JP2017003007A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the generation of a shock caused by the abrupt engagement of an engagement device which forms a prescribed gear stage by hydraulic pressure at a fail during the start transition of an engine at the release of idling stop control at a traveling position.SOLUTION: Since a rise of a second load F2 which a spool valve element 46sv of a sequence valve 46 receives from control pressure Pslt is suppressed during the start transition of an engine 12 at the release of idling stop control in R, D positions, it is prevented that the spool valve element 46sv of the sequence valve 46 is erroneously moved to a failure position. Therefore, the generation of a shock caused by the abrupt engagement of a clutch C for forming a prescribed gear stage for a fail by range pressure PD during the start transition of the engine 12 at the release of the idling stop control in the R, D positions is prevented.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle control device including a sequence valve that forms an oil passage that supplies engagement pressure to an engagement device for forming a predetermined gear stage.

  A mechanical oil pump that discharges oil by being rotationally driven by an engine, and an automatic transmission that selectively forms a plurality of gear stages by selectively engaging a plurality of engagement devices. The equipped vehicle is well known. For example, this is the vehicle described in Patent Document 1. In Patent Document 1, the modulator pressure is based on the first load applied from one end side of the valve element by the force of the modulator pressure adjusted to a constant pressure using the oil discharged from the oil pump as the original pressure and the force of the spring. The second load applied from the other end side of the valve element by the force of the control pressure is increased by increasing the control pressure at the time of a predetermined failure to form a predetermined gear stage for failure Disclosed is an automatic transmission including a sequence valve in which a valve element is moved to a fail position that forms an oil passage that supplies oil pressure during failure (D-range pressure in this Patent Document 1) as an engagement pressure to an engagement device. Has been.

JP 2005-265101 A

  By the way, in the sequence valve in which the position of the valve element is moved by the force due to the modulator pressure and the force due to the control pressure, the pressure receiving area on the other end receiving the control pressure is larger than the pressure receiving area on the one end receiving the modulator pressure. By using the valve element, the second load due to the control pressure can be made larger than the first load due to the modulator pressure even if the control pressure does not exceed the magnitude of the modulator pressure that is the original pressure. . Therefore, in a state where a constant pressure is output as the modulator pressure, such as during idling operation of an engine in which the oil pump is driven to rotate, the first load when the modulator pressure is constant is set to the first load by the control pressure. By outputting the indicated pressure of the control pressure within the range where the two loads do not exceed, the valve element of the sequence valve cannot be moved to the fail position. Here, vehicles that perform idling stop control that temporarily stops the engine while the vehicle is stopped are also well known. In such a vehicle, when the engine is stopped, the power from the non-traveling position (for example, “P”, “N”) for disabling power transmission in the power transmission path between the engine and the drive wheels. When a shift operation to a travel position (for example, “R”, “D”) for enabling transmission is performed, it is regarded as “traveling intention” and the engine is started. In the engine starting process in which the modulator pressure rises from zero, even if the command pressure of the control pressure is output within the range where the second load by the control pressure does not exceed the first load when the modulator pressure is a constant pressure, Since the actual value of the control pressure is substantially the same as the modulator pressure until the modulator pressure that is increasing toward the constant pressure exceeds the command pressure of the control pressure, the second load due to the control pressure is the first load due to the modulator pressure. May exceed the load. Then, since the valve element of the sequence valve is moved to the fail position, the engagement device for forming a predetermined gear stage that enables power transmission in the power transmission path between the engine and the drive wheels is failed. There is a risk of shock due to sudden engagement by the hydraulic pressure.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to form a predetermined gear stage during the engine start transition when releasing the idling stop control at the traveling position. It is an object of the present invention to provide a vehicle control device that can prevent the occurrence of a shock caused by sudden engagement of the engagement device by the hydraulic pressure during failure.

  The gist of the first invention is that (a) an engine, a mechanical oil pump that discharges oil by being rotated by the engine, and a plurality of engagement devices are selectively engaged. Thus, the automatic transmission in which a plurality of gear stages are selectively formed, and the modulator pressure as a source pressure rather than the pressure receiving area on one end side that receives the modulator pressure adjusted to a constant pressure using the oil as a source pressure The valve element has a valve element whose pressure receiving area on the other end receiving the control pressure is increased, and the control pressure is increased at the time of a predetermined failure, whereby the valve element is caused by the force by the modulator pressure and the force by the spring. The second load applied from the other end side of the valve element is increased by the force due to the control pressure rather than the first load applied from one end side of the valve, and the engagement device for forming the predetermined gear stage is failed. Oil passage for supplying hydraulic pressure In a vehicle including a sequence valve in which the valve element is moved to a fail position that forms the first load when the modulator pressure is the constant pressure during idling operation of the engine. A hydraulic control unit that outputs a command pressure of the control pressure within a range where the second load does not exceed, and an idle stop control unit that executes an idling stop control for temporarily stopping the engine while the vehicle is stopped (B) the hydraulic control unit cancels the idling stop control at a travel position for enabling power transmission in a power transmission path between the engine and the drive wheels. When the engine is in a starting transition, the modulator pressure is increased to the constant pressure before the transient oil pressure is reached. The command pressure of the control pressure is output within a range where the second load does not exceed the first load.

  In this way, the increase in the second load that the valve of the sequence valve receives from the control pressure during the engine start transition when releasing the idling stop control in the traveling position is suppressed, so that the valve of the sequence valve is suppressed. Is prevented from being erroneously moved to the fail position. Therefore, during the engine start transition when releasing the idling stop control at the traveling position, the shock due to the sudden engagement of the engagement device for forming the predetermined gear stage for failure at the time of failure hydraulic pressure Can be prevented.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure explaining the schematic structure of the vehicle to which this invention is applied, and is a figure explaining the principal part of the control function and various control systems for various control in a vehicle. It is a figure explaining the schematic structure of the hydraulic system in connection with the engagement operation of a clutch. It is a figure for demonstrating the relationship between the hydraulic pressure which an oil pump discharges, and the malfunction of a sequence valve. The main part of the control operation of the electronic control unit, that is, the clutch for forming a predetermined gear stage during the engine start transition when releasing the idling stop control at the traveling position is suddenly engaged by the hydraulic pressure at the time of failure It is a flowchart explaining the control action for preventing generation | occurrence | production of a shock. It is an example of the time chart at the time of performing the control action shown to the flowchart of FIG. It is an example of the time chart at the time of not performing the control action shown to the flowchart of FIG. 4, and is a comparative example of a present Example.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied, and also illustrates a control function for various controls in the vehicle 10 and a main part of a control system. In FIG. 1, a vehicle 10 includes an engine 12 such as a gasoline engine or a diesel engine that functions as a driving power source for traveling, a driving wheel 14, and a power transmission device 16 provided between the engine 12 and the driving wheel 14. And. The power transmission device 16 includes a known torque converter 18 as a fluid transmission device coupled to the engine 12, an automatic transmission 20 coupled to the torque converter 18, and an output shaft 22 that is an output rotating member of the automatic transmission 20. A propeller shaft 24 connected, a differential gear 26 connected to the propeller shaft 24, a pair of drive shafts 28 connected to the differential gear 26, and the like are provided. In the power transmission device 16 configured as described above, the power of the engine 12 (the torque and the like are synonymous unless otherwise distinguished) is transmitted from the torque converter 18, the automatic transmission 20, the propeller shaft 24, the differential gear 26, and the drive shaft. 28 and the like are sequentially transmitted to the pair of drive wheels 14.

  The automatic transmission 20 has one or a plurality of planetary gear devices and a plurality of engagement devices in a transmission case 30 as a non-rotating member attached to the vehicle body, and the engagement devices are selectively engaged. This is a known planetary gear type automatic transmission in which a plurality of shift speeds (gear stages) having different speed ratios γ (= input rotation speed Nin / output rotation speed Nout) are selectively formed. The automatic transmission 20 is a stepped transmission that performs a so-called clutch-to-clutch shift in which a shift is executed by re-holding any of a plurality of engagement devices (that is, by switching between engagement and release of the engagement devices). It is. Each of the plurality of engagement devices is a hydraulic friction engagement device often used in a known automatic transmission for a vehicle, and is tightened by a wet multi-plate type clutch or brake pressed by a hydraulic actuator, or a hydraulic actuator. It consists of a band brake. In the engaging device configured as described above, each torque capacity (that is, engaging force) is changed by the hydraulic pressure supplied from the hydraulic system 32 provided in the vehicle 10, and the engagement and the release are switched. In this embodiment, for the sake of convenience, this engagement device is referred to as a clutch C, but the clutch C includes a brake and the like in addition to the clutch. The hydraulic system 32 includes a hydraulic control circuit 34 and an oil pump 36. The input rotational speed Nin is the rotational speed of the input shaft (not shown) of the automatic transmission 20, and the output rotational speed Nout is the rotational speed of the output shaft 22. This input shaft is an input rotating member of the automatic transmission 20, but is also an output rotating member of the torque converter 18 formed integrally with the turbine shaft that is rotationally driven by the turbine impeller of the torque converter 18.

  The vehicle 10 includes a shift lever 38 that is operated by a driver to switch the state of power transmission in the automatic transmission 20. The shift lever 38 is selectively manually operated to any one of the shift positions Psh such as “P”, “R”, “N”, “D”. “P” of the shift position Psh is a parking position (P position) for bringing the automatic transmission 20 into a neutral state (neutral state) in which the power transmission path is interrupted and mechanically preventing the output shaft 22 from rotating. . Further, the shift position Psh “R” indicates that the automatic transmission 20 is in a state where the power transmission path is connected and the reverse transmission position (R Position). Further, “N” of the shift position Psh is a neutral position (N position) for setting the automatic transmission 20 to the neutral state. Further, the shift position Psh “D” indicates that the automatic transmission 20 is in a state where the power transmission path is connected and the automatic transmission control is performed using all the forward gears within the shift range in which the automatic transmission 20 is allowed to change gears. Is a forward travel position (D position) for enabling forward travel. The P position and the N position are non-traveling positions for disabling power transmission in the power transmission path between the engine 12 and the drive wheels 14 and are selected when the vehicle 10 is not traveling. The D position and the R position are travel positions for enabling power transmission in the power transmission path between the engine 12 and the drive wheels 14, and are selected when the vehicle 10 travels.

  FIG. 2 is a diagram illustrating a schematic configuration of the hydraulic system 32 related to the engagement operation of the clutch C. In FIG. 2, as described above, the hydraulic system 32 includes the hydraulic control circuit 34 and the oil pump 36. The hydraulic pressure control circuit 34 is used for a failure time to enable the vehicle 10 to travel at a predetermined failure time when the hydraulic pressure is not output from the solenoid valve that regulates the engagement pressure (clutch pressure) Pc supplied to the clutch C. The clutch pressure Pc can be supplied to the clutch C (that is, the clutch C for forming the predetermined gear stage) involved in the formation of the predetermined gear stage so as to form the predetermined gear stage. The hydraulic control circuit 34 in FIG. 2 particularly shows a portion related to the supply of the clutch pressure Pc to the clutch C engaged at the time of failure. The oil pump 36 is a mechanical oil pump that is mechanically connected to the engine 12 and discharges oil when rotated by the engine 12. The oil pump 36 is supplied to each part in the hydraulic control circuit 34 and the clutch C. The original pressure of the clutch pressure Pc is generated.

  The hydraulic control circuit 34 includes a primary regulator valve 40 that regulates the line pressure PL using the hydraulic pressure generated by the oil pump 36 as a source pressure, a manual valve 42 that switches the oil path in conjunction with the switching operation of the shift lever 38, and the line pressure PL. And the line pressure PL is adjusted according to the engine load (for example, throttle valve opening θth, engine torque Te, transmission input torque Tin, etc.). For this purpose, the linear solenoid valve SLT that supplies the control pressure Pslt using the modulator pressure PM as the original pressure to the primary regulator valve 40, and the hydraulic pressure Psla adjusted using the modulator pressure PM as the original pressure is output as the clutch pressure Pc that supplies the clutch C. Linear solenoid valve SLA, hydraulic pressure Psla and manual valve 42 And a sequence valve 46 for switching the hydraulic pressure to be used as the clutch pressure Pc with the D range pressure PD output from the motor.

  The manual valve 42 outputs the input line pressure PL as the forward hydraulic pressure (D range pressure, drive hydraulic pressure) PD when the shift lever 38 is in the D position, and is input when the shift lever 38 is in the R position. The line pressure PL is output as a reverse hydraulic pressure (R range pressure, reverse hydraulic pressure) PR. Further, when the shift lever 38 is in the N position or the P position, the manual valve 42 cuts off the hydraulic pressure output and guides the D range pressure PD and the R range pressure PR to the discharge side.

  The sequence valve 46 includes an oil chamber 46ca on one end side that receives the modulator pressure PM, an oil chamber 46cb on the other end side that receives the control pressure Pslt, and a control pressure Pslt that is more than the pressure receiving area on one end side that receives the modulator pressure PM. A spool valve element 46sv serving as a valve element having a larger pressure-receiving area on the end side, and a spring 46sp serving as a spring that is accommodated in the oil chamber 46ca and biases the spool valve element 46sv toward the other end side. Yes. The sequence valve 46 is connected to the clutch C with an oil passage Lsla through which the hydraulic pressure Psla flows, thereby forming an oil passage for supplying the hydraulic pressure Psla as the clutch pressure Pc to the clutch C (the position of the spool valve element 46sv in FIG. 2). And a fail position that forms an oil path that supplies the clutch C with the D range pressure PD as a fail-time hydraulic pressure as a clutch pressure Pc by connecting the oil path Ld through which the D range pressure PD flows to the clutch C. In addition, the valve position of the spool valve element 46sv is alternatively switched. This failure hydraulic pressure is a hydraulic pressure that circulates through an oil passage not via the linear solenoid valve SLA.

  The sequence valve 46 configured in this manner has a first load F1 applied from one end side of the spool valve element 46sv by the force of the modulator pressure PM and the force of the spring 46sp, and the spool valve element 46sv by the force of the control pressure Pslt. The valve position of the spool valve element 46sv is moved based on the second load F2 applied from the end side. In the sequence valve 46, when the first load F1 is larger than the second load F2, the valve position of the spool valve element 46sv is maintained at the normal position, while the second load F2 is more than the first load F1. When is increased, the valve position of the spool valve element 46sv is moved to the fail position. In the hydraulic control circuit 34, the control pressure Pslt is not higher than the modulator pressure PM because the modulator pressure PM is the original pressure, but the spool valve element 46sv has a control pressure Pslt that is greater than the pressure receiving area that receives the modulator pressure PM. Since the pressure receiving area for receiving the pressure is made larger, the second load F2 can be made larger than the first load F1, and the valve position of the spool valve element 46sv can be moved to the fail position. . Accordingly, the sequence valve 46 increases the first load when the control pressure Pslt is increased during a predetermined failure in which the hydraulic pressure Psla is not output (for example, when the control pressure Pslt is set to the maximum hydraulic pressure of the linear solenoid valve SLT). The second load F2 is made larger than F1, and the valve position of the spool valve element 46sv is moved to the fail position. In other words, if the control pressure Pslt is increased to such an extent that the second load F2 is larger than the first load F1, the valve position of the spool valve element 46sv is moved to the fail position, so it is not during a failure. In normal times, it is necessary to set the control pressure Pslt so that the second load F2 does not become larger than the first load F1. By using the normally open type linear solenoid valve SLT, the linear solenoid valve SLT can output the maximum hydraulic pressure at the time of a failure in which the energization to the hydraulic control circuit 34 is interrupted, for example. Even when the hydraulic pressure is not output from the normally closed linear solenoid valve that outputs the clutch pressure Pc, the predetermined clutch C can be engaged to form a predetermined gear stage for failure.

  Returning to FIG. 1, the vehicle 10 includes an electronic control device 50 including a control device for the vehicle 10 related to hydraulic control of the clutch C, idling stop control, and the like. The electronic control unit 50 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control unit 50 performs output control of the engine 12, shift control of the automatic transmission 20, and the like, and is configured separately for engine output control, hydraulic control, and the like as necessary. .

  The electronic control unit 50 includes various actual values (for example, based on detection signals from various sensors (for example, various rotational speed sensors 60, 62, 64, accelerator opening sensor 66, throttle sensor 68, shift sensor 70, etc.) provided in the vehicle 10. Engine rotational speed Ne, turbine rotational speed Nt, input rotational speed Nin, output rotational speed Nout corresponding to vehicle speed V, accelerator opening degree θacc, throttle valve opening degree θth, shift position Psh, etc. are respectively supplied. Further, from the electronic control unit 50, an engine output control command signal Se for output control of the engine 12, a hydraulic control command signal Sp for hydraulic control related to formation of the gear stage of the automatic transmission 20, etc. It is output to an engine control device such as a fuel injection device and an ignition device, a hydraulic control circuit 34, and the like. The hydraulic control command signal Sp is, for example, a command signal for engaging or releasing the clutch C, and a command signal for independently controlling the current of each linear solenoid valve in the hydraulic control circuit 34.

  The electronic control device 50 includes an engine output control unit, that is, an engine output control unit 52, and a hydraulic control unit, that is, a hydraulic control unit 54, in order to realize control functions for various controls in the vehicle 10.

  The engine output control unit 52 applies the actual accelerator opening θacc and the vehicle speed V to, for example, a relationship (for example, a driving force map) that is obtained and stored experimentally or designally in advance (that is, predetermined), for example. To calculate the required driving force Fdem, set the target engine torque Tetgt from which the required driving force Fdem is obtained, and control the engine output control command signal Se for controlling the output of the engine 12 so as to obtain the target engine torque Tetgt. Output to the device.

  The engine output control unit 52 determines the fuel efficiency when the vehicle 10 is stopped due to a red light or traffic jam or the like when the engine 12 is in an idling state, in addition to the start / stop of the engine 12 by a user operation such as an ignition key or an ignition switch. In order to improve, reduce exhaust gas, reduce noise, etc., the engine 12 is automatically paused regardless of user operation, and then the engine 12 is automatically restarted. Start control (idling stop control) is executed. Therefore, the engine output control unit 52 includes an idle stop control unit that performs idling stop control that temporarily stops the engine 12 while the vehicle 10 is stopped, that is, an idle stop control unit 53.

  When a predetermined idling stop control condition is satisfied, the idle stop control unit 53 executes an engine stop command for temporarily stopping the engine 12 by executing fuel cut control or the like, and outputs an engine output control command signal Se. Is output to the engine control device. When a predetermined engine restart condition is satisfied, the idle stop control unit 53 outputs a starter command signal for cranking the engine 12 by a starter (not shown) and starting the engine 12 to the starter. In addition, the idle stop control unit 53 automatically restarts the engine 12 by performing electronic throttle valve opening / closing control, fuel supply control, and ignition timing control in conjunction with cranking of the engine 12 by the starter motor. The engine restart command is output to the engine control device as an engine output control command signal Se.

  The predetermined idling stop control condition is, for example, that the shift position Psh is any of the P, N, and D positions, the accelerator opening θacc is determined to be zero, the accelerator is off, and the vehicle speed V is determined to be zero. The vehicle is in a stopped state and the engine 12 has been warmed up after the engine 12 is determined to be within a predetermined water temperature range. Further, when the shift position Psh is the D position, a condition that the wheel brake is on (brake on) is added as a predetermined idling stop control condition. On the other hand, the predetermined engine restart condition is satisfied when, for example, the predetermined engine stop condition is not satisfied after the predetermined engine stop condition is satisfied. For example, a predetermined engine restart condition is satisfied when the wheel brake is turned off (brake off) or the accelerator is turned on when the vehicle is stopped at the D position. Also, the shift operation for switching from the P, N position to the R, D position is regarded as “willing to travel”, and when the P, N position is switched to the R, D position, a predetermined engine restart condition is established. May be.

  The hydraulic control unit 54 outputs a hydraulic control command signal Sp for switching between engagement and release of the clutch C to the hydraulic control circuit 34 in accordance with the shift position Psh. Specifically, when the shift position Psh is the P or N position, the hydraulic control unit 54 outputs a neutral command for releasing any clutch C to the hydraulic control circuit 34 as the hydraulic control command signal Sp. . In addition, when the shift position Psh is in the R and D positions, the hydraulic control unit 54 outputs a gear stage formation command for engaging the clutch C so as to form a gear stage for traveling. To the hydraulic control circuit 34. For example, when the shift position Psh is in the D position, the hydraulic pressure control unit 54 sets the actual vehicle speed V and accelerator to a predetermined relationship (shift map, shift diagram) using the vehicle speed V and the accelerator opening θacc as variables. Shift determination is performed by applying the opening θacc, and a shift command for engaging and / or releasing the clutch C involved in the shift of the automatic transmission 20 is hydraulically controlled so that the determined forward gear stage is obtained. It functions as a shift control means, that is, a shift control unit, which outputs the command signal Sp to the hydraulic control circuit 34.

  Here, when the gear stage is formed in the R and D positions, a linear solenoid valve (for example, the linear solenoid valve SLA) is used to suppress the occurrence of shock due to the sudden engagement of the clutch C involved in the gear stage formation. The clutch C is smoothly engaged with the hydraulic pressure adjusted in this manner (for example, the hydraulic pressure Psla) to form a gear stage. On the other hand, when the idling stop control is being executed, the oil pump 36 is not driven to rotate by the engine 12 and the hydraulic pressure that is the original pressure of the clutch pressure Pc is not generated, so the clutch C is released. For this reason, when the idling stop control is canceled at the R and D positions, a gear stage is formed. At this time, it is possible to suppress the occurrence of shock by engaging the clutch C with the hydraulic pressure regulated by the linear solenoid valve. When the idling stop control is canceled at the R and D positions, the idling stop control is executed at the D position, and then when the idling stop control is canceled at the D position and when the idling stop control is canceled at the P and N positions. It is assumed that the idling stop control is canceled when the stop control is executed and then the shift operation to the R and D positions is performed.

  By the way, in the idling state of the engine 12, the modulator pressure PM is always output at a constant pressure. Therefore, in the idling state of the engine 12 where the modulator pressure PM is constant, as indicated by “normal” in FIG. 3, the indicated pressure of the control pressure Pslt is the first load F1 (= force by the modulator pressure PM + If the upper limit of the hydraulic pressure at which the second load F2 (force by the control pressure Pslt; two-dot chain line) does not overcome the force due to the spring 46sp (solid line) is the upper limit, the sequence valve 46 has a normal valve position of the spool valve element 46sv. It is kept in position, and it does not malfunction because it moves to the fail position when it is not during a failure. Therefore, when the hydraulic pressure control unit 54 outputs the command pressure of the control pressure Pslt for adjusting the line pressure PL according to the engine load, the modulator pressure PM is kept constant during idling operation of the engine 12. The command pressure of the control pressure Pslt is output within a range in which the second load F2 does not exceed the first load F1 at the time.

  On the other hand, during the start transition of the engine 12 when releasing the idling stop control, the modulator pressure PM rises from zero as the hydraulic pressure discharged from the oil pump 36 increases. As described above, depending on the command pressure of the control pressure Pslt, the second load F2 overcomes the first load F1, and the sequence valve 46 is switched from the normal position to the fail position when the spool valve element 46sv is switched to the fail position. A malfunction of moving to a position occurs. That is, even if the command pressure of the control pressure Pslt is output within the range where the second load F2 does not exceed the first load F1 when the modulator pressure PM is constant, the modulator pressure PM increases toward the constant pressure. In the region in the process, the actual value of the control pressure Pslt and the modulator pressure PM are substantially the same until the indicated pressure of the control pressure Pslt is exceeded. Therefore, the spool valve element 46sv has a control pressure higher than the pressure receiving area that receives the modulator pressure PM. Due to the configuration of the sequence valve 46 that the pressure receiving area that receives Pslt is made larger, the second load F2 may exceed the first load F1, and a malfunction occurs in which the second load F2 moves to the fail position when not in failure. . Then, the D-range pressure PD in which the clutch C for forming a predetermined gear stage for failure is set to a state in which the power transmission in the power transmission path between the engine 12 and the drive wheel 14 is possible is a failure-time hydraulic pressure. There is a risk that a shock will occur due to sudden engagement.

  Therefore, the hydraulic pressure control unit 54 is the first hydraulic pressure during the transition in which the modulator pressure PM rises to a constant pressure during the startup transition of the engine 12 when the idling stop control is canceled in the R and D positions. The command pressure of the control pressure Pslt is output within a range where the first load F1 does not exceed the second load F2.

  FIG. 4 shows the main part of the control operation of the electronic control unit 50, that is, the clutch C for forming a predetermined gear stage during the start transition of the engine 12 when the idling stop control is canceled at the R and D positions. It is a flowchart explaining the control action for preventing generation | occurrence | production of the shock by being suddenly engaged by the pressure PD, and is repeatedly performed. FIG. 5 is an example of a time chart when the control operation shown in the flowchart of FIG. 4 is executed. FIG. 6 is an example of a time chart when the control operation shown in the flowchart of FIG. 4 is not executed, and is a comparative example of the present embodiment.

  In FIG. 4, the preconditions for executing the control operation shown in this flowchart are that the supply of the detection signal of the shift sensor 70 is not in failure, the linear solenoid valve SLT is not in failure, and the rotation speed at which the engine rotation speed Ne is detected. The detection signal supply of the sensor 60 is not in failure. First, in step S10 corresponding to the function of the idle stop control unit 53 (hereinafter, step is omitted), it is determined whether or not the shift position Psh is switched from the P and N positions to the R and D positions during the idling stop control. Is done. The control pressure Pslt is not suppressed during normal idling, and the control pressure Pslt is suppressed when there is a shift lever operation (P, N → R, D operation) during idling stop control. Judge whether or not. If the determination at S10 is negative, this routine is terminated. If the determination in S10 is affirmative, it is determined in S20 corresponding to the function of the engine output control unit 52 whether or not the engine speed Ne is less than a predetermined value A. When the engine 12 is idling and the oil pressure discharged from the oil pump 36 is sufficient, the control for suppressing the control pressure Pslt is unnecessary and is not performed. In S20, the oil pressure discharged from the oil pump 36 is sufficient. Is determined by the engine speed Ne. The predetermined value A is a predetermined threshold for estimating a state in which the engine rotational speed Ne is lower than the idle rotational speed and the hydraulic pressure discharged from the oil pump 36 is reduced, and is, for example, an idle rotational speed. . If the determination in S20 is affirmative, it is determined in S30 corresponding to the function of the hydraulic control unit 54 whether or not a predetermined time B has elapsed since the establishment of S10 and the establishment of S20. The predetermined time B is a predetermined threshold value for confirming that the hydraulic pressure discharged from the oil pump 36 is sufficiently generated and may be switched to normal control. If the determination in S30 is affirmative, α [kPa] is output as the command pressure of the control pressure Pslt in S40 corresponding to the function of the hydraulic control unit 54. This α is a command pressure at the time of suppression of the control pressure Pslt, and is a range in which the second load F2 does not exceed the first load F1 when the modulator pressure PM is a transient hydraulic pressure that rises to a constant pressure. Is the command pressure of the control pressure Pslt. This S40 is executed until the determination of S30 is denied. On the other hand, if the determination in S20 is negative or the determination in S30 is negative, β [kPa] is output as the command pressure of the control pressure Pslt in S50 corresponding to the function of the hydraulic control unit 54. . This β is a command pressure of the control pressure Pslt at the time of operating the shift lever during normal idling, and a range in which the second load F2 does not exceed the first load F1 when the modulator pressure PM is constant. Is the command pressure of the control pressure Pslt. Needless to say, the relationship between α and β is α <β.

  In both FIGS. 5 and 6, the engine 12 is restarted when the shift position Psh is switched from the P, N position to the R position during the idling stop control, and the engine 12 is restarted. An example is shown. FIG. 5 shows the present embodiment in which the command pressure of the control pressure Pslt is suppressed during the start transition of the engine 12, while FIG. 6 shows a comparison in which the command pressure of the control pressure Pslt is not suppressed during the start transition of the engine 12. An example is shown. In the comparative example of FIG. 6, the command pressure of the control pressure Pslt is increased during the start transition of the engine 12, so that the valve position of the spool valve element 46 sv is switched to the fail position due to the malfunction of the sequence valve 46. Since the pressure PD is supplied to the clutch C, a shock due to sudden engagement occurs (see change in vehicle acceleration). On the other hand, in the present embodiment shown in FIG. 5, since the command pressure of the control pressure Pslt is suppressed during the start transition of the engine 12, the sequence valve 46 operates normally and the valve position of the spool valve element 46sv is the normal position. Thus, the hydraulic pressure Psla of the linear solenoid valve SLA adjusted based on the command pressure of the clutch pressure Pc is supplied to the clutch C. Thereby, the occurrence of shock due to the sudden engagement of the clutch C is prevented.

  As described above, according to the present embodiment, the second load that the spool valve element 46sv of the sequence valve 46 receives from the control pressure Pslt during the start transition of the engine 12 when the idling stop control is canceled in the R and D positions. Suppressing the increase in F2 prevents the spool valve element 46sv of the sequence valve 46 from being erroneously moved to the fail position. Therefore, during the start transition of the engine 12 when the idling stop control is canceled at the R and D positions, the clutch C for forming a predetermined gear stage for failure is suddenly engaged by the D range pressure PD. It is possible to prevent the occurrence of shock.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in S10 of the flowchart of FIG. 4 in the above-described embodiment, as a mode for determining the release of the idling stop control that needs to suppress the control pressure Pslt during the start transition of the engine 12, R, Although it has been determined that the idling stop control is canceled due to the switching to the D position, the present invention is not limited to this. Even when the idling stop control is canceled while the D position is maintained, the malfunction of the sequence valve 46 such as the movement to the fail position may occur as described above. As a mode for determining the release, the release of the idling stop control with the D position may be determined.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10: Vehicle 12: Engine 14: Drive wheel 20: Automatic transmission 36: Oil pump 46: Sequence valve 46sv: Spool valve (valve)
46sp: Spring
50: Electronic control device (control device)
53: Idle stop control unit 54: Hydraulic control unit C: Clutch (engagement device)

Claims (1)

An engine, a mechanical oil pump that discharges oil by being rotated by the engine, and a plurality of gears that are selectively formed by selectively engaging a plurality of engagement devices. The pressure receiving area on the other end receiving the control pressure using the modulator pressure as the original pressure is larger than the pressure receiving area on the one end side receiving the transmission and the modulator pressure adjusted to a constant pressure using the oil as the original pressure. The control pressure is increased at the time of a predetermined failure, and the control pressure is more than the first load applied from one end side of the valve by the force by the modulator pressure and the force by the spring. The second load applied from the other end side of the valve element is increased by the force, and the valve is set at a fail position that forms an oil passage for supplying a hydraulic pressure at the time of failure to an engagement device for forming a predetermined gear stage. Child In a vehicle including a sequence valve to be moved, during the idling operation of the engine, the control is performed in a range in which the second load does not exceed the first load when the modulator pressure is the constant pressure. A vehicle control device comprising: a hydraulic control unit that outputs a pressure command pressure; and an idle stop control unit that executes an idling stop control that temporarily stops the engine while the vehicle is stopped.
The hydraulic control unit, during a start transition of the engine when releasing the idling stop control in a travel position for enabling power transmission in a power transmission path between the engine and the drive wheel, An indication pressure of the control pressure is output in a range in which the second load does not exceed the first load when the modulator pressure is a transient hydraulic pressure that rises to the constant pressure. Control device.

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