JP2016098972A - Control device for vehicle with multistage automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress increase in the size of an electric oil pump and suppress electric power consumption while enabling supply of hydraulic pressure to a friction fastening element of a transmission while idle stop control during deceleration is performed in a vehicle that performs the idle stop control during deceleration.SOLUTION: A vehicle includes: an engine; an electric oil pump; a mechanical oil pump driven by the revolution of the engine; and a step automatic transmission having a first gear shift stage that can be formed by the operation of the electric oil pump and a second gear shift stage that cannot be formed by the operation of the electric pump but can be formed by the operation of the mechanical oil pump. During the deceleration of the vehicle, when combustion of the engine is stopped, the engine is in a predetermined revolution decline state and the driving state of the vehicle is in a state corresponding to the second gear shift stage, the electric oil pump is driven and gear shift from the second gear shift stage to the first gear shift stage is performed.SELECTED DRAWING: Figure 6

Description

  The present invention relates to control of a vehicle with a multi-stage automatic transmission that includes a mechanical oil pump driven by engine rotation and an electric oil pump that can be driven regardless of engine rotation.

  Generally, a vehicle equipped with an engine and a multi-stage automatic transmission is provided with a mechanical oil pump that is driven by the rotation of the engine, and the frictional engagement element of the automatic transmission is selected by the hydraulic pressure supplied from the mechanical oil pump. By being fastened, a gear position corresponding to the driving state of the vehicle is formed.

  By the way, in recent engine control, when the accelerator pedal is released, fuel cut is performed to stop fuel supply to the combustion chamber, thereby improving fuel efficiency. When the vehicle is decelerated to an extremely low vehicle speed while the fuel cut is being performed, the fuel supply necessary for idling is resumed so that engine stall is avoided. Thus, while the vehicle is running, the engine continues to rotate at a rotational speed equal to or higher than the idle rotation while repeating the stop and restart of combustion as appropriate, so that the mechanical oil pump operates appropriately, Hydraulic control of the automatic transmission is properly performed.

  Further, in order to improve fuel consumption performance, idle stop control that automatically stops the engine while the vehicle is stopped may be performed. A vehicle equipped with an idle stop control system is usually equipped with an electric oil pump for quickly fastening a starting frictional engagement element at the next start. In this case, the hydraulic pressure can be supplied to the starting frictional engagement element by the electric oil pump instead of the mechanical oil pump stopped together with the engine, thereby obtaining a good start response.

  Further, in recent years, so-called idle stop control during deceleration, which starts idle stop control during deceleration traveling before stopping, has been studied or put into practical use in order to further improve fuel efficiency. Idle stop control during deceleration starts when the brake pedal is depressed to a predetermined vehicle speed and a predetermined condition is satisfied, and during idle stop control during deceleration, unless the engine restart condition is satisfied, The engine combustion stop state is maintained.

  When the idle stop control at the time of deceleration is performed, the combustion of the engine is stopped, but one of the gears is formed, and the lockup clutch of the torque converter is operated (engaged or slip control) In a state where the engine is connected to the drive wheel side, the engine continues to rotate, so that the operation state of the mechanical oil pump is continued, and the hydraulic control of the transmission is normally performed.

  However, when the idle stop control at the time of deceleration is being executed, for example, when the connection between the engine and the driving wheel is disconnected due to the release of the lockup clutch, or when the vehicle is decelerated to an extremely low vehicle speed, the engine speed is reduced. Due to the significantly reduced rotation state, the hydraulic oil cannot be supplied to the frictional engagement element of the transmission by the mechanical oil pump. Further, in this state, if the electric oil pump is driven, it is possible to supply hydraulic pressure to the starting frictional engagement element to form the first speed. Since hydraulic pressure cannot be supplied, it is impossible to form a gear stage of 2nd speed or higher.

  Therefore, during idle stop control during deceleration, if the mechanical oil pump cannot operate due to the engine being in a reduced rotation state, the engine restarts when the driver depresses the accelerator pedal and requests re-acceleration. In addition, since the rise of the discharge pressure of the mechanical oil pump is further delayed, it takes time until the transmission is ready to transmit the driving force due to the delay of the engagement of the frictional engagement element, resulting in poor acceleration response. There is. Further, since the accelerator pedal is depressed in the neutral state after the engine is restarted and until the transmission becomes in a state where the driving force can be transmitted, the engine may blow.

  In relation to such a problem, Patent Document 1 discloses a vehicle including an engine, a continuously variable automatic transmission, and a motor (motor generator) that is drivingly connected to a crankshaft of the engine via a winding transmission mechanism. Discloses a technique for maintaining the rotation of the crankshaft of the engine by driving the motor in coasting control in which the engine combustion is stopped in the N range state and the vehicle travels at a constant vehicle speed or moderately decelerates. Yes. According to this technology, even when the combustion of the engine is stopped, the mechanical oil pump can be operated in the same manner as during combustion, so that the transmission gear ratio can be controlled during the coasting control. Thus, good acceleration response can be obtained when re-acceleration is required.

JP 2014-097707 A

  However, in the control technique of Patent Document 1, the engine drive speed by the motor during the coasting control is kept constant at the same speed as the engine speed before the start of the coasting control. If the operation is continued, the motor consumes power wastefully.

  Further, in order to cope with the above-mentioned problem that hydraulic pressure cannot be supplied to the frictional engagement element of the transmission by the mechanical oil pump during the idle stop control at the time of deceleration, not only the start gear stage but also the second speed or more is controlled by the electric oil pump. It is conceivable to configure the hydraulic circuit so that the hydraulic pressure can also be supplied to the frictional engagement elements for forming the first gear. In this case, during the idle stop control during deceleration, the electric oil pump is driven instead of the mechanical oil pump that has become inoperable due to the engine being in the reduced rotation state, thereby corresponding to the driving state of the vehicle. A shift stage can be formed.

  However, in this case, an increase in the hydraulic oil supply destination of the electric oil pump complicates the hydraulic circuit, and the capacity of the electric oil pump increases with the extension of the oil passage. This increases the size of the pump and further increases the power consumption.

  Therefore, the present invention suppresses an increase in the size of the electric oil pump in a vehicle that performs idle stop control during deceleration, and enables hydraulic supply to the frictional engagement element of the transmission during idle stop control during deceleration. An object is to reduce power consumption.

  In order to solve the above-described problems, a control device for a vehicle with a multi-stage automatic transmission according to the present invention is configured as follows.

First, a control device for a vehicle with a multistage automatic transmission according to the invention described in claim 1 of the present application is:
Engine,
An electric oil pump,
A mechanical oil pump driven by rotation of the engine;
A first gear that can be formed by the operation of the electric oil pump; and a second gear that cannot be formed by the operation of the electric oil pump and can be formed by the operation of the mechanical oil pump. Stepped automatic transmission,
When the vehicle is decelerating, when the combustion of the engine is stopped, the engine is in a predetermined reduced rotation state, and the driving state of the vehicle is a state corresponding to the second gear, the electric oil pump And a control means for performing a shift from the second shift speed to the first shift speed.

  As used herein, “predetermined rotation reduction state” means that, for example, a connecting / disconnecting means such as a lock-up clutch of a torque converter that connects the engine to the drive wheel side is released during deceleration of the vehicle where combustion of the engine has stopped. Or, when the vehicle is decelerated to an extremely low vehicle speed, the engine rotational speed is reduced to such an extent that the hydraulic oil cannot be supplied to the frictional engagement element by the mechanical oil pump as it is, or the engine can stop rotating. means.

  Further, the “first shift speed” may be a start shift speed or a forward shift speed of 2nd speed or higher. Furthermore, the “first shift speed” is not limited to one shift speed, and may be a plurality of specific shift speeds. On the other hand, the “second shift speed” is the remaining shift speed excluding the first shift speed among the plurality of forward shift speeds.

  Furthermore, in the “shift” from the second shift stage to the first shift stage, the friction engagement element for the first shift stage performs an operation for forming the first shift stage. Either preparation or slip control may be used.

  In the present specification, “preparation for fastening” of the frictional engagement element means that the clutch clearance is reduced by precharging the fastening hydraulic chamber, or the fastening hydraulic chamber and the clearance adjusting hydraulic chamber are provided. This means that the hydraulic pressure is supplied in advance only to the clearance adjusting hydraulic chamber in the tandem piston type frictional engagement element.

The invention according to claim 2 is the invention according to claim 1,
A motor capable of rotating the engine;
When the vehicle is decelerating, the control means stops the combustion of the engine, the engine is in a predetermined rotation reduction state, and the driving state of the vehicle is a state corresponding to the second shift stage, The motor is driven so as not to stop the rotation of the engine while driving the electric oil pump and shifting to the first shift stage.

Further, the invention according to claim 3 is the invention according to claim 1 or 2,
A lock-up clutch operable to connect the engine and the automatic transmission;
The control means stops the combustion of the engine when the lockup clutch is released while the combustion of the engine is stopped during deceleration of the vehicle in the driving state corresponding to the second gear. While continuing, driving of the electric oil pump and shifting to the first shift stage are performed.

  First, according to the control device for a vehicle with a multi-stage automatic transmission according to the first aspect of the invention, the combustion of the engine is stopped during the deceleration of the vehicle in the operating state corresponding to the second shift stage, and the mechanical oil When the engine speed is reduced to such an extent that hydraulic pressure cannot be supplied to the frictional engagement element of the transmission by the pump, or when a predetermined rotational speed reduction state is reached at which the engine rotation can be stopped, the second speed to the first speed When the electric oil pump is driven, the hydraulic pressure is supplied so that the frictional engagement element for the first shift stage is activated. Therefore, the frictional engagement element can be pre-engaged, or can be prepared for pre-engagement by precharging so that it can be immediately engaged, and the driver can cancel the deceleration request or request re-acceleration. When this is done, the first gear can be formed quickly. Therefore, it is possible to ensure good responsiveness at the time of reacceleration, and to suppress the engine from being blown by suppressing the accelerator pedal from being depressed in the neutral state.

  Further, at this time, in the present invention, since it is not necessary to forcibly form the second shift stage corresponding to the driving state of the vehicle, for example, the motor is used to maintain the discharge pressure of the mechanical oil pump as in the prior art. Therefore, it is not necessary to rotate the engine at high speed or to change the configuration of the hydraulic circuit so that the hydraulic pressure can be supplied to the frictional engagement element for the second gear by the electric oil pump.

  Therefore, the hydraulic circuit increases the power consumption as in the case of rotating the engine at a high speed to such an extent that the mechanical oil pump can be operated by the motor, and the second shift stage can also be formed by the electric oil pump. Thus, it is possible to avoid complicating the hydraulic circuit and increasing the size of the electric oil pump as in the case of the configuration. That is, according to the present invention, using a small electric oil pump, it is possible to ensure responsiveness at the time of reacceleration and to effectively suppress power consumption.

  Furthermore, according to the present invention, the combustion stop of the engine can be continued until the vehicle stops and after the vehicle stops, and the idle stop control during stop can be performed following the idle stop control during deceleration. Therefore, the fuel consumption performance can be effectively improved by continuing the combustion stop of the engine until the stop-time idle stop control is completed. In addition, when the first shift stage is the start shift stage, the start shift stage can be formed by driving the electric oil pump during the idling stop control at the time of stop, so that a good response at the start is ensured. It becomes possible.

  Further, according to the invention described in claim 2, the first shift stage is formed by driving the electric oil pump as described above, thereby ensuring responsiveness when re-acceleration is required, By stopping the rotation of the engine by driving the motor, it is possible to improve the rising response of the engine rotation when the combustion of the engine is resumed in response to the reacceleration request. Further, at this time, it is only necessary to drive the motor at a minimum number of revolutions such that the engine rotation does not stop, so that an increase in power consumption can be suppressed.

  Further, according to the third aspect of the present invention, when the lockup clutch is released while the combustion of the engine is stopped during the deceleration of the vehicle, the combustion of the engine is not resumed as in the conventional case. Since the combustion stop is continued, the fuel efficiency is effectively improved. In addition, when the combustion of the engine is continued after the lockup clutch is released, the first gear is formed by driving the electric oil pump, so that a good response when re-acceleration is requested Can be secured.

It is a schematic block diagram which shows the control apparatus of the vehicle with a multistage automatic transmission which concerns on embodiment of this invention. It is a skeleton diagram of an automatic transmission. It is a fastening table | surface which shows the relationship between the fastening combination of the friction fastening element of the automatic transmission, and a gear stage. It is sectional drawing which shows each state of LR brake. It is a flowchart which shows an example of control operation of idle stop control. It is a time chart which shows an example of each operation in the case of continuing until idling stop control at the time of deceleration stops. It is a time chart which shows an example of each operation in case a brake pedal is released during idle stop control at the time of deceleration, and vehicles perform low speed run by a creep phenomenon. It is a time chart which shows an example of each operation | movement in case an accelerator pedal is depressed during idle stop control at the time of deceleration and a vehicle re-accelerates.

  Embodiments of the present invention will be described below.

[overall structure]
As shown in FIG. 1, a vehicle with a multistage automatic transmission provided with a control device according to this embodiment is connected to an engine 1 as a drive source and a crankshaft 2 of the engine 1 via a winding transmission mechanism 92. And a motor generator 90 having an output shaft 91.

  One end of the crankshaft 2 of the engine 1 is connected to the automatic transmission 4 via the torque converter 3, and the output of the engine 1 is shifted by the automatic transmission 4 and transmitted to the drive wheel side.

  The winding transmission mechanism 92 includes a pulley 94 provided at the other end of the crankshaft 2 of the engine 1, a pulley 96 provided at the tip of the output shaft 91 of the motor generator 90, and the pulleys 94, 96. And a belt 98 wound around the belt. By connecting the crankshaft 2 and the output shaft 91 via the winding transmission mechanism 92, the crankshaft 2 and the output shaft 91 always rotate together.

  The belt 98 of the winding transmission mechanism 92 is not limited to the two pulleys 94 and 96 described above, but includes, for example, an air conditioning compressor, a water pump for cooling an engine, a vacuum pump for assisting a brake, the engine 1 and a motor generator. A pulley (not shown) provided on a rotating shaft of an auxiliary machine other than 90 or an idle pulley (not shown) for adjusting the tension of the belt 98 may be wound.

  When the motor generator 90 is driven as an electric motor, the power of the motor generator 90 is transmitted to the crankshaft 2 of the engine 1 via the winding transmission mechanism 92. Therefore, when the crankshaft 2 of the stopped engine 1 is driven to rotate by the motor generator 90, or the power of the motor generator 90 is applied to the crankshaft 2 of the engine 1 being driven, it is output from the engine 1 to the drive wheel side. Torque assist for increasing the torque to be generated can be performed.

  The motor generator 90 is driven, for example, when the engine 1 is restarted during idling stop control when the vehicle is stopped, and when torque assist is performed when starting or accelerating the vehicle. Thus, the motor generator 90 is driven as necessary even during the idle stop control during deceleration.

  On the other hand, when driving of motor generator 90 is stopped while engine 1 is being driven, motor generator 90 operates as a generator by rotating the rotor of motor generator 90 by the power of engine 1. In particular, when the vehicle is decelerated, energy regeneration is performed by converting the kinetic energy transmitted from the drive wheel side to the motor generator 90 via the crankshaft 2 into electric energy by the power generation of the motor generator 90.

[Configuration of torque converter and automatic transmission]
The configuration of the torque converter 3 and the automatic transmission 4 will be described with reference to the skeleton diagram of FIG.

  The torque converter 3 includes a case 3a connected to the crankshaft 2, a pump 3b fixed in the case 3a, and a turbine 3c that is disposed opposite to the pump 3b and driven by the pump 3b via hydraulic oil. And a stator 3e interposed between the pump 3b and the turbine 3c and supported by the transmission case 5 via the one-way clutch 3d to increase the torque, and between the case 3a and the turbine 3c. And a lockup clutch 3f that directly connects the crankshaft 2 and the turbine 3c via the case 3a. The rotation of the turbine 3 c is transmitted to the automatic transmission 4 via the input shaft 7.

  A mechanical oil pump (hereinafter referred to as “mechanical pump”) 6 driven by the engine 1 via the torque converter 3 is disposed between the automatic transmission 4 and the torque converter 3. The mechanical pump 6 is provided so as to be driven by rotation of the crankshaft 2, and hydraulic pressure is supplied to a hydraulic circuit for controlling the automatic transmission 4 by the mechanical pump 6 while the engine 1 is being driven. The

  First, second, and third planetary gear sets (hereinafter referred to as “first, second, and third gear sets”) 10 are provided on the input shaft 7 of the automatic transmission 4 from the engine 1 side (torque converter 3 side). , 20, 30 are arranged.

  On the input shaft 7, the power from the input shaft 7 is selectively transmitted to the gear set 10, 20, 30 side as a frictional engagement element for switching the power transmission path constituted by the gear sets 10, 20, 30. A low clutch 40 and a high clutch 50 are disposed. Furthermore, on the input shaft 7, LR (low reverse) brakes 60, 26 brakes 70, and R35 brakes 80 for fixing predetermined rotating elements of the respective gear sets 10, 20, 30 are arranged in this order from the engine 1 side. Is arranged.

  Of the first to third gear sets 10, 20, 30, the first gear set 10 and the second gear set 20 are single pinion type planetary gear sets, and are engaged with the sun gears 11, 21 and these sun gears 11, 21. The plurality of pinions 12 and 22, the carriers 13 and 23 that respectively support the pinions 12 and 22, and the ring gears 14 and 24 that mesh with the pinions 12 and 22.

  The third gear set 30 is a double pinion type planetary gear set, and includes a sun gear 31, a plurality of first pinions 32a meshed with the sun gear 31, a second pinion 32b meshed with the first pinion 32a, and these The carrier 33 supports the pinions 32a and 32b, and the ring gear 34 meshed with the second pinion 32b.

  The input shaft 7 is directly connected to the sun gear 31 of the third gear set 30. The sun gear 11 of the first gear set 10 and the sun gear 21 of the second gear set 20 are coupled to each other and connected to the output member 41 of the low clutch 40. The output member 51 of the high clutch 50 is connected to the carrier 23 of the second gear set 20.

  Further, the ring gear 14 of the first gear set 10 and the carrier 23 of the second gear set 20 are coupled to each other and connected to the transmission case 5 via the LR brake 60 so as to be connectable and detachable. The ring gear 24 of the second gear set 20 and the ring gear 34 of the third gear set 30 are coupled to each other, and are connected to the transmission case 5 via a 26 brake 70 so as to be connected and disconnected. The carrier 33 of the third gear set 30 is connected to the transmission case 5 via an R35 brake 80 so as to be connectable and detachable. An output gear 8 that outputs the output of the automatic transmission 4 to the drive wheel side is connected to the carrier 13 of the first gear set 10.

  With the above configuration, the automatic transmission 4 can be displayed in the engagement table of FIG. 3 by combining the engagement states of the friction engagement elements (the low clutch 40, the high clutch 50, the LR brake 60, the 26 brake 70, and the R35 brake 80). As shown, the first to sixth speeds in the D range and the reverse speed in the R range are formed.

[LR brake configuration]
The configuration of the LR brake 60 will be described with reference to FIGS. 4 (a) to 4 (c). 4A is a sectional view of the LR brake 60 showing a released state, FIG. 4B is a fastening preparation state to be described later, and FIG. 4C is a fastening state.

  The LR brake 60 includes a double-acting hydraulic actuator 61 having a clutch clearance adjustment function for improving the response at the time of engagement. The hydraulic actuator 61 includes a clearance adjustment piston 62 fitted in a cylinder 5 a provided in the transmission case 5 so as to be movable in the axial direction, and a cylinder 62 a provided inside the clearance adjustment piston 62. And a fastening piston 63 fitted to the clearance adjusting piston 62 so as to be relatively movable in the axial direction.

  The back of the clearance adjustment piston 62 in the cylinder 5 a of the transmission case 5 is a clearance adjustment hydraulic chamber (hereinafter referred to as “clearance chamber”) 64, and the fastening piston 63 in the cylinder 62 a of the clearance adjustment piston 62 The back portion is a fastening hydraulic chamber (hereinafter referred to as “fastening chamber”) 65.

  If hydraulic pressure is supplied to the clearance chamber 64 and the fastening chamber 65, the clearance adjusting piston 62 strokes to the left in the drawing until it abuts against the stopper 67 against the biasing force of the spring 66, and the clearance adjusting piston 62 In the cylinder 62a, the fastening piston 63 also strokes to the left side in the drawing, and presses the plurality of friction plates 68 alternately engaged with the transmission case 5 and the braked rotating member (not shown), thereby transmitting the transmission. The friction plate 68 is sandwiched between the retainer 69 fixed to the case 5 and the fastening piston 63 so that the relative rotation is impossible, so that the LR brake 60 is fastened.

  When the hydraulic pressure is discharged from the fastening chamber 65 in the fastening state shown in FIG. 4C, the pressing force by the fastening piston 63 remains while the fastening piston 63 is in contact with the friction plate 68, as shown in FIG. 4B. Is released, and the LR brake 60 is released.

  Further, when the hydraulic pressure is also discharged from the clearance chamber 64 in the state shown in FIG. 4B, the clearance adjusting piston 62 moves to the right side by the biasing force of the spring 66 as shown in FIG. . At this time, the fastening piston 63 moves to the right together with the clearance adjustment piston 62 while maintaining the positional relationship with the clearance adjustment piston 62 due to friction of the seal member and the like.

  In FIG. 4A, for the sake of convenience, the clearance of the LR brake 60 is illustrated to be concentrated between the rightmost friction plate 68 and the fastening piston 63. The clearance is also distributed between the plates 68 and between the friction plate 68 and the retainer 69.

  Therefore, when the hydraulic pressure is first supplied to the clearance chamber 64 when the LR brake 60 is next engaged, the clearance adjusting piston 62 and the fastening piston 63 maintain the same positional relationship and stroke to the left. This is the same state as shown in 4 (b). At this time, the fastening piston 63 is in a state of being in contact with or substantially in contact with the friction plate 68 without pressing the friction plate 68, that is, in a fastening preparation state (small clearance state) with a small clutch clearance.

  Then, if the hydraulic pressure is supplied to the fastening chamber 65 in the fastening preparation state shown in FIG. 4B, the fastening piston 63 has already finished the stroke for fastening, so the friction plate is almost simultaneously with the supply of hydraulic pressure. 68 is pressed, and the LR brake 60 is fastened with good responsiveness.

  As described above, by adopting a tandem piston type brake as the LR brake 60, when the LR brake 60 is released, a large clearance state is obtained, so that the rotational resistance due to the viscosity of the lubricating oil is suppressed. By operating the fastening piston 63 in the clearance state, it is possible to perform fastening control with high precision and responsiveness. Further, since the LR brake 60 is engaged at the time of starting (see FIG. 3), it is possible to improve the response at the time of starting and suppress the shock.

[Control system]
Returning to FIG. 1, a control system for controlling the operations of the engine 1, the torque converter 3, the automatic transmission 4, and the motor generator 90 will be described.

  The control device 100 that controls these operations includes, for example, an engine control unit that controls the fuel supply device 88 of the engine 1, shift control of the automatic transmission 4, and control of the lockup clutch 3f of the torque converter 3 (lockup control). ) And a motor generator control unit for controlling the operation of the motor generator 90 as an electric motor.

  The control device 100 includes a vehicle speed sensor 101 that detects the speed of the vehicle, an accelerator opening sensor 102 that detects the amount of depression of the accelerator pedal (accelerator opening), a brake switch 103 that detects the depression of the brake pedal, and a driver's selection. A range sensor 104 for detecting the range of the automatic transmission 4, an engine water temperature sensor 105 for detecting the cooling water temperature of the engine 1, and a catalyst for detecting the temperature of the catalyst device installed in the exhaust passage of the engine 1. A signal from the temperature sensor 106 is input.

  In addition to these, an engine speed sensor for detecting the speed of the engine 1, a turbine speed sensor for detecting the speed of the turbine 3 c of the torque converter 3, and a driver for starting the engine 1 are operated. An oil temperature sensor that detects the temperature of oil used for lubrication and hydraulic control of the engine switch, the automatic transmission 4 and the torque converter 3, and an abnormality in the hydraulic circuit used for hydraulic control of the automatic transmission 4 and the torque converter 3 are detected. Signals from various devices such as an abnormality detection sensor (for example, a hydraulic switch) may be input to the control device 100.

  The control device 100 controls the combustion of the engine 1 by outputting a control signal to the fuel supply device 88 of the engine 1 based on various input signals. For example, when the fuel supply device 88 includes an intake air amount control valve, the intake air amount and the fuel injection amount are adjusted by controlling the opening degree of the valve, thereby controlling the combustion of the engine 1.

  The fuel supply device 88 is used when the accelerator pedal is released during traveling at a vehicle speed higher than a predetermined vehicle speed, when the idle stop control during deceleration is performed during deceleration traveling below the predetermined vehicle speed, and when stopped. When the stop control is performed, for example, the fuel supply is controlled to be stopped (fuel cut) by closing the intake air amount control valve, whereby the combustion of the engine 1 is stopped. In this way, by stopping the combustion of the engine 1 while the vehicle is running or stopped without requiring a driving force, waste of fuel is suppressed and fuel efficiency is improved. A specific control operation of the idle stop control will be described later.

  In addition, when restarting engine 1 from the idle stop state, control device 100 drives motor generator 90 as a starter motor that restarts engine 1. Furthermore, when the idle stop control during deceleration is being performed, the motor generator 90 is driven to rotate the crankshaft 2 of the engine 1 as necessary. The specific control operation of the motor generator 90 during the idle stop control during deceleration will be described in the description of the control operation of the idle stop control described later.

  Furthermore, the control device 100 drives an electric oil pump (hereinafter, referred to as “electric pump”) 84 as necessary when the idle stop control is performed during deceleration and when the vehicle is stopped. The electric pump 84 is provided in a hydraulic circuit for shift control so as to supply hydraulic pressure to the low clutch 40 and the LR brake 60 that form the first speed. Thus, even when the engine 1 is stopped or the discharge pressure of the mechanical pump 6 does not rise sufficiently due to the low engine speed, the first speed is formed by driving the electric pump 84. Hydraulic pressure can be supplied to the low clutch 40 and the LR brake 60. The specific control operation of the electric pump 84 during the idle stop control will be described in the description of the control operation of the idle stop control described later.

  Further, the control device 100 is a hydraulic control actuator such as a solenoid valve for controlling the hydraulic pressure supply to the frictional engagement elements 40, 50, 60, 70, 80 and the lockup clutch 3f of the automatic transmission 4 based on various input signals. A control signal is output to 82. The hydraulic control actuator 82 controls the supply of hydraulic pressure to the frictional engagement elements 40, 50, 60, 70, and 80 and the lockup clutch 3f of the automatic transmission 4, so that the selected range and the running state of the vehicle are controlled. Accordingly, the shift control and the lock-up control are performed according to the fastening table of FIG.

  The shift control is performed in accordance with, for example, a shift diagram (not shown) determined based on the vehicle speed and the accelerator opening, and various other conditions so as to form a shift stage corresponding to the driving state of the vehicle. . Other conditions include, for example, whether or not it is cold, the presence or absence of abnormality in the shift control hydraulic circuit, the presence or absence of execution of the diagnosis, and the like. Therefore, basically, upshifting or downshifting is performed according to changes in the vehicle speed and the accelerator opening, but when the engine is cold, the upshifting to a high gear is restricted, or when the hydraulic circuit is abnormal There is a case where the shift to the shift stage related to the above is restricted, or the shift during the abnormality diagnosis of the hydraulic circuit is restricted.

  The hydraulic pressure used for the shift control may be supplied by the electric pump 84 as described above, but is basically supplied by the mechanical pump 6 that rotates together with the crankshaft 2 of the engine 1. The hydraulic pressure necessary for power transmission of the frictional engagement elements 40, 50, 60, 70, and 80 of the automatic transmission 4 is different for each frictional engagement element, and even for the same frictional engagement element, it is different for each shift stage. Although the hydraulic pressure to be supplied to each frictional engagement element for fastening or preparation for fastening is different, as long as the engine 1 is rotating at a rotational speed equal to or higher than the idle rotational speed when forming any gear stage, the mechanical pump 6 discharges the required hydraulic pressure.

  The lock-up control is performed according to, for example, the vehicle speed and other various conditions. Other conditions include, for example, whether or not it is cold, whether or not there is an abnormality in the lockup control hydraulic circuit, and whether or not the diagnosis is executed. Accordingly, the lockup clutch 3f is basically controlled to be released at a speed lower than the predetermined vehicle speed and to be operated (fastened or slipped) at a speed higher than the predetermined vehicle speed. Or the operation may be restricted during abnormality diagnosis. The hydraulic pressure used for the lockup control is supplied by the mechanical pump 6 driven by the rotation of the engine 1.

[Idle stop control]
In the present embodiment, when deceleration is requested (for example, when the brake pedal is depressed), the vehicle is decelerated until the vehicle speed becomes equal to or lower than a predetermined vehicle speed, and when a predetermined combustion stop condition is satisfied, the deceleration idle stop control is executed. Is done. During the deceleration idle stop control, the combustion stop state of the engine 1 is maintained unless the restart condition of the engine 1 is satisfied.

  Further, when the vehicle is stopped during the idle stop control during deceleration or when the vehicle is not required to start while the vehicle is not stopped (for example, the brake pedal is depressed), a predetermined combustion stop condition When is established, idle stop control is executed when the vehicle is stopped. Even during the stop-stop idle stop control, the combustion stop state of the engine 1 is maintained unless the restart condition of the engine 1 is satisfied.

  The combustion stop condition has a plurality of conditions, and when all of the plurality of conditions are satisfied, it is determined that the combustion stop condition is satisfied, and the combustion stop of the engine 1 is executed if any one of the conditions is not satisfied. Not.

  As a specific example of the combustion stop condition, it is not cold (specifically, for example, the temperature of the cooling water of the engine 1 is not less than a predetermined temperature and / or is installed in the exhaust passage of the engine 1) The temperature of the catalyst device is equal to or higher than a predetermined temperature) and a sensor for detecting whether or not it is cold (for example, the engine water temperature sensor 105 and / or the catalyst temperature sensor 106) is operating normally. When the engine 1 is a diesel engine, DPF (diesel particulate filter) regeneration is not executed, the remaining capacity of the battery is a predetermined amount or more, and the like.

  Specific examples of the restart condition of the engine 1 include, for example, that the brake pedal is released and the combustion stop condition is not satisfied in the idle stop state, and any one of these conditions is satisfied. When this is done, the idle stop is canceled and the combustion of the engine 1 is resumed.

[Control operation of idle stop control]
An example of the control operation of the idle stop control by the control device 100 will be described with reference to the flowchart shown in FIG.

  The control operation shown in FIG. 5 is repeatedly executed while the vehicle is traveling or stopped at a predetermined vehicle speed or less. Note that the shift control and the lock-up control described above are performed in parallel by the control device 100 during the execution of the control operation shown in FIG. Further, the control related to fuel cut during traveling of the vehicle at a vehicle speed higher than the predetermined vehicle speed is performed by a control operation different from the control operation shown in FIG. Therefore, when the control operation shown in FIG. 5 is started, the combustion of the engine 1 may have already stopped due to a fuel cut or the like performed while the vehicle is traveling at such a high vehicle speed. May be performed as usual.

  First, in steps S1 and S2, it is determined whether or not there is a deceleration request and an acceleration request by the driver while the vehicle is traveling. Specifically, in step S1, it is determined whether or not the accelerator pedal is depressed based on the input signal from the accelerator opening sensor 102. In step S2, the brake is determined based on the input signal from the brake switch 103. It is determined whether or not the pedal is depressed. When the vehicle is stopped, the presence or absence of a start request is determined in steps S1 and S2.

  While the vehicle is traveling at a predetermined vehicle speed or lower, if the result of determination in steps S1 and S2 is that there is no deceleration request, that is, the accelerator pedal is depressed, or the accelerator pedal is not depressed, but the brake pedal is also depressed. If not, in step S11, the combustion of the engine 1 is continued or resumed, and the normal running is performed without performing the idling stop.

  In step S11, when the combustion of the engine 1 is performed normally, unless otherwise specified, the drive of the motor generator 90 and the electric pump 84 is controlled to stop, and the shift control is performed in accordance with the driving of the vehicle. It is performed as usual according to the state.

  On the other hand, when the vehicle is traveling at a predetermined vehicle speed or less, if the result of determination in steps S1 and S2 is that there is a deceleration request, that is, if the accelerator pedal is not depressed and the brake pedal is depressed, step S3 Thus, it is determined whether or not the above-described combustion stop condition is satisfied.

  If the combustion stop condition is not satisfied as a result of the determination in step S3, the combustion of the engine 1 is continued or resumed in step S11.

  On the other hand, as a result of the determination in step S3, if the combustion stop condition is satisfied, in step S4, the combustion stop of the engine 1 is started or continued, and an idle stop state is set.

  When the combustion stop is executed in step S4, it is determined in step S5 whether or not the lockup clutch 3f of the torque converter 3 is released. When the lock-up clutch 3f is released, the direct connection state between the engine 1 and the drive wheel side is released, so that the frictional engagement elements 40, 50, 60, 70, In this state, the engine speed is reduced to a speed that can cause the engine speed to rapidly decrease to a speed at which the hydraulic pressure cannot be properly supplied to 80. In step S5, it is determined whether or not the engine 1 is in such a reduced rotation state.

  As a result of the determination in step S5, when the lock-up clutch 3f is operating (engaged or slipped), a rapid decrease in the engine speed is suppressed, and the process returns as it is. That is, in this case, the combustion stop of the engine 1 is continued while the driving of the motor generator 90 and the electric pump 84 is stopped.

  On the other hand, as a result of the determination in step S5, when the lockup clutch 3f is disengaged while the combustion of the engine 1 is stopped, and the engine 1 is in a state of reduced rotation, formation of the gear stage in this state In order to make this possible, the following steps S6 to S10 are executed in accordance with the traveling state of the vehicle.

  First, in step S6, it is determined whether or not the vehicle has stopped. As a result of the determination in step S6, if the vehicle is traveling, in step S7, if the current shift speed is 2nd or higher, a shift to 1st speed is performed, and if it is already in 1st speed, 1 is set. Maintained speed. Specifically, in step S7, the hydraulic pressure control actuator 82 is controlled so that a hydraulic circuit can be supplied to the low clutch 40 and the LR brake 60 for forming the first speed.

  In the subsequent step S8, the electric pump 84 is driven, so that the electric pump 84 replaces the mechanical pump 6 that has become unable to operate because the engine 1 is in a reduced rotation state. Accordingly, the low clutch 40 and the LR brake 60 are engaged or ready for engagement. More specifically, for example, the low clutch 40 is engaged, and the LR brake 60 is in a ready state for engagement (see FIG. 4B).

  As a result, if the deceleration request is canceled before the vehicle stops, the first speed is formed immediately. When re-acceleration is requested, good acceleration response is obtained and the neutral state is obtained. By suppressing the depression of the accelerator pedal, it is possible to prevent the engine 1 from being blown.

  In the state in which the low clutch 40 and the LR brake 60 are engaged or ready for engagement in steps S7 and S8, if re-acceleration is requested in an operation state corresponding to the second or higher speed, the first speed is immediately increased. Soon after the start of the acceleration, a shift up to the gear position according to the driving state is performed by the normal shift control, thereby enabling smooth acceleration.

  Further, in the subsequent step S9, the motor generator 90 is driven as an electric motor so that the engine 1 rotates at a low rotation speed that does not stop the rotation (for example, 50 to 100 rpm).

  As a result, the cranking resistance is reduced as compared with the case where the rotation of the engine 1 is completely stopped, so that the combustion of the engine 1 is resumed in response to the cancellation of the deceleration request or the re-acceleration request before stopping. When this is done, it is possible to improve the rising response of engine rotation. At this time, since the engine 1 has only to be rotated at an extremely low rotational speed, the power consumption of the motor generator 90 can be minimized.

  Thereafter, if it is determined in step 6 that the vehicle has stopped, the vehicle enters an idle stop state when stopped, and in step S10, driving of the motor generator 90 started in step S9 is stopped. Thereby, the rotation of the engine 1 is completely stopped.

  When the drive of the motor generator 90 is stopped in step S10, the drive of the electric pump 84 is continued, and the hydraulic pressure supply to the low clutch 40 and the LR brake 60 for forming the first speed is continued. Thereby, for example, the state in which the low clutch 40 is engaged and the LR brake 60 is prepared for engagement (see FIG. 4B) is continued. As a result, the first speed can be quickly formed when a start request is made, and a good start response can be obtained.

  In the idle stop state at the time of deceleration and stopping, in the subsequent routine, if the result of determination in step S1 is that re-acceleration is requested during deceleration, the result of determination in step S2 is that the deceleration request is canceled during deceleration. If a start is requested while the vehicle is stopped, and if the result of determination in step S3 is that the combustion stop condition is not satisfied due to, for example, the remaining capacity of the battery being less than a predetermined amount, in step S11 The combustion of the engine 1 is resumed, and the engine 1 is restarted.

  Note that when the engine 1 is restarted in the idling stop state when the vehicle is stopped and the idling stop state when the vehicle is decelerated, the motor generator 90 is driven as a starter motor.

  By performing the above control operation, even when the engine 1 is in a reduced rotation state by releasing the lock-up clutch 3f during the idle stop control during deceleration, the shift to the first speed is performed and the electric pump By driving 84, the low clutch 40 and the LR brake 60 can be engaged or ready for engagement, so that when the deceleration request is canceled or when re-acceleration is requested, the first speed is formed immediately. . Therefore, good responsiveness can be obtained at the time of re-acceleration, and after the acceleration at the first speed is started, the gear is shifted up to the gear position according to the driving state of the vehicle by normal shift control, so that smooth Acceleration can be performed.

  Further, when the low clutch 40 and the LR brake 60 are engaged or ready for engagement by the electric pump 84 during the idle stop control during deceleration, the motor generator 90 outputs the minimum output necessary for preventing the rotation of the engine 1 from being stopped. Therefore, power consumption can be effectively suppressed.

  Further, since the electric pump 84 is dedicated to the first speed capable of supplying hydraulic pressure only to the low clutch 40 and the LR brake 60, in the hydraulic circuit for shift control, the friction pumping elements 50, 70 are connected from the electric pump 84 to the hydraulic pump. , 80 need not be provided, and the oil passage extending from the discharge portion of the electric pump 84 can be configured to be short and simple, whereby the hydraulic circuit can be simplified. Further, since the hydraulic pressure supply path to the low clutch 40 and the LR brake 60 is short and simple, the capacity of the electric pump 84 can be reduced, thereby increasing the size of the electric pump 84 and reducing power consumption. An increase can be avoided.

  In addition, since the fuel cut can be stopped during the vehicle deceleration and until the stop-time idle stop control is completed, the combustion of the engine 1 can be stopped from start to finish, so that the lockup clutch 3f is released. The fuel efficiency can be effectively improved as compared with the case where the combustion of the engine 1 is restarted when the engine 1 is in a reduced rotation state.

  Hereinafter, specific examples of changes over time in various operations when the control operation shown in FIG. 5 is performed will be described with reference to the time charts shown in FIGS.

[First operation example]
FIG. 6 is a time chart illustrating an example in which the idle stop control during deceleration is continued until the vehicle stops.

  In the example shown in FIG. 6, at time t0, the accelerator pedal is not depressed, the vehicle is decelerating because the brake pedal is depressed, and the low clutch 40 and the R35 brake 80 are engaged. The gear stage of the automatic transmission 4 is the third speed. At this time, the combustion stop of the engine 1 due to the fuel cut has already been started, but the lock-up clutch 3f is in an operating state (engaged state or slip state), and the engine speed gradually decreases with the vehicle speed.

  After that, when the lock-up clutch 3f is released at time t1 and the connection between the engine 1 and the drive wheels is cut off, as shown by reference numeral a1, the engine speed is rapidly reduced. When the mechanical pump 6 stops operating, the R35 brake 80 is released as indicated by reference numeral b1, and the automatic transmission 4 enters a neutral state as it is.

  Therefore, at this time, in order to avoid the neutral state, the shift to the first speed is performed and the driving of the electric pump 84 is started, so that the hydraulic pressure is supplied to the low clutch 40 and the LR brake 60 by the electric pump 84. The Specifically, the engagement state of the low clutch 40 is maintained as indicated by reference numeral c1, and the hydraulic pressure is supplied to the clearance chamber 64 of the LR brake 60 as indicated by reference numeral d1, so that the LR brake 60 is prepared for engagement. A state (see FIG. 4B) is obtained. As a result, when the deceleration request is canceled or the reacceleration is requested in this state, the first speed can be formed immediately.

  However, at this time, both the low clutch 40 and the LR brake 60 may be fastened by supplying hydraulic pressure to the fastening chamber 65 of the LR brake 60. Further, both the low clutch 40 and the LR brake 60 may be in a ready state for engagement, or the LR brake 60 may be engaged and the low clutch 40 may be in a ready state for engagement.

  At this time, by driving the motor generator 90 at a low output as indicated by reference numeral e1, the engine 1 continues to rotate at an extremely low rotational speed as indicated by reference numeral f1. Thereby, the cranking resistance when the engine 1 is restarted is reduced, and the rising response of the engine rotation at the time of restart is improved as compared with the case where the engine 1 is completely stopped.

  Thereafter, when the vehicle stops at time t4 without releasing the deceleration request, the driving of the motor generator 90 is stopped, whereby the rotation of the engine 1 is stopped.

  In the combustion stop state in which the first speed can be immediately formed as described above, the time t2 when the vehicle is decelerated to the vehicle speed range corresponding to the second speed and the time t3 when the vehicle is decelerated to the vehicle speed range corresponding to the first speed have elapsed. Even after the vehicle stops at time t4, the operation continues.

  Therefore, the fuel cut is continued throughout the entire period from the time when the vehicle is decelerated while the vehicle is decelerated until the vehicle stops, and also from the time when the vehicle is stopped until the end of the idle stop when the vehicle is stopped. Therefore, fuel efficiency can be improved effectively.

  In addition, when re-acceleration or start is requested after time t1, the first speed is quickly formed, and good responsiveness at the time of re-acceleration or start can be obtained. Furthermore, since the electric pump 84 driven during this time is small and has a small capacity capable of supplying hydraulic pressure only to the low clutch 40 and the LR brake 60, power consumption can be reduced. Further, since the output of the motor generator 90 driven during the deceleration traveling from the time t1 to the time t4 is very low, the power consumption can be minimized.

[Second operation example]
FIG. 7 is a time chart showing an example in which the brake pedal is released during the idling stop control during deceleration and the low-speed traveling due to the creep phenomenon is performed.

  In the example shown in FIG. 7, at time t <b> 10, the accelerator pedal is not depressed, the vehicle is decelerating because the brake pedal is depressed, and the gear position of the automatic transmission 4 becomes the third speed. Yes. At this time, the combustion stop of the engine 1 due to the fuel cut has already been started.

  Thereafter, when the lock-up clutch 3f is released at time t11, the engine speed is rapidly reduced as indicated by symbol a2, and the mechanical pump 6 is not operated accordingly. R35 brake 80 is released as shown in FIG.

  At this time, shifting to the first speed is performed and driving of the electric pump 84 is started, whereby hydraulic pressure is supplied to the low clutch 40 and the LR brake 60 by the electric pump 84. Specifically, the engagement state of the low clutch 40 is maintained as indicated by reference numeral c2, and the hydraulic pressure is supplied to the clearance chamber 64 of the LR brake 60 as indicated by reference numeral d2, so that the LR brake 60 is ready for engagement. A state (see FIG. 4B) is obtained.

  However, at this time, both the low clutch 40 and the LR brake 60 may be fastened by supplying hydraulic pressure to the fastening chamber 65 of the LR brake 60. Further, both the low clutch 40 and the LR brake 60 may be in a ready state for engagement, or the LR brake 60 may be engaged and the low clutch 40 may be in a ready state for engagement.

  At this time, by driving the motor generator 90 at a low output as indicated by reference sign e2, the engine 1 continues to rotate at an extremely low rotational speed as indicated by reference sign f2.

  The combustion stop state in which the first speed can be immediately formed as described above continues even after the time t12 when the vehicle decelerates to the vehicle speed range corresponding to the second speed and the time t13 when the vehicle decelerates to the vehicle speed range corresponding to the first speed. Is done.

  In this state, when the brake pedal is released at time t13, the combustion of the engine 1 is resumed as indicated by reference numeral g2, and the motor generator 90 is driven as a starter motor as indicated by reference numeral h2, whereby the engine 1 is restarted. At this time, since the engine 1 has been rotated at an extremely low rotational speed in advance, the cranking resistance is reduced as compared with the case where the engine 1 is restarted in a rotation stopped state, and the rotation of the engine 1 is made normal as indicated by symbol i2. It is possible to quickly start up to the rotation speed.

  At this time, since the low clutch 40 is already engaged and the LR brake 60 is ready for engagement, the electric pump 84 applies hydraulic pressure to the engagement chamber 65 of the LR brake 60 as indicated by reference numeral j2. By being supplied, the first speed is immediately formed. As a result, the power transmission state at the first speed is quickly realized, and traveling in the neutral state is avoided.

  Here, if the drive of the motor generator 90 is continued even after the engine 1 is restarted, rotation resistance is applied to the engine 1, and therefore, as indicated by reference numeral k2, the engine speed is sufficiently increased. Then, the driving of the motor generator 90 is stopped. Further, when the discharge pressure of the mechanical pump 6 rises due to the increase in the engine speed, the normal shift control can be resumed by supplying hydraulic pressure from the mechanical pump 6, so that the electric pump 84 is driven at an appropriate timing as indicated by reference numeral 12. Is also stopped.

  Thereafter, the low speed traveling in the creep phenomenon is continued until the brake pedal or the accelerator pedal is depressed.

[Third operation example]
FIG. 8 is a time chart showing an example in which the accelerator pedal is depressed during the deceleration idle stop control and the vehicle is reaccelerated.

  In the example shown in FIG. 8, at time t20, the accelerator pedal is not depressed, the vehicle is decelerating because the brake pedal is depressed, and the gear position of the automatic transmission 4 is the third speed. Yes. At this time, the combustion stop of the engine 1 due to the fuel cut has already been started.

  Thereafter, when the lock-up clutch 3f is released at time t21, the engine speed rapidly decreases as indicated by reference numeral a3, and the mechanical pump 6 is not operated accordingly. R35 brake 80 is released as shown in FIG.

  At this time, shifting to the first speed is performed and driving of the electric pump 84 is started, whereby hydraulic pressure is supplied to the low clutch 40 and the LR brake 60 by the electric pump 84. Specifically, the engagement state of the low clutch 40 is maintained as indicated by reference numeral c3, and the hydraulic pressure is supplied to the clearance chamber 64 of the LR brake 60 as indicated by reference numeral d3, whereby the LR brake 60 is prepared for engagement. A state (see FIG. 4B) is obtained.

  However, at this time, both the low clutch 40 and the LR brake 60 may be fastened by supplying hydraulic pressure to the fastening chamber 65 of the LR brake 60. Further, both the low clutch 40 and the LR brake 60 may be in a ready state for engagement, or the LR brake 60 may be engaged and the low clutch 40 may be in a ready state for engagement.

  At this time, by driving the motor generator 90 at a low output as indicated by reference numeral e3, the engine 1 continues to rotate at an extremely low rotational speed as indicated by reference numeral f3.

  The combustion stop state in which the first speed can be immediately formed as described above continues even after the time t22 when the vehicle decelerates to the vehicle speed range corresponding to the second speed.

  In this state, when the brake pedal is released and the accelerator pedal is depressed at time t23, combustion of the engine 1 is resumed as indicated by reference numeral g3, and the motor generator 90 is driven as a starter motor as indicated by reference numeral h3. As a result, the engine 1 is restarted. At this time, since the engine 1 has been rotated in advance at an extremely low rotational speed, the cranking resistance is reduced as compared with the case where the engine 1 is restarted in a rotation stopped state, and the engine 1 is rotated at a normal speed as indicated by reference numeral i3. It is possible to quickly start up to the rotation speed.

  At this time, since the low clutch 40 is already engaged and the LR brake 60 is ready for engagement, the electric pump 84 supplies hydraulic pressure to the engagement chamber 65 of the LR brake 60 as indicated by reference numeral j3. By being supplied, the first speed is immediately formed. As a result, the power transmission state at the first speed is quickly realized, so that good responsiveness to the reacceleration request is obtained, and air blow of the engine 1 is suppressed.

  Here, if the drive of the motor generator 90 is continued even after the engine 1 is restarted, rotation resistance is applied to the engine 1, so that the engine speed increases sufficiently as shown by reference numeral k <b> 3. Then, the driving of the motor generator 90 is stopped. Further, as indicated by reference numeral l3, the driving of the electric pump 84 is also stopped at an appropriate timing such that the discharge pressure of the mechanical pump 6 rises sufficiently.

  As described above, when the combustion of the engine 1 is resumed at the time t23, the engine speed immediately increases, and the discharge pressure of the mechanical pump 6 immediately rises accordingly. Therefore, the normal shift control according to the operating state is performed. Can be resumed promptly. Therefore, after that, the upshift according to the acceleration of the vehicle is smoothly performed, and at the time t24 when the vehicle is accelerated to the vehicle speed range corresponding to the second speed, the shift up to the second speed is further increased to the vehicle speed range corresponding to the third speed. At the accelerated time t25, the upshift to the third speed is reliably performed with good responsiveness.

  While the present invention has been described with reference to the above-described embodiments, the present invention is not limited to the above-described embodiments.

  For example, in the above-described embodiment, an example in which it is determined in step S5 in FIG. 5 whether or not the engine 1 is in the above-described reduced rotation state based on whether or not the lock-up clutch 3f is released has been described. The method for determining whether or not the engine is in the reduced rotation state is not limited to this. For example, when the engine speed or the decrease rate of the engine speed is equal to or less than a predetermined value, the hydraulic pressure supply state by the mechanical pump 6 is determined. After providing detection means such as a detectable hydraulic switch, it may be determined that the engine 1 is in a state of reduced rotation when the detection means is off.

  In the above-described embodiment, the example in which the hydraulic pressure can be supplied to the frictional engagement elements (the low clutch 40 and the LR brake 60) for forming the first speed by the electric pump 84 has been described. The “first shift speed” that can be formed by the above may be a shift speed other than the first speed.

  Furthermore, in the present invention, the “first shift speed” that can be formed by driving the electric pump may be a plurality of shift speeds. For example, when the first shift speed is “minimum shift speed (1st speed)” and a predetermined “medium shift speed (eg 4th speed)”, the engine burns during deceleration at a shift speed near the “minimum shift speed”. When the engine is stopped and the rotation is reduced, the electric pump is driven and the gear is shifted to the “lowest gear”, and the engine is stopped in combustion and the rotation is reduced during deceleration at the gear near the “medium gear”. When the vehicle is in the state, it is possible to shift to a shift stage closer to the shift stage according to the driving state of the vehicle by driving the electric pump and shifting to the “medium shift stage”.

  When the “first gear” is a plurality of gears, it is preferable that at least one of the frictional engagement elements for forming these gears is common. For example, when the 1st speed and the 4th speed in the above-described embodiment are “first shift speed”, the low clutch 40 is a common frictional engagement element as shown in FIG. 3. As a result, an increase in the frictional engagement element that is the hydraulic pressure supply destination of the electric pump is suppressed, so that the electric pump can be downsized.

  In the above-described embodiment, an example in which the LR brake 60 is a tandem piston type and the other frictional engagement elements 40, 50, 70, and 80 are single piston types has been described. A single piston type or other friction fastening elements may be a double piston type.

  As described above, according to the present invention, in the vehicle that performs the idle stop control during deceleration, an increase in the size of the electric oil pump is suppressed, and the hydraulic pressure applied to the frictional engagement element of the transmission during the idle stop control during deceleration is reduced. Since it becomes possible to suppress power consumption while enabling supply, there is a possibility of being suitably used in the manufacturing industry of vehicles equipped with an electric oil pump.

DESCRIPTION OF SYMBOLS 1 Engine 2 Crankshaft 3 Torque converter 3f Lock-up clutch 4 Automatic transmission 6 Mechanical pump 40 Low clutch 50 High clutch 60 LR brake 62 Clearance adjustment piston 63 Fastening piston 64 Clearance adjustment hydraulic chamber (clearance chamber)
65 Hydraulic room for fastening (fastening room)
70 26 Brake 80 R35 Brake 82 Hydraulic Control Actuator 84 Electric Pump 88 Fuel Supply Device 90 Motor Generator (Motor)
92 Winding transmission mechanism 100 Control device 101 Vehicle speed sensor 102 Accelerator opening sensor 103 Brake switch 104 Range sensor 105 Engine water temperature sensor 106 Catalyst temperature sensor

Claims (3)

Engine,
An electric oil pump,
A mechanical oil pump driven by rotation of the engine;
A first gear that can be formed by the operation of the electric oil pump; and a second gear that cannot be formed by the operation of the electric oil pump and can be formed by the operation of the mechanical oil pump. Stepped automatic transmission,
When the vehicle is decelerating, when the combustion of the engine is stopped, the engine is in a predetermined reduced rotation state, and the driving state of the vehicle is a state corresponding to the second gear, the electric oil pump And a control means for performing a shift from the second shift speed to the first shift speed, and a control device for a vehicle with a multi-speed automatic transmission. A motor capable of rotating the engine;
When the vehicle is decelerating, the control means stops the combustion of the engine, the engine is in a predetermined rotation reduction state, and the driving state of the vehicle is a state corresponding to the second shift stage, 2. The multi-stage automatic transmission according to claim 1, wherein the motor is driven so that the rotation of the engine does not stop while driving the electric oil pump and shifting to the first shift stage. A control device for a vehicle with a machine. A lock-up clutch operable to connect the engine and the automatic transmission;
The control means stops the combustion of the engine when the lockup clutch is released while the combustion of the engine is stopped during deceleration of the vehicle in the driving state corresponding to the second gear. 3. The control device for a vehicle with a multi-stage automatic transmission according to claim 1, wherein driving of the electric oil pump and shifting to the first shift stage are performed while continuing. 4.

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