JP2016176597A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide, in a vehicle that is equipped with an accumulator to execute automatic stop control of an engine, is equipped with plural oil pumps driven by the engine and switches a discharge destination by an electromagnetic solenoid valve, a control device of the vehicle, that uses the electromagnetic solenoid valve also for switching operation of the accumulator.SOLUTION: A control device of a vehicle comprises a pump switch valve 46g switching a discharge destination of a second oil pump 46a2 driven by an engine between a first oil passage 46e2 that is connected to a lubrication system of friction engagement elements, and a second oil passage 46e1 that is connected to an oil passage downstream of a first oil pump 46a1, via an electromagnetic solenoid valve 46x that discharges hydraulic pressure accumulated in an accumulator 46w when magnetized. The hydraulic pressure to be accumulated in the accumulator is set at a value lower than the hydraulic pressure to be supplied to the friction engagement elements.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle control device, and more specifically to a vehicle control device that automatically stops an engine when waiting for a signal.

  In a vehicle that automatically stops the engine when waiting for a signal, etc., when the vehicle is started by stopping the automatic stop and restarting the engine, the oil pump that is driven by the engine, such as a clutch required for transmitting the driving force, Since the hydraulic pressure supply to the frictional engagement element is delayed, in the technique described in Patent Document 1 below, an accumulator is branched and installed in an oil passage connected to the frictional engagement element separately from the oil pump driven by the engine It has been proposed to do.

  In the technique described in Patent Document 1, a switching valve is provided in the accumulator, and the switching valve is controlled to open during engine operation to store the hydraulic pressure in the accumulator, and to hold the stored hydraulic pressure simultaneously with the engine stop command. It is composed.

Japanese Patent No. 3807145

  By the way, it is conceivable that a plurality of oil pumps driven by the engine are provided and the discharge destination is switched by an electromagnetic solenoid valve or the like according to the traveling state of the vehicle.

  In a vehicle having such a configuration, when an accumulator is provided for automatic engine stop control, an electromagnetic solenoid valve for switching the discharge destinations of a plurality of oil pumps is also used to switch the operation (accumulation / discharge) of the accumulator. If they are also used, the configuration becomes simple and beneficial.

  Accordingly, the object of the present invention is to solve the above-mentioned inconvenience, to perform automatic engine stop control with an accumulator, to have a plurality of oil pumps driven by the engine, and to switch the discharge destination with an electromagnetic solenoid valve. An object of the present invention is to provide a vehicle control device in which the electromagnetic solenoid valve is also used for switching the operation of an accumulator in a vehicle.

  In order to achieve the above object, according to a first aspect of the present invention, an engine mounted on a vehicle and an input rotation of the engine are shifted and transmitted to a drive wheel via a hydraulically operated friction engagement element. An automatic transmission, an oil passage for supplying hydraulic pressure discharged from a first oil pump driven by the engine to the friction engagement element, an accumulator connected to the oil passage through a branch oil passage, An electromagnetic solenoid valve that is inserted into the branch oil passage and accumulates hydraulic pressure in the accumulator according to one of excitation and demagnetization, and discharges the accumulated hydraulic pressure according to the other; and An engine automatic stop system that controls excitation / demagnetization, stops the engine when a predetermined stop condition is satisfied, and restarts the engine when a predetermined return condition is satisfied. In the vehicle control device comprising: a control means for executing the operation of: a second oil pump driven by the engine; and when the electromagnetic solenoid valve is excited or demagnetized by the control means, The output hydraulic pressure is input as a pilot hydraulic pressure, and the discharge destination of the second oil pump is connected to the lubrication system of the automatic transmission including the friction engagement element according to the input pilot hydraulic pressure. A pump switching valve that switches between an oil passage and a second oil passage connected to an oil passage downstream of the first oil pump, and supplies hydraulic pressure to be accumulated in the accumulator to the friction engagement element It was configured to set a value less than the hydraulic pressure to be performed.

  In the vehicle control apparatus according to claim 2, the pump switching valve is a hydraulic pressure to be supplied to the friction engagement element when the electromagnetic solenoid valve is switched to the other of excitation / demagnetization by the control means. Is less than a prescribed switching oil pressure, the discharge destination of the second oil pump is switched to the second oil passage connected to the oil passage downstream of the first oil pump.

  4. The vehicle control apparatus according to claim 3, wherein the control means controls the excitation / demagnetization of the electromagnetic solenoid valve until the predetermined stop condition is satisfied and the engine is stopped. The hydraulic pressure is accumulated.

  In the vehicle control apparatus according to claim 4, the electromagnetic solenoid valve is configured to be a normally closed type that outputs the hydraulic pressure when excited.

  According to claim 1, the second oil pump driven by the engine, and the electromagnetic solenoid that accumulates the hydraulic pressure in the accumulator according to one of excitation and demagnetization and discharges the accumulated hydraulic pressure according to the other When the valve is energized / demagnetized by the control means, the hydraulic pressure output from the electromagnetic solenoid valve is input as the pilot hydraulic pressure, and the discharge destination of the second oil pump is frictionally engaged according to the input pilot hydraulic pressure. Since the pump switching valve for switching between the first oil passage connected to the lubricating system of the automatic transmission including the element and the second oil passage connected to the oil passage downstream of the first oil pump is provided. By providing an accumulator, the engine can be restarted quickly after the engine has been automatically stopped, and an electromagnetic solenoid that switches the discharge destination of the second oil pump. Simple configuration by also serves as a Idobarubu for switching the operation of the accumulator, and more particularly can avoid an increase in parts cost and weight.

  Further, when the electromagnetic solenoid valve is energized / demagnetized by the control means, the pilot hydraulic pressure output from the electromagnetic solenoid valve is input, and the discharge destination of the second oil pump is automatically included including the friction engagement element accordingly. Since the pump switching valve for switching between the first oil passage connected to the transmission lubrication system and the second oil passage connected to the oil passage downstream of the first oil pump is provided, the above-described effect is achieved. In addition, according to the running state of the vehicle, for example, the hydraulic pressure supplied to the friction engagement element is used as the discharge pressure of the first oil pump, and the discharge destination of the second oil pump is used as the lubrication system, while the friction engagement is performed as necessary. It is possible to set the hydraulic pressure supplied to the combination element to the discharge pressures of both the first and second oil pumps, and the vehicle travel can be controlled appropriately.

  Further, since the hydraulic pressure to be accumulated in the accumulator is set to a value lower than the hydraulic pressure to be supplied to the friction engagement element, the hydraulic pressure is released from the automatic transmission, for example, when the vehicle is left for a long period of time. Or when an abnormality occurs in which the electromagnetic solenoid valve adheres to the closed side, the hydraulic pressure supplied to the friction engagement element can be used as the discharge pressure of both the first and second oil pumps. In the case where the hydraulic pressure supplied to the friction engagement element is used as the discharge pressure of both the first and second oil pumps and the accumulator accumulates, for example, on the side that excites the electromagnetic solenoid valve. Even if it is made to coincide with the case where the discharged hydraulic pressure is discharged, the inconvenience that the accumulated hydraulic pressure is discharged from the accumulator until the engine is restarted and the restart is delayed is avoided. It is possible.

  Further, since the hydraulic pressure to be accumulated in the accumulator is set to a value less than the hydraulic pressure to be supplied to the friction engagement element, in addition to the above-described effects, the hydraulic pressure supplied to the friction engagement element is set to the first, Even if the engine automatic stop control is executed when both the discharge pressures of the second oil pump are used, the accumulated hydraulic pressure is not discharged from the accumulator, which hinders quick restart of the engine by the accumulator. Never come.

  In the vehicle control device according to claim 2, when the electromagnetic solenoid valve is switched to the other side of excitation / demagnetization by the control means, the pump switching valve switches the hydraulic pressure to be supplied to the friction engagement element to a prescribed level. When the hydraulic pressure is less than the hydraulic pressure, the discharge destination of the second oil pump is switched to the second oil passage connected to the oil passage downstream of the first oil pump. In addition to the above effects, for example, the vehicle is left for a long period of time. When the hydraulic pressure is lost from the automatic transmission, such as when the electromagnetic solenoid valve is stuck to the closed side, or when the hydraulic pressure to be supplied to the friction engagement element is insufficient, the friction engagement element The hydraulic pressure to be supplied to the vehicle can be set to the discharge pressures of both the first and second oil pumps, and the running of the vehicle can be controlled more appropriately.

  In the vehicle control device according to claim 3, the control means controls the excitation / demagnetization of the electromagnetic solenoid valve to accumulate the hydraulic pressure in the accumulator until the predetermined stop condition is satisfied and the engine is stopped. In addition to the effects described above, the hydraulic pressure can be reliably accumulated in the accumulator before the engine is restarted, and the inconvenience that the engine restart is delayed can be avoided more reliably.

  In the vehicle control device according to the fourth aspect, since the solenoid valve is configured to be a normally closed type that outputs the hydraulic pressure when excited, for example, the electromagnetic solenoid valve is excited in addition to the above-described effects. When the side is matched with the case where the hydraulic pressure supplied to the friction engagement element is the discharge pressure of both the first and second oil pumps and the case where the hydraulic pressure accumulated from the accumulator is discharged, the excitation time is demagnetized. Since it is shorter than time, power consumption, in other words, fuel consumption of the engine can be reduced.

1 is a schematic diagram showing an overall control apparatus for a vehicle according to an embodiment of the present invention. It is a schematic diagram which shows typically the structure of the hydraulic circuit of the transmission hydraulic pressure supply mechanism shown in FIG. It is a flowchart which shows operation | movement of the apparatus shown in FIG. FIG. 3 is a hydraulic circuit diagram more specifically showing a connection destination of pilot hydraulic pressure output from an electromagnetic solenoid valve of the hydraulic pressure supply mechanism shown in FIG. 2 to a pump switching valve. FIG. 5 is a hydraulic circuit diagram similar to FIG. 4, and is an explanatory diagram showing switching between a high mode and a low mode that are switched by excitation / demagnetization of the electromagnetic solenoid valve of FIG. 4. FIG. 3 is a schematic diagram generally showing a control device for a vehicle according to an embodiment of the present invention when the accumulator is in a discharge mode in FIG. 2. FIG. 3 is a schematic view similar to FIG. 2 showing the supply of hydraulic pressure in the High mode described above in FIG. 2. FIG. 3 is a schematic view similar to FIG. 2 showing the supply of hydraulic pressure in the low mode described above in FIG. 2. FIG. 3 is a schematic view similar to FIG. 2 illustrating the operation of the backup valve and the electromagnetic solenoid valve when a failure occurs in the SBW mechanism described with respect to the SBW motor of FIG. 2. Similarly, FIG. 3 is a schematic diagram similar to FIG. 2 illustrating the operation of the backup valve and the electromagnetic solenoid valve when a failure occurs in the SBW mechanism described with respect to the SBW motor of FIG. 2. FIG. 4 is a time chart showing the operation of the hydraulic pressure supply mechanism 46 during engine automatic stop control of the flow chart of FIG. 3.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a mode for carrying out a vehicle control apparatus according to the present invention will be described with reference to the accompanying drawings.

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

  In FIG. 1, reference numeral 10 denotes an engine (an internal combustion engine (prime mover)). The engine 10 is mounted on a vehicle 14 having drive wheels 12. A throttle valve (not shown) disposed in the intake system of the engine 10 is mechanically disconnected from an accelerator pedal 16 disposed in a vehicle driver's seat, and is a DBW (Drive By Wire) composed of an actuator such as an electric motor. The mechanism 18 is connected and driven.

  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. The air-fuel mixture is ignited and combusted in the combustion chamber, and after driving the piston to rotate the output shaft 22 connected to the crankshaft, it is discharged to the outside of the engine 10 as exhaust.

  The rotation of the output shaft 22 of the engine 10 is input to a continuously variable transmission (hereinafter referred to as “CVT”) 26 via a torque converter 24. In other words, the output shaft 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 torque converter 24 includes a lockup clutch 24c.

  The CVT 26 includes a drive pulley 26a disposed on the main shaft MS, a driven pulley 26b disposed on a counter shaft (output shaft) CS parallel to the main shaft MS, and a metal power transmission element (belt) hung between them. ) 26c.

  The drive pulley 26a is fixed to the main shaft MS so that it cannot rotate relative to the main shaft MS and cannot move in the axial direction. The drive pulley 26a cannot move relative to the main shaft MS and can move relative to the fixed pulley half 26a1 in the axial direction. And a movable pulley half 26a2.

  Similarly, the driven pulley 26b is fixed relative to the countershaft CS in the axial direction with respect to the stationary pulley half 26b1 which is not rotatable relative to the countershaft CS and is not movable in the axial direction. The movable pulley half 26b2 is movable.

  The CVT 26 is connected to the forward / reverse switching mechanism 30. The forward / reverse switching mechanism 30 includes a forward clutch (friction engagement element) 30a, a reverse brake clutch (friction engagement element) 30b, and a planetary gear mechanism 30c disposed between the CVT 26 and the forward clutch. The CVT 26 is connected to the engine 10 via the forward clutch 30a. In this embodiment, the automatic transmission includes a torque converter 24, a CVT 26, and a forward / reverse switching mechanism 30.

  In the planetary gear mechanism 30c, the sun gear 30c1 is fixed to the main shaft MS, and the ring gear 30c2 is fixed to the fixed pulley half 26a1 of the drive pulley 26a via the forward clutch 30a.

  A pinion 30c3 is disposed between the sun gear 30c1 and the ring gear 30c2. Pinion 30c3 is coupled to sun gear 30c1 by carrier 30c4. When the reverse brake clutch 30b is operated, the carrier 30c4 is fixed (locked) thereby.

  The rotation of the counter shaft CS is transmitted to the secondary shaft (intermediate shaft) SS via the reduction gears 32 and 34, and the rotation of the secondary shaft SS is transmitted to the left and right drive wheels (only the right side is shown) via the gear 36 and the differential mechanism 40. 12 A disc brake 42 is disposed in the vicinity of the drive wheel 12 (and a driven wheel (not shown)).

  The forward clutch 30a and the reverse brake clutch 30b are switched by a shifter 44, a shift actuator (electric motor, indicated by reference numeral 46s in FIG. 2, etc.) and a communication line for electrically connecting them. In an SBW (Shift By Wire) mechanism, the driver operates the shifter 44 to select one of P, R, N, D, S, and L, for example. When any position of the shifter 44 is selected by the driver, the operation of the shifter 44 is transmitted to the manual valve of the hydraulic pressure supply mechanism 46 via the shift actuator.

  As will be described later, for example, when the D, S, and L positions are selected, the spool of the manual valve moves accordingly via the SBW motor, and hydraulic oil (hydraulic pressure) is discharged from the piston chamber of the reverse brake clutch 30b. On the other hand, hydraulic pressure is supplied to the piston chamber of the forward clutch 30a, and the forward clutch 30a is fastened. When the forward clutch 30a is engaged, all 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.

  On the other hand, when the R position is selected, hydraulic oil is discharged from the piston chamber of the forward clutch 30a, while hydraulic pressure is supplied to the piston chamber of the reverse brake clutch 30b, and the reverse brake clutch 30b is operated. As a result, the carrier 30c4 is fixed, the ring gear 30c2 is driven in the opposite direction to the sun gear 30c1, and the drive pulley 26a is driven in the opposite direction (reverse direction) to the main shaft MS.

  When the P or N position is selected, hydraulic fluid is discharged from both piston chambers, the forward clutch 30a and the reverse brake clutch 30b are both released, and power transmission via the forward / reverse switching mechanism 30 is cut off. The power transmission between the engine 10 and the drive pulley 26a of the CVT 26 is cut off.

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

As will be described below, the hydraulic pressure supply mechanism 46 is provided with a first oil pump 46a1 and a second oil pump 46a2. Specifically , each of the first and second oil pumps 46a1, 46a2 is a two-rotor gear pump, and each rotor is driven by the rotation of the engine 10, and an oil pan 46a3 (not shown) below a CVT case (not shown). The hydraulic oil stored in (shown in FIG. 4) is pumped up and discharged to the oil passage 46b.

A PH control valve (PH Reg) 46c is inserted in the oil passage 46b. The PH control valve 46c adjusts the discharge pressure (original pressure) of the first oil pump 46a1 to a PH pressure (line pressure, specifically 7.0 to 40.0 kgf / cm ² ) (P: oil pressure), and an oil passage. It outputs to 46d.

  The second oil pump 46a2 is also driven by the engine 10 to pump up hydraulic oil from the oil pan and discharge it to the oil passage 46e. The oil passage 46e is connected to the oil passage 46e1 on the one hand, connected to the oil passage 46b downstream of the first oil pump 46a1 via a check valve 46f inserted therein, and connected to the oil passage 46e2 on the other side. From there, it is connected to a lubrication system (LUB) 46i via a pump switching valve (P / Shift) 46g and a lubrication control valve (LUB Reg) 46h.

  The lubrication system 46i is a general term for components or members that require lubrication in an automatic transmission such as the CVT 26, the forward / reverse switching mechanism 30 such as the forward clutch 30a, and the torque converter 24.

  The oil passage 46d is movable between the piston chamber of the movable pulley half 26a2 of the drive pulley 26a of the CVT 26 and the driven pulley 26b via first and second linear solenoid valves (DRC L / Sol, DNC L / Sol) 46j and 46k. It is connected to the piston chamber of the pulley half 26b2. The first and second linear solenoid valves 46j and 46k are configured as normally open types.

  The first and second linear solenoid valves 46j and 46k have a normal open characteristic in which the output pressure becomes maximum when the magnet is demagnetized and the output pressure decreases as the excitation current of the solenoid increases. The first and second linear solenoid valves 46j and 46k are provided at one end of the spools of the DR control valve 46j1 and the DN control valve 46k1 using the hydraulic pressure obtained by adjusting the PH pressure sent from the oil passage 46d according to the excitation current as a pilot pressure. Supply. The DR control valve 46j1 and the DN control valve 46k1 thereby adjust the PH pressure and supply it to the piston chambers of the movable pulley halves 26a2 and 26b2 of the drive pulley 26a and the driven pulley 26b to generate pulley side pressure.

  As a result, in the CVT 26, 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 are changed, and the winding radius of the power transmission element 26c is increased. The speed ratio for changing and transmitting the output of the engine 10 to the drive wheels 12 is changed steplessly.

On the other hand, the oil passage 46d is connected to a CR valve (CR) 46n via an oil passage 46m. The CR valve 46n further reduces the PH pressure reduced by the PH control valve 46c to a CR pressure (clutch reducing pressure (control pressure), for example, 20.0 kgf / cm ² ) and discharges it to the oil passage 46o. The output pressure (CR pressure) of the CR valve 46n discharged to the oil passage 46o is input to the third linear solenoid valve (CPC L / Sol) 46p, where it is adjusted to an appropriate hydraulic pressure according to the excitation of the solenoid. The first to third linear solenoid valves 46j, 46k, 46p are electromagnetic valves whose output pressure changes according to the energization amount when the solenoid is excited.

  The hydraulic pressure adjusted by the third linear solenoid valve 46p is input from the port 46q1 of the backup valve (Back UP) 46q provided for backup at the time of failure, and output from the output port 46q2, and the above-described manual valve (Manual VLV) Through the forward clutch 30a of the forward / reverse switching mechanism 30 or the piston chamber of the reverse brake clutch 30b. The output pressure of the first linear solenoid valve 46j is applied as a pilot hydraulic pressure to one end (right end in the figure) of the spool of the backup valve 46q, as indicated by a broken line.

  The manual valve 46r is configured as the shift actuator described above, specifically, an SBW mechanism driven by the SBW motor 46s, and the third valve 46r is connected via the SBW mechanism according to the output signal of the shifter 44 operated (selected) by the driver. The output pressure regulated by the linear solenoid valve 46p is connected to the piston chamber of the forward clutch 30a or the reverse brake clutch 30b so that the vehicle 14 can move forward or reverse as described above.

  The discharge pressure of the PH control valve 46c is sent as a torque converter original pressure to a TC (torque converter) control valve (TC Reg) 46u through an oil passage 46t. The output pressure of the TC control valve 46u is sent to the piston chamber of the lockup clutch 24c of the torque converter 24, and the discharge pressure is sent to the lubrication system 46i.

  The output pressure of the TC control valve 46u is sent as pilot hydraulic pressure to one end of the spool of the pump switching valve 46g (the end portion urged by the spring 46g1; the right end in the figure), and the other end of the spool against the spring 46g1 (see FIG. At the left end).

  The oil passage 46o downstream of the CR valve 46n is connected to a piston chamber such as the forward clutch 30a of the forward / reverse switching mechanism 30 on the one hand, and is connected to the accumulator 46w via the branch oil passage 46v on the other hand. An electromagnetic solenoid valve 46x is inserted in the branch oil passage 46v.

  The electromagnetic solenoid valve 46x is an on / off solenoid valve whose opening degree is switched between two open / close positions according to excitation / demagnetization, and more specifically, a normally closed type valve that opens when energized and closes when demagnetized. Consists of.

  A check valve 46y is inserted in the branch oil passage 46v at an upstream position of the accumulator 46w, and the upstream side of the check valve 46y and the accumulator 46w are connected by a second branch oil passage 46z. As illustrated, the electromagnetic solenoid valve 46x is inserted into the second branch oil passage 46z at a position upstream of the check valve 46y. As shown in the figure, the check valve 46y is disposed so as to be able to receive the ball pressure disposed at the open end of the sleeve and the oil pressure of the second branch oil passage 46z inside the sleeve, and moves when the oil pressure increases above a predetermined value. The ball body can be pushed up freely.

Accumulator 46w consists piston 2, the piston begins to stroke the hydraulic pressure of the hydraulic oil introduced for example at a certain pressure 2.0 kgf / cm ^2, the maximum hydraulic 6.0 kgf / cm ² given hydraulic by full Stoke in Can be stored (more precisely, hydraulic oil can be stored up to a predetermined capacity). The accumulator 46w is a piston type, but may be any type such as a weight type, a spring type, or a diaphragm type.

As described above, the accumulator 46w is set so that the pressure accumulation start hydraulic pressure and the full stroke hydraulic pressure are lower than the lower limit pressure (7.0 kgf / cm ² ) of the PH pressure (line pressure). . Further, even when the electromagnetic solenoid valve 46x is excited (ON) during normal traveling, the accumulator 46w is supplied with a hydraulic pressure equal to or higher than the full stroke hydraulic pressure, so that the pressure accumulation state can be maintained.

  Returning to the description of FIG. 1, a crank angle sensor 50 is provided at an appropriate position such as near the cam shaft (not shown) of the engine 10 and outputs a signal indicating the engine speed NE for each predetermined crank angle position of the piston. To do. 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 18 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 56a is provided near the accelerator pedal 16 to output a signal proportional to the accelerator opening AP corresponding to the driver's accelerator pedal operation amount, and a brake switch near the brake pedal 58. 58a is provided to output an ON signal in response to the driver's operation of the brake pedal 58.

  Further, a water temperature sensor 60 is provided in the vicinity of a cooling water passage (not shown) of the engine 10 to generate an output corresponding to the engine cooling water temperature TW, in other words, the temperature of the engine 10.

  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, controls the operation of the DBW mechanism 18 by determining the target throttle opening based on the sensor outputs, and drives the injector 20 by determining the fuel injection amount.

  The main shaft MS is provided with an NT sensor 70, and a pulse signal indicating the rotational speed of the turbine runner 24b, specifically the rotational speed of the main shaft MS, more specifically the input shaft rotational speed of the forward clutch 30a. Is output.

  An NDR 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 of the drive pulley 26a, in other words, the output shaft rotational speed of the forward clutch 30a, and the secondary shaft SS. A V sensor 76 is provided in the vicinity of the gear 36 and outputs a pulse signal indicating the rotational speed of the output shaft of the CVT 26 or the vehicle speed V through the rotational speed of the gear 36. A shifter position sensor 80 is provided in the vicinity of the shifter 44 and outputs a POS signal corresponding to a position such as P, R, N, and D, which is selected by a driver's push button operation and driven by the SBW motor 46s. To do.

  A wheel speed sensor 82 is provided at an appropriate position of each of the four wheels (tires) including the driving wheel 12 and the driven wheel, and outputs a signal proportional to the wheel speed indicating the rotational speed of the wheel.

  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 and is configured to be able to communicate with the engine controller 66.

  The shift controller 90 controls the operation of the automatic transmission by exciting / de-energizing the solenoid solenoid valve 46x of the hydraulic pressure supply mechanism 46 and the solenoids of the first to third linear solenoid valves 46j, 46k, 46p based on the detected values. At the same time, the engine controller 66 controls the operation of the DBW mechanism 18 and fuel injection control.

  Further, the shift controller 90 performs automatic engine stop (idling stop) control via the engine controller 66. That is, the shift controller 90 functions as control means for controlling excitation / demagnetization of the electromagnetic solenoid valve 46x and executing engine automatic stop control.

  FIG. 3 is a flowchart showing the automatic stop (idling stop) control of the shift controller 90. The illustrated program is executed every predetermined time, for example, every 10 msec.

  Explained below, in S10, it is determined whether or not a predetermined stop condition of the engine 10 is satisfied, such as when the vehicle 14 waits for a signal.

  Specifically, there is a stop condition such that the vehicle speed is zero and the driver operates (depresses) the brake pedal 58 of the vehicle 14 while the accelerator pedal 16 is not operated and the ratio of the CVT 26 is low. Whether it is established or not is determined from the outputs of the V sensor 76, the brake switch 58a, the accelerator opening sensor 16a, the NDR sensor 72, the NDN sensor 74, and the like.

  On the other hand, when the result in S10 is affirmative, the program proceeds to S12, in which it is determined whether a predetermined return condition is satisfied. The predetermined return condition includes that the operation of the brake pedal 58 is stopped and the accelerator pedal 16 is operated.

  When the result in S12 is negative, the program proceeds to S14, where the engine 10 is automatically stopped and the bit of the I / S execution flag is set to 1, while when the result is positive, the program proceeds to S16, and the engine 10 is started (restarted). At the same time, the bit of the I / S execution flag is reset to 0.

  The feature of this embodiment resides in the control of the hydraulic pressure supply mechanism 46 during the automatic stop control of the engine 10 by the shift controller 90, and will be described below.

  4 is a hydraulic circuit diagram more specifically showing a connection destination of pilot hydraulic pressure output from the electromagnetic solenoid valve 46x of the hydraulic pressure supply mechanism 46 shown in FIG. 2 to the pump switching valve 46g, and FIG. 5 is a hydraulic pressure similar to FIG. In the circuit diagram, a high mode (mode in which discharge pressures of the first and second oil pumps 46a1 and 46a2 are applied to the PH control valve 46c) and a low mode (first mode) that are switched by excitation and demagnetization of the electromagnetic solenoid valve 46x in FIG. FIG. 6 is a diagram illustrating switching between a mode in which the discharge pressure of the first oil pump 46a1 is applied to the PH control valve 46c and the discharge pressure of the second oil pump 46a2 to the lubrication system 46i. FIG. 7 and 8 are the same as FIG. 2 showing the supply of hydraulic pressure in the high mode and the low mode described above in FIG. 9 and FIG. 10 are schematic views similar to FIG. 2 showing the operation of the backup valve 46q and the electromagnetic solenoid valve 46x when a failure occurs in the SBW mechanism described with respect to the SBW motor 46s, and FIG. 11 is the engine. 6 is a time chart showing the operation of the hydraulic pressure supply mechanism 46 during automatic stop control.

  As shown in FIGS. 4 and 5, the electromagnetic solenoid valve 46x accumulates the accumulator 46w when OFF (demagnetization) and discharges when ON (excitation), and discharges all when ON (excitation) is switched between the High mode and Low mode. High mode), OFF (demagnetization), and half discharge (Low mode).

  First, the discharge mode of the accumulator 46w will be described with reference to FIG. 2, FIG. 6, and FIG.

  As shown in FIG. 11, the electromagnetic solenoid valve 46x is started by the shift controller 90 in the automatic stop (I / S) control of the engine 10 (for example, at time t1 (I / S of S12 in the flow chart of FIG. 3). In other words, at time t0 before the execution flag bit is set to 1)), in other words, the engine 10 is turned off (demagnetized) until the predetermined stop condition is satisfied and the engine 10 is stopped. To maintain.

  Specifically, since the maximum accumulated pressure value (equivalent to the full stroke of the piston) of the accumulator 46w is set to a value lower than the lower limit pressure of the PH pressure, as shown in FIG. CR pressure) pushes up the ball of the check valve 46y, flows into the accumulator 46w, and is accumulated there.

  Next, when the electromagnetic solenoid valve 46x is turned on (excited) at time t2 in the time chart of FIG. 11 by the shift controller 90, the electromagnetic solenoid valve 46x is opened in the second branch oil passage 46z. As shown in FIG. 4, a part of the hydraulic oil discharged from the accumulator 46w flows through the second branch oil passage 46z to the upstream side of the check valve 46y, acts on the check valve 46y, pushes up the ball with the valve body, and opens. .

  As a result, as shown in FIG. 6, most of the hydraulic pressure accumulated in the accumulator 46w flows through the gap between the ball pushed up by the check valve 46y and the sleeve and flows into the branch oil passage 46v, from there to the oil passage 46o. Through the input port 46q1 of the backup valve 46q to the manual valve 46r through the output port 46q2, and further to the forward clutch 30a of the forward / reverse switching mechanism 30 to engage the forward clutch 30a and the like.

  That is, as shown in FIG. 11, the line pressure decreases when the first and second oil pumps 46a1 and 46a2 are also stopped while the engine 10 is stopped, but the accumulator 46w, for example, at time t3 due to the discharge pressure from the accumulator 46w. Rises above the filling pressure. At this time, the pump switching valve 46g is in the high mode, and the line pressure rises even when the discharge pressure from the second oil pump 46a2 is applied.

  The line pressure gradually increases while the hydraulic pressure accumulated in the accumulator 46w is discharged until time t4, so that the vehicle speed also rises accordingly and starts the vehicle 14 smoothly.

  Next, the electromagnetic solenoid valve 46x is demagnetized again by the shift controller 90 at time t4. At time t3, the line pressure also exceeds the accumulator filling pressure, and the accumulator 46w is discharged at time t4. Therefore, the accumulator 46w resumes accumulating at that time.

  Thus, when the engine 10 is restarted, the high mode is set from time t2 to time t4, so that the discharge pressure from the second oil pump 46a2 is preferentially supplied to the line pressure system, and the discharge pressure of the line pressure. The flow rate of hydraulic oil supplied to the torque converter 24 and the lubrication system 46i supplied from the above is transiently reduced, but the time is relatively short, and there is no functional problem.

  Next, the High mode and the Low mode will be described.

  Here, in the high mode and the low mode, when the electromagnetic solenoid valve 46x is energized / demagnetized by the shift controller 90, more specifically, when the electromagnetic solenoid valve 46x is excited, the hydraulic pressure output from the electromagnetic solenoid valve 46x in the pump switching valve 46g accordingly. The pilot oil pressure is input, and the discharge port of the second oil pump 46a2 is connected to the oil passage (first oil passage) 46e1 or the lubrication system 46i connected to the oil passage 46b downstream of the first oil pump 46a1 accordingly. This means a mode for connecting to the oil passage (second oil passage) 46e2.

  Hereinafter, when excited, the discharge port of the second oil pump 46a2 is connected to the oil passage (first oil passage) 46e1, and the connection to the oil passage (second oil passage) 46e2 is referred to as the Low mode. .

  When the vehicle 14 is in a traveling state in which the gear ratio of the CVT 26 is greatly changed, such as when the vehicle 14 is operating a panic brake or a kick-down operation, as shown in FIG. Is turned on (excited).

  When the electromagnetic solenoid valve 46x is turned on, in FIG. 5A, the pilot hydraulic pressure output from the output port 46x1 of the electromagnetic solenoid valve 46x is the other of the spool of the pump switching valve 46g via the pilot oil passage 46x2. The end is applied to the right end in FIG. 5 (a), and the spool is displaced toward the one end (the left end in the figure).

  Thereby, in the pump switching valve 46g, the input port 46g2 connecting the discharge port of the second oil pump 46a2 from the oil passage 46e2 to the lubricating system 46i via the pump switching valve 46g is closed. As a result, the hydraulic pressure of the hydraulic oil in the oil passage 46e1 rises with time, pushes up the check valve 46f, and flows and joins the oil passage 46b downstream of the first oil pump 46a1 as shown in FIG. As a result, the flow rate of the hydraulic oil supplied to the CVT 26 increases and the gear ratio is quickly changed.

  On the other hand, the shift controller 90 turns off (demagnetizes) the electromagnetic solenoid valve 46x as shown in FIG. 5C when not in a traveling state where the gear ratio of the CVT 26 is greatly changed.

  When the electromagnetic solenoid valve 46x is turned off, the pilot hydraulic pressure from the output port 46x1 of the electromagnetic solenoid valve 46x becomes zero, so the spool of the pump switching valve 46g resists the spring force of the spring 46g1 from the TC control valve 46u. The output pressure is displaced toward the right end in FIG.

  As a result, the oil passage 46e2 extending from the discharge port of the second oil pump 46a2 through the input port 46g2 of the pump switching valve 46g to the lubrication system 46i through the output port 46g3 is opened, and the oil passages 46e to 46e2 are opened as shown in FIG. The discharge pressure of the flowing second oil pump 46a2 flows to the lubrication system 46i and flows to components or members that require lubrication, such as the CVT 26, the forward / reverse switching mechanism 30 such as the forward clutch 30a, and the torque converter 24, and lubricates them. . In the low mode, power consumption, in other words, fuel consumption of the engine 10 can be reduced by demagnetizing the electromagnetic solenoid valve 46x.

  Regardless of whether the mode is the low mode or the high mode, the discharge pressure (so-called waste pressure) of the PH pressure regulated by the PH control valve 46c is the lubricating system 46i from the oil passage 46t through the TC control valve 46u. It is as described above to be supplied to.

  Next, automatic switching between the High mode and the Low mode will be described.

  In the hydraulic pressure supply mechanism 46 according to this embodiment, the pump switching valve 46g is provided with the forward clutch 30a (or the reverse brake) when the electromagnetic solenoid valve 46x is de-energized, more specifically demagnetized, by the shift controller 90. When the hydraulic pressure to be supplied to the clutch 30b) is less than a predetermined switching hydraulic pressure, the discharge destination of the second oil pump 46a2 is switched to the oil path 46e1 connected to the oil path 46b downstream of the first oil pump 46a1. Is done.

Referring to FIGS. 5B and 5C, in this embodiment, the prescribed switching oil pressure is set to 4.0 kgf / cm ² and is described above in the spool diagram of the pump switching valve 46g from the TC control valve 46u. When the hydraulic pressure applied to one end (left end) is less than the switching hydraulic pressure, the spool is displaced and the input port 46g2 is closed, so that the discharge destination of the second oil pump 46a2 is moved to the oil passage 46b downstream of the first oil pump 46a1. It is configured to switch to the connected oil passage 46e1 (High mode).

  As a result, for example, when the vehicle 14 is left for a long period of time and the hydraulic pressure is released from the automatic transmission, or when an abnormality occurs in which the electromagnetic solenoid valve 46x is stuck to the closed side, the friction engagement element is supplied. When the hydraulic pressure to be supplied is insufficient, the hydraulic pressure to be supplied to the friction engagement element can be set to the discharge pressures of both the first and second oil pumps 46a1 and 46a2, and the traveling of the vehicle 14 is more appropriately controlled. be able to.

  Incidentally, when the hydraulic pressure applied from the TC control valve 46u to the pump switching valve 46g is equal to or higher than the switching hydraulic pressure, as shown in FIG.

  Next, an operation when a failure that hinders the shift of the automatic transmission, such as a failure of the SBW mechanism, occurs will be described.

  As described above, the hydraulic pressure adjusted by the third linear solenoid valve 46p is applied to the forward clutch 30a or the reverse brake clutch 30b of the forward / reverse switching mechanism 30 via the backup valve 46q and the manual valve 46r connected to the SBW mechanism. Supplied to the piston chamber.

  In the SBW mechanism, the spool of the manual valve 46r is driven via the SBW motor 46s in accordance with the selected position of D, S, L, etc., and the shift controller 90 supplies hydraulic pressure to the forward clutch 30a and the like accordingly. It is also conceivable that an abnormality occurs in the shifter position sensor 80 or the like and a failure occurs in position detection.

  In addition, an abnormality is expected to occur in a rotation system sensor such as the NDR sensor 72 or a hydraulic system sensor such as a hydraulic sensor (not shown), and the electromagnetic solenoid valve 46x, the first, second, and third linear solenoid valves 46j, 46k. 46p or the SBW mechanism such as the SBW motor 46s is not negligible.

  Therefore, in this embodiment, when any failure occurs, the vehicle 14 is allowed to travel when the degree of the failure is light, while the vehicle 14 is not allowed to travel when it is heavy.

  First, a normal case where no failure has occurred will be described again with reference to FIG. 2. At that time, the output hydraulic pressure of the first linear solenoid valve 46j applied to one end of the spool of the backup valve 46q is also low. The spool of the valve 46q is in a position where the input port 46q1 and the output port 46q2 communicate with each other, and the hydraulic pressure adjusted by the third linear solenoid valve 46p is directly output to the manual valve 46r. The hydraulic pressure that has passed through the manual valve 46r is sent to the forward clutch 30a or the reverse brake clutch 30b.

  Next, a case where a failure has occurred will be described. FIG. 9 is a schematic diagram showing processing when the degree of the failure that has occurred is light and the vehicle 14 is allowed to travel.

  In that case, the shift controller 90 stops the execution of the automatic stop control of the engine 10 described with reference to FIG. 3, demagnetizes the first linear solenoid valve 46j, and excites the electromagnetic solenoid valve 46x. Since the first linear solenoid valve 46j has a characteristic that the output pressure becomes maximum when demagnetized by the normally closed type, the pressure applied to the backup valve 46q becomes a maximum value or a value in the vicinity thereof. As a result, the spool of the backup valve 46q is displaced to close the input port 46q1 for inputting the output pressure from the third linear solenoid valve 46p via the oil passage 46o, while the output pressure (CR pressure) from the electromagnetic solenoid valve 46x is closed. ) Is input via the oil passage 46x3, and is output to the manual valve 46r through the output port 46q2 communicating with the input port 46q3.

  That is, as a result of the electromagnetic solenoid valve 46x being excited and opened, the check valve 46y is pushed up by the discharge pressure of the accumulator 46w and opened as described above. As a result, the output pressure from the accumulator 46w and the CR valve 46n The oil pressure (CR pressure) output from the oil valve 46x3 flows from the oil passage 46x3 to the backup valve 46q, as indicated by the arrow, and flows from the input port 46q3 to the output port 46q2 and from there. The vehicle 14 is sent to the forward clutch 30a through the manual valve 46r to enable the vehicle 14 to travel. At that time, since the automatic stop control of the engine 10 is stopped, there is no influence on it. Thus, when it is determined that no failure has occurred, the shift controller 90 outputs the output pressure of the pressure regulating valve (46n, 46p) from the backup valve 46q, while when it is determined that a failure has occurred. Controls the switching of the backup valve 46q so that the output pressure of the electromagnetic solenoid valve 46x is output from the backup valve 46q.

  FIG. 10 is a schematic diagram showing a process in the case where the degree of failure that has occurred is heavy and the vehicle 14 is not allowed to travel.

  In this case, the shift controller 90 demagnetizes the first linear solenoid valve 46j and demagnetizes the electromagnetic solenoid valve 46x. The first linear solenoid valve 46j is demagnetized to displace the spool of the backup valve 46q, and the output pressure from the third linear solenoid valve 46p flowing through the oil passage 46o closes the input port 46q1 in FIG. Same as the case.

  However, since the electromagnetic solenoid valve 46x is also demagnetized and closed, as a result, the output hydraulic pressure output from the output port 46q2 of the backup valve 46q via the oil passage 46x3 becomes zero, and the backup valve 46q passes through the manual valve 46r. The hydraulic pressure supply to all the forward clutches 30a and the like is blocked. Thereby, driving | running | working of the vehicle 14 can be made impossible.

  Here, the output hydraulic pressure output from the backup valve 46q via the oil passage 46x3 is described as zero because when the electromagnetic solenoid valve 46x is demagnetized, the input to the backup valve 46q is shut off, The input hydraulic oil is drained to the atmosphere (on the oil surface of the oil pan 46a3 of the CVT case). As a result, the hydraulic oil corresponding to the atmospheric pressure flows in the oil passage 46x3, but it is clarified that the hydraulic oil output from the backup valve 46q becomes zero.

As described above, in this embodiment, the engine 10 mounted on the vehicle 14 and the friction engagement elements (the forward clutch 30a and the reverse brake clutch 30b) that are hydraulically operated by shifting the rotation of the input engine are shifted. And the hydraulic pressure discharged from the first oil pump 46a1 driven by the engine and the automatic transmission (consisting of the torque converter 24, the CVT 26, and the forward / reverse switching mechanism 30) that is transmitted to the drive wheels 12 via the frictional force. Inserted into an oil passage 46b (46d) to be supplied to the joint element, an accumulator 46w connected to the oil passage through a branch oil passage 46v, and the branch oil passage 46v (more specifically, the second branch oil passage 46z) Electromagnetic solenoid that accumulates hydraulic pressure in the accumulator according to one of excitation and demagnetization and discharges the accumulated hydraulic pressure according to the other Automatic engine stop that controls the excitation / demagnetization of the valve 46x and the electromagnetic solenoid valve, and stops the engine when a predetermined stop condition is satisfied, and restarts the engine when a predetermined return condition is satisfied In a vehicle control device comprising control means (shift controller 90, S10 to S16) for executing control, the electromagnetic solenoid valve is excited / demagnetized by the second oil pump 46a2 driven by the engine and the control means. When one side is set, the hydraulic pressure output from the electromagnetic solenoid valve 46x is input as a pilot hydraulic pressure, and the discharge destination of the second oil pump 46a2 is moved to the friction engagement element (forward) according to the input pilot hydraulic pressure. Including the clutch 30a and the reverse brake clutch 30b) A pump switching valve 46g for switching between a first oil passage 46e2 connected to the lubricating system 46i of the speed machine and a second oil passage 46e1 connected to the oil passage 46b downstream of the first oil pump 46a1. Since the hydraulic pressure (5.5 kgf / cm ² or less) to be accumulated in the accumulator 46 w is set to a value less than the hydraulic pressure (6.0 kgf / cm ² or more) to be supplied to the friction engagement element, By providing the accumulator 46w, the engine 10 can be restarted quickly after the engine 10 is automatically stopped, and the electromagnetic solenoid valve 46x for switching the discharge destination of the second oil pump 46a2 is also used for switching the operation of the accumulator 46w. Can be avoided, and more specifically, increase in parts cost and weight can be avoided.

  Further, when the electromagnetic solenoid valve 46x is excited to one of excitation / demagnetization by the control means (shift controller 90), more specifically, the pilot hydraulic pressure that is regulated and output in accordance with the excitation is input, and the first pressure is output accordingly. 2. A pump that switches the discharge destination of the oil pump 46a2 between a first oil passage 46e2 connected to the lubrication system of the friction engagement element and a second oil passage 46e1 connected to the oil passage downstream of the first oil pump 46a1. Since the switching valve 46g is provided, in addition to the above-described effects, the hydraulic pressure supplied to the friction engagement element, for example, is used as the discharge pressure of the first oil pump 46a1 according to the traveling state of the vehicle 14, and the second oil pump 46a2. The first and second oil pumps 46a1, 46 are supplied with hydraulic pressure supplied to the frictional engagement elements as necessary. It becomes possible to 2 in both the discharge pressure, it is possible to appropriately control the travel of the vehicle 14.

  Further, since the hydraulic pressure to be accumulated in the accumulator 46w is set to a value less than the hydraulic pressure to be supplied to the friction engagement element, the hydraulic pressure is supplied from the automatic transmission, for example, when the vehicle 14 is left for a long period of time. When the solenoid valve 46x is disconnected, or when an abnormality occurs in which the electromagnetic solenoid valve 46x is fixed on the closing side, the hydraulic pressure supplied to the friction engagement element is set to the discharge pressure of both the first and second oil pumps 46a1 and 46a2. And the vehicle 14 can travel appropriately. For example, the side that excites the electromagnetic solenoid valve 46x is used to supply the hydraulic pressure supplied to the friction engagement elements to the first and second oil pumps 46a1 and 46a2. Even if both the discharge pressures and the case where the accumulated hydraulic pressure is discharged from the accumulator 46w are matched, the accumulator 46w will be activated before the engine 10 is restarted. Yumureta 46w restart is ejected accumulated hydraulic from it is possible to avoid a disadvantage that slow down.

  Further, since the hydraulic pressure to be accumulated in the accumulator 46w is set to a value less than the hydraulic pressure to be supplied to the friction engagement element, in addition to the above-described effects, the hydraulic pressure supplied to the friction engagement element is set to the first level. Even if the automatic stop control of the engine 10 is executed when the discharge pressures of both the second oil pumps 46a1 and 46a2 are used, the accumulated hydraulic pressure is not discharged from the accumulator 46w. 10 quick restarts will not be hindered.

The pump switching valve 46g has a prescribed hydraulic pressure to be supplied to the friction engagement element when the electromagnetic solenoid valve 46x is de-energized to the other side, more specifically, demagnetized. When the switching oil pressure is less than 4.0 kgf / cm ² , the discharge destination of the second oil pump 46a2 is switched to the second oil passage 46e1 connected to the oil passage 46b downstream of the first oil pump 46a1. Therefore, in addition to the above-described effects, for example, when the hydraulic pressure is released from the automatic transmission due to, for example, the vehicle 14 being left for a long period of time, or when an abnormality occurs in which the electromagnetic solenoid valve 46x is stuck to the closing side, When the hydraulic pressure to be supplied to the combined element is insufficient, the hydraulic pressure to be supplied to the friction engagement element is set to the discharge pressure of both the first and second oil pumps 46a1 and 46a2. Can be more appropriately controls travel of the vehicle 14 becomes possible Rukoto.

  Further, the control means controls the excitation / demagnetization of the electromagnetic solenoid valve 46x until the predetermined stop condition is satisfied and stops the engine (S10, S14; time t1 in FIG. 11). Since the hydraulic pressure is accumulated in 46w, in addition to the above-described effects, the hydraulic pressure can be reliably accumulated in the accumulator 46w before the engine 10 is restarted, which further inconveniences that the restart of the engine 10 is delayed. Can be avoided.

  Further, since the electromagnetic solenoid valve 46x is configured as a normally closed type that outputs the hydraulic pressure when excited, in addition to the above-described effects, for example, the side that excites the electromagnetic solenoid valve 46x is used as a friction engagement element. When the supplied hydraulic pressure is the same as the discharge pressure of both the first and second oil pumps 46a1 and 46a2, and when the hydraulic pressure accumulated from the accumulator 46w is discharged, the excitation time is compared with the demagnetization time. Therefore, power consumption, in other words, fuel consumption of the engine 10 can be reduced.

  In the above description, the CVT 26 is illustrated as an automatic transmission. However, the automatic transmission is not limited thereto, and may be a stepped transmission or a twin-twin clutch type.

  In addition, the first and second oil pumps 46a1 and 46a2 are of the two-rotor type, but the invention is not limited thereto, and the discharge port may be switched by a single-rotor type (in this case, the discharge port is the first port). And will function as a second oil pump).

  Further, the shift actuator of the SBW mechanism is not limited to the electric motor, and may be any as long as the shifter 44 can be driven.

  10 engines (internal combustion engines), 12 drive wheels, 14 vehicles, 16 accelerator pedals, 16a accelerator opening sensors, 18 DBW mechanisms, 24 torque converters, 26 CVT (continuously variable transmission), 26a, 26b pulleys (friction engagement elements) ), 30 Forward / reverse switching device, 30a Forward clutch (friction engagement element), 30b Reverse brake clutch, 46 Hydraulic supply mechanism, 46a1, 46a2 First, second oil pump, 46c PH control valve, 46b, 46d, 46e, 46m, 46o, 46t Oil passage, 46f, 46y Check valve, 46g Pump switching valve, 46h Lubrication control valve, 46i Lubrication system, 46j, 46k, 46p First, second, third linear solenoid valve, 46n CR valve, 46q Backup valve, 46r manual valve, 6s SBW motor (actuator), 46u TC control valve, 46v branch oil passage, 46w accumulator, 46z second branch oil passage, 58 brake pedal, 58a brake switch, 66 engine controller, 72 NDR sensor, 74 NDN sensor, 90 shift controller (Control means)

Claims (4)

  An engine mounted on a vehicle, an automatic transmission that shifts an input rotation of the engine and transmits it to a drive wheel via a hydraulically operated friction engagement element, and a first oil pump driven by the engine An oil passage for supplying the discharged hydraulic pressure to the friction engagement element, an accumulator connected to the oil passage through a branch oil passage, and one of excitation and demagnetization inserted in the branch oil passage In response to accumulating hydraulic pressure in the accumulator, the electromagnetic solenoid valve for discharging the accumulated hydraulic pressure in response to the other, and controlling excitation / demagnetization of the electromagnetic solenoid valve, and when a predetermined stop condition is satisfied And a control means for executing engine automatic stop control for stopping the engine and restarting the engine when a predetermined return condition is satisfied. When the electromagnetic solenoid valve is excited or demagnetized by the second oil pump driven by the engine and the control means, the hydraulic pressure output from the electromagnetic solenoid valve valve is input as a pilot hydraulic pressure. The first oil passage connected to the lubrication system of the automatic transmission including the friction engagement element, and the downstream of the first oil pump, the discharge destination of the second oil pump according to the input pilot hydraulic pressure A pump switching valve for switching between the second oil passage connected to the oil passage, and setting the hydraulic pressure to be accumulated in the accumulator to a value less than the hydraulic pressure to be supplied to the friction engagement element. A control device for a vehicle.   The pump switching valve is configured such that when the electromagnetic solenoid valve is switched to the other of excitation / demagnetization by the control means, the hydraulic pressure to be supplied to the friction engagement element is less than a predetermined switching hydraulic pressure. The vehicle control device according to claim 1, wherein the discharge destination is switched to a second oil passage connected to an oil passage downstream of the first oil pump.   The control means controls the excitation / demagnetization of the electromagnetic solenoid valve to accumulate hydraulic pressure in the accumulator until the predetermined stop condition is satisfied and the engine is stopped. The vehicle control device according to 2.   4. The vehicle control device according to claim 1, wherein the electromagnetic solenoid valve is of a normally closed type that outputs the hydraulic pressure when excited. 5.

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