JP2003014099A - Control device for vehicle power transmission - Google Patents

Abstract

(57) [Summary] [Problem] To provide a vehicle for temporarily stopping the engine during operation and storing fluid to be supplied to a fluid pressure actuator of a friction engagement element in a power transmission device when the engine is restarted. In a vehicle having a pressure accumulator, the pressure accumulator does not affect the engagement control of the friction engagement element other than the restart. SOLUTION: A fluid in an accumulator 60 is supplied to flow paths 38, 41.
A pressure accumulation control valve 58 is provided in a branch flow path 57 that feeds the pressure. In an operating region in which the pressure accumulator 60 does not need to operate and there is a possibility that a gear shifting operation of the transmission may be performed, the pressure accumulation control valve 58 is closed, and the pressure accumulator 60 is disconnected from the flow paths 38 and 41. In fluid pressure control of frictional engagement elements (clutches, brakes, etc.) such as transmissions, control accuracy due to the fluid to be supplied being absorbed by the accumulator, or conversely being supplied with more fluid than necessary from the accumulator Can be prevented by setting the above-mentioned blocking state.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle power transmission device having a friction engagement element operated by a fluid pressure actuator, and more particularly to control of a pressure accumulator that temporarily stores fluid pressure.

[0002]

2. Description of the Related Art In a power transmission device for a vehicle, a device for controlling the power transmission device by fluid pressure is known. For example, there is a so-called automatic transmission, which is a so-called automatic transmission, in which engagement or disengagement of a friction engagement element is controlled by a fluid pressure actuator to select a gear and perform a gear shift operation. Further, among fluid transmission devices such as a torque converter which are often used in combination with this multi-stage automatic transmission, those including a direct coupling clutch are also included in this. The direct coupling clutch corresponds to the friction engagement element. Further, there is also known a transmission having a power transmission element that comes into contact with each of the input and output pulleys and changing the contact position between the transmission element and the pulley to change gears. The control of the contact position is controlled by fluid pressure. The control pressure of such a fluid pressure actuator is
It is usually generated by a fluid pressure pump driven by the engine of the vehicle.

On the other hand, there has been put into practical use a vehicle in which the engine is automatically stopped when it is not necessary to operate the vehicle while the vehicle is in operation and is restarted when the engine is needed. For example, there is known a vehicle that travels by automatically stopping the engine when the vehicle is stopped due to waiting for a signal or the like and restarting when the signal changes and the vehicle starts moving. In such a vehicle, there is a problem in that the fluid pressure supplied to the power transmission device may start up with a further delay after the engine is restarted, and thus the start may be delayed.

In order to solve this problem, for example, Japanese Patent Laid-Open No.
In the device described in Japanese Patent Laid-Open No. 000-313252, fluid pressure is stored in a pressure accumulator when the engine is operating, and when the engine is restarted, the stored fluid pressure is released and rises. The delay has been resolved.

[0005]

The pressure accumulator as described above effectively functions when the engine is restarted. However, when the engine is operating, that is, when the fluid pressure is continuously generated, the fluid pressure of the control system is increased. Acts as a capacity to absorb changes in. As described above, this fluid pressure is used to control the frictional engagement element, and the pressure supplied to the fluid pressure actuator is controlled so as to have a predetermined rise and fall characteristic when switching gears, etc. Has been done. At this time, if an element that functions as a capacity, such as a pressure accumulator used at the time of restart, exists in the fluid pressure circuit, it affects a predetermined fluid pressure characteristic in a transient state, and the responsiveness of the friction engagement element is increased. However, there is a problem that the desired characteristics may not be obtained.

According to the present invention, in a vehicle power transmission device having a fluid pressure-controlled friction engagement element, a pressure accumulator for supplying the stored fluid pressure to the fluid pressure circuit is provided in the fluid pressure circuit when it is unnecessary. The purpose is not to act against it.

[0007]

In order to solve the above-mentioned problems, a vehicle power transmission device according to the present invention is a fluid for engaging or releasing a fluid pressure generating source for generating a fluid pressure and a friction engagement element. A pressure accumulator is provided in a flow path that connects to the pressure actuator, and a cutoff valve that shuts off the flow path and the pressure accumulator is provided between the flow path and the pressure accumulator.

The cutoff valve is opened when the fluid pressure in the flow path is insufficient and the fluid pressure needs to be supplied from the pressure accumulator and when the fluid pressure in the flow path is stored in the pressure accumulator. In other cases, the shutoff valve can be closed.

In particular, the shut-off valve can be closed during a transient control for controlling engagement or disengagement of the friction engagement element. By separating the pressure accumulator from the flow path in the transient state, the influence of this can be eliminated and the control accuracy can be improved. Besides, the shutoff valve can be closed when the vehicle is traveling at a predetermined speed or higher, or when the throttle valve of the engine of the vehicle is at a predetermined opening or higher.

Further, the shutoff valve can be closed when the friction engagement element actually starts engagement. That is, the stroke corresponding to the play of the actuator is assigned to the accumulator, and the accumulator is shut off during the actual engagement to eliminate the influence thereof.

Further, when the pressure is accumulated in the pressure accumulator, the shutoff valve can be controlled so as to gradually send the fluid pressure from the flow path. For example, the shutoff valve is controlled to open intermittently. It is also possible to control the opening degree of the shutoff valve to narrow the flow path. Due to these, it is possible to prevent the fluid pressure in the flow path from changing rapidly.

[0012]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention (hereinafter referred to as embodiments) will be described below with reference to the drawings. Figure 1
A schematic configuration of a vehicle power unit 10 according to the present embodiment is shown. The power plant 10 has two prime movers, an engine 12 and a rotating electric machine 14. The engine 12 is a reciprocating gasoline engine. Further, the rotating electrical machine 14 receives supply of electric power from a running battery (not shown) via an inverter (not shown), functions as an electric motor, and drives the vehicle. Further, the rotary electric machine 14 is driven by the wheels of the vehicle and functions as a generator during deceleration, converts kinetic energy of the vehicle into electrical energy, and stores the electrical energy in the running battery. In addition, when the amount of electricity stored in the battery for running decreases,
The rotating electric machine 14 is driven by the engine 12 to charge the traveling battery.

The operation of these prime movers is controlled according to predetermined conditions, and when the vehicle is driven by either the engine 12 or the rotary electric machine 14, the vehicle may be driven by both. The engine 12 is stopped in a region where the efficiency of the engine is low when the vehicle is stopped due to waiting for a signal or the like during operation, or when the vehicle runs at an extremely low speed.
When the engine 12 needs to be operated from the stopped state, the engine restart control is performed.

The outputs of these prime movers are sent to an automatic transmission 16 which is a power transmission device. The automatic transmission 16 includes a fluid transmission mechanism, a transmission mechanism, and a control mechanism. As a power transmission device, in addition to the automatic transmission 16, there is also a transfer mechanism for switching the drive wheels to which the output of the prime mover is sent, for example, switching between four-wheel drive and two-wheel drive. In the present embodiment, the fluid transmission mechanism is the torque converter 18, the transmission mechanism is the gear transmission unit 20 including a plurality of planetary gear mechanisms, and the gear transmission unit 20 also includes each element of each planetary gear mechanism. Includes clutches and brakes that restrain movement of the vehicle. These clutches and brakes are controlled by the selective supply of the working fluid from the fluid pressure controller 22 as a control mechanism. The control fluid pressure is generated by a mechanical oil pump 23 driven by the engine 12 and sent to the fluid pressure control unit 22. The output of the gear transmission unit 20 is transmitted to the drive wheels by the propulsion shaft.

An auxiliary rotary electric machine 26 is further coupled to the output shaft of the engine 12 via a transmission mechanism 24. The transmission mechanism 24 may be a mechanism using an endless flexible member such as a belt or a chain, or a gear train. The auxiliary rotating electrical machine 26 functions as a generator when the engine 12 is operating, charges an auxiliary battery (not shown) that supplies electric power to the engine auxiliary devices and electric components of the vehicle, and the electric components and the like. Power directly to. In addition, the auxiliary rotary electric machine 26
When starting the engine 12, it receives electric power from the auxiliary battery and functions as an electric motor.

The control of the engine 12, the rotary electric machine 14, the automatic transmission 16 and the like is performed by the control device 28 based on the operating conditions of the vehicle such as the traveling speed, the states of the engine and the automatic transmission, and the driver's request. The selection of the operating state of the transmission, which is requested by the driver, is performed by the shift lever 30 provided in the vehicle compartment. The shift lever 30 is
It has several shift positions corresponding to the operating state of the transmission, the position sensor 30a detects the shift position, and sends a signal corresponding to this to the control unit 28. The driver can select the shift position by moving the shift lever 30. Examples of the shift position are mainly used during parking, and are in a P position for mechanically locking the transmission 16 to prevent the vehicle from moving, an R position for allowing the vehicle to travel backward, and a neutral state for the transmission 16. That is, there are an N position where the drive torque of the prime mover is not transmitted to the drive wheels, a D position where the vehicle can travel forward, and the like. At the D position, the control unit 28 selects an appropriate gear stage according to the vehicle speed, the driver's acceleration request, and the like, and the fluid pressure control unit 22 operates to perform the gear shifting operation. In addition to the D position, there are positions that limit the gears to be shifted, such as the L position and the 2 position.

An engine rotation speed sensor 32 for detecting the rotation speed is provided on the crankshaft of the engine 12, and the output is sent to the control unit 28.
Further, the driver's braking request detects the operation amount of the brake pedal provided in the vehicle compartment, and based on this, the control device 28.
Recognized in. Further, the driver's acceleration request is recognized by the control device based on the output of the throttle valve sensor 36a that detects the opening degree of the throttle valve 36. Also. The accelerator pedal 34 provided in the passenger compartment instead of the throttle valve opening
It is also possible to detect the acceleration amount by detecting the operation amount of the accelerator sensor 34a.

FIG. 2 shows an outline of the transmission mechanism of the automatic transmission 16. This automatic transmission 16 has an auxiliary transmission O
It has a fifth speed configuration in which D and a main transmission M, which is composed of a simple connection, three planetary gear trains, and has four forward speeds and one reverse speed are combined.
The torque converter 18 is also shown in FIG. 2 and includes a direct coupling clutch LC as shown. The sub transmission OD includes a sun gear S0, a carrier C0, and a ring gear R0.
In connection with this, there is provided a first one-way clutch F-0, a multi-plate clutch C-0 arranged in parallel with the first one-way clutch F-0, and a multi-plate brake B-0 connected in series therewith. On the other hand, the main transmission M includes the sun gears S1 to S3, the carriers C1 to C3, and the ring gear R1.
~ R3 is a simple connection 3 which is directly connected to each transmission element.
A set of gear units P1, P2, P3 is provided, and multi-plate clutches C-1, C- are associated with the transmission elements of each gear unit
2, band brake B-1, multi-plate brake B-2 to B-
4, a one-way clutch F-1 and a second one-way clutch F-2 are provided. Although not shown, each clutch and brake is provided with servo means having a piston which is a fluid pressure actuator for engaging and disengaging those friction materials by controlling the servo fluid pressure.

Further, in order to detect the input rotation speed of the automatic transmission 16, an input rotation sensor D1 is provided on the sun gear S0 of the auxiliary transmission OD. The rotation sensor includes a gear-shaped disc and a pickup that is installed on the periphery of the disc and outputs an ON signal and an OFF signal depending on the presence or absence of gear teeth. From the 1st speed to the 4th speed, the sun gear S0
Rotates with the turbine of the torque converter 12, so the input rotation speed of the transmission 16 can be detected. Further, a clutch rotation sensor D2 for detecting the rotation speed of the clutch C-1 or C-2 is provided on the drum of the clutch C-1 or C-2.
Further, in order to detect the output rotation speed of the automatic transmission 14, an output rotation sensor D3 is provided on the propeller shaft or a shaft that rotates integrally with the propeller shaft. The structure of these sensors D2 and D3 is similar to that of the input rotation sensor 36.

FIG. 3 is a diagram showing the operating state of each engagement element when a certain gear is selected in the transmission shown in FIG. In the figure, “◯” indicates that the engagement element is engaged and the one-way clutch is locked. “Δ” indicates that the engagement element is engaged, but has nothing to do with power transmission. It should be noted that the range of selected shift speeds is limited in accordance with the position of the shift lever.

As shown in FIG. 3, when the shift state is in the neutral state (P, N positions), the clutch C-1,
Both C-2 are in the released state. In contrast,
When the driving force from the D position, the R position, etc. can be transmitted and the vehicle is ready to travel, the clutch C-1
(For forward movement), the clutch C-2 (for backward movement) is in the engaged state. The engagement operation of the clutch C-1 or the clutch C-2 is executed by operating the shift lever 30,
The actual engagement is completed after a shift period has elapsed after the shift lever 30 was operated. This is because the fluid pressure is supplied to the clutch C-1 or C-2, and it takes time for the friction plates of the clutch to come into complete contact.

FIG. 4 is a diagram showing a circuit for supplying the working fluid to the clutches C-1 and C-2. The working fluid is supplied by an oil pump 23 driven by the engine. The flow path 38 through which the working fluid discharged from the oil pump 23 flows merges with the flow path 41 that reaches the manual valve 42 described later from the line pressure control solenoid 39 via the primary pressure regulating valve 40. With the primary pressure regulating valve 40,
The line pressure, which is the reference pressure of the fluid pressure circuit, is regulated.

The adjusted line pressure is supplied to the manual valve 42.
Led to the input valve of. The manual valve 42 is mechanically connected to a shift lever operated by the driver, and when the forward shift position is selected by operating the shift lever, the line pressure is supplied toward the clutch C-1. . When the reverse shift position is selected by the shift lever, the line pressure is supplied to the clutch C-2.

The large orifice 44 and the switching valve 4 are provided in the flow path between the manual valve 42 and the forward clutch C-1.
6 are arranged in series. The switching valve 46 is opened and closed by the solenoid 48 controlled by the control device 26 described above. The switching valve 46 is for selectively supplying or shutting off the line pressure supplied via the large orifice 44 to the forward clutch C-1.

A flow path is formed in parallel with the switching valve 46, and a check ball 50 and a small orifice 52 are provided in parallel in this flow path. The flow passage cross-sectional area of the small orifice 52 is set narrower than that of the large orifice 44. Then, when the switching valve 46 is closed, the working fluid that has passed through the large orifice 44 flows into the small orifice 52.
To reach the clutch C-1 via. In addition, the check ball 50, when the clutch C-1 is engaged,
It has the function of reducing the amount of fluid supplied to it. Further, when the clutch C-1 is released, it has a function of enlarging the oil flow passage area and promoting discharge of the working fluid from the clutch C-1.

Further, a C1 accumulator 56 is arranged via an orifice 54, branching from the flow path between the clutch C-1 and the switching valve 46. The C1 pressure accumulator 56 includes a piston and a spring, and the shift lever is in the neutral position (N).
Is provided to slowly increase the stroke of the clutch C-1 when the clutch C-1 is operated.

Further, from the oil pump 23 to the clutch C-
A branch flow passage 57 is provided which is branched from the flow passage 38 that sends fluid toward the pistons 1, C-2, and a pressure accumulator 60 is disposed here via a pressure accumulation control valve 58. Accumulator 60
Also has a piston and a spring. This accumulator 60
Releases the stored high-pressure working fluid under the control of the pressure accumulation control valve 58 when the discharge amount of the oil pump 23 has not reached a predetermined value, such as when the engine is restarted. This release allows the clutch C-1 to be engaged early.

The fluid pressure to the friction engagement elements other than the clutches C-1 and C-2, such as other clutches, brakes, and direct coupling clutches of the torque converter, is supplied by a flow path branched from the flow path 41. It

FIG. 5 shows the clutch C- when the engine is restarted.
It is a figure showing the characteristic of the fluid pressure supplied to 1. The engine speed NE is increased by the restart command output of the engine 12, and accordingly, the rotation of the oil pump 23 that is connected to and driven by the engine is also increased and the fluid pressure is increased. The engine speed NE is controlled to the target idle speed NETGT. At this time, the clutch C-
The early supply control that accelerates the rise of the fluid pressure in 1 is performed.

The early supply control is control for opening the switching valve 46 during the period TFAST in the figure. As a result, the working fluid is supplied to the clutch C-1 without passing through the small orifice 52, and the clutch C-1 is engaged earlier.
Further, the working fluid stored in the pressure accumulator 60 can be released by opening the pressure accumulation control valve 58 for early engagement of the clutch C-1. In addition, in FIG.
NT indicates the turbine rotation speed of the torque converter.

As described above, the pressure accumulator 60 contributes to the early rise of the fluid pressure during the engine restart control.
On the other hand, if the pressure accumulation control valve 58 is left open, the fluid pressure generated by the oil pump 23 may be temporarily absorbed while the engine is operating and the pressure accumulation is insufficient. In addition, when the line pressure temporarily decreases due to the control of a friction engagement element such as a clutch, the accumulated fluid pressure may act to cancel the decrease in the line pressure. In this way, the pressure accumulator 60 acts as a capacity for absorbing the pressure fluctuations of the flow paths 38, 41, and in response to the preset operation control of each friction engagement element,
The accuracy may be reduced.

Therefore, in the present embodiment, the pressure accumulator 6
When 0 is not required, the flow path 38 and the flow path 38 are cut off so that the pressure accumulator 60 does not affect the fluctuation of the line pressure. Therefore, the opening / closing of the pressure accumulation control valve 58 is controlled.

FIG. 6 is a control flowchart showing an example of control of the pressure accumulator 60. It is determined whether or not the vehicle automatically suspends the engine when stopped due to a signal waiting or the like to suppress fuel consumption, that is, to automatically stop the engine by so-called eco-run (S10).
0). This determination is made based on the flag indicating that the engine automatic stop has been executed in the eco-run control. If the engine is automatically stopped, fluid pressure is stored in the pressure accumulator 60 in preparation for restarting the engine (S10).
2). If the engine is not automatically stopped, it is next determined whether the engine is operating (S104). If the engine is not operating, the vehicle is not operating, in other words, the engine is stopped due to the ignition switch being off. Therefore, the pressure accumulation control valve 58 is opened to release the pressure in the pressure accumulator 60. Yes (S106). This is because it is not necessary to raise the fluid pressure particularly early because the next engine start is started by the ignition switch.

If it is determined in step S104 that the engine is operating, then it is determined whether or not the frictional engagement element such as the transmission is engaged or disengaged in a transient state (S108). . Specifically, the transitional state includes shift control of the transmission 20, engagement operation or release operation of the direct coupling clutch of the torque converter 18, and the like. Further, the slip control in which the direct coupling clutch of the torque converter 18 is not completely engaged but is controlled to be slightly slipped is a transitional state from a microscopic point of view. In this case, in order to set the slip amount of the direct coupling clutch to a predetermined value, it is necessary to accurately control the stroke amount, and the pressure accumulator 60 that affects the control fluid pressure is
It is preferably separated from the control channel. In addition, in a vehicle having a clutch that switches between four-wheel drive and two-wheel drive, the pressure accumulation control valve 58 is controlled even during this switching control.
Is preferably closed.

In the transient state, the pressure accumulation control valve 58
Is closed to prevent the pressure accumulator 60 from affecting the control fluid pressure (S110). On the other hand, if the control is not in the transient state, the pressure accumulation control valve 58 is opened (S112).

FIG. 7 is a diagram showing an example of the control state of the pressure accumulation control valve 58. A gear shift signal indicating that gear shift control of the transmission 20 is being executed, a T / F signal indicating that four-wheel drive and two-wheel drive are being switched, and a slip indicating that slip control of the direct coupling clutch is being executed. It is understood that the pressure accumulation control valve 58 is controlled to be closed when any one of the signals is turned on, and to be opened when any of the three signals is turned off.

FIG. 8 shows a control flowchart of another example of the control of the pressure accumulator 60. It is determined whether the shift position is a position where the power generated by the prime mover can be transmitted to the drive wheels, that is, a position where the vehicle can travel (S120). The shift position can be determined based on the output of the position sensor 30a. In the drive shift position as described above, for example,
The above-mentioned D position, L position, 2 position,
It also includes the R position. If it is not the drive position, it is further determined whether it is the P position (S12).
2). If it is in the P position, it is determined that the vehicle is parked, that is, the series of operations is completed and the engine is stopped by the ignition switch, and the pressure accumulation control valve 5
8 is opened to release the pressure in the pressure accumulator 60 (S12).
4). On the other hand, when it is not in the P position (N position in the present embodiment), the pressure accumulation control valve 58 is closed to prepare for the next shift operation from the N position to the drive position, and the pressure accumulated state is maintained.

If it is determined in step S120 that the vehicle is in the drive position, it is then determined whether the vehicle is traveling at an extremely low vehicle speed or less close to a stop (S128). The traveling speed of the vehicle can be calculated from the output of the output rotation sensor D3 of the transmission 16. The extremely low vehicle speed includes a stopped state. When the vehicle speed is fast, the accumulator control valve 58 is controlled to be closed so as not to affect the gear shifting operation (S1).
30). If the vehicle is running at an extremely low vehicle speed, it is further determined whether the engine is automatically stopped by the eco-run (S
132). If it is automatically stopped, the pressure accumulation control valve 58 is closed, the pressure in the pressure accumulator 60 is maintained, and the engine is restarted (S
134). If the engine is not automatically stopped, the pressure accumulation control valve 58 is opened so that the fluid pressure can be introduced to the pressure accumulator 60, and the fluid pressure is stored (S136).

FIG. 9 is a diagram showing an example of the control state of the pressure accumulation control valve 58 corresponding to the control of FIG. Vehicle speed thresholds V1 and V2 are set for determining whether the vehicle is running at an extremely low speed. The threshold value used when the vehicle speed is increasing is V1, and the threshold value used when the vehicle speed is decreasing is V2. When the vehicle speed is accelerated from 0 and reaches the threshold value V1, the pressure accumulation control valve 58 is controlled from open to closed so that the pressure accumulation device 60 does not affect the transient control such as the gear shifting operation. When the vehicle speed decreases and falls below the threshold value V2, the pressure accumulation control valve 5
8 is opened so that the fluid pressure is introduced into the pressure accumulator 60. When the pressure in the pressure accumulator 60 reaches a predetermined pressure, the pressure accumulation control valve 58 is closed to maintain the pressure. Then, if the vehicle is stopped or stopped and other conditions are satisfied, the engine is automatically stopped. As described above, the automatic stop of the engine is executed after a predetermined pressure is stored in the pressure accumulator 60. When the engine restart condition is satisfied, the pressure accumulation control valve 58 is opened and the start control is executed.

In the vehicle of the present embodiment, the condition that the engine is automatically stopped by the eco-run includes that the vehicle is stopped (vehicle speed is 0). As a result, after the vehicle speed reaches the threshold value V2 during deceleration until it reaches 0,
That is, before the engine automatically stops, the pressure accumulation control valve 58
Is guaranteed to open and accumulate pressure in the accumulator 60.

FIG. 10 shows a control flow chart according to still another example of the control of the pressure accumulator 60. It is determined whether the shift position is a position at which the power generated by the prime mover can be transmitted to the drive wheels, that is, a position at which the vehicle can travel (S140). Such drive shift positions include, for example, the above-mentioned D position,
Includes L position, 2 position, and R position. If it is not the drive position, it is further determined whether it is the P position (S142). In the P position, the vehicle is parked, that is, the series of operations is completed,
When it is determined that the engine has been stopped by the ignition switch, the pressure accumulation control valve 58 is opened to release the pressure in the pressure accumulator 60 (S144). On the other hand, if it is not in the P position, the pressure accumulation control valve 58 is closed in preparation for the next shift operation from the N position to the drive position, and the pressure accumulated state is maintained (S146).

If it is determined in step S140 that the vehicle is in the drive position, it is next determined whether the gear of the transmission is in the first speed (S148). The selected gear can be determined based on a command signal for the controller 28 to control the fluid pressure controller 22. If the transmission is not a multi-speed transmission but can change the reduction ratio continuously,
Determine if it is the maximum reduction ratio. If it is not the 1st speed, the accumulator control valve 58 is controlled to be closed so as not to affect the gear shifting operation (S150). If the first speed is selected, it is further determined whether the engine is automatically stopped by the eco-run (S152). If it is automatically stopped, the pressure accumulation control valve 58 is closed, the pressure in the pressure accumulator 60 is maintained, and the system is ready for restart (S154). If the engine is not automatically stopped, the pressure accumulation control valve 58 is opened so that the fluid pressure can be introduced to the pressure accumulator 60, and the fluid pressure is stored (S156).

FIG. 11 is a diagram showing an example of a control state of the pressure accumulation control valve 58 corresponding to the control of FIG. When the selected gear is the first speed and the engine is in the operating state, the pressure accumulation control valve 58 is opened. The pressure accumulation control valve 58 is opened and the pressure is introduced into the pressure accumulator 60 when the gear enters the first gear from the second or higher gear. When this pressure reaches a predetermined value, the pressure accumulation control valve 58 is actuated to maintain the pressure. After that, if the vehicle is stopped or is stopped and other conditions are satisfied, the automatic stop control of the engine is performed. As described above, the automatic stop of the engine is executed after a predetermined pressure is stored in the pressure accumulator 60. When the engine restart condition is satisfied, the pressure accumulation control valve 58 is opened and the start control is executed.

The vehicle of this embodiment is provided with an automatic transmission that shifts at least according to the vehicle speed, and there is an opportunity to select the first speed gear during deceleration until the vehicle stops. The condition that the engine is automatically stopped by the eco-run includes that the vehicle is stopped (vehicle speed is 0). This allows
Since the situation in which the shift speed becomes the first speed always occurs during deceleration until the engine stops, the opportunity to open the pressure accumulation control valve 58 and accumulate pressure in the pressure accumulator 60 is guaranteed before the engine automatically stops.

FIG. 12 is a control flowchart showing still another example of the control of the pressure accumulator 60. It is determined whether the shift position is a position at which the power generated by the prime mover can be transmitted to the drive wheels, that is, a position at which the vehicle can travel (S160). Such drive shift positions include, for example, the above-mentioned D position,
Includes L position, 2 position, and R position. If it is not the drive position, it is further determined whether it is the P position (S162). In the P position, the vehicle is parked, that is, the series of operations is completed,
When it is determined that the engine has been stopped by the ignition switch, the pressure accumulation control valve 58 is opened to release the pressure in the pressure accumulator 60 (S164). On the other hand, if it is not in the P position, the pressure accumulation control valve 58 is closed to prepare for the next shift operation from the N position to the drive position, and the pressure accumulated state is maintained (S166).

If it is determined in step S160 that the drive position is set, it is next determined whether the throttle valve is fully closed (S168). The throttle valve opening is
It is detected by the throttle opening sensor 36. It is also possible to make a determination based on the operation amount of the accelerator pedal instead of the throttle valve opening. That is, in this case, it is determined that the accelerator pedal is not depressed at all. If the throttle valve is not fully closed, the accumulator control valve 58 is controlled to be closed so as not to affect the shifting operation (S1).
70). If it is fully closed, it is further determined whether the engine is automatically stopped by the eco-run (S172). If it is automatically stopped, the pressure accumulation control valve 58 is closed, the pressure in the pressure accumulator 60 is maintained, and the system is ready for restart (S174). If the engine is not automatically stopped, the pressure accumulation control valve 58 is opened so that the fluid pressure can be introduced to the pressure accumulator 60, and the fluid pressure is stored (S176).

FIG. 13 is a diagram showing an example of the control state of the pressure accumulation control valve 58 corresponding to the control of FIG. Thresholds θ1 and θ2 for determining the throttle valve opening are set. The threshold value used when the opening is increasing is θ1, and the threshold value used when the opening is decreasing is θ2.
When the opening degree 0, that is, when the valve is opened from the fully closed state and reaches the threshold value θ1, the pressure accumulation control valve 58 is controlled from the open state to the closed state so that the pressure accumulation device 60 does not affect the transient control such as the gear shift operation. When the opening degree decreases and falls below the threshold value θ2, the pressure accumulation control valve 58 is opened, and the fluid pressure is introduced into the pressure accumulator 60. When the pressure in the pressure accumulator 60 reaches a predetermined pressure, the pressure accumulation control valve 58 is closed to maintain the pressure. afterwards,
If the vehicle is stopped or is stopped and other conditions are met, the engine is automatically stopped. As described above, the automatic stop of the engine is executed after a predetermined pressure is stored in the pressure accumulator 60. When the engine restart condition is satisfied, the pressure accumulation control valve 58 is opened and the start control is executed.

In the vehicle of this embodiment, the throttle valve is fully closed (accelerator off) as a condition for automatically stopping the engine by the eco-run. As a result, the throttle valve opening always reaches the threshold value θ2 during deceleration until the engine automatically stops. Therefore, the pressure accumulation control valve 58 is opened and the pressure accumulator is opened before the engine automatically stops. The opportunity to store pressure in 60 is guaranteed.

FIG. 14 shows a control flow chart according to still another example of the control of the pressure accumulator 60. After processing the input signal, it is determined whether the engine is automatically stopped by the eco-run (S180). If it is not automatically stopped, it returns. If it is during automatic stop, it is determined whether the condition for returning from the automatic stop to the engine operating state is satisfied (S
182). If the return condition is not satisfied, the automatic stop state is maintained (S184) and the process returns. If the return condition is satisfied, a command to restart the engine is issued, and at the same time, the pressure accumulation control valve 58 is opened (S186).

Next, it is judged whether the engagement of the C-1 clutch or the C-2 clutch has actually started, that is, whether the stroke of the idle portion of the actuator has ended and the friction surfaces have started to contact each other ( S188). This determination can be made by a drop in the turbine rotation speed, which is the speed on the output side of the torque converter 18. The turbine rotation speed can be detected by the input rotation speed sensor D1. When the friction surfaces come into contact with each other, a load is applied to the turbine that has been rotating without a load, and the rotation speed decreases. Alternatively, a timer may be used to measure the time from the clutch engagement start command, and it may be determined that the actual engagement has started when a predetermined time has elapsed. This elapsed time depends on whether the C-1 clutch is engaged or not and the C-2 clutch is engaged.
It can be different. This is set in correspondence with the fact that the flow paths of the two clutches have different lengths and the friction plates of the clutches have different clearances.
When the C-1 or C-2 clutch has not actually started engagement, the pressure accumulation control valve 58 is maintained in the released state (S190). If the engagement start is determined, the pressure accumulation control valve 58 is closed (S192), and the engagement operation of C-1 or C-2 is continued. When the engagement is started, the pressure accumulator 60
Is separated from the flow paths 38 and 41, the influence of the pressure accumulator 60 can be eliminated in the transient state of the engagement operation of the C-1 or C-2 clutch.

Further, in order to sufficiently supply the fluid to the C-1 or C-2 clutch when the engine is restarted, FIG.
It is also possible to provide the electric oil pump 123 in parallel with the pressure accumulator 60, as shown in FIG. Electric oil pump 12
3 can be driven even when the engine is stopped, and the fluid from the pressure accumulator 60 and the pressure accumulation control valve 60 can be driven.
Is supplied to the flow paths 38 and 41 through the flow path, and the amount of supply to the C-1 clutch and the like is secured.

FIG. 16 shows a flowchart relating to the control of the pressure accumulator 60, particularly the control during pressure accumulation. After processing the input signal, it is determined whether the engine is automatically stopped by the eco-run (S200). If it is automatically stopped, it returns. If it is not automatically stopped, it is determined whether the pressure accumulator 60 is in a sufficient pressure accumulation state (S202). Specifically, whether or not the pressure accumulator 60 is filled with fluid is determined by the stroke of the piston in the pressure accumulator. If the pressure is not sufficiently accumulated, it is determined whether the shift position is P or N (S204). If it is determined in step S202 that the pressure is sufficiently accumulated, or if the position is the P or N position, the pressure accumulation control valve 58 is completely opened (S206). The set pressure of the pressure accumulator 60 is set lower than the minimum value of the pressure (line pressure) of the flow paths 38, 41 set by the primary pressure regulating valve 40, and the pressure accumulator 60 is set to the flow path 38, 41 under this condition. There is no problem in communicating with 41. That is, under this condition, the amount of the fluid in the pressure accumulator always becomes the maximum value, so that the fluid does not flow into the flow paths 38 and 41 and is not fed into the flow paths 38 and 41. Therefore, the accumulator 60 does not affect the engagement operation of the other friction engagement elements.

When it is determined in step S204 that the vehicle is not in the P or N position, it is further determined whether the vehicle is stopped (S208). If the vehicle is not stopped, it is further determined whether the throttle valve is fully closed (S210). If the vehicle is stopped or the throttle valve is fully closed, pressure accumulation control is performed. In this pressure accumulation control, the pressure accumulation control valve 58 is slightly opened so that the fluid gradually flows into the pressure accumulator 60 (S212). If the vehicle is not stopped and the throttle valve is not fully closed, the pressure accumulation control valve 58 is closed (S214).

FIG. 17 shows an example of the control state of the pressure accumulation control valve 58 corresponding to the control of FIG. As mentioned above,
When conditions such as throttle valve fully closed while the vehicle is stopped,
The pressure accumulation control valve 58 is opened at an opening degree of about 1/4 with respect to full opening. By accumulating the accumulator control valve 58, the accumulator 60
The inflow of fluid into the chamber is performed slowly, and abrupt changes in the pressure in the flow paths 38 and 41 are suppressed.

Further, in the pressure accumulation control of step S212, the opening / closing of the pressure accumulation control valve 58 may be replaced with intermittent opening / closing. The control state of the pressure accumulation control valve 58 in this case is shown in FIG. 18, and full open and full close are intermittently controlled. In this case, there is an effect of suppressing a sudden change in the pressure of the flow paths 38 and 41.

In the above description regarding the control of the pressure accumulator 60, it is assumed that the automatic stop of the engine is executed when the vehicle is stopped in the so-called eco-run mode. Therefore, the control of the pressure accumulator described above can be applied to a vehicle that does not include the rotating electric machine 14 and that includes only an engine as a prime mover. In addition to the multi-stage automatic transmission as a transmission, the same effect can be obtained by providing the pressure accumulator as described above and controlling it not only for a transmission that performs a shift operation using fluid pressure, etc. Play. Examples of such a transmission include a belt type, toroidal type continuously variable ratio transmission, and a semi-automatic transmission that has a synchronous mesh type transmission mechanism and operates this shift fork by a fluid pressure actuator.

Further, in a hybrid vehicle in which control is performed such that the engine is operated in a limited manner when the vehicle runs at only a driving force of the rotary electric machine 14 at a low speed and the vehicle speed becomes a relatively high speed, the eco-run described above is used. Unlike, the engine may stop even when the vehicle is not stopped. Even when the engine is restarted in such a vehicle, the control of the pressure accumulator described above can be applied.

The control of judgments and commands described above is
It is executed by the computer provided in the control device 28 operating according to a predetermined program. The control device 28 commands the operation of a control valve provided in the fluid pressure control unit 22 of the automatic transmission 16, and also commands the operation of the pressure accumulator control valve 58 particularly for controlling the pressure accumulator 60.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a power unit including a vehicle power transmission device according to an embodiment.

FIG. 2 is a diagram showing a configuration of a transmission 16.

FIG. 3 is a diagram showing gear selection of the transmission shown in FIG.

FIG. 4 is a diagram showing a schematic configuration of part of a fluid pressure circuit of a transmission.

FIG. 5 is a characteristic diagram showing a change in fluid pressure when the engine is restarted.

FIG. 6 is a flowchart showing an example of control of a pressure accumulator 60.

7 is a diagram showing an operation of the pressure accumulation control valve 58 corresponding to the control of FIG.

FIG. 8 is a flowchart showing an example of control of the pressure accumulator 60.

9 is a diagram showing an operation of the pressure accumulation control valve 58 corresponding to the control of FIG.

FIG. 10 is a flowchart showing an example of control of the pressure accumulator 60.

11 is a diagram showing an operation of the pressure accumulation control valve 58 corresponding to the control of FIG.

FIG. 12 is a flowchart showing an example of control of the pressure accumulator 60.

13 is a diagram showing an operation of the pressure accumulation control valve 58 corresponding to the control of FIG.

FIG. 14 is a flowchart showing an example of control of the pressure accumulator 60.

FIG. 15 is a diagram showing another configuration example of the fluid pressure circuit of the transmission.

FIG. 16 is a flowchart showing an example of control of the pressure accumulator 60, particularly control during pressure accumulation.

17 is a diagram showing an operation of the pressure accumulation control valve corresponding to the control of FIG.

FIG. 18 is a diagram showing another operation example of the pressure accumulation control valve corresponding to the control of FIG. 16.

[Explanation of symbols]

12 engine, 14 rotating electric machine, 16 automatic transmission (vehicle power transmission device), 18 torque converter, 2
0 gear transmission part, 22 fluid pressure control part, 23 oil pump, 28 control device, 30a position sensor, 3
6 throttle opening sensor, 38, 41 flow paths (main flow paths), 57 branch flow paths, 58 pressure accumulation control valve, 60 pressure accumulator.

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F02D 17/00 F02D 17/00 Q 3J552 29/02 321 29/02 321A F16D 48/02 F16H 61/14 601P F16H 61/14 601 59:08 // F16H 59:08 59:24 59:24 59:40 59:40 59:44 59:44 59:70 59:70 59:74 59:74 F16D 25/14 640S ( 72) Inventor Tadashi Tomohiro 1 Toyota-cho, Toyota-shi, Aichi F-term in Toyota Motor Corporation (reference) 3D041 AA32 AA66 AB01 AC01 AC09 AC15 AC18 AC19 AD02 AD04 AD10 AD31 AD41 AD51 AE03 AE22 AE31 AE39 AF01 3G092 AA01 AB02 AC02 AC03 CA01 EC03 FA09 FA24 FA30 GA01 GA04 GB10 HA06Z HF08Z HF12Z HF15Z HF19Z HF21Z 3G093 AA05 AA06 AA07 BA14 BA15 BA21 BA22 CA02 CB05 DA01 DA06 DA13 DB01 DB05 DB11 DB15 EA03 EB03 EB05 EB07 EC01 EC03 EC04 EC04 EC03 EC04 3J053 CA01 CA05 CB23 DA06 DA24 EA01 FA03 FB03 3J057 AA04 FF01 FF07 FF10 FF12 FF15 GA17 GB02 GB04 GB05 GB13 GB27 GB29 GC11 GE07 HH01 JJ01 JJ04 3J552 MA02 MA02 MA12 MA02 MA12 MA02 MA12 MA20 MA12 MA02 MA20 MA02 MA20 VA62W VA74W VA76W VB01W VC03W VD02W VD05W VD11Z

Claims (22)

[Claims] 1. A controller for a vehicle power transmission device for controlling engagement or release of a friction engagement element of a vehicle power transmission device by fluid pressure, the fluid pressure generation source generating the fluid pressure. A fluid pressure actuator supplied with fluid pressure from the fluid pressure generation source to engage or disengage the frictional engagement element; and a fluid pressure actuator provided in a flow path between the fluid pressure generation source and the fluid pressure actuator, A pressure accumulator for accumulating the fluid pressure of the flow path and supplying the accumulated fluid pressure to the flow path under a predetermined condition, provided between the flow path and the pressure accumulator, A control device for a vehicle power transmission device, comprising: the pressure accumulator and a shutoff valve that shuts off the flow path during transient control. 2. The control device for a vehicle power transmission device according to claim 1, wherein the friction engagement element is a friction engagement element of a transmission of the vehicle, and the transmission is used during the transient control. The control device for the vehicle power transmission device during the gear shift operation. 3. The control device for a power transmission device for a vehicle according to claim 1, wherein the friction engagement element is a direct coupling clutch of a fluid transmission device of the vehicle, and the direct coupling clutch is engaged during the transient control. A control device for a power transmission device for a vehicle, which is in an engaging or releasing operation. 4. The control device for a power transmission device for a vehicle according to claim 1, wherein the friction engagement element is a direct coupling clutch of a fluid transmission device of the vehicle, and the direct coupling clutch is engaged during the transient control. A control device for a vehicle power transmission device during slip control. 5. The control device for a vehicle power transmission device according to claim 1, wherein the friction engagement element is a transfer device that distributes power to a plurality of axles of the vehicle.
A control device for a power transmission device for a vehicle, which is a friction engagement element for controlling an axle for supplying power, and is in the transition control time during an engagement or release operation of the friction engagement element. 6. A vehicle power transmission device control device for controlling engagement or release of a frictional engagement element of a vehicle power transmission device by fluid pressure, the fluid pressure generation source generating the fluid pressure. A fluid pressure actuator supplied with fluid pressure from the fluid pressure generation source to engage or disengage the frictional engagement element; and a fluid pressure actuator provided in a flow path between the fluid pressure generation source and the fluid pressure actuator, A vehicle accumulator that stores fluid pressure in the flow channel and is provided between the flow channel and the pressure accumulator under a predetermined condition and that supplies the stored fluid pressure to the flow channel A control device for a power transmission device for a vehicle, comprising the pressure accumulator and a shutoff valve that shuts off the flow path when the vehicle is traveling as described above. 7. The control device for a vehicle power transmission device according to claim 6, wherein the shutoff valve is opened to store fluid pressure in the pressure accumulator when the vehicle is traveling at an extremely low speed. ,
A control device for a vehicle power transmission device. 8. A vehicle power transmission device control device for controlling engagement or release of a frictional engagement element of a vehicle power transmission device by fluid pressure, the fluid pressure generation source generating the fluid pressure. A fluid pressure actuator supplied with fluid pressure from the fluid pressure generation source to engage or disengage the frictional engagement element; and a fluid pressure actuator provided in a flow path between the fluid pressure generation source and the fluid pressure actuator, A power accumulator for accumulating fluid pressure in the flow channel and supplying the accumulated fluid pressure to the flow channel under a predetermined condition, and the vehicle power transmission device provided between the flow channel and the pressure accumulator. And a shut-off valve that shuts off the flow passage when the transmission included in is a gear ratio smaller than a predetermined gear ratio. 9. The control device for a vehicle power transmission device according to claim 8, wherein the shutoff valve is opened to store fluid pressure in the pressure accumulator when the transmission has a maximum gear ratio. , A control device for a vehicle power transmission device. 10. A vehicle power transmission device control device for controlling engagement or release of a frictional engagement element of a vehicle power transmission device by fluid pressure, the fluid pressure generation source generating the fluid pressure. A fluid pressure actuator supplied with fluid pressure from the fluid pressure generation source to engage or disengage the frictional engagement element; and a fluid pressure actuator provided in a flow path between the fluid pressure generation source and the fluid pressure actuator, A pressure accumulator that stores the fluid pressure of the flow path and supplies the accumulated fluid pressure to the flow path under a predetermined condition, and is provided between the flow path and the pressure accumulator and opens the throttle valve of the engine of the vehicle. A control device for a power transmission device for a vehicle, comprising: the pressure accumulator and a shutoff valve that shuts off the flow passage when the degree of rotation reaches or exceeds a predetermined opening degree. 11. The vehicle power transmission control device according to claim 10, wherein the shutoff valve is opened to store fluid pressure in a pressure accumulator when the throttle valve is fully closed. Controller of power transmission device for automobile. 12. The control device for a vehicular power transmission device according to claim 7, 10 or 11, wherein the transmission of the vehicle is in a drive position in which power of an engine can be transmitted. A control device for a power transmission device for a vehicle, wherein the opening / closing control of the shutoff valve is executed. 13. A vehicle power transmission device control device for controlling engagement or release of a frictional engagement element of a vehicle power transmission device by fluid pressure, comprising: a fluid pressure generation source that generates the fluid pressure. A fluid pressure actuator supplied with fluid pressure from the fluid pressure generation source to engage or disengage the friction engagement element; and a fluid pressure actuator provided in a flow path between the fluid pressure generation source and the fluid pressure actuator, A pressure accumulator that stores the fluid pressure of the flow path and supplies the stored fluid pressure to the flow path under a predetermined condition, and is provided between the flow path and the pressure accumulator, and A control device for a vehicle power transmission device, comprising: a shutoff valve that shuts off the pressure accumulator and the flow path when engagement is started. 14. The control device for a vehicle power transmission device according to claim 13, wherein the determination of the start of the friction engagement element is made when a predetermined time has elapsed from a command to restart the engine of the vehicle. A control device for a vehicle power transmission device. 15. The control device for a vehicle power transmission device according to claim 13, wherein the vehicle power transmission device has a fluid transmission device at the most upstream side of a power transmission system path, and the friction engagement is provided. The control device of the power transmission device for a vehicle, wherein the start of the element is determined based on the rotational speed of the fluid transmission device on the turbine side. 16. A control device for a vehicle power transmission device for controlling engagement or disengagement of a friction engagement element of the vehicle power transmission device by fluid pressure, the fluid pressure generation source generating the fluid pressure. A fluid pressure actuator supplied with fluid pressure from the fluid pressure generation source to engage or disengage the frictional engagement element; and a fluid pressure actuator provided in a flow path between the fluid pressure generation source and the fluid pressure actuator, A pressure accumulator that stores the fluid pressure of the flow path and supplies the accumulated fluid pressure to the flow path under a predetermined condition, and is provided between the flow path and the pressure accumulator. And a shut-off valve that shuts off intermittently when the fluid pressure is stored in the pressure accumulator when the fluid pressure is stored in the pressure accumulator. 17. A vehicle power transmission device control device for controlling engagement or disengagement of a friction engagement element of a vehicle power transmission device by fluid pressure, the fluid pressure generation source generating the fluid pressure. A fluid pressure actuator supplied with fluid pressure from the fluid pressure generation source to engage or disengage the frictional engagement element; and a fluid pressure actuator provided in a flow path between the fluid pressure generation source and the fluid pressure actuator, A pressure accumulator for accumulating fluid pressure in the flow path and supplying the accumulated fluid pressure to the flow path under a predetermined condition, the pressure accumulator and the main flow path being provided between the flow path and the pressure accumulator. And a shut-off valve that shuts off the flow rate by controlling the valve opening degree when the fluid pressure is stored in the pressure accumulator from the flow path. 18. The control device for a vehicle power transmission device according to claim 1, wherein the vehicle temporarily stops the engine of the vehicle when a predetermined condition is satisfied during operation. When the engine is restarted after the suspension, the fluid pressure is supplied from the pressure accumulator to the flow path, and the control device has means for detecting the fluid pressure in the pressure accumulator, A control device for a power transmission device for a vehicle, comprising means for instructing prohibition of temporary stop of the engine when the fluid pressure has not reached a predetermined value. 19. The control device for a power transmission device for a vehicle according to claim 6 or 7, wherein the vehicle has a predetermined condition that a traveling speed of the vehicle becomes a predetermined value or less during operation. Is a control device provided in a vehicle in which the engine of the vehicle is temporarily stopped when the above condition is established, and when the engine is restarted after the temporary stop, fluid pressure is supplied from the accumulator to the flow path. , A control device for a vehicle power transmission device. 20. The control device for a vehicle power transmission device according to claim 8 or 9, wherein the transmission is configured to engage or disengage the frictional engagement element in accordance with a traveling speed of the vehicle. A multi-stage automatic transmission that is selected, wherein the vehicle temporarily stops the engine of the vehicle when the vehicle is in operation and a predetermined condition is satisfied including that the traveling speed of the vehicle is equal to or less than a predetermined value. A control device for a power transmission device for a vehicle, which is a control device provided in a vehicle in which fluid pressure is supplied from the pressure accumulator to a main flow path when the engine is restarted after a temporary stop. 21. A control device for a vehicle power transmission device according to claim 10 or 11, wherein the throttle valve opening of the vehicle is below a predetermined value during operation. A control device provided in a vehicle in which the engine of the vehicle is temporarily stopped when a predetermined condition is satisfied, and when the engine is restarted after the temporary stop, fluid pressure is supplied from the pressure accumulator to the main flow path. Which is a control device for a vehicle power transmission device. 22. A vehicle power transmission device control device for controlling engagement or release of a frictional engagement element of a vehicle power transmission device by fluid pressure, comprising: a fluid pressure generation source for generating the fluid pressure. A fluid pressure actuator supplied with fluid pressure from the fluid pressure generation source to engage or disengage the frictional engagement element; and a fluid pressure actuator provided in a flow path between the fluid pressure generation source and the fluid pressure actuator, A pressure accumulator that stores the fluid pressure of the flow path and supplies the accumulated fluid pressure to the flow path under a predetermined condition, and is provided between the flow path and the pressure accumulator. The vehicle has a shutoff valve for shutting off the road, and the vehicle temporarily stops the engine of the vehicle when a predetermined condition is satisfied during operation, and when the engine is restarted after the temporary stop, the vehicle flows from the pressure accumulator. Supply of fluid pressure to the passage is also performed , And the said shut-off valve, said operatively opened immediately before the engine pause, accumulator to the accumulator is performed, the control device for a vehicular power transmitting device.