JP2011236992A - Control device of vehicle driving system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce power consumption during an engine automatic stop (during an idle stop) in a vehicle driving system that performs an engine automatic stop when the engine automatic stop is required and an engine restart when the engine restart is required.SOLUTION: Energization stop control to stop energization to each of hydraulic control valves 36-38 other than a hydraulic control valve 35 for a clutch C0 to decide a gear change for start (for example, 1st speed) is performed at automatic engine stop, and semi-engagement control to control energization to the hydraulic control valve 35 for a clutch C0 to decide a gear change for start is performed so as to maintain the clutch C0 at a semi-engagement state. The energization stop control and the semi-engagement control reduce power consumption during the engine automatic stop to suppress the consumption of battery power, while suppressing the transmission of starting torque of an engine 10 at the engine restart via a transmission gear mechanism 15 to prevent an unpleasant shock.

Description

  The present invention provides a vehicle drive having an idle stop control function for automatically stopping an internal combustion engine when a request for automatic stop of the internal combustion engine is generated, and restarting the internal combustion engine when a restart request for the internal combustion engine is generated. The present invention relates to a system control apparatus.

  An automatic transmission mounted on a vehicle is provided with a plurality of friction engagement elements such as clutches and brakes in a transmission mechanism, and a plurality of hydraulic control valves (solenoid valves) for controlling the hydraulic pressure applied to each friction engagement element. Provided by controlling the energization to each hydraulic control valve individually and controlling the hydraulic pressure to be applied to each friction engagement element, selectively switching the engagement and release of each friction engagement element to change the speed There is one in which the gear stage (speed ratio) of the mechanism is switched.

  In such an automatic transmission, for example, as described in Patent Document 1 (Japanese Patent Laid-Open No. 2002-130460), when the engine rotation speed is lower than a predetermined rotation speed, each hydraulic control valve (electromagnetic) There is one that prevents the consumption of battery power by energizing each hydraulic control valve before starting the engine by prohibiting energization to the valve.

  In recent years, some vehicles equipped with an engine (internal combustion engine) employ an idle stop control system for the purpose of reducing fuel consumption and exhaust emission. In this idle stop control system, for example, when the driver stops the vehicle and an automatic stop request is generated, the engine is automatically stopped, and then the driver performs an operation to start the vehicle and restarts. The engine is automatically restarted when a start request occurs.

JP 2002-130460 A

  By the way, during automatic engine stop (during idle stop), power generation of a generator (alternator) driven by engine power is also stopped. For this reason, when the energization of each hydraulic control valve is controlled so that the gear position of the speed change mechanism is switched to the starting gear position (for example, the first gear) during the automatic engine stop, the engine automatic stop is correspondingly performed. Since the power consumption in the middle (that is, when the power generation of the generator is stopped) increases, the battery power may be consumed and the battery may be discharged.

  Accordingly, an object of the present invention is to provide a control device for a vehicle drive system that can reduce power consumption during automatic stop of an internal combustion engine.

  In order to solve the above-described problem, the invention according to claim 1 is applied to a vehicle drive system that transmits power of an internal combustion engine to a wheel side via a speed change mechanism, and a plurality of friction engagement elements provided in the speed change mechanism. A plurality of hydraulic control valves that control the hydraulic pressure applied to each of the friction engagement elements, and the hydraulic pressure applied to each friction engagement element by individually controlling the energization of each hydraulic control valve, thereby controlling the engagement of each friction engagement element. A shift control means for selectively switching between shifting and releasing to switch the gear stage of the transmission mechanism, and when the internal combustion engine is automatically stopped when a request for automatic stop of the internal combustion engine is generated, and when a restart request for the internal combustion engine is generated Control of a vehicle drive system comprising: an idle stop control means for restarting the internal combustion engine; and an electric hydraulic pump that operates to generate hydraulic pressure during the automatic stop of the internal combustion engine by the idle stop control means. The hydraulic control other than the hydraulic control valve for the friction engagement element that determines the gear stage that can be used for vehicle start (hereinafter referred to as “start gear stage”) when the internal combustion engine is automatically stopped by the shift control means. Energization stop control for stopping energization of the valve is executed, and energization of the hydraulic control valve for the friction engagement element is performed so as to maintain the friction engagement element for determining the start gear stage in the half engagement state. It is set as the structure controlled.

  In this configuration, when the internal combustion engine is automatically stopped, the energization stop control is performed to stop energization of the hydraulic control valves other than the hydraulic control valve for the frictional engagement element that determines the start gear stage (for example, the first speed). Thus, power consumption during automatic stop of the internal combustion engine can be reduced.

  Also, in a system in which the friction engagement element is engaged when the energization of the hydraulic control valve is stopped, if the energization of all the hydraulic control valves is stopped when the internal combustion engine is automatically stopped, the internal combustion engine is restarted. At the time of start-up, the starting torque of the internal combustion engine is transmitted to the wheel side through the speed change mechanism, which may cause an unpleasant shock. However, in the present invention, when the internal combustion engine is automatically stopped, the starting gear stage (for example, The internal combustion engine is started when the internal combustion engine is restarted by controlling the energization of the hydraulic control valve for the friction engagement element so that the friction engagement element that determines the first speed) is maintained in the half-engaged state. It is possible to prevent the torque from being transmitted to the wheel side via the speed change mechanism, thereby preventing an unpleasant shock.

  In this case, as described in claim 2, when the internal combustion engine is restarted, energization of each hydraulic control valve is performed so that the energization stop control is terminated and the shift speed of the speed change mechanism is switched to the start speed. It is good to control. Here, the state of switching to the starting gear stage includes a state in which the frictional engagement element that determines the starting gear stage is maintained in the half-engaged state. In this way, the vehicle can be started quickly after the internal combustion engine is restarted.

  By the way, in a low oil temperature range where the viscosity of the hydraulic fluid of the transmission mechanism is high (poor fluidity) and in a high oil temperature region where the hydraulic oil leaks frequently, the hydraulic response decreases. If the energization stop control is executed at the time of stop, there is a possibility that the gear stage of the transmission mechanism cannot be promptly switched to the starting gear stage when the internal combustion engine is restarted.

  Therefore, as in claim 3, the energization stop control may be prohibited when the temperature of the hydraulic fluid of the transmission mechanism is outside the predetermined temperature range. That is, when the oil temperature (hydraulic oil temperature) is outside the predetermined temperature range, the responsiveness of the hydraulic pressure is poor. Therefore, if the energization stop control is executed during the automatic stop of the internal combustion engine, the shift stage of the transmission mechanism is restarted when the internal combustion engine is restarted. Therefore, it is determined that there is a possibility that the vehicle cannot be quickly switched to the start gear position, and the power supply stop control is prohibited. As a result, it is possible to prevent a situation in which the gear stage of the transmission mechanism cannot be quickly switched to the starting gear stage when the internal combustion engine is restarted.

  Further, in a system in which the friction engagement element is engaged when the energization of the hydraulic control valve is stopped, if the energization stop control is executed before the rotation of the rotating member of the speed change mechanism is stopped during the automatic stop of the internal combustion engine, During rotation of the rotating member of the mechanism, there is a possibility that all the friction engagement elements other than the friction engagement element that determines the start gear stage will be engaged, and the transmission mechanism may be locked so that it cannot operate normally. .

  Therefore, as in claim 4, when the rotation of the rotating member of the speed change mechanism is stopped during the automatic stop of the internal combustion engine, the energization stop control may be permitted. In this way, it is possible to avoid that all the friction engagement elements other than the friction engagement element that determines the start gear stage are engaged during the rotation of the rotating member of the transmission mechanism. It is possible to prevent the mechanism from entering a locked state where it cannot operate normally.

  Further, as in claim 5, it is applied to a vehicle drive system that transmits the power of the internal combustion engine to the wheels via the speed change mechanism, and controls the hydraulic pressure applied to a plurality of friction engagement elements provided in the speed change mechanism. Selectively engage and release each friction engagement element by individually controlling the hydraulic pressure applied to each friction engagement element by individually controlling the energization of each hydraulic control valve and each hydraulic control valve A shift control means for switching the shift stage of the transmission mechanism, and automatically stopping the internal combustion engine when an automatic stop request for the internal combustion engine is generated, and restarting the internal combustion engine when a restart request for the internal combustion engine is generated In a control device for a vehicle drive system, comprising: an idle stop control means for controlling the engine; and an electric hydraulic pump that operates to generate hydraulic pressure during automatic stop of the internal combustion engine by the idle stop control means. Thus, when the internal combustion engine is automatically stopped, the shift stage of the transmission mechanism is switched to a shift stage that reduces the total power consumption of each hydraulic control valve among the plurality of shift stages that can be used for starting the vehicle. It is good also as a structure which controls electricity supply to each hydraulic control valve.

  In this configuration, when the internal combustion engine is automatically stopped, the shift speed of the transmission mechanism is set to a shift speed (for example, 2nd speed) in which the total power consumption of each hydraulic control valve is reduced among a plurality of shift speeds that can be used for starting the vehicle. By controlling energization to each hydraulic control valve so as to be switched, it is possible to reduce power consumption during automatic stop of the internal combustion engine. In addition, since the internal combustion engine can be maintained in a state of being switched to a gear stage that can be used for vehicle start-up while the internal combustion engine is automatically stopped, even if the gear stage cannot be switched due to a failure of a hydraulic control valve or the like, the vehicle Can be started.

FIG. 1 is a diagram showing a schematic configuration of the entire automatic transmission according to Embodiment 1 of the present invention. FIG. 2 is a diagram schematically showing the mechanical configuration of the automatic transmission. FIG. 3 is a diagram showing a combination of engagement / release of the clutches C0 to C2 and the brakes B0 and B1 for each gear. FIG. 4 is a diagram showing the energized state of the hydraulic control valves for the clutches C0 and C2 and the hydraulic control valves for the brakes B0 and B1 at each gear position. FIG. 5 is a diagram for explaining energization stop control and half-engagement control according to the first embodiment. FIG. 6 is a flowchart illustrating the processing flow of the idle stop control routine according to the first embodiment. FIG. 7 is a flowchart illustrating the processing flow of the idle stop control routine according to the second embodiment.

  Hereinafter, some embodiments embodying the mode for carrying out the present invention will be described.

A first embodiment of the present invention will be described with reference to FIGS.
First, a schematic configuration of the automatic transmission 11 will be described with reference to FIGS. 1 and 2.
As shown in FIG. 2, an input shaft 13 of a torque converter 12 is connected to an output shaft of an engine 10 that is an internal combustion engine, and a hydraulically driven transmission gear mechanism 15 (speed change) is connected to the output shaft 14 of the torque converter 12. Mechanism). Inside the torque converter 12, a pump impeller 31 and a turbine runner 32 constituting a fluid coupling are provided to face each other, and a stator 33 for rectifying the flow of oil is provided between the pump impeller 31 and the turbine runner 32. It has been. The pump impeller 31 is connected to the input shaft 13 of the torque converter 12, and the turbine runner 32 is connected to the output shaft 14 of the torque converter 12.

  The torque converter 12 is provided with a lock-up clutch 16 for engaging or disengaging between the input shaft 13 side and the output shaft 14 side. The output torque of the engine 10 is transmitted to the transmission gear mechanism 15 via the torque converter 12 and is shifted by a plurality of gears (planetary gears or the like) of the transmission gear mechanism 15 to the driving wheels (front wheels or rear wheels) of the vehicle. Communicated.

  The transmission gear mechanism 15 is provided with a plurality of clutches C0, C1, C2 and brakes B0, B1, which are friction engagement elements for switching a plurality of shift stages. As shown in FIG. The gear ratio is switched by switching engagement / release of C1 and C2 and the brakes B0 and B1 with hydraulic pressure and switching a combination of gears for transmitting power.

  FIG. 3 shows the combination of the engagement of the clutches C0, C1, C2 and the brakes B0, B1 of the 4-speed automatic transmission. The circles are held in the engaged state (torque transmission state) at that gear stage. The clutch and brake are shown, and the unmarked state shows the released state. Further, at the first speed, an OWC (one-way clutch) is operable. For example, when the accelerator is depressed in the D range (throttle valve is opened), the vehicle speed is upshifted to the first speed, the second speed, the third speed, and the fourth speed as the vehicle speed increases. In the shift from the first speed to the second speed, B1 is newly engaged from the engagement of only C0. In the shift from the second speed to the third speed, B1 is released from the engagement of C0 and B1, and C2 is newly engaged. In the shift from the third speed to the fourth speed, C0 is released from the engagement of C0 and C2, and B1 is newly engaged.

  As shown in FIG. 1, the transmission gear mechanism 15 is provided with a hydraulic pump 18 driven by engine power, and a hydraulic control circuit 17 is provided in an oil pan (not shown) for storing hydraulic oil (oil). Is provided. The hydraulic control circuit 17 includes a line pressure control circuit 19, an automatic transmission control circuit 20, a lock-up control circuit 21, a manual switching valve 26, and the like. The hydraulic oil pumped up from the oil pan by the hydraulic pump 18 is line pressure controlled. This is supplied to the automatic transmission control circuit 20 and the lockup control circuit 21 via the circuit 19.

  An electric hydraulic pump 22 is provided for generating hydraulic pressure during automatic engine stop (idle stop), which will be described later, and hydraulic oil pumped up by the electric hydraulic pump 22 passes through the line pressure control circuit 19 during automatic engine stop. To the automatic transmission control circuit 20 and the lockup control circuit 21.

  The line pressure control circuit 19 is provided with a hydraulic control valve (not shown) for line pressure control for controlling the hydraulic pressure from the hydraulic pump 18 (or the electric hydraulic pump 22) to a predetermined line pressure. 20, a plurality of shift hydraulic control valves 35 to 38 for controlling the hydraulic pressure supplied to the clutches C0 and C2 and the brakes B0 and B1 of the transmission gear mechanism 15 are provided. The lockup control circuit 21 is provided with a lockup control hydraulic control valve (not shown) for controlling the hydraulic pressure supplied to the lockup clutch 16.

  Each hydraulic control valve is constituted by, for example, an electromagnetic valve such as a linear solenoid valve, and controls the hydraulic pressure with a suction force generated by a flowing current by applying a voltage with a predetermined duty. For this reason, the current of the hydraulic control valve and the hydraulic pressure are closely related, and the hydraulic pressure is controlled by controlling the current value.

  A manual switching valve 26 that is switched in conjunction with the operation of the shift lever 25 is provided between the line pressure control circuit 19 and the automatic transmission control circuit 20. When the shift lever 25 is operated to the neutral range (N range) or the parking range (P range), power supply to the hydraulic control valves 35 to 38 of the automatic transmission control circuit 20 is stopped (off). However, the hydraulic pressure supplied to the transmission gear mechanism 15 by the manual switching valve 26 is switched so that the transmission gear mechanism 15 is in the neutral state.

  On the other hand, the engine 10 is provided with an engine rotation speed sensor 27 that detects the engine rotation speed Ne, and the transmission gear mechanism 15 has an input shaft rotation speed Nt (output shaft rotation speed of the torque converter 12) of the transmission gear mechanism 15. An input shaft rotational speed sensor 28 for detecting the output shaft and an output shaft rotational speed sensor 29 for detecting the output shaft rotational speed No of the transmission gear mechanism 15 are provided.

  Output signals of these various sensors are input to an electronic control circuit (hereinafter referred to as “ECU”) 30. The ECU 30 is mainly composed of one or a plurality of microcomputers that comprehensively control the engine 10 and the automatic transmission 11 and executes an engine control program (not shown) to bring the engine into an operating state. Accordingly, by controlling the fuel injection amount, ignition timing, throttle opening (intake air amount), etc., and executing a shift control program (not shown), the shift gear mechanism 15 shifts according to a preset shift pattern. The transmission gear mechanism is controlled by controlling the energization of the hydraulic control valves 35 to 38 of the automatic transmission control circuit 20 in accordance with the operation position of the shift lever 25 and the operating conditions (throttle opening, vehicle speed, etc.). By controlling the hydraulic pressure applied to each of the 15 clutches C0, C1, C2 and the brakes B0, B1, as shown in FIG. 1, C2 and switching the engagement / release of the brakes B0, B1, by switching the combination of gears for transmitting power to switch the transmission ratio of the transmission gear mechanism 15. Note that the ECU 30 may include an engine ECU that controls the engine and an AT-ECU that controls the automatic transmission 11 separately.

  FIG. 4 shows a combination of energized states of the hydraulic control valves 35 and 36 for the clutches C0 and C2 and the hydraulic control valves 37 and 38 for the brakes B0 and B1 at each gear stage, and “max” indicates the gear stage. Indicates a hydraulic control valve that is in a maximum energized state (energized current = maximum value), and “min” indicates a hydraulic control valve that is in an energized stop state (energized current = 0) at that gear position. As shown in FIGS. 3 and 4, when the hydraulic control valve is controlled to the maximum energized state (energized current = maximum value), the clutch or brake corresponding to the hydraulic control valve is released, and the hydraulic control valve is energized. When controlled to a stop state (energization current = 0), the clutch or brake corresponding to the hydraulic control valve is engaged. For example, in the first speed of the D range, the hydraulic control valve 35 for the clutch C0 that determines the first speed is controlled to be in the energized stop state to maintain the clutch C0 in the engaged state, and the hydraulic control valve 36 for the clutch C2 and the brake The hydraulic control valves 37 and 38 for B0 and B1 are all controlled to the maximum energized state (energized current = maximum value), and the clutch C2 and the brakes B0 and B1 are all maintained in the released state.

  Further, the ECU 30 executes an idle stop control routine shown in FIG. 6 described later to stop combustion (fuel injection and / or ignition) of the engine 10 when an engine automatic stop request is generated during engine operation. Engine automatic stop control (idle stop control) for automatically stopping the engine 10 is executed. The operation region where the engine automatic stop control is executed may be only when the vehicle is stopped, or may be extended to a deceleration region at a low speed that may cause the vehicle to stop while the vehicle is running.

  During automatic engine stop (during idle stop) by this automatic engine stop control (idle stop control), the driver performs an operation (for example, brake release operation, accelerator depression operation, etc.) to start or accelerate the vehicle. When an engine restart request is generated, the engine 10 is automatically restarted. In addition, the engine 10 may be restarted when a restart request is generated from a control system of an in-vehicle device such as a battery charging control system or an air conditioner.

  By the way, during automatic engine stop (during idle stop), power generation of a generator (alternator) driven by the power of the engine 10 is also stopped. For this reason, during the automatic engine stop, the energization of the hydraulic control valves 35 to 38 is controlled so as to keep the shift speed of the transmission gear mechanism 15 switched to the start speed (for example, the first speed) (that is, the first gear). The hydraulic control valve 35 for the clutch C0 that determines the first speed is controlled to be in the energized stop state, and the hydraulic control valves 36 and 38 for the brakes B0 and B1 are all set to the maximum energized state. Control), the power consumption during the automatic engine stop (that is, during the power generation stop of the generator) increases accordingly, so that the battery power may be consumed and the battery may be increased.

  Therefore, the ECU 30 energizes each hydraulic control valve other than the hydraulic control valve for the friction engagement element that determines a gear stage that can be used for vehicle start (hereinafter referred to as “start gear stage”) when the engine is automatically stopped. Half-engagement for controlling energization to the hydraulic control valve for the frictional engagement element so as to execute energization stop control for stopping and to maintain the frictional engagement element for determining the starting gear stage in the half-engaged state Execute control.

  Specifically, as shown in FIG. 5, the hydraulic control valves 36 to 38 (for the clutch C <b> 2) other than the hydraulic control valve 35 for the clutch C <b> 0 that determines the start gear stage (for example, the first speed) when the engine is automatically stopped. The hydraulic control valve 36 and the hydraulic control valves 37, 38 for the brakes B0, B1 are all turned off, and the power supply stop control is executed, and the clutch C0 that establishes the starting gear stage (for example, the first speed). Is maintained in a semi-engaged state (a state in which power is transmitted while causing slippage, or a state in which transmission torque = 0 when hydraulic oil is filled), and the energization current to the hydraulic control valve 35 for the clutch C0 is intermediate The half-engagement control is executed by controlling the value (current value smaller than the maximum value). At this time, since the hydraulic pump 18 driven by the engine power is stopped, the electric hydraulic pump 22 is operated in order to generate the hydraulic pressure that is the source pressure of the control pressure.

Hereinafter, the processing content of the idle stop control routine of FIG. 6 executed by the ECU 30 will be described.
The idle stop control routine shown in FIG. 6 is repeatedly executed at a predetermined period while the ECU 30 is powered on, and serves as a shift control means and an idle stop control means in the claims. When this routine is started, it is first determined in step 101 whether or not an engine automatic stop request has been generated. If an engine automatic stop request has not been generated, the present process is performed without performing the processing from step 102 onward. End the routine.

  Thereafter, when an engine automatic stop request is generated, the process proceeds from step 101 to step 102 to stop combustion (fuel injection and / or ignition) of the engine 10 to automatically stop the engine 10 and to drive the electric hydraulic pump 22. To generate a hydraulic pressure that is a source pressure of the control pressure.

  Thereafter, the process proceeds to step 103, where it is determined whether or not the oil temperature (hydraulic oil temperature) is within a predetermined temperature range. Here, the predetermined temperature region is a temperature region in which the responsiveness of the hydraulic pressure can be ensured, and is set to a region from 80 to 110 ° C., for example. The oil temperature may be actually detected by an oil temperature sensor, or the oil temperature may be estimated from the cooling water temperature, the intake air temperature, or the like.

  If it is determined in step 103 that the oil temperature is outside the predetermined temperature range, the response of the hydraulic pressure is poor. Therefore, if the energization stop control is executed when the engine is automatically stopped, the transmission gear mechanism 15 is Since it is determined that there is a possibility that the gear position cannot be quickly switched to the starting gear position (for example, the first speed), the energization stop control is prohibited. In this case, the process of steps 104 and 105 is skipped and the process proceeds to step 106.

  On the other hand, if it is determined in step 103 that the oil temperature is within the predetermined temperature range, it is determined that the responsiveness of the hydraulic pressure can be ensured, and energization stop control is permitted. In this case, first, in step 104, whether or not the rotation of the rotating member of the transmission gear mechanism 15 is stopped, for example, the input shaft rotation speed Nt of the transmission gear mechanism 15 detected by the input shaft rotation speed sensor 28 and the output. The determination is made based on whether or not both of the output shaft rotational speeds No of the transmission gear mechanism 15 detected by the shaft rotational speed sensor 29 have become zero.

  If it is determined in step 104 that the rotation of the rotating member of the transmission gear mechanism 15 has not yet stopped, the process proceeds to step 106, in which it is determined whether an engine restart request has been generated, and the engine restart is performed. If no request has occurred, the process returns to step 103.

  Thereafter, when it is determined in step 104 that the rotation of the rotating member of the transmission gear mechanism 15 has stopped, the process proceeds to step 105, where the hydraulic control valve 35 for the clutch C0 that determines the start gear stage (for example, the first speed). All of the other hydraulic control valves 36 to 38 (the hydraulic control valve 36 for the clutch C2 and the hydraulic control valves 37 and 38 for the brakes B0 and B1) are energized and stopped. The clutch C0 for determining the gear position (for example, the first speed) is maintained in a half-engaged state (a state in which power is transmitted while causing slippage, or a state in which the transmission torque = 0 when the hydraulic oil is completely charged). The half-engagement control is executed by controlling the energization current to the C0 hydraulic control valve 35 to an intermediate value (current value smaller than the maximum value).

  Thereafter, the process proceeds to step 106, where it is determined whether or not an engine restart request has occurred. When an engine restart request has occurred, the process proceeds to step 107, and after the engine 10 is automatically restarted, Proceeding to step 108, when the engine is restarted, the energization stop control is terminated, and the hydraulic control valves 35 to 38 are set so that the shift stage of the transmission gear mechanism 15 is switched to the start shift stage (for example, first speed). Control energization. Here, the state of switching to the starting gear stage (for example, the first speed) includes a state in which the clutch C0 that determines the starting gear stage (for example, the first speed) is maintained in the half-engaged state.

  Thereafter, the routine proceeds to step 109, where it is determined whether or not the engine 10 has completely exploded, for example, by whether or not the engine rotation speed has exceeded a predetermined complete explosion determination value. Sometimes, the process proceeds to step 110 and the electric hydraulic pump 22 is stopped.

  In the first embodiment described above, energization is performed to stop energization of the hydraulic control valves 36 to 38 other than the hydraulic control valve 35 for the clutch C0 that determines the start gear stage (for example, first gear) when the engine is automatically stopped. Since the stop control is executed, it is possible to reduce the power consumption during the automatic engine stop, thereby suppressing the battery power consumption during the automatic engine stop and preventing the battery from running out. In addition, when the engine is automatically stopped, the energization of the hydraulic control valve 35 for the clutch C0 is controlled so as to maintain the clutch C0 for determining the start gear position (for example, the first speed) in the half-engaged state. When the engine is restarted, it is possible to prevent the starting torque of the engine 10 from being transmitted to the wheel side via the transmission gear mechanism 15 and to prevent an unpleasant shock from occurring.

  In the first embodiment, when the engine is restarted, each hydraulic control valve 35 is set so that the energization stop control is terminated and the gear position of the transmission gear mechanism 15 is switched to the start gear position (for example, the first speed). Since energization to .about.38 is controlled, the vehicle can be started immediately after the engine is restarted.

  Further, in the first embodiment, when the oil temperature is outside the predetermined temperature range, the response of the hydraulic pressure is poor. Therefore, when the energization stop control is executed at the time of the engine automatic stop, the gear stage of the transmission gear mechanism 15 is quickly changed when the engine is restarted. Since it is determined that there is a possibility that the gear cannot be switched to the starting gear (for example, first gear), the power supply stop control is prohibited. It is possible to prevent a situation in which it is not possible to switch to the starting gear stage (for example, the first speed).

  In addition, when the energization stop control is executed before the rotation of the rotating member of the transmission gear mechanism 15 is stopped when the engine is automatically stopped, the start gear stage (for example, the first speed) is determined while the rotating member of the transmission gear mechanism 15 is rotating. Although all the friction engagement elements (clutch C2 and brakes B0 and B1) other than the clutch C0 to be engaged may be engaged and the transmission gear mechanism 15 may be locked so that it cannot operate normally. Then, the energization stop control is permitted when the rotation of the rotating member of the transmission gear mechanism 15 is stopped when the engine is automatically stopped. Therefore, during the rotation of the rotating member of the transmission gear mechanism 15, the start gear stage (for example, 1 Speed) can be avoided from engaging all the frictional engagement elements (clutch C2 and brakes B0, B1) other than the clutch C0, and the transmission gear mechanism 15 is normal. It is possible to prevent that in the locked state can not be created.

  In the first embodiment, when the engine is automatically stopped, the energization of the hydraulic control valves 36 to 38 other than the hydraulic control valve 35 for the clutch C0 for determining the first speed is stopped and the clutch C0 for determining the first speed. The current supplied to the hydraulic control valve 35 for the clutch C0 is controlled to an intermediate value so as to maintain the semi-engaged state. However, the present invention is not limited to this. For example, the clutch C2 and the brake for determining the L speed The clutch C2 and the brake C2 and the brake B1 are stopped so that the energization of the hydraulic control valves 35 and 37 other than the hydraulic control valve 36 and 38 for the B1 is stopped and the clutch C2 and the brake B1 for determining the L speed are maintained in a half-engaged state. The energizing current to the hydraulic control valves 36 and 38 for B1 may be controlled to an intermediate value. Alternatively, energization of the hydraulic control valves 35 and 38 other than the hydraulic control valves 36 and 37 for the clutch C2 and the brake B0 for determining the second speed is stopped, and the clutch C2 and the brake B0 for determining the second speed are set to half. The energization current to the hydraulic control valves 36 and 37 for the clutch C2 and the brake B0 may be controlled to an intermediate value so as to maintain the engaged state.

  Next, Embodiment 2 of the present invention will be described with reference to FIG. However, description of substantially the same parts as those in the first embodiment will be omitted or simplified, and different parts from the first embodiment will be mainly described.

  In the second embodiment, the ECU 30 executes an idle stop control routine of FIG. 7 to be described later, whereby a plurality of shift speeds (for example, L speed) that can be used for starting the vehicle at the shift gear mechanism 15 when the engine is automatically stopped. 1st speed and 2nd speed), each hydraulic control valve 35-38 is switched to a shift stage (for example, L speed or 2nd speed) in which the total power consumption of each hydraulic control valve 35-38 is reduced. The energization to is controlled.

  As shown in FIG. 4, when the gear position of the transmission gear mechanism 15 is switched to the first speed, three hydraulic control valves (the hydraulic control valve 36 for the clutch C2 and the hydraulic controls for the brakes B0 and B1) are used. It is necessary to control the valves 37, 38) to the maximum energized state. However, when the gear position of the transmission gear mechanism 15 is switched to the L speed, two hydraulic control valves (hydraulic control valves for the clutch C2) are used. 36 and the hydraulic control valve 38 for the brake B1 only need to be controlled to the maximum energized state, and when the gear position of the transmission gear mechanism 15 is switched to the second speed, two hydraulic control valves ( It is only necessary to control the hydraulic control valve 36 for the clutch C2 and the hydraulic control valve 37) for the brake B0 to the maximum energized state. Accordingly, each hydraulic control valve is more effective when the gear position of the transmission gear mechanism 15 is switched to the L speed or the second speed than when the gear position of the transmission gear mechanism 15 is switched to the first speed. The total power consumption of 35 to 38 is reduced.

  In the idle stop control routine shown in FIG. 7, first, in step 201, it is determined whether or not an engine automatic stop request has been generated. When an engine automatic stop request has been generated, the routine proceeds to step 202 and combustion of the engine 10 ( The engine 10 is automatically stopped by stopping the fuel injection and / or ignition), and the electric hydraulic pump 22 is driven to generate a hydraulic pressure that serves as a control pressure.

  Thereafter, the process proceeds to step 203, and the power consumption of the hydraulic control valves 35 to 38 among a plurality of shift speeds (for example, L speed, 1st speed, and 2nd speed) that can be used for starting the vehicle. The energization to each hydraulic control valve 35 to 38 is controlled so as to be switched to a gear position (for example, L speed or 2nd speed) in which the total of the hydraulic pressure is reduced.

  Specifically, when the gear stage of the transmission gear mechanism 15 is switched to the L speed, both the hydraulic control valve 36 for the clutch C2 and the hydraulic control valve 38 for the brake B1 are controlled to the maximum energized state. At the same time, both the hydraulic control valve 35 for the clutch C0 and the hydraulic control valve 37 for the brake B0 are controlled to be in the energized stop state. Further, in the case where the gear position of the transmission gear mechanism 15 is switched to the second speed, both the hydraulic control valve 36 for the clutch C2 and the hydraulic control valve 37 for the brake B0 are controlled to the maximum energized state, Both the hydraulic control valve 35 for the clutch C0 and the hydraulic control valve 38 for the brake B1 are controlled to be in the energized stop state.

  Thereafter, the process proceeds to step 204, where it is determined whether or not an engine restart request has occurred. When an engine restart request has occurred, the process proceeds to step 205 and the engine 10 is automatically restarted.

  Thereafter, the routine proceeds to step 206, where it is determined whether or not the engine 10 has completely exploded, for example, depending on whether or not the engine rotation speed has exceeded a predetermined complete explosion determination value. Sometimes, the process proceeds to step 207, and the electric hydraulic pump 22 is stopped.

  In the second embodiment described above, each hydraulic control valve among a plurality of shift speeds (for example, L speed, 1st speed, and 2nd speed) that can use the shift speed of the transmission gear mechanism 15 for starting the vehicle when the engine is automatically stopped. Since the power supply to each hydraulic control valve 35 to 38 is controlled so as to switch to a gear position (for example, L speed or 2nd speed) in which the total power consumption of 35 to 38 is reduced, the engine is automatically stopped. Power consumption can be reduced. Moreover, since the engine can be maintained in a state where it can be switched to a gear stage that can be used for starting the vehicle (for example, L-speed or 2-speed) while the engine is automatically stopped, the gear stage cannot be switched due to a malfunction of the hydraulic control valve or the like. Even if it becomes, it can start a vehicle.

  DESCRIPTION OF SYMBOLS 10 ... Engine (internal combustion engine), 11 ... Automatic transmission, 12 ... Torque converter, 15 ... Transmission gear mechanism (transmission mechanism), 16 ... Throttle valve, 17 ... Hydraulic control circuit, 18 ... Hydraulic pump, 20 ... Automatic transmission control Circuit: 22 ... Electric hydraulic pump, 27 ... Engine rotation speed sensor, 28 ... Input shaft rotation speed sensor, 29 ... Output shaft rotation speed sensor, 30 ... ECU (shift control means, idle stop control means), 35-38 ... Hydraulic pressure Control valve, C0 to C2 ... clutch (friction engagement element), B0, B1 ... brake (friction engagement element)

Claims (5)

A plurality of hydraulic control valves that are applied to a vehicle drive system that transmits the power of the internal combustion engine to the wheels via a transmission mechanism, and that control the hydraulic pressure that is applied to the plurality of friction engagement elements provided in the transmission mechanism; By individually controlling energization to the hydraulic control valve and individually controlling the hydraulic pressure applied to each friction engagement element, the engagement and release of each friction engagement element can be selectively switched to change the gear stage of the transmission mechanism. Shift control means for switching between, and an idle stop control means for automatically stopping the internal combustion engine when a request for automatic stop of the internal combustion engine is generated, and restarting the internal combustion engine when a request for restart of the internal combustion engine is generated And an electric hydraulic pump that operates to generate hydraulic pressure during automatic stop of the internal combustion engine by the idle stop control means,
The shift control means includes a hydraulic control valve other than the hydraulic control valve for a friction engagement element that determines a shift stage (hereinafter referred to as “starting shift stage”) that can be used for starting the vehicle when the internal combustion engine is automatically stopped. Energization stop control is performed to stop energization, and energization of the hydraulic control valve for the friction engagement element is performed so as to maintain the friction engagement element for determining the starting shift stage in a half-engaged state. A control device for a vehicle drive system, characterized by controlling.   The shift control means energizes each hydraulic control valve so that when the internal combustion engine is restarted, the energization stop control is ended and the shift stage of the transmission mechanism is switched to the start shift stage. The control device for a vehicle drive system according to claim 1, wherein control is performed.   3. The vehicle drive system control device according to claim 1, wherein the shift control unit prohibits the energization stop control when a temperature of hydraulic oil of the transmission mechanism is outside a predetermined temperature range. 4.   The vehicle according to any one of claims 1 to 3, wherein the shift control means permits the energization stop control when rotation of a rotating member of the transmission mechanism is stopped when the internal combustion engine is automatically stopped. Control device for drive system. A plurality of hydraulic control valves that are applied to a vehicle drive system that transmits the power of the internal combustion engine to the wheels via a transmission mechanism, and that control the hydraulic pressure that is applied to the plurality of friction engagement elements provided in the transmission mechanism; By individually controlling energization to the hydraulic control valve and individually controlling the hydraulic pressure applied to each friction engagement element, the engagement and release of each friction engagement element can be selectively switched to change the gear stage of the transmission mechanism. Shift control means for switching between, and an idle stop control means for automatically stopping the internal combustion engine when a request for automatic stop of the internal combustion engine is generated, and restarting the internal combustion engine when a request for restart of the internal combustion engine is generated And an electric hydraulic pump that operates to generate hydraulic pressure during automatic stop of the internal combustion engine by the idle stop control means,
The shift control means switches the shift stage of the transmission mechanism to a shift stage that reduces the total power consumption of each hydraulic control valve among a plurality of shift stages that can be used for vehicle start when the internal combustion engine is automatically stopped. A control device for a vehicle drive system, wherein energization of each hydraulic control valve is controlled so as to be in a closed state.

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