WO2014136465A1 - 油圧供給装置 - Google Patents
油圧供給装置 Download PDFInfo
- Publication number
- WO2014136465A1 WO2014136465A1 PCT/JP2014/050079 JP2014050079W WO2014136465A1 WO 2014136465 A1 WO2014136465 A1 WO 2014136465A1 JP 2014050079 W JP2014050079 W JP 2014050079W WO 2014136465 A1 WO2014136465 A1 WO 2014136465A1
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- WIPO (PCT)
- Prior art keywords
- hydraulic pressure
- clutch
- supply device
- hydraulic
- internal combustion
- Prior art date
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
- F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
- F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
- F02N11/0829—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to special engine control, e.g. giving priority to engine warming-up or learning
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/066—Control of fluid pressure, e.g. using an accumulator
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0021—Generation or control of line pressure
- F16H61/0025—Supply of control fluid; Pumps therefore
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0021—Generation or control of line pressure
- F16H61/0025—Supply of control fluid; Pumps therefore
- F16H61/0031—Supply of control fluid; Pumps therefore using auxiliary pumps, e.g. pump driven by a different power source than the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/18—Propelling the vehicle
- B60Y2300/18008—Propelling the vehicle related to particular drive situations
- B60Y2300/18016—Start-stop drive, e.g. in a traffic jam
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/102—Actuator
- F16D2500/1026—Hydraulic
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/108—Gear
- F16D2500/1088—CVT
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/3041—Signal inputs from the clutch from the input shaft
- F16D2500/30415—Speed of the input shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/3042—Signal inputs from the clutch from the output shaft
- F16D2500/30426—Speed of the output shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/305—Signal inputs from the clutch cooling
- F16D2500/3055—Cooling oil properties
- F16D2500/3058—Cooling oil pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3067—Speed of the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3069—Engine ignition switch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/31—Signal inputs from the vehicle
- F16D2500/3101—Detection of a brake actuation by a sensor on the brake
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/31—Signal inputs from the vehicle
- F16D2500/3108—Vehicle speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/314—Signal inputs from the user
- F16D2500/31406—Signal inputs from the user input from pedals
- F16D2500/31426—Brake pedal position
- F16D2500/31433—Brake pedal position threshold, e.g. switch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/314—Signal inputs from the user
- F16D2500/31406—Signal inputs from the user input from pedals
- F16D2500/3144—Accelerator pedal position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/314—Signal inputs from the user
- F16D2500/3146—Signal inputs from the user input from levers
- F16D2500/31466—Gear lever
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/508—Relating driving conditions
- F16D2500/50883—Stop-and-go, i.e. repeated stopping and starting, e.g. in traffic jams
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70402—Actuator parameters
- F16D2500/70406—Pressure
Definitions
- the present invention relates to a hydraulic pressure supply device that supplies hydraulic pressure to a hydraulic clutch that is mounted on a vehicle as a power source and that automatically connects and disconnects between an internal combustion engine that is automatically stopped and restarted and driving wheels of the vehicle.
- Patent Document 1 Conventionally, as such a hydraulic pressure supply device, for example, one disclosed in Patent Document 1 is known.
- the output shaft of the internal combustion engine is connected to the drive wheels of the vehicle via a clutch and a belt type continuously variable transmission. Further, the internal combustion engine is automatically stopped when a predetermined stop condition is satisfied while the vehicle is stopped or traveling, and is restarted when the predetermined restart condition is satisfied.
- the hydraulic pressure supply device uses an internal combustion engine as a power source and has a hydraulic pump for supplying hydraulic pressure to the clutch.
- the hydraulic pressure supplied to the clutch (hereinafter referred to as “clutch supply hydraulic pressure") is reduced from the predetermined hydraulic pressure when the internal combustion engine is automatically stopped.
- the belt of the continuously variable transmission is released from the automatic stop of the internal combustion engine to the stop of the vehicle by releasing the clutch and disconnecting the automatically stopped internal combustion engine and the continuously variable transmission with the clutch.
- the restart condition is satisfied during the automatic stop of the internal combustion engine, the restart operation for restarting the internal combustion engine is started, and the clutch supply hydraulic pressure is increased to the above-mentioned predetermined hydraulic pressure.
- the driving force of the internal combustion engine is transmitted to the drive wheels via the clutch and the continuously variable transmission.
- the hydraulic pressure is supplied to the clutch only by the hydraulic pump powered by the internal combustion engine. Therefore, the hydraulic pressure can not be supplied to the clutch from the time when the restart condition of the internal combustion engine is satisfied to the time when the restart is completed, whereby the internal combustion engine and the drive wheel can not be quickly connected by the clutch Therefore, the start and acceleration of the vehicle is delayed, and the drivability is deteriorated.
- the internal combustion engine is automatically stopped when the stop condition is satisfied while the vehicle is traveling. Therefore, after the internal combustion engine is automatically stopped, the internal combustion engine is restarted before the vehicle stops. May be In this case, when the internal combustion engine and the drive wheel are suddenly connected when the vehicle speed is relatively high or when the difference between the rotational speed of the output shaft of the clutch and the rotational speed of the input shaft is relatively large, As the internal combustion engine acts as a large load, a large shock may occur and the drivability of the vehicle may deteriorate.
- the clutch supply hydraulic pressure is only increased uniformly to the original predetermined hydraulic pressure when the internal combustion engine is restarted, so the above-mentioned problem, that is, a large shock occurs. There may be a problem that the drivability of the vehicle is deteriorated.
- the present invention has been made to solve the above problems, and is capable of appropriately controlling the degree of engagement of a clutch at the time of restart of an internal combustion engine, thereby improving the drivability of the vehicle. It aims at providing a supply device.
- the invention according to claim 1 is mounted on a vehicle as a power source, and is stopped when a predetermined stop condition is satisfied, and is reactivated when a predetermined restart condition is satisfied.
- a hydraulic pressure supply device for supplying hydraulic pressure to a hydraulic clutch (a forward clutch 12 in the embodiment (hereinafter the same in this section) forward clutch 12) for connecting and disconnecting between an internal combustion engine 3 to be started and a drive wheel DW of a vehicle
- the stop condition includes that the speed of the vehicle is equal to or less than a predetermined stop vehicle speed larger than the value 0, and the first hydraulic pressure supply device (oil pump 31) supplies hydraulic pressure to the clutch using the internal combustion engine 3 as a power source.
- a second hydraulic pressure supply device (accumulator 61) that supplies hydraulic pressure to the clutch by being driven by a power source other than the internal combustion engine 3 (the first accumulator 63 and the second accumulator 65); Means for detecting at least one of the rotational speed parameters representing the difference between the speed of the clutch and the rotational speed of the output shaft of the clutch (main shaft 21) and the input shaft of the clutch (input shaft 14) In at least one of the vehicle speed (vehicle speed VP) detected by the detection means and the rotation difference parameter DN when the restart condition of the internal combustion engine 3 is satisfied and the 2 revolutions sensor 73, the ECU 2, the vehicle speed sensor 76). Accordingly, hydraulic control means (ECU 2, hydraulic control valve SV, steps 4 to 9) for controlling the clutch supply hydraulic pressure which is the hydraulic pressure supplied to the clutch is provided.
- the hydraulic clutch that connects and disconnects the internal combustion engine and the drive wheels of the vehicle is driven by the first hydraulic pressure supply device powered by the internal combustion engine and a power source other than the internal combustion engine Hydraulic pressure is supplied from the second hydraulic pressure supply device. Further, at least one of the speed of the vehicle and a rotational difference parameter representing a difference between the rotational speeds of the output shaft and the input shaft of the clutch is detected by the detection means. Furthermore, when the restart condition of the internal combustion engine is satisfied, the clutch supply hydraulic pressure which is the hydraulic pressure supplied to the clutch is controlled according to at least one of the detected vehicle speed and the rotation difference parameter.
- Hydraulic pressure can be supplied to the clutch.
- the drive force of the internal combustion engine can be rapidly transmitted to the drive wheels by being able to quickly connect the internal combustion engine and the drive wheels with the clutch, and therefore the vehicle can be quickly started and accelerated to improve its drivability. be able to.
- the stop condition of the internal combustion engine includes that the speed of the vehicle is equal to or less than a predetermined stop vehicle speed greater than the value 0, for example, the internal combustion engine While being stopped, the internal combustion engine may be restarted by the restart condition being satisfied.
- the internal combustion engine and the drive wheels are suddenly connected by the clutch when the vehicle speed is relatively high or when the difference between the rotational speeds of the output shaft and the input shaft of the clutch is relatively large, the internal combustion engine The friction on the drive wheel may cause a large shock and deteriorate the drivability of the vehicle.
- the clutch supply hydraulic pressure is controlled in accordance with at least one of the detected vehicle speed and the rotation difference parameter when the restart condition of the internal combustion engine is satisfied. According to at least one of the parameters, control can be appropriately performed. As a result, when the internal combustion engine is restarted, the shock accompanying the connection of the clutch can be suppressed, and when the shock does not occur, the internal combustion engine and the drive wheels can be connected rapidly, which results in the drivability of the vehicle. Can be further improved.
- the hydraulic pressure control means has an output shaft and an input shaft, the vehicle speed of which is equal to or higher than a predetermined vehicle speed VPREF and represented by the rotation difference parameter DN.
- the clutch supply hydraulic pressure is controlled in the first control mode (step 7), and when the vehicle speed is lower than the predetermined vehicle speed VPREF, or When the difference between the rotational speeds of the output shaft and the input shaft is smaller than the predetermined value DNREF, the clutch supply hydraulic pressure is controlled by the second control mode (step 9), and in the first control mode, the clutch engagement degree is the second It is characterized in that it is a mode for controlling the clutch supply hydraulic pressure so as to increase more gradually than the control mode.
- the clutch supply hydraulic pressure supplied to the clutch in the first control mode Oil pressure
- the clutch supply hydraulic pressure is controlled in the second control mode.
- the first control mode that is, when a shock occurs at the time of connection between the internal combustion engine and the drive wheel by the clutch
- the degree of engagement of the clutch is selected when the shock does not occur.
- the clutch supply hydraulic pressure is controlled to increase more gradually than in the second control mode.
- the degree of engagement of the clutch can be gradually increased, so that the effect of the invention according to claim 1 can be suppressed, that is, the shock accompanying the engagement of the clutch can be suppressed when the internal combustion engine is restarted, and no shock occurs.
- the effect that the internal combustion engine and the drive wheels can be connected quickly can be appropriately obtained.
- the clutch can be completely engaged between the time when the restart condition is satisfied and the internal combustion engine performs the first explosion, the driving force of the internal combustion engine is immediately after the first explosion of the internal combustion engine. Can be transmitted to the drive wheels, which in turn can further improve the drivability of the vehicle.
- the internal combustion engine restart condition is satisfied.
- the clutch is not supplied with the hydraulic pressure from the first hydraulic pressure supply device, but is supplied with only the hydraulic pressure from the second hydraulic pressure supply device, until the restart of the engine is completed.
- the restart condition is satisfied, it is possible to control the clutch supply hydraulic pressure supplied from the second hydraulic pressure supply device to the clutch according to the detected vehicle speed and the rotational difference parameter.
- the invention according to claim 5 is the hydraulic pressure supply device according to any one of claims 1 to 4, wherein the second hydraulic pressure supply device uses an accumulator (the first accumulator 63, the second accumulator 65) as a power source, and performs hydraulic control.
- the means includes a linear solenoid valve (hydraulic pressure supply control valve SV) for adjusting the clutch hydraulic pressure, and when only the hydraulic pressure from the second hydraulic pressure supply device is supplied to the clutch, the first hydraulic pressure The opening degree of the linear solenoid valve is controlled to be increased as compared with the case where the hydraulic pressure is supplied from the supply device to the clutch.
- the hydraulic pressure control means has a linear solenoid valve for adjusting the clutch supply hydraulic pressure, and when only the hydraulic pressure from the second hydraulic pressure supply device is supplied to the clutch, the first hydraulic pressure supply device The degree of opening of the linear solenoid valve is controlled to be increased as compared with the case where the hydraulic pressure is supplied to the clutch.
- the opening degree of the linear solenoid valve can be controlled to a size commensurate with the oil discharge amount of the second hydraulic pressure supply device powered by the accumulator, so that the supply of hydraulic pressure from the second hydraulic pressure supply device to the clutch is performed. It can be controlled appropriately.
- FIG. 1 is a skeleton diagram showing a drive system of a vehicle to which a hydraulic pressure supply device according to an embodiment of the present invention is applied.
- FIG. 2 is a hydraulic circuit diagram showing a hydraulic pressure supply device and the like. It is a block diagram showing ECU etc.
- FIG. 2 is a view schematically showing an accumulator and the like during operation of the oil pump. It is a figure which shows roughly the pressure accumulation apparatus etc. at the time of formation of the stop condition of an engine. It is a figure which shows roughly the pressure accumulation apparatus etc. at the time of formation of restart conditions of an engine.
- It is a flow chart which shows oil pressure control processing performed by ECU. 5 is a timing chart showing an operation example during execution of a first control mode and the like. It is a timing chart which shows the operation example under execution of the 2nd control mode, etc.
- the drive system of the vehicle shown in FIG. 1 includes an internal combustion engine (hereinafter referred to as "engine") 3 as a motive power source of the vehicle, and driving force of the engine 3 to left and right drive wheels DW (only right drive wheel is shown)
- engine 3 is a gasoline engine having a plurality of cylinders, and has a crankshaft 3a for outputting a driving force.
- a starter (not shown) for starting the engine 3 is connected to the crankshaft 3a.
- the torque converter 4 has a pump impeller 4a, a turbine runner 4b, and a hydraulic lockup clutch (hereinafter referred to as "LU clutch") 4c.
- the pump impeller 4a is connected to the crankshaft 3a, and the turbine runner 4b is connected to an input shaft 14 to be described later.
- a hydraulic oil is filled between the two 4a and 4b.
- the driving force of the engine 3 is basically transmitted to the input shaft 14 via the pump impeller 4a, the hydraulic oil and the turbine runner 4b.
- the LU clutch 4c is provided with a first LU oil chamber 4d and a second LU oil chamber 4e (see FIG. 2), and the degree of engagement of the LU clutch 4c is supplied to the first or second LU oil chambers 4d, 4e It changes according to the oil pressure (amount of hydraulic fluid) that is
- the forward / reverse switching mechanism 5 has a planetary gear unit 11, a forward clutch 12 and a reverse brake 13.
- the planetary gear unit 11 includes a sun gear 11a, a ring gear 11b, a plurality of planetary gears 11c (only two are shown) meshing with both gears 11a and 11b, and a carrier 11d rotatably supporting these planetary gears 11c.
- the sun gear 11 a is integrally provided on the input shaft 14.
- the forward clutch 12 is a hydraulic friction clutch, and the inner thereof is integrally attached to the input shaft 14 and the outer thereof integrally to the ring gear 11 b and the main shaft 21.
- the main shaft 21 is formed in a hollow shape, and the input shaft 14 is rotatably disposed inside thereof.
- the engagement of the forward clutch 12 directly connects the input shaft 14 to the main shaft 21, and the release of the forward clutch 12 permits differential rotation between the input shaft 14 and the main shaft 21.
- the reverse brake 13 is attached to the carrier 11d, holds the carrier 11d non-rotatably in the engaged state, and allows rotation of the carrier 11d in the released state.
- the forward clutch 12 also has an FWD oil chamber 12a (see FIG. 2) and a return spring (not shown).
- FWD oil chamber 12a see FIG. 2
- a return spring not shown.
- the inner moves against the biasing force of the return spring toward the outer side and abuts on the outer, whereby the forward clutch 12 is engaged.
- the supply of the hydraulic pressure to the FWD oil chamber 12a is stopped, the inner moves to the side opposite to the outer by the biasing force of the return spring and is separated from the outer, whereby the forward clutch 12 is released.
- the hydraulic oil filled in the FWD oil chamber 12a is discharged.
- the degree of engagement of the forward clutch 12 changes in accordance with the hydraulic pressure (the amount of hydraulic oil) supplied to the FWD oil chamber 12a.
- the reverse brake 13 is constituted by a hydraulic friction clutch or the like as the forward clutch 12 and has an RVS fluid chamber 13a (see FIG. 2) and a return spring.
- the reverse brake 13 is engaged by the supply of the hydraulic pressure to the RVS oil chamber 13a, and is released by the stop of the supply of the hydraulic pressure.
- the degree of engagement of the reverse brake 13 changes in accordance with the hydraulic pressure (the amount of hydraulic oil) supplied to the RVS oil chamber 13a.
- the forward / reverse switching mechanism 5 configured as described above, when the vehicle is moving forward, the forward clutch 12 is engaged and the reverse brake 13 is released. As a result, the main shaft 21 rotates in the same direction as the input shaft 14 at the same rotational speed. On the other hand, when the vehicle reverses, the forward clutch 12 is released and the reverse brake 13 is engaged. As a result, the main shaft 21 rotates in the opposite direction to the input shaft 14.
- the output pulley 23 is configured in the same manner as the input pulley 22, and the movable portion 23 a and the fixed portion 23 b are provided on the countershaft 25.
- a V-shaped belt groove is formed between the two members 23a and 23b.
- a DN oil chamber 23c (see FIG. 2) and a return spring 23d are provided in the movable part 23a.
- the transmission belt 24 is wound around the pulleys 22 and 23 in a state of being fitted in the belt grooves of the pulleys 22 and 23.
- the drive force of the engine 3 is transmitted to the left and right drive wheels DW via the torque converter 4, the forward / reverse switching mechanism 5, the continuously variable transmission 6, and the differential gear mechanism DF. .
- forward and reverse travel of the vehicle is performed by switching the rotational direction of the transmitted driving force between the forward rotation direction and the reverse rotation direction by the forward / reverse switching mechanism 5.
- the driving force of the engine 3 is transmitted to the drive wheel DW in a state of being continuously shifted by the continuously variable transmission 6.
- FIG. 2 shows a hydraulic pressure supply device, and this hydraulic pressure supply device is an LU hydraulic line for supplying hydraulic pressure to the oil pump 31 and the first and second LU oil chambers 4d and 4e of the LU clutch 4c described above.
- LUL clutch hydraulic line CLL for supplying hydraulic pressure to FWD oil chamber 12a and RVS oil chamber 13a of forward clutch 12, and hydraulic pressure to DR oil chamber 22c and DN oil chamber 23c of continuously variable transmission 6
- the pulley hydraulic line PUL is provided.
- the oil pump 31 is a gear pump using the engine 3 as a power source, and is connected to the crankshaft 3a.
- the oil pump 31 is connected to a PH control valve (PH REG VLV) 32 via an oil passage, and pumps hydraulic fluid stored in the reservoir R to the PH control valve 32.
- the PH control valve 32 is constituted by a spool valve, and while the oil pump 31 is operating, with the hydraulic pressure from the oil pump 31 adjusted, the above-mentioned LU hydraulic line LUL, clutch hydraulic line CLL and pulley hydraulic line PUL Supply.
- the clutch hydraulic line CLL includes a branch oil path 41, a pressure reducing valve 42, a CL main oil path 43, a hydraulic pressure control valve (LS-CPC) SV, a manual valve (MAN VLV) 44 and the like.
- One end of the branch oil passage 41 is connected to the PU main oil passage 51, and the other end is connected to the pressure reducing valve 42.
- the PU main oil passage 51 is connected to the PH control valve 32, and the oil pressure from the PH control valve 32 is supplied to the pressure reducing valve 42 through the PU main oil passage 51 and the branch oil passage 41 while the oil pump 31 is in operation. Supplied.
- the pressure reducing valve 42 is constituted by a spool valve, and is connected to the manual valve 44 via the CL main oil passage 43, and a hydraulic control valve SV is provided in the middle of the CL main oil passage 43.
- the hydraulic control valve SV is configured by a linear solenoid valve. The oil pressure supplied from the PH control valve 32 to the pressure reducing valve 42 during operation of the oil pump 31 is reduced by the pressure reducing valve 42 and further adjusted by the oil pressure control valve SV through the CL main oil passage 43 , Manual valve 44 is supplied.
- the manual valve 44 is configured by a spool valve, and is connected to the FWD oil chamber 12a and the RVS oil chamber 13a via an oil passage. Further, the manual valve 44 is used as a supply destination of the hydraulic pressure from the hydraulic control valve SV, and the shift position of the shift lever (not shown) operated by the driver of the vehicle is drive (D), low (L) or When in 2), the FWD oil chamber 12a is selected, and when in the reverse (R), the RVS oil chamber 13a is selected. As a result, switching of the rotational direction of the driving force by the forward / reverse switching mechanism 5 described above is performed.
- the degree of engagement of the forward clutch 12 or the reverse brake 13 is changed by adjusting the hydraulic pressure supplied to the FWD oil chamber 12a or the RVS oil chamber 13a by changing the opening degree of the hydraulic control valve SV.
- the opening degree of the hydraulic control valve SV is controlled by the ECU 2 (see FIG. 3).
- the hydraulic pressure supply device is provided with a backup valve (B / U VLV) BV for securing the supply of hydraulic pressure to the forward clutch 12 and the reverse brake 13 when the hydraulic control valve SV fails.
- the backup valve BV is provided at a portion closer to the manual valve 44 than the hydraulic control valve SV of the CL main oil passage 43 described above, and via the oil passage OL provided in parallel with the CL main oil passage 43, The pressure reducing valve 42 is connected.
- the hydraulic pressure supply device is provided with a pressure accumulation device 61.
- the pressure accumulator 61 includes a subline 62, a first accumulator 63, a shutoff valve 64, and a second accumulator 65.
- One end of the sub-line 62 is connected to a portion on the downstream side of the connection with the branch oil passage 41 in the above-described PU main oil passage 51, and the other end is connected to the first accumulator 63. .
- the first accumulator 63 has a cylinder 63a, a piston 63b which can slide in the cylinder 63a, and a spring 63c formed of a compression coil spring.
- An accumulator chamber 63d is defined between the cylinder 63a and the piston 63b, and the piston 63b is biased toward the accumulator chamber 63d by a spring 63c.
- the sub line 62 described above is in communication with the pressure accumulation chamber 63 d.
- the biasing force (spring constant) of the spring 63c is set such that the hydraulic pressure accumulated in the pressure accumulation chamber 63d is, for example, 0.3 to 0.5 MPa.
- the shutoff valve 64 is configured by an ON / OFF type solenoid valve, and is provided in the middle of the subline 62.
- the subline 62 is opened / closed by the shutoff valve 64 being opened and closed by the ECU 2 (see FIG. 3).
- the second accumulator 65 is smaller than the first accumulator 63, and includes a cylinder 65a, a piston 65b slidably provided in the cylinder 65a, and a spring 65c formed of a compression coil spring. There is.
- An accumulator chamber 65d is defined by the cylinder 65a and one end face of the piston 65b, and the piston 65b is biased toward the accumulator chamber 65d by a spring 65c. The setting of the biasing force (spring constant) of the spring 65c will be described later.
- the second accumulator 65 is connected to the subline 62 so as to bypass the shutoff valve 64 via the first oil passage 66 and the second oil passage 67.
- the hydraulic pressure from the PU main oil passage 51 is a back pressure through the subline 62 and the first oil passage 66 on the other end surface of the piston 65b (the end surface opposite to the pressure accumulation chamber 65d).
- the pressure accumulation chamber 65 d of the second accumulator 65 is in communication with the pressure accumulation chamber 63 d of the first accumulator 63 via the second oil passage 67 and the subline 62.
- FIGS. 4 to 6 shows the operation of the oil pump 31
- FIG. 5 shows the time when the predetermined stop condition of the engine 3 described later is satisfied
- FIG. 6 shows the time when the predetermined restart condition of the engine 3 described later is satisfied.
- the hydraulic oil of the hydraulic pressure supply device is indicated by dots, and the thick solid line with an arrow indicates the flow direction of the hydraulic oil.
- the hydraulic pressure from the PU main oil passage 51 is a back pressure via the subline 62 and the first oil passage 66 on the other end surface (the end surface opposite to the pressure accumulation chamber 65d) of the piston 65b of the second accumulator 65 Works.
- the biasing force of the spring 65c is such that the sum of the biasing force of the spring 65c and the back pressure during operation of the oil pump 31 is larger than the hydraulic pressure in the circuit including the subline 62, the first accumulator 63 and the second oil passage 67. It is set to be. As a result, as shown in FIG. 4, during the operation of the oil pump 31, the hydraulic pressure from the oil pump 31 can be appropriately accumulated in the first accumulator 63 with little accumulation in the second accumulator 65.
- the spring 65c is used as a pressing force to press the piston 65b of the second accumulator 65 toward the pressure accumulation chamber 65d. Only the biasing force of Furthermore, the pressure accumulation chamber 65 d of the second accumulator 65 is in communication with the pressure accumulation chamber 63 d of the first accumulator 63 via the second oil passage 67 and the subline 62. As described above, with the stop of the oil pump 31, the piston 65b of the second accumulator 65 is moved by the hydraulic pressure accumulated in the closed circuit closed by the shutoff valve 64 to the opposite side of the accumulator chamber 65d. (Indicated by hollow arrows in FIG. 5). Along with this, a part of the hydraulic pressure (hydraulic oil) in the closed circuit is supplied to the pressure accumulation chamber 65 d of the second accumulator 65 and accumulated.
- the second accumulator 65 since a part of the oil pressure in the closed circuit closed by the shutoff valve 64 is accumulated in the second accumulator 65, the oil pressure in the closed circuit can be reduced by the surplus amount. As a result, a small shutoff valve 64 having a relatively low pressure resistance can be employed. Furthermore, since the second accumulator 65 merely has the function of accumulating hydraulic pressure and is less likely to fail, compared to the case where a relief valve is used to lower the hydraulic pressure in the closed circuit, for example, the reliability of the hydraulic pressure supply system Can be enhanced.
- the oil pressure from the oil pump 31 is DR oil chamber 22c, DN oil chamber 23c, FWD
- the oil chamber 12a is supplied to the RVS oil chamber 13a.
- a pressing force composed of both the back pressure and the biasing force of the spring 65c acts again as a pressing force for pressing the piston 65b of the second accumulator 65 toward the pressure accumulation chamber 65d.
- the oil pressure (hydraulic oil) accumulated in the second accumulator 65 by then is the second oil passage
- the oil pressure is supplied from the first accumulator 63 to the FWD oil chamber 12 a and the like via the subline 62 and the PU main oil passage 51. Therefore, when the operation of the oil pump 31 is restarted, the hydraulic pressure (hydraulic oil) accumulated in the second accumulator 65 during the stop can be supplied to the forward clutch 12 etc. without waste.
- a detection signal representing an operation amount (hereinafter referred to as “accelerator opening degree”) AP of an accelerator pedal (not shown) of the vehicle from the accelerator opening degree sensor 74 is obtained from the shift position sensor 75
- a detection signal representing the shift position (L, 2, D, N, R, P) is output from the vehicle speed sensor 76 as a detection signal representing the vehicle speed VP which is the speed of the vehicle.
- a detection signal representing a hydraulic pressure (hereinafter referred to as “clutch hydraulic pressure”) CPC in the FWD oil chamber 12 a of the forward clutch 12 is output from the hydraulic pressure sensor 77 to the ECU 2.
- the ECU 2 detects from the ignition switch 78 a detection signal representing the on / off state thereof from the brake switch 79 representing the on / off state (depression / release state) of the brake pedal (not shown) of the vehicle. Signals are output respectively.
- the ECU 2 is configured by a microcomputer including an I / O interface, a CPU, a RAM, a ROM, and the like.
- the ECU 2 controls the operation of the engine 3, the hydraulic control valve SV and the shutoff valve 64 according to the control program stored in the ROM according to the detection signals from the various sensors 71 to 77 and the switches 78 and 79 described above.
- the ECU 2 automatically stops the engine 3 in operation. Accordingly, the oil pump 31 powered by the engine 3 is stopped, and the supply of the hydraulic pressure to the FWD oil chamber 12a of the forward clutch 12 is stopped, whereby the forward clutch 12 is released as described above. The hydraulic oil filled in the FWD oil chamber 12a is discharged.
- the above stop conditions include the following conditions (a) to (e).
- the stop vehicle speed VPSTP of the condition (b) is set to a predetermined value larger than the value 0, for example, 10 km / h.
- the driver releases the depression of the brake pedal, and when the predetermined restart condition such as the brake switch 79 is turned off is satisfied, the above-described starter is driven. As a result, the engine 3 is restarted, and the operation of the oil pump 31 is resumed accordingly.
- the present process is for controlling the hydraulic pressure (hereinafter referred to as "clutch supply hydraulic pressure") supplied from the pressure accumulator 61 to the forward clutch 12 when the restart condition is satisfied, and the restart condition is satisfied. And is repeatedly executed every predetermined time (for example, 10 msec). Further, the present process is not executed until the engine 3 is automatically stopped again and the restart condition is satisfied again when the restart of the engine 3 is completed (the engine 3 is completely detonated).
- step 1 it is determined whether or not the first control mode flag F_MODE1 and the second control mode flag F_MODE2 are “1”.
- the first control mode flag F_MODE1 indicates that a first control mode described later is being executed
- the second control mode flag F_MODE2 indicates that a second control mode described later is being executed, as "1". It is.
- step 3 it is determined whether the reacceleration flag F_ACCRES is "1" (step 3).
- the reacceleration flag F_ACCRES is set to “1” when the restart condition is satisfied while the vehicle V is traveling and the driver has made an acceleration request when the condition is satisfied. In this case, when the brake switch 79 changes from ON to OFF, it is determined that the driver has made an acceleration request.
- the vehicle speed VP used for the determination of step 4 is one detected when the restart condition is satisfied. The reason will be described later.
- step 5 it is determined whether or not the calculated rotation difference parameter DN is greater than or equal to a predetermined value DNREF (step 5).
- the rotation difference parameter DN used for the determination of step 5 is calculated when the restart condition is satisfied. The reason will be described later.
- the forward clutch 12 is used between the engine 3 and the drive wheel DW. It is set to a value that causes a shock when connecting suddenly.
- the first control mode flag F_MODE1 is set to “1” in order to execute the first control mode as a control mode for controlling the clutch supply hydraulic pressure.
- the second control mode is executed as a control mode for controlling the clutch supply hydraulic pressure.
- the second control mode flag F_MODE2 is set to "1" (step 8).
- the present process is started upon the satisfaction of the restart condition, and after the first or second control mode is started along with the execution of steps 6 to 9, the process is performed by the above step 1 or 2, Steps 4 and 5 are skipped. Further, when the first or second control mode ends as described later, the present process is not automatically executed unless the engine 3 is automatically stopped and the restart condition is satisfied again. As is apparent from the above, steps 4 and 5 are performed only in the first loop at the start of the process, so the vehicle speed VP and the rotational difference parameter DN used in steps 4 and 5 respectively are It represents the vehicle speed VP and the rotational difference parameter DN detected at the time of establishment.
- FIG. 8 shows an operation example when the restart condition is satisfied and the first control mode is executed after the engine 3 is automatically stopped.
- the shutoff valve 64 is held closed and accumulated in the first accumulator 63. Hydraulic pressure is maintained.
- a target clutch hydraulic pressure CPCCMD (shown by an alternate long and short dash line) which is a target value of the clutch hydraulic pressure CPC (hydraulic pressure of the FWD oil chamber 12a of the forward clutch 12) is set to a predetermined standby pressure PSTATE. It is held.
- the opening degree of the above-described hydraulic control valve SV for controlling the clutch supply hydraulic pressure (the hydraulic pressure supplied to the forward clutch 12) is controlled to a magnitude corresponding to the target clutch hydraulic pressure CPCCMD. This is because the hydraulic pressure accumulated in the first accumulator 63 or the like is quickly supplied to the forward clutch 12 when the engine 3 restart condition is satisfied.
- the reacceleration flag F_ACCRES is “1” (step 3: YES), and the vehicle speed VP at the time of establishment of the restart condition is equal to or higher than the predetermined vehicle speed VPREF (step 4: YES)
- the first control mode flag F_MODE1 is set to "1" (step 6) by the rotational difference parameter DN at or above the predetermined value DNREF (step 5: YES), and the first control mode is executed (step 7). ).
- the shutoff valve 64 which has been closed until then is opened, whereby the hydraulic pressure accumulated in the first accumulator 63 or the like is stored as described above with reference to FIG. , Forward clutch 12 is supplied.
- the clutch supply hydraulic pressure supplied to the forward clutch 12 is controlled as follows.
- the first control mode includes a continuation mode, an initial response mode, an invalid stroke mode, a fastening mode, and a completion mode shown in FIG. 8, and these control modes are executed in this order.
- the continuation mode, the initial response mode and the invalid stroke mode are control modes for filling the FWD oil chamber 12 a of the forward clutch 12 with hydraulic fluid.
- the target clutch hydraulic pressure CPCCMD is set to the standby pressure PSTATE, as in the case of the automatic stop of the engine 3.
- the clutch supply hydraulic pressure is increased, and as a result, the clutch hydraulic pressure CPC is gradually increased.
- the continuation mode is executed from when the restart condition is satisfied until the battery for driving the starter (not shown) is charged.
- the target clutch hydraulic pressure CPCCMD is set to a predetermined initial response pressure NPSTB larger than the standby pressure PSTATE.
- the opening degree of the hydraulic control valve SV is changed to a value larger than that in the continuous mode, and as a result, the clutch supply hydraulic pressure further increases.
- the clutch hydraulic pressure CPC rapidly increases with a larger inclination than in the continuous mode.
- the fluid filling of the FWD oil chamber 12a can be performed quickly. Also, the initial response mode is performed over a very short predetermined period.
- the target clutch hydraulic pressure CPCCMD is set to a predetermined ineffective stroke pressure MINCU smaller than the standby pressure PSTATE.
- the invalid stroke pressure MINCU is set to the clutch hydraulic pressure CPC, for example, 0.18 MPa when the FWD oil chamber 12a is completely filled with the hydraulic oil.
- the clutch hydraulic pressure CPC is equal to the ineffective stroke pressure MINCU, the forward clutch 12 is not yet engaged, the degree of engagement is a value of 0, and the engine 3 and the drive wheel DW are disconnected by the forward clutch 12 There is.
- the opening degree of the hydraulic control valve SV is adjusted by the setting of the target clutch hydraulic pressure CPCCMD described above, the clutch supply hydraulic pressure is reduced as compared with the case of the continuous mode.
- the clutch hydraulic pressure CPC is in the continuous mode
- the slope is smaller than that and increases gradually.
- the above-mentioned invalid stroke mode can prevent the degree of engagement of the forward clutch 12 from being erroneously increased.
- the invalid stroke mode is executed until the drive of the crankshaft 3a by the starter is started.
- the fastening mode is a control mode for further supplying the hydraulic pressure to the filled FWD oil chamber 12a and completely fastening the forward clutch 12.
- the target clutch hydraulic pressure CPCCMD is , And is set to be slightly larger than the detected clutch hydraulic pressure CPC.
- the engagement mode is ended when the first detonation is performed in one cylinder of the engine 3 (time t5), and the target clutch hydraulic pressure CPCCMD is set to the initial response pressure NPSTB before the completion of the engagement mode. To be converged on. As a result, the forward clutch 12 is completely engaged before the first explosion of the engine 3 (time t5).
- the completion mode is a control mode for holding the forward clutch 12 in a completely engaged state, and the target clutch hydraulic pressure CPCCMD is input to the forward clutch 12 during the completion mode (from time t5 to time t6). It is set according to the torque.
- the initial response pressure NPSTB is held.
- the clutch hydraulic pressure is controlled via the opening degree of the hydraulic pressure control valve SV, and as a result, the clutch hydraulic pressure CPC is held at the initial response pressure NPSTB.
- the forward clutch 12 is held in the engaged state.
- the completion mode is started when the first explosion is performed on one cylinder of the engine 3 and is ended when the engine 3 is completely exploded.
- the first control mode flag F_MODE1 is reset to "0". Furthermore, the first control mode flag F_MODE1 is reset to “0” also when the above-described stop condition is satisfied during execution of the first control mode.
- FIG. 9 shows an operation example when the restart condition is satisfied and the second control mode is executed after the engine 3 is automatically stopped.
- the clutch supply hydraulic pressure is controlled by adjusting the opening degree of the hydraulic control valve SV according to the target clutch hydraulic pressure CPCCMD.
- the second control mode is different from the first control mode, and includes a continuation mode, an engagement mode and a completion mode, and these control modes are executed in this order.
- the operations during automatic stop of the engine 3 from time t0 '), during the continuous mode (from time t1') and during the completion mode (from time t3 'to time t4') are the same as in the first control mode. , I omit the detailed explanation.
- the target clutch hydraulic pressure CPCCMD is held at the initial response pressure NPSTB, unlike the engagement mode of the first control mode.
- the clutch supply hydraulic pressure largely increases.
- the clutch hydraulic pressure CPC rapidly increases at a larger inclination than in the continuous mode, and converges to the initial response pressure NPSTB at a relatively early timing, and is then held at the initial response pressure NPSTB.
- the target clutch hydraulic pressure CPCCMD is gradually increased toward the initial response pressure NPSTB in the engagement mode of the first control mode, whereas in the second control mode, the initial response pressure NPSTB is increased. , Step up and hold rapidly.
- the clutch oil pressure is controlled so that the clutch oil pressure CPC exceeds the ineffective stroke pressure MINCU, that is, after the hydraulic oil is completely filled in the FWD oil chamber 12a, in the first control mode. Increases more slowly than in the second control mode (see FIGS. 8 and 9). That is, the degree of engagement of the forward clutch 12 increases more gradually in the first control mode than in the second control mode. This is apparent when the transition of the clutch hydraulic pressure CPC in FIGS. 8 and 9 is compared.
- the second control mode flag F_MODE2 is reset to "0". Furthermore, while the second control mode is being executed, the second control mode flag F_MODE2 is reset to "0" also when the aforementioned stop condition is satisfied.
- the opening degree of the hydraulic control valve SV is controlled according to the target clutch hydraulic pressure CPCCMD set according to the operating state of the engine 3 and the like. Ru.
- the oil pump 31 is not driven by the engine 3 from when the restart condition of the engine 3 is satisfied until the engine 3 is completely detonated. Only the hydraulic pressure from the forward clutch 12 is supplied to the forward clutch 12.
- the accumulator 61 supplies hydraulic pressure to the forward clutch 12 using the first and second accumulators 63 and 65 as a power source, so the oil discharge flow rate is smaller than that of the oil pump 31. Therefore, in the first and second control modes, the opening degree of the hydraulic pressure control valve SV is controlled to be increased as compared with the case where the hydraulic pressure is supplied from the oil pump 31 to the forward clutch 12.
- the correspondence of the various elements in this embodiment and the various elements in this invention is as follows. That is, the input shaft 14 and the main shaft 21 in the present embodiment respectively correspond to the input shaft of the clutch and the output shaft of the clutch in the present invention, and the oil pump 31 and the pressure accumulator 61 in the present embodiment correspond to the first and the second in the present invention.
- the first and second accumulators 63 and 65 in the present embodiment correspond to the power source in the present invention, as well as corresponding to the second hydraulic pressure supply device.
- the ECU 2 and the hydraulic pressure control valve SV in the present embodiment correspond to the hydraulic pressure control means in the present invention, and the ECU 2, the vehicle speed sensor 76, and the first and second rotation speed sensors 72 and 73 in the present embodiment are the present invention.
- the first and second accumulators 63 and 65 in the present embodiment correspond to the accumulators in the present invention
- the hydraulic control valve SV in the present embodiment corresponds to the linear solenoid valve in the present invention.
- the hydraulic pressure is supplied to the forward clutch 12 using the pressure accumulator 61 configured by the first and second accumulators 63, 65 and the like. Therefore, even if the restart of the engine 3 is not completed, the hydraulic pressure can be supplied to the forward clutch 12. As a result, the driving force of the engine 3 can be rapidly transmitted to the drive wheel DW by being able to be quickly connected by the forward clutch 12 between the engine 3 and the drive wheel DW, and therefore the vehicle can be quickly started and accelerated. It is possible to improve the quality.
- the stop condition of the engine 3 includes that the vehicle speed VP is equal to or less than the predetermined stop vehicle speed VPSTP larger than the value 0, for example, the engine 3 While being stopped, the engine 3 may be restarted by the restart condition being satisfied.
- the restart condition when the restart condition is satisfied, the detected vehicle speed VP is equal to or higher than the predetermined vehicle speed VPREF, and the detected rotational difference parameter DN is equal to or higher than the predetermined value DNREF, ie,
- the clutch supply hydraulic pressure is controlled in the first control mode.
- the clutch supply hydraulic pressure is controlled in the second control mode.
- the first control mode that is, when a shock occurs at the time of connection between the engine 3 and the drive wheel DW by the forward clutch 12
- the clutch supply hydraulic pressure is controlled such that the degree of engagement of the forward clutch 12 increases more gradually than in the second control mode, which is selected when no shock occurs.
- the degree of engagement of the forward clutch 12 can be gradually increased, so that the shock accompanying the engagement of the forward clutch 12 can be appropriately suppressed when the engine 3 is restarted, and when the shock does not occur 3 and the drive wheel DW can be connected quickly, which in turn can improve the drivability of the vehicle.
- the clutch supply hydraulic pressure supplied from the pressure accumulator 61 to the forward clutch 12 can be controlled, so that the above effect, that is, the drivability of the vehicle can be improved.
- the effect of being able to do can be obtained more appropriately.
- the vehicle speed VP is less likely to decrease due to gravity compared to when traveling uphill, so the vehicle speed VP is relatively high and the main shaft 21 and the input shaft
- the difference in rotational speed from 14 may be relatively large, and in this case, a large shock may occur, in particular, due to the sudden engagement by the forward clutch 12.
- the engagement degree of the forward clutch 12 can be gradually increased when the vehicle speed VP is equal to or higher than the predetermined vehicle speed VPREF and the rotation difference parameter DN is equal to or higher than the predetermined value DNREF. Even when the vehicle is traveling downhill, it is possible to appropriately suppress the shock accompanying the engagement of the forward clutch 12.
- the forward clutch 12 can be completely engaged between the time when the restart condition is satisfied and the first explosion of the engine 3, the driving force of the engine 3 is driven immediately after the first explosion of the engine 3. It can be transmitted to the wheel DW, which in turn can further improve the drivability of the vehicle.
- the degree of opening of the hydraulic control valve SV is smaller than when the hydraulic pressure is supplied from the oil pump 31 to the forward clutch 12. It is controlled to the increase side.
- the opening degree of the hydraulic control valve SV can be controlled to a size commensurate with the oil discharge amount of the pressure accumulator 61 driven by the first and second accumulators 63 and 65.
- the hydraulic pressure supply to 61 can be properly controlled.
- the driver when the driver releases the depression of the brake pedal while the engine 3 is automatically stopped, the driver tends to feel a sense of discomfort due to shock.
- the conditions (steps 4 and 5) relating to the vehicle speed VP and the rotation difference parameter DN are satisfied and the reacceleration flag F_ACCRES is “1”, that is, when the restart condition is satisfied.
- the first control mode is selected when an acceleration request from a person is made.
- the valve opening timing of the shutoff valve 64 is the timing when the restart condition is satisfied, that is, the timing when the brake switch 79 is turned off.
- the setting is made, for example, it may be set at the timing when the hydraulic pressure of the brake becomes lower than a predetermined value according to the hydraulic pressure of the brake. Thereby, the restart of the engine 3 may be predicted, and the hydraulic pressure from the pressure accumulator 61 may be supplied to the forward clutch 12 immediately before the brake switch 79 is turned off.
- shutoff valve 64 is configured by an ON / OFF type solenoid valve, it may be configured by a linear solenoid valve, and in that case, it is configured by this linear solenoid valve instead of the hydraulic control valve SV.
- the clutch supply hydraulic pressure may be controlled via the shutoff valve.
- the oil pump 31 which is a gear pump is used as the first hydraulic pressure supply device in the present invention, but another suitable device such as a trochoid pump may be used.
- the accumulator 61 including the first accumulator 63 or the like is used as the second hydraulic pressure supply device in the present invention, but any other suitable device driven by a power source other than the engine 3
- an electric pump having a motor as a power source may be used.
- the clutch supply hydraulic pressure may be controlled by controlling the rotational speed of the electric pump instead of the opening degree of the hydraulic control valve SV.
- the first and second accumulators 63 and 65 are used as the accumulator in the present invention, but a single accumulator may be used, or a plurality of accumulators connected in parallel or in series with each other May be used.
- the complete engagement of the forward clutch 12 is completed before the first explosion of the engine 3, but may be completed after the complete explosion of the engine 3.
- the pressure accumulator In addition to the oil pressure from 61, the oil pressure from the oil pump 31 is also controlled via the oil pressure control valve SV in the first and second control modes.
- the vehicle speed VP and the rotation difference parameter DN used to select the first and second control modes are detected at the timing at which the restart condition of the engine 3 is satisfied. It may be detected at the timing immediately after the establishment of the condition.
- the first and second control modes are selected according to both the vehicle speed VP and the rotation difference parameter DN, but may be selected according to one of the two parameters VP and DN. In this case, only one of these parameters may be detected.
- the clutch supply hydraulic pressure is controlled by selecting the first and second control modes according to the vehicle speed VP and the rotation difference parameter DN, but for example, at least one of the two parameters VP and DN Accordingly, the clutch supply hydraulic pressure may be controlled such that the degree of engagement of the forward clutch 12 is more gradually increased as the at least one parameter is larger.
- the rotation difference parameter DN is a difference between the rotational speeds of the main shaft 21 and the input shaft 14, but another suitable parameter representing the difference between the rotational speeds of the main shaft 21 and the input shaft 14, for example,
- the difference between the rotational speeds of the input shaft 14 and the main shaft 21, the ratio of the rotational speed of the main shaft 21 n to the rotational speed of the input shaft 14, or the reciprocal of this ratio may be used.
- the present invention is extremely useful in appropriately controlling the degree of engagement of the clutch at the time of restart of the internal combustion engine, thereby improving the drivability of the vehicle.
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- Mechanical Engineering (AREA)
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- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
オイルポンプ31の運転中には、遮断弁64が開弁状態に保持され、それによりサブライン62が開放状態に保持される。これにより、図4に示すように、PUメイン油路51からの油圧が、サブライン62を介して、第1アキュムレータ63の蓄圧室63dに供給され、ピストン63bを押圧する。これにより、ピストン63bが、スプリング63cの付勢力に抗して蓄圧室63dと反対側に移動する(図4に中抜きの矢印で図示)結果、PUメイン油路51から供給された油圧が、第1アキュムレータ63に蓄積される。
エンジン3の停止条件の成立時には、それによりエンジン3が停止されることで、エンジン3を動力源とするオイルポンプ31が停止される。この場合、遮断弁64が閉弁状態に保持され、それによりサブライン62が閉鎖状態に保持される。これにより、図5に示すように、PUメイン油路51と第1アキュムレータ63の間が遮断されることによって、それまでに第1アキュムレータ63に蓄積された油圧が保持される。また、遮断弁64の閉弁によって、サブライン62、第1アキュムレータ63及び第2油路67を含む閉回路が形成される。
エンジン3の再始動条件の成立時、遮断弁64が開弁され、それによりサブライン62が開放される。それに伴い、図6に示すように、第1アキュムレータ63のピストン63bがスプリング63cの付勢力により蓄圧室63d側に移動する(同図に中抜きの矢印で図示)。これにより、上述した第1アキュムレータ63などの閉回路内に蓄積された油圧が、サブライン62及びPUメイン油路51を介して、DR油室22c及びDN油室23cに供給されるとともに、さらに分岐油路41及びCLメイン油路43を介して、FWD油室12aやRVS油室13aに供給される。
(a)イグニッションスイッチ78がオン状態であること
(b)車速VPが所定の停止車速VPSTP以下であること
(c)アクセル開度APが値0であること
(d)シフトポジションがP,R,N以外であること
(e)ブレーキスイッチ79がオン状態であること
条件(b)の停止車速VPSTPは、値0よりも大きな所定値、例えば10km/hに設定されている。
2 ECU(検出手段、油圧制御手段)
3 エンジン
12 前進クラッチ
14 入力軸(クラッチの入力軸)
21 主軸(クラッチの出力軸)
31 オイルポンプ(第1油圧供給装置)
SV 油圧制御弁(油圧制御手段、リニアソレノイド弁)
61 蓄圧装置(第2油圧供給装置)
63 第1アキュムレータ(動力源、アキュムレータ)
65 第2アキュムレータ(動力源、アキュムレータ)
72 第1回転数センサ(検出手段)
73 第2回転数センサ(検出手段)
76 車速センサ(検出手段)
DN 回転差パラメータ
VP 車速
VPREF 所定車速
DNREF 所定値
Claims (5)
- 車両に動力源として搭載され、所定の停止条件が成立したときに停止されるとともに、所定の再始動条件が成立したときに再始動される内燃機関と前記車両の駆動輪の間を接続・遮断する油圧式のクラッチに油圧を供給する油圧供給装置であって、
前記停止条件には、前記車両の速度が値0よりも大きな所定の停止車速以下であることが含まれ、
前記内燃機関を動力源とし、前記クラッチに油圧を供給する第1油圧供給装置と、
前記内燃機関以外の動力源で駆動されることによって、前記クラッチに油圧を供給する第2油圧供給装置と、
前記車両の速度、及び前記クラッチの出力軸と前記クラッチの入力軸との回転数の差を表す回転差パラメータの少なくとも一方を検出する検出手段と、
前記内燃機関の再始動条件が成立しているときに、前記検出手段により検出された車両速度及び回転差パラメータの少なくとも一方に応じて、前記クラッチに供給される油圧であるクラッチ供給油圧を制御する油圧制御手段と、
を備えることを特徴とする油圧供給装置。 - 前記油圧制御手段は、
前記車両速度が所定車速以上であり、かつ、前記回転差パラメータで表される前記出力軸と前記入力軸との回転数の差が所定値以上であるときには、第1制御モードにより前記クラッチ供給油圧を制御し、
前記車両速度が所定車速よりも低いとき、又は、前記回転差パラメータで表される前記出力軸と前記入力軸との回転数の差が所定値よりも小さいときには、第2制御モードにより前記クラッチ供給油圧を制御し、
前記第1制御モードは、前記クラッチの締結度合が前記第2制御モードよりも緩やかに増大するように前記クラッチ供給油圧を制御するモードであることを特徴とする、請求項1に記載の油圧供給装置。 - 前記油圧制御手段は、
前記再始動条件が成立してから前記内燃機関が初爆するまでの間に前記クラッチが完全に締結されるように、前記クラッチ供給油圧を制御することを特徴とする、請求項1又は2に記載の油圧供給装置。 - 前記油圧制御手段は、前記第2油圧供給装置から供給される油圧を制御することを特徴とする、請求項1ないし3のいずれかに記載の油圧供給装置。
- 前記第2油圧供給装置は、アキュームレータを動力源とし、
前記油圧制御手段は、前記クラッチ供給油圧を調整するためのリニアソレノイド弁を有しており、前記第2油圧供給装置からの油圧のみが前記クラッチに供給されている場合には、前記第1油圧供給装置から前記クラッチに油圧が供給されている場合と比較して、前記リニアソレノイド弁の開度を増大側に制御することを特徴とする、請求項1ないし4のいずれかに記載の油圧供給装置。
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DE112014001193.2T DE112014001193T5 (de) | 2013-03-08 | 2014-01-07 | Hydraulikdruckversorgungssystem |
US14/771,092 US9482199B2 (en) | 2013-03-08 | 2014-01-07 | Hydraulic pressure supply system |
CN201480009523.0A CN105074258B (zh) | 2013-03-08 | 2014-01-07 | 液压供应装置 |
JP2015504189A JP6109292B2 (ja) | 2013-03-08 | 2014-01-07 | 油圧供給装置 |
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US (1) | US9482199B2 (ja) |
JP (1) | JP6109292B2 (ja) |
CN (1) | CN105074258B (ja) |
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Cited By (2)
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WO2015014614A3 (de) * | 2013-08-01 | 2015-09-11 | Robert Bosch Gmbh | Verfahren und vorrichtung zur ankupplung eines verbrennungsmotors bei einem verzögerungsvorgang |
JP2020142573A (ja) * | 2019-03-05 | 2020-09-10 | 本田技研工業株式会社 | ハイブリッド車両の駆動装置 |
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US10215015B2 (en) * | 2015-03-10 | 2019-02-26 | Halliburton Energy Services, Inc. | Strain sensitive optical fiber cable package for downhole distributed acoustic sensing |
US10738841B2 (en) * | 2018-11-26 | 2020-08-11 | Hyundai Motor Company | Oil pump control method for DCT |
US11230189B2 (en) | 2019-03-29 | 2022-01-25 | Honda Motor Co., Ltd. | System and method for application interaction on an elongated display screen |
US10914349B1 (en) * | 2019-08-29 | 2021-02-09 | Kawasaki Jukogyo Kabushiki Kaisha | Power unit of utility vehicle |
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JP5348048B2 (ja) * | 2010-03-29 | 2013-11-20 | アイシン・エィ・ダブリュ株式会社 | 動力伝達機構の制御装置および動力伝達装置 |
JP5669258B2 (ja) | 2010-10-29 | 2015-02-12 | ダイハツ工業株式会社 | アイドルストップ車両の油圧制御装置 |
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2014
- 2014-01-07 US US14/771,092 patent/US9482199B2/en active Active
- 2014-01-07 CN CN201480009523.0A patent/CN105074258B/zh active Active
- 2014-01-07 DE DE112014001193.2T patent/DE112014001193T5/de not_active Withdrawn
- 2014-01-07 JP JP2015504189A patent/JP6109292B2/ja not_active Expired - Fee Related
- 2014-01-07 WO PCT/JP2014/050079 patent/WO2014136465A1/ja active Application Filing
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JP2010179790A (ja) * | 2009-02-06 | 2010-08-19 | Nissan Motor Co Ltd | 車両の制御装置 |
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US9482199B2 (en) | 2016-11-01 |
CN105074258B (zh) | 2017-07-04 |
US20160003208A1 (en) | 2016-01-07 |
JPWO2014136465A1 (ja) | 2017-02-09 |
CN105074258A (zh) | 2015-11-18 |
DE112014001193T5 (de) | 2015-11-26 |
JP6109292B2 (ja) | 2017-04-05 |
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