JP2016176598A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide, in a vehicle provided with an automatic transmission and an accumulator for engine automatic stop control, a control device of the vehicle, that copes with a case when a failure occurs to cause obstruction to speed change of the automatic transmission.SOLUTION: A control device of a vehicle equipped with an accumulator 46w for engine automatic stop control comprises an electromagnetic solenoid valve 46x causing the accumulator to accumulate and discharge hydraulic pressure according to magnetization/demagnetization, and a backup valve 46q that is arranged downstream of a pressure regulation valve and the electromagnetic solenoid valve, is inputted with either of discharge pressures of the pressure regulation valve and the electromagnetic solenoid valve and outputs the same to a manual valve, and controls switching of the backup valve to output the output pressure of the pressure regulation valve when it is determined that no failure occurs to cause obstruction to speed change of an automatic transmission and to output the output pressure of the electromagnetic solenoid valve when it is determined that a failure occurs.SELECTED DRAWING: Figure 9

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, recently, a vehicle including an SBW (Shift By Wire) mechanism including a shifter, a shift actuator, and a communication line that electrically connects them has been proposed. In such an SBW mechanism, the selected D, S , L, etc., the manual valve spool is driven via the shift actuator, and the hydraulic pressure is supplied to the friction engagement elements such as the forward clutch accordingly. However, the position of the shift actuator is abnormally detected. It is also possible that a failure will occur in the case.

  In addition, a failure may occur in a hydraulic system sensor such as a rotation system sensor or a hydraulic sensor (not shown), and the possibility of a failure occurring in the electromagnetic solenoid valve or the SBW mechanism itself cannot be denied.

  Accordingly, the object of the present invention is to solve the above-mentioned inconvenience, and in the case of a vehicle having an automatic transmission and an accumulator for engine automatic stop control, when a failure that hinders the shift of the automatic transmission occurs. An object of the present invention is to provide a control device for a vehicle which is adapted to the above.

  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 that regulates the hydraulic pressure discharged from the oil pump and outputs it to an oil passage connected to the friction engagement element, and is inserted into the oil passage and driven by an actuator. In a control device for a vehicle including a manual valve and an accumulator connected to the oil passage through a branch oil passage, the accumulator is inserted into the branch oil passage and is hydraulically applied to the accumulator according to one of excitation and demagnetization. And an electromagnetic solenoid valve that discharges the accumulated hydraulic pressure according to the other, and disposed in the oil passage downstream of the pressure regulating valve and the electromagnetic solenoid valve. A backup valve that inputs the discharge pressure of the pressure regulating valve and the electromagnetic solenoid valve from the input port and outputs one of the input discharge pressures from the output port to the manual valve, and a failure that hinders shifting of the automatic transmission In the second state in which the output pressure of the pressure regulating valve is output from the backup valve while the failure occurs, when it is determined that the first state where the failure does not occur is determined. And a control means for controlling switching of the backup valve so as to output the output pressure of the electromagnetic solenoid valve from the backup.

  In the vehicle control apparatus according to claim 2, the output pressure of the second pressure regulating valve that regulates and outputs the hydraulic pressure discharged from the oil pump is applied to the backup valve as a pilot hydraulic pressure, When it is determined that the control means is in the second state, the control means outputs the output pressure of the electromagnetic solenoid valve from the backup valve while adjusting the pilot pressure and switching the input port communicating with the output port. It was configured as follows.

  In the vehicle control device according to claim 3, the control means is output from the backup valve when it is determined that the control unit is in the second state and the degree of the failure is determined to be heavy. The switching of the backup valve is controlled so that the output hydraulic pressure becomes zero so that the vehicle cannot travel.

  In the vehicle control apparatus according to claim 4, the control means stops the engine when a predetermined stop condition is satisfied, and stores the hydraulic pressure accumulated in the accumulator when a predetermined return condition is satisfied. The engine automatic stop control for restarting the engine by controlling the excitation / demagnetization of the electromagnetic solenoid valve so as to discharge the engine is performed, and when it is determined that the engine is in the second state, the engine automatic stop control is performed. It was configured to stop execution.

  In the vehicle control device according to claim 5, the failure that hinders the shift of the automatic transmission includes an abnormality of an electromagnetic solenoid valve including the electromagnetic solenoid valve and an abnormality of an actuator that drives the manual valve. The sensor used for controlling the automatic transmission is configured to be at least one of abnormalities.

  According to the first aspect of the present invention, the friction between the automatic transmission and the oil pump is regulated by adjusting the hydraulic pressure discharged from the automatic transmission that transmits the rotation of the input engine and transmits it to the driving wheel via the hydraulically operated friction engagement element. A vehicle equipped with a pressure regulating valve that outputs to an oil passage connected to a joint element, a manual valve that is inserted there and driven by an actuator, and an accumulator that is connected to the oil passage via a branch oil passage In the control device, an oil pressure is accumulated in the accumulator according to one of excitation and demagnetization inserted in the branch oil passage, and an electromagnetic solenoid valve that discharges the accumulated oil pressure according to the other is adjusted to the oil passage. It is arranged downstream of the pressure valve and electromagnetic solenoid valve, and the discharge pressure of the pressure regulating valve and electromagnetic solenoid valve is input from the input port, and one of the input discharge pressures is controlled. It is determined whether there is a failure that interferes with the shift of the automatic transmission and the backup valve that is output from the output port to the valve, and if it is determined that there is a failure in the first state, the output of the pressure regulating valve Control means for controlling the switching of the backup valve so as to output the output pressure of the electromagnetic solenoid valve from the backup when it is determined that the pressure is output from the backup valve while the failure is in the second state. In a vehicle having an automatic transmission and an accumulator for automatic engine stop control, when a failure that hinders the shift of the automatic transmission occurs, for example, when the degree of failure is light For example, it is possible to effectively cope with the vehicle running. In addition, since a component is merely used in a vehicle having an accumulator for automatic engine stop control and is not added, the configuration is simplified.

  In the vehicle control apparatus according to claim 2, the output pressure of the second pressure regulating valve that regulates and outputs the hydraulic pressure discharged from the oil pump is applied to the backup valve as the pilot hydraulic pressure, and the control means. When the second state is determined, the configuration is such that the output pressure of the electromagnetic solenoid valve is output from the backup valve while switching the input port communicating with the output port by adjusting the pilot pressure. In addition, even when a failure that hinders the shifting of the automatic transmission occurs, it is possible to more effectively cope with the vehicle by reliably continuing the traveling of the vehicle.

  In the vehicle control device according to claim 3, when the control means is determined to be in the second state and the degree of failure is determined to be heavy, the output hydraulic pressure output from the backup valve is Since the configuration is such that the vehicle cannot be driven by controlling the switching of the backup valve so that it becomes zero, in addition to the above-described effects, the vehicle can be further disabled when the degree of failure is heavy. It can respond effectively.

  In the vehicle control device according to claim 4, the control means stops the engine when a predetermined stop condition is satisfied, and discharges the hydraulic pressure accumulated in the accumulator when the predetermined return condition is satisfied. In this way, the engine automatic stop control for controlling the excitation / demagnetization of the electromagnetic solenoid valve to restart the engine is executed, and when it is determined that the engine is in the second state, the execution of the engine automatic stop control is stopped. Therefore, in addition to the above-described effects, there is no inconvenience to the engine automatic stop control.

  In the vehicle control apparatus according to claim 5, the failure that hinders the shift of the automatic transmission includes an abnormality of an electromagnetic solenoid valve including an electromagnetic solenoid valve, an abnormality of an actuator that drives a manual valve, and an automatic transmission. Since it is configured to be at least one of the abnormalities of the sensor used to control the machine, in addition to the above effects, it is possible to respond more effectively when a failure occurs by clarifying the failure range. it can.

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)).

  Switching between the forward clutch 30a and the reverse brake clutch 30b is performed by electrically connecting the shifter 44 and the shift actuator (electric motor (SBW motor), indicated by 46s in FIG. 2, etc.) provided in the vehicle driver's seat. In an SBW (Shift By Wire) mechanism composed of a line, 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, the first and second oil pumps 46a1 and 46a2 are two-rotor gear pumps, 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 fluid stored in (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 an input port 46q1 of a backup valve (Back UP) 46q provided for backup at the time of failure, and output from an output port 46q2, and the manual valve (Manual VLV (indicated by reference numeral 46r) is connected to the piston chamber of the forward clutch 30a or the reverse brake clutch 30b of the forward / reverse switching mechanism 30. 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 16a is provided in the vicinity of 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 in the vicinity of 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. And then flows from the input port 46q1 of the backup valve 46q to the manual valve 46r via the output port 46q2, and further flows 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 closing of the input port 46q1 for inputting the output pressure from the third linear solenoid valve 46p flowing through the oil passage 46o due to the displacement of the spool of the backup valve 46q by demagnetizing the first linear solenoid valve 46j is shown 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. The automatic transmission (the torque converter 24, the continuously variable transmission (CVT) 26, the forward / reverse switching mechanism 30) and the hydraulic pressure discharged from the oil pumps 46a1 and 46a2 are adjusted to adjust the friction. A pressure regulating valve (CR valve 46n, third linear solenoid valve 46p) that outputs to an oil passage 46d (46m) connected to the engagement element, and is inserted in the oil passage and driven by an actuator (SBW motor 46s). Provided with a manual valve 46r and an accumulator 46w connected to the oil passage through branch oil passages 46v and 46z. In the control device, an electromagnetic solenoid valve 46x that is inserted in 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, Arranged downstream of the pressure regulating valve and the electromagnetic solenoid valve in the oil passage, the discharge pressure of the pressure regulating valve and the electromagnetic solenoid valve is input from an input port, and any one of the input discharge pressures is input to the manual valve. The backup valve 46q output from the output port and whether or not a failure that hinders the shifting of the automatic transmission has occurred are determined, and when it is determined that the failure is in the first state, the pressure regulating valve Is output from the backup valve, while it is determined that the failure is in the second state. And the control means (shift controller 90) for controlling the switching of the backup valve 46q so that the output pressure of the electromagnetic solenoid valve is output from the backup. In the vehicle 14 provided with the accumulator 46w for stop control, when a failure that hinders the shift of the automatic transmission occurs, for example, when the degree of the failure is light, the vehicle 14 continues to run effectively. Can respond. Further, in the vehicle provided with the accumulator 46w for automatic engine stop control, only the components (devices) are diverted and not added, so the configuration is simplified.

  In addition, an output pressure of a second pressure regulating valve (first linear solenoid valve 46j) that regulates and outputs the hydraulic pressure discharged from the oil pumps 46a1 and 46a2 is applied as a pilot hydraulic pressure to the backup valve 46q. When it is determined that the control means is in the second state, the control means regulates (more specifically increases) the pilot pressure and switches the input ports 46q1 and 46q3 communicating with the output port 46q2. Since the output pressure of the electromagnetic solenoid valve 46x is output from the backup valve 46q, in addition to the above-described effects, the vehicle 14 can reliably continue running even when a failure that hinders the shift of the automatic transmission occurs. By doing so, it can respond more effectively.

  In addition, when the control means is determined to be in the second state and the level of the failure is determined to be heavy, the backup hydraulic pressure output from the backup valve 46q is set to zero so that the output hydraulic pressure is zero. Since the switching of the valve 46q is controlled to make the vehicle 14 impossible to travel, in addition to the above-described effects, it is more effective by making the vehicle 14 impossible to travel when the degree of failure is heavy. It can correspond to.

  Further, the control means stops the engine 10 when a predetermined stop condition is satisfied, and excites / demagnetizes the electromagnetic solenoid valve 46x so as to discharge the hydraulic pressure accumulated in the accumulator 46w when a predetermined return condition is satisfied. The engine automatic stop control for controlling the engine 10 to restart the engine 10 is executed (S10 to S16), and when it is determined that the engine is in the second state, the execution of the engine automatic stop control is stopped. In addition to the above effect, there is no inconvenience to the automatic engine stop control.

  Further, the failure that hinders the shifting of the automatic transmission is caused by abnormality of electromagnetic solenoid valves (first to third linear solenoid valves 46j, 46k, 46p) including the electromagnetic solenoid valve 46x and the manual valve 46r. In addition to the above-described effects, the actuator (SBW motor) 46s is configured to be at least one of an abnormality of the actuator (SBW motor) 46s and an abnormality of a sensor (NDR sensor 72, NDN sensor 74, etc.) used for controlling the automatic transmission By clarifying the range of failure, it is possible to cope more effectively when a failure occurs.

  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 (5)

  An engine mounted on a vehicle, an automatic transmission that shifts the input rotation of the engine and transmits it to a drive wheel via a hydraulically operated friction engagement element, and a hydraulic pressure discharged from an oil pump is regulated. A pressure regulating valve that outputs to an oil passage connected to the friction engagement element, a manual valve that is inserted into the oil passage and driven by an actuator, and is connected to the oil passage through a branch oil passage In a vehicle control apparatus including an accumulator, the hydraulic pressure is accumulated in the accumulator according to one of excitation and demagnetization inserted in the branch oil passage, and the accumulated hydraulic pressure is discharged according to the other An electromagnetic solenoid valve is disposed in the oil passage downstream of the pressure regulating valve and the electromagnetic solenoid valve, and inputs discharge pressures of the pressure regulating valve and the electromagnetic solenoid valve. A backup valve that inputs one of the input discharge pressures from the output port and outputs from the output port to the manual valve, and determines whether or not a failure that hinders shifting of the automatic transmission has occurred. When it is determined that the first state is not occurring, the output pressure of the pressure regulating valve is output from the backup valve, while when it is determined that the failure is occurring, the electromagnetic solenoid is output. And a control means for controlling switching of the backup valve so as to output the output pressure of the valve from the backup.   An output pressure of a second pressure regulating valve that regulates and outputs the hydraulic pressure discharged from the oil pump is applied to the backup valve as a pilot hydraulic pressure, and the control means is determined to be in the second state. 2. The vehicle control device according to claim 1, wherein the output pressure of the electromagnetic solenoid valve is output from the backup valve while switching the input port communicating with the output port by adjusting the pilot pressure. .   When the control means is determined to be in the second state and the degree of failure is determined to be heavy, the backup valve is switched so that the output hydraulic pressure output from the backup valve becomes zero. The vehicle control device according to claim 1, wherein the vehicle is disabled by controlling the vehicle.   The control means stops the engine when a predetermined stop condition is satisfied, and excites / demagnetizes the electromagnetic solenoid valve so as to discharge the hydraulic pressure accumulated in the accumulator when a predetermined return condition is satisfied. The engine automatic stop control for controlling and restarting the engine is executed, and when it is determined that the engine is in the second state, the execution of the engine automatic stop control is stopped. The vehicle control device according to any one of the above.   Fails that hinder the shifting of the automatic transmission include an abnormality of an electromagnetic solenoid valve including the electromagnetic solenoid valve, an abnormality of an actuator that drives the manual valve, and an abnormality of a sensor used for controlling the automatic transmission. The vehicle control device according to claim 1, wherein the vehicle control device is at least one of the following.

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