JP2017072183A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device, for a vehicle having an idling stop function and an accumulator in a hydraulic circuit, capable of preventing the accumulator from reducing a service life due to prolonged exposure to hydraulic pressure.SOLUTION: A vehicle control device supplies hydraulic pressure accumulated in an accumulator 36 to a line pressure oil passage 48 when an ignition is turned off. Thus, the vehicle control device can reduce a load applied to the accumulator 36 after the ignition is turned off by reducing the hydraulic pressure therein and thereby preventing the accumulator 36 from reducing a service life. Also, by supplying the hydraulic pressure accumulated in the accumulator 36 to the line pressure oil passage 48 when an engine is restarted, the vehicle control device can speedily supply the hydraulic pressure to a clutch C of an automatic transmission 18 and a brake B.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a vehicle control apparatus, and more particularly to a technique for preventing the life of an accumulator provided in a hydraulic circuit from being shortened.

  Vehicles equipped with a so-called idle stop function that automatically stops the engine when a predetermined engine stop condition is satisfied and restarts the engine that is automatically stopped when the predetermined engine restart condition is satisfied are well known. It has been. This is the vehicle described in Patent Document 1. In the vehicle of Patent Document 1, an accumulator capable of accumulating hydraulic pressure is provided, and when the engine is restarted, the hydraulic pressure stored in the accumulator is supplied to the clutch via the switching valve until the clutch is engaged. This shortens the time required to improve vehicle responsiveness.

JP 2000-313252 A JP 2003-291621 A

  By the way, in the vehicle of Patent Document 1, when the ignition is turned off while holding the hydraulic pressure accumulated in the accumulator, the spring and the seal member constituting the accumulator are burdened for a long time by the hydraulic pressure accumulated in the accumulator. For this reason, there is a possibility that the life of the accumulator may be shortened.

  The present invention has been made in the background of the above circumstances, and the object of the present invention is to apply an oil pressure to the accumulator for a long time in a vehicle having an idle stop function and an accumulator in a part of the hydraulic circuit. Accordingly, an object of the present invention is to provide a control device capable of suppressing the shortening of the life of the accumulator.

  The gist of the first invention is that: (a) a mechanical oil pump driven by an engine that supplies hydraulic oil to the engaging device via an oil passage; and a hydraulic pressure accumulator connected to the oil passage; An accumulator capable of supplying the accumulated hydraulic pressure and an ignition switch for switching on / off the ignition automatically stop the engine when a predetermined engine stop condition is satisfied, and a predetermined engine restart condition is satisfied (B) The hydraulic pressure accumulated in the accumulator is maintained during the automatic engine stop, and the accumulator is restarted when the engine is restarted and when the ignition is off. Control is performed so that the accumulated hydraulic pressure is supplied to the oil passage.

  The gist of the second invention is that in the vehicle control device of the first invention, (a) the accumulator is configured to block and permit the flow of hydraulic oil from the accumulator to the oil passage by an electromagnetic solenoid valve. (B) The electromagnetic solenoid valve is supplied with electric power so that the flow of hydraulic fluid from the accumulator to the oil passage can be switched between and blocked after the ignition is turned off. To do.

  Further, the gist of the third invention is that in the vehicle control apparatus of the second invention, the electromagnetic solenoid valve is configured to supply hydraulic oil from the accumulator to the oil passage when an applied voltage is less than a predetermined voltage. When the applied voltage is greater than or equal to a predetermined voltage, the flow of hydraulic oil from the accumulator to the oil passage is permitted, and (b) the time during which the applied voltage is greater than or equal to the predetermined voltage. When the predetermined time is exceeded, the applied voltage is made less than the predetermined voltage.

  Further, the gist of the fourth invention is the vehicle control device of the second invention or the third invention, wherein the electromagnetic solenoid valve allows a flow of hydraulic oil from the oil passage to the accumulator, and from the accumulator. It is possible to switch between an oil passage through a check valve that cuts off the flow of hydraulic oil to the oil passage and an oil passage that allows the flow of hydraulic oil from the accumulator to the oil passage. .

  A fifth aspect of the present invention is the vehicle control apparatus according to the second or third aspect, wherein the electromagnetic solenoid valve includes a flow of hydraulic oil from the oil passage to the accumulator and the oil from the accumulator. Switchable between an oil passage that interrupts the flow of hydraulic oil to the passage, and an oil passage that allows the flow of hydraulic oil from the oil passage to the accumulator and the flow of hydraulic oil from the accumulator to the oil passage It is characterized by being.

  According to the vehicle control apparatus of the first invention, the hydraulic pressure accumulated in the accumulator when the ignition is turned off is supplied to the oil passage. Accordingly, since the hydraulic pressure accumulated in the accumulator is reduced, the load applied to the accumulator after the ignition is turned off can be reduced. Therefore, it is possible to prevent the life of the accumulator from being shortened. Further, when the engine is restarted, the hydraulic pressure accumulated in the accumulator is supplied to the oil passage, so that the hydraulic pressure can be quickly supplied to the engagement device.

  Further, according to the vehicle control device of the second invention, the electromagnetic solenoid valve is supplied with electric power so that the flow of hydraulic oil from the accumulator to the oil passage can be switched off and allowed after the ignition is turned off. Even after the ignition is turned off, the flow of hydraulic oil from the accumulator to the oil passage can be permitted by the electromagnetic solenoid valve.

  According to the vehicle control device of the third aspect of the present invention, when the time during which the applied voltage is set to the predetermined voltage or more is a predetermined time or more, the electromagnetic solenoid valve is used to make the applied voltage less than the predetermined voltage. Power consumption due to can be reduced.

  According to the vehicle control device of the fourth aspect of the present invention, when the oil passage is switched via the check valve, the hydraulic pressure in the oil passage is changed to accumulator as the mechanical oil pump is driven while the engine is driven. When the hydraulic pressure in the oil passage is lower than the hydraulic pressure in the accumulator, it is possible to accumulate pressure in the accumulator to allow the flow of hydraulic oil from the oil passage to the accumulator. Since the flow of hydraulic oil from the oil passage to the oil passage is interrupted, the hydraulic pressure in the accumulator can be maintained. Also, when the hydraulic pressure in the accumulator is higher than the hydraulic pressure in the oil passage, the hydraulic pressure in the accumulator is supplied to the oil passage by switching to an oil passage that allows the flow of hydraulic oil from the accumulator to the oil passage. Can do.

  According to the vehicle control device of the fifth aspect of the invention, when the oil passage is switched to an oil passage that allows the flow of hydraulic oil from the oil passage to the accumulator and the flow of hydraulic oil from the accumulator to the oil passage, When the hydraulic oil pressure in the oil passage is higher than the hydraulic pressure in the accumulator as the mechanical oil pump is driven during driving, the hydraulic oil in the accumulator is increased by the hydraulic oil supplied from the oil passage, and when the engine is restarted When the hydraulic pressure in the accumulator increases to the point where rapid vehicle start is possible when the automatic transmission is supplied to the automatic transmission, the flow of hydraulic fluid from the oil passage to the accumulator and the hydraulic fluid from the accumulator to the oil passage By switching to an oil passage that interrupts the flow, hydraulic pressure can be accumulated in the accumulator. Further, the oil passage that cuts off the flow of hydraulic oil from the oil passage to the accumulator and the flow of hydraulic oil from the accumulator to the oil passage is compared with the oil passage through the check valve described in the fourth invention. Thus, since the gap through which the hydraulic oil accumulated in the accumulator passes can be reduced, the effect of maintaining the hydraulic pressure in the accumulator can be enhanced. When the hydraulic pressure in the accumulator is higher than the hydraulic pressure in the oil passage, the hydraulic pressure in the accumulator is supplied to the oil passage by switching to an oil passage that allows the flow of hydraulic oil from the accumulator to the oil passage. be able to.

It is a figure explaining the schematic structure of the power transmission path | route from the engine with which the vehicle to which this invention was applied to the drive wheel was provided, and a figure explaining the principal part of the control system provided in the vehicle. FIG. 2 shows a hydraulic circuit that is a part of the hydraulic circuit of FIG. 1 and generates a line pressure by using mainly the hydraulic pressure supplied from the oil pump as a base pressure. FIG. 2 is a part of an electric circuit diagram applied to the vehicle of FIG. 1 and mainly shows a power supply path to a switching solenoid valve. It is a functional block diagram explaining the principal part of the control function of the electronic controller which controls the action | operation of the solenoid valve for switching of FIG. FIG. 5 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. 4, that is, an operation of a switching solenoid valve. 4 shows a hydraulic circuit that is a part of a hydraulic circuit corresponding to another embodiment of the present invention and that generates a line pressure by using mainly a hydraulic pressure supplied from an oil pump as a base pressure.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

FIG. 1 is a diagram illustrating a schematic configuration of a power transmission path from an engine 12 to a drive wheel 26 provided in a vehicle 10 to which the present invention is applied, and illustrates a main part of a control system provided in the vehicle 10. It is a figure explaining. In FIG. 1, power generated by an engine 12 as a driving force source is input to an automatic transmission 18 from an input shaft 16 via a torque converter 14, and a differential gear device (from an output shaft 20 of the automatic transmission 18). It is transmitted to the left and right drive wheels 26 via a differential gear) 22 and a pair of axles (drive shafts) 24 in order.

   The automatic transmission 18 has one or more sets of planetary gear devices and a plurality of hydraulic engagement devices in a transmission case as a non-rotating member attached to the vehicle body, and the transmission ratio is changed by the hydraulic engagement devices. (Gear ratio) γ (= transmission input rotation speed Ni / transmission output rotation speed No) is a known planetary gear type automatic transmission in which a plurality of shift speeds (gear speeds) are alternatively established. For example, the automatic transmission 18 is a so-called clutch-to-clutch shift in which a shift is executed by re-holding any of a plurality of hydraulic engagement devices (that is, by switching between engagement and release of the hydraulic engagement devices). It is a stepped transmission which performs. Each of the plurality of hydraulic engagement devices is a hydraulic friction engagement device that transmits rotation and torque between an input shaft 16 that receives power from the engine 12 and an output shaft 20 that transmits power to the drive wheels 26. It is. The input shaft 16 is an input shaft of the automatic transmission 18, but is also a turbine shaft that is rotationally driven by a turbine impeller of the torque converter 14.

  Each of the hydraulic engagement devices is controlled to be engaged and released by a hydraulic circuit 28, and each torque capacity, that is, an engagement force is changed by pressure regulation of a solenoid valve or the like in the hydraulic circuit 28. The clutch C and the brake B selectively connect the members on both sides that are inserted. These clutch C and brake B correspond to the engaging device of the present invention.

  The vehicle 10 includes an electronic control device 70 (control device) shown in FIG. The electronic control unit 70 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM, and signals according to a program stored in the ROM in advance. By performing the processing, output control of the engine 12, shift control of the automatic transmission 18, and the like are executed. The electronic control unit 18 is divided into an engine control ECU, a shift control ECU, and the like as necessary.

  In the electronic control unit 70, a signal indicating the operation amount Br of the foot brake pedal corresponding to the brake depression force detected by the brake switch 72, an acceleration request amount for the vehicle 10 by the driver detected by the accelerator opening sensor 74 (driver A signal representing the accelerator opening θacc that is the operation amount of the accelerator pedal as a required amount), a signal representing the vehicle speed V corresponding to the rotational speed Nout of the output shaft 20 of the automatic transmission 18 detected by the vehicle speed sensor 76, engine rotation A signal representing the engine rotational speed Ne detected by the speed sensor 78, a signal representing the shift position Psh from the shift operating device detected by the shift position sensor 80, and an ignition detected by the ignition switch 66. A signal IG indicating ON / OFF of the signal is supplied.

  The electronic control unit 70 also outputs, for example, an engine output control command signal Se for output control of the engine 12, a shift control command signal Sp for shift control of the automatic transmission 18, and the like.

  FIG. 2 shows a hydraulic pressure generating circuit that is a part of the hydraulic circuit 28 and generates the line pressure PL using the hydraulic pressure supplied mainly from the mechanical oil pump 30 as a base pressure. As shown in FIG. 2, the hydraulic circuit 28 supplies a mechanical oil pump 30, a regulator valve 32 that regulates the hydraulic pressure discharged from the mechanical oil pump 30 to the line pressure PL, and a signal pressure Pslt to the regulator valve 32. A line pressure control solenoid valve 34, an accumulator 36, and an accumulator switching solenoid valve 38 (hereinafter referred to as a switching solenoid valve 38) for switching between accumulation and supply (discharge) of the hydraulic pressure of the accumulator 36. It is configured. The switching solenoid valve 38 corresponds to the electromagnetic solenoid valve of the present invention.

  The mechanical oil pump 30 is mechanically connected to the engine 12 and is driven to rotate by the engine 12. The mechanical oil pump 30 sucks up the hydraulic oil stored in the oil pan 40 through the strainer 42 and pumps it to the oil passage 46. The hydraulic pressure discharged from the mechanical oil pump 30 becomes the original pressure of the line pressure PL, and is supplied to the clutch C and the like of the automatic transmission 18. Further, since the mechanical oil pump 30 is driven to rotate by the engine 12, for example, when an automatic stop condition for the engine 12 described later is satisfied and the engine 12 is automatically stopped, the mechanical oil pump 30 is similarly stopped. Be made.

  The regulator valve 32 is a relief-type pressure regulating valve that regulates the line pressure PL using the hydraulic pressure discharged from the mechanical oil pump 30 as a source pressure. A line pressure control solenoid valve 34 (hereinafter, control solenoid valve 34) supplies the regulator valve 32 with a signal pressure Pslt for adjusting the line pressure PL. The regulator valve 32 adjusts the original pressure discharged from the oil pump 30 to a line pressure PL based on the signal pressure Pslt output from the control solenoid valve 34. The signal pressure Pslt output from the control solenoid valve 34 is set based on the engine load indicated by the throttle valve opening and the like. The line pressure PL adjusted by the regulator valve 32 is supplied to the line pressure oil passage 48, and is supplied as an original pressure of the clutch C (engagement device) of the automatic transmission 18 through the line pressure oil passage 48. The A check valve 52 is provided between the oil passage 46 and the line pressure oil passage 48 to prevent the flow of hydraulic oil from the line pressure oil passage 48 side toward the oil passage 46 side. Further, the line pressure oil passage 48 corresponds to the oil passage of the present invention.

  The accumulator 36 is connected to a line pressure oil passage 48 to which the line pressure PL is supplied. The accumulator 36 is a well-known accumulator, and includes a spring 36a, a seal member 36b that suppresses leakage of hydraulic oil, and the like. Between the oil passage 50 that connects the line pressure oil passage 48 and the accumulator 36, an oil passage that enables accumulation of hydraulic pressure in the accumulator 36 and an oil passage that supplies the oil pressure in the accumulator 36 to the line pressure oil passage 48. A switching solenoid valve 38 for switching between the two is provided.

  When the voltage for driving the solenoid of the switching solenoid valve 38 is not applied to the switching solenoid valve 38, the accumulator 36 is in a state where the flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48 is blocked. It becomes. Specifically, the switching solenoid valve 38 is configured to block the flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48 when the voltage Vacc applied to the solenoid is less than a predetermined voltage α. Yes. Hereinafter, the fact that no voltage is applied to the solenoid of the switching solenoid valve 38 (the applied voltage Vacc is less than the predetermined voltage α) is referred to as solenoid switching-off of the switching solenoid valve 38.

  When the switching solenoid valve 38 is in the solenoid-off state, a spool valve element (not shown) is moved by the biasing force of the spring constituting the switching solenoid valve 38. At this time, in the switching solenoid valve 38, as shown in FIG. 2A, the line pressure oil passage 48 and the accumulator 36 become an oil passage 50 connected through a check valve 49. The check valve 49 allows the flow of hydraulic oil from the line pressure oil passage 48 to the accumulator 36 (accumulation side), while blocking the flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48 (discharge side). . Therefore, as the mechanical oil pump 30 is driven while the engine is driven, the check valve 49 is opened when the oil pressure in the line pressure oil passage 48 is higher than the oil pressure accumulated in the accumulator 36. Then, hydraulic oil flows from the line pressure oil passage 48 toward the accumulator 36, and hydraulic pressure is accumulated in the accumulator 36. On the other hand, when the hydraulic pressure in the accumulator 36 becomes higher than the hydraulic pressure in the line pressure oil passage 48, the check valve 49 is closed and the hydraulic pressure in the accumulator 36 is maintained. Therefore, when the switching solenoid valve 38 is in a solenoid-off state, if the oil pressure in the line pressure oil passage 48 is higher than the oil pressure in the accumulator 36, the oil pressure is accumulated in the accumulator 36. For example, during engine driving (during normal travel), the hydraulic pressure of the line pressure oil passage 48 is generally higher than the hydraulic pressure of the accumulator 36 as the mechanical oil pump 30 is driven. In this state, the hydraulic oil flows from the line pressure oil passage 48 toward the accumulator 36 side. During automatic engine stop, which will be described later, as the mechanical oil pump 30 stops, the hydraulic pressure in the accumulator 36 generally becomes higher than the hydraulic pressure in the line pressure oil passage 48, but the switching solenoid valve 38 is solenoid-off. In this state, the check valve 49 is closed to shut off the flow of hydraulic oil, so that the hydraulic pressure in the accumulator 36 is maintained.

  When a voltage for driving the solenoid of the switching solenoid valve 38 is applied to the switching solenoid valve 38, the accumulator 36 supplies hydraulic pressure to the line pressure oil passage 48 (discharges hydraulic oil). Specifically, when the voltage Vacc applied to the switching solenoid valve 38 is equal to or higher than the predetermined voltage α, the flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48 is permitted (that is, the accumulator 36 to the line pressure oil passage). 48 is discharged). Hereinafter, the application of a voltage Vacc equal to or higher than the predetermined voltage α to the solenoid of the switching solenoid valve 38 is referred to as solenoid-on of the switching solenoid valve 38.

  When the switching solenoid valve 38 is solenoid-on, the spool valve element is moved to the side against the urging force of the spring by the magnetic force of the solenoid, and the communication state of the oil passage in the switching solenoid valve 38 is switched. Specifically, as shown in FIG. 2 (b), the line pressure oil passage 48 and the accumulator 36 communicate with each other via the oil passage 50, and the hydraulic oil flows from the accumulator 36 to the line pressure oil passage 48. When the hydraulic pressure in the line pressure oil passage 48 is higher than the hydraulic pressure in the accumulator 36, the hydraulic pressure is supplied from the line pressure oil passage 48 to the accumulator 36, and the hydraulic pressure in the accumulator 36 is reduced in the line pressure oil passage 48. When higher than the hydraulic pressure, the hydraulic pressure is supplied from the accumulator 36 to the line pressure oil passage 48.

  In this way, the switching solenoid valve 38 allows the hydraulic oil to flow from the line pressure oil passage 48 to the accumulator 36 and to block the flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48. It is possible to switch between an oil passage through the check valve 49 and an oil passage that allows the flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48. That is, the accumulator 36 is configured to be able to switch between blocking and allowing the flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48 by the switching solenoid valve 38.

  The vehicle 10 of the present embodiment automatically stops the engine 12 when a predetermined engine automatic stop condition is satisfied, and restarts the engine 12 that is automatically stopped when a predetermined engine restart condition is satisfied in a state where the engine 12 is automatically stopped. It has a so-called idle stop function. For example, if the brake pedal is depressed while the vehicle is stopped, such as waiting for a signal, it is determined that the engine automatic stop condition is satisfied, and the engine 12 is automatically stopped. Further, for example, when the depression of the brake pedal is released in a state where the engine 12 is automatically stopped while waiting for a signal, it is determined that the engine restart condition is satisfied, and the engine 12 is restarted.

  Here, when the depression of the brake pedal is released from the state in which the engine is automatically stopped, the engine restart condition is satisfied, and the restart control of the engine 12 is started to start the vehicle. In this connection, the mechanical oil pump 30 driven by the engine 12 is also started. The hydraulic oil discharged from the mechanical oil pump 30 is supplied as the original pressure of the clutch C (starting clutch) that is engaged when the automatic transmission 18 starts, but from the start of the mechanical oil pump 30 to the starting clutch. There is a delay before the hydraulic pressure is supplied. That is, there is a possibility that a delay occurs between the start of the engine restart condition and the start of the vehicle, which may give the driver a sense of discomfort. On the other hand, when the engine restart condition is satisfied, the hydraulic pressure accumulated in the accumulator 36 is supplied to the line pressure oil passage 48 by turning on the switching solenoid valve 38. Since the hydraulic pressure of the accumulator 36 is supplied to the line pressure oil passage 48 in this way, the hydraulic pressure of the accumulator 36 is supplied to the automatic transmission 18 prior to the hydraulic pressure supplied from the mechanical oil pump 30. Rapid vehicle start is possible. Further, when the switching solenoid valve 38 is solenoid-off, the oil passage is switched through the check valve 49, and the flow of hydraulic oil from the line pressure oil passage 48 to the accumulator 36 is allowed. The flow of hydraulic oil to the pressure oil passage 48 is blocked. For example, when the engine is driven, the mechanical oil pump 30 is driven, so that the hydraulic pressure in the line pressure oil passage 48 becomes higher than the hydraulic pressure in the accumulator 36, and hydraulic oil is supplied into the accumulator 36. During the automatic stop of the engine 12, the mechanical oil pump 30 is not driven, so that the hydraulic pressure in the line pressure oil passage 48 becomes lower than the hydraulic pressure in the accumulator 36, and the check valve 49 causes the line pressure oil to be discharged from the accumulator 36. Since the flow of hydraulic oil to the passage 48 is blocked, the hydraulic pressure in the accumulator 36 is maintained.

  As described above, when the hydraulic pressure in the line pressure oil passage 48 is lower than the hydraulic pressure in the accumulator, the hydraulic pressure is supplied from the accumulator 36 to the line pressure oil passage 48 when the switching solenoid valve 38 is solenoid-on. When the solenoid valve 38 is turned off, the hydraulic pressure in the accumulator 36 is maintained. By the way, when the vehicle 10 is turned off, the power supply to the ECUs and the electric devices is stopped when the engine is stopped. Therefore, the switching solenoid valve 38 is conventionally in a solenoid-off state. That is, when the ignition is turned off, the hydraulic pressure is accumulated in the accumulator 36 until the ignition is turned on (engine start). When high pressure oil pressure is accumulated in the accumulator 36 for a long time, a load is applied to the spring 36a and the seal member 36b constituting the accumulator 36, and the life of the accumulator 36 may be shortened.

  In order to prevent this, in the accumulator 36 of this embodiment, when the ignition is turned off, the switching solenoid valve 38 is solenoid-on so that the hydraulic pressure in the accumulator 36 is supplied to the line pressure oil passage 48. It is configured. Hereinafter, the configuration and operation enabling the above operation will be described.

  FIG. 3 is a part of an electric circuit applied to the vehicle 10 and mainly shows a power supply circuit to the switching solenoid valve 38.

  As shown in FIG. 3, the electric circuit is other than the solenoid control ECU 58, such as a battery 54, a relay control circuit 56, a solenoid control ECU 58 that controls the switching solenoid valve 38, an engine control ECU, and an automatic transmission control ECU. A plurality of ECUs 60 (collectively described as other ECUs 60), a main relay 62 provided between the battery 54 and the solenoid control ECU 58, and an IG relay 64 provided between the battery 54 and the other ECU 60. , And an ignition switch 66 for switching on / off the ignition.

  As shown in FIG. 3, power is supplied from the battery 54 to the relay control circuit 56, the solenoid control ECU 58, the other ECU 60, the main relay 62, and the IG relay 64. The relay control circuit 56 is controlled based on commands from the solenoid control ECU 58, the other ECU 60, and the ignition switch 66. The main relay 62 is configured to supply power from the battery 54 to the solenoid control ECU 58 when energized by the power output from the relay control circuit 56. The IG relay 64 is configured to supply power from the battery 54 to the other ECU 60 when energized by the power output from the relay control circuit 56. The other ECU 60 and solenoid control ECU 58 are configured to be able to communicate with each other (CAN communication) information held by each ECU.

  When the ignition switch 66 is switched to ignition on by the driver (ignition on), the main relay 62 and the IG relay 64 are energized by the electric power output from the relay control circuit 56. Accordingly, electric power is supplied to the solenoid control ECU 58, the other ECU 60, etc., and the engine start control is started.

  In addition, when the ignition switch 66 is switched to ignition off by the driver, the IG relay 64 is de-energized. Accordingly, power supply from the battery 54 to the other ECU 60 is cut off. On the other hand, energization of the main relay 62 is maintained, and power supply from the battery 54 to the solenoid control ECU 58 is maintained. That is, even when the ignition is turned off, the operating oil can be discharged from the accumulator 36 to the line pressure oil passage 48 by applying the voltage Vacc to the solenoid of the switching solenoid valve 38. The solenoid control ECU 58 outputs a command to stop energization of the main relay 62 to the relay control circuit 56 when a predetermined time β has elapsed after the ignition is turned on, so that the solenoid 54 The power supply to the control ECU 58 is stopped. At this time, voltage cannot be applied to the solenoid of the switching solenoid valve 38, that is, the applied voltage becomes zero (less than the predetermined voltage α), so that the solenoid is turned off, and the line pressure oil passage 48 and the accumulator 36 In the meantime, the oil passage 50 is switched via the check valve 49. In other words, the oil path can be switched to the accumulator 36.

  FIG. 4 is a functional block diagram illustrating the main part of the control function of the electronic control unit 70 that controls the operation of the switching solenoid valve 38. The electronic control unit 70 includes a vehicle state reading unit 82, an ignition switching determination unit 84, an engine start determination unit 86, a solenoid control unit 88, a solenoid operation determination unit 90, and a solenoid operation time determination unit 94. In this embodiment, as shown in FIG. 4, the other ECU 60 including the engine control ECU and the like functionally includes a vehicle state reading unit 82, an ignition switching determination unit 84, and an engine start determination unit 86. The solenoid actuation ECU 58 may functionally include these control units.

  The vehicle state reading unit 82 reads various information related to the vehicle state by receiving information from the other ECU 60 and the solenoid control ECU 58 (CAN signal reception). The vehicle state reading unit 82 reads on / off of the ignition switch 66, the operating state of the engine 12, the operating state of the switching solenoid valve 38, and the like. The vehicle state reading unit 82 supplies the read information related to the vehicle state to the ignition switching determination unit 84, the engine start determination unit 86, the solenoid operation determination unit 90, and the solenoid operation time determination unit 94.

  The ignition switching determination unit 84 determines whether or not the ignition switch 66 is turned on (ignition on) by the driver. When the ignition is turned on, electric power is supplied to the solenoid control ECU 58 and the other ECU 60, and start control of the engine 12 is started. On the other hand, when the ignition is turned off by the driver, the power supply to the engine control ECU or the like (the other ECU 60) that controls the engine 12 is cut off, so that the engine 12 stops.

  The engine start determination unit 86 determines whether or not the engine 12 is under start control. For example, when the engine start control is executed with the ignition turned on, this corresponds to the return from the engine automatic stop state, that is, the engine restart due to the establishment of the engine restart condition from the engine automatic stop state.

  When the engine start determination unit 86 determines that the engine is being started, the solenoid operation determination unit 90 determines whether or not the switching solenoid valve 38 is in a solenoid-on state (operation state). When the engine restart condition is satisfied and the engine start is started, the vehicle 10 is started. Therefore, it is necessary to supply hydraulic pressure to the automatic transmission 18. That is, it is necessary to operate the switching solenoid valve 38 to supply hydraulic pressure from the accumulator 36. Therefore, the solenoid operation determination unit 90 determines whether or not the switching solenoid valve 38 is solenoid-on when the engine is started and the hydraulic pressure is supplied from the accumulator 36 to the line pressure oil passage 48.

  When the ignition is turned off by the driver, the switching solenoid valve 38 is switched to solenoid-on to discharge the hydraulic oil from the accumulator 36 in order to prevent the accumulator 36 from being held at a high pressure for a long time. Thus, it is preferable to reduce the hydraulic pressure in the accumulator 36. Therefore, the solenoid operation determination unit 90 determines in advance whether the switching solenoid valve 38 is solenoid-on and the hydraulic pressure is supplied from the accumulator 36 to the line pressure oil passage 48 when the ignition is turned off.

  When the solenoid operation determining unit 90 determines that the switching solenoid valve is solenoid off (non-operating), the solenoid control unit 88 applies a voltage equal to or higher than the predetermined voltage α to the switching solenoid valve 38 to switch the solenoid valve. The solenoid valve 38 is switched to solenoid-on (operation). Accordingly, the hydraulic pressure accumulated in the accumulator 36 is supplied to the line pressure oil passage 48. In this connection, when the engine is restarted, the hydraulic pressure necessary for the operation of the automatic transmission 18 is supplied together with the engine restart, so that the vehicle can be started quickly. In addition, when the ignition is off, the hydraulic pressure is supplied from the accumulator 36 to the line pressure oil passage 48. Therefore, the hydraulic pressure of the accumulator 36 decreases, and the load on the spring 36a, the seal member 36b, and the like constituting the accumulator 36 is reduced. Is done. In parallel with this, the solenoid controller 88 starts measuring (counting) the operating time T of the switching solenoid valve 38. The operating time T corresponds to the time during which the applied voltage is set to a predetermined voltage or higher.

  When the driver switches the ignition off, the energization of the IG relay 64 shown in FIG. 3 is stopped, but the energization of the main relay 62 is maintained, so that power is supplied from the battery 54 to the solenoid control ECU 58. Thus, the switching solenoid valve 38 can be operated. As described above, even after the ignition is turned off, electric power is supplied to the switching solenoid valve 38, and the flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48 can be switched between blocking and allowing.

  The solenoid operation time determination unit 94 determines whether or not the operation time T of the switching solenoid valve 38 (solenoid-on elapsed time) is less than a predetermined time β set in advance. This predetermined time β is set to a time required for the hydraulic oil in the accumulator 36 to be discharged to the line pressure oil passage 48. Specifically, the predetermined time β is set to a value of about 1 second to several seconds. When the operation time T is less than the predetermined time β, the solenoid control unit 88 continues the operation of the switching solenoid valve 38 (solenoid on) and continues to measure the operation time T. Accordingly, the flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48 is allowed, and hydraulic pressure is continuously supplied from the accumulator 36 to the line pressure oil passage 48. When it is determined that the operation time T is equal to or longer than the predetermined time β, the solenoid control unit 88 switches the switching solenoid valve 38 to non-operation (solenoid off). That is, the voltage Vacc applied to the switching solenoid valve 38 becomes zero (less than the predetermined voltage α), and the oil path is switched to the accumulator 36.

  Further, the operation time T of the switching solenoid valve 38 is about several seconds, and if the switching solenoid valve 38 is operated further than that, it leads to power consumption. Therefore, when the operation time T of the switching solenoid valve 38 becomes equal to or longer than the predetermined time β, the solenoid control unit 88 outputs a command to stop energization of the main relay 62 to the relay control circuit 56. When the energization of the main relay 62 is stopped, the power supply from the battery 54 to the solenoid control ECU 58 is stopped, so that the switching solenoid valve 38 is turned off and the accumulator 36 is switched to the pressure accumulation side.

  FIG. 5 is a flowchart for explaining the main part of the control operation of the electronic control unit 70, that is, the control operation of the switching solenoid valve 38. This flowchart is repeatedly executed during vehicle operation.

  First, in step S1 (hereinafter, step is omitted) corresponding to the vehicle state reading unit 82, various information related to the vehicle state is read. In S2 corresponding to the ignition switching determination unit 84, it is determined whether or not the ignition is turned on (engine start). When the ignition is turned off, S2 is denied and the process proceeds to S4. When the ignition is turned on, S2 is affirmed and the process proceeds to S3.

  In S3 corresponding to the engine start determination unit 86, it is determined whether or not the engine is being started. Here, since S3 is determined to start the engine with the ignition turned on, S3 corresponds to return from engine automatic stop (engine restart) by the idle stop function. When it is determined that the engine is not being started, S3 is denied and the process proceeds to S8. The case where S3 is denied corresponds to, for example, the case where the engine start has already been completed. When it is determined that the engine is being started, S3 is affirmed and the process proceeds to S4.

  In S4 corresponding to the solenoid operation determination unit 90, it is determined whether or not the switching solenoid valve 38 has been switched to solenoid-on (operation). If the switching solenoid valve 38 is already in the operating state, S4 is affirmed and the routine proceeds to S6. If the switching solenoid valve 38 is solenoid off (non-actuated), S4 is denied and the process proceeds to S5.

  In S5 corresponding to the solenoid control unit 88, the switching solenoid valve 38 is switched to solenoid-on (operation). Furthermore, the measurement of the operation time T after the switching solenoid valve 38 is switched to solenoid-on is started.

  In S6 corresponding to the solenoid operation time determination unit 94, it is determined whether or not the operation time T is less than a preset predetermined time β. When the operation time T is less than the predetermined time β, S6 is affirmed and the process proceeds to S7. In S7 corresponding to the solenoid control unit 88, the solenoid on (operation) of the switching solenoid valve 38 is maintained, and the hydraulic pressure is continuously supplied from the accumulator 36 to the line pressure oil passage 48. Further, the measurement of the operation time T is continuously executed.

  Returning to S6, when the operation time T becomes equal to or longer than the predetermined time β, S6 is denied and the process proceeds to S8. In S8 corresponding to the solenoid control unit 88, the switching solenoid valve 38 is switched to solenoid off (non-actuated). That is, the accumulator 36 is switched to the pressure accumulation side. Further, the measurement of the operation time T is stopped (measurement reset).

  As described above, when the engine restart condition is satisfied from the engine automatic stop state by the idling stop function, the switching solenoid valve 38 is operated, and the hydraulic oil is supplied from the accumulator 36 to the line pressure oil passage 48. As a result, it is possible to quickly control the engagement of the starting clutch of the automatic transmission 18. That is, the vehicle can be started quickly. Further, when the ignition is turned off, the engine 12 is stopped. At this time, the switching solenoid valve 38 is operated, and the hydraulic oil in the accumulator 36 is discharged, so that the hydraulic pressure in the accumulator 36 is reduced. The load on the accumulator 36 is also reduced.

  As described above, according to this embodiment, the hydraulic pressure in the accumulator 36 is supplied to the line pressure oil passage 48 when the ignition is turned off. Therefore, since the hydraulic pressure in the accumulator 36 decreases, the load applied to the accumulator 36 after the ignition is turned off can be reduced. Therefore, it is possible to prevent the life of the accumulator 36 from being shortened. In addition, when the engine is restarted, the hydraulic pressure accumulated in the accumulator 36 is supplied to the line pressure oil passage 48, so that the hydraulic pressure can be quickly supplied to the clutch C and the brake B of the automatic transmission 18.

  Further, according to the present embodiment, the switching solenoid valve 38 is supplied with electric power so that the flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48 can be switched off and allowed even after the ignition is turned off. Even after the ignition is turned off, the switching solenoid valve 38 allows the flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48.

  Further, according to this embodiment, when the operating time T during which the voltage Vacc applied to the switching solenoid valve 38 is equal to or greater than the predetermined voltage α is equal to or greater than the predetermined time β, the applied voltage Vacc is zero. Therefore, when the operating time T during which the voltage Vacc applied after the ignition is turned off is equal to or higher than the predetermined voltage α becomes equal to or longer than the predetermined time β, the voltage Vacc becomes zero. Therefore, power consumption by the switching solenoid valve 38 after the ignition is turned off can be reduced.

  Further, according to this embodiment, when the oil passage 50 is switched via the check valve 49, the hydraulic pressure in the line pressure oil passage 48 is increased as the mechanical oil pump 30 is driven while the engine is driven. When the hydraulic pressure in the accumulator 36 is higher, the hydraulic oil flow from the line pressure oil passage 48 to the accumulator 36 is allowed. Therefore, pressure accumulation in the accumulator 36 is possible, and the hydraulic pressure in the line pressure oil passage 48 is in the accumulator 36. When it is lower than the oil pressure, the oil pressure in the accumulator 36 can be maintained. Further, when the hydraulic pressure in the accumulator 36 is higher than the hydraulic pressure in the line pressure oil path 48, the hydraulic pressure in the accumulator 36 is switched by switching to an oil path that allows the flow of hydraulic oil from the accumulator 36 to the line pressure oil path 48. Can be supplied to the line pressure oil passage 48.

  Next, another embodiment of the present invention will be described. In the following description, parts common to those in the above-described embodiment are denoted by the same reference numerals and description thereof is omitted.

  FIG. 6 is a part of a hydraulic circuit 100 corresponding to another embodiment of the present invention, and shows a hydraulic circuit that generates a line pressure PL mainly using the hydraulic pressure supplied from the mechanical oil pump 30 as a base pressure. Show. When the hydraulic circuit of FIG. 6 is compared with the hydraulic circuit of the above-described embodiment, instead of the switching solenoid valve 38 of the above-described embodiment, a line pressure oil passage 48 and an oil passage 50 connecting the accumulator 36 are provided. An on / off solenoid valve 102 is provided. Hereinafter, the structure and operation of the on / off solenoid valve 102 different from the above-described embodiment will be described.

  The on / off solenoid valve 102 switches the position of a spool valve element (not shown) to cut off the flow of the hydraulic oil from the line pressure oil path 48 to the accumulator 36 and the line pressure oil path 48 from the accumulator 36. An oil passage that cuts off the flow of hydraulic oil to the oil passage, and an oil passage that allows the flow of hydraulic oil from the line pressure oil passage 48 to the accumulator 36 and the flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48. It is configured to be switchable. The position of the spool valve element of the on / off solenoid valve 102 is switched according to the magnitude of the applied voltage Vacc. Specifically, when a voltage Vacc less than a predetermined voltage γ is applied to the on / off solenoid valve 102 (solenoid off), the spool valve element is moved by the biasing force of the spring, as shown in FIG. In addition, the communication between the accumulator 36 and the line pressure oil passage 48 is blocked. That is, the flow of hydraulic oil from the line pressure oil path 48 to the accumulator 36 is blocked, and the flow of hydraulic oil from the accumulator 36 to the line pressure oil path 48 is blocked.

  On the other hand, when a voltage Vacc equal to or higher than the predetermined voltage γ is applied to the on / off solenoid valve 102 (solenoid on), the spool valve element is moved against the biasing force of the spring by the magnetic force of the solenoid, and FIG. ), The accumulator 36 and the line pressure oil passage 48 are communicated with each other via the oil passage 50. At this time, when the hydraulic oil flow from the line pressure oil passage 48 to the accumulator 36 and the hydraulic oil flow from the accumulator 36 to the line pressure oil passage 48 are switched to an allowable oil passage, the hydraulic pressure in the accumulator 36 is changed. When the hydraulic pressure in the line pressure oil passage 48 is higher than the hydraulic pressure in the accumulator 36 due to the hydraulic oil supplied from the line pressure oil passage 48, the hydraulic pressure in the accumulator 36 is supplied to the automatic transmission 18 when the engine is restarted. When the vehicle pressure rises to such an extent that rapid vehicle start is possible, the flow of hydraulic oil from the line pressure oil passage 48 to the accumulator 36 and the flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48 are interrupted. By switching to the oil path, the hydraulic pressure can be accumulated in the accumulator 36.

  Further, the check valve 49 described in the first embodiment is an oil passage that cuts off the flow of hydraulic oil from the line pressure oil passage 48 to the accumulator 36 and the flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48. Since the gap through which the hydraulic oil accumulated in the accumulator 36 passes can be reduced as compared with the oil passage through the, the oil pressure holding effect in the accumulator 36 can be enhanced. Further, when the hydraulic pressure in the accumulator 36 is higher than the hydraulic pressure in the line pressure oil path 48, the hydraulic pressure in the accumulator 36 is changed by switching to an oil path that allows the flow of hydraulic oil from the accumulator 36 to the line pressure oil path 48. It can be supplied to the line pressure oil passage 48.

  Also in this embodiment, the electricity supply circuit shown in FIG. 3 of the above-described embodiment is applied. That is, the electric supply circuit of this embodiment is configured by providing an on / off solenoid valve 102 in place of the switching solenoid valve 38 of FIG. Accordingly, also in this embodiment, the on / off solenoid valve 102 is supplied with electric power so that the flow of hydraulic fluid from the accumulator 36 to the line pressure oil passage 48 can be switched between blocking and allowing even after the ignition is turned off.

  Also in the hydraulic circuit 100 configured as described above, the same effect as in the above-described embodiment can be obtained by executing the same control as in the above-described embodiment. Specifically, the communication between the accumulator 36 and the line pressure oil passage 48 is interrupted by turning off the on / off solenoid valve 102 while the engine is automatically stopped. Accordingly, the hydraulic pressure of the accumulator 36 is maintained.

  In addition, the accumulator 36 and the line pressure oil passage 48 are communicated when the on / off solenoid valve 102 is solenoid-on at the time of engine restart when the engine restart condition is satisfied from the engine automatic stop state by the idle stop function. The flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48 is allowed. Accordingly, the hydraulic pressure in the accumulator 36 is supplied to the line pressure oil passage 48. As described above, when the hydraulic pressure is supplied from the accumulator 36 to the line pressure oil passage 48 when the engine is restarted, the hydraulic pressure is supplied from the accumulator 36 to the automatic transmission 18 prior to the hydraulic pressure supplied from the mechanical oil pump 30. Therefore, it is possible to start the vehicle promptly.

  Further, when the ignition switch 66 is switched to ignition off by the driver, the on / off solenoid valve 102 is solenoid-on, whereby the accumulator 36 and the line pressure oil passage 48 are communicated with each other. The flow of hydraulic oil to the passage 48 is allowed. Accordingly, when the ignition is turned off, the hydraulic pressure in the accumulator 36 is supplied to the line pressure oil passage 48, so that the hydraulic pressure in the accumulator 36 decreases. In this connection, the load on the spring 36a, the seal member 36b, etc. of the accumulator 36 is reduced, and the life of the accumulator 36 is prevented from being shortened. In addition, when the operation time T during which the solenoid is turned on becomes equal to or longer than the predetermined time β, the voltage applied to the on / off solenoid valve 102 becomes zero, so that power consumption is also reduced. Therefore, also in the present embodiment, the same effect as the above-described embodiment can be obtained. The detailed control mode is the same as that in the above-described embodiment, and thus the description thereof is omitted.

  As described above, this embodiment can provide the same effects as those of the above-described embodiment. Further, when the voltage Vacc applied to the on / off solenoid valve 102 is controlled to be equal to or higher than the predetermined voltage γ and the solenoid is turned on, the flow of hydraulic oil from the line pressure oil passage 48 to the accumulator 36 and from the accumulator 36 to the line pressure oil passage 48 are performed. When the hydraulic pressure in the line pressure oil path 48 is higher than the hydraulic pressure in the accumulator 36, the hydraulic oil supplied from the line pressure oil path 48 causes the hydraulic oil in the accumulator 36 to be The applied voltage Vacc is controlled to zero when the hydraulic pressure in the accumulator 36 increases to such an extent that rapid vehicle start is possible when the hydraulic pressure in the accumulator 36 is supplied to the automatic transmission 18 when the engine is restarted. When the solenoid is turned off, the flow of hydraulic oil from the line pressure oil passage 48 to the accumulator 36 and the accumulator 36 Because switched to the oil passage for blocking the flow of hydraulic oil to the line pressure oil passage 48, it is possible to accumulate the hydraulic pressure in the accumulator 36. Further, since the gap through which the hydraulic oil accumulated in the accumulator 36 passes can be reduced as compared with the oil passage 50 via the check valve 49, the oil pressure holding effect in the accumulator 36 can be enhanced. Further, when the hydraulic pressure in the accumulator 36 is higher than the hydraulic pressure in the line pressure oil passage 48, the voltage Vacc applied to the on / off solenoid valve 102 is controlled to a predetermined voltage γ or higher so that the solenoid is turned on. The hydraulic pressure in the accumulator 36 can be supplied to the line pressure oil path 48 by switching to the oil path that allows the flow of hydraulic oil to the path 48.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, the switching solenoid valve 38 switches to the side where the hydraulic pressure is supplied from the accumulator 36 to the line pressure oil passage 48 when the voltage Vacc applied to the solenoid is equal to or higher than the predetermined voltage α, Although the hydraulic pressure is accumulated in the accumulator 36 when the applied voltage Vacc is less than the predetermined voltage α, the switching solenoid valve 38 is configured such that the voltage Vacc applied to the solenoid is less than the predetermined voltage α. In this case, the hydraulic pressure may be supplied from the accumulator 36, and the hydraulic pressure may be accumulated in the accumulator 36 when the voltage Vacc applied to the solenoid is equal to or higher than the predetermined voltage α. In this case, the voltage Vacc applied to the solenoid of the switching solenoid valve 38 during the automatic engine stop becomes equal to or higher than the predetermined voltage α, and is applied to the solenoid of the switching solenoid valve 38 when the engine is restarted and the ignition is turned off. The voltage Vacc is less than the predetermined voltage α. In the above-described embodiment, when the voltage Vacc applied to the solenoid of the on / off solenoid valve 102 is less than the predetermined voltage γ, the accumulator 36 and the line pressure oil passage 48 are communicated to be applied to the solenoid of the on / off solenoid valve 102. When the applied voltage Vacc is equal to or higher than the predetermined voltage γ, the communication between the accumulator 36 and the line pressure oil passage 48 may be cut off.

  Further, the power supply circuit of the switching solenoid valve 38 of the above-described embodiment is merely an example, and may be appropriately changed as long as power can be supplied to the switching solenoid valve 38 even after the ignition is turned off. .

  In the above-described embodiment, the accumulator 36 and the switching solenoid valve 38 are provided separately. However, the accumulator 36 may include the switching solenoid valve 38. In the above-described embodiment, the accumulator 36 and the on / off solenoid valve 102 are provided separately, but the on / off solenoid valve 102 may be built in the accumulator 36.

  In the above-described embodiment, the accumulator 36 is a spring type, but other types of accumulators such as a diaphragm type and a bladder type may be used.

  In the above-described embodiment, when the operating time T during which the voltage Vacc applied to the solenoid of the switching solenoid valve 38 is equal to or greater than the predetermined voltage α is equal to or greater than the predetermined time β, the applied voltage Vacc is zero. However, the voltage Vacc does not necessarily have to be zero, and may be in a range less than the predetermined voltage α. Similarly, when the operating time T during which the voltage Vacc applied to the solenoid of the on / off solenoid valve 102 is equal to or higher than the predetermined voltage γ becomes the predetermined time β, the applied voltage Vacc becomes zero, but the voltage Vacc is not necessarily reduced. It is not necessary to make it zero, and any range that is less than the predetermined voltage γ is acceptable.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10: vehicle 12: engine 28, 100: hydraulic circuit 30: mechanical oil pump 36: accumulator 38: solenoid valve for switching accumulator (electromagnetic solenoid valve)
48: Line pressure oil passage (oil passage)
49: Check valve 66: Ignition switch 70: Electronic control device (control device)
102: On-off solenoid valve (electromagnetic solenoid valve)
C: Clutch (engagement device)

Claims (5)

A mechanical oil pump driven by an engine that supplies hydraulic oil to an engagement device via an oil passage, an accumulator connected to the oil passage and capable of accumulating hydraulic pressure and supplying the accumulated hydraulic pressure, and an ignition An ignition switch for switching on / off of the engine, and automatically stops the engine when a predetermined engine automatic stop condition is satisfied, and restarts the automatically stopped engine when a predetermined engine restart condition is satisfied A control device for a vehicle,
The vehicle is controlled so that the hydraulic pressure accumulated in the accumulator is maintained during automatic engine stop, and the hydraulic pressure accumulated in the accumulator is supplied to the oil passage when the engine is restarted and when the ignition is off. Control device. The accumulator can be switched between blocking and allowing the flow of hydraulic oil from the accumulator to the oil passage by an electromagnetic solenoid valve,
2. The vehicle control device according to claim 1, wherein the electromagnetic solenoid valve is supplied with electric power so that the flow of hydraulic fluid from the accumulator to the oil passage can be switched off and allowed even after the ignition is turned off. . The electromagnetic solenoid valve shuts off a flow of hydraulic oil from the accumulator to the oil passage when an applied voltage is less than a predetermined voltage, and from the accumulator to the oil when the applied voltage is equal to or higher than a predetermined voltage. Allow the flow of hydraulic oil to the road,
3. The vehicle control device according to claim 2, wherein when the time during which the applied voltage is set to a predetermined voltage or more becomes a predetermined time or more, the applied voltage is set to be less than the predetermined voltage. The electromagnetic solenoid valve includes an oil passage through a check valve that allows a flow of hydraulic oil from the oil passage to the accumulator and blocks a flow of hydraulic oil from the accumulator to the accumulator, and from the accumulator to the accumulator. 4. The vehicle control device according to claim 2, wherein the vehicle can be switched to an oil passage that allows a flow of hydraulic oil to the oil passage. 5. The electromagnetic solenoid valve includes an oil passage that cuts off a flow of hydraulic oil from the oil passage to the accumulator and a flow of hydraulic oil from the accumulator to the oil passage, and a flow of hydraulic oil from the oil passage to the accumulator. 4. The vehicle control device according to claim 2, wherein a flow and an oil passage permitting a flow of hydraulic oil from the accumulator to the oil passage are switchable. 5.

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