so that the rotation speed of the mechanical pump 10 and the rotation speed of the mechanical pump 10 are all equal.

The engine 5 is started by the motor / generator 6 and outputs a driving force in accordance with the accelerator pedal depression amount of the driver. Motor generator 6
Is started by the driver turning on the ignition switch. When the motor / generator 6 outputs a driving force, the driving force is used to start the engine 5 as described above, and to drive the vehicle together with the driving force of the engine 5. When is input, electricity is generated, and the generated electricity is the battery 12 of the vehicle.
Stored in.

The engine 5 and the motor / generator 6 are connected to the drive side of the torque converter 7, and their driving forces are supplied to the drive side of the torque converter 7.

Further, the motor / generator 6, the hydraulic control device 9, and the electric oil pump (EOP) 11 are drive-controlled by a controller 13 electrically connected to them.

The controller 13 includes hydraulic control device control means 13a, oil temperature detection means 13b, and hydraulic pressure detection means 1.
3c, electric oil pump (electric O / P) drive control / failure detection means 13d, motor generator (M / G)
Target rotation speed setting / drive control means 13e, motor / generator (M / G) rotation speed detection means 13f, engine (E
/ G) A rotation speed detecting means 13g and a battery voltage detecting means 13h are respectively provided.

The hydraulic control device 9 is connected to the hydraulic control device control means 13a, and the hydraulic control device control means 13a is connected.
Controls the hydraulic control device 9 in accordance with a predetermined automatic shift control based on the vehicle traveling condition and the like.

An oil temperature sensor 14 is connected to the oil temperature detecting means 13b, and the oil temperature detecting means 13b is connected to the oil temperature sensor 14b.
The oil temperature of the hydraulic oil in the hydraulic control device 9 is detected by the detection signal from the. The oil pressure sensor 15 is connected to the oil pressure detecting means 13c, and the oil pressure detecting means 13c is connected to the oil pressure detecting means 13c.
Is a hydraulic control device 9 based on a detection signal from the hydraulic sensor 15.
The hydraulic pressure of the hydraulic oil inside is detected.

The electric oil pump 11 is connected to the electric oil pump drive control / failure detection means 13d so that signals can be input / output bidirectionally between them. The electric oil pump 11 is driven and controlled based on the oil temperature of the hydraulic control device 9 detected by the temperature detection means 13b and the hydraulic pressure of the hydraulic control device 9 detected by the hydraulic pressure detection means 13c, and the failure of the electric oil pump 11 is reduced. It is designed to detect.

The motor / generator 6 is connected to the motor / generator (M / G) target rotational speed setting / drive control means 13e so that signals can be input / output bidirectionally between them. A magnetic pole position detection sensor 16 is connected to the (M / G) rotation speed detection means 13f. The motor / generator target rotation speed setting / drive control means 13e sets the target rotation speed of the motor / generator 6 (that is, sets the target rotation speed of the engine 5) and also controls the drive of the motor / generator 6. ing.

Further, the motor / generator (M / G) target rotation speed setting / drive control means 13e carries out engine restart control after stopping the drive of the engine 5 by stopping the drive of the motor / generator 6 in the engine stop control. When performing, a waiting time for maintaining the motor generator 6 (that is, the engine 5) at a low rotation speed and waiting until the discharge pressure of the mechanical oil pump 10 rises after the engine restart is started by re-driving the motor generator 6. To set.

Further, the motor / generator revolution speed detecting means 13f is adapted to detect the revolution speed of the motor / generator 6 by a detection signal from the magnetic pole position detecting sensor 16.

Then, the motor / generator target rotation speed setting / drive control means 13e, based on the motor / generator rotation speed detection signal from the magnetic pole position detection sensor 16,
The drive of the motor / generator is controlled so that the set target speed is achieved. As a result, the drive of the engine 5 is controlled to reach the target rotation speed.

Further, the engine speed detecting means 13g is adapted to detect the speed of the engine 5 by a detection signal from the engine speed detecting sensor 17.

The battery 12 is connected to the battery voltage detecting means 13h so that signals can be input / output bidirectionally between them.
Is detected and the charging is controlled by the power generation of the motor / generator 6 so that the voltage of the battery 12 becomes a predetermined voltage.

Further, the controller 13 uses the oil temperature sensor 1
4, an oil temperature detection signal of hydraulic oil in the hydraulic control device 9, a hydraulic pressure detection signal of hydraulic oil in the hydraulic control device 9 from the hydraulic pressure sensor 15, and a motor from the magnetic pole position detection sensor 16.
The electric oil pump 11 is drive-controlled based on the rotation speed detection signal of the generator 6.

The mechanical oil pump 10 is driven by each driving force of the engine 5 and the motor / generator 6 to supply hydraulic pressure to the hydraulic control device 9, and the electric oil pump 11 is supplied from the battery 12 shown in FIG. Driven by the supply voltage, the hydraulic pressure is supplied to the hydraulic control device 9.

When the driver turns on the ignition switch, the motor / generator 6 is driven,
In addition, by driving the motor / generator 6, the engine 5
Is started. During normal traveling, the engine 5 outputs a driving force according to the amount of depression of the accelerator pedal by the driver, and this driving force is input to the automatic transmission mechanism 8 via the torque converter 7. At this time, the controller 13 controls the hydraulic control device 9 according to a predetermined automatic shift control based on the vehicle traveling condition and the like.
To control. The hydraulic control device 9 is controlled by the controller 13 to control hydraulic pressure supplied to a plurality of friction engagement elements such as clutches and brakes of the automatic transmission mechanism 8.
As described above, the automatic transmission mechanism 8 is controlled by the hydraulic control device 9 so that the input driving force is changed in accordance with a predetermined automatic transmission control based on the vehicle traveling condition and the like, and is output to the differential device 4. The differential device 4 outputs the transmitted driving force to each driving wheel.

Next, the automatic transmission 3 will be described more specifically. FIG. 3 shows the automatic transmission 3, (a) is a skeleton diagram thereof, and (b) is an operation table diagram thereof.

As shown in FIG. 3A, the automatic transmission 3 comprises a main transmission mechanism 20 and an auxiliary transmission mechanism 30.
The main transmission mechanism 20 is arranged on a first shaft aligned with the output shaft of the engine 5, and the torque converter 7 having a lockup clutch 7a and the automatic transmission mechanism 8 are respectively arranged on the first shaft. 5 and the motor / generator 6 are arranged in this order.

The main transmission mechanism 20 is coaxial with the input shaft 21 of the automatic transmission mechanism 8 which will be described later, and the torque converter 7 is provided.
The mechanical oil pump 10 connected to the drive side and the electric oil pump 11 arranged adjacent to the torque converter 7 are provided. In FIG. 3 (a), the electric oil pump 11 is shown at the same position as the mechanical oil pump 10 with a parenthesis (), but this is shown for convenience of description, and actually, The electric oil pump 11 is not provided coaxially with the input shaft 21.

The automatic speed change mechanism 8 is provided with an input shaft 21 which constitutes a first shaft, and the driving forces from the engine 5 and the motor / generator 6 are transmitted to the input shaft 21 through the torque converter 7. It is supposed to be done.

Further, the automatic transmission mechanism 8 includes the planetary gear unit section 22, the brake section 23, and the clutch section 2.
It is equipped with 4. The planetary gear unit section 22 includes a single pinion planetary gear 25 and a double pinion planetary gear 26. The single pinion planetary gear 25 includes a sun gear S1, a ring gear R1, and a carrier CR that rotatably supports a pinion P1 that meshes with these gears S1 and R1. The double pinion planetary gear 26 is the sun gear S.
2, a ring gear R2, a pinion P2 _a that meshes with the sun gear S2, and a pinion P2 _b that meshes with the ring gear R2, and a carrier CR that rotatably supports them.

The sun gear S1 and the sun gear S2 are respectively composed of hollow shafts 27, 27 rotatably supported by the input shaft 21.
It is supported by 28 and is rotatable relative to the input shaft 21. Further, the carrier CR is common to both planetary gears 25 and 26 described above, and the pinion P1 and the pinion P2 _a which are supported by the carrier CR and mesh with the sun gears S1 and S2, respectively, are connected so as to rotate together. There is.

The brake section 23 is a one-way clutch F.
1, a one-way clutch F2, a brake B1, a brake B2, and a brake B3. The one-way clutch F1 is provided between the brake B2 and the hollow shaft 28 that supports the sun gear S2, and the one-way clutch F2 is provided between the ring gear R2 and the case 3a of the automatic transmission 3. The brake B1 is a hollow shaft 28 that supports the sun gear S2 and the case 3a of the automatic transmission 3.
And the hollow shaft 28 is locked to the case 3a of the automatic transmission 3 to stop the rotation of the sun gear S2. The brake B2 is provided on the outer race F1 _a side of the one-way clutch F1 and the case 3 of the automatic transmission 3.
It is provided between the outer race F1 _a side and the outer race F1 _a side, and the outer race F1 _a side is locked to the case 3a of the automatic transmission 3 to stop the rotation of the one-way clutch F1 on the outer race F1 _a side. Further, the brake B3 is provided between the ring gear R2 and the case 3a of the automatic transmission 3 and is connected to the ring gear R2.
2 is locked to the case 3a of the automatic transmission 3 to stop the rotation of the ring gear R2.

The clutch portion 24 is a forward clutch C.
1 and a direct clutch C2. The forward clutch C1 is connected to the outer peripheral side of the ring gear R1 and the input shaft 2
1, which is provided between the input shaft 21 and the ring gear R.
1 is connected or disconnected. The direct clutch C2 is provided between the hollow shaft 27 that supports the sun gear S1 and the input shaft 21, and
And the hollow shaft 27 are connected or disconnected. A counter drive gear 29 is connected to the carrier CR so as to rotate integrally with the carrier CR, and constitutes an output portion of the main transmission mechanism 20.

On the other hand, the sub-automatic transmission mechanism 30 includes the input shaft 21
The two single pinion planetary gears 3 are arranged on the second shaft 31 arranged in parallel with the first shaft consisting of
It is equipped with 2,33. The single pinion planetary gear 32 includes a sun gear S3, a ring gear R3, a pinion P3 that meshes with these gears S3 and R3, and a carrier CR3 that rotatably supports the pinion P3. In addition, the single pinion planetary gear 33
Is a sun gear S4, a ring gear R4, these gears S
4, R4, and a carrier CR4 that rotatably supports the pinion P4.

The sun gear S3 and the sun gear S4 are integrally connected to each other and supported by the second shaft 31 so as to be rotatable relative to each other. The carrier CR3 is connected to the second shaft 31, and the ring gear R is connected via the second shaft 31.
Connected to four. Therefore, the sub automatic transmission mechanism 30
In the Simpson type gear train is configured.

A UD (underdrive) direct clutch C3 is provided between the sun gears S3, S4 and the carrier CR3, which are integrally connected, and the UD direct clutch C3 includes the sun gears S3, S4 and the carrier CR.
3 is connected or disconnected. Further, a brake B4 is provided between the sun gears S3, S4 and the case 3a of the automatic transmission 3, and the brake B4 is provided.
The sun gears S3 and S4 are locked to the case 3a of the automatic transmission 3 to stop the rotation of the sun gears S3 and S4. Further, a brake B5 is provided between the carrier CR4 and the case 3a of the automatic transmission 3, and the brake B5 locks the carrier CR4 on the case 3a of the automatic transmission 3 to rotate the carrier CR4. Is supposed to stop. With the sub automatic transmission mechanism 30 configured as described above, the third forward speed can be obtained.

A counter driven gear 34 meshing with the counter drive gear 29 of the main transmission mechanism 20 is connected to the ring gear R3 so as to rotate integrally with the ring gear R3, and an input portion of the sub transmission mechanism 30 is constituted. Further, the reduction gear 35 is connected to the second shaft 31 to which the carrier CR3 and the ring gear R4 are connected, and the auxiliary transmission mechanism 3 is connected.
An output unit of 0 is configured.

Further, the differential device 4 has a first
The third shaft is arranged in parallel with the input shaft 21 and the second shaft 31, which are shafts, and the third shaft is constituted by left and right axles 41l and 41r described later. The differential device 4 includes a differential case 42, and an input gear 43 that meshes with the reduction gear 35 described above is fixed to the differential case 42.

Inside the differential case 42, the differential gear 44
The left and right side gears 45 and 46 which mesh with the differential gear 44 are rotatably supported. From the left and right side gears 45, 46, the left and right axles 41l,
41r is extended. As a result, the rotation from the input gear 43 is branched according to the load torque and is transmitted to the left and right axles 41l and 41r, respectively.

The first shaft (input shaft 21) and the second shaft 3
Although not shown, the first and third shafts (axles 41l, 41r) are arranged in a triangular shape in a side view, as is conventionally known.

Next, the automatic transmission 3 constructed as described above.
The operation will be described with reference to the operation table shown in FIG. In the first forward speed (1ST), the forward clutch C
1, the one-way clutch F2, and the brake B5 are engaged, and both the main transmission mechanism 20 and the auxiliary transmission mechanism 30 are set to the first speed.

In the first speed operation of the main transmission mechanism 20,
The rotation of the force shaft 21 is caused by the forward clutch C1 and the ring gear.
R1, pinion P1, and pinion P2_aThrough
Nion P2_bTo the pinion P2._bTimes
Roll over. At this time, the one-way clutch F2 is engaged to re-engage.
Since the rotation of the ring gear R2 is blocked, the pinion P2 _a
The rotation of the carrier CR decelerates and the carrier CR
The decelerated rotation of is output from the counter drive gear 29.
It The output rotation of the counter drive gear 29 is an auxiliary shift.
The counter driven gear 34 of the mechanism 30 further reduces the speed.
Transmitted.

Next, in the first speed operation of the auxiliary transmission mechanism 30,
The rotation of the counter driven gear 34 is transmitted to the pinion P4 via the carrier CR3, the pinion P3, the sun gear S3, and the sun gear S4, and the pinion P54 rotates. At this time, the carrier CR4 supporting the pinion P4
Since the rotation of the pinion P4 is blocked by the engagement of the brake 5, the ring gear R4 is decelerated and rotated. The rotation of the ring gear R4 is output from the reduction gear 35 via the second shaft 31, and the output rotation of the reduction gear 35 is further reduced in speed and transmitted to the input gear 43 of the differential device 4. In this manner, the first speed of the main transmission mechanism 20 and the first speed of the auxiliary transmission mechanism 30 are combined to obtain the first forward speed in the entire automatic transmission mechanism 8.

In the second forward speed (2ND), the forward clutch C1, the one-way clutch F1, the brake B2, and the brake B5 are engaged, the main speed change mechanism 20 is set to the second speed, and the friction of the sub speed change mechanism 30 is set. Since the engagement state of the engagement element is the same as the first speed of the auxiliary transmission mechanism 30 described above, the auxiliary transmission mechanism 30 is set to the first speed.

In the second speed operation of the main transmission mechanism 20, the rotation of the input shaft 21 is decelerated and transmitted to the pinion P2 _a via the forward clutch C1, the ring gear R1 and the pinion P1 to rotate the pinion P2 _a . . At this time, the rotation of the sun gear S2 is blocked by the engagement of the one-way clutch F1 and the brake B2, so that the pinion P2
The rotation of _a causes the carrier CR to decelerate and rotate, and this carrier C
The decelerated rotation of R is output from the counter drive gear 29. The output rotation of the counter drive gear 29 is further reduced in speed and transmitted to the counter driven gear 34 of the auxiliary transmission mechanism 30.

Since the subtransmission mechanism 30 is set to the 1st speed, the operation of the subtransmission mechanism 30 is the same as that of the subtransmission mechanism 3 described above.
This is the same as the 0th first speed, and the rotation of the counter driven gear 34 is transmitted to the input gear 43 of the differential device 4 in the same manner as the operation of the auxiliary transmission mechanism 30 at the first speed. In this way, the second speed of the main transmission mechanism 20 and the first speed of the auxiliary transmission mechanism 30 are combined to obtain the second forward speed in the entire automatic transmission mechanism 8.

At the third forward speed (3RD), the forward clutch C1, the one-way clutch F1, the brake B2, and the brake B4 are engaged, and the engagement state of the friction engagement elements of the main transmission mechanism 20 is the aforementioned main transmission mechanism. Since it is the same as the second speed of No. 20, the main transmission mechanism 20 is also set to the second speed, and the sub transmission mechanism 30 is set to the second speed.

The operation of the main transmission mechanism 20 at the second speed is the same as that of the second speed described above, and the rotation of the input shaft 21 is the main transmission mechanism 2.
It is decelerated at the 2nd speed of 0 and output from the counter drive gear 29. The output rotation of the counter drive gear 29 is further reduced in speed and transmitted to the counter driven gear 34 of the auxiliary transmission mechanism 30.

In the second speed operation of the subtransmission mechanism 30, the rotation of the counter driven gear 34 is transmitted to the pinion P3 via the ring gear R3, and the pinion P3 rotates.
At this time, since the rotation of the sun gear S3 is blocked by the engagement of the brake B4, the rotation of the pinion P3 causes the carrier CR3 to rotate.
Decelerates and rotates. The rotation of the carrier CR3 causes the second shaft 3 to rotate.
1 is output from the reduction gear 35, and the reduction gear 3
The output rotation of 5 is the input gear 4 of the differential device 4.
3 is further decelerated and transmitted. In this way, the second speed of the main speed change mechanism 20 and the second speed of the sub speed change mechanism 30 are combined to obtain the third forward speed in the entire automatic speed change mechanism 8.

At the fourth forward speed (4TH), the forward clutch C1, the one-way clutch F1, the brake B2, and the UD direct clutch C3 are engaged with each other, and the engagement state of the friction engagement elements of the main transmission mechanism 20 is the main transmission mechanism. Two
Since it is the same as the 2nd speed of 0, the main transmission mechanism 20
The auxiliary transmission mechanism 30 is set to the third speed (direct connection).

The second speed operation of the main transmission mechanism 20 is the same as the second speed operation of the main transmission mechanism 20 described above, and the rotation of the input shaft 21 is decelerated by the second speed operation of the main transmission mechanism 20 to be transmitted from the counter drive gear 29. Is output. The output rotation of the counter drive gear 29 is further reduced in speed and transmitted to the counter driven gear 34 of the auxiliary transmission mechanism 30.

In the third speed (direct connection) operation of the auxiliary transmission mechanism 30, the sun gear S is engaged by the engagement of the UD direct clutch C3.
3, the carrier CR3, the pinion P3, and the ring gear R3 are directly connected, so that the counter-driven gear 34 and both planetary gears 32 and 33 are directly connected and rotated. That is, the rotation of the counter driven gear 34 is directly transmitted to the reduction gear 35 through the second shaft 31 and output from the reduction gear 35, and the output rotation of the reduction gear 35 is transmitted to the input gear 43 of the differential device 4. In this way, the second speed of the main transmission mechanism 20 and the third speed (direct connection) of the auxiliary transmission mechanism 30 are combined to obtain the fourth forward speed in the automatic transmission mechanism 8 as a whole.

At the fifth forward speed (5TH), the forward clutch C1, the direct clutch C2, and the UD direct clutch C3 are engaged, the main speed change mechanism 20 is set to the third speed (direct connection), and the auxiliary speed change mechanism 30 is set. Since the engagement state of the frictional engagement element is the same as the third speed (direct connection) of the sub transmission mechanism 30 described above, the sub transmission mechanism 30 is in the third speed (direct connection).
Is set to.

In the operation of the main transmission mechanism 20 at the third speed (direct coupling), the forward gear C1 and the direct clutch C2 are engaged, whereby the sun gear S1, the sun gear S2, the ring gear R1, the carrier CR, the pinion P1, and the pinion P.
2 _a , the pinion P2 _b , the ring gear R1, and the ring gear R2 are directly connected, so that the input shaft 21, the gear unit 3
1 and the counter drive gear 29 are integrally rotated to perform direct coupling rotation. Therefore, the rotation of the input shaft 21 is output from the counter drive gear 29 without being changed, and the output rotation of the counter drive gear 29 is further decelerated and transmitted to the counter driven gear 34 of the auxiliary transmission mechanism 30 as described above.

In the third speed (direct connection) operation of the sub transmission mechanism 30, the rotation of the counter driven gear 34 is output from the reduction gear 35 in the same manner as the third speed (direct connection) of the sub transmission mechanism 30 described above. The output rotation of 35 is transmitted to the input gear 43 of the differential device 4. In this way, the third speed (direct connection) of the main transmission 20 and the auxiliary transmission 3
The automatic transmission mechanism 8 is combined with the 3rd speed of 0 (direct connection).
A total of 5 forward speeds can be obtained.

In reverse (REV), the direct clutch C2, the brake B3, and the brake B5 are engaged, the main transmission mechanism 20 is set to reverse, and the friction engagement elements of the auxiliary transmission mechanism 30 are engaged. Is the same as the first speed of the sub transmission mechanism 30 described above, the sub transmission mechanism 30 is set to the first speed.

In the reverse operation of the main transmission mechanism 20, the rotation of the input shaft 21 is caused by the direct clutch C2 and the sun gear S.
It is decelerated and transmitted to the pinion P2 _b via the first pinion P1 and the pinion P2 _a . At this time, the rotation of the ring gear R2 is prevented by the engagement of the brake B3, both the pinions P1 and P2 _a rotate in the opposite direction to the input shaft 21, and the pinion P2 _b rotates in the same direction as the input shaft 21. Therefore, the carrier CR is decelerated in the opposite direction to the input shaft 21 and rotates in the reverse direction. Therefore, the rotation of the input shaft 21 is decelerated in the reverse direction, and the counter drive gear 29 outputs the reverse rotation. The output rotation of the counter drive gear 29 is further reduced in speed and transmitted to the counter driven gear 34 of the auxiliary transmission mechanism 30.

Since the subtransmission mechanism 30 is set to the 1st speed, the operation of the subtransmission mechanism 30 is the same as that of the subtransmission mechanism 3 described above.
This is the same as the 0th first speed, and the rotation of the counter driven gear 34 is transmitted to the input gear 43 of the differential device 4 in the same manner as the operation of the auxiliary transmission mechanism 30 at the first speed. In this way, the reverse movement of the main transmission mechanism 20 and the first speed of the auxiliary transmission mechanism 30 are combined, and the reverse movement (REV) is obtained in the automatic transmission mechanism 8 as a whole.

In FIG. 3 (b), a triangular mark indicates that the engine is engaged when the brake is actuated. That is,
In first gear, brake B3 is applied when the engine brake is activated.
Is engaged, and the ring gear R2 is fixed by the engagement of the brake B3 instead of the engagement of the one-way clutch F2 described above. In the second speed, the third speed, and the fourth speed, the brake B1 is engaged when the engine brake is operated, and the sun gear S2 is fixed by the engagement of the brake B1 instead of the engagement of the one-way clutch F1 described above.

Next, the hydraulic control device 9 will be described.
FIG. 4 is a diagram schematically showing the components of the hydraulic control device 9 and a part of each hydraulic circuit. In FIG. 4, portions related to the present invention are shown, and illustration of other components of the hydraulic control device 9 and other hydraulic circuits is omitted.

As shown in FIG. 4, the mechanical oil pump 1
0 is driven by the engine 5 and the motor / generator 6, sucks ATF from the strainer 61, and discharges it to the primary regulator valve 62. Also,
The electric oil pump 11 is driven by the motor M1, sucks ATF from the strainer 61 and discharges it to the primary regulator valve 62, as in the mechanical oil pump 10 described above. The primary regulator valve 62 regulates the pressure of the ATF discharged from at least one of the mechanical oil pump 10 and the electric oil pump 11 to form a line pressure, and this line pressure is supplied to the manual shift valve 63 and the like.

The manual shift valve 63 connects the primary regulator valve 62 (and pumps 10 and 11) to the neutral relay valve 64 by shifting the manual shift lever 63a to the drive (D) range as shown in the figure. Then, the line pressure is supplied to the neutral relay valve 64. The neutral relay valve 64 connects the output side of the manual shift valve 63 to the hydraulic actuator 65 for the clutch C1 and the accumulator 66 for the clutch C1, supplies the line pressure supplied from the manual shift valve 63, and engages the clutch C1. It is supposed to do.

In the oil passage connected to the hydraulic actuator 65 for the clutch C1, the oil temperature sensor 14 shown in FIG.
And a hydraulic pressure sensor 15 shown in FIG. 4 is provided. These sensors 14 and 15 respectively supply the oil temperature of the ATF supplied to the forward clutch C1 (specifically, the hydraulic actuator 65) (the oil temperature of the hydraulic control device 9). ) And the clutch C1 oil pressure for engaging the forward clutch C1 (that is, the oil pressure of the oil pressure control device 9) P _C1 is detected.

The primary regulator valve 6
The output side (opposite side of the pumps 10 and 11) of the 2 and the manual shift valve 63 is connected to a hydraulic circuit (not shown) to supply hydraulic pressure to other components such as other valves.

Next, the ATF supplied to the hydraulic control device 9
Between hydraulic pressure of ATF and flow rate of ATF, and hydraulic control device 9
The relationship between the ATF oil temperature and the operating voltage of the electric oil pump 11 in FIG. FIG. 5A is a diagram for explaining the relationship between the hydraulic pressure and the flow rate by using the oil temperature as a parameter,
(B) is a figure explaining the relationship between this oil temperature and an operating voltage. In FIG. 5 (a), the arrow B indicates the direction in which the oil temperature increases, and therefore oil temperature T _A > oil temperature T _B > oil temperature T _C.

As shown in FIG. 5A, the oil temperatures T _A , T _B ,
At T _C , the ATF oil pressure P supplied to the oil pressure control device 9 and the ATF flow rate Q are substantially proportional, but the same ATF
At the flow rate Q of 1, when the oil temperature T changes, the oil pressure P changes due to the characteristics of the automatic transmission 3 and the viscosity change due to the oil temperature change. That is, to obtain the same hydraulic pressure P,
It is necessary to change the ATF flow rate Q according to the change in the oil temperature T. For example, when the hydraulic pressure is necessary in order to engage the forward clutch C1 and P _X, in order to obtain the hydraulic P _X, in the high oil temperature T _A it is necessary to supply a large flow rate Q _A, also , at low oil temperature T _B than the oil temperature T _a, it is necessary to supply the flow rate Q _a smaller flow rate Q _B, further, the flow rate Q _B at low oil temperature T _C than the oil temperature T _B
It is necessary to supply a smaller flow rate Q _C.

On the other hand, A discharged by the electric oil pump 11
The flow rate Q of TF is determined based on the operating voltage V supplied to the motor (not shown) of the electric oil pump 11. Therefore, as shown in FIG. 5A, the operating voltage V that must be supplied to the electric oil pump 11 in order to change the flow rate Q of the electric oil pump 11 to the flow rate Q _A is V _A, and the flow rate Q _B Is set to V _B, which is lower than V _A , and the operating voltage V to become the flow rate Q _C is V V.
_When V _C is lower than _B , the operating voltage V _A is supplied to the electric oil pump 11 at the oil temperature T _A , and the operating voltage V _B is supplied to the electric oil pump 11 at the oil temperature T _B ,
Further, when the oil temperature is T _C , the operating voltage V _C is supplied to the electric oil pump 11, so that the forward clutch C
The nearly constant hydraulic pressure P _X required to engage 1 is obtained.

At this time, there is a proportional relationship between the oil temperature T and the operating voltage V, and a map M showing the relationship between the oil temperature T and the operating voltage V of the electric oil pump 11 as shown in FIG. can get. This map M is stored in the controller 13 in advance. Accordingly, the electric O / P drive control / failure detection means 13d detects the operating voltage V from the stored map M based on the oil temperature T detected by the oil temperature detecting means 13b, and the detected operating voltage V Is supplied to the electric oil pump 13, and the electric oil pump 13 is driven and controlled so that the hydraulic pressure P _X that engages the forward clutch C1 becomes the obtained flow rate Q.

Next, drive control of the electric oil pump 11 associated with drive control of the drive source 2 will be described. Figure 6 (a)
Is a mechanical oil pump 1 when the electric oil pump 11 is usable in the vehicle drive control device of this example.
0 is a diagram illustrating an example of drive control of the electric oil pump 11 and drive control of the engine and the motor generator 6 that drive the mechanical oil pump 10.

As shown in FIG. 6A, the stop flag of the drive source 2 is set to "OFF" at the time point t ₀ . When the stop flag of the drive source 2 is “OFF”, at least one of the engine 5 and the motor / generator 6 is driven, and the mechanical oil pump 10 is driven. By driving the mechanical oil pump 10, the clutch C1 hydraulic pressure P _C1 supplied to the hydraulic control device 9 of the automatic transmission 3 is maintained at a substantially constant hydraulic pressure P _Y as shown in FIG. 6B. This clutch C1 oil pressure P _C1 is the oil pressure of the above-mentioned forward clutch C1 which is engaged at the time of starting. At this time t ₀
Then, the operating voltage V supplied to the electric oil pump 11 is 0, and the electric oil pump 11 is stopped.

At time t ₁ , the stop flag of the drive source 2 is set to "ON" as shown in FIG. 6 (a), the engine stop control is started, and the engine 5 and the motor
Both generators 6 stop. Immediately after starting the engine stop control, the rotational speeds of the engine 5 and the motor / generator 6 gradually decrease, so that the rotational speed of the mechanical oil pump 10 also gradually decreases. The detection signal from the engine speed sensor 17, engine speed detecting means 13g is, when the rotational speed of the engine 5 at the time t ₂ it is detected that reaches a predetermined rotational speed, the electric oil pump drive control and fail detector 13d detects that the electric oil pump 11 has not failed, and is detected based on the oil temperature T detected by the oil temperature detecting means 13b with reference to a map M as shown in FIG. 5 (b). The operating voltage V corresponding to the oil temperature T is calculated, and the calculated operating voltage V is supplied to the electric oil pump 11 by duty control. As a result, the electric oil pump 11 is driven.

In this case, while the operating voltage V is being supplied to the electric oil pump 11, if the battery voltage of the battery 12 changes due to a change in the charging amount of the battery 12, the battery voltage detecting means 13h causes the battery voltage detecting means 13h to change the battery voltage. Detected by referring to the map M shown in FIG.
The duty of the battery voltage is controlled so that the operating voltage V of the electric oil pump 11 corresponds to the oil temperature T (for example, V _A , V _B , V _C, etc.). Therefore, even if the battery voltage changes, the hydraulic pressure is reliably supplied by the electric oil pump 11, regardless of the magnitude of the battery voltage.
The hydraulic pressure P _X required to engage the forward clutch C1 is stably maintained.

[0088] Also, for example, such as when the engine 5 is stopped as soon as it is started, when the oil temperature is low oil temperature T _C is the operating voltage V _C shown in FIG. 5 (b) is supplied It Furthermore, for example, when the oil temperature due to heat such as a torque converter 7 is high oil temperature T _B than the oil temperature T _C was elevated, and FIG. 5 (b) to a higher operating voltage than the operating voltage V _C as shown V _B
There is provided, when the oil temperature is high oil temperature T _A from further rising oil temperature T _B, the operating voltage V _B as shown in FIG. 5 (b)
_A higher operating voltage V _A is provided. As a result, the electric oil pump 11 is drive-controlled and the electric oil pump 1
1, the hydraulic pressure of the hydraulic control device 6 is the minimum hydraulic pressure P required to engage the forward clutch C1.
Maintained at _X.

Therefore, irrespective of the change of the oil temperature T, the hydraulic pressure P _X necessary for engaging the forward clutch C1 is supplied as the clutch C1 hydraulic pressure P _C1 , but the excessive hydraulic pressure is prevented from being generated. Thus, the load on the electric oil pump 11 can be reduced. As a result, the electric power consumption of the electric motor M1 of the electric oil pump 11 is reduced so that the decrease in the amount of charge of the battery 12 can be suppressed and the operating time can be increased. The durability of M1 can be improved. Furthermore, since the load on the electric oil pump 11 is reduced, the electric oil pump 11 can be downsized. Further, for example, in a hybrid vehicle, since the power consumption can be reduced as described above,
The drive time of the generator 6 can be increased, and along with this, it is possible to improve fuel efficiency and reduce exhaust gas. In this way, the clutch C1 oil pressure P _C1 is the oil pressure by the electric oil pump 11, and is a substantially constant oil pressure P _X necessary for the hydraulic control of the automatic transmission 3 as shown in FIG. 6A.
Maintained at.

Incidentally, for example, when the hydraulic pressure remaining by the mechanical oil pump 10 is high, the electric oil pump 11
When the electric oil pump 11 is driven, a load is generated on the electric oil pump 11, and, for example, after the hydraulic pressure remaining by the mechanical oil pump 10 disappears, the electric oil pump 11
Driving the clutch C1 causes the hydraulic pressure P _{C1 of} the clutch C1 to become lower than the hydraulic pressure P _X required for this hydraulic control. Therefore, the threshold value for starting to supply the operating voltage V to the electric oil pump 11 is such that the hydraulic pressure remaining by the mechanical oil pump 10 is sufficiently lowered, and this clutch C1 hydraulic pressure P _C1 can maintain the hydraulic pressure P _X. It is set to such a predetermined value.

When the engine speed becomes 0 and the clutch C1 oil pressure P _C1 is maintained at the oil pressure P _X , so-called hunting that prevents the electric oil pump 11 from accidentally stopping and re-driving is prevented. .

When the restart condition of the engine 5 is satisfied at time t _{3 and} the stop flag of the drive source 2 is turned off, the engine restart control is started. This enables the motor
The generator 6 is driven and the engine 5 is restarted,
The mechanical oil pump 10 is driven. Hydraulic pressure is generated by the drive of the mechanical oil pump 10. However, as shown in FIG. 6A, the hydraulic pressure rise by the mechanical oil pump 10 is delayed for a predetermined time due to the resistance of the hydraulic circuit or the like.

On the other hand, since the operating voltage V is supplied to the electric oil pump 11 after this time t ₃ , the hydraulic pressure P _X from the electric oil pump 11 continues to be supplied to the hydraulic control device 9. Therefore, the driving of the mechanical oil pump 10 and the driving of the electric oil pump 11 are combined, and the clutch C1
The hydraulic pressure P _C1 starts to rise above the hydraulic pressure P _X. And at time t ₄
When the engine speed reaches a predetermined speed, the operating voltage V supplied to the electric oil pump 11 becomes 0 and the electric oil pump 11 is stopped. After that, the hydraulic pressure is supplied only by the mechanical oil pump 10, and the clutch C1 hydraulic pressure P _C1 finally becomes the hydraulic pressure P _Y , and the normal traveling state is set. When the vehicle starts, the engine 5
With the driving force of the vehicle, the vehicle will start and run.

In this case, for example, when the drive source 2 is restarted and the drive of the electric oil pump 11 is stopped, the rise of the discharge pressure of the mechanical oil pump 10 is delayed and the hydraulic pressure required for the hydraulic control of the automatic transmission 3 is delayed. The clutch C1 oil pressure P _C1 may be lower than P _X. Therefore, the predetermined number of engine revolutions is equal to the mechanical oil pump 10
The electric oil pump 11 is set to be stopped when the hydraulic pressure due to (5) has increased to such an extent that the required hydraulic pressure P _X can be maintained.

Next, a flow for drive control of the electric oil pump 11 will be described. FIG. 7 is a diagram showing a flow for drive control of the electric oil pump 11. As shown in FIG. 7, for example, when the driver turns on an ignition switch with an ignition key (not shown), drive control of the electric oil pump 11 is started in step S100. The drive control of the electric oil pump 11 is performed by the electric oil pump drive control / fail detection means 13d of the controller 13 and can be continued until the ignition switch is turned off.

First, in step S101, it is determined based on the throttle opening and the like whether or not the stop flag of the drive source 2 is on. For example, when the vehicle is in a normal traveling state and the engine 5 and the motor / generator 6 are driven, the stop flag of the drive source 2 is not turned on in step S101, that is, the stop flag of the drive source 2 is turned on. If it is determined to be off, in step S102, the engine speed detection unit 13g determines whether the engine speed is equal to or higher than a predetermined speed based on the engine speed detection signal from the engine speed detection sensor 17. Is judged.

If it is determined that the engine speed is equal to or higher than the predetermined speed, the electric oil pump drive control / fail detection means 13d stops the electric oil pump 11 in step S103 (operating voltage 0), and step S1 is performed.
The routine returns at 04, returns to the start of step S100, and the processing after step S100 is repeated.

If it is determined in step S102 that the engine speed is not higher than the predetermined speed, the process directly returns in step S104, the process returns to the start of step S100, and the processes in step S100 and subsequent steps are repeated.

When it is determined in step S101 that the stop flag of the drive source 2 is on, engine stop control is started and the drive of the engine 5 and the motor / generator 6 is stopped. Next, in step S105, it is determined whether the engine speed is equal to or lower than a predetermined speed. Immediately after the engine 5 and the motor / generator 6 are controlled to stop, the rotational speed of the engine 5 gradually decreases, and the rotational speed of the mechanical oil pump 10 also gradually decreases. Therefore, it is determined that the engine speed is not lower than the predetermined speed. At this time, the hydraulic pressure by the mechanical oil pump 10 gradually decreases. Then, the electric oil pump drive control / failure detection means 13
When the electric oil pump 11 is stopped by d, the process returns at step S104, returns to the start of step S100, and the processes after step S100 are repeated.

When the engine speed is considerably reduced and it is determined in step S105 that the engine speed is equal to or lower than the predetermined speed, the oil temperature detecting means 13 is operated in step S106.
Referring to the map M based on the oil temperature T detected in b,
The operating voltage V is calculated. Then, in step S107,
The calculated operating voltage V is supplied to the electric oil pump 11 by duty control by the electric oil pump drive control / failure detection means 13d. As a result, the electric oil pump 11 is driven, and the hydraulic pressure based on the calculated operating voltage V is supplied to the hydraulic control device 9.

By the way, the aforementioned motor generator 6
Drive control of the electric oil pump 11 accompanying the stop control of
The electric oil pump 11 is normal and, for example, AT
This is performed when the oil temperature of F is in the drivable temperature range of the electric oil pump 11, such as in the usable temperature range of the electric oil pump 11. In this case, in the vehicle drive control device of this example, the mechanical oil pump 10 is drive-controlled as follows. Below, referring to FIG. 6A, the mechanical oil pump 1 in the case where the electric oil pump 11 can be used in the vehicle drive control device of this example.
Engine 5 and motor generator 6 for driving 0
The drive control of will be described in more detail.

As shown in FIG. 6A, in the drive control of the motor / generator 6 (that is, the drive control of the engine 5) in this example, for example, the brake pedal is stepped on while waiting for a signal at an intersection and the vehicle stops. The engine stop condition is satisfied when a predetermined time elapses after the idling speed of the engine 5 or a speed near the idling speed (hereinafter, referred to as an engine idling speed). At this time, the electric oil pump 11 is stopped.

As a result, the stop control of the motor generator 6 (that is, engine stop control) is started. That is, the driving of the engine 5 is stopped, and the rotational speed of the engine 5 gradually decreases from the idle rotational speed after a predetermined time delay. And the engine speed detecting means 13g
When it is detected by the engine speed that the engine speed has reached the predetermined speed, the electric oil pump drive control / failure detection unit 13d causes the electric oil pump 11 to operate normally and the ATF oil temperature to be equal to that of the electric oil pump 11. Since it is within the usable temperature range, it is determined that the electric oil pump 11 can be driven, and the electric oil pump 11 is driven.

Since the rotation speed of the mechanical oil pump 10 decreases as the engine speed decreases, the clutch C1 oil pressure P _C1 of the forward clutch C1 decreases from the oil pressure P _Y at the idle speed described above. However, when the electric oil pump 11 is driven, the hydraulic pressure from the electric oil pump 11 is supplied as the clutch C1 hydraulic pressure P _C1 .
The hydraulic pressure supply by the electric oil pump 11 is combined with the hydraulic pressure supply by the mechanical oil pump 10 which decreases, and the clutch C1 hydraulic pressure P _C1 gradually and gradually decreases.

When the engine speed becomes 0 and the mechanical oil pump 10 is stopped, the clutch C1 hydraulic pressure P _C1 becomes the hydraulic pressure only by the electric oil pump 11, and is the minimum required for the forward clutch C1 to engage. there substantially constant oil pressure P _X. After this, for example, the electric oil pump 11 continues to be driven while the vehicle is waiting for a signal, and the clutch C1 hydraulic pressure P _C1 is maintained at a substantially constant hydraulic pressure P _X.

When the engine restart condition is satisfied after a predetermined time elapses in this state, the motor / generator target rotation speed setting / drive control means 13e detects the satisfaction of this condition, the motor / generator 6 is driven, and the engine / engine 6 is driven. It is driven at an idle speed of 5. The drive of the motor / generator 6 also causes the engine 5 to rotate, and the engine 5 is restarted.

By driving the motor / generator 6, the mechanical oil pump 10 is driven again.
However, as described above, the hydraulic pressure rise by the mechanical oil pump 10 is delayed due to the resistance of the hydraulic circuit, etc. Therefore, immediately after the engine restart control is started, the clutch C1 hydraulic pressure P _C1 hardly increases, and the hydraulic pressure P _C1 is almost constant. Maintained at _X.

The electric oil pump 11 is stopped when the engine speed rises to the above-mentioned predetermined speed. As a result, the clutch C1 oil pressure P _C1 is only the oil pressure from the mechanical oil pump 10, but at this time, the oil pressure from the mechanical oil pump 10 starts to rise, so that the clutch C1 is stopped before and after the stop of the electric oil pump 11. The hydraulic pressure P _C1 starts to rise from the constant hydraulic pressure P _X by the electric oil pump 11 only. And engine 5
Is driven at idle speed, and clutch C
One hydraulic pressure P _C1 becomes the hydraulic pressure P _Y at the above-mentioned idle speed. As a result, when the engine 5 is restarted, the shock due to the engagement of the forward clutch C1 does not occur.

On the other hand, the electric oil pump 11 fails, or the oil temperature of the ATF falls outside the usable temperature range of the electric oil pump 11. Pump 11
The case where the drive becomes impossible will be described. In this case, in the vehicle drive control device of this example, the mechanical oil pump 10 is drive-controlled as follows.

FIG. 6 (b) is an example of drive control of the mechanical oil pump 10 when the electric oil pump 11 becomes inoperable in the middle of its drive in the vehicle drive control apparatus of this example. FIG. 3 is a diagram illustrating drive control of an engine 5 which is an engine of the mechanical oil pump 10.

As shown in FIG. 6 (b), in the drive control device for a vehicle of this example, the engine 5 is driven at the idle speed and the electric oil pump 11 is used, as in the case where the electric oil pump 11 can be used. When the engine stop condition is satisfied and the engine stop control is started at time t ₁ while the electric oil pump 11 is stopped, the engine 5 is delayed by a predetermined time.
The rotation speed of is gradually decreased from the idle rotation speed. When the engine rotational speed at the time t ₂ by the engine speed detecting means 13g is detected that has reached a predetermined rotational speed, the electric oil pump drive control and fail detector 13
The electric oil pump 11 is driven by d.

Since the rotation speed of the mechanical oil pump 10 decreases as the rotation speed of the engine 5 decreases, the clutch C1 oil pressure P _C1 of the forward clutch C1 decreases from the oil pressure P _Y at the idle rotation speed described above. However, when the electric oil pump 11 is driven, the electric oil pump 11
Since the hydraulic pressure by the electric oil pump 11 is supplied as the clutch C1 hydraulic pressure P _C1 , the hydraulic pressure supply by the electric oil pump 11 is combined with the hydraulic pressure supply by the mechanical oil pump 10 that decreases, and the clutch C1 hydraulic pressure P _C1 gradually decreases gradually. To do.

When the mechanical oil pump 10 is stopped when the engine speed becomes 0, the clutch C1 oil pressure P _C1 becomes the oil pressure only by the electric oil pump 11, and is the minimum required for the forward clutch C1 to engage. there substantially constant oil pressure P _X. After that, the electric oil pump 11 is continuously driven, and the clutch C1 hydraulic pressure P _C1 is maintained at a substantially constant hydraulic pressure P _X.

At the time t ₅ before the time t ₃ when the engine restart condition is satisfied while the electric oil pump 11 is being driven, for example, the oil temperature of the ATF detected by the oil temperature detecting means 13b is the electric oil pump 11 temperature. When a factor that influences the drivability of the electric oil pump 11 such as being outside the usable temperature range is outside the drivable condition of the electric oil pump 11, the electric oil pump drive control / fail detection means 13d detects this and the electric motor is driven. The oil pump 11 is stopped. As a result, the clutch C1 oil pressure P _C1 further decreases from the constant oil pressure P _X to 0 (atmospheric pressure).

In this state, when the engine restart condition is satisfied at the time point t ₃ , the motor / generator target rotation speed setting / drive control means 13e detects the satisfaction of this condition. At this time, the motor / generator target rotation speed setting / drive control means 13e judges that the output signal from the electric oil pump drive control / failure detection means 13d is outside the drivable condition of the electric oil pump 11, and the mechanical oil Pump 1
In order that 0 does not directly become the idle speed of the engine 5, a target speed lower than this idle speed is once set, and the motor / generator 6 is set at the set low target speed.
I am trying to drive. That is, the mechanical oil pump 10 also starts to rotate again by the drive of the motor / generator 6, and the engine 5 and the mechanical oil pump 10 continue to be engaged until the frictional engagement element starts to be engaged, that is, until the rotational speed of the clutch C1 starts to decrease. 10 is made to stand by while being rotated at this low target rotation speed. In this case, this low target rotational speed is set to a rotational speed lower than the idle rotational speed of the engine 5 and higher than the resonance point of the engine 5.

Further, the motor / generator target rotation speed setting / drive control means 13e sets a waiting time in which the motor / generator 6 is made to stand by while being rotated at a target rotation speed lower than the idle rotation speed. This waiting time is set to the time until the friction engagement element starts to engage.

When the waiting time elapses after the engine restart condition is satisfied, the motor / generator target rotation speed setting / drive control means 13e detects this and starts engine restart control. The motor / generator 6 is driven so as to be driven by the idle speed of the engine 5 lower than the target speed lower than the idle speed.
The drive current is output to the generator 6. As a result, the rotation speed of the motor / generator 6 (that is, the rotation speed of the engine 5) is increased toward the idle rotation speed, and the engine 5 is restarted.

When the rotation speed of the motor / generator 6 rises and the motor / generator 6 is driven at the idle rotation speed of the engine 5, the clutch C1 oil pressure P _{C1 shifts} to the above-mentioned idle rotation speed. Hydraulic pressure P _Y
Becomes As a result, the vehicle can restart without being shocked by the engagement of the forward clutch C1.

Next, a flow for drive control of the mechanical oil pump 10 (that is, drive control of the motor generator 6) shown in FIGS. 6A and 6B will be described. FIG. 8 is a diagram showing a flow for drive control of the motor generator 6.

As shown in FIG. 8, for example, when the driver turns on the ignition switch with an ignition key (not shown), this motor
The drive control of the generator 6 is continued until the drive control of the mechanical oil pump 10 is started and the ignition switch is turned off.

First, in step S201, it is determined whether or not the engine stop condition in the engine stop control described above is satisfied. This vehicle stop is, for example, a temporary stop for waiting for a signal, etc., and if it is determined that the engine stop condition is satisfied without turning off the ignition switch by the ignition key even after a predetermined time has elapsed, the step In S202, the driving of the engine 5 is stopped by the engine stop control.

Next, in step S203, it is determined whether or not the conditions for starting the electric oil pump 11 are satisfied. When it is determined that the engine rotation speed is reduced to a predetermined rotation speed by the driving stop of the engine 5 and the starting condition of the electric oil pump 11 is satisfied, for example, the oil temperature of ATF can use the electric oil pump 11 in step S204. It is determined whether or not a factor that influences the drivability of the electric oil pump 11, such as being out of the temperature range, is outside the drivable condition of the electric oil pump 11.

If it is determined that this factor is not outside the drivable condition of the electric oil pump 11, step S2
05: Electric oil pump drive control / failure detection means 1
It is determined by 3d whether or not the electric oil pump 11 has failed. If it is determined that the electric oil pump 11 has not failed, the electric oil pump 11 is driven in step S206.

Next, at step S207, it is judged if the engine restart condition for the engine restart control is satisfied. When it is determined that the engine restart condition is satisfied after a predetermined time has passed after the engine stop control is started,
In step S208, the engine restart control is started, the motor generator 6 is driven, and the engine 5 is restarted. Next, in step S209, the electric oil pump 11
It is determined whether or not the stop condition of is satisfied. Engine 5
When it is determined that the engine rotation speed has risen to the predetermined rotation speed and the stop condition of the electric oil pump 11 is satisfied due to the restart of the electric oil pump 11, the electric oil pump 11 is stopped in step S210. After that, the motor generator 6 and the engine 5
Rotates at idle speed, and step S21
Return with 1 and return to the start of step S200,
The processing from step S200 is repeated.

In step S209, the electric oil pump 11
If it is determined that the stop condition of is not satisfied, the process of step S209 is repeated. Also, step S
If it is determined in 207 that the engine restart condition is not satisfied, the process returns to step S204, and the processes of step S204 and subsequent steps are repeated.

Furthermore, if it is determined in step S205 that the electric oil pump 11 has failed, step S205 is performed.
At 212, it is determined whether the engine restart condition for the engine restart control is satisfied. When it is determined that the engine restart condition is satisfied, the motor / generator target rotation speed setting / drive control means 13e sets the motor / generator target rotation speed lower than the idle rotation speed in step S213. At the same time, in step S214, the above-described waiting time for waiting until the friction engagement element starts to be engaged while maintaining the state in which the motor / generator 6 is rotated at the target rotational speed lower than the idle rotational speed is set to the motor / generator target rotational speed. -Set by the drive control means 13e. Further, in step S215, the motor / generator 6 is driven at a low target rotation speed.

Next, in step S216, it is determined whether or not the elapsed time from the start of driving the motor / generator 6 has reached the set standby time, that is, whether the standby time has ended. If it is determined that the waiting time has not ended, the process of step S216 is repeated.

When it is determined in step S216 that the waiting time has ended, after the waiting time is reset in step S217, engine restart start control is performed in step S218 as described above. That is, the motor / generator 6 is driven at the idling speed and the engine 5 is restarted, and the process returns from step S211 to return to the start of step S200, and the processes after step S200 are repeated.

Further, if it is determined in step S212 that the engine restart condition is not satisfied, step S20
Returning to step 4, each processing after step S204 is repeated. Further, when it is determined in step S204 that the above-mentioned factors are out of the drivable condition of the electric oil pump 11, the process proceeds to step S212, and the processes in step S212 and subsequent steps are performed in the same manner as described above.

Further, when it is determined in step S203 that the starting condition of the electric oil pump 11 is not satisfied, the process of step S203 is repeated. Further, when it is determined in step S201 that the engine stop condition is not satisfied, the process of step S201 is repeated as it is.

In the example shown in FIG. 6B, the electric oil pump 11 is normal, and the driveable condition of the electric oil pump 11 is in the middle of driving the electric oil pump 11 after the engine stop control is started. Although the case where the electric oil pump 11 is outside has been described, as is apparent from the flow shown in FIG. 8, after the engine stop control is started, the electric oil pump 11 is out of the drivable condition before the electric oil pump 11 is driven. In this case, the motor / generator 6 can be similarly controlled. Further, after the engine stop control is started, the motor / generator 6 can be similarly controlled even when the electric oil pump 11 fails, before or after the electric oil pump 11 is driven.

Thus, according to the vehicle drive control device of this example, when the mechanical oil pump 10 is stopped by stopping the drive of the engine 5 and the motor / generator 6 by the engine stop control, the electric oil pump 11 is used. Since the hydraulic pressure of the hydraulic control device 9 can be maintained at the hydraulic pressure P _X necessary for the engagement of the forward clutch C1, the occurrence of slippage of the forward clutch C1 and the shock when the forward clutch C1 is re-engaged. Can be prevented.

When the electric oil pump 11 cannot be driven, when the engine 5 is restarted, the engine 5 is not directly rotated at the idle speed but is rotated at a target speed lower than the idle speed. While maintaining the state, the engine 5 waits until the discharge pressure of the mechanical oil pump 10 rises, and when the predetermined waiting time for the discharge pressure of the mechanical oil pump 10 rises is reached, the engine 5 is rotated at an idle speed. Therefore, when the vehicle is started, the hydraulic pressure by the mechanical oil pump 10 can be sufficiently increased.

Therefore, the forward engaged when starting
Clutch C1 hydraulic pressure P of clutch C1 _C1This forward
Minimum hydraulic pressure P required to engage the clutch C1_Xthat's all
Can be set to the engagement of the forward clutch C1
The unpleasant shock at the time can be reduced.

Further, since the target rotation speed lower than the idle rotation speed is set to a rotation speed higher than the resonance point of the engine, when the engine 5 waits for a certain period of time in a rotation state with the above-mentioned low target rotation speed, 5 does not resonate. As a result, the engine 5 can be restarted stably.

Further, the standby time is set to the motor generator 6
Since it is set to the time until the frictional engagement element starts to be engaged after the driving, the frictional engagement element can be started to be engaged at a rotational speed lower than the idle rotational speed in advance when the vehicle starts. As a result, the frictional engagement element starts to be engaged in a state where the driving force is small, so that the shock can be reduced.

Furthermore, since the hydraulic pressure P _X maintained by the hydraulic control device 9 when the drive of the engine 5 is stopped is set to the hydraulic pressure required for engaging the forward clutch C1 which is engaged at the time of starting the vehicle, At the time of starting the vehicle, the forward clutch C1 can be securely engaged without causing an unpleasant shock. Therefore, the vehicle can be started more smoothly.

Although the forward clutch C1 which is engaged at the time of starting is used as the above-mentioned friction engagement element, the present invention can be applied to other friction engagement elements. However, it is preferably applied to a friction engagement element that is engaged at the time of starting.

Further, the waiting time is based on the time until the frictional engagement element starts to engage, but any other time is used as long as the frictional engagement element does not generate a shock. You can also Further, C of the clutch C1
It is also possible to start the engine restart control when one rotation speed is detected and the decrease in the C1 rotation speed is detected (that is, when the friction engagement element starts to be engaged).

Further, in the above-mentioned example, the engine 5, the motor,
The generator 6 and the mechanical oil pump 10 are connected to each other, and their rotational speeds are set to the same, but the present invention is not limited to this, and the motor generator 6 may be connected to the engine 5 and the machine. The oil pump 10 may be drivingly connected to the oil pump 10 via a gear mechanism such as a gear. In this case, the drive of the motor generator 6 is controlled so that the mechanical oil pump 10 is driven at a rotational speed lower than the idle rotational speed of the engine 5.

Further, in the above-mentioned example, when the engine restart condition is satisfied, first the motor / generator 6 is driven to drive the mechanical oil pump at a rotational speed lower than the idle rotational speed for a predetermined time, and then the motor / motor 6 is driven. Generator 6
The engine speed and the engine speed 5 are increased to the idle speed to start the engine 5 and drive the vehicle with the driving force of the engine 5. However, instead of the driving force of the engine 5, Thus, after waiting for a predetermined time, the vehicle can be driven by the driving force of the motor generator 6.

Further, in the case of the present invention, the oil pressure sensor 15
The hydraulic pressure detection means 13c is not always necessary and may be omitted.

[Brief description of drawings]

FIG. 1 is a block diagram schematically showing a vehicle drive system to which an example of an embodiment of a vehicle drive control device according to the present invention is applied.

FIG. 2 is a block diagram showing drive control devices for an engine, a motor / generator, and an automatic transmission in a drive control device for a vehicle according to the present invention.

FIG. 3 shows an example of an automatic transmission to which the present invention is applied, (a) is a skeleton diagram thereof, and (b) is an operation table diagram thereof.

FIG. 4 is a diagram schematically showing each component of a hydraulic control device for an automatic transmission to which the present invention is applied and a part of a hydraulic circuit.

5A is a diagram illustrating the relationship between the oil pressure and the flow rate using the oil temperature as a parameter, and FIG. 5B is a diagram illustrating the relationship between the oil temperature and the operating voltage.

FIG. 6A is a diagram illustrating drive control of a mechanical oil pump when the electric oil pump is usable,
(B) is a figure explaining drive control of a mechanical oil pump when an electric oil pump cannot be used.

FIG. 7 is a diagram showing a flow for drive control of the electric oil pump.

8 is a diagram showing a flow for drive control of the mechanical oil pump shown in FIG.

[Explanation of symbols]

1 ... Vehicle drive system, 2 ... Engine, 3 ... Automatic transmission (A
/ T), 4 ... Differential device, 5 ... Engine (E / G), 5a ... Engine control unit (E / G control unit),
6 ... Motor generator (M / G), 7 ... Torque converter (T / C), 8 ... Automatic transmission mechanism, 9 ... Hydraulic control device, 10 ... Mechanical oil pump (mechanical O / P), 11
... electric oil pump (electric O / P), 12 ... battery,
13 ... Controller, 13b ... Oil temperature detecting means, 13c ...
Hydraulic pressure detection means, 13d ... Electric oil pump drive control / failure detection means, 13e ... Motor / generator target rotation speed setting / drive control means, 13f ... Motor / generator rotation speed detection means, 13g ... Engine rotation speed detection means,
13h ... Battery voltage detecting means, 14 ... Oil temperature sensor, 1
5 ... Oil pressure sensor, 16 ... Magnetic pole position detection sensor, 17 ... Engine speed detection sensor, 20 ... Main transmission mechanism, 30 ... Sub transmission mechanism

Front page continued (51) Int.Cl. ⁷ Identification code FI theme code (reference) // F16H 59:04 F16H 59:04 59:42 59:42 (72) Inventor Yukinori Nakamori Takane Fujii-cho, Anjo City, Aichi Prefecture No. 10 F-Term inside I-A W Co., Ltd. (reference) 3G084 BA03 BA13 BA32 CA01 CA09 DA03 DA11 DA18 EC01 EC03 FA06 FA10 FA33 FA36 3G093 AA01 AA05 AA07 BA03 CA02 DA01 DA12 EA03 EA05 EA09 EB03 EB08 EC01 JA02 FG02 3G0804 LA01 LB01 LC10 MA11 NE03 NE06 NE17 PA11Z PE01A PE01Z PF08Z PF12Z PG01Z 3J552 MA01 MA12 NA01 NB01 NB05 NB08 PA02 PA26 PA58 PA59 QA30C RB03 SA51 SA59 UA07 VA32Y VA48Z VA76W VB10Z VC02W VC02W VC02W VC02W VC02W VC02W VC02W

Claims (5)

[Claims] 1. A hydraulic control device for hydraulically controlling engagement of frictional engagement elements, a mechanical oil pump driven by an engine to supply hydraulic pressure to the hydraulic control device, and an electric oil pump supplying hydraulic pressure to the hydraulic control device. And an automatic transmission that transmits the driving force of the engine to the wheels by engaging the frictional engagement element, and a drive connection to the mechanical oil pump, and a driving force to the automatic transmission. And a motor for transmitting the electric power, wherein the electric oil pump supplies oil to the hydraulic control device when the mechanical oil pump is stopped by stopping the drive of the engine and the motor. When the pump cannot be driven, the mechanical oil pump drives the motor at a rotational speed lower than the idle rotational speed when the vehicle starts. Drive control apparatus for a vehicle and controlling the. 2. When the electric oil pump cannot be driven, when the vehicle starts, the motor is controlled so that the mechanical oil pump is driven at a rotational speed lower than an idle rotational speed for a predetermined time. The drive control device for a vehicle according to claim 1. 3. The drive control device for a vehicle according to claim 2, wherein after the predetermined time has elapsed, the rotation of the motor is increased and the engine is restarted. 4. The drive control device for a vehicle according to claim 2, wherein the rotation of the motor is increased and the vehicle is driven by the driving force of the motor after the lapse of the predetermined time. 5. The drive control device for a vehicle according to claim 1, wherein the engine, the motor, and the mechanical oil pump are drive-controlled so as to rotate at the same rotational speed.