JP4529335B2 - Vehicle control device - Google Patents

Vehicle control device Download PDF

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Publication number
JP4529335B2
JP4529335B2 JP2001265154A JP2001265154A JP4529335B2 JP 4529335 B2 JP4529335 B2 JP 4529335B2 JP 2001265154 A JP2001265154 A JP 2001265154A JP 2001265154 A JP2001265154 A JP 2001265154A JP 4529335 B2 JP4529335 B2 JP 4529335B2
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Japan
Prior art keywords
control
engine
clutch
hydraulic pressure
speed difference
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Expired - Fee Related
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JP2001265154A
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Japanese (ja)
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JP2003074683A (en
Inventor
孝行 久保
聡 和久田
武 犬塚
武彦 鈴木
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アイシン・エィ・ダブリュ株式会社
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Priority to JP2001265154A priority Critical patent/JP4529335B2/en
Priority claimed from US10/228,220 external-priority patent/US6556910B2/en
Publication of JP2003074683A publication Critical patent/JP2003074683A/en
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    • Y02T10/48
    • Y02T10/6226
    • Y02T10/6286

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a vehicle capable of learning control such that the oil pressure according to the feedback control is stored and a low pressure control of a clutch to be conducted at the next time is performed on the basis of the stored oil pressure. SOLUTION: In the case the engine stop conditions are met while the vehicle is at a standstill and also the engine starting conditions other than a start request are met from the condition the engine is stopped (at t4), a low pressure control is made for the oil pressure PC1 of a clutch which connects and disconnects the engine to/from the driving wheels. Then a neutral (N) control is performed to put the oil pressure PC1 into the condition immediately before the clutch is engaged, so-called feedback control, on the basis of the difference between the engine speed Ne and the input shaft revolving speed. When the request for starting is given from the driver (at t8), the oil pressure in feedback control is stored in memory, and the low pressure control at the next time is performed on the basis of this stored oil pressure.

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle control apparatus having an idle stop function, and is particularly suitable for use in a hybrid vehicle in which a motor (including a generator function) is attached to an automatic transmission. The present invention relates to a control device when the engine is operated when the driver's intention is not expressed by a request such as (remaining amount).
[0002]
[Prior art]
Conventionally, many vehicles have a so-called idle stop function that stops a vehicle while traveling and automatically stops the engine when a predetermined stop condition is satisfied, thereby saving fuel, reducing exhaust emission, and reducing noise. In particular, Japanese Patent Application Laid-Open No. 2000-264096 discloses that the driver is willing to start, for example, when the charge amount of the battery is insufficient or when the compressor of the air conditioner is operated because the room temperature has risen. In the case where the forward clutch is not engaged, there has been proposed a control device at the time of restarting the engine that prevents the driver from feeling uncomfortable such as shock and vibration due to the engagement of the forward clutch.
[0003]
This is a vehicle equipped with an automatic transmission having a forward clutch, and automatically stops the engine when a predetermined stop condition such as accelerator-off or brake-on is satisfied even if the shift position is a drive position such as the D range. At the same time, the engine is automatically restarted when a predetermined restart condition such as accelerator-on is established, and the restart is performed with the forward clutch released.
[0004]
[Problems to be solved by the invention]
When the above engine restart control device determines the driver's intention to start, such as accelerator on, the engine rotates due to the battery charging request, etc., and the hydraulic pressure of the automatic transmission is generated, and the pressure is rapidly increased. Even if the line pressure is directly supplied to the hydraulic servo of the forward clutch by the control, the hydraulic pressure of the hydraulic servo rises from the released state, which may cause a delay in engagement of the forward clutch and give an uncomfortable feeling to the driver. Further, the switching valve is opened by the above-described rapid pressure increase control command, and the line pressure is rapidly supplied to the forward clutch hydraulic servo so that the hydraulic pressure rises relatively slowly so that the forward clutch is smoothly engaged. However, the control of the switching valve timing and the like is complicated and troublesome.
[0005]
Therefore, the present invention stores the oil pressure when the friction engagement element is brought into a state immediately before the engagement by feedback control, and learns to perform the low pressure control performed next time based on the stored oil pressure. It is an object of the present invention to provide a vehicle control device that solves the above-described problems.
[0006]
[Means for Solving the Problems]
  The present invention according to claim 1Engine starting condition determining means (13) for determining a starting condition of the engine (2), engine starting means (14) for starting the engine (2) based on the determination of the engine starting condition determining means (13), WithThe engine (2) is automatically stopped based on the stop condition,SaidIn a vehicle control device that restarts the engine (2) based on a start condition,
  Output of the engine (2)And driveA friction engagement element (for example, C1) capable of engaging in power transmission with a moving wheel;
  A hydraulic servo capable of operating the engagement state of the friction engagement element (for example, C1);
Hydraulic pressure (P C1 ) Electric oil pump (8)
Electric oil pump control means for driving and controlling the electric oil pump (8) during the automatic stop control of the engine (2) based on the automatic stop control of the engine (2) or the restart control of the engine (2) (15), and during the automatic stop control of the engine (2), the friction engagement element (for example, C1) is in an engaged state,
  In a state where the vehicle is stopped and the engine (2) is controlled to be automatically stopped,The engine start condition determining means (13) determines a start condition of the engine (2) other than the start request.When the engine (2) is restarted, the hydraulic servo pressure (PC1) Low pressure control means (17) for performing low pressure control in a state immediately before the friction engagement element (for example, C1) is engaged,
  Based on the engagement state of the friction engagement element (for example, C1), the hydraulic pressure (PC1) Neutral control means (20) for feedback control of the friction engagement element (for example, C1) to a state immediately before the engagement,
  The hydraulic pressure (P) when the neutral control means (20) performs the feedback control.C1m) And the low pressure control means (17) performs the low pressure control on the stored hydraulic pressure (PC1mAnd a learning control means (21) for performing learning control based on
  The vehicle control apparatus is characterized by the above.
[0007]
The present invention according to claim 2 is interposed between an input shaft (37) to which an output of the engine (2) is input and a drive wheel, and includes a fluid transmission device (4) and a plurality of friction engagement elements (for example, C1, C2, C3, B1, B2, B3, B4, B5, F1, F2) and a gear transmission means for switching the transmission path, and the plurality of friction engagement elements (for example, C1, C2, C3, B1) , B2, B3, B4, B5, F1, F2) provided with an automatic transmission (10) that shifts the rotation (Ni) of the input shaft (37) by the connection / disconnection of the input shaft (37) and outputs it to the drive wheels,
The friction engagement element is engaged with at least the first forward speed of the plurality of friction engagement elements (for example, C1, C2, C3, B1, B2, B3, B4, B5, F1, F2). An input clutch (C1) for connecting the rotation (Ni) of the input shaft (37);
It exists in the control apparatus of the vehicle of Claim 1.
[0009]
  Claim3According to the present invention, the engine start means (14) starts the engine (2) after a predetermined time (Ta) after the determination of the engine start condition determination means (13).
  Claim1 or 2It exists in the control apparatus of the described vehicle.
[0010]
  Claim4The present invention according to the present invention is driven in conjunction with the engine (2), and the hydraulic pressure of the hydraulic servo (PC1) Mechanical oil pump (7)Prepared,
  The hydraulic servo (P) is always operated by the mechanical oil pump (7) or the electric oil pump (8).C1)
  Claim1 to 3It exists in the control apparatus of the described vehicle.
[0011]
  Claim5The present invention relates to a rotational speed difference detecting means (18) for detecting a rotational speed difference (ΔN) between the rotational speed (Ne) of the engine (2) and the rotational speed (Ni) of the input shaft (37). Prepared,
  The neutral control means (20) detects the engagement state of the friction engagement element (for example, C1) based on the detection result of the rotation speed difference detection means (18), and performs the feedback control.
  Claim1 to 4It exists in the control apparatus of the described vehicle.
[0012]
  Claim6According to the present invention, the neutral control means (20) performs feedback control based on a change rate (ρ) of the rotational speed difference (ΔN) detected by the rotational speed difference detection means (18).
  Claim5It exists in the control apparatus of the described vehicle.
[0013]
  Claim7According to the present invention, the neutral control means (20) is configured such that the rate of change (ρ) of the rotational speed difference (ΔN) detected by the rotational speed difference detecting means (18) is a predetermined threshold value (ρREF) Hydraulic pressure of the hydraulic servo (PC1) In a stepwise manner, and the rate of change (ρ) of the rotational speed difference (ΔN) detected by the rotational speed difference detecting means (18) is a predetermined threshold value (ρREF) Or higher when the hydraulic servo pressure (PC1)
  The learning control means (21) determines that the rate of change (ρ) of the rotational speed difference (ΔN) is a predetermined threshold value (ρREF) The hydraulic pressure of the hydraulic servo (PC1) Hydraulic pressure (P)C1m)
  Claim6It exists in the control apparatus of the described vehicle.
[0014]
  Claim8According to the present invention, the neutral control means (20) performs feedback control so that the rotational speed difference (ΔN) detected by the rotational speed difference detection means (18) becomes a target rotational speed difference.
  Claim5It exists in the control apparatus of the described vehicle.
[0015]
  Claim9According to the present invention, the learning control means (21) is configured such that the hydraulic pressure (P) stored during feedback control by the neutral control means (20)C1) Of the last stored hydraulic pressure (PC1m) Based on learning control so that the low pressure control means performs the low pressure control performed next time,
  ClaimAny one of 1 to 8It exists in the control apparatus of the described vehicle.
[0016]
In addition, although the code | symbol in the said parenthesis is for contrast with drawing, this is for convenience for making an understanding of invention easy, and has no influence on the structure of a claim. It is not a thing.
[0017]
【The invention's effect】
  According to the invention according to claim 1,Engine start condition determining means for determining an engine start condition and engine start means for starting the engine based on the determination of the engine start condition determining means. The engine start condition determining means is an engine other than the start request. Therefore, when the engine restart control other than the start request is performed, the friction engagement element is not engaged and the vehicle is not intended to start unintentionally. Although it is possible, the frictional engagement element can be immediately engaged when the driver requests to start. Also,Based on the state of the automatic transmission, the neutral control unit feedback-controls the hydraulic servo hydraulic pressure to a state immediately before the friction engagement element is engaged, and the learning control unit stores the hydraulic pressure when the neutral control unit performs feedback control. The learning control is performed so that the low pressure control when the engine is restarted by the low pressure control means can be performed based on the stored hydraulic pressure. The low pressure can be controlled to the optimum hydraulic pressure. Accordingly, it is possible to perform low pressure control corresponding to a change with time, and it is possible to prevent the driver from feeling uncomfortable such as shock or vibration due to restart of the engine other than the start request.
[0018]
According to the second aspect of the present invention, the friction engagement element is engaged with at least the first forward speed of the plurality of friction engagement elements to connect the rotation of the input shaft to which the engine output is input. Therefore, the power transmission between the engine and the drive wheel can be cut off and can be immediately connected.
[0020]
  Claim3According to the present invention, the engine starting means starts the engine after a predetermined time after the determination by the engine start condition determining means, so that the engine is not started during the low pressure control of the hydraulic servo hydraulic pressure. Can do. Thereby, it is possible to prevent the engine from starting in the engaged state of the friction engagement element.
[0021]
  Claim4According to the present invention, a mechanical oil pump that is driven in conjunction with an engine and can supply hydraulic pressure of a hydraulic servo freely.TheSince the hydraulic oil pressure is always supplied from the mechanical oil pump or the electric oil pump, the hydraulic servo can always be supplied regardless of the engine start state or the stop state.
[0022]
  Claim5According to the present invention, the neutral control means determines the engagement state of the friction engagement element based on the detection result of the rotational speed difference detection means for detecting the rotational speed difference between the engine speed and the input shaft speed. Since the detection and feedback control are performed, it is possible to accurately bring the friction engagement element immediately before the engagement in accordance with the change with time.
[0023]
  Claim6According to the present invention, the neutral control means performs feedback control based on the rate of change of the rotational speed difference detected by the rotational speed difference detecting means, so that the frictional engagement element can be accurately engaged in response to changes over time. The learning control means can store the hydraulic pressure immediately before the engagement of the friction engagement element.
[0024]
  Claim7According to the present invention, the neutral control means increases the oil pressure of the hydraulic servo stepwise when the change rate of the rotation speed difference detected by the rotation speed difference detection means is equal to or less than a predetermined threshold, and detects the rotation speed difference. When the change rate of the rotation speed difference detected by the means is greater than or equal to a predetermined threshold value, the hydraulic pressure of the hydraulic servo is lowered by one step, and the learning control means causes the hydraulic servo when the change rate of the rotation speed difference is greater than or equal to the predetermined threshold value. Since the hydraulic pressure one step lower than the hydraulic pressure is stored, it is possible to store the hydraulic pressure that is one step lower than the friction engagement element engaged, that is, the hydraulic pressure immediately before the friction engagement element is engaged.
[0025]
  Claim8According to the present invention, since the neutral control means performs feedback control so that the rotational speed difference detected by the rotational speed difference detection means becomes the target rotational speed difference, the frictional engagement can be accurately performed in accordance with the change over time. The element can be immediately before the engagement, and the learning control means can store the hydraulic pressure at which the friction engagement element is immediately before the engagement.
[0026]
  Claim9According to the present invention, the learning control unit learns to perform the low pressure control that the low pressure control unit performs next time based on the last stored hydraulic pressure among the hydraulic pressures stored in the feedback control by the neutral control unit. Since the control is performed, it is possible to store the hydraulic pressure that has been repeatedly fed back by feedback control to an optimal value, and to perform the low pressure control based on the optimal hydraulic pressure.
[0027]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments according to the present invention will be described with reference to the drawings. First, a vehicle drive system to which the vehicle control apparatus of the present invention can be applied and an automatic transmission mechanism provided therein will be described with reference to FIGS. FIG. 2 is a schematic block diagram showing a vehicle drive system according to the present invention, FIG. 3 is a diagram showing an automatic transmission mechanism 5 applied to the present invention, (a) is a skeleton diagram of the automatic transmission mechanism 5, and (b). Is the operation table.
[0028]
As shown in FIG. 2, the drive source includes an engine 2 and a motor / generator (M / G) 3, and the drive force is output to the automatic transmission 10. The automatic transmission 10 includes a torque converter (T / M) 4, an automatic transmission mechanism 5, a hydraulic control device 6, a mechanical oil pump 7, and an electric oil pump 8 that are examples of fluid transmission devices. The automatic transmission mechanism 5 shifts the input driving force based on a predetermined vehicle traveling state, and outputs it to the wheels and the like. Further, the automatic transmission mechanism 5 is provided with a plurality of friction engagement elements for shifting, and the engagement of the friction engagement elements is hydraulically controlled to change the speed. A hydraulic control device 6 for controlling is provided. A mechanical oil pump 7 and an electric oil pump for supplying hydraulic pressure to the hydraulic control device 6 are provided. The mechanical oil pump 7 is disposed so as to interlock with the torque converter 4, and is driven by the driving force of the engine 2 and the motor / generator 3. The electric oil pump 8 is independent of the driving force of the engine 2 and the motor / generator 3 and is driven by a motor supplied with power from a battery (not shown).
[0029]
Next, the automatic transmission mechanism 5 will be described. As shown in FIG. 3A, the main automatic transmission mechanism 30 is disposed on a first shaft (hereinafter referred to as “input shaft”) 37 that is arranged in alignment with the engine output shaft, 2 (E / G) and the motor / generator (M / G) 3 transmit a driving force to the input shaft 37 through the torque converter 4 having the lock-up clutch 36. On the input shaft 37, a mechanical oil pump 7 and an electric oil pump 8 adjacent to the torque converter 4, a brake part 34, a planetary gear unit part 31, and a clutch part 35 are arranged in this order.
[0030]
The planetary gear unit 31 is composed of a simple planetary gear 32 and a double pinion planetary gear 33. The simple planetary gear 32 includes a sun gear S1, a ring gear R1, and a carrier CR that supports a pinion P1 that meshes with these gears. The double pinion planetary gear 33 includes a pinion that meshes with the sun gear S2, the ring gear R2, and the sun gear S1. It comprises a carrier CR that supports P2 and pinion P3 meshing with ring gear R2 so as to mesh with each other. The sun gear S1 and the sun gear S2 are rotatably supported by hollow shafts that are rotatably supported by the input shaft 37, respectively. The carrier CR is common to both the planetary gears 32 and 33, and the pinion P1 and the pinion P2 meshing with the sun gears S1 and S2, respectively, are connected so as to rotate together.
[0031]
The brake portion 34 is provided with a one-way clutch F1, a brake B1, and a brake B2 sequentially from the inner diameter side toward the outer diameter direction, and the counter drive gear 39 is connected to the carrier CR via a spline. Further, a one-way clutch F2 is interposed in the ring gear R2, and a brake B3 is interposed between the outer periphery of the ring gear R2 and the case. The clutch portion 35 includes a forward clutch (hereinafter simply referred to as “clutch”) C1 and a direct clutch C2 which are input clutches (friction engagement elements), and the clutch C1 is interposed on the outer periphery of the ring gear R1. The direct clutch C2 is interposed between the inner periphery of a movable member (not shown) and a flange portion connected to the tip of the hollow shaft.
[0032]
The sub-transmission mechanism 40 is disposed on a second shaft 43 disposed in parallel with the input shaft 37. The input shaft 37 and the second shaft 43 are third shafts including differential shafts (left and right axles) 45l and 45r. Together with the shaft, it is configured in a triangular shape in side view. The sub-transmission mechanism 40 includes simple planetary gears 41 and 42, and the carrier CR3 and the ring gear R4 are integrally connected, and the sun gears S3 and S4 are integrally connected to form a Simpson type gear train. It is composed. Further, the ring gear R3 is connected to the counter driven gear 46 to constitute an input portion, and the carrier CR3 and the ring gear R4 are connected to a reduction gear 47 serving as an output portion. Further, a UD direct clutch C3 is interposed between the ring gear R3 and the integral sun gears S3, S4, the integral sun gear S3 (S4) can be appropriately locked by the brake B4, and the carrier CR4 is appropriately engaged by the brake B5. It can stop. Thereby, the auxiliary transmission mechanism 40 can obtain a forward third speed.
[0033]
Further, the differential device 50 constituting the third shaft has a differential case 51, and a gear 52 that meshes with the reduction gear 47 is fixed to the case 51. Further, in the differential case 51, a differential gear 53 and left and right side gears 55 and 56 mesh with each other and are rotatably supported, and left and right axles 45l and 45r are extended from the left and right side gears. Thereby, the rotation from the gear 52 is branched corresponding to the load torque, and transmitted to the left and right front wheels via the left and right axles 45l and 45r.
[0034]
Each of the clutches C1, C2 and the brakes B1, B, 2B, 3, B4, B5 is hydraulic servo (not shown) that is driven and controlled by supplying the hydraulic pressure controlled by the hydraulic control device 6 described above. The hydraulic servo has a piston for pressing a plurality of inner friction plates and outer friction plates disposed with gaps in the clutches and brakes. The brake engagement state can be freely controlled. In the following description, the state immediately before the engagement of the clutch C1 is a state in which a gap interposed between the piston, the inner friction plate, and the outer friction plate is filled, and the clutch C1 is not engaged. It is.
[0035]
Next, the operation of the automatic transmission mechanism 5 will be described along the operation table shown in FIG. In the first speed (1ST) state, the clutch C1, the one-way clutch F2, and the brake B5 are engaged. As a result, the main transmission mechanism 30 becomes the first speed, and the decelerated rotation is transmitted to the ring gear R3 in the auxiliary transmission mechanism 40 via the counter gears 39 and 46. The sub-transmission mechanism 40 is in the first speed state with the carrier CR4 stopped by the brake B5, the decelerated rotation of the main transmission mechanism 30 is further decelerated by the sub-transmission mechanism 40, and the gears 47, 52 and the differential It is transmitted to the axles 45l and 45r via the device 50.
[0036]
In the second speed (2ND) state, the brake B2 is engaged in addition to the clutch C1, and the one-way clutch F2 is smoothly switched to the one-way clutch F1, and the main transmission mechanism 30 is in the second speed state. Further, the sub-transmission mechanism 40 is in the first speed state by the engagement of the brake B5, and the second speed state and the first speed state are combined to obtain the second speed in the entire automatic transmission mechanism 5.
[0037]
In the third speed (3RD) state, the main transmission mechanism 30 is the same as the second speed state in which the clutch C1, the brake B2, and the one-way clutch F1 are engaged, and the auxiliary transmission mechanism 40 engages the brake B4. Then, the sun gears S3 and S4 are fixed, and the rotation from the ring gear R3 is output from the carrier CR3 as the second speed rotation. Therefore, the second speed of the main transmission mechanism 30 and the second speed of the auxiliary transmission mechanism 40 are used in the entire automatic transmission mechanism 5. Third speed is obtained.
[0038]
In the fourth speed (4TH) state, the main transmission mechanism 30 is the same as the above-described second and third speed states in which the clutch C1, the brake B2, and the one-way clutch F1 are engaged, and the auxiliary transmission mechanism 40 releases the brake B4. At the same time, the UD direct clutch C3 is engaged. In this state, the ring gear R3 and the sun gear S3 (S4) are connected to each other so that the planetary gears 41 and 42 are directly connected to rotate integrally. Accordingly, the second speed of the main transmission mechanism 30 and the direct connection (third speed) of the auxiliary transmission mechanism 40 are combined, and the automatic transmission mechanism 5 as a whole can obtain the fourth speed rotation.
[0039]
In the fifth speed (5TH) state, the clutch C1 and the direct clutch C2 are engaged, the rotation of the input shaft 37 is transmitted to both the ring gear R1 and the sun gear S1, and the gear unit 31 rotates integrally with the main transmission mechanism 30. Direct rotation. Further, the subtransmission mechanism 40 has a direct rotation in which the UD direct clutch C3 is engaged. Therefore, the third speed (direct coupling) of the main transmission mechanism 30 and the third speed (direct coupling) of the subtransmission mechanism 40 are combined, The automatic transmission mechanism 5 as a whole can achieve 5-speed rotation.
[0040]
In the reverse (REV) state, the direct clutch C2 and the brake B3 are engaged, and the brake B5 is engaged. In this state, in the main transmission mechanism 30, the reverse rotation is taken out, and in the auxiliary transmission mechanism 40, the carrier CR4 is also stopped in the reverse rotation direction based on the brake B5, and is maintained in the first speed state. Accordingly, the reverse rotation of the main transmission mechanism 30 and the first speed rotation of the subtransmission mechanism 40 are combined to obtain the reverse speed reduction rotation.
[0041]
In FIG. 3B, a triangle mark indicates that the engine operates during engine braking. That is, at the first speed, the brake B3 is engaged, and the ring gear R2 is fixed in place of the one-way clutch F2. In the second speed, the third speed, and the fourth speed, the brake B1 is engaged to fix the sun gear S2 in place of the one-way clutch F1.
[0042]
Next, a vehicle control apparatus according to the present invention will be described with reference to FIG. FIG. 1 is a block diagram showing a vehicle control apparatus according to an embodiment of the present invention. As shown in FIG. 1, the vehicle control device includes a control unit (ECU) U, which includes the engine (E / G) 2, the hydraulic control device 6, and the electric oil pump (EOP) 8 described above. And a motor generator (M / G) 3 (see FIG. 2). Further, the control unit U includes, for example, a shift lever 22 provided in a driver's seat, a brake sensor 23 provided in a brake pedal (and a side brake), and the axle 45 l that is an output shaft of the automatic transmission 10. , 45r, an output shaft rotation sensor 24 provided on the input shaft 37, an input shaft rotation sensor 25 provided on the input shaft 37, an engine speed sensor 26 provided on the engine 2, a throttle opening sensor 27, In addition, a battery 28, an (indoor) air conditioner 29, and the like are connected.
[0043]
The control unit U includes an engine stop condition determination unit 11, an engine stop unit 12, an engine start condition determination unit 13, an engine start unit 14, an electric oil pump (EOP) control unit 15, an engine state detection unit 16, and a clutch low pressure control. Means 17, rotation speed difference detection means 18, start request detection means 19, neutral (N) control means 20, and learning control means 21 are provided.
[0044]
The engine stop condition determination means 11 is configured such that, for example, the vehicle is stopped by the vehicle speed sensor 24, the brake is ON by the brake sensor 23, the throttle opening is 0% by the throttle opening sensor 27, and the engine speed sensor 26 Is detected as an engine 2 stop condition when the engine speed Ne is detected to be close to the idle speed, and when the remaining battery level is sufficient and the air conditioner is not operated. To do. Then, the engine stop unit 12 stops the engine 2 based on the determination. Further, since the mechanical oil pump 7 stops in conjunction with the engine 2 as described above, the EOP control means 15 drives the electric oil pump 8 to supply hydraulic pressure to the hydraulic control device 6.
[0045]
The engine start condition determination means 13 is used when the engine 2 is stopped by the engine stop means 12 described above, or when the engine start condition other than the start request, that is, when the remaining battery level is insufficient, or the air conditioner When a compressor (not shown) that is operated and linked to the engine 2 is driven, if a condition such as the above is satisfied, the engine 2 is determined as a start condition. Then, the engine starting means 14 starts the engine 2 based on this determination. Further, the EOP control means 15 controls the electric oil pump 7 to stop because the mechanical oil pump 7 is driven in conjunction with the engine 2 and supplies hydraulic pressure to the hydraulic control device 6.
[0046]
The clutch low-pressure control unit 17 is configured to detect the engine 2 when a start condition of the engine 2 is determined by the engine start condition determination unit 13 while the vehicle is stopped and the engine 2 is stopped by the engine stop unit 12. The hydraulic pressure P of the clutch C1 (see FIG. 3) that engages with the rotation of the input shaft 37 and the automatic transmission mechanism 5 to which the output of.C1Is controlled to a low pressure (details will be described later). At this time, the engine starting means 14 is operated by the clutch low pressure control means 17 before the engine 2 is started.C1Therefore, the engine 2 is started after a predetermined time Ta.
[0047]
The engine state detection means 16 is operated by the clutch low pressure control means 17 so that the hydraulic pressure P of the clutch C1C1When the engine start means 14 detects that the engine 2 has been started under low pressure, the clutch C1 low pressure control by the clutch low pressure control means 17 is terminated, and the neutral control by the neutral (N) control means 20 is performed. Let it begin.
[0048]
The neutral control means 20 is connected to a rotational speed difference detecting means 18 for detecting a rotational speed difference between the engine rotational speed Ne and the input shaft rotational speed Ni by an engine rotational speed sensor 26 and an input shaft rotational speed sensor 25. Based on the detection by the rotation speed difference detection means 18, the hydraulic pressure P of the clutch C1C1Is a predetermined hydraulic pressure (hereinafter referred to as “standby pressure”) P that is in a state immediately before the clutch C1 is engaged.C1wNeutral control (details will be described later) is performed. The neutral control means 20 is connected to a start request detecting means 19 for detecting a driver's start request based on the throttle opening sensor 27, the brake sensor 23, and the like. Based on this, the neutral control is terminated. In the present embodiment, the neutral control means 20 is configured so that the standby pressure P that is in a state immediately before the engagement of the clutch C1 based on the rotational speed difference between the engine rotational speed Ne and the input shaft rotational speed Ni as described above.C1wHowever, the present invention is not limited to this, and the standby pressure P is determined based on the state of the automatic transmission 10 (for example, change in the input shaft rotational speed Ni, change in the rotational speed of the clutch C1, etc.).C1wMay be detected.
[0049]
The learning control means 21 uses the base pressure P when the neutral control is terminated as described above.C1mIs stored (details will be described later) and output to the clutch control means 17. The clutch control means 17 receiving it receives the hydraulic pressure P of the clutch C1 as described above.C1When the low pressure control is performed (when the engine start condition is determined), the oil pressure PC1The standby pressure PC1wThe low pressure is controlled so that
[0050]
Here, normal neutral control will be described with reference to FIG. FIG. 14 is a time chart showing an example of neutral control. For example, when the shift lever 22 is selected in the D range and the vehicle stops with the engine not stopped, the engine speed Ne is a substantially constant idle speed as shown in FIG. . When the speed of the vehicle decreases from the time point ta to the time point tb, the clutch C1 is engaged, so the rotational speed Ni of the input shaft 37 also decreases from the wheels (not shown) via the automatic transmission mechanism 5. At this time, the neutral control means 20 estimates when the vehicle speed becomes zero based on the rate of decrease of the input shaft rotational speed Ni. In this state, the torque converter 4 interposed between the input shaft 37 and the engine 2 is absorbing the difference in rotation.
[0051]
When the input shaft rotational speed Ni becomes zero at the time point tb, for example, the throttle opening degree is less than or equal to a predetermined value by the throttle opening degree sensor 27, the brake is turned on by the brake sensor 23, and an oil temperature sensor (not shown) The neutral temperature control start is determined by detecting that the oil temperature is equal to or higher than a predetermined temperature. When the neutral control start determination is made, from the time point tb to the time point tc, the neutral control means 20 determines the hydraulic pressure P of the clutch C1.C1The clutch P is controlled to gradually lower (sweep down), and the hydraulic pressure P is set so that the clutch C1 (described later) is in a state immediately before engagement.C1To control. Note that the input shaft rotational speed Ni starts rotating upon receipt of torque from the torque converter 4 because the clutch C1 is disengaged.
[0052]
Thereafter, between time tc and time td, the hydraulic pressure P of the clutch C1C1Is controlled so as to be disengaged, and in-neutral control (described later in detail) is performed in which the power transmission between the input shaft 37 and the wheel is cut off, that is, a substantially neutral state. At this time, the neutral control means 20 outputs a signal to the hydraulic control device 6 to engage, for example, the clutch C1, the brakes B1, B2, and B5 to engage the one-way clutch F1 and the reverse of the one-way clutch F2. Hill hold control is performed by preventing rotation. The input shaft rotational speed Ni is rotated by torque from the torque converter 4.
[0053]
When a start request by the driver (for example, when the brake pedal has a predetermined depression force is equal to or less than a predetermined amount) is detected at time td, the neutral control means 20 ends the neutral control and ends the hill hold control (brake B1 and B2 are released to the first speed state), and the hydraulic pressure P of the clutch C1C1The clutch C1 is gradually engaged according to the difference between the engine speed Ne and the input shaft speed Ni, and the clutch C1 is gradually engaged (sweep up). Then, the input shaft 37 and the stopped wheel are engaged, and the input shaft rotational speed Ni becomes zero. Further, at the time te, when the clutch C1 is in the engaged state, the input shaft rotational speed Ni is increased by the torque from the torque converter 4, and the wheels rotate via the engaged clutch C1, that is, the vehicle starts. To do.
[0054]
Next, the in-neutral control will be described in detail with reference to FIGS. FIG. 15 is a time chart showing details of hydraulic control during in-neutral control, FIG. 16 is a time chart showing a case where the input clutch is in the drag region, and FIG. 17 is a time chart showing a case where the input clutch is in the slip region. . As shown in FIG. 15, during the in-neutral control (from time tc to time td shown in FIG. 14), as described above, the hydraulic pressure P of the clutch C1C1However, the hydraulic pressure is controlled so that the clutch C1 is just before engagement. In this state, the neutral control means 20 controls the hydraulic pressure P of the clutch C1.C11 step pressure increase ΔPUPThe rotational speed difference detecting means 18 detects the rotational speed difference ΔN between the engine rotational speed Ne and the input shaft rotational speed Ni from the engine rotational speed sensor 26 and the input shaft rotational speed sensor 25. Then, the neutral control means 20 starts feedback control based on the change rate ρ based on the rotation speed difference ΔN detected by the rotation speed difference detection means 18, that is, the relationship between the change amount δ of the rotation speed difference ΔN and the time. To do.
[0055]
At this time, as shown in FIG. 16, the neutral control means 20S0End time tS3Is set to a sampling time Tsam until the start time t obtained by dividing the sampling time Tsam into three equal parts, for example.S0From time tS11st time T untilS1, Start time tS0From time tS2Second time T untilS2And a change amount threshold value ΔN of the rotational speed difference ΔN corresponding to each of the sampling times TsamRiRespectively, the variation threshold ΔNRA, ΔNRB, ΔNRCReference change amount ΔNmSet for. For example, when the input clutch C1 is in a drag region where the input clutch C1 is not engaged and slightly touches, the first time TS1, Second time TS2And the change amount threshold value ΔN in which the change amount δ of the rotational speed difference ΔN is set during the sampling time Tsam.RA, ΔNRB, ΔNRCWithout exceeding the sampling time Tsam, and once again the hydraulic pressure P of the clutch C1C1Pressure increase ΔPUPThe same sampling time Tsam is set repeatedly, and this control is repeated thereafter.
[0056]
For example, as shown in FIG.S4, The change amount δ of the rotational speed difference ΔN is equal to the change amount threshold value ΔN.RA(ΔNRB, ΔNRCIn this case, the description is omitted, so that the clutch C1 starts to be engaged and is in the slip region, and the hydraulic pressure P of the clutch C1 is determined.C1Is reduced by one step ΔPDOWNAnd the sampling time Tsam is set, that is, the start time t is the same as described above.S4End time tS7Sampling time Tsam until and start time tS4From time tS51st time T untilS1And start time tS4From time tS6Second time T untilS2The change amount threshold value ΔN of the rotational speed difference ΔN corresponding toRA, ΔNRB, ΔNRCIs the reference change amount ΔNmSet for. In this case, the hydraulic pressure P of the clutch C1C1Is one pressure reduction ΔPDOWNTherefore, since the engagement state of the clutch C1 is returned from the slip region to the drag region, the change amount δ of the rotational speed difference ΔN does not substantially change, and the start time tS4End time tS7The sampling time Tsam until is finished. Then, again, the hydraulic pressure P of the clutch C1C1Pressure increase ΔPUPIn the same manner, the change amount δ is changed by the change amount threshold value ΔN.RAOver the hydraulic pressure P of the clutch C1C1Is one stage of decompression ΔPDOWNOnly decompressed. Thereby, feedback control is performed based on the rate of change ρ of the rotational speed difference ΔN between the engine rotational speed Ne and the input rotational speed Ni.
[0057]
Next, the control of the vehicle control device according to the present invention will be described with reference to FIGS. 4 and 5 are flowcharts showing the control of the vehicle control device according to the present invention, FIG. 6 is a flowchart showing the clutch release control S50, FIG. 7 is a flowchart showing the in-neutral control S130, and FIG. 8 is a clutch engagement control S150. 9 and 10 are flowcharts showing the feedback control S132 in the neutral control, FIG. 11 is a flowchart showing the threshold update processing S132d in the feedback control, and FIG. 12 is a flowchart showing the electric oil pump (EOP) control. is there. 4 shown in FIG. 4 is 1 in FIG. 7, 2 is shown in FIG. 7 is 2 in FIG. 4, 3 is shown in FIG. 4 is 3 in FIG. 4 shown in FIG. 4 is 4 in FIG. 5, 5 is shown in FIG. 4, 5 is shown in FIG. 5, 6 is shown in FIG. 4 is 6 in FIG. (7) shown in FIG. 10 is connected to (7) in FIG. 10, and (8) shown in FIG. 9 is connected to (8) in FIG.
[0058]
First, the electric oil pump (EOP) control S200 will be described with reference to FIG. When the control is started (S201), it is determined whether or not the engine speed Ne is equal to or lower than a first predetermined value, for example, a value lower than the idling speed (S202), and is equal to or lower than the first predetermined value. In this case, the electric oil pump 8 is driven (S203), and the hydraulic oil supply is stopped (or reduced) when the mechanical oil pump 7 is stopped (or the driving force is reduced) in conjunction with the engine 2. This is compensated by supplying hydraulic pressure from the pump 8. In step S202, if the engine speed Ne is not equal to or less than the first predetermined value, the process proceeds to step S204, and it is determined whether or not the engine speed Ne is equal to or greater than the second predetermined value (S204). If the engine speed Ne is not equal to or greater than the second predetermined value, the electric oil pump 8 is maintained in the driven or stopped state as it is. If the engine speed Ne is equal to or greater than the second predetermined value, the electric oil pump 8 is stopped (S205).
[0059]
As described above, since the hydraulic pressure supply of the mechanical oil pump 7 increases and decreases in proportion to the engine speed Ne, when the hydraulic pressure supply of the mechanical oil pump 7 decreases, the hydraulic oil supply is supplied by the electric oil pump 8. Do. Thereby, the hydraulic pressure P of the clutch C1C1It is always possible to supply hydraulic pressure. Note that hunting can be prevented by making the first predetermined value different from the second predetermined value. Further, in the following description, stopping the engine 2 means driving the electric oil pump 8, and starting the engine 2 means stopping the electric oil pump 8, but the description thereof is omitted.
[0060]
Next, when the control of the vehicle control device according to the present invention is started by the control unit U (S10), first, input signals from the respective sensors (see FIG. 1) are processed (S20), and the engine is stopped. A stop condition is determined by the condition determining means 11, and it is determined whether or not the engine 2 is automatically stopped by the engine stopping means 12 (S30). If the engine 2 is not automatically stopped, that is, the engine 2 is being driven, the process proceeds to step S40, for example, the brake is ON, the throttle opening is equal to or less than a predetermined value, the vehicle speed is (estimated) zero, the shift range is the D range, etc. It is determined whether or not a neutral control start condition based on the condition is satisfied. If the condition is not met, the vehicle is traveling or there is a start request, so the process proceeds to step S170 in FIG.
[0061]
If the neutral control start condition is satisfied in step S40 (see time tb in FIG. 14), the process proceeds to step S50, and the neutral control means 20 starts the neutral control as described above. In the neutral control, as shown in FIG. 6, first, the hydraulic pressure P of the clutch C1 is set.C1To release the clutch C1 (see time tb to time tc in FIG. 14) (S51), and the hydraulic pressure P of the clutch C1 is started.C1Standby pressure PC1w(S52). Then, it is determined whether or not the rotational speed difference ΔN between the engine rotational speed Ne detected by the rotational speed difference detecting means 18 and the input shaft rotational speed Ni is within a predetermined range (S53). When the rotational speed difference is not within the predetermined range (No in step S53), that is, the hydraulic pressure P of the clutch C1.C1Is the target standby pressure PC1wTherefore, the sweep down (S53) is continued. Thereafter, when the rotational speed difference ΔN falls within a predetermined range (Yes in Step S53), the sweep down is finished (S54).
[0062]
When the sweep down is finished (that is, when S50 is finished), it is determined whether or not the release control of the clutch C1 is finished (S70). If the release control of the clutch C1 has not ended, the process returns to step S50, and the release control of the clutch C1 is performed again. And the hydraulic pressure P of the clutch C1C1Is standby pressure PC1wWhen it is determined that the clutch release control has been completed (Yes in step S70), the process proceeds to step S130 in FIG. Further, during this time, when the neutral control end condition, that is, when the start request based on the throttle opening is equal to or greater than the predetermined value and the brake is OFF is detected by the start request detecting means 19, or the shift range is other than the non-running range (for example, When the condition such as “N” or “P” is selected (S60), the neutral control is terminated. At this time, the process proceeds to step S150 in FIG. 5 via (3), and the hydraulic pressure P in the middle of releasing the clutch C1.C1In order to raise and engage again, clutch engagement control described later is performed. When the shift range is selected as the non-traveling range, the clutch C1 is not engaged (S150) and the clutch P1 hydraulic pressure P is not engaged.C1To release.
[0063]
As described above, when the release control of the clutch C1 is completed (S70), in-neutral control (see time td from time tc in FIG. 14) is started in step S130 in FIG. In the in-neutral control, as shown in FIG. 7, first, the in-neutral control is started (S131), and the clutch C1 according to the rotation speed difference ΔN between the engine rotation speed Ne and the input shaft rotation speed Ni described above is started. Hydraulic pressure PC1Is controlled (S132).
[0064]
As shown in FIG. 9, the hydraulic pressure P of the clutch C1 according to the rotational speed difference ΔN.C1(S132a), the above-described sampling time Tsam (see FIGS. 16 and 17) is detected while detecting the rotational speed difference ΔN from the difference between the engine rotational speed Ne and the input rotational speed Ni (S132b). It is determined whether or not it has elapsed (S132c). In the initial state of the control, assuming that the sampling time Tsam has not elapsed (No in S132), the process proceeds to step S132d, and control for updating (setting) the change amount threshold value of the rotational speed difference ΔN is started.
[0065]
In step S132d, as shown in FIG. 11, threshold update processing is started (S132d-1). First, the sampling time Tsam is the first time TS1(S132d-2), and the first time TS1Has not elapsed (No in S132d-2), the change amount threshold value ΔNRiFor the first time TS1Amount of change ΔN corresponding toRA(S132d-3) and return (S132d-7). Further, the first time TS1Has elapsed (Yes in S132d-2), the sampling time Tsam is the second time T.S2(S132d-4), and the second time TS2Has not elapsed (No in S132d-4), the change amount threshold value ΔNRiFor the second time TS2Amount of change ΔN corresponding toRB(S132d-5) and return (S132d-7). The second time TS2Has elapsed (Yes in S132d-4), the change amount threshold value ΔNRiΔN corresponding to the sampling time TsamRC(S132d-6), the process returns (S132d-7), and the above control is repeated.
[0066]
Next, as shown in FIG. 9, the change amount δ is changed to the change amount threshold value ΔN while controlling the update of the change amount threshold value in step S132d.RiIs determined (S132e) (see FIGS. 16 and 17). Change amount δ is change amount threshold value ΔNRiIf it does not exceed (Yes in S132e) (see FIG. 16), that is, the clutch C1 is in the drag region, the process proceeds to step S132m via (8) and returns to step S132a. Further, the change amount δ is the change amount threshold value ΔN.RiIs exceeded (No in S132e) (see FIG. 17), it is determined that the clutch C1 is in the slip region, and the hydraulic pressure P of the hydraulic servo of the clutch C1 as described above.C1Is reduced by one step ΔPDOWNFor example, the counter C described later is incremented by “1”, and the sampling time Tsam is reset (S132f). And the hydraulic pressure P of the clutch C1C1Is determined to be in the slip region, that is, the last-stage hydraulic pressure P that was in the drag regionC1Standby pressure PC1m(S132g), and thereafter, the process proceeds to step S132m via (8) and returns to step S132a. The standby pressure P stored at this timeC1mIs the hydraulic pressure P of the clutch C1C1Oil pressure P before it is determined that the slip region isC1(That is, the hydraulic pressure before being increased by one step)DOWNHydraulic pressure P after depressurizing onlyC1It may be.
[0067]
On the other hand, if it is determined in step S132c that the sampling time Tsam has elapsed (Yes in S132c), the process proceeds to step S132h via (7), and the absolute amount of the change amount δ is the sampling time Tsam. Change threshold ΔNRCIt is determined whether or not it exceeds. In step S132e, the change amount δ is changed to the change amount threshold value ΔN.RCIs not exceeded (No in S132h), for example, regardless of the case where the pressure is increased by one step as shown in FIG.RCAnd the change amount δ is changed to the change amount threshold value ΔN until the next pressure increase as shown in FIG.RCThere are two cases: not exceeding. Therefore, the counter threshold CRAnd the determination is performed based on the counter C to which “1” is added, for example, when the above-described sampling time Tsam is reset. For example, regardless of the case where the pressure is increased by one step as shown in FIG.RCIf the counter C is not greater than the counter threshold CR (Yes in step S132i), the hydraulic pressure P of the clutch C1 is determined.C1And the counter C is decremented by, for example, “1” (S132j), and the process returns (S132m). Further, in the drag region after one-step pressure reduction as shown in FIG. 17, the change amount δ is the change amount threshold value ΔN.RCIf the counter C is not exceeded, the counter C is equal to or greater than the counter threshold CR (that is, the counter C is repeatedly added as the sampling time Tsam is repeatedly reset) (No in step S132i), and the process returns. (S132m), that is, as shown in FIG. 17, during the sampling time Tsam, the hydraulic pressure P of the clutch C1C1Is not increased.
[0068]
Then, as shown in FIG. 17, when the sampling time Tsam ends, the pressure is increased by one step, and the change amount δ is changed to the change amount threshold value ΔN in step S132h.RC(S132h: Yes), the clutch C1 at this time should be in the slip region, so the pressure is reduced by one step (S132k), and the hydraulic pressure P of the clutch C1 is the same as in step S132g.C1Is determined to be in the slip region, that is, the last-stage hydraulic pressure P that was in the drag regionC1Standby pressure PC1m(S132l), proceed to step S132m, and return to step S132a. In this case, the standby pressure P is also stored in the same manner.C1mIs the hydraulic pressure P of the clutch C1C1Oil pressure P before it is determined that the slip region isC1(That is, the hydraulic pressure before being increased by one step)DOWNHydraulic pressure P after depressurizing onlyC1It may be.
[0069]
As described above, the hydraulic pressure P of the clutch C1 according to the rotational speed differenceC1When the above control is performed (S132), it is first determined whether or not the in-neutral control is to be ended (S134). If the in-neutral control is not to be ended (No in step S134), the in-neutral control is continued. Thereafter, when the start request detection means 19 detects a driver start request (brake OFF, throttle opening is greater than a predetermined value, etc.) or when the shift range is selected other than the forward range, the in-neutral control is performed. (Yes in S134) and the standby pressure P as described aboveC1wIs learned (stored) (S135), and the process ends (S136). Further, during this time, when it is detected that the engine speed Ne has become equal to or lower than the predetermined speed, it is determined that the engine 2 has been automatically stopped (S133), and the process proceeds to step S9 via (2), where the clutch low pressure A standby command (details will be described later) is issued.
[0070]
When the in-neutral control (S130) ends, the neutral control end condition, that is, the start request detecting means 19 detects a driver start request (brake is OFF, throttle opening is greater than a predetermined value, etc.) or shift. It is determined whether or not a condition such as when the range is selected other than the D range is satisfied (S140). If the condition is not satisfied (No in step S140), the in-neutral control is again performed (S130). I do. If the condition is satisfied (Yes in step S140) (see time td in FIGS. 12 and 14), clutch engagement control is performed (S150). In the clutch engagement control, as shown in FIG. 8, first, clutch engagement control is started (S151), and according to the rotational speed difference ΔN between the engine rotational speed Ne and the input shaft rotational speed Ni as described above. Hydraulic pressure P of clutch C1C1Is swept up (S152). And the hydraulic pressure P of the clutch C1C1Is greater than or equal to a predetermined pressure (S153), and the hydraulic pressure P of the clutch C1 is determined.C1If the pressure is not equal to or higher than the predetermined pressure (No in step S153), the above sweep-up is continued. Thereafter, the hydraulic pressure P of the clutch C1C1Is equal to or higher than the predetermined pressure (Yes in step S153), the clutch engagement control is terminated (S154), and the process proceeds to step S160.
[0071]
In step S160, it is determined whether or not the engagement control of the clutch C1 is finished. If the engagement control is not finished (No in step S160), the clutch engagement control is performed again. As described above, the hydraulic pressure P of the clutch C1C1Is equal to or higher than the predetermined pressure and the engagement control is completed (Yes in step S160), the process proceeds to step S170, and the process returns to step S10.
[0072]
Next, the control when the engine 2 is restarted from the stop state of the engine 2 under the start condition other than the start request in the stop state of the vehicle, which is the main part of the present invention, will be described with reference to FIGS. FIG. 13 is a time chart showing when the engine is restarted from the engine stop state when the vehicle is stopped. For example, as shown at time t1 in FIG. 13, when the vehicle stops and the engine stop condition is satisfied and is determined by the engine stop condition determination means 11, that is, the engine control command becomes “stop”, and the engine stop means 12 stops the engine 2. At this time, the motor / generator 3 is reversely driven to reduce a shock caused by stopping the engine. Further, since the mechanical oil pump 7 stops in conjunction with the engine stop, the electric oil pump 8 is turned on by the EOP control means 15 at time t2. When the engine stop is completed at time t3, the motor / generator 3 is also stopped and the engine stop is completed. Then, in step S30 in FIG. 4, it is determined that the engine 2 is automatically stopped, and first, it is determined whether or not the engine 2 has been automatically restarted (S80). When the engine 2 is stopped as it is (No in S80), the process proceeds to Step S170 via (6), that is, since no control is performed, the clutch C1 is engaged (for example, normal) D range state).
[0073]
At time t4, when an engine start condition other than the above-described start request (for example, an engine start condition associated with insufficient battery remaining, air conditioner ON, etc.) is satisfied, the engine control command becomes “start” and the engine starts. It is determined by the condition determining means 13, that is, determination of engine automatic restart is made (Yes in step S80). Then, first, the clutch low pressure control means 17 performs the hydraulic pressure P of the clutch C1.C1The standby pressure P that is the target constant pressureC1wThe low pressure control is started so as to become (S90). On the other hand, the engine starting means 13 does not start the engine 2 until a predetermined time Ta elapses by a timer (not shown) or the like, and starts the engine 2 after the predetermined time Ta. That is, the hydraulic pressure P of the clutch C1C1Since the engine 2 is not started during the low pressure control, the engine 2 can be prevented from starting with the clutch C1 engaged. That is, it is possible to prevent the driver from feeling uncomfortable such as shock or vibration by restarting the engine 2 other than the start request (that is, the driver's unexpected).
[0074]
When a predetermined time Ta elapses at time t5, the engine starting means 14 starts starting the engine 2. On the other hand, at time t6, the mechanical oil pump 7 is driven in conjunction with the start of the engine 2, so that the electric oil pump 8 is turned off by the EOP control means 15. At time t7, the start of the engine 2 is completed, and when the engine state detection means 16 detects the start of the engine 2 (S100), the neutral control means 20 starts the in-neutral control (S131). During this period (between time t5 and time t7), when a start request from the driver is detected by the start request detection means 19 (S110), the clutch C1 is engaged and is lowered by the low pressure control. Hydraulic pressure PC1Is raised again to engage the clutch (S120), the vehicle is started, and the above control is repeated (S170). The neutral control means 20 may start the in-neutral control when the engine state detecting means 16 detects that the engine speed Ne is greater than or equal to a predetermined speed, for example.
[0075]
When the neutral control is started at time t7 (S130), the hydraulic pressure P of the clutch C1 is determined according to the rotational speed difference ΔN detected by the rotational speed difference detecting means 18 as described above.C1Therefore, the clutch C1 can be accurately brought into a state immediately before engagement. Thereafter, when the start request detection means 19 detects the driver's start request at time t8 (or when it is detected that the shift range is selected other than the forward range), the neutral control means 20 ends the in-neutral control and provides feedback. In addition to releasing the control, the learning control means 21 performs the next low pressure control of the clutch C1 as described above.C1wStandby pressure P when releasing so that it can be performed based onC1wIs stored (S132g, S132l). Then, engagement control of the clutch C1 is performed (S150 and S160), and the vehicle is started.
[0076]
As described above, the neutral control means 20 performs neutral control after the engine is started to bring the clutch C1 into a state just before the engagement, thereby preventing the engagement of the clutch C1 from being delayed when the driver requests to start. is doing. Further, the learning control means 21 performs the next low pressure control of the clutch C1 with the standby pressure P.C1wStandby pressure P when releasing the above so that it can be performed based onC1wIs stored, when the low pressure control is performed by the clutch low pressure control means 17, the hydraulic pressure P of the clutch C1 is stored.C1Is controlled at a low pressure to an optimum hydraulic pressure at which the clutch C1 is in a state immediately before engagement. This makes it possible to perform low-pressure control corresponding to changes over time, etc., and responds to changes over time without giving the driver discomfort such as shock or vibration by restarting the engine 2 other than the start request. ing.
[0077]
In the embodiment according to the present invention, since the hydraulic pressure is always supplied to the hydraulic servo of the clutch C1 by the electric oil pump 8 and the EOP control means 15, the control performed by the clutch low pressure control means 17 In the start control, the control is performed to reduce the hydraulic pressure immediately before the engagement, but in a vehicle that does not include the electric oil pump 8 and the EOP control means 15, the control of the clutch low pressure control means 17 is performed by restarting the engine 2. The mechanical oil pump 7 driven by the control may control the hydraulic pressure at which the hydraulic pressure supply of the hydraulic servo of the clutch C1 is increased to the hydraulic pressure just before the engagement.
[0078]
As described above, in the vehicle control apparatus according to the present invention, the clutch low pressure control means 17 has the standby pressure P that is a constant predetermined hydraulic pressure.C1wIn this state, for example, the clutch C1 may be slightly engaged without being able to cope with changes over time such as wear of the clutch or changes in the supplied hydraulic pressure. As a result, there is a risk of giving the driver unpleasant feeling such as shock or vibration when the engine is restarted.C1mThe low pressure control is stored in the hydraulic pressure P.C1mTherefore, the hydraulic pressure P of the hydraulic servo of the clutch C1 is learned.C1Can be controlled at a low pressure to an optimum hydraulic pressure at which the clutch C1 is in a state immediately before engagement. Accordingly, it is possible to perform low-pressure control corresponding to a change with time, and it is possible to prevent the driver from feeling uncomfortable such as shock or vibration due to restart of the engine 2 other than the start request.
[0079]
When the start request detection means 19 detects the driver's start request, the neutral control means 20 cancels the neutral control, and the learning control means 21 releases the last hydraulic pressure P at the time of the release.C1mIn the next low pressure control performed by the clutch low pressure control means 17, the last hydraulic pressure PC1mSince the low pressure control is performed based on the hydraulic pressure P, the oil pressure P that has been repeatedly fed back by the neutral control that is so-called feedback control to the optimum valueC1mAnd the hydraulic pressure P which is the optimum valueC1mThe next low pressure control can be performed based on the above. That is, the optimum value of the hydraulic pressure PC1mCan perform low pressure control corresponding to changes over time, and can appropriately prevent the driver from feeling uncomfortable such as shock or vibration by restarting the engine 2 other than the start request. However, the clutch C1 can be immediately engaged when the driver requests to start.
[0080]
In this embodiment, the learning control means 21 starts the neutral control after the low pressure control is performed by the clutch low pressure control means 17, and the standby pressure P when releasing the neutral control.C1wIs stored, but the standby pressure P is storedC1wMay be normal neutral control, that is, any neutral control may be used as long as it can store the hydraulic pressure immediately before the clutch is engaged.
[0081]
Further, in the present embodiment, the neutral control means 20 performs feedback control based on the change rate ρ (change amount δ at the sampling time Tsam) of the rotation speed difference ΔN detected by the rotation speed difference detection means 18. However, for example, the rotational speed difference ΔN may be feedback-controlled with respect to a predetermined target rotational speed difference that causes the clutch C1 to be in a state immediately before engagement.
[0082]
Further, in the present embodiment, the standby pressure P of the clutch C1C1wIs set based on the difference between the engine speed Ne and the input shaft speed Ni. For example, the clutch C1 may be provided with a speed sensor, the input shaft 37 may be provided with an acceleration sensor, and the like. The present invention is not limited to any one as long as it can detect that the clutch C1 is in a state immediately before engagement.
[0083]
Further, in the present embodiment, the power transmission between the engine 2 and the driving wheel is cut off by learning control in the hydraulic pressure of the input clutch, and low pressure control is performed so that it can be immediately engaged, but other clutches, brakes, Further, it may be a learning control in hydraulic pressure such as a plurality of clutches, a plurality of brakes, a combination of clutches and brakes, etc., but is not limited to this, and the power transmission between the engine 2 and the drive wheels is cut off and immediately engaged. Any device that can learn to perform low-pressure control may be used.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a vehicle control apparatus according to an embodiment of the present invention.
FIG. 2 is a schematic block diagram showing a vehicle drive system according to the present invention.
3A and 3B are diagrams showing an automatic transmission mechanism applied to the present invention, in which FIG. 3A is a skeleton diagram of the automatic transmission mechanism 5 and FIG. 3B is an operation table thereof.
FIG. 4 is a flowchart showing control of a vehicle control device according to the present invention.
FIG. 5 is a flowchart showing control of a vehicle control device according to the present invention.
FIG. 6 is a flowchart showing clutch release control.
FIG. 7 is a flowchart showing in-neutral control.
FIG. 8 is a flowchart showing clutch engagement control.
FIG. 9 is a flowchart showing feedback control in in-neutral control.
FIG. 10 is a flowchart showing feedback control in in-neutral control.
FIG. 11 is a flowchart showing threshold value update processing in feedback control;
FIG. 12 is a flowchart showing electric oil pump (EOP) control.
FIG. 13 is a time chart showing when the engine is restarted from the engine stopped state when the vehicle is stopped.
FIG. 14 is a time chart showing an example of neutral control.
FIG. 15 is a time chart showing details of hydraulic control during in-neutral control.
FIG. 16 is a time chart showing a case where the input clutch is in a drag region.
FIG. 17 is a time chart showing a case where the input clutch is in a slip region.
[Explanation of symbols]
2 Engine
4 Fluid transmission device (torque converter)
7 Mechanical oil pump
8 Electric oil pump
10 Automatic transmission
13 Engine start condition judging means
14 Engine starting means
15 Electric oil pump control means
17 Clutch low pressure control means
18 Speed difference detecting means
19 Start request detection means
20 Neutral control means
21 Learning control means
23 Brake pedal operation status (brake sensor)
27 Throttle opening (sensor)
28 battery
29 Air conditioner
37 Input shaft
C1 clutch (input clutch)
Ne engine speed
Ni Input shaft speed
ΔN Speed difference
PC1    Hydraulic pressure of hydraulic servo (input clutch)
PC1w    Target constant pressure (standby pressure)
PC1m    Hydraulic pressure during feedback control
Ta predetermined time
ρ Change rate (of speed difference)
ρREF    Predetermined threshold

Claims (9)

  1. Engine start condition determining means for determining an engine start condition; and engine start means for starting the engine based on the determination of the engine start condition determining means, and automatically stopping the engine based on the stop condition; In a vehicle control device that restarts the engine based on the start condition,
    And engageable frictional engagement elements a power transmission between the dynamic wheel drive and an output of said engine,
    A hydraulic servo capable of operating the engagement state of the friction engagement element;
    An electric oil pump capable of supplying hydraulic pressure to the hydraulic servo;
    An electric oil pump control means for driving and controlling the electric oil pump during the automatic engine stop control based on the automatic engine stop control or the engine restart control. And the friction engagement element is brought into an engaged state,
    When the vehicle is stopped and the engine is under automatic stop control, the engine start condition determining means determines an engine start condition other than a start request and the engine is restarted. And low pressure control means for performing low pressure control of the hydraulic pressure of the hydraulic servo to a state immediately before the friction engagement element is engaged,
    A neutral control means for feedback-controlling the hydraulic pressure of the hydraulic servo to a state immediately before the friction engagement element is engaged based on the engagement state of the friction engagement element;
    Learning control means for storing the hydraulic pressure when the neutral control means performs the feedback control, and learning control so that the low pressure control means can perform the low pressure control based on the stored hydraulic pressure,
    The vehicle control apparatus characterized by the above-mentioned.
  2. A plurality of frictional engagements, each of which is interposed between an input shaft to which the output of the engine is input and a drive wheel, and has a fluid transmission device and gear transmission means capable of switching a transmission path by a plurality of friction engagement elements; An automatic transmission that shifts the rotation of the input shaft by connecting / disconnecting elements and outputs it to the drive wheels;
    The friction engagement element is an input clutch that engages at least the first forward speed of the plurality of friction engagement elements and connects rotation of the input shaft.
    The vehicle control device according to claim 1.
  3. The engine start means starts the engine after a predetermined time after the determination by the engine start condition determination means.
    The vehicle control device according to claim 1 or 2 .
  4. Interlocked to drive the engine, provided with a freely mechanical Oirupon flop supplying the hydraulic servo hydraulic,
    The hydraulic servo is always supplied by the mechanical oil pump or the electric oil pump.
    The vehicle control device according to any one of claims 1 to 3 .
  5. A rotational speed difference detecting means for detecting a rotational speed difference between the rotational speed of the engine and the rotational speed of the input shaft;
    The neutral control means detects the engagement state of the friction engagement element based on the detection result of the rotation speed difference detection means, and performs the feedback control.
    The vehicle control device according to any one of claims 1 to 4 .
  6. The neutral control means is feedback-controlled based on a change rate of the rotation speed difference detected by the rotation speed difference detection means.
    The vehicle control device according to claim 5 .
  7. The neutral control means increases the oil pressure of the hydraulic servo stepwise when the rate of change of the rotation speed difference detected by the rotation speed difference detection means is not more than a predetermined threshold, and the rotation speed difference detection means When the change rate of the detected rotational speed difference is equal to or greater than a predetermined threshold, the hydraulic pressure of the hydraulic servo is lowered by one step,
    The learning control means stores a hydraulic pressure that is one step lower than the hydraulic pressure of the hydraulic servo when the rate of change of the rotational speed difference is greater than or equal to a predetermined threshold.
    The vehicle control device according to claim 6 .
  8. The neutral control means is feedback-controlled so that the rotation speed difference detected by the rotation speed difference detection means becomes a target rotation speed difference.
    The vehicle control device according to claim 5 .
  9. The learning control means performs learning control so as to perform the low pressure control that the low pressure control means performs next time based on the hydraulic pressure that is stored lastly among the hydraulic pressures that are stored at the time of feedback control by the neutral control means. Become
    The vehicle control device according to claim 1 .
JP2001265154A 2001-08-31 2001-08-31 Vehicle control device Expired - Fee Related JP4529335B2 (en)

Priority Applications (1)

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JP2001265154A JP4529335B2 (en) 2001-08-31 2001-08-31 Vehicle control device

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Application Number Priority Date Filing Date Title
JP2001265154A JP4529335B2 (en) 2001-08-31 2001-08-31 Vehicle control device
US10/228,220 US6556910B2 (en) 2001-08-31 2002-08-27 Control apparatus and method for vehicle having an idle stop function
DE10240068.7A DE10240068B4 (en) 2001-08-31 2002-08-30 Control unit for a vehicle with an idle stop function

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JP5747980B2 (en) * 2011-02-23 2015-07-15 トヨタ自動車株式会社 Control device for hybrid vehicle
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