JP5836142B2 - Control device for power transmission system for vehicle - Google Patents

Description

  The present invention relates to a control device for a vehicle power transmission system, and more specifically to a control device that improves the startability of a vehicle after idling stop in the vehicle power transmission system.

  Recently, idling stop control for stopping an engine (prime motor) mounted on a vehicle when a predetermined condition is satisfied when the vehicle stops at a red light at an intersection has been proposed. Can be mentioned.

  The technology described in Patent Document 1 prevents a decrease in vehicle startability due to leakage of pulley supply hydraulic pressure by setting an idling stop duration time according to an oil temperature in a configuration including a belt-type continuously variable transmission.

JP 2010-230132 A

  The technique described in Patent Document 1 prevents the vehicle startability from being lowered by the configuration described above. However, the decrease in vehicle startability after idling stop is caused by the change in viscosity due to the oil temperature. In addition, the influence of the mechanical characteristics of the hydraulic pump is inevitable.

  That is, when the hydraulic pump driven by the prime mover is stopped, the hydraulic oil flows back and leaks between the discharge port and the suction port of the hydraulic pump. It was not something to consider.

  Accordingly, the object of the present invention is to eliminate the above-mentioned disadvantages and to take into account the leakage of hydraulic oil from a hydraulic pump that is driven by the rotational driving force of the prime mover mounted on the vehicle and supplies hydraulic oil to the components of the automatic transmission. Accordingly, an object of the present invention is to provide a control device for a vehicle power transmission system that prevents a decrease in vehicle startability after idling stop.

In order to achieve the above object, according to the first aspect of the present invention, an automatic transmission that transmits the rotational driving force of a prime mover mounted on a vehicle to wheels, and the rotational driving force of the prime mover that are driven by suction from a reservoir. A hydraulic pump that discharges the hydraulic pressure obtained by pressurizing the hydraulic oil sucked in through the outlet and supplies the hydraulic pressure to the components of the automatic transmission, and the idling stop of the prime mover when a predetermined condition is satisfied In a control device for a vehicle power transmission system comprising an idling stop control means for stopping the duration, a crank angle detection means for detecting a crank angle of the prime mover, and when the prime mover is stopped, the detected prime mover The hydraulic oil based on a characteristic indicating a degree of communication of the hydraulic oil between a discharge port and a suction port of the hydraulic pump that is set with respect to the crank angle from a crank angle The leakage amount estimating means for estimating the amount of leakage, and a idling stop duration setting means for setting the idling stop continuation time based on the leakage amount of the estimated operating oil, the idling stop duration setting means, The idling stop duration time is set so as to become shorter as the estimated amount of hydraulic fluid leakage increases .

In the control apparatus for a vehicle power transmission system according to claim 2, oil temperature detection means for detecting the temperature of the hydraulic oil is provided, and the idling stop duration setting means further includes the detected hydraulic oil. The idling stop duration time is set based on the temperature.

In the control device for a power transmission system for a vehicle according to claim 3, wherein the idling stop duration setting means, as the temperature of the pre-Symbol detected hydraulic oil is high, the idling stop duration to be shorter Configured to set.

  In the vehicle power transmission system control device according to claim 4, the hydraulic pump includes a gear pump having an n-tooth rotor, and the characteristic indicating the degree of communication between the discharge port and the suction port of the hydraulic pump is provided. The hydraulic pump having a rotation characteristic with respect to a crank angle of the n-tooth rotor, the leak amount estimating means detecting a crank angle of the prime mover, and setting the crank angle from the detected crank angle The amount of leakage of the hydraulic oil is estimated based on the characteristic indicating the degree of communication of the hydraulic oil between the discharge port and the suction port.

According to the first aspect of the present invention, automatic transmission is performed by discharging from the discharge port the hydraulic pressure that is driven by the rotational driving force of the prime mover mounted on the vehicle and pressurizing the hydraulic oil sucked from the reservoir through the suction port. In a vehicular power transmission system control device comprising a hydraulic pump to be supplied to a component of a machine and an idling stop control means for stopping the prime mover for an idling stop duration when a predetermined condition is satisfied, the crank angle of the prime mover is set. When the prime mover is detected and the prime mover is stopped, the amount of hydraulic fluid leakage is determined based on the characteristic indicating the degree of fluid communication between the discharge port and the suction port of the hydraulic pump that is set for the detected crank angle. estimated, based on the amount of leakage estimated hydraulic oil from the hydraulic pump, i.e., idling as leakage amount of the estimated hydraulic oil as shortened more stock Since it is configured to set the duration, it is possible to set the idling stop duration taking into account the leakage of hydraulic oil from the hydraulic pump appropriately, and avoiding insufficient supply of hydraulic oil to the transmission This makes it possible to prevent a decrease in the startability of the vehicle after idling stop.

The vehicle power transmission system control device according to claim 2 is configured to detect the temperature of the hydraulic oil and further set the idling stop duration based on the detected temperature of the hydraulic oil. The stop continuation time can be set more appropriately, and it is possible to avoid a shortage of supply of hydraulic oil to the transmission, so that it is possible to prevent a decrease in the startability of the vehicle after idling stop.

In the control device for a power transmission system for a vehicle according to claim 3, the higher the temperature of the test out hydraulic fluid, Owing to this configuration sets the idling stop duration to be shorter, the idling stop duration Can be set more appropriately, and it is possible to avoid insufficient supply of hydraulic oil to the transmission, and to prevent a decrease in the startability of the vehicle after idling stop.

  In the vehicle power transmission system control device according to claim 4, the hydraulic pump is a gear pump having an n-tooth rotor, and the characteristic indicating the degree of communication between the discharge port and the suction port of the hydraulic pump is n-tooth. The hydraulic oil is based on the rotational characteristics with respect to the crank angle of the rotor and the characteristics indicating the degree of communication of the hydraulic oil between the discharge port and the suction port of the hydraulic pump set from the detected crank angle to the crank angle. Therefore, in addition to the above-described effects, the leakage amount of hydraulic oil can be easily estimated.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an overall control apparatus for a vehicle power transmission system according to an embodiment of the present invention. FIG. 2 is a hydraulic circuit diagram of the hydraulic pressure supply mechanism shown in FIG. 1. FIG. 3 is a cutaway plan view of the hydraulic pump shown in FIG. 2. It is explanatory drawing which shows the characteristic which shows the communication degree of the hydraulic fluid between the discharge port of the hydraulic pump and the suction port which were calculated | required through experiment about the hydraulic pump shown in FIG. FIG. 5 is an explanatory diagram showing a characteristic of an idling stop duration set based on a leakage amount (communication degree) of hydraulic oil and an oil temperature estimated from the characteristics shown in FIG. 4. It is a flowchart which shows operation | movement (process) of the engine controller shown in FIG.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment for carrying out a vehicle power transmission system control device according to the invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram generally showing a control apparatus for a vehicle power transmission system according to an embodiment of the present invention, and FIG. 2 is a hydraulic circuit diagram of the hydraulic pressure supply mechanism shown in FIG.

  In FIG. 1, reference numeral 10 denotes an engine (prime mover). The engine 10 is a four-cylinder internal combustion engine that uses gasoline as fuel, and is mounted on a vehicle 14 having drive wheels (wheels) 12 (the vehicle 14 is partially shown by the drive wheels 12 and the like).

  A throttle valve (not shown) arranged in the intake system of the engine 10 is mechanically disconnected from the accelerator pedal 18 arranged on the floor surface of the vehicle driver's seat, and is a DBW (Drive By) composed of an actuator such as an electric motor. Wire) mechanism 16 is connected and opened and closed by DBW mechanism 16.

  The intake air metered by the throttle valve flows through an intake manifold (not shown), mixes with fuel injected from the injector 20 near the intake port of each cylinder to form an air-fuel mixture, and an intake valve (not shown) When the valve is opened, it flows into the combustion chamber (not shown) of the cylinder. In the combustion chamber, the air-fuel mixture is ignited and combusted, and after driving the piston and rotating the crankshaft 22, the air-fuel mixture is discharged to the outside of the engine 10 as exhaust gas.

  The rotation of the crankshaft 22 is input to a continuously variable transmission (hereinafter referred to as “CVT”) 26 via a torque converter (component (connection / disconnection mechanism)) 24.

  That is, the crankshaft 22 is connected to the pump / impeller 24a of the torque converter 24, while the turbine runner 24b disposed opposite thereto and receiving fluid (hydraulic oil) is connected to the main shaft (input shaft) MS. The pump impeller 24a and the turbine runner 24b are directly connected when a lockup clutch (connection / disconnection mechanism) 24c is engaged (turned on).

  The CVT 26 is connected to the main shaft MS, more precisely, a drive pulley (component) 26a disposed on the outer shaft, and a counter shaft (output shaft) CS parallel to the main shaft MS, more precisely to the outer shaft. It is composed of a driven pulley (component) 26b arranged and a power transmission element composed of an endless flexible member hung between them, for example, a metal belt 26c.

  The drive pulley 26a is fixed to the stationary pulley half 26a1 which is disposed so as not to be rotatable relative to the outer peripheral shaft of the main shaft MS and is not movable in the axial direction, and to the fixed pulley half 26a1 which is not rotatable relative to the outer peripheral shaft of the main shaft MS. The movable pulley half 26a2 is relatively movable in the axial direction.

  The driven pulley 26b includes a fixed pulley half 26b1 that is not rotatable relative to the outer peripheral shaft of the counter shaft CS and is not movable in the axial direction, and an axial direction relative to the fixed pulley half 26b1 that is not rotatable relative to the counter shaft CS. The movable pulley half 26b2 is relatively movable.

  The CVT 26 is connected to the engine 10 via a forward / reverse switching mechanism 28. The forward / reverse switching mechanism 28 includes a forward clutch (component (connection / disconnection mechanism)) 28a that enables the vehicle 14 to travel in the forward direction, and a reverse brake clutch (component (disconnection)) that enables the vehicle 14 to travel in the reverse direction. Contact mechanism)) 28b and a planetary gear mechanism 28c disposed therebetween. CVT 26 is connected to engine 10 via forward clutch 28a.

  In the planetary gear mechanism 28c, the sun gear 28c1 is fixed to the main shaft MS, and the ring gear 28c2 is fixed to the fixed pulley half 26a1 of the drive pulley 26a via the forward clutch 28a.

  A pinion 28c3 is disposed between the sun gear 28c1 and the ring gear 28c2. Pinion 28c3 is connected to sun gear 28c1 by carrier 28c4. When the reverse brake clutch 28b is operated, the carrier 28c4 is fixed (locked) thereby.

  The rotation of the countershaft CS is transmitted from the secondary shaft (intermediate shaft) SS to the drive wheels 12 via a gear. That is, the rotation of the countershaft CS is transmitted to the secondary shaft SS via the gears 30a and 30b, and the rotation is transmitted from the differential 32 to the left and right drive wheels (only the right side) via the drive shaft (drive shaft) 34 via the gear 30c. (Shown)

  A disc brake 36 is disposed in the vicinity of four wheels including a driving wheel (front wheel) 12 and a driven wheel (rear wheel, not shown), and a brake pedal 40 is disposed on the vehicle driver's seat floor. .

  In the forward / reverse switching mechanism 28, the forward clutch 28a and the reverse brake clutch 28b are switched by the driver operating a range selector (traveling direction switching instruction means) 44 provided at the vehicle driver's seat, for example, P, R, N, D , S, L, etc., by selecting one of the ranges. The range selection by the driver's operation of the range selector 44 is transmitted to a manual valve (described later) of the hydraulic pressure supply mechanism 46.

  When, for example, the D, S, or L range is selected via the range selector 44, the spool of the manual valve moves accordingly, and hydraulic oil (hydraulic pressure) is discharged from the piston chamber of the reverse brake clutch 28b, while the forward drive Hydraulic pressure is supplied to the piston chamber of the clutch 28a, and the forward clutch 28a is engaged.

  When the forward clutch 28a is engaged, all the gears rotate together with the main shaft MS, and the drive pulley 26a is driven in the same direction (forward direction) as the main shaft MS, so that the vehicle 14 travels in the forward direction.

  When the R range is selected, hydraulic oil is discharged from the piston chamber of the forward clutch 28a, while hydraulic pressure is supplied to the piston chamber of the reverse brake clutch 28b, and the reverse brake clutch 28b is operated. Accordingly, the carrier 28c4 is fixed, the ring gear 28c2 is driven in the opposite direction to the sun gear 28c1, the drive pulley 26a is driven in the opposite direction (reverse direction) to the main shaft MS, and the vehicle 14 travels in the reverse direction.

  When the P or N range is selected, the hydraulic oil is discharged from both piston chambers, the forward clutch 28a and the reverse brake clutch 28b are both released, the power transmission via the forward / reverse switching mechanism 28 is cut off, and the engine The power transmission between the motor 10 and the drive pulley 26a of the CVT 26 is cut off. The power transmission system (indicated by reference numeral 48) includes a torque converter 24, a CVT 26, and a forward / reverse switching mechanism 28.

  FIG. 2 is a hydraulic circuit diagram of the hydraulic pressure supply mechanism 46.

  As illustrated, the hydraulic pressure supply mechanism 46 is provided with a hydraulic pump (oil feed pump) 46a. The hydraulic pump 46 a is a gear pump, is mechanically connected to the engine (E) 10 via a belt (not shown), and is driven by the engine 10.

  The hydraulic pump 46a discharges the hydraulic pressure obtained by pressurizing the hydraulic oil ATF sucked from the reservoir 46b through the suction port 46a1 from the discharge port 46a2 and pumps it to the PH control valve (PH REG VLV) 46c.

  On the other hand, the output of the PH control valve 46c (PH pressure (line pressure, high pressure control hydraulic pressure)) is supplied from the oil passage 46d to the CVT 26 via the first and second regulator valves (DR REG VLV, DN REG VLV) 46e, 46f. Is connected to the piston chamber (DR) 26a21 of the movable pulley half 26a2 of the drive pulley 26a and the piston chamber (DN) 26b21 of the movable pulley half 26b2 of the driven pulley 26b and, on the other hand, the CR valve via the oil passage 46g. (CR VLV) Connected to 46h.

  The CR valve 46h reduces the PH pressure to generate a CR pressure (low pressure control pressure), and the first and second (electromagnetic) linear solenoid valves 46j, 46k (LS-DR, LS) for controlling the pulley pressure from the oil passage 46i. -DN) and a third (electromagnetic) linear solenoid valve 46l (LS-DR, LS-DN, LS-CPC) for clutch pressure control.

  The first and second linear solenoid valves 46j and 46k act on the first and second regulator valves 46e and 46f with the output pressure determined according to the excitation of the solenoids, and thus the PH pressure sent from the oil passage 46d. The hydraulic oil is supplied to the piston chambers 26a21 and 26b21 of the movable pulley halves 26a2 and 26b2, and a pulley side pressure is generated accordingly.

  Accordingly, a pulley side pressure that moves the movable pulley halves 26a2 and 26b2 in the axial direction is generated, the pulley widths of the drive pulley 26a and the driven pulley 26b change, and the winding radius of the belt 26c changes. Thus, by adjusting the pulley side pressure, the ratio (transmission ratio) transmitted to the drive wheels 12 can be changed steplessly, and the rotation (rotational driving force) of the engine 10 is changed to an arbitrary value. be able to.

  The output (CR pressure) of the CR valve 46h is adjusted according to the excitation of the solenoid of the third linear solenoid valve (LS-CPC) 46l, sent to the manual valve 46o through the oil passage 46m, and from there It is supplied to the piston chamber (FWD) 28a1 of the forward clutch 28a of the forward / reverse switching mechanism 28 and the piston chamber (RVS) 28b1 of the reverse brake clutch 28b.

  As described above, the manual valve 46o sends the output of the CR valve 46h to either the forward clutch 28a or the piston chamber 28a1, 28b1 of the reverse brake clutch 28b according to the position of the range selector 44 operated (selected) by the driver. Supply.

  The output of the PH control valve 46c is sent to the TC regulator valve (TC REG VLV) 46q via the oil passage 46p, and the output of the TC regulator valve 46q is LC shifted via the LC control valve (LC CTL VLV) 46r. It is supplied to the valve (LC SFT VLV) 46s.

  The output of the LC shift valve 46s is connected on the one hand to the piston chamber 24c1 of the lock-up clutch 24c of the torque converter 24, and on the other hand to the backside chamber 24c2.

  When hydraulic fluid is supplied to the piston chamber 24c1 via the LC shift valve 46s, the lock-up clutch 24c is engaged (turned on) when discharged from the rear chamber 24c2.

  On the other hand, when the hydraulic oil is supplied to the chamber 24c2 on the back side, the lockup clutch 24c is released (turned off) when discharged from the piston chamber 24c1. The slip amount of the lockup clutch 24c is determined by the amount of hydraulic oil supplied to the piston chamber 24c1 and the rear chamber 24c2.

  The output of the CR valve 46h is supplied to the LC control valve 46r and the LC shift valve 46s through the oil passage 46t, and a fourth linear solenoid valve (LS-LC) 46u is inserted in the oil passage 46t. The slip amount of the lock-up clutch 24c is adjusted (controlled) by exciting / de-energizing the solenoid of the fourth linear solenoid valve 46u.

  Returning to the description of FIG. 1, a crank angle sensor (crank angle detecting means) 50 is provided at an appropriate position such as near the camshaft of the engine 10, and a signal indicating the engine speed NE for each minute predetermined crank angle position of the piston. Is output. In the intake system, an absolute pressure sensor 52 is provided at an appropriate position downstream of the throttle valve, and outputs a signal proportional to the intake pipe absolute pressure (engine load) PBA.

  The actuator of the DBW mechanism 16 is provided with a throttle opening sensor 54, and outputs a signal proportional to the throttle valve opening TH through the rotation amount of the actuator.

  An accelerator opening sensor 18a is provided in the vicinity of the accelerator pedal 18 to output a signal proportional to the accelerator opening AP corresponding to the driver's accelerator pedal operation amount, and a brake in the vicinity of the brake pedal 40. A switch 40a is provided to output an ON signal in response to the driver's operation of the brake pedal 40.

  The output of the crank angle sensor 50 and the like described above is sent to the engine controller 66. The engine controller 66 includes a microcomputer comprising a CPU, ROM, RAM, I / O, etc., determines the target throttle opening based on the sensor output, controls the operation of the DBW mechanism 16, and determines the fuel injection amount. Then, the injector 20 is driven.

  The main shaft MS is provided with an NT sensor (rotational speed sensor) 70. The rotational speed of the turbine runner 24b, specifically the rotational speed NT of the main shaft MS, more specifically, the transmission input shaft rotational speed (and so on). A pulse signal indicating the input shaft rotation speed of the forward clutch 28a is output.

  An NDR sensor (rotational speed sensor) 72 is provided at an appropriate position in the vicinity of the drive pulley 26a of the CVT 26 to output a pulse signal corresponding to the rotational speed NDR of the drive pulley 26a, in other words, the output shaft rotational speed of the forward clutch 28a. To do.

  An NDN sensor (rotational speed sensor) 74 is provided at an appropriate position in the vicinity of the driven pulley 26b, and the rotational speed NDN of the driven pulley 26b, specifically, the rotational speed of the counter shaft CS, more specifically, the transmission output shaft. A pulse signal indicating the rotational speed is output.

  A V sensor (rotation speed sensor) 76 is provided in the vicinity of the gear 30b of the secondary shaft SS to output a pulse signal (specifically, a pulse signal indicating the vehicle speed V) indicating the rotation speed and rotation direction of the secondary shaft SS. To do. Wheel speed sensors 80 are respectively provided in the vicinity of four wheels including a driving wheel 12 and driven wheels (not shown), and a pulse signal proportional to the wheel speed indicating the rotational speed of the wheel is output.

  A range selector switch 44a is provided in the vicinity of the above-described range selector 44, and outputs a signal corresponding to a range such as R, N, or D selected by the driver.

  As shown in FIG. 2, a hydraulic pressure sensor 82 is disposed in an oil passage leading to the driven pulley 26b of the CVT 26 in the hydraulic pressure supply mechanism 46 in accordance with the hydraulic pressure supplied to the piston chamber 26b21 of the movable pulley half 26b2 of the driven pulley 26b. Output a signal. An oil temperature sensor 84 is disposed in the reservoir 46b and outputs a signal corresponding to the oil temperature (temperature TATF of the hydraulic oil ATF).

  The output of the NT sensor 70 and the like described above is sent to the shift controller 90 including the outputs of other sensors (not shown). The shift controller 90 also includes a microcomputer including a CPU, ROM, RAM, I / O, and the like, and is configured to be communicable with the engine controller 66.

  The shift controller 90 controls the operations of the forward / reverse switching mechanism 28, the CVT 26, and the torque converter 24 by exciting and de-energizing electromagnetic solenoids such as the fourth linear solenoid valve 46u of the hydraulic pressure supply mechanism 46 based on the detected values. .

  FIG. 3 is a cutaway plan view of the hydraulic pump 46a shown in FIG.

  As shown in the figure, the hydraulic pump 46a is an inscribed gear pump. The casing 46a3 is configured to be attachable to the case of the CVT 26, and the suction port 46a1 is formed of a generally arcuate slit formed in the casing 46a3. Inner (drive) rotor 46a4 in which six internal teeth are formed on the outer periphery while being rotatably accommodated inside discharge port 46a2 and casing 46a3, and the inner teeth and a part thereof on the outer peripheral side of inner rotor 46a4 And an outer (driven) rotor 46a5 in which seven external teeth are formed.

  In the hydraulic pump 46 a, the inner rotor 46 a 4 is splined to a gear drive shaft 46 a 41 connected by a belt to the crankshaft 22 of the engine 10, and is rotated (driven) in synchronization with the rotation of the engine 10.

  The outer rotor 46a5 is arranged on the outer periphery of the inner rotor 46a4 such that seven external teeth partially mesh with the six inner teeth of the inner rotor 46a4 and is driven according to the rotation of the inner rotor 46a4. Is sucked from the suction port 46a1, and is discharged from the discharge port 46a2 through the space between the inner teeth and the outer teeth.

  On the other hand, when the rotation of the rotor of the hydraulic pump 46a is stopped with the stop of the engine 10, the hydraulic oil gradually leaks and flows from the discharge port 46a2 to the suction port 46a1 through the space between the inner teeth and the outer teeth. From there, it returns to the reservoir 46b side.

  At that time, if the inner rotor 46a4 is stopped at the illustrated position with respect to the outer rotor 46a5 as the engine 10 stops, most of the inner teeth of the inner rotor 46a4 are in intimate contact with the outer teeth of the outer rotor 46a5. The amount of hydraulic oil that leaks (reverses) from the discharge port 46a2 to the suction port 46a1 is minute.

  On the other hand, if the stop position of the engine 10 is different and the inner rotor 46a4 is stopped at the position indicated by the imaginary line α with respect to the outer rotor 46a5, most of the inner teeth of the inner rotor 46a4 do not contact the outer teeth of the outer rotor 46a5. The amount of hydraulic oil that leaks (backflows) from the outlet 46a2 to the suction port 46a1 increases.

  Thus, when the hydraulic pump 46a is a gear pump, particularly an inscribed gear pump, when the engine 10 is stopped, the characteristic indicating the degree of fluid communication between the discharge port 46a2 and the suction port 46a1 of the hydraulic pump 46a is as follows. Depends on the crank angle of the engine 10.

  FIG. 4 shows characteristics (set with respect to the crank angle) obtained through experiments on the hydraulic pump 46a including the inner rotor 46a4 having six inner teeth and the outer rotor 46a5 having seven outer teeth shown in FIG. It is explanatory drawing which shows the characteristic which shows the communication degree of the hydraulic fluid between the discharge port 46a2 of the hydraulic pump 46a and the suction port 46a1. The characteristics shown in the figure are for the rotors 46a4 and 46a5 having the inner teeth and the outer teeth shown in FIG. 3, and needless to say, the structures are different.

  Thus, the crank angle at the time of stopping of the engine 10 (in other words, the hydraulic pump 46a) is detected from the crank angle sensor 50, and the illustrated characteristic indicating the degree of communication is retrieved from the detected crank angle and corresponds to the intersection position. The amount of leakage of hydraulic oil can be estimated by obtaining the amount of leakage on the vertical axis.

  In the illustrated characteristics, the hydraulic oil communication degree (leakage amount) regularly increases and decreases between the maximum value and the minimum value every 60 degrees with a crank angle of 120 degrees because the inner teeth of the inner rotor 46a4 are six. Specifically, it is minimum in the vicinity of 30 degrees, 90 degrees, 150 degrees... And is minimum in the vicinity of 0 degrees, 60 degrees, 120 degrees. It becomes.

  In view of the above points, in this embodiment, when the engine 10 is stopped, the interval between the discharge port 46a2 and the suction port 46a1 of the hydraulic pump 46a that is set from the detected crank angle of the engine 10 to the crank angle. The amount of hydraulic fluid leakage is estimated based on the characteristic indicating the degree of fluid communication, and the I / S (idling stop) duration is set (or changed) based on the estimated amount of hydraulic fluid leakage. Configured.

  Further, the amount of hydraulic oil leaked from the hydraulic pump 46a increases as the oil temperature rises because the viscosity decreases as the temperature of the hydraulic oil (oil temperature) increases. Therefore, in this embodiment, the temperature of the hydraulic oil is detected, and the I / S duration time is set based on the detected temperature of the hydraulic oil.

  FIG. 5 is an explanatory diagram showing the characteristics of the I / S duration set based on the leak amount (communication degree) of hydraulic oil and the oil temperature estimated from the characteristics shown in FIG.

  As shown in the figure, the I / S duration time is set to be shorter as the estimated amount of hydraulic oil leakage is larger and the detected temperature (oil temperature) of the hydraulic oil is higher. The characteristics shown in FIG. 4 are values when the oil temperature is 80 ° C., but the characteristics shown (leakage of hydraulic oil) increase and decrease as the oil temperature rises and falls below that, so in addition to the crank angle, The amount of leak was also estimated based on the oil temperature, and then the I / S duration was set.

  FIG. 6 is a flowchart showing I / S control. The illustrated program is executed by the engine controller 66 every predetermined time, for example, every 10 msec.

  In the following, it is determined whether or not the flag F bit is set to 1 in S10. Since the initial value of the bit of this flag is set to 0, the determination in S10 is usually denied and the process proceeds to S12 to determine whether I / S should be executed.

  That is, whether or not the engine 10 should be stopped when a predetermined condition is satisfied when the vehicle is approaching a red light at an intersection or the like, specifically, an engine is operated when an idling stop condition for executing I / S is satisfied. 10 is determined whether to stop.

  This predetermined condition is that the brake pedal 40 is operated (depressed), the accelerator pedal 18 is not operated (not depressed), the vehicle speed is zero or in the vicinity thereof, and the ratio (transmission ratio) of the CVT 26 is low. The success or failure of these conditions is determined from the outputs of the brake switch 40a, accelerator opening sensor 18a, V sensor 76, NDR sensor 72, and NDN sensor 74.

  When the result in S12 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S14, the engine 10 is stopped, the process proceeds to S16, and the crank angle when the engine 10 is stopped is determined by the crank angle sensor 50. While detecting from the output, the oil temperature (the temperature of the hydraulic oil) is detected from the output of the oil temperature sensor 84.

  Next, the routine proceeds to S18, where the operation is performed based on the characteristic shown in FIG. 5 that indicates the degree of communication of the hydraulic oil between the discharge port 46a2 and the suction port 46a1 of the hydraulic pump 46a set with respect to the crank angle and oil temperature of the engine 10. Estimate the amount of oil leak.

  Next, in S20, the I / S continuation time is set (or changed) based on the hydraulic oil leakage amount estimated from the crank angle and the oil temperature. As shown at the left end of FIG. 5, the I / S duration time is set to be shorter as the estimated amount of hydraulic oil leakage is larger and the oil temperature is higher.

  At S20, the flag F bit is set to 1 at the same time. That is, setting the flag bit to 1 means that the I / S duration time has been set. In response to the process of S20, measurement of the elapsed time (remaining time) of the I / S duration time is started using a down counter in a routine (not shown).

  Accordingly, in the program loop after the next time, the determination in S10 is affirmed and the process proceeds to S22, in which it is determined whether the I / S duration time has elapsed. When the result in S22 is negative, the subsequent processing is skipped. When the result is positive, the process proceeds to S24, where the engine 10 is started and the bit of the flag F is reset to zero.

  As described above, in this embodiment, the automatic transmission (CVT) 26 that transmits the rotational driving force of the prime mover (engine) 10 mounted on the vehicle 14 to the wheels (drive wheels 12), and the rotation of the prime mover. The hydraulic oil driven by the driving force and pressurized by the hydraulic oil sucked from the reservoir 46b through the suction port 46a1 is discharged from the discharge port 46a2, and the components of the automatic transmission (pulleys 26a and 26b, forward clutch) 28a, reverse brake clutch 28b, lockup clutch 24c), and an idling stop control means (engine controller 66) for stopping the engine for an idling stop (I / S) duration when a predetermined condition is satisfied. , S10 to S14), the crank angle of the prime mover Crank angle detection means (crank angle sensor 50, engine controller 66, S16) for detecting the engine and the hydraulic pump set with respect to the crank angle from the detected crank angle of the prime mover when the prime mover is stopped Leak amount estimating means (engine controller 66, S18) for estimating the amount of hydraulic fluid leakage based on the characteristic indicating the degree of fluid communication between the discharge port and the suction port, and the estimated hydraulic fluid leakage Since it is configured to include an idling stop duration setting means (engine controller 66, S10, S20) for setting the idling stop duration based on the amount, the leakage of hydraulic oil from the hydraulic pump 46a is properly taken into consideration. I / S duration can be set (or changed) and activated to CVT26 Can be made possible to avoid the shortage of supply to prevent deterioration of the starting of the vehicle 14 after I / S.

  In addition, oil temperature detection means (oil temperature sensor 84, engine controller 66, S16) for detecting the temperature of the hydraulic oil is provided, and the idling stop duration setting means is based on the detected temperature of the hydraulic oil. Since it is configured to set the idling stop duration (engine controller 66, S10, S20), it is possible to set (or change) the I / S duration more appropriately and avoid the shortage of hydraulic oil supply to the CVT 26 Therefore, it is possible to prevent the startability of the vehicle 14 after I / S from being lowered.

  Further, the idling stop duration setting means sets the idling stop duration so that the estimated amount of leaking hydraulic fluid is large and the detected hydraulic fluid temperature is shorter (S10, S10). S20), the I / S duration time can be set (or changed) more appropriately, and it is possible to avoid insufficient supply of hydraulic oil to the CVT 26. It is possible to prevent the 14 startability from being lowered.

  The hydraulic pump 46a is a gear pump having an n-tooth rotor (inner rotor 46a4, outer rotor 46a5), and the characteristic indicating the degree of communication between the discharge port 46a2 and the suction port 46a1 of the hydraulic pump 46a is the n-tooth rotor. The leak amount estimating means detects the crank angle of the prime mover, and the discharge port 46a2 of the hydraulic pump 46a is set with respect to the crank angle from the detected crank angle. In addition to the above-described effects, the amount of hydraulic oil leakage can be simplified because the hydraulic oil leakage amount is estimated based on the characteristic (in FIG. 4) indicating the degree of hydraulic oil communication between the intake port 46a1 and the suction port 46a1. Can be estimated.

  In the above description, the engine (internal combustion engine) is disclosed as the prime mover. However, an electric motor or a hybrid of the engine and the electric motor may be used. The automatic transmission is not limited to the CVT, and may be a stepped transmission.

  DESCRIPTION OF SYMBOLS 10 engine (internal combustion engine. Prime mover), 12 drive wheel (wheel), 14 vehicle, 16 DBW mechanism, 24 torque converter, 26 automatic transmission (CVT), 26a, 26b pulley (component), 28 forward / reverse switching mechanism, 28a Forward clutch (component), 28b Reverse brake clutch (component), 34 Drive shaft (drive shaft), 46 Hydraulic supply mechanism, 46b Reservoir, 46a Hydraulic pump, 46a1 Suction port, 46a2 Discharge port, 48 Power transmission system, 50 Crank angle sensor, 66 Engine controller, 84 Oil temperature sensor, 90 Shift controller

Claims (4)

The automatic transmission that transmits the rotational driving force of the prime mover mounted on the vehicle to the wheels, and the hydraulic pressure that is driven by the rotational driving force of the prime mover and that is obtained by pressurizing the hydraulic oil sucked from the reservoir through the suction port. A vehicle power transmission system comprising: a hydraulic pump that discharges from a discharge port and supplies the components to the components of the automatic transmission; and an idling stop control unit that stops the prime mover for an idling stop duration when a predetermined condition is satisfied And a crank angle detecting means for detecting a crank angle of the prime mover, and when the prime mover is stopped, a discharge of the hydraulic pump that is set with respect to the crank angle from the detected crank angle of the prime mover. A leakage amount estimating means for estimating a leakage amount of the hydraulic oil based on a characteristic indicating a degree of communication of the hydraulic oil between the outlet and the suction port; and the estimation The a idling stop duration setting means for setting the idling stop continuation time based on the leakage amount of the hydraulic oil, the idling stop duration setting means, as the leakage amount of the estimated operating oil is large, The idling stop duration time is set so as to be shortened, and the vehicle power transmission system control device is characterized. Oil temperature detecting means for detecting the temperature of the hydraulic oil is provided, and the idling stop duration setting means further sets the idling stop duration based on the detected temperature of the hydraulic oil. Item 4. A vehicle power transmission system control device according to Item 1. The idling stop duration setting means, as the temperature of the pre-Symbol detected hydraulic oil is high, so as to the idling stop duration of and sets claim 2, wherein the power transmission system for a vehicle short Control device.   The hydraulic pump is a gear pump having an n-tooth rotor, and a characteristic indicating a degree of communication between a discharge port and a suction port of the hydraulic pump is a rotation characteristic with respect to a crank angle of the n-tooth rotor, and the leak amount The estimating means detects a crank angle of the prime mover, and has a characteristic indicating a degree of communication of hydraulic oil between a discharge port and a suction port of the hydraulic pump that is set with respect to the crank angle from the detected crank angle. The vehicle power transmission system control device according to claim 1, wherein the leakage amount of the hydraulic oil is estimated based on the vehicle oil transmission system.

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