JP6647748B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a control device used for a vehicle such as an automobile.

  2. Description of the Related Art In recent years, so-called idling stop function control has been widely adopted for vehicles driven by an engine for the purpose of improving fuel efficiency. In the idling stop control, for example, when the brake pedal is depressed with the driver's foot to operate the brake and the vehicle speed falls below a predetermined automatic stop speed (for example, about 10 km / h), the engine is automatically stopped (idle stop). Stop). After the automatic stop of the engine, for example, when the foot is released from the brake pedal and the brake is released, the engine is automatically restarted.

  2. Description of the Related Art Some vehicles adopting an idling stop control are equipped with an automatic transmission such as a continuously variable transmission (CVT) as a transmission. A vehicle equipped with an automatic transmission requires an oil pump for generating a hydraulic pressure used in the automatic transmission. If only a mechanical oil pump driven by the power of the engine is installed as the oil pump, the drive of the mechanical oil pump is stopped while the engine is stopped by the idling stop control. Can not be secured. Therefore, some of such vehicles are equipped with an electric oil pump driven by the power of an electric motor in addition to a mechanical oil pump.

JP 2013-181408 A

  In a hydraulic circuit of a vehicle equipped with both a mechanical oil pump and an electric oil pump, for example, an oil passage of a generated oil pressure (M-OP pressure) of the mechanical oil pump and a generated oil pressure (E-OP pressure) of the electric oil pump are used. With the oilway of A solenoid valve (hydraulic control valve) for controlling the hydraulic pressure supplied to the automatic transmission is provided downstream of the junction of these oil paths in the hydraulic pressure supply direction. Further, on the downstream side in the supply direction of the hydraulic pressure from the solenoid valve, a hydraulic oil supplied to the automatic transmission is connected to a hydraulic oil pressure adjusted by the solenoid valve through a merging oil passage on the downstream side in the hydraulic pressure supply direction from the junction. A garage valve for switching to the oil pressure of the flowing oil (oil pressure not adjusted by the solenoid valve) is provided. Further, the hydraulic circuit includes a switch solenoid valve for driving the garage valve. The switch solenoid valve is a valve that can be switched between open and closed by energization / de-energization, and when energized, supplies the hydraulic pressure flowing through the merged oil passage to the garage valve.

  FIG. 3 is a diagram showing a driving state of the electric oil pump before and after the IDS operation and a temporal change of a hydraulic pressure generated by the mechanical oil pump and the electric oil pump.

  When the engine is automatically stopped by the idling stop control (time T11), the drive of the mechanical oil pump stops, and the hydraulic pressure generated by the mechanical oil pump decreases. On the other hand, in response to the automatic stop of the engine, the driving of the electric oil pump is started, and the generated oil pressure of the electric oil pump increases.

  When both a mechanical oil pump and an electric oil pump are mounted on a vehicle, a relatively small electric oil pump is adopted from the viewpoint of cost and size. Therefore, the oil pressure generated by the electric oil pump is lower than the oil pressure generated by the mechanical oil pump. It cannot be moved to the position where the compressed oil pressure is output. As a result, after the engine is automatically stopped, the hydraulic pressure generated by the electric oil pump is supplied from the garage valve to the automatic transmission.

  When the hydraulic pressure generated by the electric oil pump is supplied to the automatic transmission, the hydraulic pressure is not released from the start clutch (the clutch engaged when the vehicle moves forward) built in the continuously variable transmission, and the engagement state of the start clutch is changed. Will be maintained. When the starting clutch is engaged, the input shaft of the automatic transmission is rotating. Therefore, when the automatic transmission is a belt-type continuously variable transmission, when the vehicle is suddenly braked and the output shaft of the automatic transmission suddenly decelerates, the inertia torque acts on the belt to reduce the thrust. Shortage may occur and belt slippage may occur.

  SUMMARY OF THE INVENTION It is an object of the present invention to provide a control device for a vehicle that can shut off transmission of power by a clutch of an automatic transmission when an engine is stopped by idling stop control.

  In order to achieve the above object, a vehicle control device according to the present invention provides an engine, a mechanical oil pump driven by the engine, an electric oil pump, and a device for transmitting power from an engine input to an input shaft. A control device for use in a vehicle equipped with an automatic transmission that shifts power input to an input shaft and transmits the power to an output shaft, the clutch having a disconnecting clutch, and responds to the satisfaction of a predetermined stop condition. Stopping the engine, in response to a predetermined restart condition being satisfied after the stop, idling stop control means for executing an idling stop control for restarting the engine, and after stopping the engine by the idling stop control, Pump operation limiting means for restricting the operation of the electric oil pump at least until the vehicle stops.

  According to this configuration, after the engine is stopped by the idling stop control, the operation of the electric oil pump is restricted at least until the vehicle stops. Thus, the hydraulic pressure generated by the electric oil pump is not supplied to the clutch until the vehicle stops, so that transmission of power by the clutch can be interrupted. Therefore, even if the vehicle is suddenly braked and the output shaft of the automatic transmission suddenly decelerates, occurrence of inertia torque due to the sudden deceleration can be suppressed. For example, when the automatic transmission is a belt-type continuously variable transmission, the inertia torque can be prevented from acting on the belt, and the occurrence of belt slippage can be suppressed. As a result, the life of the belt can be extended.

  The vehicle control device may be configured to further include a pump operation control unit that operates the electric oil pump in response to the stop of the vehicle.

  Thus, oil can be supplied to each part of the automatic transmission while the vehicle is stopped, and the parts can be kept wet by the oil.

  According to the present invention, transmission of power by the clutch of the automatic transmission can be cut off when the engine is stopped by the idling stop control.

1 is a diagram illustrating a configuration of a main part of a vehicle equipped with an ECU according to an embodiment of the present invention. It is a figure which shows the vehicle speed before and behind IDS operation | movement, the drive state of an electric oil pump, and the time change of the hydraulic pressure generated of a mechanical oil pump and an electric oil pump. It is a figure which shows the drive state of an electric oil pump before and after IDS operation | movement, and the time change of the generated oil pressure of a mechanical oil pump and an electric oil pump.

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

<Main components of the vehicle>

  FIG. 1 is a diagram illustrating a configuration of a main part of a vehicle 1 on which an ECU according to an embodiment of the present invention is mounted.

  The vehicle 1 is an automobile using an engine (E / G) 2 as a power source. The output of the engine 2 is transmitted to driving wheels (for example, left and right front wheels) of the vehicle 1 via a torque converter 3 and a continuously variable transmission (CVT) 4.

  The continuously variable transmission 4 has a known belt-type configuration. Specifically, the continuously variable transmission 4 includes a primary shaft 5, a secondary shaft 6 provided in parallel with the primary shaft 5, a primary pulley 7 supported by the primary shaft 5 so as not to rotate relatively, and a secondary shaft 6. And a belt 9 wound around the primary pulley 7 and the secondary pulley 8. The continuously variable transmission 4 has a built-in clutch (starting clutch) C that is engaged when the vehicle 1 moves forward.

  The continuously variable transmission 4 includes a mechanical oil pump 11 driven by the power of the engine 2, an electric oil pump 12 driven by the power of an electric motor, and an oil pan 13 for storing oil. I have.

  One end of a suction oil passage 14 is connected to the mechanical oil pump 11. The other end of the suction oil passage 14 is immersed in oil stored in the oil pan 13. The mechanical oil pump 11 sucks up oil from an oil pan 13 through a suction oil passage 14.

  One end of a branch oil passage 15 is connected to an intermediate portion of the suction oil passage 14. The other end of the branch oil passage 15 is connected to a merge oil passage 16 through which oil discharged from the mechanical oil pump 11 flows. The electric oil pump 12 is interposed in the middle of the branch oil passage 15, and sucks oil from the oil pan 13 through the suction oil passage 14 and the branch oil passage 15. The oil discharged from the electric oil pump 12 flows through the branch oil passage 15 and joins from the branch oil passage 15 to the merge oil passage 16.

  The hydraulic circuit 21 of the continuously variable transmission 4 includes a garage valve 22, a solenoid valve 23, and a switch solenoid valve 24.

  The garage valve 22 has a sleeve 31. In the sleeve 31, a spool 32 is provided so as to be movable in the center line direction. Land portions 33 and 34 are formed on the spool 32 at intervals in the center line direction. In the sleeve 131, a spring 35 for urging the spool 32 toward the other end (upper side) is provided at one end (lower side) in the center line direction.

  A first input port 41, a second input port 42, a signal port 43, and an output port 44 are formed on the peripheral wall of the sleeve 31.

  The first input port 41 communicates with the land portions 33 and 34 when the spool 32 is located at the uppermost position, and is closed by the land portion 33 when the spool 32 is located at the lowermost position. The first input port 41 is connected to a branch oil passage 45 branched from the junction oil passage 16.

  The second input port 42 is closed by the land portion 34 when the spool 32 is located at the uppermost position, and communicates with the land portions 33 and 34 when the spool 32 is located at the lowermost position. An oil passage 46 extending from the solenoid valve 23 is connected to the second input port 42.

  The signal port 43 communicates between the land portion 33 and the upper end of the sleeve 31 regardless of the position of the spool 32. The signal oil passage 47 extending from the switch solenoid valve 24 is connected to the signal port 142.

  The output port 44 communicates with the land portions 33 and 34 regardless of the position of the spool 32. The output port 44 is connected to a supply oil passage 48 that supplies oil to the clutch C.

  As the solenoid valve 23, a valve whose output oil pressure can be controlled by a current value, for example, a linear solenoid valve is used. A branch oil passage 49 branched from the junction oil passage 16 is connected to the solenoid valve 23. The solenoid valve 23 adjusts the oil pressure input from the branch oil passage 49 in accordance with the current value, and outputs the adjusted oil pressure to the oil passage 46.

  The switch solenoid valve 24 is a valve whose opening and closing are switched by energization / de-energization. The switch solenoid valve 24 receives the oil pressure of the merging oil passage 16. When the switch solenoid valve 24 is opened by energization, the switch The oil pressure of the joining oil passage 16 is output from the solenoid valve 24 to the signal oil passage 47.

  When the mechanical oil pump 11 is driven, when the switch solenoid valve 24 is open by energization, the hydraulic pressure of the joining oil passage 16 from the switch solenoid valve 24 to the signal port 43 of the garage valve 22 via the signal oil passage 47, That is, the hydraulic pressure generated by the mechanical oil pump 11 is supplied. The hydraulic pressure supplied to the signal port 43 moves the spool 32 of the garage valve 22 to the lowermost position, and the second input port 42 and the output port 44 communicate within the sleeve 31. Therefore, the regulated hydraulic pressure is output from the solenoid valve 23, and if the hydraulic pressure is input to the second input port 42 via the oil passage 46, the hydraulic pressure is applied to the clutch C via the output port 44 and the signal oil passage 47. The regulated hydraulic pressure is supplied.

  On the other hand, when the switch solenoid valve 24 is closed due to non-energization, no oil pressure is output from the switch solenoid valve 24 and no oil pressure is input to the signal port 43 of the garage valve 22. Therefore, the spool 32 of the garage valve 22 is located at the uppermost position by the urging force of the spring 35, and the first input port 41 and the output port 44 communicate within the sleeve 31. At this time, since the hydraulic pressure generated by the mechanical oil pump 11 is input to the first input port 41 from the merged oil path 16 via the branch oil path 45, the hydraulic pressure generated by the mechanical oil pump 11 is output to the output port 44. , And is supplied to the clutch C via the signal oil passage 47.

  Further, when the mechanical oil pump 11 is stopped and the electric oil pump 12 is driven, the switch solenoid valve 24 is not energized, and the switch solenoid valve 24 is kept closed by de-energization. Therefore, when the electric oil pump 12 is driven, the generated oil pressure of the electric oil pump 12 is input to the first input port 41 of the garage valve 22, and the generated oil pressure of the electric oil pump 12 is output via the output port 44 and the signal oil passage 47. Supplied to the clutch C.

  The vehicle 1 is provided with a plurality of ECUs (electronic control units) 51 having a configuration including a CPU and a memory (ROM, RAM, flash memory, EEPROM, etc.) for controlling each unit. The ECU 51 includes a CVT ECU, an IDSECU, and the like. The plurality of ECUs are connected so as to be capable of bidirectional communication using a CAN (Controller Area Network) communication protocol.

  The CVT ECU is based on signals input from various sensors and various information input from other ECUs, etc., based on the electric oil pump 12, the garage valve 22, the solenoid valve 23, the switch solenoid valve 24 included in the hydraulic circuit 21, and the like. To control various valves.

  The vehicle 1 has an idling stop function. The IDSECU executes an idling stop control that is a control for an idling stop function. Information such as the vehicle speed and the operation amount of the brake pedal is input to the IDSECU as information necessary for the idling stop control.

  In the idling stop control, when the brake pedal is operated (depressed) while the vehicle 1 is running, the IDSECU repeatedly determines whether a predetermined automatic stop condition is satisfied. The automatic stop condition is, for example, a condition that the vehicle speed is equal to or lower than a predetermined vehicle speed (for example, 10 km / h) and the brake pedal is operated for a predetermined time or more. When the automatic stop condition is satisfied, the IDS ECU outputs an IDS request, and the engine ECU that controls the engine 2 automatically stops the engine 2 in response to the IDS request.

  During the automatic stop of the engine 2 by the idling stop control, it is repeatedly determined whether or not a predetermined restart condition is satisfied. The restart condition is, for example, a condition that the operation of the brake pedal is released (the driver's foot is released from the brake pedal) while the engine 2 is automatically stopped. When the restart condition is satisfied, a restart request is output by the IDSECU, and the engine 2 is restarted by the engine ECU.

  FIG. 2 is a diagram showing the vehicle speed before and after the IDS operation, the driving state of the electric oil pump 12, and the time change of the hydraulic pressure generated by the mechanical oil pump 11 and the electric oil pump 12.

  When the engine 2 is automatically stopped by the idling stop control (time T1), the drive of the mechanical oil pump 11 stops, and the hydraulic pressure generated by the mechanical oil pump 11 decreases.

  Even if the engine 2 is automatically stopped, the electric oil pump 12 is not immediately driven. After the engine 2 is automatically stopped, when the vehicle 1 stops and the vehicle speed becomes 0 (zero), the electric oil pump 12 is driven.

<Effects>

  As described above, after the engine 2 is stopped by the idling stop control, the operation of the electric oil pump 12 is restricted until the vehicle 1 stops. As a result, the hydraulic pressure generated by the electric oil pump 12 is not supplied to the clutch C until the vehicle 1 stops, so that the transmission of power by the clutch C can be interrupted. Therefore, even if the vehicle 1 is suddenly braked and the output shaft of the continuously variable transmission 4 suddenly decelerates, generation of inertia torque due to the sudden deceleration can be suppressed. As a result, the inertia torque can be prevented from acting on the belt 9, and the occurrence of slippage of the belt 9 can be suppressed. As a result, the life of the belt 9 can be extended.

  In addition, in response to the stop of the vehicle 1, the electric oil pump 12 is operated. Thereby, oil can be supplied to each section of the continuously variable transmission 4 while the vehicle 1 is stopped, and the wet state of each section by the oil can be maintained.

<Modification>

  As mentioned above, although one Embodiment of this invention was described, this invention can also be implemented in another form.

  For example, in the above-described embodiment, the electric oil pump 12 is operated in response to the stop of the vehicle 1. However, after the stop of the vehicle 1, for example, a predetermined time has elapsed after the vehicle speed decreased to 0 In response, electric oil pump 12 may be operated. Further, when the vehicle speed is not 0 (before the vehicle speed decreases to 0) and the engine 2 is restarted, the electric oil pump 12 may be operated.

  The concept of stopping the vehicle 1 includes not only a state where the vehicle speed of the vehicle 1 is 0, but also a state where the vehicle speed is very low (for example, 3 km / h or less).

  Further, in the above-described embodiment, the belt-type continuously variable transmission 4 has been described as an example of the automatic transmission. However, the automatic transmission is not limited to the continuously variable transmission 4 but may be a stepped automatic transmission ( AT (Automatic Transmission) or a power split type continuously variable transmission. The power split type continuously variable transmission is a power split type continuously variable transmission. The power split type continuously variable transmission is a belt type continuously variable transmission mechanism that continuously changes the power by changing the speed ratio, and a constant speed that changes the power at a constant speed ratio. The transmission includes a mechanism, an output gear mechanism that outputs power from a continuously variable transmission mechanism and power from a constant transmission mechanism, and is capable of transmitting the power of a drive source by dividing the power into two systems.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

Reference Signs List 1 vehicle 2 engine 4 continuously variable transmission 5 primary shaft (input shaft)
6 Secondary shaft (output shaft)
11 mechanical oil pump 12 electric oil pump 51 ECU (control device, idling stop control means, pump operation restriction means)
C clutch

Claims (1)

An engine, a mechanical oil pump driven by the engine, an electric oil pump, and a clutch for transmitting / cutting off power from the engine input to an input shaft, and shifting the power input to the input shaft A control device used in a vehicle equipped with an automatic transmission that transmits the output to the output shaft,
An idling stop that stops the engine in response to a predetermined stop condition being satisfied, and executes an idling stop control to restart the engine in response to a predetermined restart condition being satisfied after the stop. Control means;
Pump operation limiting means for limiting the operation of the electric oil pump so that the hydraulic pressure generated by the electric oil pump is not supplied to the clutch after the engine is stopped by the idling stop control at least until the vehicle stops. And a control device.

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