JP3525822B2 - Engine stop / restart device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention stops an engine when a predetermined stop condition is satisfied, and
The present invention relates to an engine stop / restart device that restarts an engine that has stopped when it is no longer satisfied. In particular, the present invention relates to an engine stop / restart device used in a vehicle provided with a transmission that engages an engagement element to transmit engine torque to a wheel side.

[0002]

2. Description of the Related Art A vehicle provided with an engine stop / restart device for stopping an engine under engine stop conditions when a predetermined predetermined stop condition is satisfied and restarting the stopped engine when the predetermined stop condition is not satisfied is known. is there. In such a vehicle, for example, in a vehicle provided with a transmission that obtains a gear ratio according to the position of the shift lever by engaging the engagement element with the hydraulic pressure generated by an oil pump driven by the engine, While the engine is stopped, the oil pump driven by the engine stops and hydraulic pressure cannot be supplied. Therefore, when the driver moves the shift lever from N to D to start, the accelerator pedal is depressed almost at the same time. In addition, a half-engaged state occurs in which the engagement elements in the transmission cannot be engaged in time with the increase in the engine speed due to the depression of the accelerator pedal, and the engagement elements cannot be engaged and slip. There may be a problem that durability is deteriorated. Further, as another example, even in a transmission that uses an electromagnetic clutch that uses electromagnetic force generated by the operation of the engine, sufficient electromagnetic force is not generated and the engine speed can be increased with the clutch partially engaged. May occur, the clutch surface may be worn, and durability may be reduced.

Therefore, for example, when hydraulic pressure is used,
Separately, it has been proposed to provide an electric oil pump to secure a required hydraulic pressure even when the engine is stopped (Japanese Patent Laid-Open No. 8-
14076). When the shift lever of the transmission is moved from N to D by using the above technique, the engagement element in the transmission is hydraulically engaged by the electric oil pump, that is, in the standby state. Therefore, the responsiveness to the start is improved, but if the electric oil pump is provided, the cost is increased and the mounting is restricted.

[0004]

SUMMARY OF THE INVENTION In view of the above problems, it is an object of the present invention to improve the durability of engagement elements in a transmission in a vehicle equipped with a vehicle engine stop / restart device without increasing costs. And

[0005]

According to the invention of claim 1, it is used in a vehicle equipped with a transmission for engaging an engaging element to transmit engine torque to a wheel side, and the transmission has a predetermined shift. An engine stop / restart device for stopping an engine when a predetermined condition including being in a position is satisfied and restarting the engine when the condition is not satisfied, wherein a shift lever is set to a predetermined position while the engine is stopped. Equipped with shift lock means for prohibiting movement to positions other than the above position, and operates the shift lock means except when the engine is stopped.
An engine stop / restart device is provided which is characterized in that it does not . In the engine stop / restart device configured as described above, the shift lock means prohibits the shift lever from moving to a position other than the predetermined position while the engine is stopped , and the shift lock hand is operated when the engine is not stopped.
It is designed not to activate the steps. Therefore,
To restart the gin, move the shift lever to a position other than the specified position.
It is performed by releasing the stop condition other than moving,
To move the shift lever to a position other than the specified position
Occurs after the engine is restarted. According to the invention of claim 2, the engaging element is engaged to increase the engine torque.
Used in vehicles equipped with a transmission that transmits to the wheel side,
Certain conditions, including that the vehicle is in a certain shift position
When the above conditions are met, the engine is stopped and the above conditions are not met.
Engine restarts when
It is a moving device that keeps the shift lever in place while the engine is stopped.
Shift lock that prohibits moving to positions other than
The engine is restarted.
After moving, move the shift lever to a position other than the specified position
An engine characterized by removing the prohibition of
A stop / restart device is provided. This is the structure
In the engine stop / restart system, the shift lock means
When the engine is stopped, move the shift lever to a position other than the specified
It is prohibited to move, the shift lock means is the engine
After restarting the
It is supposed to lift the ban on moving to. Shi
Therefore, when restarting the engine, move the shift lever to the specified position.
By canceling the stop condition other than moving to another location
The shift lever to a position other than the specified position.
Moving is done after the engine is restarted.
According to the invention of claim 3, the engine is configured by engaging the engaging element.
Used in vehicles equipped with a transmission that transmits the torque of the vehicle to the wheel side
Including that the transmission is in a predetermined shift position.
When the prescribed condition is met, the engine is stopped and
The engine that restarts the engine when the conditions are not met.
This is a gin stop restart device that shifts when the engine is stopped.
Prohibit moving the lever out of its designated position
It is equipped with shift lock means for
Engine stop except for moving to other locations
When the matter is not satisfied, restart the engine
A featured engine stop and restart system is provided. this
With the engine stop restart device configured as
When the engine is stopped by the locking means, the shift lever is
Movement to a position other than
Except for moving the bar to a position other than the specified position
When the engine stop condition is not met, the engine restarts
It is supposed to be moved. Therefore, the engine
To start, move the shift lever to a position other than the specified position
It is carried out by releasing the stop condition other than
Moving the bar out of its designated position is
This is done after the restart of the computer.

According to the invention of claim 4, the invention of claim 3
In, the shift lock means is activated except when the engine is
An engine stop / restart device characterized by not operating
Will be provided. According to the invention of claim 5,
In the invention of 2, the driver generated while the engine is stopped
Shift position that can detect the shift position change intention of
The driver's shift position
Restart the engine when a change intention is detected.
There is provided an engine stop / restart device characterized by:
With the engine stop / restart system configured in this way,
Shift position change intention detection means
Driver's intention to change the shift position before
The engine is restarted and the shift lever is
The operation to move to a position other than the fixed position is
It is done after Jin restarts. According to the invention of claim 6,
For example, in the invention of claim 5, the transmission is provided with an engine stop.
Shift lock means to lock the shift when stopped
Shift lock for manually forcibly releasing the shift lock of the locking mechanism.
A lock release means is attached to change the shift position.
The intention detecting means is that the shift lock releasing means is activated.
Engine stop restart device, which is characterized by detecting
Provided. Engine restart configured in this way
In the device, the shift lock means is used while the engine is stopped.
Movement of the shift lever is prohibited and the shift position
The engine cannot be restarted by changing the engine
The shift lock release mechanism is activated to force the shift.
When the shift lock is released, the engine is restarted,
Move the shift lever to a position other than the specified position.
The moving action is performed after the engine is restarted. Claim
According to the invention of claim 7, in the invention of claim 5, the transmission
Change the shift position after performing the preliminary operation.
It is a speed machine, and the shift position change intention detection means is
Shift position to detect preliminary movement of shift position
Entry change preliminary movement detection means
A gin stop restart device is provided. Configured like this
With the engine stop / restart system
When the preparatory action to change the
After restarting, move the shift lever to a position other than the specified position.
The operation to move to the transition should be performed after the engine is restarted.
Be seen.

According to the invention of claim 8, the engaging element is engaged.
Equipped with a transmission that transmits the engine torque to the wheels
Used in vehicles that
When certain conditions including certain things are met, the engine is
Stop and restart the engine when the above conditions are not met.
It is an engine stop restart device that starts,
Place the shift selector and the shift lever when the engine is stopped.
A shift lock that prohibits moving to a position other than the fixed position
Engine stop characterized by comprising:
A restart device is provided. Engine configured in this way
In the stop and restart device, a gate type shift selector,
When the engine is stopped, move the shift lever to a position other than the specified position.
Equipped with shift lock means for prohibiting movement to
Shifts while the engine is stopped by the shift lock means
It is prohibited to move the lever to a position other than the specified position.
Has been. Therefore, restarting the engine is
Stop condition other than moving the
Release the shift lever and move the shift lever
It is recommended that you move the engine only after restarting the engine.
I can be broken. According to the invention of claim 9, the engagement element is engaged.
Equipped with a transmission that transmits the engine torque to the wheels
Used in vehicles that
When certain conditions including certain things are met, the engine is
Stop and restart the engine when the above conditions are not met.
An engine stop / restart device for starting, the transmission comprising:
Is the parking position,
It occurs with the gate type shift selector and the engine stopped.
Shifter that can detect the driver's intention to change the shift position
The driver's shift
Restart engine when position change intention is detected
An engine stop / restart device is provided which is characterized by
Be done. With the engine stop and restart device configured in this way
Shift position from the driver's parking position.
The intention to change the shift position is the shift position change intention detection means
The engine is restarted at the stage detected by the
Change the engagement of the onboard engagement elements only after restarting the engine.
I can be broken.

[0008]

DETAILED DESCRIPTION OF THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 2 shows the drive system of this embodiment. In FIG. 2, reference numeral 1 is an engine mounted on a vehicle, and 2 is an automatic transmission. In this engine 1, a motor generator 3 that functions as a motor and a generator for restarting the engine 1 has a crankshaft 1a, an electromagnetic clutch 26, a pulley 22,
The belt 8, the pulley 23, and the reduction mechanism R are connected to each other. The reduction mechanism R is a planetary gear type, and the sun gear 33,
Including the carrier 34 and the ring gear 35, the brake 31,
The motor generator 3 via the one-way clutch 32
And the pulley 23. The one-way clutch 32 can be replaced with a clutch.

The oil pump 19 for the automatic transmission 2 is directly connected to the crankshaft 1a of the engine 1 as usual.
Reference numerals 11 and 16 in the drawing represent auxiliary machines, which correspond to, for example, a pump for power steering, a compressor for an air conditioner, and the like, and are connected to the crankshaft 1a of the engine and the motor generator 3 by pulleys 9 and 14 and a belt 8. It is connected.

Although not shown in FIG. 2, as auxiliary machinery, an engine oil pump, an engine water pump and the like are also connected in addition to the above. Reference numeral 4a is an inverter electrically connected to the motor generator 3. This inverter 4a changes the rotation speed of the motor generator 3 by changing the supply of electric energy from the battery 5a which is a power source to the motor generator 3 by switching. Further, the motor generator 3 is switched to charge the battery 5a with electric energy.

The battery 5a is a motor generator 3
Is a battery exclusively used for driving, and has a rated voltage of 48V or 36V. A battery identification IC 53 for identifying the battery standard is attached to the battery 5a. On the other hand, the battery 5b has a normal auxiliary equipment rated voltage of 12 V, and the battery 5b is connected to the battery 5a via an inverter 4b.

Reference numeral 7 is a control for connecting and disconnecting the electromagnetic clutch 26.
And a controller for performing switching control of the inverter 4 and the like. As input signals to the controller 7, an ON / OFF signal from the air conditioner SW 42, an ON / OFF signal of the stop / restart running mode (eco-run) SW 40, an engine rotation speed signal from the engine rotation speed sensor 49, and a shift of the shift lever 44. A detection signal from a shift position sensor 45 that detects a position, a signal from an engine cooling water temperature sensor 47 that also functions as a sensor for estimating and detecting an oil temperature, a vehicle speed signal from a vehicle speed sensor 50, and a foot brake sensor 51. Foot brake signal, hand brake signal from hand brake sensor 52, battery identification IC 53, accelerator opening sensor 54
The identification signal or the like from is input. Further, particularly regarding the present invention, the signal from the shift lock release switch 63 is input, and the first and second shift lock solenoids 61 and 6 are input.
A control signal is sent to 2.

When the engine 1 is stopped and restarted, that is, when the eco-run is being carried out, an indicator 46 is provided for notifying the driver of that fact, and conversely, when not being carried out, an indicator 48 is provided for notifying the driver of that fact.
Is provided. When the engine 1 is automatically stopped, the controller 7 outputs a disconnection control signal to the electromagnetic clutch 26, and the pulley 22 and the engine 1 are in a power non-transmission state. On the other hand, since the air conditioner and the power steering are desired to be operated even when the engine 1 is stopped, the controller 7 controls the inverter 4 so that the motor generator 3 rotates with a torque that takes into consideration the load of the power steering pump and the air conditioner compressor. Corresponding switching signal is output.

At this time, the brake 31 is turned off,
The electromagnetic clutch 26 is turned off. In such a state, the motor generator 3 and the pulley 23 are directly connected to each other, and the rotation speed required to drive the auxiliary machines 11, 16 and the like can be secured. Further, in order to use the motor generator 3 as a generator or drive the auxiliary machines 11, 16 and the like while the engine 1 is operating, the brake 31 is turned off and the electromagnetic clutch 26 is used.
Is turned on. By doing so, the motor generator 3 and the pulley 23 are directly connected,
Even if the rotation speed of the engine 1 becomes high, it is possible to prevent the motor generator 3, the auxiliary machines 11, 16 and the like from exceeding the allowable rotation speed. The one-way clutch 32
Even if the clutch is replaced by the clutch, substantially the same operation as described above can be obtained.

Next, when restarting the engine 1 in the eco-run mode, the controller 7 outputs a signal for turning on the clutch 26 and turns on the brake 31 of the speed reducer R.
A signal is output to make the ring gear 35 incapable of rotating. When the motor generator 3 is rotated in this state, the rotation of the sun gear 33 is transmitted to the pinion gear 36, and since the ring gear 35 is locked, the pinion gear 36 revolves around the sun gear 33 while rotating on its own axis. Therefore, the carrier 34 in the pinion gear 36 also revolves around the sun gear 33, and the pulley 23 coaxial with the carrier 34 also rotates. At this time, the rotation speed of the pulley 23 is the rotation speed of the shaft of the motor generator 3 reduced at a reduction ratio determined by the number of teeth of the sun gear 33 and the ring gear 35. Therefore, torque sufficient for starting is transmitted from the motor generator 3 to the engine 1, and the engine is restarted. This leads to the effect that the motor generator 3 can be downsized.
Since the pulley 23 rotates, the auxiliary machine is driven at the same time.

The automatic stop / restart of the engine 1 is executed by the controller 7 in accordance with a control program stored in the ROM. For example, the controller 7 has a vehicle speed of zero, the brake pedal is depressed, the accelerator pedal is not depressed, the engine water temperature or the A / T hydraulic fluid temperature is within a predetermined range, and the battery SOC is within a predetermined range. It is determined that the engine 1 should be stopped on the condition that the shift lever 44 is in a predetermined position and the like.
When it is determined that the engine 1 should be stopped, a command to cut off the fuel supply to the engine 1 is issued. The engine 1 according to the present invention will be described later.
When the shift is stopped, the first and second shift lock solenoids 6
1, 62 are turned on. On the other hand, for example, it is determined that the engine 1 should be restarted when the accelerator pedal is depressed or the brake is turned off. When it is determined that the engine 1 should be restarted, a command for restarting the fuel supply to the engine 1 and restarting the engine 1 is issued, and the first and second shift locks according to the present invention. The solenoids 61 and 62 are turned on.

Next, the automatic transmission 2 indicated by 2 in FIG. 2 will be described. FIG. 3 is a skeleton diagram showing the configuration of the torque converter 201 and the gear shift mechanism 202 inside the automatic transmission 2. An automatic transmission fluid is enclosed as a working oil in a casing containing the torque converter 201 and the gear transmission mechanism 202.

The torque converter 201 transmits the torque of the driving member to the driven member by fluid.
The torque converter 201 includes a pump impeller 207.
A front cover 208 integrated with the turbine runner 209, a hub 210 integrally attached with a turbine runner 209, and a lockup clutch 211. Then, the torque of the pump impeller 207 is transmitted via the fluid to the turbine runner 209.
Be transmitted to. A conventionally known lockup clutch 211 is for selectively engaging / disengaging the front cover 208 and the hub 210. It is also possible to perform slip control in which the lockup clutch 211 slides at a predetermined engagement pressure.

The front cover 208 is connected to a shaft 212 which is connected to the crankshaft 1a of the engine 1.
In addition, the pump impeller 207 and the turbine runner 20
A stator 213 is provided on the inner peripheral side of 8. The stator 213 is for increasing the torque transmitted from the pump impeller 207 to the turbine runner 209. Further, the hub 210 has a gear shifting mechanism 202.
Input shaft 214 is connected. Therefore, the output torque from the crankshaft 1a of the engine 1 is transmitted to the input shaft 214 of the gear shift mechanism 202 via the pump impeller 207 and the turbine runner 209 or the lockup clutch 211.

On the other hand, the gear transmission mechanism 202 includes the sub transmission unit 2
15 and the main transmission unit 216. The sub transmission unit 215 includes an overdrive planetary gear mechanism 217, and the input shaft 214 is connected to a carrier 218 of the planetary gear mechanism 217. A multi-plate clutch C0 and a one-way clutch F0 are provided between the carrier 218 and the sun gear 219 that form the planetary gear mechanism 217. This one-way clutch F0 is used for the sun gear 2
19 engages with the carrier 218 in the forward rotation relative to the carrier 218, that is, when it rotates in the rotation direction of the input shaft 214. The ring gear 220, which is an output element of the auxiliary transmission section 215, is connected to the intermediate shaft 221 which is an input element of the main transmission section 216. In addition, a multi-plate brake B0 that selectively stops the rotation of the sun gear 219 is provided.

Therefore, in the subtransmission unit 215, the entire planetary gear mechanism 217 integrally rotates with the multi-plate clutch C0 or the one-way clutch F0 engaged. Therefore, the intermediate shaft 221 rotates at the same speed as the input shaft 214, and the low speed stage is established. Further, when the brake B0 is engaged and the rotation of the sun gear 219 is stopped, the ring gear 22
0 is increased in speed with respect to the input shaft 214 to rotate in the normal direction, and a high speed stage is set.

On the other hand, the main transmission section 216 is provided with three sets of planetary gear mechanisms 222, 223, 224, and the rotary elements constituting the three sets of planetary gear mechanisms 222, 223, 224 are connected as follows. Has been done. That is, the sun gear 225 of the first planetary gear mechanism 222 and the sun gear 226 of the second planetary gear mechanism 223 are integrally connected to each other. In addition, the ring gear 22 of the first planetary gear mechanism 222
7, the carrier 229 of the second planetary gear mechanism 223, and the carrier 231 of the third planetary gear mechanism 224 are connected. Further, the output shaft 232 is connected to the carrier 231. The output shaft 232 is connected to wheels (not shown) via a torque transmission device (not shown). Furthermore, the ring gear 233 of the second planetary gear mechanism 223
Are connected to the sun gear 234 of the third planetary gear mechanism 224.

In the gear train of the main transmission unit 216,
It is possible to set one reverse gear and four forward gears. A friction engagement device for setting such a shift speed, that is, a clutch and a brake is provided as follows. First, regarding the clutch, a first clutch C1 is provided between the ring gear 233 and the sun gear 234 and the intermediate shaft 221.
A second clutch C2 is provided between the sun gear 225 and the sun gear 226, which are connected to each other, and the intermediate shaft 221.

Next, the brake will be described. The first brake B1 is a hand brake, and the sun gear 225 of the first planetary gear mechanism 222 and the second planetary gear mechanism 2 are used.
It is arranged so as to stop the rotation of the sun gear 226 of No. 23. 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 225 and 226 and the casing 235. The first one-way clutch F1 includes the sun gears 225, 22.
6 engages in the reverse rotation, that is, when it tries to rotate in the direction opposite to the rotation direction of the input shaft 214.

A third brake B3, which is a multi-plate brake, is provided between the carrier 237 of the first planetary gear mechanism 222 and the casing 235. The third planetary gear mechanism 224 includes a ring gear 238, and as a brake that stops the rotation of the ring gear 238, a fourth brake B4, which is a multi-disc brake, and a second one-way clutch F.
2 and are provided. The fourth brake B4 and the second one-way clutch F2 include the casing 235 and the ring gear 2.
And 38 in parallel with each other. The second one-way clutch F2 is configured to engage when the ring gear 238 tries to rotate in the reverse direction. Further, an input rotation speed sensor (turbine rotation speed sensor) 4A that detects the input rotation speed of the gear transmission mechanism 4, and an output rotation speed sensor (vehicle speed sensor) 4B that detects the rotation speed of the output shaft 232 of the gear transmission mechanism 4 are provided. Is provided.

The gear transmission mechanism 20 configured as described above.
In Fig. 2, by engaging / disengaging the friction engagement devices such as the clutches and brakes as shown in the operation engagement table of Fig. 4, it is possible to set the shift speed of 5 forward gears and 1 reverse gear. it can. In FIG. 4, a circle indicates that the friction engagement device engages, a circle indicates that the friction engagement device engages during engine braking, and a triangle indicates that the friction engagement device engages. Either the disengagement may be performed, in other words, the fact that the friction engagement device is engaged is not related to the transmission of the torque, and the blank indicates that the friction engagement device is disengaged.

Next, the shift selector used in this embodiment will be described. The shift selector 60 shown in FIG. 5 is a so-called gate type, and various shift lever positions can be set by manually operating the shift lever 44. That is, P (parking) position, R (reverse) position, N (neutral) position, D
Each position of (drive) position, 4 position, 3 position, 2 position, and L (low) position can be set. As shown, the D position and the 4 position, and the 2 position and the L position are in the left-right direction. You can select by moving.

Here, D position, 4 position, 3
Position 2, 2 and L are forward positions. And D position, 4 position, 3
In the state where the position and the second position are set, it is possible to shift between a plurality of shift stages. On the other hand, the L position or the reverse position R
When the position is set, it is fixed to a single gear.

Then, the first shift lock solenoid 61
The second shift lock solenoid 62 is provided inside the shift selector 60. When the gate-type shift selector 60 is provided, one of the stop conditions of the engine 1 due to the eco-run includes that the shift lever 44 is in the P position. When the engine 1 is stopped, the lock shaft 61a of the first shift lock solenoid 61 and the lock shaft 62a of the second shift lock solenoid 62 project and the movement from the P position to another position is prohibited, that is, the shift. Locked. The shift lock can be mechanically released by operating the shift lock release button 63, and the engine 1 is restarted when the shift lock release button 63 is operated as described later.

Further, this gate type shift selector 60
When the shift lever 44 is moved from the P position to another position while the engine 1 is stopped, the shift selector 60 is restarted for that reason. A mechanism is provided. When the shift lever 44 is in the P position,
It is biased in the right direction in the drawing by a biasing means (not shown) such as a spring, and is in the position shown by ●, and is biased inside the shift selector 60 by a spring. A P-groove switch 64 that is pressed by the shifted shift lever 44 is attached.

Therefore, in order for the driver to shift from the P position to another position, it is first necessary to move the shift lever 44 to the left in the figure against the biasing force. Conversely, unless the shift lever 44 is moved to the left in the figure against the biasing force, the driver cannot shift from the P position to another position. Then, when the driver moves the shift lever 44 counter to the urging force and moves it to the left in the drawing, the P-groove switch 64 operates to emit a signal. This signal is delivered to the controller 7, and the engine 1 is restarted based on this signal.

The shift selector is often a straight type shift selector instead of the gate type shown in FIG. FIG. 6 is a top view of this straight type shift selector 60, and like the gate type shift selector, is provided with shift lock solenoids 61 and 62 and a shift lock release switch 63.

In this straight type shift selector 60, as shown in FIG. 7, a detent groove 65 is provided inside.
And a pin 66 is provided on the shift lever 44. The grooves at the P position and the N position are designed to drop suddenly. To shift to another position, push the knob switch 68 provided on the knob 67 of the shift lever 44 to remove the pin 66 from the groove. is necessary. Here, the N position groove is characterized in that it is a groove that suddenly drops not only on the R position side but also on the D position side (in a normal straight type shift selector, the N position detent groove is the R position). The side is a groove that suddenly falls, but the D position side is a groove that gently falls).

By utilizing the above structure,
When the straight type shift selector 60 is provided, one of the conditions for stopping the engine 1 is that the shift lever 44 is not only in the P position but also in the P position or the N position. When the shift lever 44 is moved from the P position or the N position to another position during the stop, the engine is restarted.

FIG. 8 shows the internal structure of the shift lever 44. When the knob switch 68 is pushed, the shaft 69 arranged inside the shift lever 44 is lowered and the pin 66 fixed to the shaft 69 is pushed downward. . A knob switch sensor 70 is arranged below the pin 66, and when the pin 66 is pushed downward, a signal is generated, the signal is transmitted to the controller 7, and the engine 1 is restarted based on this signal. Be done.

The control of the vehicle having the above hardware structure according to the present invention will be described below. First, the characteristics of the control will be described. First, as described above, the condition for the vehicle to stop in the eco-run includes that the shift lever 44 is in the P position or the N position (P position when the shift selector 60 is a gate type, the same applies hereinafter). When 1 is stopped, the shift lock solenoids 61 and 62 are operated. Then, the engine 1 is restarted when the driver operates the shift lock release switch 63, and also the engine 1 is restarted when the driver performs a preliminary operation for moving the shift lever 44.

FIG. 1 is a flowchart of this control. In the flowchart of FIG. 1, first, various detection signals are input in step 20, and it is determined in step 30 whether or not the ignition switch is ON. If the determination is negative, the process jumps to step 90, When a positive determination is made, the routine proceeds to step 40, where it is determined whether or not the engine 1 is stopped.

Here, as described above, in this embodiment, one of the conditions for stopping the engine 1 includes the shift lever 44 being in the P position or the N position. Therefore, being in step 40 means that the shift lever 44 is in the P position or the N position. If a negative determination is made in step 40, that is, if the engine 1 is not stopped, the process jumps to step 110 and returns.
On the other hand, if an affirmative decision is made in step 40, that is,
If the engine 1 is stopped, the routine proceeds to step 50.

At step 50, it is judged if the shift lever 44 is not at the P position or the N position. This determination is executed by the shift position sensor 45. Here, when the engine 1 is stopped, the first and second shift lock solenoids 61 and 62 are turned on, and the first and second shift lock solenoids 61 and 62 are
The shift lock shafts 61a and 62a of 62 are projected.

Therefore, when the affirmative determination is made in step 50 and the shift shift lever 44 is not in the P position or the N position, the driver operates the shift lock release button 63 of the shift selector 60 in FIG. , Which means that the shift lock shafts 61a and 62a of the second shift lock solenoids 61 and 62 are mechanically released, indicating that the driver has a strong intention to start.

If the determination in step 50 is affirmative, the process proceeds to step 60 and the engine 1 is restarted.
When restarting the engine 1, the driver selects the shift selector 60.
This is performed at the time when the shift lock release button 63 is operated. Therefore, the shift lever 44 from the P position or the N position to any other position
The engine 1 is already in a restarted state when the movement is completed.

When the operation of step 60 is completed, the routine proceeds to step 90, where the first and second shift lock solenoids 61 and 62 are turned off, and then the routine proceeds to step 110 and returns. Here, when the affirmative determination is made in step 50, the shift lock release button 63 is operated, but in step 90, the first and second shift lock solenoids 6 are operated.
As described above, the switches 1 and 62 are turned off by releasing the shift lock release button 63 by mechanically releasing the shift lock. The shift lock shafts 61a and 62a are mechanically released.
The first and second shift lock solenoids 6 by simply pushing the shift lock solenoids 61 and 62 against the pressing force.
This is because 1, 62 are energized and remain turned on.

On the other hand, if a negative decision is made at step 50, then the processing advances to step 70, at which it is decided whether or not the preliminary operation for changing the shift position has been executed. When the shift selector 60 is a gate type, this preliminary operation means that the driver moves the shift lever in the P position to the left in the figure against the biasing force, and the determination of the execution is P. It is performed by a signal from the groove switch 64. On the other hand, when the shift selector 60 is a straight type, it means that the driver pushes the shift knob switch 68, and the determination of the execution is made by a signal from the knob switch sensor 70.

Instead of the P-groove switch 64 and the knob switch sensor 70, the knob 67 of the shift lever 44 is provided with a pressure sensor for detecting that the driver grips the knob 67, and the preliminary movement is detected by the signal. Alternatively, any other method may be used as long as the preliminary movement can be surely detected. It should be noted that it is also possible to positively use such switches for detecting the preliminary operation of changing the shift position for restarting.

If the affirmative determination is made in step 70, that is, if the preliminary operation for changing the shift position is performed, the process proceeds to step 80, where a command for starting the engine 1 is issued, and then the process proceeds to step 90, and After turning off the first and second shift lock solenoids 61 and 62, the routine proceeds to step 110 and returns. On the other hand, if a negative determination is made in step 70, the routine proceeds to step 100, where the first and second shift lock solenoids 61, 62 are turned off.
After setting to FF, the process proceeds to step 110 and returns. Also, if the determination in step 40 is negative and the process jumps to step 90, the first and second shift lock solenoids 61 and 62 are turned on in step 90, and then the process proceeds to step 110 and returns.

Since the present embodiment operates as described above, the shift lever 44 is moved to the shift lock release button 64 from the state where the engine 1 is automatically stopped by the eco-run.
When the shift lever 44 is forcibly moved to a position other than the P position or the N position and the shift lever 44 actually moves, the engine is restarted. Therefore, even if the accelerator pedal is suddenly depressed after that, the oil pump 19 is already in operation and the hydraulic pressure is being supplied to the automatic transmission 2. Therefore, the slip amount of the clutches in the automatic transmission 2 is increased. It is possible to prevent a decrease in durability due to an increase in

On the other hand, when the shift lever 44 is not forcibly moved to any position other than the P position or the N position,
Preparatory operation for changing the shift position described above, or
The engine 1 is restarted by an operation such as depressing the accelerator pedal, and after the restart, the shift lock solenoid 61,
Since 62 is turned off (proceeding from step 40 to step 90), the movement to a position other than the P position is performed after restart, and similarly to the above, even if the accelerator pedal is suddenly depressed thereafter, Since the oil pump 19 is also operating and hydraulic pressure is being supplied to the automatic transmission 2, it is possible to prevent the slip amount of the clutches in the automatic transmission 2 from increasing and the durability from decreasing.

In the present embodiment, as described above, the oil pump is activated at the time of starting operation, the hydraulic pressure is supplied to the automatic transmission 2, and the clutches in the automatic transmission 2 may slip when starting. Prevented, but further forward clutch C1
When the hydraulic pressure is supplied to, the rapid pressure increase control for temporarily increasing the hydraulic pressure for a predetermined time is executed at the initial stage of supply to supplement the above-mentioned action.

Therefore, with reference to FIG. 9, a structure for promptly engaging the forward clutch C1 by appropriate rapid pressure increase control will be described. In FIG. 9, the line pressure regulated by the primary regulator valve 250 finally passes through the manual valve 254 and finally the forward clutch C.
1 is supplied. Here, when the solenoid 260 controls the switching valve 258 to open by receiving the command of the rapid pressure increase control from the controller 7, the line pressure PL passing through the manual valve 254 passes through the large orifice 256, It is directly supplied to the forward clutch C1. Note that, at the stage where this rapid pressure increase control is being executed, the accumulator 270 does not function due to the setting of the spring constant of the spring 274.

Eventually, when the solenoid 260 cuts off the switching valve 258 in response to a command to end the rapid pressure increase control from the controller 7, the line pressure PL passing through the large orifice 256 advances relatively slowly through the small orifice 264. It is supplied to the clutch C1 (route substantially the same as the conventional route). Further, at this stage, the hydraulic pressure supplied to the forward clutch C1 is high, so the hydraulic pressure of the oil passage 266 connected to the accumulator 270 moves the piston 272 upward in the figure against the spring 274. As a result, the rising speed of the hydraulic pressure supplied to the forward clutch C1 is moderated while the piston 272 is moving, and the forward clutch C1 is engaged very smoothly.

FIG. 10 shows the hydraulic pressure supply characteristics of the forward clutch C1. In FIG. 10, the thin line shows the case where the rapid pressure increase control was not executed, and the thick line shows the case where it was executed. Further, a portion labeled Tfast indicates a period (predetermined period) during which the rapid pressure increase control is executed. This period T
The fast corresponds to a period in which the piston (not shown) of the forward clutch C1 packs a so-called clutch pack, and also corresponds to a period slightly before the engine rotation speed reaches a predetermined idle rotation speed. It should be noted that Tc and Tc 'correspond to a period in which the clutch pack of the forward clutch C1 is packed.

If the rapid pressure increase control is not executed, the oil is supplied through a route substantially the same as the conventional one bypassing the switching valve 258, so that the clutch pack of the piston of the forward clutch C1 is packed. A considerable amount of time Tc 'has elapsed, and the engagement is completed at time t2 by following the course indicated by the thin line in the figure.

As is clear from the display of FIG.
The start timing Ts of the rapid pressure increase control is set when the engine speed NE reaches a predetermined value NE1.
In this way, the rapid pressure increase control is performed by the engine restart command Tco.
The reason why the engine 1 is not started at the same time as m is the time T1 from the state where the engine speed is zero to the state where it slightly rises (the state where it rises to a value of NE1).
However, there is a possibility that it may greatly vary depending on the driving environment.

If the rapid pressure increase control is started at the same time as the engine restart command Tcom, the forward clutch C1 is sometimes affected by this variation while the rapid pressure increase control is being executed. Engagement may start and a large engagement shock may occur. Therefore, by avoiding immediately after restarting the engine, which has a large variation, and by setting the time Ts when the engine starts to rise slightly as the start timing of the rapid pressure increase control, the variation is small (stable) regardless of the difference in the running environment. Oil supply control can be realized.

By performing the above-described rapid pressure increase control after the engine is restarted, the hydraulic pressure inside the transmission is rapidly increased prior to the operation according to the present invention, and the shift lever 44 is immediately moved to a position other than the P position after the restart. When the accelerator pedal is moved to the position where the accelerator pedal is rapidly depressed, it is possible to prevent the slip amount of the clutch from increasing and prevent the durability from decreasing.

Finally, the hill hold control will be described. If the engine 1 is running even when the vehicle is stopped,
As long as the shift lever is in the D position, the forward clutch C1 is engaged, and the creep force for moving the vehicle forward is exerted. Therefore, it is possible to prevent the vehicle from moving backward due to this creep force on an uphill road having a gentle slope. However, in the stop / restart device, the engine 1 is stopped when the vehicle stops, so that the creep force does not work. Therefore, when the stopped position is an uphill road, the vehicle will move backward unless the brake is continuously pressed.

Therefore, when it is determined that the stopping conditions are met, the hill hold control is performed to hold the master cylinder hydraulic pressure of the brake device and hold the braking force to suppress the rotation of the wheels. This hill hold control is also executed by the controller 7 by a program. In addition, the hill hold control uses the anti-lock brake device (A
This is preferably performed by driving an actuator (not shown) for BS). Further, the rotary shaft connected to the wheels may be mechanically locked. The hill hold control continues the braking force when the transmission is in the traveling position and when the engine 1 is restarted under a specific condition not intended for traveling while the engine 1 is stopped.

The example in which the transmission includes the engagement element engaged by the hydraulic pressure generated by the oil pump driven by the engine 1 has been described above. However, the transmission includes a power generation mechanism driven by the engine 1. Similar control can be performed when the electromagnetic clutch is engaged based on the generated electric power.

[0059]

The invention described in each claim engages the engaging element.
Equipped with a transmission that transmits the engine torque to the wheels
Used in vehicles that
When certain conditions including certain things are met, the engine is
Stop and restart the engine when the above conditions are not met.
It is an engine stop restart device that starts, but the engine
Where the shift lever is included in the stop condition after restarting
Movement to move from a fixed position to other positions
Work is done, the engine speed rises and the hydraulic pressure rises
After that, the engaging elements of the transmission are
Sliding in the engaged state is suppressed and durability is improved.

[Brief description of drawings]

FIG. 1 is a flowchart of restart control according to an embodiment of the present invention.

FIG. 2 is a diagram showing a configuration of an engine stop / restart system to which the present invention is applied.

3 is a skeleton diagram showing the configurations of the gear shift mechanism and the torque converter shown in FIG. 2. FIG.

FIG. 4 is a diagram showing an operating state of a friction engagement device for setting each shift speed in the gear shift mechanism shown in FIG.

FIG. 5 is a diagram showing a gate type shift lever.

FIG. 6 is a top view of a straight type shift lever.

FIG. 7 is a side view of the straight type shift lever of FIG.

FIG. 8 is a diagram for explaining the operation of the straight type shift lever of FIG.

FIG. 9 is a diagram showing the oil supply characteristics of the forward clutch along the time axis.

FIG. 10 is a hydraulic circuit diagram showing a main part of a hydraulic control device for executing rapid pressure increase control.

[Explanation of symbols]

1 ... engine 2 ... Automatic transmission 3 ... Motor generator 60 ... Shift selector 61, 62 ... Shift lock solenoid 63 ... Shift lock release button 68 ... Knob switch 70 ... Knob switch sensor

Continuation of the front page (56) Reference JP 10-71870 (JP, A) JP 2000-265930 (JP, A) JP 8-14076 (JP, A) JP 54-65259 (JP, A) Japanese Unexamined Patent Publication No. 9-109720 (JP, A) Actual development Sho 59-91440 (JP, U) Actual development 2-15520 (JP, U) (58) Fields investigated (Int.Cl. ⁷ , DB name) ) F16H 59/00-61/36 F16H 61/16-61/24 F16H 63/00-63/48 F02D 29/00-29/06 B60K 41/00-41/28 B60K 20/00-20/08

Claims (9)

(57) [Claims] 1. When used in a vehicle equipped with a transmission that engages an engagement element to transmit torque of an engine to a wheel side, and when a predetermined condition including that the transmission is in a predetermined shift position is satisfied. An engine stop / restart device for stopping the engine and restarting the engine when the above conditions are not satisfied, wherein the shift lock means prohibits the shift lever from moving to a position other than a predetermined position while the engine is stopped. The shift lock means shall not be operated except when the engine is stopped.
There, the engine stop and restart device, characterized in that. 2. The engine torque is applied by engaging an engagement element.
Used in vehicles equipped with a transmission that transmits to the wheels
Predetermined conditions, including that the machine is in the prescribed shift position
When the condition is met, the engine is stopped and the above conditions are not met.
Re-start the engine when it gets up
It is a starter, and the shift lever is not in the specified position when the engine is stopped.
Shift lock means for prohibiting the movement of the engine
Release the prohibition of moving the bar to a position other than the designated position.
An engine stop / restart device characterized by: 3. When the vehicle is equipped with a transmission that engages an engagement element to transmit the torque of the engine to the wheel side, and when a predetermined condition including that the transmission is in a predetermined shift position is satisfied. An engine stop / restart device for stopping the engine and restarting the engine when the above conditions are not met, wherein the shift lever is in a position other than a predetermined position while the engine is stopped.
It is equipped with shift lock means for prohibiting movement of the shift lever to the position other than the predetermined position.
Except when the above engine stop conditions are not met
Engine restart, characterized by restarting the engine
Equipment . 4. A shift lock means except when the engine is stopped.
4. The engine according to claim 3, which is not operated.
Engine stop restart device. 5. A driver's shift occurring while the engine is stopped.
Shift position change that can detect the intention to change the position
Equipped with means to detect intention to change driver's shift position
A special feature is to restart the engine when an intention is detected.
Engine restart according to claim 1 or 2
apparatus. 6. The transmission includes a shift lock when the engine is stopped.
Shift lock means and the shift lock means
Shift lock release means to manually release the lock
Shift lock release is provided for the shift position change intention detection means.
A contract characterized by detecting that the means has been activated
The engine stop / restart device according to claim 5. 7. The shift position of the transmission after the preliminary operation is performed.
The shift position can be changed , and the shift position change intention detecting means is the shift position.
Shift position change preliminary movement to detect change preliminary movement
6. The work detection means according to claim 5, wherein
Engine stop restart device. 8. An engine torque is obtained by engaging an engagement element.
Used in vehicles equipped with a transmission that transmits to the wheels
Predetermined conditions, including that the machine is in the prescribed shift position
When the condition is met, the engine is stopped and the above conditions are not met.
Re-start the engine when it gets up
The starter is a gate type shift selector and shifts when the engine is stopped.
Prohibit moving the lever out of its designated position
Shift lock means for
Engine stop restart device. 9. Engaging engagement elements to increase engine torque
Used in vehicles equipped with a transmission that transmits to the wheels
Predetermined conditions, including that the machine is in the prescribed shift position
Ken stops the engine when it formed stand, the conditions FuNaru
Re-start the engine when it gets up
A starting device, wherein a predetermined position of the transmission is a parking position
And it occurs when the engine is stopped with the gate type shift selector.
Shifter that can detect the driver's intention to change the shift position
Equipped with a shift position change intention detecting means, when the driver's shift position change intention is detected,
The engine restarts characterized by restarting the engine.
Starter.