JP3719460B2 - Engine automatic stop start device and method - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine automatic stop and start apparatus and method for saving fuel and reducing exhaust gas by automatically stopping an engine at an intersection or the like and further automatically starting the engine. The present invention relates to an automatic stop and start device and method for an engine used in a vehicle equipped with a motor.
[0002]
[Prior art]
When the vehicle stops at an intersection when traveling in the city, the engine is stopped under a predetermined stop condition, and then the engine is started under a predetermined start condition to save fuel and reduce exhaust gas. Stop-start devices are known. As a prior art of this type of apparatus, for example, there is one disclosed in JP-A-60-125738.
[0003]
In the technique disclosed in Japanese Patent Application Laid-Open No. 60-125738, in order to eliminate the movement of the vehicle due to the so-called creep phenomenon, the automatic transmission is selected by the automatic transmission when the engine is stopped, and the time after the engine is started is measured with a timer. When a certain period of time has elapsed after the engine is started, the automatic transmission is switched to a low-speed gear to enable starting.
[0004]
[Problems to be solved by the invention]
When the engine is stopped, the oil pump of the automatic transmission that generates hydraulic pressure by the rotation of the engine is also stopped, and the hydraulic pressure of the automatic transmission is reduced. Therefore, the clutch for switching the transmission gear is also disengaged.
[0005]
When the engine start condition is satisfied, for example, by depressing the accelerator pedal, the engine starts and starts rotating, and the hydraulic pressure generated by the oil pump also increases. Then, when a sufficient operating oil pressure is obtained, the clutch is engaged. Accordingly, the way in which the working hydraulic pressure rises changes depending on how the engine speed rises, and the time from the start of the engine to the engagement of the clutch also changes and is not constant.
[0006]
However, in the automatic stop device disclosed in Japanese Patent Application Laid-Open No. 60-125738, when the timer measures the passage of the set time after starting the engine, the high-speed gear is switched to the low-speed gear regardless of the operating hydraulic pressure state of the automatic transmission. ing.
[0007]
For this reason, in this automatic stop / start device, if the set time of the timer is short, the low speed gear may already be selected when the clutch is engaged. In this case, the output torque of the engine is amplified and transmitted to the tires rapidly, so that the engine cannot start smoothly and the driver may feel uncomfortable.
If the set time of the timer is too long, the high-speed gear will be selected for a long time after the clutch is engaged, the torque will be insufficient and the vehicle speed will not increase, so the driver will try to further increase the accelerator opening and fuel consumption will deteriorate. Or the driver may feel uncomfortable.
[0008]
The present invention has been made in view of the above circumstances, and an object thereof is to enable a smooth start of a vehicle equipped with an automatic engine stop / start device.
[0011]
[Means for Solving the Problems]
  Claim1The automatic stop / start device of the engine switches the transmission to a predetermined gear position when the engine stops, and switches to a lower gear position when the vehicle speed exceeds a predetermined value after the engine starts. Is provided. Immediately after the engine is started, since the hydraulic pressure by the oil pump is low, the clutch is not engaged and the vehicle is almost stopped. On the other hand, in a state where a certain vehicle speed is obtained, sufficient hydraulic pressure is obtained, and the clutch is already engaged. Therefore, by measuring the vehicle speed, it is possible to determine the clutch engagement timing, and after determining the clutch engagement, the transmission can be switched to the low-speed gear stage.
[0012]
  This configurationAndAfter the engine is started, the clutch is engaged with the high speed gear (predetermined gear) selected, so that the output torque of the engine is amplified by the transmission and can be suppressed from being transmitted to the tires suddenly. The start is smooth and the driver is not uncomfortable. In addition, after the vehicle speed reaches the predetermined value, the low speed side gear stage is selected, so that an appropriate propulsion torque can be obtained and the start-up can be prevented.
[0013]
  Claim2The engine automatic stop start device switches the transmission to a predetermined gear position when the engine is stopped, and after the engine starts, when the decrease in the engine speed exceeds a reference value, the transmission is switched to the low speed side. Transmission control means for switching to a gear position is provided.
[0014]
When the clutch is engaged, the engine speed temporarily decreases due to an increase in load. Therefore, the clutch engagement timing can be determined by determining whether or not the decrease in the engine speed exceeds a reference value (for example, a certain value or more lower than the peak). Until this determination, the high-speed gear stage can be selected, and after the determination, the low-speed gear stage can be selected.
[0015]
Even with this configuration, after the engine is started, the clutch is engaged with the high speed gear (predetermined gear) selected, so that the engine output torque is amplified by the transmission and suddenly applied to the tire. The transmitted phenomenon can be suppressed, the start is smooth and the driver is not uncomfortable. In addition, since the low speed side gear is selected after detecting the decrease in the engine speed, it is possible to obtain an appropriate propulsion torque and to prevent the start from being sluggish.
[0016]
  Claim3The engine automatic stop / start device switches the transmission to a predetermined gear position when the engine stops, and increases the acceleration after the engine starts (for example, the difference between the detected value of the previous acceleration and the detected value of the current time). Is provided with a transmission control means for switching to the low speed side when the value exceeds a predetermined value.
[0017]
When the clutch is engaged, the engine power is transmitted to the transmission, and the vehicle is accelerated. Therefore, by determining the predetermined acceleration, it is possible to directly determine the clutch engagement timing.
Even with this configuration, after the engine is started, the clutch is engaged with the high speed gear (predetermined gear) selected, so that the engine output torque is amplified by the transmission and suddenly applied to the tire. The transmitted phenomenon can be suppressed, the start is smooth and the driver is not uncomfortable. In addition, since the low-speed gear stage is selected after detecting the predetermined acceleration, it is possible to obtain an appropriate propulsion torque and prevent the start-up from being loose.
[0019]
  Claim4The engine automatic stop and start device of claim 13In addition to the above structure, a hydraulic circuit that drives the clutch, and an oil pump that is driven by the engine and generates the hydraulic pressure of the hydraulic circuit are provided. When the clutch is driven by a hydraulic circuit, even if the hydraulic circuit itself is formed, the clutch is not engaged until the engine speed increases and the oil pump operates. Accordingly, claims 1 to3In particular, the device of claim4It is suitable for an apparatus having the following structure.
[0024]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an engine automatic stop and start device according to an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 shows a configuration of an automatic stop / start device for an engine according to this embodiment.
As shown, the engine 1 is provided with a fuel injector 7 for injecting fuel into the cylinder, a starter 2 for starting the engine, an igniter 15 for igniting the fuel, and the like.
An automatic transmission 3 is connected to the output shaft (rotary shaft) of the engine 1.
[0025]
The automatic transmission 3 includes solenoid valves 10a and 10b. When the solenoid valves 10a and 10b are turned on / off, a hydraulic circuit corresponding to each transmission gear is formed, and a clutch, a brake, etc., which will be described later, are driven, and a predetermined transmission gear is selected. The hydraulic pressure in the hydraulic circuit is generated by an oil pump driven by the engine 1. The configuration of the automatic transmission 3 will be described later.
[0026]
The automatic transmission 3 further includes a shift range switch group 9 for outputting a selection signal indicating the selected range when the shift lever 8 is selected for each range (parking, reverse, neutral, drive, etc.), vehicle speed A vehicle speed sensor 11 is provided for detecting the above.
In this embodiment, it is assumed that the automatic transmission 3 can switch the gear position to four stages from the first stage to the fourth stage, and the relationship between the on / off state of the solenoid valves 10a and 10b and the gear position is shown in FIG. ).
[0027]
In the intake manifold portion of the engine 1, a throttle valve 5 that operates in conjunction with the accelerator pedal 23, a throttle position sensor 5 a that detects the opening of the throttle valve 5, and detects that the throttle valve 5 is fully closed An idle switch 6 is disposed.
[0028]
The operation of the entire vehicle including the engine 1, in particular, the engine automatic stop / start control peculiar to this embodiment is executed by a control ECU (electronic control unit) 4. That is, the control ECU 4 notifies the throttle valve 5, the fuel injector 7, the solenoid valves 10a and 10b, and the like that the vehicle is stopped based on detection signals from various sensors arranged in the vehicle. The stop monitor 19 is controlled. Further, the starter 2 is controlled to be driven / stopped via the starter relay 12. As various sensors, in addition to the throttle position sensor 5a, the idle switch 6, the shift range switch group 9, the vehicle speed sensor 11, etc., the brake switch 14 for detecting the state of the brake 13 and the side for detecting the state of the side brake 17 are used. Brake switch 18, operated by a driver, idle stop permission switch 20 for instructing whether to automatically stop and start (restart) engine 1, temperature sensor 21 for measuring the temperature of engine cooling water, rotation of engine 1 A rotation speed sensor 22 for detecting the number is included.
[0029]
As shown in FIG. 2, the control ECU 4 includes an MPU (microprocessor unit) 41, a memory 42, an input / output interface 43, and the like. The MPU 41 inputs various detection signals from the sensor group 44 including the various sensors described above via the input / output interface 43, stores the detection signals in the memory 42, processes the stored detection signals in accordance with a program stored in the memory 42, Various control signals are output via the input / output interface 43.
[0030]
Next, an example of the configuration of the automatic transmission 3 will be described.
FIG. 3 shows the configuration of the main part of the automatic transmission 3. As shown in the figure, the automatic transmission 3 includes a fluid coupling (hereinafter referred to as a torque converter) 30, an auxiliary transmission 31, and an oil pump 32.
[0031]
The torque converter 30 converts the output torque of the engine 1 and transmits it to the auxiliary transmission 31.
The auxiliary transmission 31 includes a plurality of gears such as a front planetary gear 34, a rear planetary gear 35, a counter drive gear 36, a U / D planetary gear 37, a differential drive pinion 38, an input shaft 39, a forward clutch C1, and a direct A clutch C2, a U / D clutch C3, a one-way clutch F1 to F3, and brakes B1 to B4 are provided. The auxiliary transmission 31 switches gears by combining gears with clutches and brakes.
[0032]
The forward clutch C1 connects the input shaft 39 and the ring gear of the front planetary gear 34, and transmits the driving force transmitted from the engine 1 to the input shaft 39 via the torque converter 30 to the ring gear of the front planetary gear 34. The direct clutch C2 connects the input shaft 39 and the sun gears of the front and rear planetary gears 34 and 35.
Due to the engagement of the clutch C <b> 1 and / or the clutch C <b> 2, the driving force transmitted from the engine 1 to the input shaft 39 via the torque converter 30 is transmitted into the auxiliary transmission 31.
[0033]
The U / D clutch C3 connects the sun gear of the U / D planetary gear 37 and the carrier. The brake B1 locks the sun gears of the front and rear planetary gears 34 and 35. The brake B2 locks the left rotation of the sun gears of the front and rear planetary gears 34 and 35. The brake B3 locks the rotation of the carrier of the rear planetary gear 35. The brake B4 locks the rotation of the sun gear of the U / D planetary gear 37. The one-way clutch F1 locks the left rotation of the sun gears of the front and rear planetary gears 34 and 35 when the brake B2 is applied. The one-way clutch F2 locks the left rotation of the carrier of the rear planetary gear 35. The one-way clutch F3 locks the right rotation of the sun gear of the U / D planetary gear 37.
[0034]
The driving forces of the clutches C1 to C3 and F1 to F3 and the brakes B1 to B4 are obtained by switching the hydraulic circuits by switching the solenoids 10a and 10b. The hydraulic pressure of this hydraulic circuit is obtained by an oil pump 32 driven by the engine 1.
[0035]
The relationship between the shift position of the auxiliary transmission 31 and the engagement (O) and non-engagement (no symbol) of each clutch, the operation (O) and non-operation (no symbol) of the brake, and the solenoid 10a for obtaining these relationships 10b shows the main parts of the on / off conditions of FIGS. 4A and 4B.
[0036]
Next, the control operation executed by the control ECU 4 will be described with reference to the flowcharts of FIGS.
FIG. 5 shows a main routine of control processing executed by the control ECU 4. This main routine is started when the ignition key is turned on, and the engine control / shift control operation in step S1 and the engine automatic stop / start control in step S2 are repeated.
[0037]
In the engine control / shift control operation in step S1, the engine 1 and the automatic transmission 3 are controlled. That is, the fuel injection signal is supplied to the fuel injector 7 from each state of the engine indicated by the detection signal input from the sensor group 44, and the ignition signal is supplied to the igniter 15 to control the rotation of the engine 1. Further, based on vehicle speed information supplied from the vehicle speed sensor 11, throttle position sensor 5a, throttle opening information supplied from the idle switch 6, etc., a drive signal (ON / OFF) is applied to the solenoid valves 10a, 10b of the automatic transmission 3. Control signal) and shift control during normal driving.
[0038]
FIG. 6 is a flowchart showing details of the engine automatic stop / start control S2. First, in step S21, it is determined from the switch state of the idle stop permission switch 20 whether or not the driver is permitted to stop the engine during idling. If the idle stop permission switch 20 is off, that is, if the driver does not permit the engine to be stopped during idling, the routine exits from this routine and returns to the main routine, and the engine 1 is not automatically stopped and started.
[0039]
If the idle stop permission switch 20 is on, that is, if the driver permits the engine to stop when idling, the process proceeds to step S22, where it is determined whether or not the throttle valve 5 is fully closed by the idle switch 6. If it is determined that the idle switch 6 is on, that is, the throttle valve 5 is fully closed, the process proceeds to step S23.
[0040]
In step S23, the starter 2 is turned off and the process proceeds to step S24. In step S24, whether or not the brake signal supplied from the brake switch 14 is on, whether or not the temperature of the engine coolant supplied from the temperature sensor 21 is equal to or higher than a predetermined temperature, the use status of the turn signal, and other engines. A stop condition is determined, and further, it is determined using a software timer or the like whether or not all engine stop conditions have continued for a certain time (for example, 2 seconds).
[0041]
When it is determined that all engine stop conditions have continued for a certain period of time, the process proceeds to step S25 and the engine 1 is stopped. That is, in step S25, the fuel cut signal is supplied to the fuel injector 7 to stop the fuel supply, the ignition cut signal is supplied to the igniter 15, the ignition of the igniter 15 is stopped, and the idle speed for adjusting the idle speed is adjusted. A signal for fully closing the control valve (ISCV) is sent to stop the engine 1. Further, the engine stop monitor 19 is lit to notify the driver that the engine 1 has stopped.
[0042]
After the engine 1 is stopped, the solenoid valves 10a and 10b are turned off in step S26. The on / off state of the solenoid valves 10a and 10b and the gear position are in the relationship shown in FIG. 4B, and the 4th speed of the highest speed gear is selected. As shown in FIG. 4A, the clutches C1 to C3, B2 , F1 is turned on (meaning “engaged” in the case of a clutch and “actuated” in the case of a brake). However, since the engine 1 is stopped, even if the solenoid valves 10a and 10b are switched and the hydraulic circuit itself is formed, no hydraulic pressure is generated by the oil pump 32, and the clutch and the like are actually engaged. It does n’t match.
When both the solenoid valves 10a and 10b are turned off while the engine 1 is stopped, the power consumed by the stopped solenoid can be saved.
[0043]
On the other hand, if it is determined in step S24 that at least some of the engine stop conditions have not continued for a certain period of time, the process returns.
[0044]
Next, when the accelerator 23 is depressed and the idle switch 6 is turned off (step S22), the flow proceeds to step S27. In order to prevent malfunction, the additional condition may be that the throttle valve 5 has reached a certain opening degree or more. In step S27, from the output of the rotational speed sensor 22, whether or not the engine rotational speed is equal to or lower than a certain rotational speed (for example, 400 rpm), whether or not the side brake is released from the output of the side brake switch 18 or the like. Determine the engine start conditions.
[0045]
When the flow proceeds to step S27, that is, when the idle switch 6 is turned on, there are two states when the engine 1 is stopped and when the engine 1 is rotating at high speed.
When the engine is stopped and the start condition is satisfied, the engine 1 may be restarted as it is. Accordingly, the flow proceeds to step S28, where the starter 2 is driven via the starter relay 12, the fuel injection signal is supplied to the fuel injector 7, the ignition signal is sent to the igniter 15, and the ISCV signal is sent to the throttle valve 5. The engine control in step S1 in FIG. Then, the engine 1 is started. Further, the display of the engine stop monitor 19 is turned off.
[0046]
If the engine is stopped and the start condition is not satisfied, or if the engine 1 is rotating at high speed, NO is determined in step S27, and the flow proceeds to step S29.
[0047]
When the engine 1 is completely detonated, the rotational speed of the engine 1 exceeds a certain rotational speed, and it is determined in step S27 that the engine start condition is not satisfied, and the flow proceeds to step S29.
[0048]
In step S29, the starter 2 is turned off and the process proceeds to step S30.
In step S30, the clutch groups C1 to C3 and F1 to F4 of the automatic transmission 3 (more precisely, as shown in FIG. 4 (A) corresponding to the selected shift position, are transmitted from the input shaft 39. The vehicle speed is detected from the output of the vehicle speed sensor 11 in order to determine the engagement state of the clutch required to transmit the driving force to the tire. When the vehicle speed is less than a certain speed (reference value SPD or less), that is, when the state close to the stop is continued, the operation of the oil pump 32 is insufficient and sufficient hydraulic pressure cannot be obtained, and the clutch groups C1 to C1 are not obtained. C3 and F1 to F4 are in a disengaged state. Accordingly, in Step S26, both the solenoids 10a and 10b are set to OFF and the fourth speed is selected, but it is substantially in a neutral state.
[0049]
As the rotational speed of the engine 1 increases, the vehicle speed and the hydraulic pressure increase, and the clutch groups C1 to C3 and F1 to F4 that are set to ON (C1 to C3 and F1) are driven and engaged. Therefore, the clutch is engaged when the vehicle speed exceeds a certain speed (reference value SPD or more). Therefore, if it is determined in step S30 that the vehicle speed has exceeded the reference value SPD, the solenoid valve 10a is turned on, 10b is turned off in step S31, the hydraulic circuit is switched, and the clutch C1, brake B4, 1 way are switched. The clutches F2 and F3 are turned on, the automatic transmission 3 is switched to the lowest gear 1st speed, and sufficient driving force is secured.
[0050]
If an even higher vehicle speed is detected in step S30 (SPD1 or higher), the solenoid valves 10a and 10b are not set and the shift control in step S1 of FIG. Travel with the gear position according to
[0051]
In the normal running state, the flow repeats a routine of step S1, S21, S22, S27, S29, S30, and return.
[0052]
According to the control of the control ECU 4 described above, after the engine 1 is started, the number of revolutions of the engine 1 is increased, the hydraulic pressure is ensured, and the clutches of the automatic transmission 3 (not all clutches mean, Accordingly, the automatic transmission 3 selects the high-speed gear at the time when the clutch (necessary for transmitting the drive output of the engine 1 to the tire) is engaged. Therefore, the phenomenon that the output torque of the engine 1 is amplified and transmitted to the tires rapidly can be suppressed, the start is smooth and the driver is not uncomfortable. In addition, when the speed of the vehicle exceeds a certain value and the clutch of the automatic transmission 3 is engaged, the gear is switched to the low speed side, so that an appropriate propulsion torque can be obtained and the start-up can be prevented.
[0053]
In step S31 of FIG. 6, after engaging the clutch of the automatic transmission 3, the gear position of the automatic transmission 3 is switched from the fourth speed to the first speed. Once the gear is shifted down to the 3rd speed or the 2nd speed and then switched to the 1st speed, the shock at the time of the downshift can be further reduced. Further, the gear position of the automatic transmission 3 may be set to the third speed in step S26, and the third speed may be switched to the first speed in step S31.
[0054]
In the above-described embodiment, the engagement state of the clutch of the automatic transmission 3 is determined based on the vehicle speed. However, any method can be used to determine the engagement state.
For example, when the clutch is engaged, the rotational speed of the engine 1 temporarily drops (for example, it appears in a change in the rotational speed of the engine indicated by a broken line in FIG. 8 described later). Therefore, the engagement state of the clutch of the automatic transmission 3 can be determined based on the rotational speed of the engine 1.
[0055]
For example, in step S30 of FIG. 6, the rotational speed Ne of the engine 1 is fetched at a constant time ΔT by the output signal of the rotational speed sensor 22, and the previously captured rotational speed Ne (i-1) and the current rotational speed Ne are captured. It may be determined whether or not the difference (i) is greater than or equal to a reference value x. If the difference is greater than or equal to the reference value x, that is, if Equation 1 holds, step S31 may be executed.
[0056]
[Expression 1]
Ne (i-1) -Ne (i)> x rpm
[0057]
With such a configuration, even when the vehicle speed increases in a neutral state immediately after starting, such as on a downhill, the clutch engagement timing can be determined almost accurately, and the gear position can be switched.
[0058]
Further, when the clutch of the automatic transmission 3 is engaged, the driving force of the engine 1 is transmitted to the vehicle, so that the acceleration of the vehicle rapidly increases. Therefore, an acceleration sensor for detecting the acceleration G is arranged in the vehicle, and in step S30 in FIG. 6, the output signal of the acceleration sensor is fetched every certain time ΔT, and the acceleration G (i) taken this time and the acceleration taken last time It is determined whether or not the difference of G (i-1) is greater than or equal to a reference value y. If the difference is greater than or equal to the reference value y, that is, if Equation 2 is satisfied, step S31 is executed. Also good.
[0059]
[Expression 2]
G (i) -G (i-1)> ym / s²
[0060]
According to this configuration, a change in acceleration due to engagement of the clutch of the automatic transmission 3 can be discriminated directly and immediately, and the vehicle can be switched to the low speed gear early after starting. For this reason, the start-up delay at the time of selecting a high-speed gear can be completed in a short time.
[0061]
In order to reduce the influence of noise or the like when determining the clutch engagement state of the automatic transmission 3, for example, the output of each sensor is integrated and the signal after integration is used for determination, or step S30. Thus, step S31 may be executed only after it is determined that “the vehicle speed exceeds the reference value SPD” a plurality of times.
[0062]
When the clutch of the automatic transmission 3 is engaged, the power supplied from the engine 1 is transmitted to the tire via the automatic transmission 3, and acceleration is applied to the vehicle. In order to mitigate this change in acceleration, the output torque of the engine 1 may be temporarily suppressed at the time of clutch engagement determination, that is, in step S31, in accordance with the gear shift down. By setting it as such a structure, a vehicle can be smoothly driven from start to normal operation.
[0063]
In order to reduce the output torque of the engine 1, for example, by controlling the igniter 15, adjusting the ignition delay of the engine 1 or cutting off the ignition, and controlling the fuel injector 7, the fuel is reduced. What is necessary is just to perform reduction | decrease or cut etc. for a fixed time.
[0064]
Further, the adjustment of the output torque of the engine 1 may be performed instead of the adjustment of the gear position of the automatic transmission 3 and the adjustment of the output torque of the engine 1 together. For example, the shift control in step S26 and step S31 is deleted, and in step S31, the engine ignition delay, ignition cut, fuel reduction, or fuel cut is executed for a certain period of time. Sometimes, the driving force amplified by the automatic transmission 3 and transmitted to the tire may be reduced to enable a smooth start. In this case, the first speed may be set in step S26.
[0065]
In order to confirm the effect of the present invention, the characteristics at the time of start by the conventional automatic stop / start device of the engine and the characteristics at the time of start by the automatic stop / start device of the above embodiment were measured and compared.
FIG. 7 shows characteristics at the time of start by the conventional automatic stop / start device of the engine, and FIG. 8 shows characteristics at the time of start by the automatic stop / start device of the above embodiment.
[0066]
In the conventional example shown in FIG. 7, the set time of the timer (time T between engine start and clutch switching) is short, so before the clutch is engaged (that is, before the engine speed temporarily drops). Before the vehicle speed reaches a certain value), the gear is switched from the fourth speed to the first speed. For this reason, when the clutch is engaged (that is, when the engine speed temporarily drops and the vehicle speed starts to increase), the driving force of the engine is amplified and transmitted to the tire. An increase and a subsequent decrease have occurred (portion surrounded by a two-dot chain circle). For this reason, there exists a possibility of giving a driver discomfort.
[0067]
On the other hand, in the embodiment shown in FIG. 8, after the clutch is engaged (that is, after the engine speed has temporarily dropped and the vehicle speed reaches a certain value SPD), the gear 4 The speed is switched from 1st to 1st. For this reason, the increase in acceleration at the time of clutch engagement and the subsequent decrease are slight (the portion surrounded by a two-dot chain circle). In addition, since the gear is thereafter switched to the first speed, smooth and stable acceleration is possible.
[0068]
Also from this experiment, it can be confirmed that the automatic stop and start device and method of the present invention are effective over the prior art.
[0069]
In addition, this invention is not limited to the said embodiment, A various deformation | transformation and application are possible.
For example, the configuration of the automatic transmission 3 shown in FIG. 3 is merely an example, and any configuration can be used. Further, the method for determining the engagement of the clutch is not limited to the above example. For example, the time when the hydraulic pressure reaches a certain value may be determined as the time when the clutch is engaged. Further, the engagement state of the main clutch may be directly determined using a sensor.
[Brief description of the drawings]
FIG. 1 is a diagram showing a configuration example of an engine automatic stop / start device according to an embodiment of the present invention;
FIG. 2 is a block diagram showing a configuration of a control ECU shown in FIG.
FIG. 3 is a block diagram illustrating an example of a configuration of an automatic transmission.
FIG. 4A is a diagram illustrating a relationship between a gear position of an automatic transmission, a clutch, and a brake.
(B) is a figure which shows the positional relationship of the solenoid valve for switching a hydraulic circuit, and a transmission gear.
FIG. 5 is a flowchart of a main routine of control executed by a control ECU.
6 is a flowchart showing automatic stop start control in the main routine of FIG.
FIG. 7 is a diagram showing characteristics at the time of starting according to a conventional technique.
FIG. 8 is a diagram showing characteristics at the time of start according to an embodiment of the present invention.
[Explanation of symbols]
1 engine
2 Starter
3 Automatic transmission
4 Control ECU
5 Throttle valve
5a Throttle position sensor
6 Idle switch
7 Fuel injector
8 Shift lever
9 Shift lever switch group
10a, 10b Solenoid valve
11 Vehicle speed sensor
12 Starter relay
13 Brake
14 Brake switch
15 Igniter
17 Side brake
18 Side brake switch
19 Engine stop monitor
20 Idle stop permission switch
21 Temperature sensor
22 Rotational speed sensor
23 Accelerator
30 Torque converter
31 Auxiliary transmission
32 Oil pump
33 Intermediate shaft
34 Front planetary gear
35 Rear planetary gear
36 Counter drive gear
37 U / D planetary gear
38 Differential Drive Pinion
39 Input shaft
C1-C3, F1-F4 clutch
B1-B4 brake
41 MPU (microprocessor unit)
42 memory
43 I / O interface
44 sensor groups

Claims (4)

A transmission including a transmission gear and a clutch that switches a gear position by changing a coupling state of the transmission gear;
Vehicle speed detecting means for detecting the speed of the vehicle on which the engine is mounted;
Stop means for stopping the engine according to a predetermined stop condition;
Starting means for starting the engine in accordance with predetermined starting conditions;
When the stopping means stops the engine, the transmission is switched to a predetermined shift speed, and the vehicle speed detected by the vehicle speed detecting means exceeds a predetermined value after the starting means starts the engine. A transmission control means for responding and switching the transmission to a lower speed than the predetermined speed;
An engine automatic stop / start device comprising: A transmission including a transmission gear and a clutch that switches a gear position by changing a coupling state of the transmission gear;
A rotational speed detection means for detecting the rotational speed of the engine;
Stop means for stopping the engine according to a predetermined stop condition;
Starting means for starting the engine in accordance with predetermined starting conditions;
When the stopping means stops the engine, the transmission is switched to a predetermined shift speed, and after the starting means starts the engine, the engine speed detected by the speed detecting means is above a reference. A transmission control means for determining that the transmission has been reduced, and in response to the determination, switching the transmission to a lower speed gear than the predetermined gear;
An engine automatic stop and start device comprising: A transmission including a transmission gear and a clutch that switches a gear position by changing a coupling state of the transmission gear;
Stop means for stopping the engine according to a predetermined stop condition;
Starting means for starting the engine in accordance with predetermined starting conditions;
Acceleration detecting means for detecting the acceleration of the vehicle on which the engine is mounted;
When the stop means stops the engine, the transmission is switched to a predetermined gear position, and after the start means starts the engine, it is determined that the acceleration detected by the acceleration detection means has increased more than a reference. And, in response to this determination, transmission control means for switching the transmission to a lower speed than the predetermined speed,
An engine automatic stop and start device comprising: A hydraulic circuit that drives the clutch; and an oil pump that is driven by the engine and generates the hydraulic pressure of the hydraulic circuit,
The clutch after starting the engine, the hydraulic pressure is substantially engaged after a predetermined value, that the automatic stop-and-start device for an engine according to any one of claims 1 to 3, wherein.

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