JP2018189140A - Vehicular control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular control apparatus capable of suppressing a hydraulic oil contained in an oil pan from suctioning air even in a case where a rapid braking or turning occurs, in a vehicle including an accumulator for supplying a traveling clutch with hydraulic pressure.SOLUTION: In a case where acceleration Gx, Gy equaling or exceeding a given value or a yaw rate Yr being an angular velocity of turning is generated in a vehicle 10, an oil pan 40 is supplied with a hydraulic oil from an accumulator 36 that is used to supply travel clutches B, C with the hydraulic oil. By so doing, a hydraulic oil quantity of the oil pan 40 is increased even in the case of the acceleration Gx, Gy or the angular velocity Yr equaling or exceeding the given value, thus making it possible to suppress the hydraulic oil contained in the oil pan 40 from suctioning air.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle control apparatus, and more particularly to a stable supply of hydraulic oil by a mechanical oil pump when a sudden braking, a sharp turn, or the like of a vehicle occurs.

  A mechanical oil pump driven by an engine, an automatic transmission having a plurality of friction engagement devices operated by hydraulic pressure supplied from the mechanical oil pump, and hydraulic pressure of hydraulic oil supplied from the mechanical oil pump. 2. Description of the Related Art A vehicle control device that includes an accumulator and an accumulator capable of supplying hydraulic pressure to the plurality of friction engagement devices is well known. In the vehicle control device disclosed in Patent Document 1, an accumulator capable of supplying hydraulic pressure to the friction engagement device and an accumulator for connecting and disconnecting an oil passage for supplying hydraulic oil from the accumulator to the friction engagement device of the automatic transmission. A control valve is provided, and for example, by supplying the hydraulic pressure accumulated in the accumulator when the engine is restarted, the hydraulic pressure required for the friction engagement device can be supplied in a short time.

JP 2002-115755 A

  However, in a situation where hydraulic oil is accumulated in the accumulator, the amount of hydraulic oil in the oil pan is reduced by the amount of hydraulic oil accumulated in the accumulator. For this reason, for example, when a rapid fluctuation of the longitudinal and lateral acceleration of the vehicle and the angular velocity of the turning occurs due to the sudden braking and turning of the vehicle, the hydraulic oil is supplied to the mechanical oil pump by the shaking of the hydraulic oil in the oil pan. Air suction of the hydraulic oil, that is, air mixing into the hydraulic oil is likely to occur, and when air suction occurs, fluctuations in the hydraulic pressure supplied from the mechanical oil pump occur, thereby causing the automatic transmission to There is a possibility that operations of a plurality of friction engagement devices and the like become unstable.

  The present invention has been made in the background of the above circumstances, and its object is to provide a mechanical oil pump driven by an engine and a plurality of frictions operated by hydraulic pressure supplied from the mechanical oil pump. In a vehicle provided with an automatic transmission having an engagement device, an accumulator capable of accumulating hydraulic pressure of hydraulic oil supplied from the mechanical oil pump and supplying hydraulic pressure to the plurality of friction engagement devices, For example, even when a rapid fluctuation of at least one of the longitudinal and lateral accelerations of the vehicle and the angular velocity of the turning occurs due to sudden braking or turning of the vehicle, the mechanical type is caused by the shaking of the hydraulic oil in the oil pan. It is intended to supply a control device for a vehicle in which the suction of the hydraulic oil supplied to the oil pump, that is, the entry of air into the hydraulic oil is unlikely to occur.

  The subject matter of the first invention is (a) an automatic transmission having a mechanical oil pump driven by an engine, and a plurality of friction engagement devices operated by hydraulic pressure supplied from the mechanical oil pump; A control device for a vehicle, comprising: an accumulator capable of accumulating hydraulic pressure of hydraulic oil supplied from the mechanical oil pump and supplying hydraulic pressure to the plurality of friction engagement devices; and (b) the vehicle When hydraulic oil is accumulated in the accumulator based on at least one of the acceleration in the front / rear / left / right direction and the angular velocity of turning, the hydraulic oil in the accumulator is supplied to the mechanical oil pump. It is characterized by being discharged into an oil pan.

  When an acceleration and turning angular velocity exceeding a predetermined value occur in at least one of the longitudinal and lateral acceleration and turning angular velocity of the vehicle, when the hydraulic oil is accumulated in the accumulator, the hydraulic oil in the accumulator is By discharging to the oil pan that supplies the hydraulic oil to the mechanical oil pump, it is possible to temporarily increase the amount of hydraulic oil in the oil pan, and the hydraulic oil in the oil pan sways. In addition, the suction of the hydraulic oil supplied to the mechanical oil pump, that is, the mixing of the air into the hydraulic oil is less likely to occur, and the unstable operation of the plurality of friction engagement devices can be suppressed.

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. 1 is a part of the hydraulic circuit of FIG. 1 and shows a hydraulic circuit that generates line pressure mainly using hydraulic pressure supplied from an oil pump, and also shows a situation where an actuator is accumulated by line pressure. Yes. FIG. 1 is a part of the hydraulic circuit of FIG. 1, and mainly shows a hydraulic circuit that generates line pressure using hydraulic pressure supplied from an oil pump as a base pressure, and hydraulic oil accumulated in an actuator when necessary. It shows the situation of feeding bread. The main part of the control operation of the electronic control device of FIG. 1, the operation of the solenoid valve and the switching of the oil path to ensure the amount of hydraulic oil in the oil pan even when sudden braking or sudden turning occurs It is a flowchart for doing.

  In one embodiment of the present invention, when at least one of a vehicle acceleration and a turning angular velocity that are equal to or greater than a predetermined first threshold value occur a plurality of times within a first predetermined time, hydraulic oil is accumulated in the accumulator. When the vehicle is in operation, the hydraulic oil in the accumulator is discharged into an oil pan that supplies the hydraulic oil to the mechanical oil pump, and the acceleration of the vehicle and the angular velocity of the turn that are equal to or higher than a predetermined first threshold are predetermined. When it does not occur within the second predetermined time, the hydraulic oil is accumulated in the accumulator. As a result, for example, when a rapid acceleration variation due to a sudden braking of the vehicle and a rapid angular velocity variation due to a sudden turn of the vehicle occur, the operation supplied to the mechanical oil pump caused by the shaking of the hydraulic oil in the oil pan. It is possible to prevent oil from being sucked, that is, air from being mixed into the working oil. In addition, when acceleration and angular velocity exceeding the second threshold generated in the vehicle do not continuously occur for the second predetermined time or longer, accumulation of pressure in the accumulator is allowed, and the vehicle is stopped, for example, referred to as S & S (Stop and Start). In inertial traveling, where the engine is temporarily stopped at times, or when the engine is temporarily stopped during deceleration and traveling, sufficient hydraulic oil can be supplied to the plurality of friction engagement devices, particularly the starting clutch.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  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.

  The hydraulic engagement device of the automatic transmission 18 is controlled to be engaged and disengaged by a hydraulic circuit 28, and the torque capacity, that is, the engagement force is changed by regulating the solenoid valve or the like in the hydraulic circuit 28. And a clutch C and a brake B for selectively connecting members on both sides through which the member is inserted. These clutch C and brake B correspond to the friction engagement device of the present invention.

  The vehicle 10 includes the electronic control device 60 (control device) shown in FIG. The electronic control unit 60 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. 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 60 is configured by being divided into an engine control ECU, a shift control ECU, and the like as necessary.

  The electronic control unit 60 includes an accumulator pressure Pa, which is the pressure of hydraulic oil accumulated in the accumulator 36 detected by the pressure sensor 62, a longitudinal acceleration Gx of the vehicle 10 detected by the longitudinal acceleration sensor 64, and a lateral acceleration sensor. The foot brake corresponding to the lateral acceleration Gy detected by the vehicle 66, the yaw rate Yr which is the angular velocity of the turn around the vertical axis of the vehicle 10 detected by the yaw rate sensor 68, and the brake pedaling force detected by the brake switch 72. A signal Br representing the operation of the pedal, a signal θacc representing the accelerator pedal operation amount as a requested acceleration amount (driver requested amount) to the vehicle 10 by the driver detected by the accelerator opening sensor 74, a vehicle speed sensor The output of the automatic transmission 18 detected by A signal V representing the vehicle speed corresponding to the rotational speed Nout of the shaft 20, a signal Ne representing the rotational speed of the engine 12 detected by the engine rotational speed sensor 78, and a shift operating device detected by the shift position sensor 80. , A signal Psh indicating the shift position from, a signal IG indicating the solenoid off of the ignition detected by the ignition switch 82, and the like.

  The electronic control unit 60 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 which is a part of the control 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 control circuit 28 supplies a mechanical oil pump 30, a regulator valve 32 that adjusts 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, an accumulator switching solenoid valve 38 (hereinafter referred to as a switching solenoid valve 38) and an accumulator 36 for switching between a pressure accumulation state and a supply (discharge) state of the accumulator 36. And an on / off solenoid valve 44 that switches between a state of discharging the hydraulic oil accumulated in the oil pan 40 to the oil pan 40 and a state of shutting off the supply of the hydraulic oil.

  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 returns to the oil pan 40, 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 the automatic stop condition of the engine 12 is satisfied and the engine 12 is automatically stopped, the mechanical oil pump 30 is similarly stopped. .

  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.

  The accumulator 36 is a pressure accumulator serving as a hydraulic source of a starting clutch that is engaged when the first speed is achieved in the control (S & S control) for stopping the engine 12 when the vehicle is stopped, for example, and leaks of the spring 36a and hydraulic oil. The seal member 36b etc. which suppress this are comprised. Between the line pressure oil passage 48 and the accumulator 36, connection of an oil passage that enables accumulation of hydraulic oil to the accumulator 36 and supply of hydraulic pressure from the accumulator 36 to the line pressure oil passage 48 and disconnection of the oil passage are performed. And a switching solenoid valve 38 (hereinafter referred to as a switching solenoid valve 38). The line oil passage 48 and the switching solenoid valve 38 are connected by an oil passage 50, and the accumulator 36 and the switching solenoid valve are connected to each other. 38 is connected by an oil passage 56.

  The switching solenoid valve 38 switches the position of a spool valve element (not shown) to open a blocking position for blocking between the line pressure oil passage 48 and the accumulator 36, and between the line pressure oil passage 48 and the accumulator 36. The accumulator 36 is allowed to accumulate pressure, and when the hydraulic pressure of the line pressure oil passage 48 is insufficient, it can be selectively switched to a release position that allows the flow of hydraulic oil to the line pressure oil passage 48. ing. When the switching solenoid valve 38 is off, the spool valve element is moved by the urging force of the spring, and the accumulator 36 and the line pressure oil passage 48 are connected as shown in FIG. Further, as shown in FIG. 3, when the switching solenoid valve 38 is solenoid-on, the communication between the accumulator 36 and the line pressure oil passage 48 is blocked.

  When the switching solenoid valve 38 is switched to solenoid-off, in FIG. 2, when the oil pressure in the line pressure oil passage 48 is higher than the oil pressure in the accumulator 36, the accumulator 36 is driven by the hydraulic oil supplied from the line pressure oil passage 48. The pressure is determined by the pressure sensor 62 when the pressure is accumulated in the accumulator 36 and the hydraulic pressure in the accumulator 36 increases so as to enable quick vehicle start-up, for example, when the automatic transmission 18 is supplied at the time of engine restart. When the accumulator pressure Pa becomes equal to or higher than a predetermined oil pressure Pap, the switching solenoid valve 38 is switched to the shut-off position, whereby the accumulated pressure of the accumulator 36 is maintained.

  The accumulator 36 is also connected to the oil pan 40 via an on / off solenoid valve 44. The accumulator 36 and the on / off solenoid valve 44 are connected by an oil passage 56, and a pressure sensor 62 is further connected to the oil passage 56, and the accumulator pressure Pa accumulated in the accumulator 36 is determined. When the on / off solenoid valve 44 is solenoid off, the oil passage 56 connected to the accumulator 36 and the oil passage 54 connected to the oil pan 40 are blocked as shown in FIG. Further, as shown in FIG. 3, when the switching solenoid valve 38 is solenoid-on, the oil passage 56 connected to the accumulator 36 and the oil passage 54 connected to the oil pan 54 are connected, and the inside of the accumulator 36 is When pressure is accumulated, a flow of hydraulic oil from the accumulator 36 to the oil pan 54 occurs.

  FIG. 3 shows that any one of the longitudinal acceleration Gx, the lateral acceleration Gy, and the yaw rate Yr measured by the longitudinal acceleration sensor 64, the lateral acceleration sensor 66, and the yaw rate sensor 68 exceeds a predetermined determination first threshold Gxa, Gya, Yra. In this case, the oil passage configuration is shown in which the hydraulic oil accumulated in the accumulator 36 is supplied from the accumulator 36 to the oil pan 40. In FIG. 3, the oil path between the accumulator 36 and the line pressure oil path 48 that supplies hydraulic oil to the clutch C and the like is blocked by a switching solenoid valve 38, and an oil path that supplies hydraulic oil from the accumulator 36 to the oil pan 40. Are connected by an on / off solenoid valve 44. Note that the determination threshold values Gxa, Gya, and Yra are set to constant values, and when it is determined that the threshold value is any one of the first threshold values Gxa, Gya, and Yra, the switching solenoid valve 38 is shut off and the on / off solenoid valve 44 is turned off. Connection may be made. Further, for example, based on the relationship obtained experimentally in advance based on the relationship between the longitudinal acceleration Gx, the lateral acceleration Gy, and the yaw rate Yr, that is, on the basis of the map stored in advance, the switch to the configuration of the oil passage in FIG. It may be determined whether the accumulator 36 is disconnected from the line pressure oil passage 48 and the connection of the hydraulic oil supply oil passage from the accumulator 36 to the oil pan 40 is determined.

  Returning to FIG. 1, the electronic control unit 60 shows the essential parts of the electronic control function when sudden braking and sudden turning occur. The braking turning determination means 90, braking turning occurrence frequency determination means 92, and accumulator hydraulic pressure are shown. The determination means 94 and the solenoid control means 96 are provided.

  When the braking / turning determining means 90 of the electronic control device 60 determines that any one of the longitudinal acceleration Gx, the lateral acceleration Gy, and the yaw rate Yr is greater than or equal to a preset first threshold Gxa, Gya, Yra, that is, sudden braking of the vehicle 10, When the change in the longitudinal acceleration Gx, the lateral acceleration Gy, and the yaw rate Yr due to the sudden turn is determined to be greater than or equal to the threshold value, the solenoid control determining unit 96 turns on the switching solenoid valve 38, that is, operates the line pressure oil path 48 to the accumulator 36. Control is performed to shut off the flow of oil and the flow of hydraulic oil from the accumulator 36 to the line pressure oil passage 48. Next, the braking / turning frequency determination means 92 determines whether the sudden braking or sudden turning over the first thresholds Gxa, Gya, Yra has occurred again within a predetermined time, that is, within the first determination time ta. When sudden braking or sudden turning greater than or equal to the first threshold Gxa, Gya, Yra does not occur within the first determination time ta, the accumulator hydraulic pressure determination means 94 determines the hydraulic pressure of the accumulator 36 based on the output signal Pa of the pressure sensor 62. It is determined whether Pa is equal to or higher than a predetermined pressure Paa.

  When the hydraulic pressure Pa of the accumulator 36 is lower than the predetermined pressure Paa, the solenoid control means 96 maintains the on / off solenoid valve 44 with the solenoid off, that is, continues to shut off the oil path between the accumulator 36 and the oil pan 40. Further, when the hydraulic pressure Pa of the accumulator 36 is equal to or higher than the predetermined pressure Paa, the solenoid control means 96 turns on / off the solenoid valve 44, that is, connects the oil path between the accumulator 36 and the oil pan 40 to the accumulator 36. The accumulated hydraulic oil is supplied to the oil pan 40. On the other hand, when the braking / turning determining means 90 determines that the braking and turning are below the predetermined second threshold values Gxb, Gyb, and Yrb, the solenoid control means 96 determines that the switching solenoid 38 and the on / off solenoid valve 44 are One solenoid is turned off, and hydraulic oil is accumulated (refilled) in the accumulator 36. Preferably, when sudden braking or sudden turning does not occur, for example, when the accumulator pressure Pa of the hydraulic oil accumulated in the accumulator 36 becomes equal to or higher than a predetermined value, the switching solenoid 38 is turned off to be equal to or lower than the predetermined value. When this happens, the solenoid is turned on and control is performed to maintain the accumulator pressure Pa at a predetermined pressure.

  In addition, after sudden braking or sudden turning greater than or equal to the first threshold Gxa, Gya, Yra, the braking turn occurrence frequency determining means 92 performs sudden braking, sudden turning, that is, rapid braking greater than or equal to the first threshold Gxa, Gya, Yra, When it is determined that one or more sudden turns have occurred within the first determination time ta, the accumulator hydraulic pressure determination unit 94 determines the hydraulic pressure Pa of the accumulator 36 based on the output signal Pa of the pressure sensor 62 as a predetermined pressure. It is judged whether it is Paa or more. When the hydraulic pressure Pa of the accumulator 36 is lower than the predetermined pressure Paa, the solenoid control means 96 maintains the on / off solenoid valve 44 with the solenoid off, that is, continues to shut off the oil path between the accumulator 36 and the oil pan 40. Further, when the hydraulic pressure Pa of the accumulator 36 is equal to or higher than the predetermined pressure Paa, the solenoid control means 96 turns on / off the solenoid valve 44, that is, connects the oil path between the accumulator 36 and the oil pan 40 to the accumulator 36. The accumulated hydraulic oil is supplied to the oil pan 40.

  The braking / turning determining means 90 determines whether the sudden braking or the sudden turning has occurred within a predetermined time, ie, the second determination time tb. If sudden braking or sudden turning greater than or equal to the first threshold Gxa, Gya, Yra occurs within the second determination time tb, the accumulator hydraulic pressure determination means 94 determines the hydraulic pressure of the accumulator 36 based on the output signal Pa of the pressure sensor 62. It is determined whether Pa is equal to or higher than a predetermined pressure Paa. When the hydraulic pressure Pa of the accumulator 36 is lower than the predetermined pressure Paa, the solenoid control means 96 turns off the on / off solenoid valve 44, that is, shuts off the oil path between the accumulator 36 and the oil pan 40. When the accumulator hydraulic pressure determination means 94 determines that the hydraulic pressure of the accumulator 36 is equal to or higher than a predetermined pressure Paa, the solenoid control means 96 continues to turn on the solenoid of the on / off solenoid valve 44 and from the accumulator 36 to the oil pan 40. Continue supplying hydraulic oil. Further, the acceleration determination means 90 determines whether the sudden braking or the sudden turn has occurred within a predetermined second determination time tb. If the braking / turning determining means 90 determines that the sudden braking or the sudden turning has not occurred within the predetermined second determination time tb, the braking / turning determining means 90 determines that the braking / turning is the second threshold value Gxb, Gyb, It is determined whether it is below Yrb. When it is determined that the braking and turning are equal to or greater than the second threshold values Gxb, Gyb, and Yrb, since the braking and turning are not below the predetermined second threshold values Gxb, Gyb, and Yrb, the accumulator 36 by the accumulator hydraulic pressure determination means 94 is used. The determination of whether the hydraulic pressure Pa is equal to or higher than a predetermined pressure Paa and the determination by the acceleration determination means 90 whether the sudden braking or the sudden turn has occurred within the predetermined second determination time tb are repeated. When the braking / turning determining means 90 determines that the braking / turning is below the second threshold values Gxb, Gyb, Yrb, the solenoid control means 96 turns off the solenoid valve 38 for switching and the on / off solenoid valve 44 to the accumulator 36. Starts accumulating hydraulic oil.

  FIG. 4 shows that a rapid fluctuation occurs in at least one of the longitudinal and lateral accelerations Gx, Gy and the yaw rate Yr of the vehicle 10 due to the main part of the control operation of the electronic control unit 60, that is, sudden braking or sudden turning of the vehicle 10. Even in the case where it occurs, a description will be given of the control operation for making it difficult for the hydraulic oil sucked into the mechanical oil pump 30 to be sucked into the mechanical oil pump 30 due to the shaking of the hydraulic oil in the oil pan 40, that is, the air is not mixed into the hydraulic oil. It is a flowchart to do.

  In FIG. 4, at step S10 (hereinafter, step is omitted) corresponding to the function of the braking / turning determining means 90, whether or not the acceleration Gx, Gy or the turning angular velocity Yr greater than the first threshold Gxa, Gya, Yra has occurred. Is determined. If the determination in S10 is negative, the execution from S10 is repeated. If the determination in S10 is affirmative, the switching solenoid valve 38 is turned on in S20 corresponding to the function of the solenoid control means 96, and the connection between the line oil passage 48 and the accumulator 36 is cut off. In S30 corresponding to the function of the braking / turning frequency determining means 92, whether or not the acceleration Gx, Gy or the turning angular velocity Yr, that is, the yaw rate, that is greater than or equal to the first threshold Gxa, Gya, Yra has occurred again within the first determination time ta. Determined. If the determination in S30 is negative, it is determined in S50 corresponding to the function of the accumulator hydraulic pressure determination means 94 whether the hydraulic pressure Pa of the accumulator 36 is equal to or higher than a predetermined pressure Paa. If the determination in S50 is affirmative, in S70 corresponding to the function of the solenoid control means 96, the on / off solenoid valve 44 is turned on and hydraulic oil is supplied from the accumulator 36 to the oil pan 40. When the above is executed in S70 or when the determination is negative in S50, the longitudinal acceleration Gx, the lateral acceleration Gy, and the yaw rate Yr are set to the second threshold values Gxb, Gyb, Yrb in S90 corresponding to the function of the braking / turning determining means 90. It is determined whether or not it is lower than. If this S90 determination is negative, the determination from S30 is repeated. If the determination in S90 is affirmative, the switching solenoid valve 38 and the on / off solenoid valve 44 are turned off in S110 corresponding to the function of the solenoid control means 96, and the accumulator 36 can accumulate hydraulic oil pressure. State.

  Returning to S30, it is determined whether an acceleration equal to or greater than the first threshold value Gxa, Gya, Yra has occurred again within the first determination time ta, and if the determination in S30 is affirmative, accumulator oil pressure determination In S40 corresponding to the function of the means 94, it is determined whether or not the hydraulic pressure Pa of the accumulator 36 is equal to or higher than a predetermined pressure Paa. If the determination in S40 is affirmative, in S60 corresponding to the function of the solenoid control means 96, the on / off solenoid valve 44 is turned on and hydraulic oil is supplied from the accumulator 36 to the oil pan 40. If the above is executed in S60 or if the determination is negative in S40, the acceleration Gx, Gy or yaw rate Yr greater than or equal to the first threshold value Gxa, Gya, Yra is set in S80 corresponding to the function of the braking / turning determining means 90. 2 It is determined whether it does not occur again within the determination time tb. If the determination in S80 is negative, the determination from S40 is repeated. If the determination in S80 is affirmative, whether or not the longitudinal acceleration Gx, the lateral acceleration Gy, and the yaw rate Yr are below the second threshold values Gxb, Gyb, Yrb in S100 corresponding to the function of the braking / turning determining means 90 is determined. Determined. If this S100 determination is negative, the determination from S40 is repeated. If this determination is affirmative, the switching solenoid valve 38 and the on / off solenoid valve 44 are turned off in S110 corresponding to the function of the solenoid control means 96, and the accumulator 36 can accumulate the hydraulic oil. It is said.

  According to the present embodiment, the mechanical oil pump 30 driven by the engine 12, the automatic transmission 18 having a plurality of friction engagement devices C and B operated by the hydraulic pressure supplied from the mechanical oil pump 30, and the machine An electronic control device 60 for a vehicle 10, comprising an accumulator 36 capable of accumulating hydraulic pressure of hydraulic oil supplied from a hydraulic oil pump 30 and supplying hydraulic pressure to a plurality of friction engagement devices B and C. When hydraulic oil is accumulated in the accumulator 36 based on at least one of the longitudinal and lateral accelerations Gx, Gy and yaw rate Yr generated in the hydraulic oil, the hydraulic oil in the accumulator 36 is supplied to the mechanical oil pump 30. The oil pan 40 is discharged. As a result, when the acceleration Gx, Gy and the yaw rate Yr greater than or equal to the predetermined values Gxa, Gya, Yra are generated in the vehicle 10 in at least one of the accelerations Gx, Gy in the front-rear and left-right directions and the yaw rate Yr which is the angular velocity in the rotation direction, the accumulator 36 is generated. When the hydraulic oil is accumulated in the oil pan 40, the hydraulic oil in the accumulator 36 is temporarily discharged to the oil pan 40 that supplies the hydraulic oil to the mechanical oil pump 30, thereby temporarily reducing the hydraulic oil amount in the oil pan 40. Even if the hydraulic oil in the oil pan 40 sways, it becomes difficult for the hydraulic oil supplied to the mechanical oil pump 30 to suck air, that is, air is not mixed into the hydraulic oil. It is possible to suppress unstable operations of the plurality of friction engagement devices C and B.

  Further, according to the present embodiment, when at least one of the acceleration Gx, Gy and the yaw rate Yr of the vehicle 10 equal to or higher than the predetermined first threshold values Gxa, Gya, Yra occurs a plurality of times within the first determination time ta, When the hydraulic oil is accumulated in the accumulator 36, the hydraulic oil in the accumulator 36 is discharged to the oil pan 40 that supplies the hydraulic oil to the mechanical oil pump 30, and the predetermined second determination time tb or more in advance. When the vehicle accelerations Gx, Gy and yaw rate Yr exceeding the predetermined second threshold values Gxb, Gyb, Yrb are not generated, the hydraulic oil is accumulated in the accumulator 36. Thus, for example, when a rapid acceleration Gx, Gy variation due to a sudden braking of the vehicle and a rapid yaw rate Yr variation due to a sudden turn of the vehicle 10 occur, a mechanical oil pump caused by the shaking of the hydraulic oil in the oil pan 40 It is possible to prevent air from being sucked into the hydraulic oil supplied to 30, that is, air from being mixed into the hydraulic oil. Further, when accelerations Gx, Gy and yaw rate Yr greater than or equal to the second thresholds Gxb, Gyb, Yrb generated in the vehicle 10 do not continuously occur for the second determination time tb, pressure accumulation in the accumulator 36 is allowed, for example, S & S When the vehicle is stopped (stop and start), the engine is temporarily stopped when the vehicle is stopped, or the engine is temporarily stopped when decelerating and traveling. It is possible to supply a proper hydraulic oil.

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

  In the above-described embodiment, the accumulator switching valve 38 installed between the line pressure oil passage 48 and the accumulator 36 is used to connect and shut off the oil passage. Instead of this, a check valve capable of flowing into the accumulator 36 from the line oil passage 48 may be provided, and switching between connection of the oil passage and inflow of hydraulic oil from the line oil passage 48 to the accumulator 36 may be performed.

  Furthermore, in the above-described embodiment, the vehicle including the engine 12, the torque converter 14, and the automatic transmission 18 that is a stepped transmission is illustrated, but the present invention is not necessarily limited thereto. For example, a belt type continuously variable transmission can be used instead of the stepped transmission 18. Moreover, an electric motor may be provided together with the engine 12 as a drive device instead of the engine 12.

What has been described above is merely 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 18: Automatic transmission 30: Mechanical oil pump 36: Accumulator 40: Oil pan 60: Electronic control device (control device)
C, B: Friction engagement device

Claims (1)

A mechanical oil pump driven by an engine, an automatic transmission having a plurality of friction engagement devices operated by hydraulic pressure supplied from the mechanical oil pump, and hydraulic pressure of hydraulic oil supplied from the mechanical oil pump. An accumulator capable of accumulating pressure and supplying hydraulic pressure to the plurality of friction engagement devices,
When hydraulic oil is accumulated in the accumulator based on at least one of the longitudinal acceleration and lateral angular velocity generated in the vehicle, the hydraulic oil in the accumulator is actuated on the mechanical oil pump. A control apparatus for a vehicle, characterized in that the oil is discharged into an oil pan that supplies oil.

Images