JP2013024033A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device that includes a hydraulic pump driven by an engine and an electric hydraulic pump driven by an electric motor, and has superior responsiveness when starting a vehicle for idle stopping the engine.SOLUTION: The vehicle control device includes the hydraulic pump driven by the engine and the electric hydraulic pump driven by the electric motor, executes an idle stop (IS) of the engine when a predetermined execution condition is met, and ends the idle stop when a predetermined resume condition is met (S100 to S104). The vehicle control device detects an oil pressure supplied to an automatic transmission during the idle stop, and when the detected oil pressure is not higher than a predetermined value, the idle stop is stopped to start the engine (S106, S110, and S102).

Description

  The present invention relates to a vehicle control device, and more specifically to a vehicle control device in which an engine is idle-stopped when waiting for a signal.

  A vehicle that idles the engine when waiting for a signal or the like often includes an electric hydraulic pump separately from the hydraulic pump driven by the engine, and an example thereof is the technique described in Patent Document 1.

  When the electric hydraulic pump is provided, if the electric hydraulic pump breaks down, it depends on the hydraulic pressure supplied from the hydraulic pump driven by the engine. There is an inconvenience that the shift operation is delayed and the start of the vehicle is delayed.

  Therefore, in the technique described in Patent Document 1, such an inconvenience is solved by adding that the electric hydraulic pump is not out of order to one of the conditions for permitting the idle stop.

Japanese Patent No. 3613989

  The technique described in Patent Document 1 is configured as described above to eliminate the inconvenience at the time of failure of the electric hydraulic pump. However, even when the electric hydraulic pump is not broken, the hydraulic pressure from the electric hydraulic pump to the automatic transmission is reduced. There is a case where the responsiveness at the start of the vehicle is lowered due to the supply oil passage being blocked.

  Accordingly, the object of the present invention is to eliminate the above-mentioned disadvantages, and to provide a hydraulic pump driven by an engine and an electric hydraulic pump driven by an electric motor, and to improve responsiveness at the time of vehicle start in a vehicle in which the engine is idle-stopped. An object of the present invention is to provide a vehicle control device that is improved.

  In order to achieve the above object, according to a first aspect of the present invention, an engine mounted on a vehicle, a hydraulic pump driven by the engine, and a hydraulic pressure supplied from the hydraulic pump are operated to operate the engine. An automatic transmission that shifts output and transmits it to drive wheels, and a vehicle that executes idle stop of the engine when a predetermined permission condition is satisfied and ends the idle stop when a predetermined return condition is satisfied An electric hydraulic pump driven by an electric motor to supply hydraulic pressure to the automatic transmission, a hydraulic pressure detection means for detecting hydraulic pressure supplied to the automatic transmission during the idle stop, and the detection When the hydraulic pressure is less than or equal to a predetermined value, there is provided an idle stop stopping means for stopping the idle stop and starting the engine.

  In the vehicle control device according to claim 2, the idle stop canceling unit is configured to provide a current value of the vehicle when the hydraulic pressure supplied to the automatic transmission during the idle stop becomes a predetermined value or less. During the driving cycle, the idle stop is prohibited even if the predetermined permission condition is satisfied.

  In the vehicle control apparatus according to claim 3, the electric hydraulic pump driven by the electric motor is connected to an oil passage connecting the hydraulic pump driven by the engine and the automatic transmission via a one-way valve. Configured to be connected.

  In the vehicle control apparatus according to claim 1, the automatic transmission is operated by hydraulic pressure supplied from a hydraulic pump driven by an engine mounted on the vehicle to shift the output of the engine and transmit it to the drive wheels. And an electric hydraulic pump that is driven by an electric motor to supply hydraulic pressure to the automatic transmission, detects the hydraulic pressure supplied to the automatic transmission during idle stop, and when the detected hydraulic pressure is less than a predetermined value If the electric hydraulic pump is not broken, but the hydraulic pressure cannot be supplied from the electric hydraulic pump to the automatic transmission, the idle stop is stopped and the engine is started. By starting the vehicle, the responsiveness when starting the vehicle can be improved.

  Further, even when the electric hydraulic pump is out of order, the idle stop is naturally stopped and the vehicle starts to be started, so that the responsiveness at the time of starting the vehicle can be similarly improved.

  In the vehicle control device according to claim 2, when the hydraulic pressure supplied to the automatic transmission becomes equal to or less than a predetermined value during the idle stop, a predetermined permission condition is satisfied during the current driving cycle of the vehicle. Since it is configured to prohibit idle stop even if it is established, in addition to the above-described effect, it is possible to improve responsiveness at the time of vehicle start by prohibiting idle stop again in the current driving cycle. it can.

  In the vehicle control apparatus according to claim 3, the electric hydraulic pump driven by the electric motor is connected to the oil passage connecting the hydraulic pump driven by the engine and the automatic transmission via a one-way valve. If the electric hydraulic pump has failed, or the electric hydraulic pump has not failed, but one valve has closed, or the electromagnetic solenoid valve of the transmission hydraulic pressure supply mechanism is poorly controlled, By stopping idle stop when the hydraulic pressure supplied to the automatic transmission drops below the specified value due to abnormal characteristics of the electric hydraulic pump or deterioration of self-priming, the response at the start of the vehicle can be improved as well. Can be improved.

1 is a schematic diagram showing an overall control apparatus for a vehicle according to an embodiment of the present invention. FIG. 2 is a hydraulic circuit diagram of the transmission hydraulic pressure supply mechanism shown in FIG. 1. It is a flowchart which shows the idle stop permission determination of operation | movement of the apparatus shown in FIG. It is a flowchart which shows idle stop stop (return) determination at the time of idle stop among operation | movement of the apparatus shown in FIG. FIG. 5 is a time chart when the hydraulic pressure is normal (normal) for explaining the processing of the flowcharts of FIGS. 3 and 4. FIG. 5 is a time chart at the time of abnormal hydraulic pressure for explaining the processing of the flowcharts in FIGS. 3 and 4.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a mode for carrying out a vehicle control apparatus according to the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram generally showing a control apparatus for a vehicle according to an embodiment of the present invention, and FIG. 2 is a hydraulic circuit diagram of a transmission hydraulic pressure supply mechanism shown in FIG.

  In FIG. 1, the code | symbol 10 shows an engine (internal combustion engine). The engine 10 is mounted on a vehicle 14 provided with drive wheels 12 (the vehicle 14 is partially indicated by the drive wheels 12 and the like).

  A throttle valve (not shown) arranged in the intake system of the engine 10 is mechanically disconnected from an accelerator pedal arranged on the vehicle driver's seat floor, and is a DBW (Drive By Wire) comprising an actuator such as an electric motor. It is connected to the mechanism 16 and is opened and closed by the DBW mechanism 16.

  The intake air metered by the throttle valve flows through an intake manifold (not shown), mixes with fuel injected from the injector 20 near the intake port of each cylinder to form an air-fuel mixture, and an intake valve (not shown) When the valve is opened, it flows into the combustion chamber (not shown) of the cylinder. In the combustion chamber, the air-fuel mixture is ignited and combusted, and after driving the piston and rotating the crankshaft 22, the air-fuel mixture is exhausted and discharged outside the engine 10.

  The rotation of the crankshaft 22 is input to the automatic transmission 26 via the torque converter 24. The automatic transmission 26 includes a continuously variable transmission (hereinafter referred to as “CVT”) 26.

  That is, the crankshaft 22 is connected to the pump / impeller 24a of the torque converter 24, while the turbine runner 24b disposed opposite thereto and receiving fluid (hydraulic oil) is connected to the main shaft (input shaft) MS.

  The CVT 26 is a main shaft MS, more precisely, a drive pulley 26a disposed on the outer peripheral side shaft, and a counter shaft (output shaft) CS parallel to the main shaft MS, more precisely, a driven disposed on the outer peripheral side shaft. The pulley 26b and an endless flexible member, for example, a metal belt 26c, hung around the pulley 26b.

  The drive pulley 26a is fixed to the stationary pulley half 26a1 which is disposed so as not to be rotatable relative to the outer peripheral shaft of the main shaft MS and is not movable in the axial direction, and to the fixed pulley half 26a1 which is not rotatable relative to the outer peripheral shaft of the main shaft MS. The movable pulley half 26a2 is relatively movable in the axial direction.

  The driven pulley 26b includes a fixed pulley half 26b1 that is not rotatable relative to the outer peripheral shaft of the counter shaft CS and is not movable in the axial direction, and an axial direction relative to the fixed pulley half 26b1 that is not rotatable relative to the counter shaft CS. The movable pulley half 26b2 is relatively movable.

  The CVT 26 is connected to the engine 10 via a forward / reverse switching mechanism 28. The forward / reverse switching mechanism 28 includes a forward clutch 28a that allows the vehicle 14 to travel in the forward direction, a reverse brake clutch 28b that allows the vehicle 14 to travel in the reverse direction, and a planetary gear mechanism 28c disposed therebetween. CVT 26 is connected to engine 10 via forward clutch 28a.

  In the planetary gear mechanism 28c, the sun gear 28c1 is fixed to the main shaft MS, and the ring gear 28c2 is fixed to the fixed pulley half 26a1 of the drive pulley 26a via the forward clutch 28a.

  A pinion 28c3 is disposed between the sun gear 28c1 and the ring gear 28c2. Pinion 28c3 is connected to sun gear 28c1 by carrier 28c4. When the reverse brake clutch 28b is operated, the carrier 28c4 is fixed (locked) thereby.

  The rotation of the countershaft CS is transmitted from the secondary shaft (intermediate shaft) SS to the drive wheels 12 via a gear. That is, the rotation of the countershaft CS is transmitted to the secondary shaft SS via the gears 30a and 30b, and the rotation is transmitted from the differential 32 to the left and right drive wheels (only the right side is shown) 12 via the gear 30c.

  A disc brake (braking device) 34 is disposed in the vicinity of the driving wheel (front wheel) 12 and the driven wheel (rear wheel, not shown). The disc brake 34 includes a caliper 34a and a disc 34b.

  A brake pedal 36 is disposed on the vehicle driver's seat floor. The brake pedal 36 is connected to a disc brake 34 connected via a master back 38 and a master cylinder 40. The master cylinder 40 includes a reservoir 40a that stores brake fluid, and a piston (not shown) that is slidable in an oil chamber filled with the brake fluid stored in the reservoir 40a.

  When the driver depresses the brake pedal 36, the depressing force is increased by the master back 38 and transmitted to the master cylinder 40. The piston of the master cylinder 40 strokes a distance corresponding to the increased stepping force. The fluid pressure (brake fluid pressure) generated by the stroke of the piston is sent to the disc brake 34 of the drive wheel 12 to operate the disc brake 34 and brake (decelerate) the vehicle 14.

  In the forward / reverse switching mechanism 28, the forward clutch 28a and the reverse brake clutch 28b are switched by the driver operating a range selector 44 provided in the vehicle driver's seat to select one of the ranges such as P, R, N, and D. It is done by selecting. The range selection by the driver's operation of the range selector 44 is transmitted to a manual valve of a transmission hydraulic pressure supply mechanism 46 (described later).

  When, for example, the D, S, or L range is selected via the range selector 44, the spool of the manual valve moves accordingly, and hydraulic oil (hydraulic pressure) is discharged from the piston chamber of the reverse brake clutch 28b, while the forward drive Hydraulic pressure is supplied to the piston chamber of the clutch 28a, and the forward clutch 28a is fastened.

  When the forward clutch 28a is engaged, all the gears rotate together with the main shaft MS, and the drive pulley 26a is driven in the same direction (forward direction) as the main shaft MS, so that the vehicle 14 travels in the forward direction.

  When the R range is selected, hydraulic oil is discharged from the piston chamber of the forward clutch 28a, while hydraulic pressure is supplied to the piston chamber of the reverse brake clutch 28b, and the reverse brake clutch 28b is operated. Accordingly, the carrier 28c4 is fixed, the ring gear 28c2 is driven in the opposite direction to the sun gear 28c1, the drive pulley 26a is driven in the opposite direction (reverse direction) to the main shaft MS, and the vehicle 14 travels in the reverse direction.

  When the P or N range is selected, the hydraulic oil is discharged from both piston chambers, both the forward clutch 28a and the reverse brake clutch 28b are released, the power transmission via the forward / reverse switching device 28 is cut off, and the engine The power transmission between the motor 10 and the drive pulley 26a of the CVT 26 is cut off.

  FIG. 2 is a hydraulic circuit diagram of the transmission hydraulic pressure supply mechanism 46.

  As illustrated, the transmission hydraulic pressure supply mechanism 46 is provided with a hydraulic pump 46a. The hydraulic pump 46a is a gear pump, is driven by the engine (E) 10, pumps up the hydraulic oil stored in the reservoir 46b, and pumps it to the PH control valve (PH REG VLV) 46c.

  On the other hand, the output (PH pressure (line pressure)) of the PH control valve 46c is supplied from the oil passage 46d via the first and second regulator valves (DR REG VLV, DN REG VLV) 46e, 46f. Are connected to the piston chamber (DR) 26a21 of the movable pulley half 26a2 and the piston chamber (DN) 26b21 of the movable pulley half 26b2 of the driven pulley 26b, and on the other hand, the CR valve (CR VLV) via the oil passage 46g. 46h.

  The CR valve 46h reduces the PH pressure to generate a CR pressure (control pressure), and the first, second and third (electromagnetic) linear solenoid valves 46j, 46k, 46l (LS-DR, LS) from the oil passage 46i. -DN, LS-CPC).

  The first and second linear solenoid valves 46j and 46k act on the first and second regulator valves 46e and 46f with the output pressure determined according to the excitation of the solenoids, and thus the PH pressure sent from the oil passage 46d. Is supplied to the piston chambers 26a21 and 26b21 of the movable pulley halves 26a2 and 26b2, and a pulley side pressure is generated accordingly.

  Accordingly, a pulley side pressure that moves the movable pulley halves 26a2 and 26b2 in the axial direction is generated, the pulley widths of the drive pulley 26a and the driven pulley 26b change, and the winding radius of the belt 26c changes. Thus, by adjusting the pulley side pressure, the ratio (transmission ratio) for transmitting the output of the engine 10 to the drive wheels 12 can be changed steplessly.

  The output (CR pressure) of the CR valve 46h is also connected to a CR shift valve (CR SFT VLV) 46n through an oil passage 46m, and then travels forward and backward through the manual valve (MAN VLV, indicated by reference numeral 46o). The switching device 28 is connected to the piston chamber (FWD) 28a1 of the forward clutch 28a and the piston chamber (RVS) 28b1 of the reverse brake clutch 28b.

  As described above, the manual valve 46o outputs the output of the CR shift valve 46n according to the position of the range selector 44 operated (selected) by the driver to one of the piston chambers 28a1, 28b1 of the forward clutch 28a and the reverse brake clutch 28b. Connect to.

  The output of the PH control valve 46c is sent to the TC regulator valve (TC REG VLV) 46q via the oil passage 46p, and the output of the TC regulator valve 46q is LC shifted via the LC control valve (LC CTL VLV) 46r. Connected to valve (LC SFT VLV) 46s.

  The output of the LC shift valve 46s is connected on the one hand to the piston chamber 24c1 of the lock-up clutch 24c of the torque converter 24, and on the other hand to the backside chamber 24c2.

  When hydraulic oil is supplied to the piston chamber 24c1 via the LC shift valve 46s, the lock-up clutch 24c is engaged (turned on) when supplied from the back chamber 24c2, and is supplied to the back chamber 24c2. On the other hand, when discharged from the piston chamber 24c1, it is released (off). The slip amount of the lockup clutch 24c is determined by the amount of hydraulic oil supplied to the piston chamber 24c1 and the rear chamber 24c2.

  The output of the CR valve 46h is connected to an LC control valve 46r and an LC shift valve 46s through an oil passage 46t, and a fourth linear solenoid valve (LS-LC) 46u is inserted in the oil passage 46t. The slip amount of the lock-up clutch 24c is adjusted (controlled) by exciting / de-energizing the solenoid of the fourth linear solenoid valve 46u.

  Further, an EOP (Electric Oil Pump) 46w connected to the electric motor 46v is connected via a check valve 46x at a position corresponding to the downstream of the hydraulic pump 46a and upstream of the PH control valve 46c.

  Similarly to the hydraulic pump 46a, the EOP 46w is also composed of a gear pump, is driven by an electric motor 46v, pumps up the hydraulic oil stored in the reservoir 46b, and pumps it to the PH control valve (PH REG VLV) 46c.

  In this specification, the automatic transmission includes a torque converter 24, a CVT 26, and a forward / reverse switching mechanism 28 (more specifically, its forward clutch 28a (or reverse brake clutch 28b)).

  Returning to the description of FIG. 1, a crank angle sensor 50 is provided at an appropriate position such as near the cam shaft (not shown) of the engine 10 and outputs a signal indicating the engine speed NE for each predetermined crank angle position of the piston. To do. In the intake system, an absolute pressure sensor 52 is provided at an appropriate position downstream of the throttle valve, and outputs a signal proportional to the intake pipe absolute pressure (engine load) PBA.

  The actuator of the DBW mechanism 16 is provided with a throttle opening sensor 54, and outputs a signal proportional to the throttle valve opening TH through the rotation amount of the actuator.

  An accelerator opening sensor 56a is provided in the vicinity of the accelerator pedal (indicated by reference numeral 56) to output a signal proportional to the accelerator opening AP corresponding to the driver's accelerator pedal operation amount, and to the brake pedal 36. Is provided with a brake switch 36a that outputs an ON signal in response to the driver's operation of the brake pedal 36.

  Further, a water temperature sensor 60 is provided in the vicinity of a cooling water passage (not shown) of the engine 10 to generate an output corresponding to the engine cooling water temperature TW, in other words, the temperature of the engine 10.

  The output of the crank angle sensor 50 and the like described above is sent to the engine controller 66. The engine controller 66 includes a microcomputer, determines the target throttle opening based on the sensor outputs, controls the operation of the DBW mechanism 16, and determines the fuel injection amount to drive the injector 20.

  The main shaft MS is provided with an NT sensor (rotational speed sensor) 70, and the rotational speed of the turbine runner 24b, specifically, the rotational speed NT of the main shaft MS, specifically, the transmission input shaft rotational speed, more specifically. Specifically, a pulse signal indicating the input shaft speed of the forward clutch 28a is output.

  An NDR sensor (rotational speed sensor) 72 is provided at an appropriate position in the vicinity of the drive pulley 26a of the CVT 26 to output a pulse signal corresponding to the rotational speed NDR of the drive pulley 26a, in other words, the output shaft rotational speed of the forward clutch 28a. To do.

  An NDN sensor (rotational speed sensor) 74 is provided at an appropriate position near the driven pulley 26b, and a pulse signal indicating the rotational speed NDN of the driven pulley 26b, that is, the rotational speed of the counter shaft CS (transmission output shaft rotational speed). And a V sensor (rotational speed sensor) 76 is provided near the gear 30b of the secondary shaft SS to output a pulse signal indicating the vehicle speed V through the rotation of the secondary shaft SS.

  A range selector switch 44a is provided in the vicinity of the above-described range selector 44, and outputs a signal corresponding to a range such as R, N, or D selected by the driver.

  As shown in FIG. 2, in the transmission hydraulic pressure supply mechanism 46, a first hydraulic pressure sensor 82a is disposed in the oil passage leading to the driven pulley 26b of the CVT 26 and is supplied to the piston chamber 26b21 of the movable pulley half 26b2 of the driven pulley 26b. A signal corresponding to the hydraulic pressure is output.

  A second hydraulic sensor 82b is disposed in the oil passage between the piston chamber 28a1 of the forward clutch 28a and the manual valve 46o, and outputs a signal corresponding to the hydraulic pressure supplied to the piston chamber 28a1 of the forward clutch 28a. A third hydraulic pressure sensor 82c is disposed in the oil passage leading to the lockup clutch 24c of the torque converter 24, and outputs a signal corresponding to the hydraulic pressure supplied to the piston chamber 28c1 of the lockup clutch 24c.

  The first, second, and third hydraulic sensors 82a, 82b, and 82c are collectively referred to as a hydraulic sensor 82. Further, an oil temperature sensor 84 is disposed in the reservoir 46b and outputs a signal corresponding to the oil temperature (temperature TATF of the hydraulic oil ATF).

  The output of the NT sensor 70 and the like described above is sent to the shift controller 90 including the outputs of other sensors (not shown). The shift controller 90 also includes a microcomputer and is configured to be able to communicate with the engine controller 66.

  Based on these detected values, the shift controller 90 excites / de-energizes electromagnetic solenoids such as the linear solenoid valve 42b of the brake hydraulic pressure supply mechanism 42 and the first and fourth on / off solenoids 46u of the transmission hydraulic pressure supply mechanism 46. Thus, the operations of the forward / reverse switching device 28, the CVT 26 and the torque converter 24 are controlled.

  Further, the shift controller 90 determines an energization amount of the electric motor 46v of the transmission hydraulic pressure supply mechanism 46 based on the detected values, and energizes the electric motor 46v via a drive circuit (not shown) to drive the EOP 46w. .

  Further, the engine controller 66 performs idle stop control of the vehicle 14 in addition to fuel injection control and the like.

  FIG. 3 is a flow chart showing the operation of the apparatus according to this embodiment, specifically the idle stop (IS) control of the engine controller 66, more specifically, the idle stop permission determination. The illustrated program is executed every predetermined time, for example, every 10 msec.

  In the following description, in S10, BRK is turned on, that is, whether or not the brake pedal 36 is operated (depressed) by the driver is determined from the output of the brake switch 36a. Idle stop) is not permitted, that is, IS is prohibited.

  On the other hand, when the result in S10 is affirmative, the program proceeds to S14, in which AP OFF is determined, that is, whether the accelerator pedal 56 is not operated (not depressed) or not is judged from the output of the accelerator opening sensor 56a and denied. If so, go to S12.

  On the other hand, when the result in S14 is affirmative, the process proceeds to S16, where it is determined from the output of the V sensor 76 whether the vehicle speed V is zero, and when the result is negative, the process proceeds to S12.

  On the other hand, when the result in S16 is affirmative, the process proceeds to S18, where it is determined from the information obtained by communicating with the shift controller 90 whether the ratio (gear ratio) of the CVT 26 is low, and when the result is negative, the process proceeds to S12.

  Steps S10 to S18 correspond to predetermined permission conditions for IS (idle stop). When the determination is positive in S10 to S18 and all the predetermined permission conditions for IS are satisfied, the process proceeds to S20, and the bit of flag F (described later) is set. It is determined whether it is set to 1.

  When the result in S20 is affirmative, the process proceeds to S12. When the result is negative, the process proceeds to S22, and IS (idle stop) is permitted (idle stop is started).

  FIG. 4 is a flowchart showing the operation of the apparatus according to this embodiment, specifically, idling stop cancellation (return) determination at the idling stop of the engine controller 66. The illustrated program is also executed every predetermined time, for example, every 10 msec.

  Explained below, in S100, it is determined from BRK OFF, that is, whether the brake pedal 36 is not operated (not stepped on) by the driver, based on the output of the brake switch 36a. The engine 10 is started after returning from IS (idle stop) (terminating IS).

  On the other hand, when the result in S100 is negative, the program proceeds to S104, in which it is determined that AP is ON, that is, whether the accelerator pedal 56 is operated (depressed) or not from the output of the accelerator opening sensor 56a. Proceed to S102. S100 or S104 corresponds to a predetermined return condition of IS (idle stop), and when any of these conditions is satisfied, the process proceeds to S102 and returns from IS (ends IS).

  On the other hand, when the result in S104 is negative, the program proceeds to S106, in which it is determined whether the hydraulic pressure is equal to or less than a predetermined value.

  That is, the hydraulic pressure supplied to the automatic transmission, specifically, the CVT 26, the forward clutch 28a (reverse brake clutch 28b), and the torque converter 24 during idle stop is determined by the hydraulic sensor 82 (more specifically, the first and second hydraulic pressure sensors). , From the outputs of the third hydraulic sensors 82a, 82b, 82c), it is determined whether or not they are equal to or less than a predetermined value, more precisely whether or not they are equal to or less than a predetermined value for a predetermined time. The predetermined value means a minute value near zero.

  When the result in S106 is negative, the process proceeds to S108, and the IS continues, that is, the idle stop is continued. When the result is negative, the process proceeds to S110, and the bit of the flag F is set to 1 and the process proceeds to S102. That is, when the result in S106 is negative, the idle stop is stopped even when the default return condition for the idle stop is not satisfied.

  Note that once the bit F is set to 1, the flag F described above continues to be set to 1 during the current (in other words, the same) driving cycle of the vehicle 14. That is, when the hydraulic pressure supplied to the automatic transmission during the idle stop becomes a predetermined value or less, the idle stop is prohibited during the current driving cycle of the vehicle 14 even if a predetermined permission condition is satisfied.

  Here, the “driving cycle” is turned off after the ignition switch of the engine 10 of the vehicle 14 is turned on by the driver, more specifically, the driver gets on the vehicle 14 and turns on the ignition switch to turn on the engine 10. Is the time from when the engine arrives at the destination and the ignition switch is turned off and the engine 10 is stopped.

  FIG. 5 is a time chart when the hydraulic pressure is normal (normal), explaining the processing of the flow charts of FIGS. 3 and 4. FIG. 6 is a time chart when the hydraulic pressure is abnormal, explaining the same processing.

  In the case of normal (normal) hydraulic pressure shown in FIG. 5, if idle stop is permitted (started) at time t1, the hydraulic pressure (discharge pressure) of the hydraulic pump (shown as “mechanical pump”) 46a rapidly decreases, but EOP 46w Since the drive starts, the FWD clutch pressure (the hydraulic pressure supplied to the piston chamber 28a1 of the forward clutch 28a) and the pulley side pressure (for example, the hydraulic pressure supplied to the driven-side piston chamber 26b21) are also held at necessary values.

  The driving of the EOP 46w is continued until the hydraulic pump 46a is driven with the restart of the engine 10 and can discharge the hydraulic pressure. Therefore, even if the idle stop is returned (stopped) at time t2, the required hydraulic pressure is supplied to the CVT 26 and the like, so that there is no delay in the start of the vehicle 14.

  On the other hand, the time chart of FIG. 6 shows that the EOP 46w is normal in the hydraulic pressure supply mechanism 46 shown in FIG. 2, for example. However, the check valve 46x has a closed failure or the EOP 46w has a failure. Indicates the case.

  In the case of the example shown in FIG. 6, if the idle stop is permitted (started) at time t1, the FWD clutch pressure and the pulley side pressure also drop suddenly with the stop of the hydraulic pump 46a, for a predetermined time (for example, 1 sec), a predetermined value ( For example, 100 kPa) or less.

  Therefore, in this embodiment, when the hydraulic pressure supplied to the forward clutch 28a and the CVT 26 during idle stop is detected and compared with a predetermined value, and when the detected hydraulic pressure is determined to be less than the predetermined value, As shown in FIG. 6, the idle stop is stopped at time t2 even when the brake is turned on, that is, when the predetermined return condition is not satisfied.

  As a result, when the engine 10 is started again, the hydraulic pressure supplied to the forward clutch 28a, the CVT 26, and the like can be increased as shown in the figure, and the responsiveness at the start of the vehicle 14 can be improved. .

  As described above, in this embodiment, the engine 10 mounted on the vehicle 14, the hydraulic pump 46a driven by the engine 10, and the hydraulic pressure supplied from the hydraulic pump 46a operate to operate the engine. Automatic transmission (CVT 26, forward clutch 28a of forward / reverse switching mechanism 28, reverse brake clutch 28b, torque converter 24) for shifting the output and transmitting it to drive wheel 12 and engine 10 when a predetermined permission condition is satisfied The idle stop (IS) is executed (S10, S14 to S18, S22), and the idle stop is ended when a predetermined return condition is satisfied (S100 to S104). The electric hydraulic pressure driven by the electric motor 46v to supply hydraulic pressure to the automatic transmission Oil pressure detecting means (hydraulic sensor 82 (first, second, third hydraulic sensors 82a, 82b, 82c) for detecting the hydraulic pressure supplied to the automatic transmission between the engine (EOP) 46w and the idle stop , S106) and idle stop stopping means (S106, S110, S102) for stopping the idle stop and starting the engine 10 when the detected hydraulic pressure is equal to or lower than a predetermined value. If the pump (EOP) 46w is not out of order but the hydraulic pressure cannot be supplied from the electric hydraulic pump (EOP) 46w to the automatic transmission, the engine is stopped by idling stop even if the predetermined return condition is not satisfied. By starting 10 and starting the vehicle 14, the responsiveness at the time of starting the vehicle can be improved. Even if the default return condition is not met

  Further, when the electric hydraulic pump (EOP) 46w is out of order, the idle stop is naturally stopped and the vehicle starts to be started, so that the responsiveness at the time of starting the vehicle can be similarly improved.

  Further, when the hydraulic pressure supplied to the automatic transmission becomes equal to or less than a predetermined value during the idle stop, the idle stop canceling means sets the bit of the flag F to 1 in S110, so that the vehicle 14 In the present driving cycle (in other words, the same), the idle stop is prohibited even if the predetermined permission condition is satisfied. By prohibiting this, it is possible to improve the responsiveness when the vehicle starts.

  The electric hydraulic pump (EOP) 46w driven by the electric motor 46v includes a hydraulic pump 46a driven by the engine 10 in the transmission hydraulic pressure supply mechanism 46 and the automatic transmission (driven pulley 26b of the CVT 26, forward / reverse travel). Since the forward clutch 28a (or the reverse brake clutch 28b) of the switching mechanism 28 or the oil passage to which the torque converter 24 is connected is connected via a one-way valve (check valve) 46x, an electric hydraulic pump (EOP) 46w Is malfunctioning, or the electric hydraulic pump (EOP) 46w is not malfunctioning, but if one of the valves is closed, or the transmission hydraulic pressure supply mechanism 46 has first, second and third (electromagnetic) ) Control failure of linear solenoid valves 46j, 46k, 46l, etc., EOP46w characteristic abnormality and self-priming Hydraulic pressure supplied like due deteriorated automatic transmission that cancel idle stop when it is below a predetermined value, it is possible to similarly improve the response at the time the vehicle starts.

  In the above description, the CVT is illustrated as the automatic transmission. However, the CVT is not limited thereto, and may be a stepped transmission. Furthermore, the endless flexible member of the CVT is not limited to the belt, but may be a chain.

  DESCRIPTION OF SYMBOLS 10 Engine (internal combustion engine), 12 Drive wheel, 14 Vehicle, 16 DBW mechanism, 24 Torque converter, 26 Automatic transmission (CVT), 28 Forward / reverse switching device, 34 Disc brake (braking device), 36 Brake pedal, 38 Master Back, 40 Master cylinder, 46 Transmission hydraulic supply mechanism, 46a Hydraulic pump, 46w EOP (Electric hydraulic pump), 66 Engine controller, 76 V sensor, 82 Hydraulic sensor, 82a, 82b, 82c First, second, third Oil pressure sensor, 90 shift controller

Claims (3)

  An engine mounted on a vehicle, a hydraulic pump driven by the engine, an automatic transmission that operates with a hydraulic pressure supplied from the hydraulic pump and shifts an output of the engine and transmits the output to driving wheels; In a vehicle control device that executes idle stop of the engine when a permission condition is satisfied and ends the idle stop when a predetermined return condition is satisfied, the automatic transmission is hydraulically driven by an electric motor. An electric hydraulic pump for supplying hydraulic pressure, a hydraulic pressure detecting means for detecting a hydraulic pressure supplied to the automatic transmission during the idle stop, and when the detected hydraulic pressure is a predetermined value or less, the idle stop is stopped. A vehicle control device comprising an idle stop stopping means for starting the engine.   The idle stop canceling means satisfies the predetermined permission condition during the current driving cycle of the vehicle when the hydraulic pressure supplied to the automatic transmission becomes lower than a predetermined value during the idle stop. The vehicle control device according to claim 1, wherein the idle stop is also prohibited.   3. The electric hydraulic pump driven by the electric motor is connected to an oil passage connecting the hydraulic pump driven by the engine and the automatic transmission via a one-way valve. Vehicle control device.

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