JP2013204625A - Control device for vehicle - Google Patents

Abstract

An electric oil pump provided in an automatic transmission is appropriately controlled while the engine is stopped based on the state of the vehicle.
When the vehicle is running (YES at S100), the accelerator is off (YES at S102), and the engine is stopped (YES at S104). ), Determining the flow rate of the electric oil pump according to the vehicle speed (S108), controlling the electric oil pump according to the determined flow rate (S110), and when the vehicle is stopped (YES in S112) ) If the brake is on (YES in S114) and the engine is stopped (S116), the step of controlling the electric oil pump to a predetermined flow rate (S118); Run the program, including
[Selection] Figure 5

Description

  The present invention relates to control of an electric oil pump provided in an automatic transmission.

  Japanese Patent Application Laid-Open No. Hei 8- (1990) discloses a technique for supplying hydraulic oil to components in an automatic transmission using an electric oil pump instead of a mechanical oil pump during execution of idling slip control for temporarily stopping the engine while the vehicle is stopped. No. 14076 (Patent Document 1). Japanese Laid-Open Patent Publication No. 7-266932 (Patent Document 2) discloses a technique for disengaging the starting clutch and stopping the engine while the vehicle is running.

JP-A-8-14076 JP-A-7-266932

  By the way, when the engine is stopped while the vehicle is running, the operation of the mechanical oil pump is stopped. For this reason, it is necessary to supply hydraulic oil to the components in the automatic transmission using an electric oil pump as in the case of stopping the engine while the vehicle is stopped. However, when the electric oil pump is controlled in the same way when the vehicle is running and when it is stopped, the amount of hydraulic oil supplied to the components in the automatic transmission is insufficient during the running of the vehicle. There is a problem that durability is reduced, or that the amount of hydraulic oil supplied to components in the automatic transmission becomes excessive while the vehicle is stopped, resulting in deterioration of fuel consumption.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to control a vehicle control apparatus that appropriately controls an electric oil pump provided in a transmission while the engine is stopped based on the state of the vehicle. Is to provide.

  A vehicle control device according to an aspect of the present invention includes an engine, a clutch that disconnects power transmission between the engine and drive wheels, a transmission that shifts the output of the engine and transmits the output to wheels, and the engine as a power source. A first oil pump for supplying hydraulic oil to the transmission and a second oil pump for supplying hydraulic oil to the transmission using an electric motor as a power source, and an idling stop control for stopping the engine while the vehicle is stopped; This is a vehicle control device that performs inertial traveling control in which a clutch is disengaged while an engine is stopped during traveling. This control device makes the supply amount of the hydraulic oil supplied by the second oil pump when performing idling stop control different from the supply amount of the hydraulic oil supplied by the second oil pump when performing inertial running control.

  Preferably, when the engine is stopped, the control device makes the fluctuation amount of the supply amount when performing idling stop control smaller than the fluctuation amount of the supply amount when performing inertial running control.

  More preferably, the control device makes the supply amount when executing the idling stop control smaller than the supply amount when executing inertial running control.

  More preferably, the vehicle further includes a detection device that detects the speed of the vehicle. During execution of inertial traveling control, the control device increases the supply amount when the vehicle speed is high than when the vehicle speed is low.

  According to the present invention, the first oil pump is stopped while the engine is stopped. Further, during the traveling of the vehicle, the rotating element in the transmission is in a rotating state. Further, the rotating element in the transmission is stopped when the vehicle is stopped. For this reason, the amount of hydraulic oil required for proper lubrication in the transmission differs between when the vehicle is running and when it is stopped. For this reason, the supply amount of hydraulic oil when performing idling stop control and the supply amount of hydraulic oil when performing inertial running control are made different so that an appropriate supply amount of hydraulic oil according to the state of the vehicle can be supplied in the transmission. The components can be supplied. As a result, hydraulic oil can be supplied to the transmission without excess or deficiency. Therefore, it is possible to suppress a decrease in durability of the transmission and a deterioration in fuel consumption. Therefore, it is possible to provide a vehicle control device that appropriately controls the electric oil pump provided in the transmission based on the state of the vehicle while the engine is stopped.

It is a schematic block diagram which shows the power train of the vehicle which concerns on this Embodiment. It is a skeleton figure of the automatic transmission mounted in the vehicle which concerns on this Embodiment. It is a functional block diagram of ECU mounted in the vehicle which concerns on this Embodiment. It is a figure which shows the relationship between the speed of a vehicle, and the supply amount by an electric oil pump. It is a flowchart which shows the control structure of the program performed with ECU mounted in the vehicle which concerns on this Embodiment. It is a timing chart which shows operation | movement of ECU at the time of execution of free-run control. It is a timing chart which shows operation | movement of ECU at the time of execution of idling stop control.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, a vehicle 10 equipped with a vehicle control device according to the present embodiment will be described. The vehicle 10 is an FR (Front engine Rear drive) vehicle. The vehicle 10 may be a vehicle other than FR (for example, a front engine front drive (FF) vehicle).

  Vehicle 10 includes an engine 100, an automatic transmission 200, an ECU (Electronic Control Unit) 300, drive wheels 400, a differential gear 402, a drive shaft 404, and a propeller shaft 406. The vehicle control apparatus according to the present embodiment is realized by ECU 300.

  Engine 100 is an internal combustion engine that burns an air-fuel mixture of fuel injected from an injector (not shown) and air sucked from air cleaner 104 via intake passage 102 in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft that is the output shaft of the engine 100 is rotated. The power of the engine 100 is transmitted to the automatic transmission 200 via the crankshaft.

  The flow rate of air sucked from the air cleaner 104 is adjusted by the throttle valve 108. The throttle valve 108 operates using the throttle motor 110 as a power source. The throttle motor 110 is driven based on a control signal from the ECU 300.

  ECU 300 generates a control signal S <b> 1 for controlling engine 100 and transmits it to engine 100. When engine 100 is started, ECU 300 drives a starter motor (not shown) to rotate (crank) the crankshaft. ECU 300 stops fuel injection from the injector when engine 100 is stopped.

  Automatic transmission 200 is connected to the crankshaft of engine 100. The automatic transmission 200 changes the rotation speed of the crankshaft (hereinafter referred to as the engine rotation speed NE) to the rotation speed corresponding to the gear ratio according to the traveling state of the vehicle 10.

  In the present embodiment, the automatic transmission 200 will be described as a stepped automatic transmission that changes the gear ratio stepwise in accordance with the traveling state of the vehicle 10, but at least an electric oil pump described later is provided. Any automatic transmission may be used. Therefore, the automatic transmission 200 is not particularly limited to a stepped automatic transmission. For example, the automatic transmission 200 is a continuously variable automatic transmission that continuously changes the gear ratio according to the traveling state of the vehicle 10. It shall be good.

  Automatic transmission 200 includes a transmission mechanism 202, a torque converter 204, a hydraulic circuit 206, a mechanical oil pump 208, and an electric oil pump 209. The ECU 300 generates a control signal S2 for controlling the automatic transmission 200 and transmits it to the automatic transmission 200.

  A lockup clutch 216 is provided inside the torque converter 204. The lock-up clutch 216 brings the input shaft and the output shaft of the torque converter 204 into a directly connected state when it is in an engaged state, and cancels the directly connected state when it is in a disengaged state. In the present embodiment, the engaged state means a state where the lockup clutch 216 is completely engaged, and the non-engaged state includes a half-engaged state and a released state of the lockup clutch 216.

  The lockup clutch 216 is engaged, released, or semi-engaged by the hydraulic pressure supplied from the hydraulic circuit 206. The ECU 300 controls the hydraulic pressure supplied from the hydraulic circuit 206 to the lockup clutch 216 using various solenoids.

  The mechanical oil pump 208 sucks hydraulic oil in an oil pan (not shown) and supplies the hydraulic oil to the components (transmission mechanism 202, torque converter 204, hydraulic circuit 206) inside the automatic transmission 200. To do. The hydraulic oil supplied to the components inside the automatic transmission 200 circulates in the oil pan. The hydraulic oil is supplied to rotating elements such as a clutch element of the speed change mechanism 202, a brake element, and a gear of the planetary gear mechanism.

  Mechanical oil pump 208 is connected to a crankshaft of engine 100 and operates using engine 100 as a power source. Therefore, the mechanical oil pump 208 increases the engine rotational speed NE and increases the discharge flow rate (hereinafter also referred to as supply amount), and the engine 100 stops and stops operating. As the mechanical oil pump 208, for example, a gear pump or a vane pump is used.

  Electric oil pump 209 operates based on control signal S2 from ECU 300. The electric oil pump 209 sucks the hydraulic oil in the oil pan and supplies the hydraulic oil to the components inside the automatic transmission 200.

  When the engine 100 is stopped, the ECU 300 operates the electric oil pump 209 as the engine speed NE decreases (that is, the operation amount of the mechanical oil pump 208 decreases).

  When starting the engine 100, the ECU 300 stops the operation of the electric oil pump 209 as the engine speed NE increases (that is, the operation amount of the mechanical oil pump 208 increases).

  The ECU 300 controls the electric oil pump 209 so as to absorb the change in the supply amount due to the change in the operation amount of the mechanical oil pump 208 when the engine 100 is started and stopped by changing the operation amount of the electric oil pump 209. Control.

  In this way, ECU 300 controls electric oil pump 209 so that an appropriate amount of hydraulic oil is supplied to the internal components of automatic transmission 200 before and after engine 100 is started or stopped.

  In the present embodiment, the mechanical oil pump 208 and the electric oil pump 209 are described as being provided inside the automatic transmission 200. However, at least one of the mechanical oil pump 208 and the electric oil pump 209 is described. Either one may be provided outside the automatic transmission 200.

  The output shaft of the automatic transmission 200 is connected to the differential gear 402 via the propeller shaft 406. A drive shaft 404 is connected to the differential gear 402 by spline fitting or the like. The power from the automatic transmission 200 is transmitted to the left and right drive wheels 400 via the propeller shaft 406 and the drive shaft 404.

  The ECU 300 includes an air flow meter 106, a throttle opening sensor 112 of the throttle valve 108, an accelerator position sensor 302, a stop lamp switch 304, a wheel speed sensor 308, a position switch 310 of a shift lever 312 and an engine speed. The sensor 314, the input shaft rotational speed sensor 316, and the output shaft rotational speed sensor 318 are connected via a harness or the like.

  The air flow meter 106 is provided on the upstream side of the intake passage 102 with respect to the throttle valve 108. The air flow meter 106 detects a flow rate of air sucked from the air cleaner 104 (hereinafter referred to as an intake air amount Ga). The air flow meter 106 transmits a signal indicating the intake air amount Ga to the ECU 300.

  The throttle opening sensor 112 detects the opening of the throttle valve 108 (hereinafter referred to as the throttle opening Th) whose opening is adjusted by the throttle motor 110. The throttle opening sensor 112 transmits a signal indicating the throttle opening Th to the ECU 300.

  The accelerator position sensor 302 detects the depression amount AP of the accelerator pedal 301. The accelerator position sensor 302 transmits a signal indicating the depression amount AP of the accelerator pedal 301 to the ECU 300. Instead of the accelerator position sensor 302, an accelerator pedal depression sensor that detects the depression force on the accelerator pedal 301 may be used.

  The stop lamp switch 304 transmits an ON signal BK indicating that the brake pedal 303 is depressed to the ECU 300 when the stroke amount of the brake pedal 303 is equal to or larger than a predetermined amount. Instead of the stop lamp switch 304, a stroke sensor that detects the stroke amount of the brake pedal 303 may be used. In this case, ECU 300 may determine that brake pedal 303 has been depressed when the stroke amount received from the stroke sensor is equal to or greater than a predetermined amount. Alternatively, a brake pedal depression force sensor that detects the depression force on the brake pedal 303 may be used instead of the stop lamp switch 304.

  The wheel speed sensor 308 detects the rotation speed of the drive shaft 404, that is, the wheel speed Nw. Wheel speed sensor 308 transmits a signal indicating wheel speed Nw to ECU 300. ECU 300 calculates speed V of vehicle 10 based on the received wheel speed Nw. The ECU 300 may calculate the speed V of the vehicle 10 based on an output shaft rotational speed NO described later.

  The position switch 310 detects the position of the shift lever 312. The shift lever 312 is provided to be movable along a shift gate having a predetermined shape. The position switch 310 transmits a signal indicating the position of the shift lever 312 on the shift gate to the ECU 300.

  ECU 300 controls automatic transmission 200 such that the shift range of automatic transmission 200 matches the shift range corresponding to the position of shift lever 312. The shift range includes, for example, a drive (D) range, a neutral (N) range, a reverse (R) range, and a parking (P) range.

  The engine speed sensor 314 detects the engine speed NE. The engine speed sensor 314 transmits a signal indicating the engine speed NE to the ECU 300.

  Input shaft rotational speed sensor 316 detects the input shaft rotational speed of automatic transmission 200 (hereinafter referred to as turbine rotational speed NT). Input shaft rotation speed sensor 316 transmits a signal indicating turbine rotation speed NT to ECU 300.

  The output shaft speed sensor 318 detects the output shaft speed NO of the automatic transmission 200. Output shaft rotational speed sensor 318 transmits a signal indicating output shaft rotational speed NO to ECU 300.

  The crankshaft of engine 100 is connected to the input shaft of torque converter 204, and the output shaft of torque converter 204 is connected to the input shaft of transmission mechanism 202. Therefore, engine speed NE is the same as the rotational speed of the input shaft of torque converter 204. Further, the input shaft rotation speed of the transmission mechanism 202 is the same as the rotation speed of the output shaft of the torque converter 204.

  The ECU 300 includes a memory 306 such as a RAM (Random Access Memory) or a ROM (Read Only Memory), and includes an air flow meter 106, a throttle opening sensor 112, an accelerator position sensor 302, a stop lamp switch 304, a wheel speed sensor 308, and a position switch. 310, based on the signals sent from the engine speed sensor 314, the input shaft speed sensor 316, the output shaft speed sensor 318, and the like, the map and the program stored in the memory 306, Thus, the devices (engine 100 and automatic transmission 200) are controlled.

  When the driver moves the shift lever 312 to the position corresponding to the D range along the shift gate, when the D range is selected as the shift range of the automatic transmission 200, the ECU 300 corresponds to the traveling state of the vehicle 10. The automatic transmission 200 is controlled so that the selected gear position is selected.

  Alternatively, when the driver moves the shift lever 312 to a position corresponding to the N range and the N range is selected as the shift range of the automatic transmission 200, the ECU 300 causes the automatic transmission 200 to be in the neutral state (power The automatic transmission 200 is controlled so that the transmission is cut off.

  The configuration of the automatic transmission 200 will be described in detail with reference to FIG. Torque converter 204 includes a pump impeller 210, a stator 212, a turbine runner 214, a lockup clutch 216, and a one-way clutch 220.

  The pump impeller 210 is connected to an input shaft 218 connected to the crankshaft. The turbine runner 214 is connected to the output shaft 222. The stator 212 is provided between the pump impeller 210 and the turbine runner 214.

  The one-way clutch 220 limits the rotation direction of the stator 212 to one direction. The one-way clutch 220 includes an outer race 224 and an inner race 226. The outer race 224 of the one-way clutch 220 is fixed to the gear case 228, and the inner race 226 is connected to the stator 212.

  The torque converter 204 is filled with hydraulic oil. When the pump impeller 210 is rotated by the power of the engine 100 and the torque is transmitted by flowing the hydraulic oil from the pump impeller 210 toward the turbine runner 214, the direction in which the hydraulic oil flows is changed by the stator 212. As a result, the torque input to the input shaft 218 of the torque converter 204 is increased and transmitted to the output shaft 222. The detailed operating principle of the torque converter 204 is a well-known technique and will not be described in detail.

  When the lockup clutch 216 is engaged, the input shaft 218 and the output shaft 222 of the torque converter 204 are directly connected, and when the lockup clutch 216 is released, the direct connection state between the input shaft 218 and the output shaft 222 is canceled. .

  The transmission mechanism 202 is a Simpson gear train, and includes a first set 240 of planetary gear mechanisms, a second set 250 of planetary gear mechanisms, an output shaft 230, a B1 brake 260 fixed to the gear case 228, and B2. A brake 262, a C1 clutch 264, and a C2 clutch 266 are included. The transmission mechanism 202 is not limited to a Simpson type gear train, and may be another type of gear train.

  The first set 240 and the second set 250 are both single-pinion type planetary gear mechanisms. The first set 240 includes a first sun gear 242, a first pinion gear 244, a first ring gear 246, and a first carrier 248.

  First sun gear 242 is coupled to output shaft 222 of torque converter 204 with C2 clutch 266 interposed. Further, the rotation of the first sun gear 242 is restricted when the B2 brake 262 is engaged. The first pinion gear 244 is rotatably supported by the first carrier 248. First pinion gear 244 meshes with first sun gear 242 and first ring gear 246. First ring gear 246 is coupled to output shaft 222 of torque converter 204 with C1 clutch 264 interposed. The first carrier 248 is connected to the second ring gear 256 of the second set 250 and the output shaft 230 of the speed change mechanism 202.

  The second set 250 includes a second sun gear 252, a second pinion gear 254, a second ring gear 256, and a second carrier 258.

  Second sun gear 252 is connected to first sun gear 242. Therefore, the rotation of the second sun gear 252 is restricted when the B2 brake 262 is engaged. The second pinion gear 254 is rotatably supported by the second carrier 258. Second pinion gear 254 meshes with second sun gear 252 and second ring gear 256. The second carrier 258 is connected to the B1 brake 260. Therefore, the rotation of the second carrier 258 is restricted when the B1 brake 260 is engaged. Second ring gear 256 is connected to first carrier 248 and output shaft 230 of transmission mechanism 202.

  In the speed change mechanism 202 having the above-described configuration, when at least both the C1 clutch 264 and the C2 clutch 266 are released, the automatic transmission 200 causes the power of the engine 100 to be applied to the output shaft 230 of the speed change mechanism 202. A state where no power is transmitted, that is, a power cut-off state (hereinafter referred to as a neutral state) is established.

  On the other hand, when at least one of the B1 brake 260, the B2 brake 262, the C1 clutch 264, and the C2 clutch 266 is engaged, any one of a plurality of shift speeds (for example, the fourth speed) is changed. A step is formed.

  In the present embodiment, the C1 clutch 264 is engaged when a gear position (first gear) for starting the vehicle 10 is formed. At this time, the C2 clutch 266 is released. Further, when a high speed side gear stage (for example, the fourth gear stage) is formed after the vehicle 10 starts, the C1 clutch 264 is released and the C2 clutch 266 is engaged.

  In the vehicle 10 having such a configuration, the ECU 300 executes the idling stop control when a predetermined first execution condition regarding the state of the vehicle 10 is satisfied while the vehicle 10 is stopped. The idling stop control refers to control for stopping the engine 100 while the vehicle 10 is stopped. When the idling stop control is executed, engine 100 is stopped with C1 clutch 264 engaged.

  In the present embodiment, the predetermined first execution condition is, for example, a condition that the brake is on and the vehicle 10 is stopped. The brake-on state refers to a state in which the ECU 300 receives the on signal BK from the stop lamp switch 304.

  The predetermined first execution condition only needs to include at least the above-described conditions. For example, in addition to the above-described conditions, the condition that the engine is in the D range, the condition that the accelerator is off, and the brake master cylinder You may make it include at least any one of the conditions that a pressure is more than a threshold value.

  Further, ECU 300 ends idling stop control by starting engine 100 when a predetermined first end condition for the state of vehicle 10 is satisfied.

  The predetermined first end condition may be, for example, a condition that the above-described predetermined first execution condition is not satisfied, or a threshold value included in the above-described predetermined first execution condition. However, a new threshold value having a certain difference that does not cause control hunting may be used as a condition.

  For example, ECU 300 determines that a predetermined first end condition is satisfied when the brake is turned off. The brake off state refers to a state in which the ECU 300 does not receive the on signal BK from the stop lamp switch 304.

  Furthermore, the ECU 300 executes free-run control when a predetermined second execution condition for the state of the vehicle 10 is satisfied while the vehicle 10 is traveling. Free-run control refers to control in which power transmission is interrupted using a friction engagement element capable of interrupting power transmission between the engine 100 and the drive wheels 400 while the engine is stopped while the vehicle 10 is traveling.

  In the present embodiment, the frictional engagement element capable of interrupting power transmission between engine 100 and drive wheel 400 is one of the clutches in C1 clutch 264 and C2 clutch 266 that is engaged. . The friction engagement element may be a clutch different from the C1 clutch 264 and the C2 clutch 266 provided between the torque converter 204 and the speed change mechanism 202.

  The predetermined second execution condition is, for example, a condition that the vehicle 10 is traveling and the accelerator is off. The predetermined second execution condition only needs to include at least the above-described condition. For example, in addition to the above-described condition, a travel mode that preferentially executes free-run control is selected. Any one of the condition and the condition of being in the D range may be included.

  Further, ECU 300 ends the free-run control by starting engine 100 and engaging the above-described friction engagement element when a predetermined second end condition for the state of vehicle 10 is satisfied.

  The predetermined second end condition may be, for example, a condition that the above-described predetermined second execution condition is not satisfied, or a threshold value included in the above-described predetermined second execution condition However, a new threshold value having a certain difference that does not cause control hunting may be used as a condition.

  For example, ECU 300 determines that a predetermined second end condition is satisfied when the accelerator is on. When the free-run control is completed, ECU 300 determines the gear position based on depression amount AP of accelerator pedal 301, speed V of vehicle 10, and a predetermined shift diagram, and C1 clutch 264 and C2 clutch 266 are determined. The clutch corresponding to the determined shift stage is engaged.

  In the vehicle 10 having the above-described configuration, when the engine 100 is stopped while the vehicle 10 is traveling, the operation of the mechanical oil pump 208 is stopped. Therefore, it is necessary to supply hydraulic oil to the components in the automatic transmission 200 as described above using the electric oil pump 209 as in the case where the engine 100 is stopped while the vehicle 10 is stopped. However, when the electric oil pump 209 is controlled in the same way when the vehicle 10 is running and stopped, the amount of hydraulic oil supplied to the components in the automatic transmission 200 is insufficient during the running of the vehicle. The durability of the automatic transmission 200 may be reduced. Further, when the vehicle 10 is stopped, the amount of hydraulic oil supplied to the components in the automatic transmission 200 may become excessive, and fuel consumption may deteriorate due to unnecessary power consumption.

  Therefore, in the present embodiment, the ECU 300 causes the hydraulic oil supply amount by the operation of the electric oil pump 209 when performing the idling stop control and the hydraulic fluid by the operation of the electric oil pump 209 when performing the free-run control. It is characterized in that it is different from the supply amount.

  In the present embodiment, when engine 100 is stopped, ECU 300 supplies electric oil pump 209 to the electric oil pump 209 when the free run control is performed on the fluctuation amount of the electric oil pump 209 when the idling stop control is executed. Make it smaller than the amount of variation.

  Furthermore, in the present embodiment, during execution of free-run control, ECU 300 increases the supply amount when vehicle speed V is high compared to when vehicle 10 speed V is low.

  FIG. 3 shows a functional block diagram of ECU 300 mounted on vehicle 10 according to the present embodiment. The ECU 300 includes a traveling state determination unit 350, an accelerator determination unit 352, a free-run control unit 354, a brake determination unit 356, an idling stop control unit 358, an engine stop determination unit 360, a supply amount determination unit 362, A pump control unit 364.

  Traveling state determination unit 350 determines whether vehicle 10 is in a traveling state or a stopped state. Traveling state determination unit 350 determines that vehicle 10 is in the traveling state when speed V of vehicle 10 is equal to or higher than first threshold value V (1). Traveling state determination unit 350 determines that vehicle 10 is in a stopped state when speed V of vehicle 10 is equal to or lower than second threshold value V (2).

  The first threshold value V (1) is larger than the second threshold value V (2). The first threshold value V (1) is a value for determining that the speed V of the vehicle 10 is within the speed region where the free-run control is executed.

  The second threshold value V (2) is a value for determining that the vehicle 10 is in a stopped state, and is a value set in consideration of the detection error of the wheel speed sensor 308 or the output shaft rotational speed sensor 318, etc. It is. For example, the traveling state determination unit 350 turns on the traveling determination flag when it is determined that the vehicle 10 is in the traveling state, and turns off the traveling determination flag when it is determined that the vehicle 10 is in the stopped state. It may be in a state.

  The accelerator determining unit 352 determines whether or not the accelerator 10 is in the off state when the traveling state determining unit 350 determines that the vehicle 10 is in the traveling state. For example, accelerator determination section 352 determines that the accelerator is off when accelerator pedal 301 depression amount AP is smaller than threshold value AP (0).

  Threshold value AP (0) is a predetermined value for determining that depression of accelerator pedal 301 is released. The threshold value AP (0) may be zero, for example, or may be a value that considers the detection error of the accelerator position sensor 302.

  The accelerator determination unit 352 determines, for example, whether or not the accelerator is off when the travel determination flag is on, and sets the accelerator off determination flag to on when the accelerator is off. Also good.

  The free-run control unit 354 performs free-run control when the traveling state determination unit 350 determines that the vehicle 10 is in a traveling state and the accelerator determination unit 352 determines that the accelerator is off. Since free run control is as described above, detailed description thereof will not be repeated.

  Note that the free-run control unit 354 may execute the free-run control when, for example, both the travel determination flag and the accelerator-off determination flag are on. Further, the free-run control unit 354 may set the execution flag of the free-run control to an on state when executing the free-run control, for example.

  The brake determination unit 356 determines whether or not the brake is on when the traveling state determination unit 350 determines that the vehicle 10 is in a stopped state. For example, when the on signal BK is received from the stop lamp switch 304, the brake determination unit 356 determines that the brake is on.

  Note that the brake determination unit 356 determines, for example, whether or not the brake is on when the travel determination flag is off, and sets the brake on determination flag to on when the brake is on. Also good.

  The idling stop control unit 358 executes idling stop control when the traveling state determination unit 350 determines that the vehicle 10 is in a stopped state and the brake determination unit 356 determines that the vehicle is in a brake-on state. Since the idling stop control is as described above, detailed description thereof will not be repeated.

  For example, the idling stop control unit 358 may execute the idling stop control when the travel determination flag is in the off state and the brake on determination flag is in the on state. Further, the idling stop control unit 358 may turn on an idling stop control execution flag when executing idling stop control, for example.

  The engine stop determination unit 360 is in a stopped state when the accelerator determination unit 352 determines that the accelerator is off, or when the brake determination unit 356 determines that the brake is on. It is determined whether or not there is. Engine stop determination unit 360 may determine that engine 100 is in a stopped state, for example, when engine speed NE is smaller than threshold value NE (0). Alternatively, engine stop determination unit 360 determines that engine 100 is in a stopped state when a control signal is not transmitted to engine 100 or when an engine control execution flag is in an off state. Good. Engine stop determination unit 360 may turn on the stop determination flag when it is determined that engine 100 is in a stopped state.

  The supply amount determination unit 362 determines the supply amount of hydraulic oil from the electric oil pump 209 based on the determination results of the traveling state determination unit 350, the accelerator determination unit 352, the brake determination unit 356, and the engine stop determination unit 360.

  Supply amount determination unit 362, for example, when vehicle 10 is in a traveling state, is in an accelerator-off state, and engine 100 is in a stopped state (that is, when free-run control is being executed). The supply amount F by the electric oil pump 209 is determined based on the speed V of the vehicle 10.

  The supply amount determination unit 362 determines the supply amount of hydraulic oil so that the supply amount when the speed V of the vehicle 10 is high is higher than the supply amount when the speed V of the vehicle 10 is low. The supply amount determination unit 362 may determine the supply amount F based on the speed of the vehicle 10 and a predetermined map. The predetermined map is a map showing a predetermined relationship between the speed of the vehicle 10 and the supply amount F. For example, as shown in FIG. 4, the speed V of the vehicle 10 and the supply amount F have a linear relationship. It is a map to show. For example, when the speed V of the vehicle 10 is V (0), the supply amount determination unit 362 determines the supply amount by the electric oil pump 209 as F (0).

  It should be noted that the relationship between the speed V of the vehicle 10 and the supply amount F is a non-linear relationship as long as at least the determined supply amount F increases as the speed V of the vehicle 10 increases. Also good. Further, the supply amount F by the electric oil pump 209 determined based on the speed V of the vehicle 10 is a supply amount that can appropriately lubricate the components in the automatic transmission 200 that rotates while the vehicle 10 is traveling. Value.

  The supply amount determination unit 362 may determine the supply amount F based on the speed of the vehicle 10 when all of the travel determination flag, the accelerator determination flag, and the engine stop determination flag are on, for example. . Alternatively, the supply amount determination unit 362 may determine the supply amount F based on the speed V of the vehicle 10, for example, when the execution flag of the free run control is in an on state.

  Supply amount determination unit 362, for example, when vehicle 10 is in a stopped state, in a brake-on state, and engine 100 is in a stopped state (that is, when idling stop control is being executed). A predetermined value F (1) is determined as the supply amount F. For example, the predetermined value F (1) can appropriately lubricate the components in the automatic transmission 200 while the vehicle 10 is stopped, and can suppress the occurrence of clutch slip or the like when the vehicle 10 starts. It is a value that is the supply amount. When automatic transmission 200 is, for example, a belt-type continuously variable transmission, predetermined value F (1) is a value that provides a supply amount that can suppress the occurrence of belt slip when vehicle 10 starts. It is desirable to do.

  The supply amount determination unit 362 determines a predetermined value F (1) when, for example, the travel determination flag is off and the brake determination flag and the engine stop determination flag are both on. May be determined as the supply amount F of the electric oil pump 209. Or supply amount determination part 362 may determine predetermined value F (1) as supply amount F, for example, when the execution flag of idling stop control is in an ON state.

  In the present embodiment, the supply amount determination unit 362 has been described as determining the supply amount F by the electric oil pump 209. However, for example, the supply amount determination unit 362 controls the control value (duty command value) of the electric oil pump 209. ) May be determined.

  The pump control unit 364 controls the electric oil pump 209 according to the supply amount F determined by the supply amount determination unit 362. The pump control unit 364 generates a control value corresponding to the determined supply amount F and transmits it to the electric oil pump 209.

  The pump control unit 364 increases the operation amount of the electric oil pump 209 when the engine 100 shifts from the operating state to the stopped state by performing idling stop control or free-run control. The pump control unit 364 may increase the operation amount of the electric oil pump 209 in accordance with the decrease in the engine speed NE when the engine 100 shifts from the operating state to the stopped state.

  The pump control unit 364 reduces the operating amount of the electric oil pump 209 when the engine 100 shifts from the stopped state to the operating state due to the end of the idling stop control or the free run control. The pump control unit 364 may reduce the operation amount of the electric oil pump 209 according to the increase in the engine speed NE when the engine 100 shifts from the operating state to the stopped state.

  In the present embodiment, a traveling state determination unit 350, an accelerator determination unit 352, a free-run control unit 354, a brake determination unit 356, an idling stop control unit 358, an engine stop determination unit 360, and a supply amount determination unit Both 362 and the pump control unit 364 will be described as functioning as software realized by the CPU of the ECU 300 executing a program stored in the memory 306. However, the pump control unit 364 is realized as hardware. May be. Such a program is recorded in a storage medium and mounted on the vehicle 10.

  With reference to FIG. 5, a control structure of a program executed by ECU 300 mounted on vehicle 10 according to the present embodiment will be described.

  In step (hereinafter, step is referred to as S) 100, ECU 300 determines whether or not vehicle 10 is in a traveling state. If vehicle 10 is in a traveling state (YES in S100), the process proceeds to S102. If not (NO in S100), the process proceeds to S112.

  In S102, ECU 300 determines whether or not the accelerator is off. If the accelerator is off (YES in S102), the process proceeds to S104. If not (NO in S102), this process ends.

  In S104, ECU 300 determines whether engine 100 is in a stopped state. If engine 100 is stopped (YES in S104), the process proceeds to S106. If not (NO in S104), this process ends.

  In S106, ECU 300 acquires speed V of vehicle 10. For example, ECU 300 may calculate speed V of vehicle 10 based on wheel speed Nw, or may calculate speed V of vehicle 10 based on output shaft rotational speed NO.

  In S108, ECU 300 determines supply amount F by electric oil pump 209 based on speed V of vehicle 10. Since the specific method of determining the supply amount F by the electric oil pump 209 is as described above, the detailed description thereof will not be repeated. In S110, ECU 300 controls electric oil pump 209 in accordance with determined supply amount F.

  In S112, ECU 300 determines whether or not vehicle 10 is in a stopped state. If vehicle 10 is in a stopped state (YES in S112), the process proceeds to S114. If not (NO in S112), this process ends.

  In S114, ECU 300 determines whether or not the brake is on. If the brake is on (YES in S114), the process proceeds to S116. If not (NO in S114), this process ends.

  In S116, ECU 300 determines whether engine 100 is in a stopped state or not. If engine 100 is in a stopped state (YES in S116), the process proceeds to S118. If not (NO in S116), this process ends.

  In S118, ECU 300 determines a predetermined value F (1) as supply amount F and controls electric oil pump 209.

  An operation of ECU 300 mounted on vehicle 10 according to the present embodiment based on the above-described structure and flowchart will be described with reference to FIGS. 6 and 7.

<When executing free-run control>
As shown in FIG. 6, for example, a case is assumed in which the speed V (3) of the vehicle 10 is maintained in a constant state while the driver of the vehicle 10 depresses the accelerator pedal 301. Speed V (3) is greater than first threshold value V (1) (YES in S100). Since the accelerator is on (NO in S102), free-run control is not executed. At this time, since the engine 100 is in an operating state, the supply amount by the electric oil pump 209 becomes zero.

  When the driver of vehicle 10 releases depression of accelerator pedal 301 at time T (0), since vehicle 10 is traveling (YES in S100), the accelerator is off (in S102). YES), free-run control is executed. By executing the free-run control, one of the C1 clutch 264 and the C2 clutch 266 is released, and the engine 100 shifts from the operating state to the stopped state.

  When engine 100 is stopped at time T (1) (YES in S104), speed V (4) of vehicle 10 at time T (1) is acquired (S106). The supply amount F (2) by the electric oil pump 209 is determined from the acquired speed V (4) of the vehicle 10 (S108). The electric oil pump 209 is controlled so that the determined amount of hydraulic oil F (2) is discharged (S110).

  The vehicle 10 is decelerated by the accelerator off. Therefore, the speed V of the vehicle 10 decreases with time after the time T (0). Therefore, the supply amount F by the electric oil pump 209 also decreases based on the speed V of the vehicle 10.

  Therefore, in the period from time T (1) to T (2) when engine 100 is stopped, supply amount F decreases from F (2) to F (3). The supply amount F (3) is the supply amount by the electric oil pump 209 when the vehicle speed V is V (5).

  When the driver of the vehicle 10 depresses the accelerator pedal 301 and enters the accelerator-on state at time T (2), the engine 100 shifts from the stopped state to the operating state and the C1 clutch 264 or the C2 clutch 266 is turned on. Free-run control is completed by being engaged. As the engine speed NE increases, the operating amount of the mechanical oil pump 208 increases. When the engine 100 is started, the amount supplied by the electric oil pump 209 is reduced to zero.

<When performing idling stop control>
As shown in FIG. 7, for example, it is assumed that the vehicle 10 is traveling at a constant speed V (6) by the creep torque of the automatic transmission 200 with the accelerator pedal 301 and the brake pedal 303 depressed. To do. It is assumed that vehicle speed V (6) is smaller than first threshold value V (1) (NO in S100) and larger than second threshold value V (2) (S112). NO). At this time, engine 100 is in an idle state.

  When the driver increases the amount of depression of the brake pedal 303, an ON signal BK is transmitted from the stop lamp switch 304 to the ECU 300 at time T (3). Further, the speed V of the vehicle 10 decreases as the amount of depression of the brake pedal 303 increases.

  At time T (4), the speed V of the vehicle 10 becomes equal to or lower than the second threshold value V (2), and the vehicle 10 is stopped (NO in S100 and YES in S112). Since the brake is on (YES in S114), idling stop control is executed. By executing the idling stop control, the engine 100 shifts from the operating state to the stopped state.

  When engine 100 is stopped at time T (5) (YES in S116), electric oil pump 209 is controlled so that hydraulic oil having a predetermined value F (1) is discharged (S118). ).

  During the period from time T (5) to T (6) when engine 100 is stopped, supply amount F is in a constant state.

  When the driver of the vehicle 10 releases the depression of the brake pedal 303 and enters the brake-off state at time T (6), the idling stop control is performed by the engine 100 shifting from the stopped state to the operating state. finish. As the engine speed NE increases, the operating amount of the mechanical oil pump 208 increases. When the engine 100 is started, the amount supplied by the electric oil pump 209 is reduced to zero.

  Thus, since the speed V of the vehicle 10 decreases during the execution of the free-run control, the supply amount by the electric oil pump 209 also decreases. On the other hand, during the idling stop control, the supply amount by the electric oil pump 209 is constant. Therefore, the fluctuation amount of the supply amount by the electric oil pump 209 while the engine 100 is stopped when the idling stop control is executed is smaller than the fluctuation amount when the free-run control is executed.

  As described above, according to vehicle 10 according to the present embodiment, mechanical oil pump 208 is stopped while engine 100 is stopped. Further, while the vehicle 10 is traveling, the rotating elements in the automatic transmission 200 are in a rotating state. Further, while the vehicle 10 is stopped, the rotating elements in the automatic transmission 200 are stopped. Therefore, the amount of hydraulic oil required to properly lubricate the automatic transmission 200 differs between when the vehicle 10 is traveling and when it is stopped. Therefore, an appropriate amount of hydraulic oil according to the state of the vehicle 10 can be obtained by making the supply amount of hydraulic oil when executing idling stop control different from the supply amount of hydraulic oil when executing free-run control. The components in the automatic transmission 200 can be supplied. As a result, hydraulic oil can be supplied to the components in the automatic transmission 200 without excess or deficiency. Therefore, it is possible to suppress a decrease in durability and fuel consumption of the automatic transmission. Therefore, it is possible to provide a vehicle control device that appropriately controls the electric oil pump provided in the automatic transmission based on the state of the vehicle while the engine is stopped.

  In addition, when free-run control is executed, the ease of heat generation of the transmission changes depending on the change in vehicle speed. This is because while the vehicle 10 is traveling, the rotational state of the rotating element of the automatic transmission 200 also changes in accordance with changes in the traveling state such as the vehicle speed. If the supply amount of hydraulic oil is made constant, there may be a shortage of hydraulic oil at high vehicle speeds, or excessive supply of hydraulic oil at low vehicle speeds. For this reason, since the amount of hydraulic oil required for the automatic transmission 200 changes according to the vehicle speed, it is necessary to change the supply amount of hydraulic oil according to the state of the vehicle.

  On the other hand, when the idling stop control is executed, since the vehicle 10 is stopped, the rotating elements of the automatic transmission 200 are also stopped. Therefore, sufficient hydraulic oil can be supplied to the automatic transmission 200 without changing the supply amount of hydraulic oil.

  Therefore, by supplying the fluctuation amount of the supply amount when executing the idling stop control to be smaller than the fluctuation amount of the supply amount when executing the free-run control, the hydraulic oil is supplied to the automatic transmission 200 without excess or deficiency. Can do. Therefore, it is possible to prevent the durability of the automatic transmission 200 from decreasing.

  Furthermore, as described above, when the free-run control is executed, the automatic transmission 200 is more likely to generate heat because the rotating elements of the automatic transmission 200 rotate than when the idling stop control is executed. Therefore, it is necessary to cool the automatic transmission by supplying the automatic transmission 200 with an amount of hydraulic oil corresponding to the rotational state of the rotating element of the automatic transmission 200.

  In particular, as the speed of the vehicle 10 increases, the number of rotations of the rotating elements in the automatic transmission 200 increases. Therefore, when the speed of the vehicle 10 is high, the automatic transmission 200 is more likely to generate heat than when the speed of the vehicle 10 is low, and the amount of hydraulic oil necessary for cooling the automatic transmission 200 also increases. .

  Accordingly, during the execution of the free-run control, the amount of hydraulic oil supplied by the operation of the electric oil pump 209 is increased as the speed of the vehicle 10 increases, so that the hydraulic oil is supplied to the automatic transmission 200 without excess or shortage. Can do. As a result, cooling of the automatic transmission can be promoted to prevent a decrease in durability.

  Furthermore, when the free-run control or idling stop control is executed, the amount of hydraulic oil supplied by operating the electric oil pump 209 is increased when the temperature of the hydraulic oil is high compared to when the temperature of the hydraulic oil is low. You may make it make it. If it does in this way, when the temperature of hydraulic fluid is high, cooling of hydraulic fluid and the component in the automatic transmission 200 can be accelerated | stimulated.

  Alternatively, the flow of the hydraulic oil may be hindered due to an increase in the viscosity of the hydraulic oil as the temperature of the hydraulic oil decreases. Therefore, when the free-run control or idling stop control is executed, the amount of hydraulic oil supplied by operating the electric oil pump 209 is increased when the temperature of the hydraulic oil is low compared to when the temperature of the hydraulic oil is high. You may let them. If it does in this way, hydraulic fluid can be supplied to automatic transmission 200 without excess and deficiency at the time of low temperature.

  In the present embodiment, ECU 300 will be described as controlling electric oil pump 209 such that electric oil pump 209 continues to operate while engine 100 is stopped. For example, ECU 300 is operated intermittently. Also good.

  The electric oil pump 209 may be controlled such that the supply amount of the electric oil pump 209 when executing the idling stop control is smaller than the supply amount of the electric oil pump 209 when executing the free-run control. Even in this case, the hydraulic oil can be supplied to the automatic transmission 200 without excess or deficiency.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 10 Vehicle, 100 Engine, 102 Intake passage, 104 Air cleaner, 106 Air flow meter, 108 Throttle valve, 110 Throttle motor, 112 Throttle opening sensor, 200 Automatic transmission, 202 Transmission mechanism, 204 Torque converter, 206 Hydraulic circuit, 208 Machine Oil pump, 209 electric oil pump, 210 pump impeller, 212 stator, 214 turbine runner, 216 lockup clutch, 218 input shaft, 220 one-way clutch, 222, 230 output shaft, 224 outer race, 226 inner race, 228 gear case, 240 1st set, 242 1st sun gear, 244 1st pinion gear, 246 1st ring gear, 248 1st carrier, 250 2nd set, 2 2 Second sun gear, 254 Second pinion gear, 256 Second ring gear, 258 Second carrier, 260 B1 brake, 262 B2 brake, 264 C1 clutch, 266 C2 clutch, 300 ECU, 301 accelerator pedal, 302 accelerator position sensor, 303 brake Pedal, 304 Stop lamp switch, 306 Memory, 308 Wheel speed sensor, 310 Position switch, 312 Shift lever, 314 Engine speed sensor, 316 Input shaft speed sensor, 318 Output shaft speed sensor, 350 Running state determination unit, 352 Accelerator determination unit, 354 Free run control unit, 356 Brake determination unit, 358 Idling stop control unit, 360 Engine stop determination unit, 362 Supply amount determination unit, 364 Pump control Part, 400 drive wheel, 402 differential gear, 404 drive shaft, 406 propeller shaft.

Claims (4)

An engine, a clutch that disconnects power transmission between the engine and drive wheels, a transmission that shifts the output of the engine and transmits it to wheels, and hydraulic oil is supplied to the transmission using the engine as a power source A first oil pump and a second oil pump that supplies the hydraulic oil to the transmission using an electric motor as a power source;
A vehicle control device that performs idling stop control for stopping the engine while the vehicle is stopped, and inertial traveling control for disengaging the clutch while the engine is stopped during traveling,
The amount of hydraulic oil supplied by the second oil pump when the idling stop control is performed is different from the amount of hydraulic oil supplied by the second oil pump when the inertia traveling control is performed. Control device.   The control device makes the fluctuation amount of the supply amount when performing the idling stop control smaller than the fluctuation amount of the supply amount when performing the inertia running control while the engine is stopped. The vehicle control device described in 1.   2. The vehicle control device according to claim 1, wherein the control device makes the supply amount when the idling stop control is executed smaller than the supply amount when the inertia running control is executed. 3. The vehicle further includes a detection device that detects a speed of the vehicle,
4. The control device according to claim 1, wherein the control device increases the supply amount when the speed of the vehicle is high than when the speed of the vehicle is low during execution of the inertia traveling control. The vehicle control device described.

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