JP4807697B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control apparatus that includes an engine and an automatic transmission, and that automatically stops and restarts the engine in accordance with the traveling conditions of the vehicle.

  In recent years, for the purpose of saving fuel, reducing emissions, and reducing noise, the vehicle can automatically stop the engine when the stop condition is satisfied, and can automatically restart the engine from the stopped state when the return condition is satisfied. A control apparatus has been proposed.

  For example, in Japanese Patent Laid-Open No. 8-291725, the engine is automatically stopped when the vehicle temporarily stops due to a signal or the like, and the engine is automatically started again when starting, An automatic engine stop and restart device for a vehicle designed to improve fuel economy and the like is disclosed.

  According to the engine automatic stop and restart device disclosed in this publication, when starting the vehicle with the engine temporarily stopped, the engine does not restart against the driver's intention, and the vehicle Can be started smoothly. As a result, a vehicle equipped with an automatic transmission can employ an automatic engine stop and restart device without placing a burden on the driver.

  Japanese Patent Laid-Open No. 2000-170894 discloses that when the engine is automatically stopped based on a predetermined condition, the hydraulic pressure acting on the clutch is reduced to transmit the torque fluctuation accompanying the automatic engine stop to the wheels. A control apparatus for a powertrain that can suppress this and avoid a shock caused by vibration of a vehicle body is disclosed.

Also in a hybrid vehicle having an engine and a motor generator, the engine is automatically stopped when the stop condition is satisfied, and the engine is automatically restarted from the stopped state when the return condition is satisfied.
JP-A-8-291725 JP 2000-170894 A

  A vehicle in which an engine and a stepped automatic transmission are connected via a clutch or a torque converter, and the engine is automatically stopped when the vehicle stop condition is satisfied, and the engine is automatically restarted from the stopped state when the return condition is satisfied. In order to eliminate the brake feeling due to torque fluctuation when the engine automatically stops, a conventional technique is known in which the shock is reduced by lowering the hydraulic pressure of the lockup clutch and the shift clutch.

  However, when re-acceleration from the state where the engine is automatically stopped before the vehicle is completely stopped, the rotating body in the transmission rotates according to the vehicle speed, so that the differential rotation of the clutch is large. If the clutch engagement force is not optimally controlled, there is a concern that a shock may occur or excessive slippage may occur, resulting in significant deterioration or damage of the clutch due to heat generation.

  Therefore, the object of the present invention is to optimally control the engagement force of the clutch in the transmission according to the vehicle speed and the engine speed when the engine is re-accelerated from a state where the engine is automatically stopped before the vehicle is completely stopped. Thus, it is an object of the present invention to provide a vehicle control device that reduces shock and protects the clutch.

  When the engine stops and restarts, in order to engage the clutch without shock, damage to the clutch, and without delay, the engine torque changes from the engine stop to restart (rise torque). It is necessary to set the hydraulic pressure to the clutch.

  However, if the hydraulic pressure of the clutch is controlled by detecting a change in the engine start-up torque, a delay occurs in the hydraulic pressure control, and it is difficult to perform optimal clutch engagement control following the torque change. .

  Therefore, in order to perform clutch hydraulic pressure control that follows changes in engine torque when the engine is restarted, parameters indicating the current operating state, that is, vehicle speed, engine speed, differential rotation between engine speed and main shaft speed Alternatively, control is performed based on the hydraulic pressure set in advance according to the rotation ratio or the accelerator pedal opening, so as to follow the change in the engine torque as much as possible.

According to the first aspect of the present invention, there is provided a vehicle control device having an engine and an automatic transmission coupled to the engine, and it is determined whether or not the engine is automatically stopped according to a driving state of the vehicle. When it is determined that the engine is automatically stopped by the automatic stop determination unit and the automatic stop determination unit, the engine automatic stop unit that automatically stops the engine, and the determination that determines whether or not to restart the stopped engine. A start determination means, an engine restart means for restarting the engine when the restart determination means determines that the engine is restarted, a vehicle speed detection means for detecting the vehicle speed, and before the vehicle is completely stopped in, when the engine by the automatic engine stopping means is re-accelerated by oN of the accelerator pedal from a state in which the stop, when restarting the engine, The engagement force of the friction engagement elements gear engaged with serial automatic transmission, comprising a fastening force control means for controlling in accordance with the vehicle speed, in the automatic transmission at the time of restarting the engine The engaged gear stage is a gear stage engaged before the engine automatically stops, and the gear stage is a shift map based on the vehicle speed and the accelerator-off condition when the engine automatically stops. The automatic transmission determination unit is determined to automatically stop the engine when the accelerator pedal is off and the vehicle speed is equal to or lower than a predetermined vehicle speed. The restart determination means determines that the engine is to be restarted when the accelerator pedal is turned on while the engine is stopped by the engine automatic stop means. Apparatus is provided. Preferably, the fastening force control means controls the fastening force of the friction engagement element so as to decrease as the vehicle speed increases.

According to the second aspect of the present invention, when the engine is restarted from the state in which the engine is stopped by the engine automatic stop means before the vehicle is completely stopped by turning on the accelerator pedal, the engine is restarted. in the engagement force of the friction engagement elements of the transmission stage is engaged in the previous SL automatic transmission, control device for a vehicle controlled according to the engine rotational speed is provided. Preferably, the fastening force of the friction engagement element is controlled so as to increase as the engine speed increases.

According to a third aspect of the present invention, when the engine is restarted from the state in which the engine is stopped by the engine automatic stop means before the vehicle is completely stopped by turning on the accelerator pedal, the engine is restarted. in the engagement force of the friction engagement elements of the transmission stage is engaged in the previous SL automatic transmission, the vehicle control apparatus for controlling in response to the differential rotation of the engine speed and main shaft speed are provided. Preferably, the fastening force of the friction engagement element is controlled to increase as the differential rotation increases.

According to the fourth aspect of the present invention, when the engine is restarted from the state where the engine is stopped by the engine automatic stop means before the vehicle is completely stopped, when the accelerator pedal is turned on, the engine is restarted. in the engagement force of the friction engagement elements of the transmission stage is engaged in the previous SL automatic transmission, control device for a vehicle controlled according to engine speed and main shaft speed of rotation ratio is provided. Preferably, the fastening force of the friction engagement element is controlled so as to decrease as the rotation ratio increases.

According to a fifth aspect of the present invention, when the engine is restarted from the state where the engine is stopped by the engine automatic stop means before the vehicle is completely stopped, when the accelerator pedal is turned on, the engine is restarted. in the engagement force of the friction engagement elements of the transmission stage is engaged in the previous SL automatic transmission, the vehicle control apparatus for controlling in accordance with the opening degree of the accelerator pedal is provided. Preferably, the fastening force of the friction engagement element is controlled so as to increase as the accelerator pedal opening degree increases.

According to the first aspect of the present invention, the automatic transmission is engaged with a starting stage other than the lowest speed stage of the automatic transmission selected according to the state of the shift map based on the vehicle speed when the engine automatically stops and the accelerator-off condition. The engine is restarted when the acceleration force of the friction engagement element is re-accelerated by turning on the accelerator pedal from the state where the engine is stopped by the automatic engine stop means before the vehicle completely stops. By controlling the speed according to the vehicle speed when the engine is restarted, it is possible to prevent the friction engagement element from being deteriorated or damaged due to a shock caused by sudden engagement of the friction engagement element when the engine is restarted or excessive slippage. Further, it is possible to engage the friction engagement elements without delay.

  According to the second aspect of the invention, the same effect can be obtained by controlling the fastening force of the friction engagement element in accordance with the engine speed.

  According to the third aspect of the present invention, the same effect can be obtained by controlling the fastening force of the friction engagement element in accordance with the differential rotation between the engine speed and the main shaft speed.

  According to the fourth aspect of the invention, the same effect can be obtained by controlling the fastening force of the friction engagement element in accordance with the rotation ratio between the engine speed and the main shaft speed.

  According to the fifth aspect of the invention, the same effect can be obtained by controlling the fastening force of the friction engagement element in accordance with the opening of the accelerator pedal.

  FIG. 1 is a diagram showing a schematic configuration of a hybrid vehicle to which the control device of the present invention can be applied. The present invention is not limited to a control device for a hybrid vehicle, and generally includes an engine and an automatic transmission, and automatically stops the engine according to the traveling condition of the vehicle and restarts the stopped engine. It can be applied to other vehicles.

  As shown in FIG. 1, the hybrid vehicle includes an engine 2, a motor generator 4, a torque converter 6, a lock-up clutch 8, an automatic transmission (multistage transmission gear mechanism) 10, an ECU (electronic calculation unit) 12, a shift selection lever 14, A shift lever position detection means 16, a battery 18, a power drive unit (PDU) 20, a mechanical oil pump 22, and an electric oil pump 24 are provided.

  The hybrid vehicle further includes an engine speed sensor 26, a throttle opening sensor 28, a main shaft speed sensor 30, a countershaft speed sensor 32, a vehicle speed sensor 34, a brake pedal 31, a brake sensor 33, a booster 35, and a brake master. A cylinder 36 and a hydraulic pressure sensor 37 are provided.

  A crankshaft 2 a of the engine 2 is connected to a motor generator (hereinafter sometimes simply referred to as a motor) 4. The motor 4 has a rotor including a permanent magnet provided around and a stator including a coil provided on a core and fixed to a rotating shaft 4 a of the motor 4. The rotating shaft 4 a of the motor 4 is connected to the torque converter 6.

  The torque converter 6 transmits torque via a fluid, and is connected between the front cover 6a and the pump impeller 6b integrated with the rotating shaft 4a of the motor 4, and between the front cover 6a and the pump impeller 6b. It has a turbine runner 6c disposed opposite to the pump impeller 6b, and a stator 6d.

  The turbine runner 6c and the front cover 6a are engaged with the front cover 6a by being pressed toward the inner surface of the front cover 6a under the control of the electric oil pump 24 based on a command from the ECU 12, and the pressure is released. There is provided a lock-up clutch 8 that is released when engaged. Hydraulic oil (ATF: Automatic Transmission Fluid) is sealed in a container formed by the front cover 6a and the pump impeller 6b.

  When the lockup clutch 8 is disengaged based on a command from the ECU 12, relative rotation of the pump impeller 6b and the turbine runner 6c is permitted. In this state, when the torque of the rotating shaft 4a of the motor 4 is transmitted to the pump impeller 6b via the front cover 6a, the hydraulic oil filling the container is pump impeller 6b → turbine runner 6c by the rotation of the pump impeller 6b. → Rotating torque of the pump impeller 6b is transmitted to the turbine runner 6c while circulating with the stator 6d to drive the main shaft 10a.

  Further, when the lockup clutch 8 is engaged based on a command from the ECU 12, the rotational driving force is directly transmitted to the main shaft 10a from the front cover 6a to the turbine runner 6c without passing hydraulic fluid.

  The engagement state of the lockup clutch 8 is variable, and the rotational driving force transmitted from the front cover 6a to the turbine runner 6c via the lockup clutch 8 is variable. The engagement / disengagement of the lock-up clutch 8 is also referred to as engagement / disengagement (or non-engagement) of the lock-up clutch 8.

  The lock-up clutch 8 is composed of a wet multi-plate clutch or the like, and is arranged so as to be alternately overlapped with the outer clutch plate fixed to the front cover 6a and the outer clutch plate, and can be brought into contact with the outer clutch plate. It has an inner clutch plate fixed to the main shaft 10a and a hydraulic actuator (not shown) controlled by the ECU 12.

  The hydraulic actuator has a piston that is slidably arranged to form a piston chamber, and generates a thrust force according to the hydraulic pressure of hydraulic oil (hereinafter referred to as LC hydraulic pressure) supplied to the piston chamber. And the inner clutch plate are engaged with each other to directly connect the rotating shaft 4a of the motor 4 and the main shaft 10a. The hydraulic pressure of the hydraulic oil supplied into the piston chamber is controlled based on a clutch hydraulic pressure command value from the ECU 12, and the engagement state of the lockup clutch 12 can be adjusted.

  The automatic transmission 10 is configured such that a shift operation is controlled by driving a plurality of synchro clutches by controlling the hydraulic pressure by the electric oil pump 24 based on a command from the ECU 12, and the main shaft 10a and the main shaft 10a Counter shaft 10b arranged in parallel and a plurality of gear pairs provided on the main shaft 10a side and counter shaft 10b side set to different gear ratios, for example, forward 1-5 speed gear pair and reverse gear pair Have

  The plurality of gear pairs are composed of input side gears attached to the main shaft 10a and output side gears attached to the counter shaft 10b, and the paired gears are always meshed with each other.

  Either one of each input side gear or each output side gear is rotatable relative to the main shaft 10a or the counter shaft 10b, and is coupled to the main shaft 10a or the counter shaft 10b by each sync clutch.

  For example, in FIG. 1, two gear pairs of a high speed stage (for example, 4th speed) and a low speed stage (for example, 1st speed) of a forward gear pair are described as an example among a plurality of gear pairs. The high-speed output gear 40b of the high-speed gear pair and the low-speed output gear pair 42b of the low-speed gear pair are provided integrally with the counter shaft 10b.

  The high-speed input gear 40a of the high-speed gear pair and the low-speed input gear pair 42a of the low-speed gear pair are idle gears that can rotate with respect to the main shaft 10a. Combined.

  As shown in FIG. 1, each of the sync clutches 44 and 46 is composed of, for example, a wet multi-plate clutch or the like, and each of the outer clutch plates 44 a and 46 a arranged to be rotatable integrally with the main shaft 10 a and the outer clutch plate. 44a and 46a are arranged so as to overlap with each other, can be brought into contact with the outer clutch plates 44a and 46a, and can rotate integrally with the input side gears 40a and 42a which are idle gears with respect to the main shaft 10a. The inner clutch plates 44b and 46b are disposed, and a hydraulic actuator (not shown) controlled by the ECU 12 is provided.

  Each hydraulic actuator has a piston that is slidably disposed to form a piston chamber, and generates a thrust force according to the hydraulic pressure of the hydraulic oil supplied to the piston chamber, and each outer clutch plate 44a, 46a and each By engaging the inner clutch plates 44b and 46b with each other, the countershaft 10b of the automatic transmission 10 and one of the input side gears 40a and 42a are fastened together. The hydraulic pressure of the hydraulic oil supplied into the piston chamber is controlled based on a clutch hydraulic pressure command value from the ECU 12, and the engagement state of each of the synchro clutches 44 and 46 can be adjusted.

  The output-side final gear 50a provided integrally with the counter shaft 10b of the automatic transmission 10 and the drive-side final gear 50b provided integrally with the axle 52 connected to the drive wheels W form a final gear pair, and always. I'm engaged.

  The ECU 12 has the following functions. The relationship between the throttle opening and the vehicle speed and the gear position of the automatic transmission 10 is referred to a first map stored in advance, and the throttle opening detected by the throttle opening sensor 26 and detected by the vehicle speed sensor 34. The gear position corresponding to the vehicle speed is calculated, and the drive of the hydraulic actuator and the gear shift operation of the automatic transmission 10 are controlled by the clutch oil pressure command value corresponding to the engagement state of each synchro clutch 44, 46.

  As will be described later, referring to a second map in which the relationship between the throttle opening and vehicle speed and the engagement / non-engagement of the lockup clutch 8 is stored in advance, the throttle opening and vehicle speed detected by the throttle opening sensor 26 are stored. Engagement / non-engagement of the lock-up clutch 8 according to the vehicle speed detected by the sensor 34 is calculated, and an oil pressure command value for engagement / non-engagement (or engagement release) of the lock-up clutch 8 is determined according to the driving state of the vehicle. While outputting to the supply part 25, the regeneration control and regeneration prohibition control of the motor generator 4 are performed.

  The power supply from the battery 18 to the motor generator 4 is stopped by the control of the PDU 20, and the electric power generated by the driving force transmitted from the main shaft 10 a to the motor rotating shaft 4 a is collected in the battery 18 via the PDU 20.

  The shift position detection means 16 outputs to the ECU 12 any one of P, N, R, D and the third speed to L specified by the shift selection lever 14. The battery 18 drives the motor generator 4 by passing a current through the coil of the motor generator 4 under the control of the PDU 20, and is charged by regeneration of the motor generator 4. The PDU 20 controls the charging of the battery 18 by driving the motor generator 4 by the battery 18 and regenerating the motor generator 4 according to the control command of the ECU 12.

  The mechanical oil pump 22 is driven via a pump drive gear that is spline-coupled to the pump shaft of the torque converter 6 that is further directly connected to the rotary shaft 4a of the motor 4 that is directly connected to the engine 2. Synchronous operation is possible. The motor generator 4 is driven by the output of the engine 2 during regeneration or when stopped. An oil passage from the mechanical oil pump 22 is connected to the hydraulic pressure supply unit 25.

  The electric oil pump 24 is driven by power supply from the battery 18, and the oil path from the electric oil pump 24 is connected to the hydraulic pressure supply unit 25 via a check valve. The hydraulic pressure supply unit 25 includes a pressure flow control valve and the like, and supplies hydraulic pressure for driving and controlling the torque converter 6, the lockup clutch 8, the automatic transmission 10, and the like under the control of the ECU 12.

  The engine speed sensor 26 detects the speed of the crankshaft 2 a of the engine 2. The throttle opening sensor 28 detects the throttle opening. The main shaft rotation speed sensor 30 detects the rotation speed of the main shaft 10a.

  The counter shaft rotation speed sensor 32 detects the rotation speed of the counter shaft 10b. The vehicle speed sensor 34 detects the vehicle speed based on the rotational speed of the drive wheels W, for example. Detection signals of the sensors 26 to 34 are input to the ECU 12.

  Reference numeral 31 denotes a brake pedal. When the brake pedal 31 is depressed, the brake sensor 33 is turned on, and the depression force of the brake pedal 31 is boosted by the hydraulic booster 35 and transmitted to the brake master cylinder 36. Is done.

  Although not shown in particular, the booster 35 and the brake master cylinder 36 are connected to the hydraulic pressure supply unit 25, and hydraulic pressure is supplied from the hydraulic pressure supply unit 25. The hydraulic pressure of the brake master cylinder 36 is detected by a hydraulic pressure sensor 37, and the detection signal is input to the ECU 12. A detection signal from the brake sensor 33 is also input to the ECU 12.

  Referring to FIG. 2, a block diagram of the control device according to the first embodiment of the present invention is shown. The automatic stop determination unit 60 determines whether to automatically stop the engine according to the driving state of the vehicle. The engine is automatically stopped when the accelerator pedal is off and the brake is on and the vehicle speed is 16 km / h or less, for example.

  When the automatic stop determination means 60 determines that the engine is automatically stopped, the engine automatic stop means 62 automatically stops the engine. The automatic engine stop includes fuel cut and ignition cut. At that time, an effort is made to stop the engine 2 by the motor generator 4.

  When the engine is stopped, the shift map is normally running at the second speed based on the vehicle speed (16 km / h) and the accelerator off condition, and the hydraulic pressure of the second speed clutch is decreased. The restart determination unit 64 determines whether or not to restart the stopped engine. That is, it is determined that the engine is restarted when the brake is off or the accelerator is on.

  When it is determined by the restart determination means 64 that the engine is restarted, the engine restart means 66 restarts the engine. In the hybrid vehicle shown in FIG. 1, the engine 2 is restarted by the motor generator 4. In a typical vehicle, the engine is restarted with a starter.

  The vehicle speed detection means 68 detects the vehicle speed. When the engine is restarted, the fastening force control means 70 determines the fastening force of the frictional engagement element (second speed clutch) at the start stage of the automatic transmission engaged before the engine is automatically stopped according to the vehicle speed. Control. Preferably, control is performed so that the vehicle speed decreases as the vehicle speed increases.

  By controlling the engagement force of the clutch in this way, it is possible to prevent deterioration and breakage of the clutch due to shock caused by sudden engagement of the clutch when the engine is restarted or excessive slip.

  When the vehicle is completely stopped, hydraulic pressure is generated by the electric oil pump 24, and the vehicle waits in a state where the second-speed clutch is completely engaged. When starting, the engine 2 is started by the motor generator 4 (or starter) and the motor generator 4 travels a little.

  FIG. 3 shows a block diagram of a control apparatus according to the second embodiment of the present invention. In the description of this embodiment and other embodiments, the same components as those in the first embodiment shown in FIG. 2 are denoted by the same reference numerals, and the description thereof is omitted to avoid duplication.

  In FIG. 3, the engine speed detecting means 72 detects the engine speed. When the engine is restarted, the engagement force control means 70A uses the engagement force of the friction engagement element (second speed clutch) at the start stage of the automatic transmission engaged before the engine is automatically stopped as the engine speed. Control accordingly. Preferably, control is performed such that the higher the engine speed, the higher the engine speed.

  FIG. 4 shows a block diagram of a control apparatus according to the third embodiment of the present invention. The engine speed detecting means 72 detects the engine speed, and the main shaft speed detecting means 74 detects the speed of the main shaft of the automatic transmission. The differential rotation calculation means 76 calculates the differential rotation between the engine rotation speed and the main shaft rotation speed.

  When the engine is restarted, the fastening force control means 70B uses the fastening force of the friction engagement element (second speed clutch) at the start stage of the automatic transmission engaged before the engine is automatically stopped as the engine speed. It controls according to the difference rotation of the main shaft rotation speed. Preferably, control is performed such that the larger the differential rotation is, the larger the differential rotation is.

  FIG. 5 shows a block diagram of a control apparatus according to the fourth embodiment of the present invention. The rotation ratio calculation means 78 calculates the rotation ratio between the engine speed and the main shaft speed. When the engine is restarted, the engagement force control means 70C uses the engagement force of the friction engagement element (second speed clutch) at the start stage of the automatic transmission engaged before the engine is automatically stopped as the engine speed. Control is performed according to the rotation ratio of the main shaft rotation speed. Preferably, the control is performed so that it decreases as the rotation ratio increases.

  FIG. 6 shows a block diagram of a control apparatus according to the fifth embodiment of the present invention. The accelerator opening detection means 80 detects the opening of the accelerator pedal. When the engine is restarted, the engagement force control means 70B determines the engagement force of the friction engagement element (second speed clutch) at the start stage of the automatic transmission engaged before the engine is automatically stopped, by opening the accelerator pedal. Control according to the degree. Preferably, control is performed such that the larger the accelerator pedal opening is, the more it increases.

  Next, control processing of the control device according to the first embodiment of the present invention will be described with reference to the flowchart of FIG. First, in step S10, it is determined whether or not the driving state of the vehicle satisfies the engine automatic stop condition. For example, when the accelerator pedal is off and the brake is on and the vehicle speed is 16 km / h or less, it is determined that the engine automatic stop condition is satisfied.

  When step S10 is affirmation determination, it progresses to step S11 and an engine is stopped automatically. That is, the engine is automatically stopped by performing fuel cut and ignition cut. At that time, an effort is made to stop the engine 2 by the motor generator 4. When the engine is stopped, the hydraulic speed of the second speed clutch is decreased because the vehicle is normally traveling at the second speed on the shift map based on the vehicle speed (16 km / h) and the accelerator off condition.

  In step S12, it is determined whether or not an engine restart condition is satisfied. For example, it is determined that the engine restart condition is satisfied by brake-off or accelerator-on. When step S12 is affirmation determination, it progresses to step S13 and an engine is restarted. That is, the engine 2 is restarted by the motor generator 4 (or starter).

  In step S14, the vehicle speed when the engine is restarted is detected, and the process proceeds to step S15 to search a vehicle speed-hydraulic table as shown in FIG. Then, the control hydraulic pressure of the second speed clutch is determined according to the vehicle speed at the time of starting. When step S10 and step S12 are negative determination, this process is complete | finished.

Since the vehicle speed is proportional to the countershaft rotation speed, it is necessary to set the control hydraulic pressure in consideration of the differential rotation between the main shaft rotation speed and the countershaft rotation speed. As shown in FIG. 8, it is preferable to set the hydraulic pressure lower as the vehicle speed increases. For example, at a vehicle speed of 10 km / h, the control hydraulic pressure of the second speed clutch is set to ² kgf / cm ² .

  Because the centrifugal force generated by the oil in the clutch as the number of revolutions of the clutch increases, the fastening force itself tends to be stronger than the control hydraulic pressure supplied to the clutch (proportional to the square of the number of revolutions). When the vehicle speed is high, that is, when the rotation speed of the main shaft or the counter shaft is high, the fastening force tends to be stronger than when the vehicle speed is low. Therefore, in order to effectively reduce shock and reduce clutch damage due to excessive slip, the control hydraulic pressure is set low when the vehicle speed is high.

  When the vehicle is completely stopped, hydraulic pressure is generated by the electric oil pump 24, and the vehicle waits in a state where the second-speed clutch is completely engaged. At the start, the engine 2 is started by the motor generator 4 (or starter), and the motor generator 4 travels a little. That is, in order to prevent the shock at the time of starting the engine from being transmitted to the tire side, the first speed is not used and the second speed is started.

  FIG. 9 shows a time chart of the first embodiment described with reference to the flowchart of FIG. As is apparent from FIG. 9, when the engine is restarted (when the engine start flag becomes 1), the hydraulic pressure of the second speed clutch is set higher as the vehicle speed increases.

  FIG. 10 shows a flowchart of the control processing of the control device of the second embodiment of the present invention. Steps S20 to S23 are the same as steps S10 to S13 of the first embodiment shown in FIG. 7, and thus description thereof is omitted to avoid duplication.

  In this embodiment, the engine speed at the time of restarting the engine is detected in step S24. In step S25, an engine speed-hydraulic table as shown in FIG. 11 is searched, and the control hydraulic pressure of the second speed clutch at the time of engine restart is determined according to the engine speed. That is, the control oil pressure is set higher as the engine speed is higher.

Since the engine speed is proportional to the oil pressure of the oil pump, it is necessary to set the oil pressure in consideration of the response of the oil pressure. It is preferable to set the hydraulic pressure higher as the engine speed is higher. For example, the hydraulic pressure is set to ² kgf / cm ² at an engine speed of 1000 rpm.

  If the engine speed increases, the filling time of the oil supplied to the clutch tends to be longer due to the centrifugal force depending on the clutch structure. It is necessary to set the hydraulic pressure high.

  As engine characteristics, when the engine is restarted, the engine torque increases according to the engine speed. Therefore, the engine speed is effectively reduced to reduce shock and reduce clutch damage due to excessive slip. If is high, set the hydraulic pressure higher.

  FIG. 12 shows a time chart of the second embodiment described with reference to the flowchart of FIG. As is apparent from FIG. 12, the higher the engine speed, the higher the hydraulic pressure of the second speed clutch that is the starting stage.

  FIG. 13 shows a flowchart of the control processing of the control device of the third embodiment of the present invention. Steps S30 to S33 of the present embodiment are the same as steps S10 to S13 of the first embodiment shown in FIG. 7, and thus description thereof is omitted to avoid duplication.

  In the present embodiment, the engine speed is detected in step S34, and the main shaft speed is detected in step S35. In step S36, a differential rotation between the engine speed and the main shaft speed is calculated.

  In step S37, a differential rotation-hydraulic pressure table as shown in FIG. 14 is searched, and the control hydraulic pressure of the second speed clutch, which is the starting stage, is set higher as the differential rotation is larger.

When the automatic transmission has a torque converter, the torque ratio input to the automatic transmission is determined according to the engine speed and the main shaft speed, and therefore it is necessary to set the hydraulic pressure in consideration of the torque. For example, the hydraulic pressure is set to ² kgf / cm ² at a differential rotation of 200 rpm. It is preferable to set the hydraulic pressure higher as the differential rotation is higher.

  In an automatic transmission having a torque converter, if the engine speed is higher than the main shaft speed, the torque is amplified by the torque converter and the input torque to the transmission is increased, effectively reducing shock and overloading. In order to reduce clutch damage caused by slipping, the hydraulic pressure is set higher if the differential rotation is large.

  FIG. 15 is a time chart of the third embodiment described with reference to the flowchart of FIG. As is apparent from FIG. 15, the hydraulic pressure of the second speed clutch is set higher as the differential rotation during engine restart is larger.

  FIG. 16 shows a flowchart of the control processing of the control device of the fourth embodiment of the present invention. Steps S40 to S43 of the present embodiment are the same as steps S10 to S13 of the first embodiment shown in FIG. 7, and thus description thereof is omitted to avoid duplication.

  In this embodiment, the engine speed is detected in step S44, and the main shaft speed is detected in step S45. In step S46, a rotation ratio between the engine speed and the main shaft speed is calculated.

Then, the process proceeds to step S47 to search a rotation ratio-hydraulic table as shown in FIG. For example, when the rotation ratio is 0.5, the hydraulic pressure is set to ² kgf / cm ² .

  In an automatic transmission having a torque converter, if the engine speed is higher than the main shaft speed, the torque is amplified by the torque converter and the input torque to the transmission is increased, effectively reducing shock and overloading. In order to reduce clutch damage due to smooth slipping, the hydraulic pressure is set low if the rotation ratio is high.

  FIG. 18 is a time chart of the fourth embodiment described with reference to the flowchart of FIG. As is clear from FIG. 18, the hydraulic pressure of the second speed clutch, which is the starting stage, is set to a higher hydraulic pressure as the rotation ratio at the time of engine restart is smaller.

  FIG. 19 shows a flowchart of the control processing of the control device according to the fifth embodiment of the present invention. Steps S50 to S53 of the present embodiment are the same as steps S10 to S13 of the first embodiment shown in FIG. 7, and thus description thereof is omitted to avoid duplication.

  In this embodiment, the opening degree of the accelerator pedal is detected in step S54. In step S55, an AP opening-hydraulic table as shown in FIG. 20 is searched, and the hydraulic pressure of the second speed clutch, which is the starting speed, is set higher as the accelerator pedal opening is larger.

As the accelerator pedal opening increases, the torque input to the transmission increases, so it is necessary to set the hydraulic pressure according to the magnitude of the torque. For example, when the AP opening degree is 1/8, the hydraulic pressure is set to ² kgf / cm ² . It is preferable to set the hydraulic pressure higher as the AP opening is larger.

  The accelerator pedal is set to increase the torque generated by the engine and motor when the accelerator pedal opening increases, so the accelerator pedal can be effectively reduced to reduce shock and clutch damage due to excessive slippage. The hydraulic pressure is set higher when the opening of is increased.

  FIG. 21 shows a time chart of the fifth embodiment described with reference to the flowchart of FIG. The clutch hydraulic pressure when the AP opening = 2/8 is indicated by a solid line, and the clutch hydraulic pressure when the AP opening = 1/8 is indicated by a broken line.

  As is clear from FIG. 21, the hydraulic pressure of the second speed clutch, which is the starting stage, is set higher as the AP opening at the time of engine restart is larger.

1 is a schematic configuration diagram of a hybrid vehicle to which the present invention is applicable. It is a block block diagram of the control apparatus of 1st Embodiment of this invention. It is a block block diagram of the control apparatus of 2nd Embodiment of this invention. It is a block block diagram of the control apparatus of 3rd Embodiment of this invention. It is a block block diagram of the control apparatus of 4th Embodiment of this invention. It is a block block diagram of the control apparatus of 5th Embodiment of this invention. It is a flowchart which shows the control processing of 1st Embodiment of this invention. It is a vehicle speed-hydraulic table. It is a figure which shows the time chart of 1st Embodiment. It is a flowchart which shows the control processing of 2nd Embodiment of this invention. It is a figure which shows an engine speed-hydraulic table. It is a figure which shows the time chart of 2nd Embodiment. It is a flowchart which shows the control processing of 3rd Embodiment of this invention. It is a figure which shows a differential rotation-hydraulic table. It is a time chart of a 3rd embodiment. It is a flowchart of the control processing of 4th Embodiment of this invention. It is a figure which shows a rotation ratio-hydraulic table. It is a time chart of a 4th embodiment. It is a flowchart of the control processing of 5th Embodiment of this invention. It is a figure which shows AP opening degree-hydraulic table. It is a time chart of a 5th embodiment.

Explanation of symbols

2 Engine 4 Motor generator 6 Torque converter 8 Lock-up clutch 10 Automatic transmission (multi-speed gear mechanism)
12 ECU
DESCRIPTION OF SYMBOLS 18 Battery 22 Mechanical oil pump 24 Electric oil pump 25 Hydraulic supply part 60 Automatic stop determination means 62 Engine automatic stop means 64 Restart determination means 66 Engine restart means 68 Vehicle speed detection means 70, 70A-70B Fastening force control means

Claims (5)

A control device for a vehicle having an engine and an automatic transmission coupled to the engine,
Automatic stop determination means for determining whether or not to automatically stop the engine according to the driving state of the vehicle;
An engine automatic stop means for automatically stopping the engine when the automatic stop determination means determines that the engine is automatically stopped;
Restart determination means for determining whether or not to restart the stopped engine;
Engine restart means for restarting the engine when the restart determination means determines that the engine is restarted;
Vehicle speed detection means for detecting the vehicle speed;
Before the vehicle is completely stopped, if the engine by the automatic engine stopping means is re-accelerated by ON of the accelerator pedal from a state in which the stop, when restarting the engine, engaging with pre-Symbol automatic transmission A fastening force control means for controlling the fastening force of the frictional engagement elements of the combined gears according to the vehicle speed,
The gear stage engaged by the automatic transmission when the engine is restarted is a gear stage engaged before the engine is automatically stopped, and the gear stage is automatically stopped by the engine. A starting stage other than the lowest speed stage of the automatic transmission selected according to the state of the shift map based on the vehicle speed and the accelerator off condition when
The automatic stop determination means determines that the engine is automatically stopped when the accelerator pedal is off and is equal to or lower than a predetermined vehicle speed,
The vehicle control apparatus according to claim 1, wherein the restart determination unit determines to restart the engine when an accelerator pedal is turned on while the engine is stopped by the engine automatic stop unit. A control device for a vehicle having an engine and an automatic transmission coupled to the engine,
Automatic stop determination means for determining whether or not to automatically stop the engine according to the driving state of the vehicle;
An engine automatic stop means for automatically stopping the engine when the automatic stop determination means determines that the engine is automatically stopped;
Restart determination means for determining whether or not to restart the stopped engine;
Engine restart means for restarting the engine when the restart determination means determines that the engine is restarted;
An engine speed detecting means for detecting the engine speed;
Before the vehicle is completely stopped, if the engine by the automatic engine stopping means is re-accelerated by ON of the accelerator pedal from a state in which the stop, when restarting the engine, engaging with pre-Symbol automatic transmission A fastening force control means for controlling the fastening force of the frictional engagement elements of the combined gears according to the engine speed,
The gear stage engaged by the automatic transmission when the engine is restarted is a gear stage engaged before the engine is automatically stopped, and the gear stage is automatically stopped by the engine. A starting stage other than the lowest speed stage of the automatic transmission selected according to the state of the shift map based on the vehicle speed and the accelerator off condition when
The automatic stop determination means determines that the engine is to be stopped when the accelerator pedal is off and below a predetermined vehicle speed,
The vehicle control apparatus according to claim 1, wherein the restart determination unit determines to restart the engine when an accelerator pedal is turned on while the engine is stopped by the engine automatic stop unit. A control device for a vehicle having an engine and an automatic transmission coupled to the engine,
Automatic stop determination means for determining whether or not to automatically stop the engine according to the driving state of the vehicle;
An engine automatic stop means for automatically stopping the engine when the automatic stop determination means determines that the engine is automatically stopped;
Restart determination means for determining whether or not to restart the stopped engine;
Engine restart means for restarting the engine when the restart determination means determines that the engine is restarted;
An engine speed detecting means for detecting the engine speed;
Main shaft rotation speed detection means for detecting the rotation speed of the main shaft of the automatic transmission;
Before the vehicle is completely stopped, if the engine by the automatic engine stopping means is re-accelerated by ON of the accelerator pedal from a state in which the stop, when restarting the engine, engaging with pre-Symbol automatic transmission A fastening force control means for controlling the fastening force of the frictional engagement elements of the combined gears according to the differential rotation between the engine speed and the main shaft speed;
The gear stage engaged by the automatic transmission when the engine is restarted is a gear stage engaged before the engine is automatically stopped, and the gear stage is automatically stopped by the engine. A starting stage other than the lowest speed stage of the automatic transmission selected according to the state of the shift map based on the vehicle speed and the accelerator off condition when
The automatic stop determination means determines that the engine is automatically stopped when the accelerator pedal is off and is equal to or lower than a predetermined vehicle speed,
The vehicle control apparatus according to claim 1, wherein the restart determination unit determines to restart the engine when an accelerator pedal is turned on while the engine is stopped by the engine automatic stop unit. A control device for a vehicle having an engine and an automatic transmission coupled to the engine,
Automatic stop determination means for determining whether or not to automatically stop the engine according to the driving state of the vehicle;
An engine automatic stop means for automatically stopping the engine when the automatic stop determination means determines that the engine is automatically stopped;
Restart determination means for determining whether or not to restart the stopped engine;
Engine restart means for restarting the engine when the restart determination means determines that the engine is restarted;
An engine speed detecting means for detecting the engine speed;
Main shaft rotation speed detection means for detecting the rotation speed of the main shaft of the automatic transmission;
Before the vehicle is completely stopped, if the engine by the automatic engine stopping means is re-accelerated by ON of the accelerator pedal from a state in which the stop, when restarting the engine, engaging with pre-Symbol automatic transmission A fastening force control means for controlling the fastening force of the frictional engagement elements of the combined gears according to the rotation ratio between the engine speed and the main shaft speed;
The gear stage engaged by the automatic transmission when the engine is restarted is a gear stage engaged before the engine is automatically stopped, and the gear stage is automatically stopped by the engine. A starting stage other than the lowest speed stage of the automatic transmission selected according to the state of the shift map based on the vehicle speed and the accelerator off condition when
The automatic stop determination means determines that the engine is to be stopped when the accelerator pedal is off and below a predetermined vehicle speed,
The vehicle control apparatus according to claim 1, wherein the restart determination unit determines to restart the engine when an accelerator pedal is turned on while the engine is stopped by the engine automatic stop unit. A control device for a vehicle having an engine and an automatic transmission coupled to the engine,
Automatic stop determination means for determining whether or not to automatically stop the engine according to the driving state of the vehicle;
An engine automatic stop means for automatically stopping the engine when the automatic stop determination means determines that the engine is automatically stopped;
Restart determination means for determining whether or not to restart the stopped engine;
Engine restart means for restarting the engine when the restart determination means determines that the engine is restarted;
Accelerator pedal opening detection means for detecting the opening of the accelerator pedal;
Before the vehicle is completely stopped, if the engine by the automatic engine stopping means is re-accelerated by ON of the accelerator pedal from a state in which the stop, when restarting the engine, engaging with pre-Symbol automatic transmission A fastening force control means for controlling the fastening force of the frictional engagement elements of the combined gears according to the opening of the accelerator pedal,
The gear stage engaged by the automatic transmission when the engine is restarted is a gear stage engaged before the engine is automatically stopped, and the gear stage is automatically stopped by the engine. A starting stage other than the lowest speed stage of the automatic transmission selected according to the state of the shift map based on the vehicle speed and the accelerator off condition when
The automatic stop determination means determines that the engine is to be stopped when the accelerator pedal is off and below a predetermined vehicle speed,
The vehicle control apparatus according to claim 1, wherein the restart determination unit determines to restart the engine when an accelerator pedal is turned on while the engine is stopped by the engine automatic stop unit.

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