JP2004142632A - Control method of automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control method of automobile capable of reducing shocks generated during the engagement of a clutch for starting by a means of relatively simple control when engine restarting and shifting operation from neutral position to a traveling position occur almost concurrently. <P>SOLUTION: In an automobile equipped with an engine 1 having an automatic stopping and starting device and an automatic transmission 2 having a torque converter 3, the automatic stopping of the engine is permitted when the shifting position of the automatic transmission, at least, at its neutral position, and the engine is restarted when a prescribed restarting condition including the shifting position of the automatic transmission at the traveling position is satisfied. When the shifting position is changed from N to D during the automatic stopping of the engine and a brake is off at the same time or later, the engine 1 is prohibited from restarting until the clutch C2 for starting in the automatic transmission has been engaged. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a method for controlling an automobile, and in particular, when a shift position of an automatic transmission is at least a neutral position, permits automatic stop of an engine and a predetermined restart condition including that a shift position of the automatic transmission is a running position. And a method for controlling an automobile in which the engine is restarted when the condition is satisfied.
[0002]
[Prior art]
[Patent Document 1] JP-A-8-14076
[Patent Document 2] JP-A-8-74613
[Patent Document 3] Japanese Patent Application Laid-Open No. 11-222054
2. Description of the Related Art Conventionally, there has been proposed a vehicle that implements a control method called automatic idle stop control that automatically stops an engine when a vehicle stops from a running state and suppresses wasteful fuel consumption and emission of gas while the vehicle is stopped.
In such an automobile, conditions for permitting automatic stop of the engine include a shift position being a neutral position such as N or P, a brake being ON, and the like. Conditions) include switching from a neutral position to a travel position such as D or R, brake being off, depression of an accelerator pedal, and the like.
[0003]
For vehicles equipped with an automatic transmission with a torque converter, the torque converter allows relative rotation between the engine and the automatic transmission, so that the engine can be automatically stopped not only in the neutral position but also in the running position. It becomes possible. In the case of such an automobile, the shift from the neutral position to the running position does not become an engine restart condition, and the engine is restarted only when another restart condition such as a brake OFF is satisfied.
However, when the satisfaction of the engine restart condition and the shift operation from the neutral position to the traveling position occur almost at the same time, the starting clutch of the automatic transmission is engaged while the engine speed is increasing. However, there is a problem that an engagement shock occurs.
[0004]
FIG. 7A shows a case where the gear shifts from N to D during the non-idle stop, and FIG. 7B shows a case where the gear shifts from N to D at the time of the idle stop. 3 shows a change in clutch hydraulic pressure.
At the time of non-idling stop, when the gear shifts from N to D at time t10, the initial hydraulic pressure is supplied to the starting clutch simultaneously with the shift as shown in FIG. The initial pressure is a constant oil pressure for causing the clutch oil pressure to follow the command current to the solenoid valve. By applying the initial oil pressure, the followability of the subsequent gradient control is improved. Since the starting clutch starts to be engaged by the initial oil pressure, the turbine speed starts to decrease. When the out-of-synchronization is detected due to a decrease in the turbine speed at time t11, the clutch hydraulic pressure is increased at a predetermined gradient. This out-of-synchronization detection is detected by the ratio of the turbine speed Vt to the engine speed Ve. The reason for this is that if out-of-synchronization is detected based on the turbine speed, the engine speed changes due to the operation of the air conditioner or the like, which may cause an erroneous determination. On the other hand, if the determination is made based on the rotation ratio, erroneous determination due to a change in the engine speed can be prevented. When the clutch oil pressure rises and the turbine speed drops to near 0 at time t12 (synchronous detection), the starting clutch is shifted to end control, that is, complete engagement.
On the other hand, when the engine shifts from N to D at the time t13 during the idle stop, the engine is started at the same time as the initial hydraulic pressure is supplied to the starting clutch as shown in FIG. However, since the torque converter rotates while being dragged by the engine, an out-of-synchronization is detected immediately after the start, and the starting clutch immediately shifts to the gradient control. Therefore, the clutch is suddenly engaged, and a shock occurs.
[0005]
[Problems to be solved by the invention]
According to Patent Literature 1, even when the engine is automatically stopped, the operating oil pressure of the automatic transmission is maintained, and the oil pressure is supplied to the forward clutch before the engine is restarted. In order to prevent the shock in the above, it has been proposed. However, in this case, it is necessary to always maintain the operating oil pressure of the automatic transmission when the engine is automatically stopped. Therefore, the longer the automatic stop period, the longer the operating oil pressure maintenance period. When the electric hydraulic pump is used to maintain the hydraulic pressure, the battery is consumed due to a longer automatic stop period, which causes a problem that energy for restarting the engine becomes insufficient.
Patent Literature 2 proposes an automatic engine stop / start device that is applied to a vehicle equipped with an automatic transmission that automatically stops the engine in the D range as well as the N range. However, in this case, it is impossible to prevent a shock when the engine is automatically stopped at the neutral position as described above, and then the shift position is switched to the traveling position and the engine is restarted at the same time.
In Patent Literature 3, when the engine restart condition is satisfied after automatic stop of the engine, the forward clutch is engaged first, and thereafter, a hydraulic pressure source capable of generating an operating pressure sufficient for engagement of the clutch can be generated. There has been proposed a device in which a shock at the time of clutch engagement is prevented by controlling the rotation speed of the engine so that the rotation speed becomes equal to the input rotation speed. However, in order to perform the above control method, for example, the engine is rotationally driven by a starter, the starting clutch is engaged while the number of revolutions is controlled, and then the engine is started by performing fuel injection and ignition. There must be. Such control is very difficult.
[0006]
Accordingly, an object of the present invention is to provide a vehicle which can improve shock caused by engagement of a starting clutch with relatively simple control when engine restart and shift operation from a neutral position to a running position occur almost simultaneously. Is to provide a control method.
[0007]
[Means for Solving the Problems]
To achieve the above object, the invention according to claim 1 permits automatic stop of the engine when the shift position of the automatic transmission is at least the neutral position, and that the shift position of the automatic transmission is the traveling position. In the method of controlling a vehicle for restarting an engine when a predetermined restart condition including a predetermined restart condition is satisfied, the predetermined restart condition including that a shift position is switched from a neutral position to a traveling position during automatic engine stop is satisfied. A step of engaging the start clutch of the automatic transmission when the restart condition is satisfied, and a step of restarting the engine after the start clutch is completely engaged. A method for controlling an automobile is provided.
[0008]
According to a third aspect of the present invention, when the shift position of the automatic transmission is at least the neutral position, the automatic stop of the engine is permitted, and a predetermined restart condition including that the shift position of the automatic transmission is the running position is satisfied. When satisfied, in the control method for a vehicle in which the engine is restarted, when the shift position is switched from the neutral position to the traveling position after starting the engine, until the rotation ratio between the turbine speed and the engine speed drops to a predetermined value. The initial hydraulic pressure is output to the starting clutch of the automatic transmission, and then the hydraulic pressure is controlled to increase at a predetermined gradient. When the shift position is switched from the neutral position to the traveling position during the restart of the engine, the turbine Outputs the initial hydraulic pressure to the starting clutch of the automatic transmission for a predetermined time regardless of the rotation ratio between the rotation speed and the engine rotation speed. Then, a control method of a vehicle and controlling to increase the oil pressure at a predetermined gradient.
[0009]
The first aspect of the present invention is a control in a case where the engine restart condition is satisfied immediately after the shift position is switched from the neutral position to the traveling position or at the same time. That is, when the restart condition including the shift position from the neutral position to the traveling position is satisfied during the automatic stop of the engine, first, the starting clutch of the automatic transmission is engaged, and the starting clutch is engaged. After completion of the integration, the engine is restarted with a delay. That is, the start of the engine is prohibited until the start clutch is completely engaged.
Therefore, there is no need to engage the clutch while the engine speed is increasing, and no complicated control is required. Further, since the clutch is engaged while the engine is stopped, no shock is generated no matter how the clutch is engaged.
The completion of the engagement of the starting clutch may be determined based on time or clutch hydraulic pressure.
The starting clutch in the present invention is an engaging element that constitutes a shift stage for starting, and is an engaging element that constitutes a first speed stage or a reverse speed in a normal state, and a starting gear in a case of starting a second speed stage. This is an engagement element that forms the second speed. In particular, it refers to a hydraulically controllable engagement element.
[0010]
When the shift position is switched from the neutral position to the traveling position, it is preferable that the fully-open hydraulic pressure be immediately supplied to the starting clutch.
When the starting clutch is engaged while the engine is being driven, it is necessary to gradually supply hydraulic pressure to the clutch to perform slip control in order to reduce shock. However, in claim 1, since the engine is stopped, a full-open hydraulic pressure is immediately supplied to the clutch, that is, even if the clutch is immediately engaged, no shock occurs. As a result, the engagement time of the clutch can be shortened, and it is not necessary to perform slip control of the clutch, so that clutch wear can be reduced.
[0011]
A third aspect of the present invention is different from the first aspect in that the control is performed when the shift position is switched from the neutral position to the traveling position immediately after the engine restart condition is satisfied. That is, the engagement control of the starting clutch is changed between the case where the shift position is switched from the neutral position to the travel position after the engine is started and the case where the shift position is switched from the neutral position to the travel position during the start of the engine. Things.
When the vehicle is switched from the neutral position to the running position after the engine is started, the start clutch is initially applied until the rotation ratio between the turbine speed and the engine speed drops to a predetermined value, similarly to the control of an ordinary automatic transmission. The hydraulic pressure is output, and thereafter, the hydraulic pressure is controlled to rise at a predetermined gradient.
On the other hand, if the shift position is switched from the neutral position to the traveling position during engine start, the clutch is engaged while the engine speed is increasing, so that the turbine speed decreases before the turbine speed sufficiently increases. Erroneously determines that the rotation ratio has immediately dropped. As a result, the gradient control of the clutch starts immediately, and the clutch is suddenly connected, causing a shock. Therefore, when the shift position is switched from the neutral position to the traveling position during engine start, the initial hydraulic pressure is applied to the starting clutch of the automatic transmission for a predetermined time regardless of the rotation ratio between the turbine speed and the engine speed. Output, and then the hydraulic pressure is increased at a predetermined gradient. Therefore, the clutch can be slowly connected, and the engagement shock can be eliminated.
The term “during engine start” refers to a period until the engine speed rises to a normal target idle speed, specifically, about one second. The term "after engine start" means after the start period has ended.
[0012]
The present invention relates to a case where the engine is automatically stopped when the shift position is in the neutral position and the engine is restarted by switching to the traveling position (when switching to the traveling position is a restart condition), and The case where the engine is not restarted only by switching to, but the engine is restarted only after satisfying another restart condition (for example, brake OFF or accelerator ON) is included.
The automatic transmission according to the present invention includes a continuously variable transmission such as a V-belt type or a toroidal type, in addition to a stepped transmission having a planetary gear device and a friction engagement element.
Further, the present invention can be applied not only to a vehicle having a combination of an engine and an automatic transmission but also to a hybrid vehicle having an engine, an automatic transmission, and a motor.
[0013]
BEST MODE FOR CARRYING OUT THE INVENTION
FIG. 1 shows a system configuration of a hybrid vehicle which is an example of the present invention.
A motor generator 7 is provided between an output shaft of the engine 1 and an input shaft of the automatic transmission 2, and an output shaft 5 of the automatic transmission 2 is connected to driving wheels (not shown). The automatic transmission 2 of this example includes a torque converter 3, a transmission mechanism 4 having a planetary gear device 11 and a plurality of friction engagement elements C <b> 1 to C <b> 3, B <b> 1 and B <b> 2, and a stepped type including a hydraulic control device 6. Automatic transmission.
[0014]
The engine 1 is controlled by an engine control controller 20, the automatic transmission 2 is controlled by an AT control controller 21, and the motor generator 7 is controlled by a motor control controller 22. Signals are input to the controllers 20, 21, 22 from various sensors, respectively, and are connected to each other via a communication bus 23. The input signals include a vehicle speed signal, a throttle opening (accelerator opening) signal, a shift position signal, an air conditioner signal, an ignition signal, an idle signal, an engine water temperature signal, an intake air amount signal, an engine speed signal, a turbine speed signal, There are a start signal, a brake signal, a battery capacity, and the like.
[0015]
The engine control controller 20 automatically stops the engine 1 when the vehicle stops from a running state, and performs an automatic idle stop control (automatic stop start control) for suppressing unnecessary fuel consumption and generation of exhaust gas while the vehicle is stopped. I do.
Conditions for permitting the automatic stop of the engine 1 include that the shift position is P, that the shift position is N or D, and that the brake is ON. However, when the engine water temperature is low, when the capacity of a battery 8 described later is small, when the electric load is large, or when the accelerator pedal is depressed, automatic stop is not permitted.
On the other hand, the restart condition (automatic stop release condition) of the engine 1 includes that the brake is turned off, that the shift position is shifted to the R or L position, that the accelerator pedal is depressed, and that a vehicle speed signal is input. There are things.
[0016]
As is well known, the AT control controller 21 determines the shift speed according to a shift map set in advance according to the running state, and controls the solenoid valves 24-26 incorporated in the hydraulic control device 6 to thereby control the frictional engagement. Hydraulic pressure is selectively supplied to the combined elements C1 to C3, B1, and B2 to shift to the determined gear. In this embodiment, three solenoid valves 24 to 26 for shifting control are provided in the hydraulic control device 6, but other solenoid valves for lock-up clutch control and line pressure control may be provided.
[0017]
The battery 8 is connected to the motor control controller 22 so as to drive the motor generator 7 as needed and to store the regenerative energy of the motor generator 7 in the battery 8.
In FIG. 1, an electric oil pump 9 is provided so that the oil pressure of the hydraulic control device 4 of the automatic transmission 2 can be maintained even when the engine 1 is automatically stopped. This oil pump 9 is driven by a battery 8.
[0018]
FIG. 2 shows an example of the transmission mechanism 4 of the automatic transmission 2.
The transmission mechanism 4 includes an input shaft 10 to which engine power is transmitted via a torque converter 3, three clutches C1 to C3 and two brakes B1 and B2, which are friction engagement elements, a one-way clutch F, a Ravigneaux type planet. A gear device 11, a differential device 14, and the like are provided.
The forward sun gear 11a of the planetary gear set 11 and the input shaft 10 are connected via a C1 clutch, and the rear sun gear 11b and the input shaft 10 are connected via a C2 clutch. The carrier 11c is connected to a center shaft 15, and the center shaft 15 is connected to the input shaft 10 via a C3 clutch. The carrier 11c is connected to the transmission case 16 via a B2 brake and a one-way clutch F that allows only the forward rotation (engine rotation direction) of the carrier 11c. The carrier 11c supports two types of pinion gears 11d and 11e, the forward sun gear 11a meshes with a long pinion 11d having a long shaft length, and the rear sun gear 11b meshes with a long pinion 11d via a short pinion 11e having a short shaft length. . The ring gear 11f that meshes with only the long pinion 11d is connected to the output gear 12. The output gear 12 is connected to a differential 14 via an intermediate shaft 13.
[0019]
The transmission mechanism 4 realizes four forward speeds and one reverse speed as shown in FIG. 3 by operating the clutches C1, C2, C3, the brakes B1, B2, and the one-way clutch F. In FIG. 3, ● indicates the operating state of the hydraulic pressure. The B2 brake is engaged at the time of retreat and at the first speed of the L range. FIG. 3 also shows the operating states of the solenoid valves (SOL1 to SOL3) 24 to 26. ○ indicates an energized state, and X indicates a non-energized state. This operation table shows the operation in the steady state.
The clutch C2 engaged in the first gear of the D range is a starting clutch in the D range, and the B2 brake engaged in the R range is a starting clutch in the R range.
[0020]
The first solenoid valve 24 is for B1 brake control, the second solenoid valve 25 is for C2 clutch control, and the third solenoid valve 26 is for both C3 clutch control and B2 brake control. The reason that the third solenoid valve 26 serves both for controlling the C3 clutch and for controlling the B2 brake is that the B2 brake does not operate in the D range but is used only for the engine brake control in the L range and the transient control in the R range. This is because they do not interfere with the C3 clutch operated in the D range. Since the first to third solenoid valves 24 to 26 need to perform delicate hydraulic control, it is preferable to use a duty solenoid valve or a linear solenoid valve.
[0021]
FIG. 4 is a time chart using the first control method according to the present invention. This control is a control method when the shift position of the automatic transmission 2 is switched from N to D while the engine is automatically stopped at the N position, and the restart condition of the engine is satisfied (for example, the brake is turned off) with a delay.
First, when shifting from N to D at time t1, the fully-open hydraulic pressure is immediately supplied to the starting clutch C2 of the automatic transmission 2. After that, when the brake is turned off at time t2, the restart condition is satisfied, so that the engine 1 normally starts to be started. However, in this case, as shown in FIG. And the engagement of the starting clutch C2 are substantially simultaneously performed, so that an engagement shock occurs. Therefore, in this control, the restart of the engine 1 is prohibited for a certain time ΔT1 from the shift to D. That is, the restart of the engine 1 is delayed until the engagement of the starting clutch C2 is completed, and after the engagement is completed, the engine 1 is restarted at time t3.
Even when the engine 1 is started, the turbine of the torque converter 3 is not rotated since the turbine of the torque converter 3 is connected to the drive wheels via the starting clutch C2, and the turbine speed does not increase.
[0022]
The standby time ΔT1 for restarting the engine 1 (from time t1 to time t3) is determined from the engagement time when the fully opened hydraulic pressure is supplied to the clutch C2 in the warm-up state. Since the idle stop control is performed in a state where the oil temperature is high, the clutch engagement time is short and almost constant, and the standby time ΔT1 can be also short. Note that, instead of the time control, the engagement completion may be detected by detecting the hydraulic pressure of the starting clutch C2. As described above, there is no need to engage the starting clutch C2 while the engine speed is increasing, and no complicated control is required. Further, since the engagement of the clutch C2 is performed in a state where the engine is stopped, even if the clutch C2 is immediately engaged, no shock occurs and the clutch engagement time can be reduced. Therefore, it is possible to smoothly and quickly shift from the idle stop state to the running state. Further, since there is no need to control the slippage of the clutch C2, there is an effect that clutch wear can be reduced.
[0023]
FIG. 4 shows a control method in the case where the shift position is switched from N to D during the automatic stop of the engine at the N position. When the shift position is switched from N to R during the automatic stop of the engine, the R position itself is not changed. Because of the restart condition, the shift and the satisfaction of the restart condition are simultaneously performed. Also in this case, the engagement of the starting clutch B2 is performed first, and after the engagement of the starting clutch B2 is completed, the engine 1 is restarted.
In addition to the N position, the same control method is performed when the shift position is switched from P to R while the engine is automatically stopped at the P position.
In the control of FIG. 4, the starting clutch C2 is engaged while the engine 1 is stopped. Therefore, when only the oil pump driven by the engine 1 is used, the starting clutch C2 is engaged. I can't let it. Therefore, it is preferable to maintain the oil pressure by the electric oil pump 9 or the accumulator that is driven during the automatic stop of the engine 1.
[0024]
FIG. 5 is a time chart using the second control method according to the present invention. This control is a control method in a case where the automatic transmission 2 satisfies the restart condition (for example, turns off the brake) while the engine is automatically stopped at the N position, and switches the shift position from N to D with a delay.
First, when the brake is turned off at time t4 when the automatic transmission 2 is in the N state, the restart condition is satisfied, and the engine 1 starts to start. When the shift position is shifted from N to D at time t5 with a delay, the initial pressure is supplied to the starting clutch C2 as usual. Here, conventionally, as shown in FIG. 7B, out-of-synchronization is detected based on the ratio between the turbine speed and the engine speed, and when the out-of-synchronization occurs, the initial pressure holding is ended and the process shifts to the gradient control. However, in the control method of FIG. 5, out-of-synchronization detection based on the ratio between the turbine speed and the engine speed is not performed, and the initial pressure is maintained for a predetermined time ΔT2. Therefore, it is possible to prevent the starting clutch C2 from being suddenly connected, and to prevent a sudden decrease in the turbine rotational speed, so that no shock occurs.
After the end of the fixed time ΔT2, the clutch oil pressure is increased at a predetermined gradient as usual, and the turbine speed is reduced to around 0 (synchronous detection).
The gradient for increasing the clutch oil pressure after the end of the fixed time ΔT2 may be the same gradient as in the normal state, or may be a different gradient from the normal state.
[0025]
The control in FIG. 5 is performed when the shift position is switched from the neutral position to the traveling position during the start of the engine 1. That is, the time from the satisfaction of the restart condition (time t4) to the shift position switching (time t5) is shorter than the period (starting period) until the engine speed rises to the normal target idle speed. The period is about one second. If the time from time t4 to time t5 is longer than the start period, that is, after the start, the control at the normal time (see FIG. 7A) is performed.
The control in FIG. 5 is also performed when the shift position is switched from N to R during the restart of the engine.
[0026]
FIG. 6 is a flowchart illustrating a specific example of the control at the time of the idle stop and performing the control of FIGS. 4 and 5.
When the control starts, it is first determined whether or not the shift position has been switched from N to D or R (step S1). When this determination is affirmed, the engine rotation is determined (step S2). That is, it is determined whether the engine is stopped, during starting, or after starting. If the engine is stopped, the fully-open hydraulic pressure is immediately supplied to the starting clutch to engage the clutch (step S3). While the clutch is engaged, a wait of a predetermined time ΔT1 is performed (step S4), and after the clutch engagement is completed, an engine start permission flag is set (step S5). This flag is sent to the engine control controller 20, and the engine 1 is started when other starting conditions are satisfied. Steps S1 to S5 are the control shown in FIG.
Next, when it is determined in step S2 that the engine is being started, the initial hydraulic pressure is supplied to the starting clutch (step S6), and the initial hydraulic pressure is held for a predetermined time ΔT2 (step S6). Step S7). After the lapse of the predetermined time ΔT2, the clutch hydraulic pressure is increased at a predetermined gradient (step S8), and when the synchronization is determined (step S9), the clutch engagement end control is performed (step S10), and the process ends. The above steps S1, S2, S6 to S10 are the control shown in FIG. On the other hand, if it is determined in step S2 that the engine has been started after the start, the initial hydraulic pressure is supplied to the starting clutch as usual (step S11), and the turbine speed and the engine speed are determined. (Step S12). If the out-of-synchronization is detected, the clutch hydraulic pressure is increased at a predetermined gradient (step S8). When the synchronization is determined (step S9), the clutch is disengaged. Engagement end control is performed (step S10), and the control ends.
[0027]
The present invention is not limited to the above embodiment.
In the above-described embodiment, the hybrid vehicle including the motor generator 7 in addition to the engine 1 and the automatic transmission 2 has been described. However, the present invention can be applied to a vehicle including the engine and the automatic transmission. The automatic transmission includes a continuously variable transmission as well as a stepped transmission.
In addition, in the case of the stepped automatic transmission, it is needless to say that the transmission is not limited to the four forward speed and one reverse speed transmission as shown in FIG.
In the case of the first control method (see FIG. 4), the engine is started after the starting clutch is engaged. Therefore, it is difficult to start the engine with a normal starter motor due to the drag torque of the torque converter. In this case, since the generated torque of the motor generator is large, the engine can be easily started.
[0028]
【The invention's effect】
As apparent from the above description, according to the first aspect of the present invention, the starting clutch is activated immediately after the shift position is switched from the neutral position to the running position or when the engine restart condition is satisfied. Since the start of the engine is prohibited until the engagement is completed, there is no need to engage the clutch while the engine speed is increasing, and no complicated control is required. Further, since the engagement of the clutch is performed in a state where the engine is stopped, even if the clutch is immediately engaged, no shock occurs and the clutch engagement time can be reduced.
[0029]
According to the third aspect of the present invention, when the shift position is switched from the neutral position to the traveling position during the start of the engine, the automatic operation is performed for a predetermined time regardless of the rotation ratio between the turbine speed and the engine speed. Since the initial hydraulic pressure is output to the starting clutch of the transmission, and then the hydraulic pressure is increased at a predetermined gradient, it is possible to eliminate a shift shock caused by a sharp increase in the clutch hydraulic pressure.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram of a hybrid vehicle that is an example of the present invention.
FIG. 2 is a transmission mechanism diagram of the automatic transmission used in the hybrid vehicle shown in FIG.
FIG. 3 is an operation table of each friction engagement element and a solenoid valve of the transmission mechanism shown in FIG. 2;
FIG. 4 is a time chart of an example of clutch control and engine start control according to the present invention.
FIG. 5 is a time chart of another example of the clutch control and the engine start control according to the present invention.
FIG. 6 is a flowchart of a specific example of a control method according to the present invention.
FIG. 7 is a time chart of the rotational speed and the clutch oil pressure in the conventional N → D shift during non-idle stop and idle stop.
[Explanation of symbols]
1 engine
2 Automatic transmission
3 Torque converter
7 Motor generator
8 Battery
20 Engine control controller
21 Motor control controller
22 AT control controller
C2 Start clutch (D range)
B2 Start clutch (R range)

Claims (3)

An automobile equipped with an engine with an automatic stop / start device and an automatic transmission with a torque converter, wherein when the shift position of the automatic transmission is at least the neutral position, the automatic stop of the engine is permitted, and the automatic transmission A vehicle control method for restarting an engine when a predetermined restart condition including a shift position is a traveling position is satisfied,
Detecting that a predetermined restart condition including that the shift position is switched from the neutral position to the traveling position during the automatic stop of the engine is satisfied;
When the restart condition is satisfied, engaging a starting clutch of the automatic transmission;
Restarting the engine after the start clutch is completely engaged. 2. The control method according to claim 1, wherein when the shift position is switched from the neutral position to the traveling position, the fully-open hydraulic pressure is immediately supplied to the starting clutch. An automobile equipped with an engine with an automatic stop / start device and an automatic transmission with a torque converter, wherein when the shift position of the automatic transmission is at least the neutral position, the automatic stop of the engine is permitted, and the automatic transmission A vehicle control method for restarting an engine when a predetermined restart condition including a shift position is a traveling position is satisfied,
If the shift position is switched from the neutral position to the traveling position after starting the engine, the initial hydraulic pressure is output to the starting clutch of the automatic transmission until the rotation ratio between the turbine speed and the engine speed drops to a predetermined value, and thereafter, , Control to raise the oil pressure at a predetermined gradient,
When the shift position is switched from the neutral position to the traveling position during the restart of the engine, the initial hydraulic pressure is output to the starting clutch of the automatic transmission for a predetermined time regardless of the rotation ratio between the turbine speed and the engine speed. And thereafter controlling to increase the oil pressure at a predetermined gradient.

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