JP5525006B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device, and more specifically to a vehicle control device in which an engine is idle-stopped when waiting for a signal.

  A vehicle that idles the engine when waiting for a signal or the like often includes an electric hydraulic pump separately from the hydraulic pump driven by the engine, and an example thereof is the technique described in Patent Document 1.

  When the electric hydraulic pump is provided, if the electric hydraulic pump fails, it depends on the hydraulic pressure supplied from the hydraulic pump driven by the engine. There is an inconvenience that the shift operation is delayed and the start of the vehicle is delayed.

  Therefore, in the technique described in Patent Document 1, such an inconvenience is solved by adding that the electric hydraulic pump is not out of order to one of the conditions for permitting the idle stop.

Japanese Patent No. 3613989

  By the way, when the vehicle is started after the idle stop is finished, if a friction engagement element such as a clutch provided on the input shaft of the automatic transmission slips due to abnormality or wear, the automatic transmission is adversely affected and the friction is reduced. The engagement element may suddenly engage and give a start shock to the occupant. Further, when the automatic transmission is a CVT (continuously variable transmission), the same problem occurs when an endless flexible member such as a belt slips due to abnormality or wear of a mechanical part.

  Therefore, the object of the present invention is to eliminate the above-mentioned inconveniences, and to protect the automatic transmission when a slip of a frictional engagement element or the like occurs at the time of vehicle start in a vehicle in which the engine is idle-stopped, and alleviate the start shock of the occupant. An object of the present invention is to provide a vehicle control device.

In order to achieve the above object, according to a first aspect of the present invention, an engine mounted on a vehicle, a hydraulic pump driven by the engine, and a hydraulic pressure supplied from the hydraulic pump operates from an input shaft. and an automatic transmission for transmitting the driving wheel output of the engine which is input via the frictional engagement element from a shift to the output shaft, the predetermined permission condition to execute idle stop of the engine when a condition is satisfied In addition, in a vehicle control apparatus that terminates the idle stop when a predetermined return condition is satisfied, a hydraulic pressure supply means capable of supplying hydraulic pressure to the automatic transmission separately from the hydraulic pump, and the predetermined return condition is satisfied Then, when starting the engine, a differential rotation detecting means for detecting a differential rotation between the input shaft and the output shaft, and when the detected differential rotation is a predetermined value or more, the hydraulic pump And a control means for reducing the amount of hydraulic pressure supplied per unit time supplied to the friction engagement element from at least one of the hydraulic pressure supply means and the detected differential rotation is less than the predetermined value. Configured.

  In the vehicle control device according to claim 2, when the detected differential rotation is equal to or greater than the predetermined value, the idle stop prohibits the idle stop for a predetermined period even if the predetermined permission condition is satisfied. The prohibition means is provided.

  In the vehicle control device according to claim 3, the predetermined period is configured to be during a current driving cycle.

  In the vehicle control device according to claim 1, when the engine is started with a predetermined return condition established, a differential rotation between the input shaft and the output shaft is detected, and the detected differential rotation is equal to or greater than a predetermined value. When the detected differential rotation is less than a predetermined value, the hydraulic supply amount per unit time supplied to the friction engagement element from at least one of the hydraulic pump and hydraulic supply means capable of supplying hydraulic pressure to the automatic transmission separately from the hydraulic pump Therefore, by detecting the differential rotation between the input shaft and the output shaft of the automatic transmission and judging whether or not it exceeds a predetermined value, abnormalities and wear of friction engagement elements of the automatic transmission are determined. It is possible to detect slips caused by such factors as slips of endless flexible members such as belts caused by abnormalities and wear of mechanical parts when the automatic transmission is made of CVT. Engaged elements Rutoki, since the gradually and can be engaged, with the automatic transmission can be appropriately protected, can be alleviated start shock given to the occupant.

  The vehicle control device according to claim 2 further comprises idle stop prohibiting means for prohibiting idle stop for a predetermined period even when a predetermined permission condition is satisfied when the detected differential rotation is equal to or greater than a predetermined value. Since it comprised as mentioned above, in addition to the above-mentioned effect, the fall of the responsiveness at the time of the vehicle start by reducing the hydraulic pressure supply amount per unit time supplied to a friction engagement element can be suppressed.

  In the vehicle control apparatus according to the third aspect, since the predetermined period is configured to be during the current driving cycle, it is possible to more effectively suppress a decrease in responsiveness when the vehicle starts.

1 is a schematic diagram showing an overall control apparatus for a vehicle according to an embodiment of the present invention. FIG. 2 is a hydraulic circuit diagram of the transmission hydraulic pressure supply mechanism shown in FIG. 1. It is a flowchart which shows the idle stop permission determination of operation | movement of the apparatus shown in FIG. It is a flowchart which shows the idle stop stop (return) process at the time of idle stop among operation | movement of the apparatus shown in FIG. FIG. 5 is a time chart when the hydraulic pressure is normal (normal) for explaining the processing of the flowcharts of FIGS. 3 and 4. FIG. 5 is a flowchart showing hydraulic pressure supply control to a friction engagement element (forward clutch) executed in parallel with the flowchart of FIG. 4. FIG. 6 is a partial hydraulic circuit diagram showing a modification of the transmission hydraulic pressure supply mechanism shown in FIG. 1.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a mode for carrying out a vehicle control apparatus according to the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram generally showing a control apparatus for a vehicle according to an embodiment of the present invention, and FIG. 2 is a hydraulic circuit diagram of a transmission hydraulic pressure supply mechanism shown in FIG.

  In FIG. 1, the code | symbol 10 shows an engine (internal combustion engine). The engine 10 is mounted on a vehicle 14 provided with drive wheels 12 (the vehicle 14 is partially indicated by the drive wheels 12 and the like).

  A throttle valve (not shown) arranged in the intake system of the engine 10 is disconnected from the accelerator pedal arranged on the vehicle driver's seat floor surface, and DBW (Drive By Wire) comprising an actuator such as an electric motor is disconnected. ) Connected to the mechanism 16 and opened and closed by the DBW mechanism 16.

  The intake air metered by the throttle valve flows through an intake manifold (not shown), mixes with fuel injected from the injector 20 near the intake port of each cylinder to form an air-fuel mixture, and an intake valve (not shown) When the valve is opened, it flows into the combustion chamber (not shown) of the cylinder. In the combustion chamber, the air-fuel mixture is ignited and combusted, and after driving the piston and rotating the crankshaft 22, the air-fuel mixture is exhausted and discharged outside the engine 10.

  The rotation of the crankshaft 22 is input to the automatic transmission T via the torque converter 24. The automatic transmission T includes a continuously variable transmission (hereinafter referred to as “CVT”) 26.

  That is, the crankshaft 22 is connected to the pump / impeller 24a of the torque converter 24, while the turbine runner 24b disposed opposite thereto and receiving fluid (hydraulic oil) is connected to the main shaft (input shaft) MS.

  The CVT 26 is a main shaft MS, more precisely, a drive pulley 26a disposed on the outer peripheral side shaft, and a counter shaft (output shaft) CS parallel to the main shaft MS, more precisely, a driven disposed on the outer peripheral side shaft. The pulley 26b and an endless flexible member, for example, a metal belt 26c, hung around the pulley 26b.

  The drive pulley 26a is fixed to the stationary pulley half 26a1 which is disposed so as not to be rotatable relative to the outer peripheral shaft of the main shaft MS and is not movable in the axial direction, and to the fixed pulley half 26a1 which is not rotatable relative to the outer peripheral shaft of the main shaft MS. The movable pulley half 26a2 is relatively movable in the axial direction.

  The driven pulley 26b includes a fixed pulley half 26b1 that is not rotatable relative to the outer peripheral shaft of the counter shaft CS and is not movable in the axial direction, and an axial direction relative to the fixed pulley half 26b1 that is not rotatable relative to the counter shaft CS. The movable pulley half 26b2 is relatively movable.

  In the automatic transmission T, the CVT 26 is connected to the engine 10 via the forward / reverse switching mechanism 28. The forward / reverse switching mechanism 28 includes a forward clutch (friction engagement element) 28a that enables the vehicle 14 to travel in the forward direction, and a reverse brake clutch (friction engagement element) 28b that allows the vehicle 14 to travel in the reverse direction. , And a planetary gear mechanism 28c disposed therebetween. CVT 26 is connected to engine 10 via forward clutch 28a.

  In the planetary gear mechanism 28c, the sun gear 28c1 is fixed to the main shaft MS, and the ring gear 28c2 is fixed to the fixed pulley half 26a1 of the drive pulley 26a via the forward clutch 28a.

  A pinion 28c3 is disposed between the sun gear 28c1 and the ring gear 28c2. Pinion 28c3 is connected to sun gear 28c1 by carrier 28c4. When the reverse brake clutch 28b is operated, the carrier 28c4 is fixed (locked) thereby.

  The rotation of the countershaft CS is transmitted from the secondary shaft (intermediate shaft) SS to the drive wheels 12 via a gear. That is, the rotation of the countershaft CS is transmitted to the secondary shaft SS via the gears 30a and 30b, and the rotation is transmitted from the differential 32 to the left and right drive wheels (only the right side is shown) 12 via the gear 30c.

  A disc brake (braking device) 34 is disposed in the vicinity of the driving wheel (front wheel) 12 and the driven wheel (rear wheel, not shown). The disc brake 34 includes a caliper 34a and a disc 34b.

  A brake pedal 36 is disposed on the vehicle driver's seat floor. The brake pedal 36 is connected to a disc brake 34 connected via a master back 38 and a master cylinder 40. The master cylinder 40 includes a reservoir 40a that stores brake fluid, and a piston (not shown) that is slidable in an oil chamber filled with the brake fluid stored in the reservoir 40a.

  When the driver depresses the brake pedal 36, the depressing force is increased by the master back 38 and transmitted to the master cylinder 40. The piston of the master cylinder 40 strokes a distance corresponding to the increased stepping force. The fluid pressure (brake fluid pressure) generated by the stroke of the piston is sent to the disc brake 34 of the drive wheel 12 to operate the disc brake 34 and brake (decelerate) the vehicle 14.

  In the forward / reverse switching mechanism 28, the forward clutch 28a and the reverse brake clutch 28b are switched by the driver operating a range selector 44 provided in the vehicle driver's seat to select one of the ranges such as P, R, N, and D. It is done by selecting. The range selection by the driver's operation of the range selector 44 is transmitted to a manual valve of a transmission hydraulic pressure supply mechanism 46 (described later).

  When, for example, the D, S, or L range is selected via the range selector 44, the spool of the manual valve moves accordingly, and hydraulic oil (hydraulic pressure) is discharged from the piston chamber of the reverse brake clutch 28b, while the forward drive Hydraulic pressure is supplied to the piston chamber of the clutch 28a, and the forward clutch 28a is fastened.

  When the forward clutch 28a is engaged, all gears rotate together with the main shaft MS, and the drive pulley 26a is driven in the same direction (forward direction) as the main shaft MS.

  When the R range is selected, hydraulic oil is discharged from the piston chamber of the forward clutch 28a, while hydraulic pressure is supplied to the piston chamber of the reverse brake clutch 28b, and the reverse brake clutch 28b is operated. Accordingly, the carrier 28c4 is fixed, the ring gear 28c2 is driven in the opposite direction to the sun gear 28c1, and the drive pulley 26a is driven in the opposite direction (reverse direction) to the main shaft MS.

  When the P or N range is selected, the hydraulic oil is discharged from both piston chambers, both the forward clutch 28a and the reverse brake clutch 28b are released, the power transmission via the forward / reverse switching device 28 is cut off, and the engine The power transmission between the motor 10 and the drive pulley 26a of the CVT 26 is cut off.

  FIG. 2 is a hydraulic circuit diagram of the transmission hydraulic pressure supply mechanism 46.

  As shown, the transmission hydraulic pressure supply mechanism 46 is provided with a hydraulic pump (oil feed pump) 46a. The hydraulic pump 46a is a gear pump, is driven by the engine (E) 10, pumps up the hydraulic oil stored in the reservoir 46b, and pumps it to the PH control valve (PH REG VLV) 46c.

  On the other hand, the output of the PH control valve 46c (PH pressure (line pressure). High pressure control hydraulic pressure) is supplied from the oil passage 46d to the CVT 26 via the first and second regulator valves (DR REG VLV, DN REG VLV) 46e, 46f. Is connected to the piston chamber (DR) 26a21 of the movable pulley half 26a2 of the drive pulley 26a and the piston chamber (DN) 26b21 of the movable pulley half 26b2 of the driven pulley 26b and, on the other hand, the CR valve via the oil passage 46g. (CR VLV) Connected to 46h.

  The CR valve 46h reduces the PH pressure to generate a CR pressure (low pressure control hydraulic pressure), and the first, second and third (electromagnetic) linear solenoid valves 46j, 46k, 46l (LS-DR, LS-DN, LS-CPC).

  The first and second linear solenoid valves 46j and 46k act on the first and second regulator valves 46e and 46f with the output pressure determined according to the excitation of the solenoids, and thus the PH pressure sent from the oil passage 46d. Is supplied to the piston chambers 26a21 and 26b21 of the movable pulley halves 26a2 and 26b2, and a pulley side pressure is generated accordingly.

  Accordingly, a pulley side pressure that moves the movable pulley halves 26a2 and 26b2 in the axial direction is generated, the pulley widths of the drive pulley 26a and the driven pulley 26b change, and the winding radius of the belt 26c changes. Thus, by adjusting the pulley side pressure, the ratio (transmission ratio) for transmitting the output of the engine 10 to the drive wheels 12 can be changed steplessly.

  The output (CR pressure) of the CR valve 46h is adjusted according to the excitation of the solenoid of the third linear solenoid valve 46l, and is sent to the manual valve (MAN VLV, indicated by reference numeral 46o) through the oil passage 46m. From there, it is connected to the piston chamber (FWD) 28a1 of the forward clutch 28a of the forward / reverse switching device 28 and the piston chamber (RVS) 28b1 of the reverse brake clutch 28b.

  As described above, the manual valve 46o outputs the output adjusted by the third linear solenoid valve 46l in accordance with the position of the range selector 44 operated (selected) by the driver, and the pistons of the forward clutch 28a and the reverse brake clutch 28b. Connect to one of the chambers 28a1 and 28b1.

  The output of the PH control valve 46c is sent to the TC regulator valve (TC REG VLV) 46q via the oil passage 46p, and the output of the TC regulator valve 46q is LC shifted via the LC control valve (LC CTL VLV) 46r. Connected to valve (LC SFT VLV) 46s.

  The output of the LC shift valve 46s is connected on the one hand to the piston chamber 24c1 of the lock-up clutch 24c of the torque converter 24, and on the other hand to the backside chamber 24c2.

  When hydraulic oil is supplied to the piston chamber 24c1 via the LC shift valve 46s, the lock-up clutch 24c is engaged (turned on) when supplied from the back chamber 24c2, and is supplied to the back chamber 24c2. On the other hand, when discharged from the piston chamber 24c1, it is released (off). The slip amount of the lockup clutch 24c is determined by the amount of hydraulic oil supplied to the piston chamber 24c1 and the rear chamber 24c2.

  The output of the CR valve 46h is connected to an LC control valve 46r and an LC shift valve 46s through an oil passage 46t, and a fourth linear solenoid valve (LS-LC) 46u is inserted in the oil passage 46t. The slip amount of the lock-up clutch 24c is adjusted (controlled) by exciting / de-energizing the solenoid of the fourth linear solenoid valve 46u.

  Further, an electric hydraulic pump (oil pump) 46w connected to the electric motor 46v is connected via a check valve 46x at a position corresponding to the downstream of the hydraulic pump 46a and upstream of the PH control valve 46c. . The electric hydraulic pump 46w functions as a hydraulic pressure supply means capable of supplying hydraulic pressure to the automatic transmission T, separately from the hydraulic pump 46a.

  Similarly to the hydraulic pump 46a, the electric hydraulic pump 46w is also a gear pump, is driven by an electric motor 46v, pumps up the hydraulic oil stored in the reservoir 46b, and pumps it to a PH control valve (PH REG VLV) 46c.

  In this specification, the automatic transmission T includes a torque converter 24, a CVT 26, and a forward / reverse switching mechanism 28 (more specifically, its forward clutch 28a (or reverse brake clutch 28b)).

  Returning to the description of FIG. 1, a crank angle sensor 50 is provided at an appropriate position such as near the cam shaft (not shown) of the engine 10 and outputs a signal indicating the engine speed NE for each predetermined crank angle position of the piston. To do. In the intake system, an absolute pressure sensor 52 is provided at an appropriate position downstream of the throttle valve, and outputs a signal proportional to the intake pipe absolute pressure (engine load) PBA.

  The actuator of the DBW mechanism 16 is provided with a throttle opening sensor 54, and outputs a signal proportional to the throttle valve opening TH through the rotation amount of the actuator.

  An accelerator opening sensor 56a is provided in the vicinity of the accelerator pedal (indicated by reference numeral 56) to output a signal proportional to the accelerator opening AP corresponding to the driver's accelerator pedal operation amount, and to the brake pedal 36. Is provided with a brake switch 36a that outputs an ON signal in response to the driver's operation of the brake pedal 36.

  Further, a water temperature sensor 60 is provided in the vicinity of a cooling water passage (not shown) of the engine 10 to generate an output corresponding to the engine cooling water temperature TW, in other words, the temperature of the engine 10.

  The output of the crank angle sensor 50 and the like described above is sent to the engine controller 66. The engine controller 66 includes a microcomputer, determines the target throttle opening based on the sensor outputs, controls the operation of the DBW mechanism 16, and determines the fuel injection amount to drive the injector 20.

  The main shaft MS is provided with an NT sensor (rotational speed sensor) 70, and the rotational speed of the turbine runner 24b, specifically, the rotational speed NT of the main shaft MS, specifically, the transmission input shaft rotational speed, more specifically. Specifically, a pulse signal indicating the input shaft speed of the forward clutch 28a is output.

  An NDR sensor (rotational speed sensor) 72 is provided at an appropriate position in the vicinity of the drive pulley 26a of the CVT 26 to output a pulse signal corresponding to the rotational speed NDR of the drive pulley 26a, in other words, the output shaft rotational speed of the forward clutch 28a. To do.

  An NDN sensor (rotational speed sensor) 74 is provided at an appropriate position near the driven pulley 26b, and a pulse signal indicating the rotational speed NDN of the driven pulley 26b (the rotational speed of the countershaft CS (transmission output shaft rotational speed)) is provided. In addition to the output, a V sensor (rotational speed sensor) 76 is provided in the vicinity of the gear 30b of the secondary shaft SS to output a pulse signal indicating the vehicle speed V through the rotation of the secondary shaft SS.

  A range selector switch 44a is provided in the vicinity of the above-described range selector 44, and outputs a signal corresponding to a range such as R, N, or D selected by the driver.

  As shown in FIG. 2, in the transmission hydraulic pressure supply mechanism 46, a hydraulic pressure sensor 82a is disposed in an oil passage that communicates with the driven pulley 26b of the CVT 26, and the hydraulic pressure supplied to the piston chamber 26b21 of the movable pulley half 26b2 of the driven pulley 26b. A corresponding signal is output.

  A second hydraulic sensor 82b is disposed in the oil passage between the piston chamber 28a1 of the forward clutch 28a and the manual valve 46o, and outputs a signal corresponding to the hydraulic pressure supplied to the piston chamber 28a1 of the forward clutch 28a. A third hydraulic pressure sensor 82c is disposed in the oil passage leading to the lockup clutch 24c of the torque converter 24, and outputs a signal corresponding to the hydraulic pressure supplied to the piston chamber 28c1 of the lockup clutch 24c.

  The first, second, and third hydraulic sensors 82a, 82b, and 82c are collectively referred to as a hydraulic sensor 82. Further, an oil temperature sensor 84 is disposed in the reservoir 46b and outputs a signal corresponding to the oil temperature (temperature TATF of the hydraulic oil ATF).

  Returning to the description of FIG. 1, the output of the NT sensor 70 and the like described above is sent to the shift controller 90 including the outputs of other sensors (not shown). The shift controller 90 also includes a microcomputer and is configured to be able to communicate with the engine controller 66.

  Based on these detected values, the shift controller 90 excites and de-energizes the first to fourth linear solenoid valves 46j of the transmission hydraulic pressure supply mechanism 46 to operate the forward / reverse switching device 28, the CVT 26, and the torque converter 24. Control.

  Further, the shift controller 90 determines the energization amount of the electric motor 46v of the transmission hydraulic pressure supply mechanism 46 based on the detected values, and energizes the electric motor 46v via a drive circuit (not shown) to thereby drive the electric hydraulic pump 46w. Drive.

  Further, the engine controller 66 performs idle stop control of the vehicle 14 in addition to fuel injection control and the like.

  FIG. 3 is a flow chart showing the operation of the apparatus according to this embodiment, specifically the idle stop (IS) control of the engine controller 66, more specifically, the idle stop permission determination. The illustrated program is executed every predetermined time, for example, every 10 msec.

  In the following description, in S10, BRK is turned on, that is, whether or not the brake pedal 36 is operated (depressed) by the driver is determined from the output of the brake switch 36a. Idle stop) is not permitted, that is, IS is prohibited.

  On the other hand, when the result in S10 is affirmative, the program proceeds to S14, in which AP OFF is determined, that is, whether the accelerator pedal 56 is not operated (not depressed) or not is judged from the output of the accelerator opening sensor 56a and denied. If so, go to S12.

  On the other hand, when the result in S14 is affirmative, the process proceeds to S16, where it is determined from the output of the V sensor 76 whether the vehicle speed V is zero, and when the result is negative, the process proceeds to S12.

  On the other hand, when the result in S16 is affirmative, the process proceeds to S18, where it is determined whether or not the ratio (transmission ratio) of the CVT 26 is low from the information obtained by communicating with the shift controller 90. move on.

  Steps S10 to S18 correspond to predetermined permission conditions for IS (idle stop). When affirmative determination is made in S10 to S18 and all predetermined permission conditions for IS are satisfied, the process proceeds to S20, and a slip determination flag F (described later) is set. It is determined whether or not the bit is set to 1.

  When the result in S20 is affirmative, the program proceeds to S12, where IS (idle stop) is not permitted, that is, IS is prohibited. On the other hand, when the result in S20 is negative, the program proceeds to S22, where IS (idle stop) is permitted (idle stop is started).

  FIG. 4 is a flowchart showing the operation of the apparatus according to this embodiment, specifically, the idle stop end (return) process at the time of idling stop of the engine controller 66. The illustrated program is also executed every predetermined time, for example, every 10 msec.

  In the following description, in S100, it is determined whether or not the IS ENG start, that is, the IS (idle stop) predetermined return condition is satisfied, the IS is terminated, and the engine 10 is being started again.

  FIG. 5 is a time chart for explaining the processing of FIGS.

  In this embodiment, as shown in the figure, after an IS (idle stop) permission condition is established at time t1 and an IS command is issued, a predetermined return condition for IS is established at time t2 and IS stop is permitted. It is assumed that the engine 10 is being restarted because the start of the engine 10 is requested.

  Note that IS default return conditions are BRK OFF, that is, the brake pedal 36 is not operated (not stepped on) by the driver, and AP ON, that is, the accelerator pedal 56 is operated ( One of the things)

  Returning to the description of FIG. 4, when the result in S100 is negative, the subsequent processing is skipped, while when the result is affirmative, the process proceeds to S102, and the transmission input shaft rotational speed (input shaft rotational speed of the forward clutch 28a) NT is determined. The differential rotation obtained by subtracting the rotational speed of the drive pulley 26a (the output shaft rotational speed of the forward clutch 28a) NDR is equal to or greater than the predetermined value SLIP1, that is, the differential rotation of the input / output rotational speed of the forward clutch 28a is equal to or greater than the predetermined value SLIP1. Then, it is determined whether or not the slip of the forward clutch 28a is equal to or greater than a predetermined value.

  When the result in S102 is affirmative, the program proceeds to S104, and the bit of the slip determination flag F described above is set to 1.

  On the other hand, when the result in S102 is negative, the program proceeds to S106, in which the product of the ratio (transmission ratio) and the rotational speed of the driven pulley 26b (transmission output shaft rotational speed) NDN is obtained by subtracting from the rotational speed NDR of the drive pulley 26a. It is determined whether the differential rotation is equal to or greater than a predetermined value SLIP2, that is, whether the differential rotation of the input / output rotational speed of the CVT 26 is equal to or greater than the predetermined value SLIP2, in other words, whether the slip of the CVT 26 is equal to or greater than a predetermined value.

  When the result is affirmative in S106, the process proceeds to S104, and the bit of the slip determination flag F is set to 1, while when the result is negative, the process proceeds to S108, and the bit of the slip determination flag F is reset to 0.

  The rotational speed of the drive pulley 26a is related to the transmission input shaft rotational speed (input rotational speed of the forward clutch 28a) NT via the forward clutch 28a, while the rotational speed of the driven pulley 26b (transmission) via the CVT 26. Since the output shaft speed (NDN) is related to the NDN, the determination in S102 and S106 is the differential rotation between the input shaft and the output shaft of the CVT 26 (in other words, the automatic transmission T), and is the predetermined value (SLIP1, SLIP2) or more. This corresponds to determining whether or not.

  Therefore, when the bit of the slip determination flag F is set to 1, it is determined that the differential rotation between the input shaft and the output shaft of the CVT 26 (in other words, the automatic transmission T) is greater than or equal to a predetermined value (SLIP1 or SLIP2). Means.

  Once the slip determination flag F bit is set to 1, it remains set to 1 during the current (in other words, the same) driving cycle, and as a result, the detected differential rotation is greater than or equal to a predetermined value. Even if a predetermined permission condition is satisfied, idle stop is prohibited during the current driving cycle.

  Here, the “driving cycle” is turned off after the ignition switch of the engine 10 of the vehicle 14 is turned on by the driver, more specifically, the driver gets on the vehicle 14 and turns on the ignition switch to turn on the engine 10. Is the time from when the engine arrives at the destination and the ignition switch is turned off and the engine 10 is stopped.

  FIG. 6 is a flow chart showing the hydraulic pressure supply control to the forward clutch 28a executed by the shift controller 90 in parallel with the processing of FIG. The illustrated program is also executed every predetermined time, for example, every 10 msec.

  In the following description, when the bit of the slip determination flag F is set to 1 in S200, in other words, when the predetermined return condition is satisfied and the engine 10 is restarted, the CVT 26 (in other words, the automatic transmission T) It is determined whether or not the differential rotation between the input shaft and the output shaft is determined to be greater than or equal to a predetermined value (SLIP1 or SLIP2). If the determination is negative, the subsequent processing is skipped.

  On the other hand, when the result in S200 is affirmative, the routine proceeds to S202, where the hydraulic pressure supply is controlled so that the forward clutch 28a (or the reverse brake clutch 28b) is gradually engaged.

That is, when it is determined that the differential rotation between the input shaft and the output shaft of the CVT 26 is greater than or equal to a predetermined value (SLIP1 or SLIP2), the slip caused by the abnormality or wear of the forward clutch 28a (or the reverse brake clutch 28b) or the belt of the CVT 26 Since it is detected that a slip of 26c has occurred , as shown in FIG. 5, the hydraulic pressure supply amount (normal hydraulic pressure supply per unit time (for example, 10 msec) to the forward (FWD) clutch 28a. It is assumed that the hydraulic pressure supply amount is less than that shown (indicated by b in the figure).

  Thus, when engaging the forward clutch 28a (or the reverse brake clutch 28b), the automatic transmission T can be appropriately protected by gradually (slowly) supplying the hydraulic pressure and gradually engaging it. At the same time, the start shock given to the occupant can be reduced.

  In addition, when the detected differential rotation is equal to or greater than a predetermined value, the idle stop is prohibited during a predetermined period (during the current driving cycle) even if a predetermined permission condition is satisfied. In addition, it is possible to suppress (or more effectively suppress) a decrease in responsiveness at the start of the vehicle due to a decrease in the amount of hydraulic pressure supplied per unit time supplied to the forward clutch 28a (or the reverse brake clutch 28b). .

  As shown in FIG. 7, instead of the electric hydraulic pump 46w, an accumulator 46y is installed in an oil passage 46i (or 46g) connected to the forward clutch 28a (or the reverse brake clutch 28b) downstream of the hydraulic pump 46a. It may be provided. In this case, the accumulator 46y is connected to the oil passage 46i via a valve body 46y1 whose opening / closing is controlled by the shift controller 90.

  The shift controller 90 opens the valve body 46y1 at a predetermined time and accumulates the hydraulic pressure generated by the hydraulic pump 46a in the accumulator 46y, then closes the valve body 46y1, and then the idle stop is completed and the vehicle starts. When this is done, the valve body 46y1 is opened again, and the hydraulic pressure accumulated is output to the oil passage 46i.

  The accumulator 46y is connected to the hydraulic pump 46a, accumulates the hydraulic pressure generated by the hydraulic pump 46a, and outputs the accumulated hydraulic pressure when the hydraulic pump 46a does not operate. That is, the accumulator 46y also functions as a hydraulic pressure supply means capable of supplying hydraulic pressure to the automatic transmission T, separately from the hydraulic pump 46a, like the electric hydraulic pump 46w. The accumulator 46y may have any structure.

As described above, in this embodiment, the engine 10 mounted on the vehicle 14, the hydraulic pump 46a driven by the engine 10, and the hydraulic pressure supplied from the hydraulic pump 46a operate to the input shaft ( Automatic shift for shifting the output of the engine 10 input from the main shaft MS) via the friction engagement elements (forward clutch 28a, reverse brake clutch 28b) and transmitting the output from the output shaft (counter shaft CS) to the drive wheels 12. The engine T is provided to perform idle stop of the engine 10 when a predetermined permission condition is satisfied (engine controllers 66, S10, S14 to S28, S22), and when the predetermined return condition is satisfied, the idle In the vehicle control device for ending the stop (engine controller 66, S100), the hydraulic pump Separately, hydraulic supply means (electric hydraulic pump 46w, accumulator 46y) capable of supplying hydraulic pressure to the automatic transmission T, and the input shaft and output shaft when the predetermined return condition is satisfied and the engine 10 is started More specifically, the transmission input shaft rotational speed (input shaft rotational speed of the forward clutch 28a) NT and the rotational speed of the drive pulley 26a (output shaft rotational speed of the forward clutch 28a) NDR differential rotational speed or drive pulley Differential rotation detecting means (S102, S106) for detecting a differential rotation between the rotational speed NDR of 26a and the rotational speed (transmission output shaft rotational speed) NDN (product of the ratio) of the driven pulley 26b, and the detected differential rotational speed Is supplied to the friction engagement element from at least one of the hydraulic pump and the hydraulic pressure supply means when the value is equal to or greater than a predetermined value (SLIP1, SLIP2). Since the control means (shift controller 90, S200, S202) for reducing the hydraulic pressure supply amount per unit time is smaller than when the detected differential rotation is less than the predetermined value, the input of the automatic transmission T is provided. By detecting the differential rotation between the shaft and the output shaft and determining whether or not it is greater than or equal to a predetermined value, slip caused by abnormality or wear of the friction engagement element of the automatic transmission T or when the automatic transmission T is composed of the CVT 26 It is possible to detect a slip of an endless flexible member such as the belt 26c caused by an abnormality or wear of a mechanical part. In such a case, when the friction engagement element is engaged, it can be gradually engaged. Thus, the automatic transmission can be properly protected and the start shock applied to the occupant can be reduced.

  In addition, when the detected differential rotation is greater than or equal to the predetermined value, it is configured to include idle stop prohibiting means for prohibiting the idle stop for a predetermined period even if the predetermined permission condition is satisfied. In addition, in addition to the above-described effects, it is possible to suppress a decrease in responsiveness when the vehicle starts due to a decrease in the amount of hydraulic pressure supplied per unit time supplied to the friction engagement element.

  In addition, since the predetermined period is configured to be during the current (in other words, the same) driving cycle, it is possible to more effectively suppress a decrease in responsiveness when starting the vehicle.

  In the above description, the CVT is illustrated as the automatic transmission T. However, the CVT is not limited thereto, and may be a stepped transmission. Furthermore, the endless flexible member of the CVT is not limited to the belt, but may be a chain.

  DESCRIPTION OF SYMBOLS 10 Engine (internal combustion engine), 12 Drive wheel, 14 Vehicle, 16 DBW mechanism, 24 Torque converter, 26 CVT, 28 Forward / reverse switching device, 34 Disc brake (braking device), 36 Brake pedal, 38 Master back, 40 Master cylinder , 46 Transmission hydraulic supply mechanism, 46a hydraulic pump, 46w electric hydraulic pump, 66 engine controller, 76 V sensor, 82 hydraulic sensor (82a, 82b, 82c first, second, third hydraulic sensor), 90 shift controller T Automatic transmission

Claims (3)

An engine mounted on a vehicle, a hydraulic pump driven by the engine, and a hydraulic pressure supplied from the hydraulic pump operate to shift the output of the engine input from the input shaft through the friction engagement element. and an automatic transmission for transmitting the driving wheel from the output shaft Te, and executes idle stop of the engine when predetermined permission condition is satisfied, predetermined return condition has terminated the idle stop when satisfied In the vehicle control device, a hydraulic pressure supply means capable of supplying hydraulic pressure to the automatic transmission separately from the hydraulic pump, and when the predetermined return condition is satisfied and the engine is started, the input shaft and the output shaft A differential rotation detection means for detecting differential rotation; and when the detected differential rotation is a predetermined value or more, the hydraulic pump and the hydraulic pressure supply means The hydraulic pressure supply amount per unit time supplied to Kosugakarigo element, the vehicle control apparatus the detected differential rotation is characterized by comprising a control means for reducing than when less than the predetermined value.   2. An idle stop prohibiting means for prohibiting the idle stop for a predetermined period even when the predetermined permission condition is satisfied when the detected differential rotation is equal to or greater than the predetermined value. Vehicle control device.   3. The vehicle control device according to claim 2, wherein the predetermined period is during a current driving cycle.

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