JP2000065197A - Transmission control device - Google Patents

Abstract

(57) [Summary] [Problem] To automatically stop and restart the engine,
Provided is a control device for an automatic transmission, which can prevent a clutch engagement shock when an engine is restarted. A transmission control device includes an engine automatic stop / start device that automatically stops and restarts an engine under predetermined conditions, wherein the control unit controls the transmission to hydraulically engage a predetermined clutch of the transmission when the engine is restarted. A pressure increasing means for rapidly increasing the supply fluid pressure to a predetermined clutch of the transmission; and a determining means for determining whether or not the rapid pressure increasing means is capable of rapid pressure increase. A stop means is provided for stopping the control of the automatic stop / start device when pressure should not be applied, for example, when the device itself is malfunctioning.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention saves fuel and reduces exhaust emissions by executing automatic engine stop when a predetermined stop condition is satisfied and automatic engine start when a predetermined start condition is satisfied. The present invention relates to a transmission control device provided with an automatic engine stop / start device.

[0002]

2. Description of the Related Art Conventionally, when a vehicle stops at an intersection or the like during traveling, the engine is automatically stopped under a predetermined stop condition, and then the engine is started under a predetermined start condition, for example, when an accelerator pedal is depressed. For example, Japanese Patent Application Laid-Open No. 60-1985 discloses an automatic engine stop / start system that saves fuel or reduces exhaust emissions by restarting the engine.
No. 125738.

[0003] On the other hand, many automobiles in recent years have an automatic transmission (automatic transmission), and it is general that the engine automatic stop / start device is also provided in an automobile having an automatic transmission. An automatic clutch type manual transmission is also known. When these transmissions are hydraulic, an oil pump (hydraulic pump) for supplying oil pressure to the transmission is provided, and the oil pump is driven by the engine. The following problems occur in the control.

That is, when the engine is stopped by the automatic stop / start device when the shift position is the D (drive) position, the oil pump that has been operated by the driving force of the engine is stopped. Hydraulic pressure for operation decreases. Therefore, the forward clutch of the transmission and the clutch that switches the gear ratio hydraulically
The brake is also released once.

By depressing the accelerator pedal from this state, when the restart condition of the engine is satisfied, the engine starts to rotate and the discharge pressure of the oil pump of the transmission gradually increases. Then, when the operating oil pressure becomes sufficient because of the D position, the forward clutch is engaged as before and, for example, the first speed is established. The engagement of the clutch means that the oil that has escaped from the oil passage is supplied again through the oil passage, and it takes some time after the engine starts to rotate until the clutch is engaged. For example, if the accelerator pedal is depressed before the clutch is engaged, the engine has reached a high rotational speed, and an engagement shock may occur at the moment of engagement of the forward clutch. Further, there is a possibility that the durability of the clutch may be reduced by the engagement shock of the forward clutch.

[0006] Such a clutch engagement shock can also occur when the engine is automatically stopped when the shift position is at the N (neutral) position and then moved to the D position to restart the engine. Is higher before engagement of the clutch, the clutch engagement shock naturally increases.

Therefore, in Japanese Patent Application Laid-Open No. 8-14076, even if the engine stops and oil pressure is no longer supplied by the oil pump, the oil pressure of the AT hydraulic unit for engaging the clutch is maintained by the check valve and the accumulator. Before the engine is restarted, the transmission is set to the starting state, the forward clutch of the transmission is engaged before the engine is started, and the clutch engagement of the transmission is prevented from being shocked when the engine is restarted. Presenting technology.

[0008]

However, after the engine has been stopped by the automatic engine stop / start device, if for some reason a failure occurs in the hydraulic system of the transmission, when the engine is restarted, only the engine is extremely re-started. Come back early,
The engagement of the clutch or the brake in the transmission is delayed or the engagement is not performed, so that there is a possibility that smooth start control may not be performed.

It is an object of the present invention to provide a transmission control device which can avoid such a problem.

[0010]

The present invention employs the following means in order to solve the above-mentioned problems.

That is, according to the present invention, there is provided a transmission control device which includes an automatic stop / start device for automatically stopping and restarting an engine under predetermined conditions, and which engages a predetermined clutch of the transmission with a fluid pressure when the engine is restarted. A means for rapidly increasing the fluid pressure for promptly engaging a predetermined clutch when the engine is restarted, a determining means for determining whether rapid pressure increase by the rapid pressure increasing means is possible, and the determining means And stopping means for stopping the control of the automatic stop / start device when it is determined that rapid pressure increase is impossible.

Here, the rapid pressure increasing means can be exemplified by means for temporarily opening the degree of restriction of a restrictor provided in a fluid pressure path to a predetermined clutch.

When a throttle passage is provided in the fluid pressure path to the predetermined clutch, the rapid pressure increasing means includes a bypass passage bypassing the throttle passage, and a fluid pressure to the predetermined clutch when the engine is restarted. Switching means for switching the path from the throttle passage to the bypass passage can be exemplified.

Further, when the fluid pressure path is a fluid pressure path for supplying control fluid pressure to the forward clutch via pressure regulating means for adjusting a control fluid pressure from an oil pump to a predetermined pressure, The pressure increasing means may be a pressure increasing means for increasing the pressure adjustment value by the pressure adjusting means when the engine is restarted.

[0015] The determination means may determine whether rapid pressure increase by the rapid pressure increase means is possible, regardless of whether the engine is automatically stopped by the automatic stop / start device or after the automatic stop. it can.

Further, when the determining means determines that rapid pressure increase is not possible before the automatic stop of the engine, the stopping means does not perform the automatic stop control of the engine, and the stop means rapidly stops the automatic stop of the engine by the determining means. When it is determined that the pressure increase is not possible, the automatic stop control of the engine can be stopped and the engine can be restarted.

In addition to the above configuration, the vehicle is provided with hill hold control means for stopping the rotation of the wheels. This hill hold control means executes hill hold while the engine is stopped, and the determination means determines that rapid pressure increase is impossible. Preferably, when the stopping means starts the engine, the hill hold is maintained, and the hill hold is released when the accelerator is turned on.

Further, it is preferable that a torque control means is provided for lowering the engine torque when the accelerator is turned on when the engine is restarted when it is determined that rapid pressure increase is impossible while the engine is stopped.

[0019]

Preferred embodiments of the present invention will be described below with reference to the drawings. <Outline of System Configuration> FIG. 1 is a configuration diagram showing an overall image of an apparatus according to the present invention. As shown in FIG. 1, an internal combustion engine (hereinafter referred to as an engine) 1 is connected to an automatic transmission (automatic transmission: described as A / T) 2 and a motor that functions as a motor and a generator. A generator (hereinafter referred to as M / G) 3 is connected. The M / G 3 is connected to the crankshaft of the engine 1 via a pulley 23, a belt 8, and a pulley 22. An electromagnetic clutch 26 capable of switching between transmission and non-transmission of power is provided between the pulley 23 and the crankshaft.

Further, as accessories driven by the power of the engine, for example, a pump 11 for power steering,
An air conditioner compressor 16 is provided, and the crankshaft of the engine 1 and the M / G 3 are connected to pulleys 9 and 14 and a belt 8, respectively. Although not shown, an oil pump for the engine, a water pump for cooling the engine, and the like are also connected as auxiliary equipment in addition to the above. An inverter 4 is electrically connected to the M / G 3. The inverter 4 varies the power supplied from the battery 5 as a power source to the M / G 3 by switching to vary the rotation speed of the M / G 3. Further, switching is performed so that electric energy is charged from the M / G 3 to the battery 5.

Further, in addition to controlling the engine, a controller (ECU) 7 composed of a computer is provided for controlling the intermittent operation of the electromagnetic clutches 26 and 27 and the switching control of the inverter 4. As the input signal, the number of revolutions of the M / G3 and a switch signal for operating the air conditioner are input.

The controller (ECU) 7 further includes:
Detection signals from a crank angle sensor, a coolant temperature sensor, an intake pressure sensor, an accelerator sensor (throttle opening sensor), a brake pedal sensor, an air-fuel ratio sensor, a fuel pressure sensor, and the like are input.

The controller includes a central processing unit (CP)
In addition to U), a ROM for storing a control program, a RAM for writing operation results, a backup RAM for backing up data, and the like are provided. These are connected by a bus. <Automatic transmission> As shown in FIG.
Transmits the power of the engine to the drive wheels via a pump impeller 302 directly connected to the drive wheels.
The kinetic energy of the fluid is converted to the kinetic energy of the fluid by the rotation of the fluid, and the kinetic energy of the flow of the fluid is transmitted to the turbine runner 303 via the stator 304, and the torque converter 301 transmits the power by rotating the output shaft. And a transmission for converting the obtained driving force into a driving force required for the vehicle. Note that the torque converter 301 includes a lock-up clutch 305, and when the vehicle speed becomes equal to or higher than a certain value, the output shaft of the engine and the output shaft of the torque converter are directly connected.

Next, an input shaft 28 (input shaft) of the transmission is connected to an output shaft connected to the turbine runner 303. This transmission includes a gear train, and usually combines a planetary gear mechanism, a clutch, a brake, and the like, and selects a plurality of shift speeds and selects between forward and reverse. Hereinafter, the details will be described with reference to FIG. FIG. 2 is a diagram showing an example of the gear train of the automatic transmission 2 described above. In the configuration shown here, four forward speeds and one reverse speed are set. The input shaft 28 of the transmission connected to the turbine hub 306 of the torque converter 301 is connected to the sun gear 31 of the first planetary gear mechanism 29 via the forward clutch C1.

The first planetary gear mechanism 29 is provided with a ring gear 32, a sun gear 31 disposed at the center of the ring gear 32, and disposed between the sun gear 31 and the ring gear 32 and held by the carrier 30. A pinion gear is provided, and the pinion gear relatively rotates around the sun gear 31 while meshing with the sun gear 31 and the ring gear 32.

On the other hand, the input shaft 28 of the transmission is connected to the carrier 42 of the second planetary gear set 40 via a C2 clutch.
And the sun gear 41 of the second planetary gear set 40 via a C3 clutch. And
The ring gear 43 of the second planetary gear set 40 and the carrier 30 of the first planetary gear set 29 are connected.

The band brake B1 for stopping the rotation of the sun gear 41 of the second planetary gear unit 40 is provided with a sun gear 41.
And the casing 66. Further, a band brake B2 for selectively stopping rotation of the sun gear 41 is provided between the sun gear 41 and the casing 66 via a one-way clutch F1.

Further, the casing 66, the ring gear 32 of the first planetary gear unit 29 and the second planetary gear unit 4
A one-way clutch F2 and a band brake B3 are provided in parallel with the 0 carrier 42.

The engine output input via the input shaft 28 is finally output from the output shaft 65 connected to the carrier 30 of the first planetary gear set 29 and transmitted to the drive wheels.

In the automatic transmission 2 described above, the four forward speeds and one reverse speed can be set by engaging and disengaging the clutches and brakes as shown in the operation chart of FIG. In FIG. 3, a circle indicates an engaged state, a double circle indicates an engaged state during engine braking, and a blank indicates a released state.

The control of the torque converter 301 and the engagement and disengagement of each clutch and brake are performed by an actuator which operates by hydraulic pressure (fluid pressure). A hydraulic control device having a hydraulic circuit for driving the actuator is provided. Is provided. <Automatic Stop / Start Device of Engine> The automatic stop device of the engine 1 is realized on the controller 7 in accordance with the control program stored in the ROM. As shown in FIG. 4, the apparatus includes an automatic stop determination unit 201 that determines an execution condition of the automatic stop of the engine 1, and an automatic stop determination unit 20.
1. Fuel cut command means 202 for cutting fuel supply to the engine when it is determined that the automatic stop condition is satisfied according to 1.
And M / G3 when the automatic return determining means 203 determines that the engine 1 should be restarted.
And return command means 204 for restarting the fuel supply and restarting the engine by restarting the fuel supply.

The signals from the vehicle speed sensor, the signal indicating the position of the shift lever, the signal from the accelerator sensor, the brake pedal signal, and the like are input for the determination by the automatic stop determination means 201 and the automatic return determination means 203. I have.

The automatic stop determination means 201 determines that the vehicle speed is zero, the brake pedal is depressed, the accelerator pedal is not depressed, the engine water temperature and the A / T operating oil temperature are within predetermined ranges, and SOC (State o
It is determined that the engine should be stopped on the condition that f (Charge) is within a predetermined range and the position of the shift lever is D, N, or P. D or N
Performing the automatic stop / start control at the position is referred to as D eco-run, and performing the automatic stop / start control only at the N position and not performing the automatic stop / start control at the other positions is referred to as N eco-run. D Eco-run or N
It is also possible to control whether to select the eco-run.

On the other hand, the automatic return determination means 203 determines that the engine should be restarted when, for example, the accelerator pedal is depressed or the brake is turned off.

When the automatic stop determination device 201 determines that the automatic stop conditions are satisfied, the automatic stop starter turns on a control execution indicator, for example, a lamp provided in the driver's seat, and gives the driver an automatic stop of the engine. An automatic stop display means 205 for indicating that the vehicle is in the middle is provided.

Further, in conjunction with the automatic stop / start device, a judging means 210 for judging whether or not rapid pressure increase by a rapid pressure increasing means described later is possible, and a judgment that rapid pressure increase is impossible by the judging means 210. In the event that the control has been performed, a stop means 207 for stopping the control of the automatic stop / start device is provided. That is, when the determining means 210 determines that the return hydraulic pressure supply means or the pressure increasing means, which is the rapid pressure increasing means, may be operated, the automatic stop control of the engine by the automatic stop / start device is permitted. On the other hand, when the determination means 210 determines that the return hydraulic pressure supply means and the pressure increasing means, which are the rapid pressure increase means, should not be operated, the stop means 207 stops the automatic stop control of the engine by the automatic stop / start device. .

The case where the return hydraulic pressure supplying means or the pressure increasing means which should be the rapid pressure increasing means should not be operated means that the mechanical elements constituting these means, for example, the solenoid 408 and the switching valve 405 in FIG. Is detected, or when the snow mode in which the second start is started is selected, for example, when the rapid pressure increase control cannot be performed.
Therefore, the determination unit 210 has an aspect of an abnormality detection unit. When the mode is changed to the snow mode, it may be performed at the N position. When changing to the snow mode at the N position, the automatic stop state is immediately stopped.

When the judging means 210 judges that the return hydraulic pressure supply means is inoperable, the control non-executing indicator 211 is provided as a display means for notifying that the automatic stop control of the engine by the automatic stop / start device is to be stopped. Prepare. A control execution indicator 205 is provided. These display means are display lamps and the like provided on the instrument panel of the driver's seat.

[Hill Hold Control Means] If the engine is running even when the vehicle is stopped, as long as the shift lever is at the D position, the forward clutch C1 is engaged to increase the creep force for moving the vehicle forward. work. Therefore, the vehicle can be prevented from moving backward by this creep force on a slope having a gentle slope.

However, in the present invention, when the vehicle stops, the engine stops, so that no creep force works.
Therefore, when the stopped position is on an uphill road, the vehicle will retreat unless the brakes are strongly depressed.

Therefore, as shown in FIG. 4, when the automatic stop judging means 201 judges that the automatic stop conditions are met by the automatic stop judging means 201, the master cylinder hydraulic pressure of the brake device is maintained to reduce the braking force. A hill hold control means 206 for holding is provided. The hill hold control means 206 is also realized on the controller 7 by a program. Note that the hill hold control is preferably performed by driving an actuator for an anti-lock brake device (ABS). Further, the rotating shaft connected to the wheels may be mechanically locked.

Here, the hill hold control means 206
According to the judgment of the judgment means 210 after the automatic stop of the engine,
Hill hold continuation means 213 for maintaining the braking force by the hill hold control means 206 for a predetermined time when the stop means 207 stops the automatic stop control of the engine by the automatic stop / start device and restarts the engine. Is provided.

The hill hold control means 206 releases the holding of the braking force by the hill hold control means 206 when the accelerator is turned on after the restart of the engine.

[Torque Control Means] The present embodiment is provided with a torque control means 230 for reducing the engine torque when the accelerator is turned on after the automatic stop control of the engine is stopped and the engine is restarted.

When the hydraulic pressure of the forward clutch C1 cannot be rapidly increased, the engine starts automatically and the engine speed rises rapidly when the accelerator pedal is depressed, but the engagement of the forward clutch C1 is delayed. The probability is very high. Therefore, when the accelerator is depressed, the torque is reduced by the torque control means 230.

The torque is reduced by, for example, retarding the fuel ignition timing, controlling the throttle valve to close, reducing the fuel injection amount, and the like.

[Rapid Pressure Increase Means] The rapid pressure increase means according to the present invention will be described with reference to the hydraulic circuit of FIG.

FIG. 5 is a hydraulic circuit diagram showing a main part of a configuration for engaging the forward clutch C1 in the hydraulic control device of the automatic transmission.

The primary regulator valve 401 is
The source pressure controlled by the line pressure control solenoid 402 and adjusted by the oil pump 19 is adjusted to the line pressure PL. This line pressure PL is guided to the manual valve 403. The manual valve 403 is mechanically connected to the shift lever. Here, when a forward position, for example, the D position or two positions is selected, the manual pressure 403 communicates the line pressure PL to the forward clutch C1 side.

Manual valve 403 and forward clutch C
A large orifice 409 and a switching valve 405 are interposed between them. The switching valve 405 is controlled by a solenoid 408, and selectively guides or shuts off the oil passing through the large orifice 409 to the forward clutch C1.

A check ball 413 and a small orifice 411 are incorporated in parallel with an oil path (fluid pressure path) 410 passing through the switching valve 405. When the switching valve 408 is shut off by the solenoid 408, the large orifice 409 is disconnected. The oil that has passed further reaches the forward clutch C1 via the small orifice (throttle passage) 411. Note that the check ball 413 functions so that when the hydraulic pressure of the forward clutch C1 is drained, the drain is smoothly performed.

In the oil passage 466 between the switching valve 408 and the forward clutch C1, an accumulator 407 (small as in the prior art) is disposed via an orifice 468.
The accumulator 407 includes a piston 472 and a spring 474. The accumulator 407 functions to maintain a predetermined oil pressure determined by the spring 474 for a while when oil is supplied to the forward clutch C1. Reduce the shock that occurs near.

In the above configuration, when the solenoid 408 controls the switching valve 405 to open, the line pressure PL that has passed through the manual valve 403 increases the large orifice 40
9, the line pressure PL passing through the manual valve 403 is supplied to the forward clutch C1 while the solenoid 408 is controlling the switching valve 405 to close, after passing through the large orifice 409. Is supplied to the forward clutch C1 via the small orifice 411.
As a result, the oil passage 410, which is directly connected from the large orifice 409 to the forward clutch C1 through the switching valve 405, forms a bypass passage with respect to the small orifice (throttle passage) 411. Therefore, the solenoid 408 causes the switching valve 405
Is higher than when the solenoid 408 is controlling the switching valve 405 to be closed, the arrival speed of the forward clutch C1 is higher. Therefore, the rapid pressure increasing means in this embodiment supplies the hydraulic pressure via the large orifice 409 directly to the forward clutch C1 instead of supplying the hydraulic pressure from the small orifice 411 by switching the switching valve 405 by the solenoid 408. This is a return hydraulic pressure supply unit.

In the hydraulic circuit shown in FIG. 5, during normal operation, the solenoid 408 controls the switching valve 405 to be closed, and the line pressure PL is increased by the large orifice 409 and the small orifice 4.
11 to the forward clutch C1.

When the vehicle stops with the eco-run mode signal turned on and a predetermined engine stop condition is satisfied, the controller 7 outputs a signal to cut off the fuel supply to the engine 1 and stops the engine. The eco-run mode signal is input to the controller 7 when the driver presses an eco-run switch provided in the vehicle compartment.
An example of the engine stop condition in the eco-run mode is “vehicle speed is 0”, “accelerator is off”, and “the shift lever is in the D position”. In the case where the automatic stop is not performed at the D position, as the engine stop condition,
Instead of the condition "the shift lever position is the D position", for example, "the shift lever position is the N position or the P position (non-drive position)
Is set.

Next, when the conditions for restarting from the state in which the engine 1 is automatically stopped are met, in FIG.
Controls the switching valve 405 to open. For this reason, the line pressure PL that has passed through the manual valve 403 is supplied to the forward clutch C1 as it is after passing through the large orifice 409. Therefore, the hydraulic pressure supplied to the forward clutch C1 is faster than when supplied through the small orifice, so that the engagement shock of the forward clutch can be reduced.

In the stage where the rapid pressure increase control is being executed, the accumulator 70 does not function due to the setting of the spring constant of the spring 74. Eventually, the controller 7
The solenoid 408 receives the end command of the rapid pressure increase control.
When the switching control of the switching valve 405 is performed, the large orifice 409
Is supplied to the forward clutch C1 relatively slowly via the small orifice 411 (a route substantially equivalent to the conventional one). Also, at this stage, since the hydraulic pressure supplied to the forward clutch C1 has been considerably increased, the hydraulic pressure in the oil passage 466 connected to the accumulator 407 moves the piston 472 upward in the figure against the spring 474. As a result, while the piston 472 is moving, the rising speed of the hydraulic pressure supplied to the forward clutch C1 becomes temporarily slow, and the forward clutch C1 can complete the engagement very smoothly.

Next, another rapid pressure increasing means will be described.

In FIG. 5, a pressure increasing means for increasing the pressure adjustment value of the primary regulator valve 401 by a line pressure control solenoid 402 and controlling the pressure of the line pressure is provided. In this case, even when the engine is restarted, the hydraulic pressure is directly supplied from the large orifice 409 to the forward clutch C1 without providing the switching valve 405, the solenoid 408 for controlling the switching valve 405, and the hydraulic path passing through the small orifice 411 in FIG. . When the line pressure is increased by the pressure increasing means at the time of restarting the engine, the hydraulic pressure is supplied faster by the increased pressure in the hydraulic path having the same pressure loss as compared with the pressure at the time of normal hydraulic pressure supply. You.

Further, as another rapid pressure increasing means, a variable throttle orifice which temporarily opens the throttle of the orifice provided with the normal hydraulic path when the engine is restarted may be provided. <Control Example> Hereinafter, a control example will be described with reference to the flowchart of FIG. 6 and the timing charts of FIGS. 7 and 8.

When the engine is started and the traveling position is set to the D position by the shift lever, the line pressure regulated by the primary regulator valve 401 is finally passed through the manual valve 403 by the forward frictional engagement material. It is supplied to a certain forward clutch C1. When the forward clutch C1 is engaged, the vehicle is in the forward state, as is clear from the operation table of FIG.

For example, in this state, when the traffic light turns red at the intersection and the brake is depressed and the vehicle stops, the automatic stop determination means 201 determines the conditions for executing the automatic stop of the engine. When stopping at an intersection, the vehicle speed is zero, the brake pedal is depressed, the accelerator pedal is not depressed, the engine water temperature and the A / T operating oil temperature are within predetermined ranges, and the shift lever position is D Or, the condition such as being in N is satisfied, and the SOC of the battery is also within the predetermined range, and as a result, it is determined that the engine should be stopped.

In the eco-run mode, the automatic stop determination means 2
When it is determined in step 01 that the automatic stop conditions are satisfied, the fuel supply to the engine is cut by the fuel cut command unit 202. Then, the engine stops and its rotation speed N
E falls gradually. In this state, the controller 7 outputs a disconnection control signal to the electromagnetic clutch 26, and the pulley 2
2 and the engine 1 are in a power non-transmission state. Since the drive of the oil pump 19 is stopped when the engine is stopped, the hydraulic pressure stored in the forward clutch C1 and the accumulator 407 for the C1 clutch is drained through the check valve 413 (FIG. 7A). The reason why the C1 oil pressure is constant for a while after the engine is stopped is that the accumulator 407
Is applied.

During this time, it is determined whether or not the engine is stopped (step 30). If the engine is stopped, the determining means 210 determines whether or not the transmission is normal (operable). That is, it is determined whether or not the initial hydraulic pressure is available (step 31). If it is determined that the operation can be performed, the process proceeds to step 40, where the automatic return determination unit 203 determines whether the engine should be restarted. If the conditions for restarting are not satisfied, the automatic stop control state is continued (step 50). In the automatic stop state, the creep force is also lost due to the stop of the oil pump 19, so that the hill hold control device 206 operates,
Hold the brake oil pressure before the C1 oil pressure is drained,
Secure the braking force (step 60) (FIG. 7)
(B)). Further, the control execution indicator 205 is turned on (step 70) to indicate to the driver that the engine is stopped.

Next, when the signal turns green and the accelerator pedal is depressed, the automatic return determination means 203 determines that the engine should be restarted (step 40). The engine is restarted by driving G3 and restarting fuel supply (step 80). Then, the engine speed is controlled to idle speed (+ α) (NETGT in FIG. 8). Further, the holding of the braking force by the hill hold control means 206 is released (step 90: FIG. 8A).

When the engine is restarted, the oil pump 19
During this time, the return hydraulic pressure supply command means 208 switches the switching valve 405 until the pack clearance of the forward clutch C1 becomes equal to or less than the predetermined clearance.
Is driven to supply the hydraulic pressure from the large orifice 409 directly to the forward clutch C1 by rapid pressure increase (step 10).
0).

When the pressure is rapidly increased by the pressure increasing means, the pressure regulation value of the primary regulator valve 401 is increased by the line pressure control solenoid 402 to increase the line pressure.

As a result, the hydraulic pressure directly applied to the forward clutch C1 from the manual valve 403 via the large orifice 409 is reduced as shown in FIG.
And the small orifice 411 is applied to the forward clutch C1 (FIG. 8 (c)). Thereafter, the control non-executing indicator 211 is turned on (step 120), and the process returns to step 20.

If it is determined in step 31 that the supply of the initial hydraulic pressure by the rapid pressure increase is not possible, for example, when a malfunction is detected in the solenoid 408, the switching valve 405, or the like, the automatic stop control is stopped (step 32). ). Thereafter, the hill hold control is continued for a predetermined time (step 6).
1) Then, the control non-execution indicator 211 is turned on (step 120), and the process returns to step 20.

When it is determined in step 30 that the automatic engine stop control is not being performed, the routine proceeds to step 33, where it is determined by the determining means 210 whether or not the transmission is normal (operable). It is determined whether or not the initial hydraulic pressure can be supplied by increasing the pressure. Even in the case where it is determined that the operation is possible, since the engine stop control is not being performed in this case, the process directly proceeds to step 120, and the control non-execution indicator 211 is turned on.

If it is determined in step 33 that the operation is not possible, the automatic stop control is prohibited (step 34), and the control non-execution indicator 211 is turned on (step 12).
0).

The supply time of the return hydraulic pressure (TFAS
T) Or, the time for raising the line pressure is affected by the operating oil temperature (AT oil temperature) of the transmission, so this time may be selected according to a map as shown in Table 1. In this way, it is possible to avoid the influence on the control due to the variation in the viscosity of the hydraulic oil due to the difference in AT oil temperature, and it is possible to perform appropriate control.

[0073]

[Table 1] In the above control, after the engine stop command, the engine restart occurs before the C1 oil pressure is sufficiently drained from the oil pressure supply circuit, and when the initial oil pressure is applied, the C1 oil pressure rises suddenly and an engagement shock occurs. Therefore, unless a predetermined time (Toff in FIG. 7) has elapsed by the timer, the control is performed so that the initial hydraulic pressure is not supplied from the return hydraulic path 414. In order to determine the predetermined time Toff, the engine speed NE is detected, and when the engine speed falls to a predetermined speed (NE1 in FIG. 7) is set as a start condition for supply of the return hydraulic pressure. Also, not the engine speed,
The rotation speed of the oil pump interlocked with this may be detected, and a condition in which the rotation speed of the oil pump falls to a predetermined rotation speed may be set as the start condition of the return hydraulic pressure supply.

The circuit shown in FIG. 5 can also be applied to a C2 clutch which is a friction engagement material for reverse travel. <Example of Another Transmission> FIGS. 9 and 10 show another example of the automatic transmission.

FIG. 9 is a diagram showing an example of a gear train of the automatic transmission. In the configuration shown here, five forward speeds and two reverse speeds are set. That is, the automatic transmission shown here includes the auxiliary transmission section 21 connected to the torque converter 301, and the main transmission section 22 following the auxiliary transmission section 21. The input shaft 28 of the transmission connected to the torque converter 301 is
Are connected to the carrier 30 of the overdrive planetary gear mechanism 29.

The planetary gear mechanism 29 includes a ring gear 32 having internal teeth on the inner peripheral surface, a sun gear 31 disposed at the center of the ring gear 32, and a carrier disposed between the sun gear 31 and the ring gear 32. And a pinion gear held by the sun gear 31 while the pinion gear meshes with the sun gear 31 and the ring gear 32.
Are configured to rotate relative to each other.

A multi-plate clutch C0 and a one-way clutch F0 are provided between the carrier 30 and the sun gear 31. The one-way clutch F0 is engaged when the sun gear 31 rotates forward relative to the carrier 30 (rotation in the rotation direction of the input shaft 28).

A multi-disc brake B0 for selectively stopping the rotation of the sun gear 31 is provided. The ring gear 32, which is an output element of the sub transmission unit 21, is connected to the main transmission unit 2
2 is connected to an intermediate shaft 33 which is an input element.

Therefore, in the subtransmission portion 21, the entire planetary gear mechanism 29 rotates integrally when the multi-plate clutch C0 or the one-way clutch F0 is engaged, so that the intermediate shaft 33 is the same as the input shaft 28. It rotates at the speed and becomes the low speed stage. When the brake B0 is engaged and the rotation of the sun gear 31 is stopped, the speed of the ring gear 32 is increased with respect to the input shaft 28 and the ring gear 32 is rotated forward, so that a high gear is established.

On the other hand, the main transmission section 22 is composed of three sets of planetary gear mechanisms 40, 50, 60 having the same structure as the planetary gear mechanism 29.
And the rotating elements are connected as follows. That is, the sun gear 41 of the first planetary gear mechanism 40 and the sun gear 51 of the second planetary gear mechanism 50 are integrally connected to each other, and the ring gear 43 of the first planetary gear mechanism 40 and the carrier 52 of the second planetary gear mechanism 50. And the third
The three members of the planetary gear mechanism 60 and the carrier 62 are connected,
An output shaft 65 is connected to the carrier 62.
Further, the ring gear 53 of the second planetary gear mechanism 50 is connected to the sun gear 61 of the third planetary gear mechanism 60.

In the gear train of the main transmission portion 22, two reverse speeds and five forward speeds can be set, and clutches and brakes for this are provided as follows.

First, regarding the clutch, the ring gear 53 of the second planetary gear mechanism 50 connected to each other will be described.
And the sun gear 61 and the intermediate shaft 3 of the third planetary gear mechanism 60
3 is provided with a first clutch C1 (forward clutch). In addition, the first planetary gear mechanism 4
A second clutch C2 is provided between the intermediate shaft 33 and the sun gear 41 of the second planetary gear mechanism 50 and the sun gear 41 of the second planetary gear mechanism 50.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 41 and 5 of the first planetary gear mechanism 40 and the second planetary gear mechanism 50.
1 is arranged to stop rotation. A first one-way clutch F1 and a second brake B2, which is a multi-plate brake, are arranged in series between the sun gears 41 and 51 (that is, the common sun gear shaft) and the casing 66. One-way clutch F1 has sun gear 41,
51 is engaged when the rotation is to be reversed (rotation in the direction opposite to the rotation direction of the input shaft 28).

A third brake B3, which is a multi-plate brake, is provided between the carrier 42 of the first planetary gear mechanism 40 and the casing 66. And the third planetary gear mechanism 6
As a brake for stopping the rotation of the 0 ring gear 63, a fourth brake B4, which is a multi-plate brake, and a second one-way clutch F2 are arranged in parallel between the casing 66. The second one-way clutch F2 is connected to the ring gear 6
3 is engaged when it is about to rotate in the reverse direction. In FIG. 9, S1 is a turbine speed sensor, and S2 is an output speed sensor.

In the above-mentioned automatic transmission A, five forward speeds and two reverse speeds can be set by engaging and disengaging the clutches and brakes as shown in the operation chart of FIG. In FIG. 10, a circle indicates an engaged state, a double circle indicates an engaged state during engine braking, a white circle indicates a state engaged but not related to power transmission, and a blank indicates a released state.

Also in this transmission, the hydraulic pressure supplied to the C1 clutch, which is a forward clutch, is rapidly increased by the rapid pressure increasing means when the engine is restarted.

In each of the above examples, the automatic transmission has been described. However, the present invention is also applicable to an automatic clutch type manual transmission.

[0088]

According to the present invention, when the engine is restarted, the means for rapidly increasing the fluid pressure supplied to the predetermined clutch of the transmission is provided, so that the engagement of the predetermined clutch is delayed. Engagement shocks can be avoided.

If the fluid pressure supplied to the predetermined clutch cannot be rapidly increased due to any abnormality, the possibility that the engagement shock of the predetermined clutch cannot be avoided is increased. Since the automatic stop control is stopped, such a problem can be avoided.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing the entire system according to the present invention.

FIG. 2 is a schematic diagram showing a gear train of a transmission.

FIG. 3 is a diagram showing an operation state of a transmission.

FIG. 4 is a block diagram of an automatic stop / return device realized by a CPU of a controller;

FIG. 5 is a diagram showing a hydraulic circuit including a return hydraulic path according to the present invention.

FIG. 6 is a flowchart illustrating an example of return hydraulic pressure supply control.

FIG. 7 is a timing chart showing a state of engine stop control.

FIG. 8 is a timing chart showing a state of engine restart control.

FIG. 9 is a schematic diagram showing a gear train of another transmission.

FIG. 10 is a diagram showing an operation state of another transmission.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Automatic transmission (A / T) 3 ... Motor generator (M / G) 4 ... Inverter 5 ... Battery 7 ... Controller (ECU) 8 ... Belt 9 ... Pulley 11 ... Pump for power steering 14 ... Pulley 16 ... Compressor for air conditioner 21 ... Sub transmission unit 22 ... Main transmission unit 23 ... Pulley 26 ... Electromagnetic clutch 28 ... Input shaft of transmission 29 ... Planetary gear mechanism for overdrive 30 ... Carrier 31 ... Sun gear 32 ... Ring gear 33 ... Intermediate shaft 40 planetary gear mechanism 41 sun gear 43 ring gear 50 planetary gear mechanism 51 sun gear 52 carrier 53 ring gear 60 planetary gear mechanism 61 sun gear 63 ring gear 65 output shaft 66 casing C0 multi-plate clutch C1: clutch C2: clutch C3: clutch B0: Multi-plate brake B1: Band brake B2: Band brake B3: Band brake B4: Band brake F0: One-way clutch F1: One-way clutch F2: One-way clutch 201: Automatic stop determination means 202: Fuel cut command means 203: Automatic return Judgment means 204 ... Return command means 205 ... Automatic stop display means (control execution indicator) 206 ... Hill hold control means 207 ... Automatic stop control stop means 208 ... Return hydraulic pressure supply command means 210 ... Determining means 211 ... Control not implemented indicator 301 ... torque converter 302 ... pump impeller 303 ... turbine runner 304 ... stator 305 ... lockup clutch 401 ... primary regulator valve 402 ... line pressure control solenoid 403 ... manual valve 405 ... switch 406 ... C1 clutch 407 ... accumulator 408 ... driving solenoid 409 ... large orifice 410 ... bypass path 411 ... small orifice (throttle passage) 413 ... check ball 472 ... piston 474 ... spring 466 ... oil passage 468 ... orifice

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F16D 48/02 F16H 63/40 F16H 63/40 F16D 25/14 640S // F16H 63:12

Claims (7)

[Claims] 1. A control device for a transmission, comprising: an engine automatic stop / start device for automatically stopping / restarting an engine under predetermined conditions, wherein a predetermined clutch of the transmission is engaged by hydraulic pressure when the engine is restarted. A rapid pressure increasing means for rapidly increasing the supply fluid pressure to a predetermined clutch of the transmission at the time of restart; a determining means for determining whether or not the rapid pressure increasing means is capable of rapid pressure increasing; If it is determined that boosting is not possible,
And a stopping means for stopping control of the automatic stop / start device. 2. The control device for a transmission according to claim 1, wherein said rapid pressure increasing means is means for temporarily opening a throttle provided in a fluid pressure path to a predetermined clutch. 3. A fluid pressure path to the predetermined clutch includes:
A throttle passage is provided, and said rapid pressure increasing means includes a bypass passage bypassing the throttle passage, and switching means for switching a fluid pressure path to a predetermined clutch from the throttle passage to the bypass passage when the engine is restarted. A control device for the transmission according to the above. 4. The fluid pressure path is a fluid pressure path for supplying control fluid pressure to the forward clutch via pressure regulating means for adjusting a control fluid pressure from an oil pump to a predetermined pressure, and the rapid pressure path. 2. The control device for a transmission according to claim 1, further comprising a pressure increasing means for increasing a pressure adjustment value by said pressure adjusting means when the engine is restarted. 5. The determination means determines whether rapid pressure increase by the rapid pressure increase means is possible irrespective of before or after automatic stop of the engine by the automatic stop / start device. The stopping means does not perform the automatic stop control of the engine when the determining means determines that the rapid pressure increase cannot be performed before the automatic stop of the engine, and does not perform the rapid pressure increase during the automatic stop of the engine by the determining means. 2. The transmission control device according to claim 1, wherein when it is determined that the automatic stop control of the engine is stopped, the engine is restarted. 6. A hill hold control means for stopping the rotation of the wheels, the hill hold control means performing hill hold while the engine is stopped. 2. The transmission control device according to claim 1, wherein when the engine is started, the hill hold is maintained and the hill hold is released when the accelerator is turned on. 7. A torque control means for reducing engine torque when the accelerator is turned on when it is determined that rapid pressure increase is impossible while the engine is stopped. 6. The transmission control device according to claim 5.