JP5610080B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device.

  2. Description of the Related Art Conventionally, a configuration is known in which each component of a power transmission device for transmitting power from a vehicle power source (engine) to a drive wheel is controlled by hydraulic pressure using a mechanical mechanical pump operated by engine power as a supply source. ing.

  On the other hand, in recent years, for the purpose of reducing fuel consumption and the like, an increasing number of vehicles have a technique for stopping the engine during vehicle operation, that is, a so-called idling stop function. In such a vehicle, during execution of the idling stop function, the mechanical pump is also stopped when the engine is stopped. Therefore, a hydraulic pressure supply source different from the mechanical pump for controlling the power transmission device is required.

  For this reason, conventionally, in a vehicle having an idling stop function, a configuration has been proposed in which a motor-driven electric pump and an accumulator that accumulates hydraulic pressure during normal travel are used as a hydraulic pressure supply source when the engine is stopped. For example, Patent Document 1 discloses a configuration in which hydraulic oil accumulated in an accumulator is supplied to a forward clutch when the engine is restarted from an idling stop state while the vehicle is stopped. Patent Document 2 describes a configuration in which hydraulic oil accumulated in an accumulator is supplied to a hydraulic chamber of a secondary pulley of a continuously variable transmission mechanism by an electric pump in an idling stop state when the vehicle is stopped.

JP 2010-151226 A JP 2001-193661 A

  Conventional hydraulic control devices such as those described in Patent Literatures 1 and 2 are mainly intended to execute an idling stop function when the vehicle is stopped. Here, if the idling stop function is to be executed when the vehicle is decelerating, there may be a situation where a larger hydraulic pressure is required for controlling the power transmission device than when the vehicle is stopped. Specifically, for example, in a vehicle including a belt-type continuously variable transmission mechanism as an element of a power transmission device, sudden braking, rough road traveling, road surface change, etc., while the idling stop function is being executed when the vehicle is coasting. The disturbance is input to the power transmission device from the drive wheel side.

  In such a situation, torque fluctuations may occur due to disturbance input from the drive wheel side, and the belt of the belt-type continuously variable transmission mechanism may slip. Since the required belt clamping pressure is increased so as to prevent such belt slippage, the hydraulic pressure for controlling the belt clamping pressure is required to have a high level. The hydraulic control device described in Patent Document 1 does not include an element for supplying hydraulic oil to the belt-type continuously variable transmission mechanism during idling stop. In addition, in the hydraulic control device described in Patent Document 2, In order to meet such a large belt clamping pressure requirement, it is necessary to increase the size of the electric pump and accumulator.

  The present invention has been made in view of the above, and an object of the present invention is to provide a vehicle control device that can suppress an increase in the size of an electric pump or accumulator used for hydraulic control when an idling stop function is executed.

In order to solve the above-described problems, a vehicle control device according to the present invention includes an engine, a power transmission device including a belt-type continuously variable transmission mechanism and a clutch, and hydraulic pressure of oil supplied to operate the power transmission device. A hydraulic control device that controls the hydraulic pressure of the hydraulic control device by driving the engine in a vehicle control device capable of executing an idling stop function for stopping the engine and releasing the clutch while the vehicle is running. A mechanical pump that supplies oil to the power transmission device via a path; and the belt-type continuously variable transmission driven by a motor when the engine that is executing the idling stop function is stopped and the mechanical pump is stopped. An electric pump that supplies oil to the mechanism and an oil that is supplied by the mechanical pump are accumulated, and the idling stop is stored. Upon return from the function, and an accumulator for supplying the accumulator is the oil to the clutch, clutch pressure control for controlling the clutch pressure is a hydraulic supply to the clutch oil path connected to the clutch of the hydraulic path A pressure regulating valve for regulating the hydraulic pressure of the oil discharged from the mechanical pump on the upstream side of the clutch pressure control valve on an oil path connected to the clutch in the hydraulic path, and the accumulator includes: The hydraulic path is connected between the pressure regulating valve and the clutch pressure control valve .

  Further, the vehicle control device described above includes a boost check that prevents backflow of oil upstream on an oil passage connected to a sheave that controls belt clamping pressure of the belt-type continuously variable transmission mechanism in the hydraulic path. Preferably, the electric pump is connected to the hydraulic path between the boost check valve and the sheave.

  In addition, the vehicle control apparatus includes a belt clamping pressure control valve that controls a belt clamping pressure that is a hydraulic pressure supplied to the sheave on a downstream side of the boosting check valve, and the electric pump includes the boosting check valve. And the belt clamping pressure control valve are preferably connected to the hydraulic path.

  In the vehicle control apparatus described above, it is preferable that the accumulator stops accumulating the oil during the engagement or disengagement operation of the clutch.

  In the vehicle control apparatus, it is preferable that a part of the oil discharged from the electric pump is supplied to an oil path connected to the clutch in the hydraulic path.

Similarly, in order to solve the above problems, a vehicle control device according to the present invention is supplied to operate an engine, a power transmission device including a belt-type continuously variable transmission mechanism and a clutch, and the power transmission device. A hydraulic control device that controls oil pressure of the oil, and capable of executing an idling stop function for stopping the engine and releasing the clutch while the vehicle is running. A mechanical pump that supplies oil to the power transmission device via a hydraulic path of the device, and the belt type by motor drive when the engine that is executing the idling stop function is stopped and the mechanical pump is stopped. An electric pump for supplying oil to the continuously variable transmission mechanism, and accumulating the oil supplied by the mechanical pump; An accumulator that supplies the accumulated oil to the clutch when returning from a stop function, and a clutch pressure that controls a clutch pressure that is a hydraulic pressure supplied to the clutch on an oil path connected to the clutch in the hydraulic path A control valve, a pressure regulating valve for regulating the hydraulic pressure of the oil discharged from the mechanical pump upstream of the clutch pressure control valve on an oil path connected to the clutch in the hydraulic path, and a pressure regulating valve. A switching valve that switches so that either one of the pressurized hydraulic pressure and the clutch pressure controlled by the clutch pressure control valve is supplied to the clutch, and the accumulator includes the pressure regulating valve and the clutch pressure control. connected in between the valve in the hydraulic path, the part of the oil discharged from the electric pump, the clutch pressure As the clutch pressure controlled by the valve is supplied to the clutch, characterized in that the switching valve is switched.

  In the vehicle control device according to the present invention, since the electric pump supplies oil directly to the belt type continuously variable transmission mechanism, it is possible to reduce the leakage flow rate from the electric pump to the belt type continuously variable transmission mechanism. The electric pump can be reduced in size. Further, since the timing of oil supply from the accumulator can be limited to a short time from the return from the idling stop function until the engine is restarted, the accumulator can be reduced in size. As described above, the vehicle control device according to the present invention has an effect of suppressing the increase in size of the electric pump and accumulator used for hydraulic control when the idling stop function is executed.

FIG. 1 is a schematic diagram showing a configuration of a vehicle equipped with a vehicle control device according to a first embodiment of the present invention. FIG. 2 is a diagram showing a schematic configuration of the hydraulic control apparatus in FIG. FIG. 3 is a diagram illustrating an example of the necessary belt clamping pressure according to the vehicle speed. FIG. 4 is a flowchart showing a pressure accumulation process of the accumulator 44 which is performed by the vehicle control apparatus of the first embodiment of the present invention. FIG. 5 is a flowchart showing the discharge process of the accumulator 44 that is performed by the vehicle control apparatus of the first embodiment of the present invention. FIG. 6 is a timing chart showing an example of control of the secondary pressure Pd and the clutch pressure Pc1 by the vehicle control device of the present embodiment during idling stop traveling and at the time of return from idling stop traveling. FIG. 7 is a diagram showing a schematic configuration of the hydraulic control device of the vehicle control device according to the second embodiment of the present invention. FIG. 8 is a diagram showing a schematic configuration of the hydraulic control device of the vehicle control device according to the third embodiment of the present invention.

  Hereinafter, embodiments of a vehicle control device according to the present invention will be described with reference to the drawings. In the following drawings, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated.

[First Embodiment]
A first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a schematic diagram showing a configuration of a vehicle 2 equipped with a vehicle control device according to a first embodiment of the present invention, and FIG. 2 is a diagram showing a schematic configuration of a hydraulic control device 1 in FIG. FIG. 3 is a diagram showing an example of necessary belt clamping pressure (secondary pressure) Pd corresponding to the vehicle speed, and FIG. 4 is a flowchart showing pressure accumulation processing of the accumulator 44 implemented by the vehicle control device of the present embodiment. FIG. 5 is a flowchart showing the discharge process of the accumulator 44 performed by the vehicle control device of the present embodiment, and FIG. 6 shows the vehicle of the present embodiment during idling stop travel and when returning from idling stop travel. It is a timing chart which shows an example of control of secondary pressure Pd and clutch pressure Pc1 by a control device.

  First, with reference to FIG. 1, the structure of the vehicle 2 carrying the vehicle control apparatus which concerns on this embodiment is demonstrated. As shown in FIG. 1, the vehicle 2 includes an engine 3 as a power source during driving, a drive wheel 4, a power transmission device 5, a hydraulic control device 1, and an ECU (Electronic Control Unit). 7.

  The engine 3 is a driving source (prime mover) that drives the vehicle 2, and generates power that consumes fuel and acts on the driving wheels 4 of the vehicle 2. The engine 3 can generate mechanical power (engine torque) on the crankshaft 8 that is an engine output shaft as the fuel burns, and can output this mechanical power from the crankshaft 8 toward the drive wheels 4. .

  The power transmission device 5 transmits power from the engine 3 to the drive wheels 4. The power transmission device 5 is provided in a power transmission path from the engine 3 to the drive wheel 4 and is operated by the pressure (hydraulic pressure) of oil as a liquid medium.

  More specifically, the power transmission device 5 includes a torque converter 9, a forward / reverse switching mechanism 10, a continuously variable transmission mechanism 11, a speed reduction mechanism 12, a differential gear 13, and the like. In the power transmission device 5, the crankshaft 8 of the engine 3 and the input shaft 14 of the continuously variable transmission mechanism 11 are connected via a torque converter 9, a forward / reverse switching mechanism 10, and the like, and an output shaft 15 of the continuously variable transmission mechanism 11 is connected. It is connected to the drive wheel 4 via the speed reduction mechanism 12, the differential gear 13, the drive shaft 16, and the like.

  The torque converter 9 is disposed between the engine 3 and the forward / reverse switching mechanism 10, and amplifies (or maintains) the power torque transmitted from the engine 3 and transmits it to the forward / reverse switching mechanism 10. it can. The torque converter 9 includes a pump impeller 9a and a turbine runner 9b that are rotatably arranged to face each other, and the pump impeller 9a is coupled to the crankshaft 8 through a front cover 9c so as to be integrally rotatable, and the turbine runner 9b is switched forward and backward. It is configured to be connected to the mechanism 10. As the pump impeller 9a and the turbine runner 9b rotate, a viscous fluid such as hydraulic fluid interposed between the pump impeller 9a and the turbine runner 9b circulates and flows. It is possible to amplify and transmit torque while allowing

  The torque converter 9 further includes a lock-up clutch 9d that is provided between the turbine runner 9b and the front cover 9c and is coupled to the turbine runner 9b so as to be integrally rotatable. The lock-up clutch 9d is operated by oil pressure supplied from a hydraulic control device 1 described later, and is switched between an engaged state (lock-up ON) and a released state (lock-up OFF) with the front cover 9c. In a state where the lockup clutch 9d is engaged with the front cover 9c, the front cover 9c (that is, the pump impeller 9a) and the turbine runner 9b are engaged, and the relative rotation between the pump impeller 9a and the turbine runner 9b is restricted, Since the differential between the input and the output is prohibited, the torque converter 9 transmits the torque transmitted from the engine 3 to the forward / reverse switching mechanism 10 as it is.

  The forward / reverse switching mechanism 10 can shift the power (rotation output) from the engine 3 and can switch the rotation direction. The forward / reverse switching mechanism 10 includes a planetary gear mechanism 17, a forward / reverse switching clutch (forward clutch) C1 as a friction engagement element, a forward / reverse switching brake (reverse brake) B1, and the like. The planetary gear mechanism 17 is a differential mechanism that includes a sun gear, a ring gear, a carrier, and the like as a plurality of rotational elements that can rotate differentially with each other. The forward / reverse switching clutch C1 and the forward / reverse switching brake B1 It is an engagement element for switching the operating state of the gear mechanism 17 and can be constituted by, for example, a frictional engagement mechanism such as a multi-plate clutch. Here, a hydraulic wet multi-plate clutch is used.

  In the forward / reverse switching mechanism 10, the forward / reverse switching clutch C1 and the forward / reverse switching brake B1 are operated by the pressure of oil supplied from the hydraulic control device 1 described later, and the operating state is switched. When the forward / reverse switching clutch C1 is in the engaged state (ON state) and the forward / reverse switching brake B1 is in the released state (OFF state), the forward / reverse switching mechanism 10 rotates the power from the engine 3 in the normal rotation (vehicle 2). Is transmitted to the input shaft 14 in the direction in which the input shaft 14 rotates as the vehicle advances. When the forward / reverse switching clutch C1 is in the released state and the forward / reverse switching brake B1 is in the engaged state, the forward / reverse switching mechanism 10 rotates the power from the engine 3 in reverse rotation (when the vehicle 2 moves backward, the input shaft 14 In the direction of rotation). The forward / reverse switching mechanism 10 is in a released state in both the forward / reverse switching clutch C1 and the forward / reverse switching brake B1 during neutral. In the present embodiment, such a control system that controls the engagement / release of the forward / reverse switching clutch C1 and the forward / reverse switching brake B1 is collectively referred to as a “C1 control system” 18.

  The continuously variable transmission mechanism 11 is a transmission that is provided between the forward / reverse switching mechanism 10 and the drive wheel 4 in the power transmission path from the engine 3 to the drive wheel 4 and that can output the power of the engine 3 by shifting the power. is there. The continuously variable transmission mechanism 11 is operated by the pressure of oil supplied from a hydraulic control device 1 described later.

  The continuously variable transmission mechanism 11 changes the rotational power (rotational output) from the engine 3 transmitted (input) to the input shaft 14 at a predetermined speed ratio and transmits it to the output shaft 15 that is a transmission output shaft. The power shifted from the output shaft 15 toward the drive wheel 4 is output. More specifically, the continuously variable transmission mechanism 11 includes a primary pulley 20 connected to an input shaft (primary shaft) 14, a secondary pulley 21 connected to an output shaft (secondary shaft) 15, a primary pulley 20 and a secondary pulley 21. A belt-type continuously variable transmission (CVT) including a belt 22 and the like that are stretched between the two.

  The primary pulley 20 is formed by coaxially disposing a movable sheave 20a (primary sheave) that can move in the axial direction of the primary shaft 14 and a fixed sheave 20b. The movable sheave 21a (secondary sheave) and the fixed sheave 21b that are movable in the axial direction are coaxially arranged opposite to each other. The belt 22 is stretched around a V-shaped groove formed between the movable sheaves 20a and 21a and the fixed sheaves 20b and 21b.

  In the continuously variable transmission mechanism 11, the oil pressure (primary pressure and secondary pressure) supplied from the hydraulic control device 1 described later to the primary sheave hydraulic chamber 23 of the primary pulley 20 and the secondary sheave hydraulic chamber 24 of the secondary pulley 21 is adjusted. Accordingly, the force (belt clamping pressure) that sandwiches the belt 22 between the movable sheaves 20a and 21a and the fixed sheaves 20b and 21b can be individually controlled by the primary pulley 20 and the secondary pulley 21. Thereby, in each of the primary pulley 20 and the secondary pulley 21, the V-shaped width can be changed to adjust the rotation radius of the belt 22, and the input rotation speed (primary rotation speed) corresponding to the input rotation speed of the primary pulley 20 can be adjusted. ) And the output rotational speed (secondary rotational speed) corresponding to the output rotational speed of the secondary pulley 21 can be changed steplessly. Further, the belt clamping pressure of the primary pulley 20 and the secondary pulley 21 is adjusted, so that power can be transmitted with a torque capacity corresponding to this.

  The speed reduction mechanism 12 reduces the rotational speed of the power from the continuously variable transmission mechanism 11 and transmits it to the differential gear 13. The differential gear 13 transmits the power from the speed reduction mechanism 12 to each drive wheel 4 via each drive shaft 16. The differential gear 13 absorbs the difference in rotational speed between the center side of the turning, that is, the inner driving wheel 4 and the outer driving wheel 4 that occurs when the vehicle 2 turns.

  The power transmission device 5 configured as described above drives the power generated by the engine 3 via a torque converter 9, a forward / reverse switching mechanism 10, a continuously variable transmission mechanism 11, a speed reduction mechanism 12, a differential gear 13, and the like. 4 can be transmitted. As a result, the driving force [N] is generated on the contact surface of the driving wheel 4 with the road surface, and the vehicle 2 can travel by this.

  The hydraulic control device 1 uses a hydraulic pressure of oil as a fluid to lock up the clutch 9d of the torque converter 9, the forward / reverse switching clutch C1 and the forward / reverse switching brake B1, and the primary sheave 20a of the continuously variable transmission mechanism 11. The power transmission device 5 including the secondary sheave 21a is operated. The hydraulic control device 1 includes, for example, various hydraulic control circuits that are controlled by the ECU 7. The hydraulic control device 1 is configured to include a plurality of oil passages, an oil reservoir, an oil pump, a plurality of electromagnetic valves, and the like, and according to a signal from the ECU 7 described later, the oil supplied to each part of the power transmission device 5 Control the flow rate or hydraulic pressure. The hydraulic control device 1 also functions as a lubricating oil supply device that lubricates predetermined portions of the power transmission device 5.

  The ECU 7 controls driving of each part of the vehicle 2. The ECU 7 is physically an electronic circuit mainly composed of a known microcomputer including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and an interface. The function of the ECU 7 is to load an application program held in the ROM into the RAM and execute it by the CPU, thereby operating various devices in the vehicle 2 under the control of the CPU and reading out data from the RAM or ROM. And writing. In the present embodiment, the ECU 7 controls each part of the power transmission device 5 such as the torque converter 9, the forward / reverse switching mechanism 10, and the continuously variable transmission mechanism 11 by controlling the hydraulic control device 1 described above. Note that the ECU 7 is not limited to the above functions, but also includes various other functions used for various controls of the vehicle 2.

  The ECU 7 includes an engine ECU that controls the engine 3, a T / M ECU that controls the power transmission device 5 (hydraulic control device 1), and an idling stop (S & S (start & stop)) control. The configuration may include a plurality of ECUs such as S & S ECUs.

  Next, the configuration of the hydraulic control apparatus 1 according to the present embodiment will be described with reference to FIG.

  As shown in FIG. 2, the hydraulic control device 1 is a mechanical type driven by driving an engine 3 (hereinafter also referred to as “Eng.”) As an oil supply source that supplies oil to each part of the power transmission device 5. A mechanical pump (mechanical pump) 31 is provided. The mechanical pump 31 sucks, compresses and discharges oil stored in the drain 34 in the hydraulic control device 1 through the strainer 35. The mechanical pump 31 can supply the discharged oil to the power transmission device 5 via the hydraulic path 36.

  A primary regulator valve 39 is provided in the hydraulic path 36. The primary regulator valve 39 adjusts the hydraulic pressure generated by the mechanical pump 31. The primary regulator valve 39 is supplied with the control pressure Psls by the SLS linear solenoid 40, and the primary regulator valve 39 adjusts the hydraulic pressure in the hydraulic path 36 in accordance with the control pressure Psls. The hydraulic pressure in the hydraulic path 36 adjusted by the primary regulator valve 39 is used as the line pressure PL.

  As the primary regulator valve 39, for example, a spool valve in which a valve body (spool) slides in the axial direction in the valve body to open or close a flow path can be applied, and a hydraulic path 36 is connected to an input port. The SLS linear solenoid 40 is connected to the pilot port for inputting the pilot pressure and the control pressure Psls is input, and the excess flow generated by regulating the line pressure PL can be discharged from the output port.

  The mechanical pump 31 is connected to the C1 control system 18 (the forward / reverse switching clutch C1 and the forward / reverse switching brake B1) of the forward / reverse switching mechanism 10 and the continuously variable transmission mechanism 11 (the primary sheave hydraulic chamber of the primary sheave 20a) via the hydraulic path 36. 23 and the secondary sheave hydraulic chamber 24) of the secondary sheave 21a are connected so as to be able to supply the hydraulic pressure adjusted to the line pressure PL by the primary regulator valve 39.

  The hydraulic path 36 connected to the continuously variable transmission mechanism 11 (primary sheave 20a and secondary sheave 21a) includes a first oil path 36a that supplies hydraulic pressure to the primary sheave hydraulic chamber 23 of the primary sheave 20a, and a secondary sheave of the secondary sheave 21a. A branch is made to a second oil passage 36b for supplying hydraulic pressure to the hydraulic chamber 24.

  Of these, on the second oil passage 36b, LPM (Line Pressure Modulator) No. One valve (belt clamping pressure control valve) 41 is provided. LPM No. The 1 valve 41 outputs a hydraulic pressure adjusted with the line pressure PL as a source pressure. LPM No. The control pressure Psls is supplied to the 1 valve 41 by the SLS linear solenoid 40.

  LPM No. The 1 valve 41 is, for example, a spool valve, and is regulated (reduced) using the output oil pressure Psls of the SLS linear solenoid 40 duty-controlled by the ECU 7 as a pilot pressure and the line pressure PL introduced into the valve as an original pressure. Output hydraulic pressure. LPM No. The hydraulic pressure regulated and output from the one valve 41 is used as the secondary pressure Pd (belt clamping pressure) and supplied to the secondary sheave hydraulic chamber 24. That is, LPM No. The 1 valve 41 controls the secondary pressure Pd according to the control pressure Psls. The thrust of the secondary sheave 21a changes according to the secondary pressure Pd supplied to the secondary sheave hydraulic chamber 24, and the belt clamping pressure of the continuously variable transmission mechanism 11 is increased or decreased.

  Note that the LPM No. on the second oil passage 36b. A pressure sensor 43 that detects the secondary pressure Pd is provided between the one valve 41 and the secondary sheave hydraulic chamber 24, and is configured to transmit information on the detected secondary pressure Pd to the ECU 7.

  A first shift control valve 47 and a second shift control valve 48 are provided on the first oil passage 36a. The first shift control valve 47 adjusts the oil supply to the primary sheave hydraulic chamber 23 according to the control pressure Pds1 supplied from the first duty solenoid (DS1) 49 that is duty-controlled by the ECU 7. The second shift control valve 48 adjusts the oil discharge from the primary sheave hydraulic chamber 23 according to the control pressure Pds2 supplied from the second duty solenoid (DS2) 50 that is duty-controlled by the ECU 7.

  That is, when the first duty solenoid 49 is actuated, oil is introduced from the first shift control valve 47 into the primary sheave hydraulic chamber 23, and the primary sheave 20a moves in the direction of narrowing the groove width of the primary pulley 20, as a result. The applied diameter of the belt 22 increases and upshifts. When the second duty solenoid 50 is actuated, the oil is discharged from the primary sheave hydraulic chamber 23 by the second shift control valve 48, and the primary sheave 20a moves in the direction of widening the groove width of the primary pulley 20. As a result, the belt 22 The hanging diameter decreases and downshifts. As described above, the first duty solenoid 49 and the second duty solenoid 50 are operated to adjust the control pressures Pds1 and Pds2, thereby changing the amount of oil in the primary sheave hydraulic chamber 23 and changing the speed of the continuously variable transmission mechanism 11. The ratio can be controlled.

  On the hydraulic path 36 connected to the C1 control system 18, the LPM No. Two valves (pressure regulating valves) 54 are provided. LPM No. 2 valve 54 is LPM No. Like the 1 valve 41, it is a spool valve, for example, and outputs a predetermined hydraulic pressure Plpm2 that is regulated (reduced) using the line pressure PL introduced into the valve as a source pressure.

  The hydraulic path 36 is LPM No. On the downstream side of the two-valve 54, the third oil passage 36c, the fourth oil passage 36d, and the fifth oil passage 36e are branched. The third oil passage 36c is connected to the SLS linear solenoid 40 described above. The SLS linear solenoid 40 is an electromagnetic valve that generates a control pressure in accordance with a current value determined by a duty signal (duty value) transmitted from the ECU 7. In the present embodiment, the SLS linear solenoid 40 obtains the control pressure Psls from the input oil pressure Plpm2. Output LPM No. The control pressure Psls is supplied to the first valve 41, the primary regulator valve 39, and the secondary regulator valve 51.

  The fourth oil passage 36 d is connected to the solenoid adjustment valve 55. Solenoid adjustment valve 55 is LPM No. Like the 2-valve 54, it is a spool valve, for example, and outputs a predetermined oil pressure Psm that is regulated by using the input oil pressure Plpm2 as a source pressure.

  Further downstream of the solenoid adjustment valve 55 in the fourth oil passage 36d, a first duty solenoid (DS1) 49, a second duty solenoid (DS2) 50, an SL linear solenoid 56, and a DSU linear solenoid 57 are connected in parallel. . Similar to the SLS linear solenoid 40, the first duty solenoid (DS1) 49, the second duty solenoid (DS2) 50, the SL linear solenoid 56, and the DSU linear solenoid 57 are driven by a duty signal (duty value) transmitted from the ECU 7. This is an electromagnetic valve that generates a control pressure according to the determined current value. In this embodiment, the control pressures Pds1, Pds2, Psl, and Pdsu are output from the hydraulic pressure Psm regulated by the solenoid adjustment valve 55, respectively. The control pressures Pds1 and Pds2 generated by the first duty solenoid 49 and the second duty solenoid 50 are a first shift control valve 47 and a second shift control that control the amount of oil in the primary sheave hydraulic chamber 23 of the continuously variable transmission mechanism 11. Supplied to valve 48. The control pressures Psl and Pdsu generated by the SL linear solenoid 56 and the DSU linear solenoid 57 are a shift valve 61 on a fifth oil passage 36e described later, an L / U control system 53 (the lock-up clutch 9d of the torque converter 9). Control system for controlling engagement / release.

  A sixth oil passage 36f is further branched from the fifth oil passage 36e. The sixth oil passage 36f passes oil of the oil pressure Plpm2 through the orifice 58 at each portion of a predetermined location in the power transmission device 5. It is configured so that it can be supplied to lubrication. Although not shown in FIG. 2, an oil passage is formed so that the oil supplied to each part lubrication is finally returned to the drain 34.

  An SLC linear solenoid 60 (clutch pressure control valve) is provided on the fifth oil passage 36e on the downstream side of the sixth oil passage 36f. Similar to the SLS linear solenoid 40 and the like, the SLC linear solenoid 60 is an electromagnetic valve that generates a control pressure according to a current value determined by a duty signal (duty value) transmitted from the ECU 7. In the present embodiment, the SLC linear solenoid 60 controls the control pressure (clutch pressure) Pc1 supplied to the C1 control system 18 using the hydraulic pressure Plpm2 as a source pressure.

  Further, a bypass path 36g that bypasses the SLC linear solenoid 60 is formed in the fifth oil path 36e, and a shift valve 61 (switching valve) together with the fifth oil path 36e is formed downstream of the SLC linear solenoid 60. It is connected to the.

  The shift valve 61 supplies the hydraulic pressure supplied to the C1 control system 18 to the clutch pressure Pc1 adjusted by the SLC linear solenoid 60 or the LPM No. input from the bypass path 36g. The hydraulic pressure Plpm2 adjusted by the two valve 54 is selected. The shift valve 61 is switched according to control pressures Psl and Pdsu generated by the SL linear solenoid 56 and the DSU linear solenoid 57. In this embodiment, when the control pressure Psl is input from the SL linear solenoid 56, the shift valve 61 is switched to supply the clutch pressure Pc1 adjusted by the SLC linear solenoid 60 to the C1 control system 18, When the control pressure Pdsu is input from the DSU linear solenoid 57, the control is switched to supply the hydraulic pressure Plpm2 from the bypass path 36g to the C1 control system 18.

  A manual valve 62 is further provided on the downstream side of the shift valve 61 in the fifth oil passage 36e. The manual valve 62 switches the oil passage in conjunction with the shift operation of the driver of the vehicle 2. For example, when the shift position is “D (forward)”, the manual valve 62 connects the oil path to the forward / reverse switching clutch C1 in the C1 control system 18 so that the forward / reverse switching clutch C1 can be controlled. In the case of “R (reverse)”, the manual valve 62 connects the oil passage to the forward / reverse switching brake B1 in the C1 control system 18 so that the forward / reverse switching brake B1 can be controlled. When the shift position is “N (neutral)”, the manual valve 62 does not connect the oil passage to either the forward / reverse switching clutch C1 or the forward / reverse switching brake B1.

  A secondary regulator valve 51 is connected to the output port of the primary regulator valve 39. The secondary regulator valve 51 is also a spool valve like the primary regulator valve 39, and the hydraulic pressure of the excess flow discharged from the primary regulator valve 39 is controlled according to the control pressure Psls of the SLS linear solenoid 40 that is duty-controlled by the ECU 7. The pressure is to be adjusted.

  An L / U control system 53 for controlling the engagement / release of the lockup clutch 9d of the torque converter 9 is further connected to the output port of the primary regulator valve 39, and when an excess flow is generated from the primary regulator valve 39 The surplus flow is regulated by the secondary regulator valve 51, and the regulated surplus flow is supplied to the L / U control system 53 (or the low pressure control system that can be controlled at a lower pressure than the continuously variable transmission mechanism 11). Has been.

  Further, the secondary regulator valve 51 is configured to be able to supply a further surplus flow generated by regulating the surplus flow from the output port to each part lubrication at a predetermined location in the power transmission device 5. Although not shown in FIG. 2, an oil passage is formed so that the surplus flow supplied to the L / U control system 53 and each part lubrication is finally returned to the drain 34.

  In the example shown in FIG. 2, a single SLS linear solenoid 40 includes a primary regulator valve 39, a secondary regulator valve 51, an LPM No. The control pressure Psls of the one valve 41 is generated, but a configuration may be adopted in which an individual linear solenoid is provided for each valve so that the control pressure can be individually controlled by the ECU 7.

  Here, in particular, the vehicle 2 of the present embodiment is provided with a function of stopping the engine 3 while the vehicle 2 is stopped or traveling, in order to improve fuel consumption, so-called idling stop function, When predetermined conditions are satisfied while the vehicle 2 is traveling, it is configured to be able to perform idling stop traveling that travels in a state in which the engine 3 is stopped and the clutch is released. Since the engine 3 stops during idling stop travel, the mechanical pump 31 that operates by driving the engine also stops. Therefore, the hydraulic control apparatus 1 according to the present embodiment includes an electric pump 33 that is operated by driving an electric motor 32 as an alternative to the mechanical pump 31 when the idling stop function is performed, that is, when the engine 3 is stopped. I have.

  The electric pump 33 is an oil pump that, like the mechanical pump 31, filters the oil stored in the drain 34 in the hydraulic control device 1 through the strainer 35 and then sucks and compresses the oil. As shown in FIG. 2, the electric pump 33 communicates with the second oil passage 36 b of the hydraulic passage 36 via an outlet passage 37 connected to the discharge port. On the outlet channel 37, a check valve 38 for preventing the backflow of oil from the second oil path 36b of the hydraulic path 36 to the electric pump 33 is provided. As described above, the electric pump 33 causes the oil Peop1 to be supplied to the second oil path 36b of the hydraulic path 36 by driving the motor 32 when the engine 3 that is executing the idling stop function is stopped and the mechanical pump 31 is stopped. The secondary pressure (belt clamping pressure) sufficient to suppress the belt slippage of the continuously variable transmission mechanism 11 is ensured.

  On the second oil passage 36b, LPM No. A check valve (pressurization check valve) 52 is provided upstream of the first valve 41, and the oil discharged from the electric pump 33 flows back to the upstream side (mechanism pump 31, C1 control system 18 side) or primary sheave. It is configured so that the secondary pressure Pd can be efficiently increased by the electric pump 33 by preventing the flow from flowing into the first oil passage 36a connected to 20a. And the outlet flow path 37 from the electric pump 33 is between the check valve 52 and the secondary sheave hydraulic chamber 24, and more preferably the check valve 52 and the LPM No. A hydraulic path 36 is connected to the 1 valve 41.

  The oil pressure Peop1 that can be discharged by the electric pump 33 is used to ensure that the secondary pressure Pd during idling stop traveling is the minimum belt clamping pressure that can prevent the belt 22 of the continuously variable transmission mechanism 11 from slipping. It is sufficient that the required level can be maintained. Such a belt clamping pressure is applied even when a disturbance such as sudden braking, rough road traveling, or road surface change is input to the power transmission device 5 from the driving wheel 4 side while the vehicle 2 is idling stop traveling, and a large torque fluctuation occurs. The belt can be prevented from slipping by resisting this torque fluctuation. In the hydraulic control apparatus 1 of the present embodiment, if an electric pump with a power consumption of about 10 watts is used, it is possible to output a hydraulic pressure Peop1 that can realize such a belt clamping pressure.

  The electric pump 33 is configured to be able to control the discharge amount by adjusting the driving force of the motor 32 based on a control command from the ECU 7. For example, the secondary pressure (belt clamping pressure) Pd for generating the necessary belt clamping pressure according to the vehicle speed can be secured by changing the discharge amount according to the vehicle speed and controlling the hydraulic pressure Peop1. Note that the relationship between the vehicle speed and the necessary belt clamping pressure (secondary pressure Pd) is, for example, as shown in FIG. 3, where the necessary belt clamping pressure is constant in the ultra-low speed range of the vehicle speed, and then the necessary belt according to the increase in the vehicle speed. The clamping pressure also increases monotonously, and when the vehicle speed reaches a predetermined value, the necessary belt clamping pressure can be set to be a constant value again.

  Furthermore, in this embodiment, the accumulator 44 is connected on the hydraulic path 36 (preferably the fifth oil path 36e) connected to the C1 control system 18. The accumulator 44 is configured to store and hold (accumulate) the hydraulic pressure supplied from the mechanical pump 31 when the mechanical pump 31 is driven, and to supply the held hydraulic pressure to the C1 control system 18 as necessary. ing.

  The accumulator 44 can be realized by a known configuration. For example, in the case of a gas type accumulator, a piston is arranged inside, and an internal space sealed by the piston is filled with gas. During pressure accumulation, the piston is pushed in and oil is stored inside. At this time, the gas is compressed, and the pressure of the compressed gas is balanced with the pressure of the stored oil. Further, at the time of discharge, the piston is pushed out by utilizing the expansion force of gas, whereby the accumulated oil is discharged from the inside and supplied to the C1 control system 18.

  The accumulator 44 can change the internal gas volume between the minimum value Va_min and the maximum value Va_max according to the sliding of the piston. When the gas volume is the minimum value Va_min, the gas pressure becomes the maximum value Pa_max. When the gas volume is the maximum value Va_max, the gas pressure is configured to be the minimum value Pa_min. Here, the minimum value Pa_min of the gas pressure is applied to the pack pack pressure (the hydraulic oil chamber of the forward / reverse switching clutch C1) so that the clutch plate of the forward / reverse switching clutch C1 comes into contact with (clogs) the friction material. Equivalent to hydraulic pressure that can be filled with hydraulic oil). Further, the maximum value Pa_max of the gas pressure is set in advance as a pressure at which the clutch pressure Pc1 can be maintained at least at Pa_min (packing pressure) when the accumulated pressure is discharged from the accumulator 44.

  Accumulation and discharge of the accumulator 44 are controlled by a pressure accumulation control valve 45 provided between the accumulator 44 and the fifth oil passage 36e. When the pressure accumulation control valve 45 is closed, the oil is accumulated in the accumulator 44, and when the pressure accumulation control valve 45 is opened, the accumulated oil is discharged. The opening / closing operation of the pressure accumulation control valve 45 is controlled by the ECU 7. The pressure accumulation control valve 45 is, for example, an electromagnetic poppet valve, and can be opened and closed by adjusting a supply current by the ECU 7. The pressure accumulation control valve 45 may use another valve structure such as a spool valve.

  Between the accumulator 44 and the pressure accumulation control valve 45, a pressure sensor 46 for detecting the pressure (accumulator pressure) Pacc of the oil accumulated in the accumulator 44 is provided, and information on the detected accumulator pressure Pacc is transmitted to the ECU 7. It is configured.

  The position where the accumulator 44 and the pressure accumulation control valve 45 are connected to the hydraulic path 36 is on the upstream side of the SLC linear solenoid 60, and preferably the LPM No. More downstream than the two valves 54, more preferably downstream from the branch of the fifth oil passage 36 e of the hydraulic passage 36 with the sixth oil passage 36 f. Further, a check valve 59 is provided upstream of the connection position of the accumulator 44 and the pressure accumulation control valve 45 on the hydraulic path 36 (in the example of FIG. 2, downstream of the sixth oil path 36f). The configuration is such that the backflow of the discharged oil to the upstream side is prevented, and the hydraulic pressure Plpm2 can be efficiently increased by the accumulator 44.

  In the present embodiment, among the components of the vehicle 1 described above, at least the engine 3, the power transmission device 5 (particularly the continuously variable transmission mechanism 11 and the C1 control system 18 (the forward / reverse switching clutch C1)), and the hydraulic pressure The control device 1 (in particular, the mechanical pump 31, the electric pump 33, and the accumulator 44) functions as the vehicle control device according to the present embodiment.

  Next, with reference to FIGS. 4-6, operation | movement of the vehicle control apparatus which concerns on this embodiment is demonstrated. Each process shown in FIGS. 4 and 5 is performed by the ECU 7 using the pressure accumulation control valve 45 of the hydraulic control device 1 and various sensor information of the vehicle 2.

  First, with reference to FIG. 4, the pressure accumulation process of the accumulator 44 in the hydraulic control apparatus 1 of the vehicle control apparatus according to the present embodiment will be described. This process is performed when the idling stop function is not executed, in other words, during normal traveling of the vehicle 2. “During normal travel” means a state in which the engine 3 is driven and the mechanical pump 31 is operating. Further, in the initial state of this process, the pressure accumulation control valve 45 is closed.

  First, it is confirmed whether or not the accumulation condition prohibition condition of the accumulator 44 is satisfied and the accumulation is prohibited (S101). Here, the prohibition condition of the pressure accumulation process is, for example, a state in which control for releasing the forward / reverse switching clutch C1 is performed immediately before shifting to the idling stop traveling, or a return / forward switching clutch that returns from the idling stop traveling. This includes a case where the clutch pressure Pc1 is controlled by the SLC linear solenoid 60 and the C1 control system 18 needs to be promptly responsive, such as when control for engaging C1 is performed. Further, a state where the engine speed is low, a state where the oil temperature in the hydraulic control device 1 is high, a state where the shift speed is high, and the like can be included.

  In step S101, if pressure accumulation is prohibited, the pressure accumulation control valve 45 remains closed (S102), and the process returns to step S101. On the other hand, if pressure accumulation is not prohibited in step S101, the pressure accumulation control valve 45 is opened (opened) (S103). As a result, oil is introduced into the accumulator 44 from the fifth oil passage 36e, and pressure accumulation is performed.

  Next, the discharge process of the accumulator 44 in the hydraulic control device 1 of the vehicle control device according to the present embodiment will be described with reference to FIG. This process is performed when the idling stop function is executed. Further, as a premise of the process in FIG. 5, it is assumed that the pressure accumulation process shown in FIG. 4 has been executed, the accumulator pressure Pacc is equal to or higher than a predetermined value, and the pressure accumulation control valve 45 is closed.

  First, it is confirmed whether or not there is an engine return request (S201). The engine return request is a command for returning from idling stop running to engine running, and is detected using, for example, a state where the brake is turned off, the negative pressure of the brake is lowered, or the battery voltage is lowered as a trigger. .

  If there is no engine return request in step S201, the pressure in the accumulator 44 is maintained with the pressure accumulation control valve 45 closed (S202), and the process returns to step S201.

  On the other hand, if there is an engine return request in step S201, it is necessary to increase the clutch pressure Pc1 to the pack packing pressure before the engagement control of the forward / reverse switching clutch C1 is performed after the engine 3 is restarted. As a result, the pressure accumulation control valve 45 is opened, an engine start request is issued to the starter, and restart control of the engine 3 is started (S203). When the pressure accumulation control valve 45 is opened, the oil accumulated from the accumulator 44 is discharged to the fifth oil passage 36e to increase the clutch pressure Pc1 and generate a pack packing pressure (approximately 0.1 MPa). Can do.

  Subsequently, it is confirmed whether or not the engine activation has been completed (S204). If the engine startup has not been completed, the process returns to step S201. On the other hand, when the engine start is completed, the pressure accumulation control valve 45 is closed to improve the control response of the clutch pressure Pc1 by the SLC linear solenoid 60 (S205), and the oil supplied from the mechanical pump 31 is supplied to the hydraulic path 36. From being introduced into the accumulator 44.

  Here, transition of the secondary pressure (belt clamping pressure) Pd and the clutch pressure Pc1 during the idling stop traveling and at the return from the idling stop traveling in the present embodiment will be described with reference to the timing chart of FIG. The timing chart of FIG. 6 shows the time transition of the vehicle speed, brake / accelerator signal, engine speed Ne, oil pressure (secondary pressure Pd, clutch pressure Pc1), electric pump 33 (EOP), and pressure accumulation control valve 45. Has been.

  First, before the time t1, that is, before the idling stop traveling (deceleration S & S) is started, the forward / reverse switching clutch C1 is set in advance before the transition in order to prevent a shock caused by the stop of the engine 3 when transitioning to the idling stop traveling. The clutch pressure Pc1 is also reduced due to the release (indicated as “C1 release” in the figure). Further, the electric pump 33 (EOP) is started almost simultaneously with the release of the clutch. In addition, the execution determination of idling stop traveling is performed using, for example, a brake signal.

  Next, when idling stop traveling is started at time t1, the engine 3 is stopped and the engine speed Ne changes to zero. At this time, since the brake operation is continuously performed by the driver of the vehicle 2, the vehicle speed is continuously decelerated. The electric pump 33 is driven by the motor 32 according to the change in the vehicle speed, and supplies the oil whose hydraulic pressure Peop1 is adjusted according to the vehicle speed to the second oil path 36b of the hydraulic path 36. For this reason, the secondary pressure Pd (belt clamping pressure) supplied to the secondary sheave hydraulic chamber 24 of the continuously variable transmission mechanism 11 is also continuously reduced while ensuring the necessary belt clamping pressure in accordance with the deceleration of the vehicle speed.

  Next, when the idling stop traveling is finished and the restart control of the engine 3 is started at time t2, the pressure accumulation control valve 45 is energized and opened, and the oil accumulated in the accumulator 44 is supplied to the hydraulic path 36. To the fifth oil passage 36e. As a result, the oil pressure Plpm2 of the fifth oil passage 36e is increased, and the clutch pressure Pc1 can be increased to the pack packing pressure by the SLC linear solenoid 60. In order to improve control responsiveness when the forward / reverse switching clutch C1 is engaged at the time of restarting, and to prevent occurrence of shock when the forward / reverse switching clutch C1 is engaged, the restart is performed. Packing of the forward / reverse switching clutch C1 is completed by the time (t3) (shown as “C1 packed” in the drawing). Note that the idling stop travel end determination (engine return request) is performed using, for example, the brake signal being switched off as a trigger.

  Then, at time t3, when the engine restart control is completed and the vehicle proceeds to re-start / normal travel, the pressure accumulation control valve 45 is closed. The electric pump 33 is also stopped. Thereafter, the engine 3 is driven to operate the mechanical pump 31, and the secondary pressure Pd and the clutch pressure Pc1 are further increased.

  Further, during normal travel, when the pressure accumulation processing prohibition condition is deviated (shown as time t4 in FIG. 6), the pressure accumulation control valve 45 is energized and opened, and oil is accumulated in the accumulator 44. The pressure accumulation control valve 45 is closed when, for example, the pressure of the oil accumulated in the accumulator 44 (accumulator pressure) Pacc reaches a predetermined value (for example, Pa_max) (shown as time t5 in FIG. 6). Hold oil.

  Next, effects of the vehicle control device according to the present embodiment will be described.

  The vehicle control device of the present embodiment is supplied to operate the engine 3, the power transmission device 5 including the belt type continuously variable transmission mechanism 11 and the C1 control system 18 (forward / reverse switching clutch C1), and the power transmission device 5. Equipped with a hydraulic control device 1 for controlling the hydraulic pressure of the oil to be supplied, and equipped with an idling stop function for stopping the engine 3 and releasing the C1 control system 18 (forward / reverse switching clutch C1). It can be executed not only when the vehicle is stopped, but also when the vehicle is traveling, such as when decelerating.

  Conventionally, when the idling stop function is executed when the vehicle is stopped, it is sufficient that the belt-type continuously variable transmission mechanism 11 of the power transmission device 5 can secure a belt clamping pressure that is not affected by cranking when the engine is restarted. . Specifically, a hydraulic pressure of about 0.3 MPa is required as the secondary pressure Pd supplied to the secondary sheave 21a that controls the belt clamping pressure.

  On the other hand, when the idling stop function is executed while the vehicle is running as in the present embodiment, a situation in which a larger belt clamping pressure is required can be considered. For example, when rotational fluctuations due to disturbances such as sudden braking, rough road running, and road surface changes are input to the power transmission device 5 from the driving wheel 4 during idling stop running, torque fluctuations are generated by the disturbance input, and the belt type There is a possibility that the belt 22 slips in the continuously variable transmission mechanism 11, and the power transmission may be adversely affected. The belt clamping pressure to be secured in order not to be affected by such disturbance input is larger than that when the vehicle is stopped. Specifically, as the secondary pressure Pd, a hydraulic pressure of about 1.5 Mpa and an oil flow rate of about 6 (liters / minute) are required, and a hydraulic response in several tens of milliseconds is also required.

  In order to secure such belt clamping pressure, when the electric pump 33 is used as an alternative to the mechanical pump 31, that is, when the oil is supplied to the hydraulic path 36 by the electric pump 33, the electric pump 33 is very It needs to be bigger. For example, as in the above example, the electric pump needs about 25 times the volume to generate a hydraulic pressure five times that when the vehicle is stopped, and the power consumption is several tens for the idling stop function when the vehicle is stopped. In contrast to the watt class electric pump, an electric pump with a power consumption of kilowatts is required for the idling stop function when the vehicle is running. In addition, when the required belt clamping pressure increases, the leakage flow rate in the hydraulic path 36 from the electric pump 33 to the belt-type continuously variable transmission mechanism 11 also increases. Therefore, the electric pump is further enlarged in consideration of the influence of the leakage flow rate. There is a need to. Such an increase in the size of the electric pump is concerned with problems such as an increase in cost and deterioration in mountability.

  Further, when returning from the idling stop state, the C1 control system 18 (forward / reverse switching clutch C1) is brought into a state in which it can be restarted promptly (operational state, clutch pack packed state) until the engine restart is completed. It is desirable to ensure the control response of the C1 control system 18.

  Therefore, the vehicle control device of the present embodiment includes a mechanical pump 31 that supplies oil to the power transmission device 5 through the hydraulic path 36 of the hydraulic control device 1 by driving the engine 3, and an engine 3 that is executing the idling stop function. When the mechanical pump 31 is stopped and stopped, the electric pump 33 that supplies oil to the belt-type continuously variable transmission mechanism 11 by driving the motor 32 and the oil supplied by the mechanical pump 31 are accumulated to return from the idling stop function. And an accumulator 44 that supplies the accumulated oil to the C1 control system 18 (forward / reverse switching clutch C1).

  With the above configuration, since the oil is supplied to the belt-type continuously variable transmission mechanism 11 by the electric pump 33 during execution of the idling stop function, the secondary pressure can be secured so as to ensure the belt clamping pressure that can prevent the belt 22 from slipping. The pressure Pd can be increased and supplied to the continuously variable transmission mechanism 11.

  Further, since the electric pump 33 supplies oil directly to the belt type continuously variable transmission mechanism 11, it is possible to reduce the leakage flow rate from the electric pump 33 to the belt type continuously variable transmission mechanism 11. Can be reduced in size.

  On the other hand, when the engine 3 is restarted after returning from the idling stop function, the oil accumulated by the accumulator 44 is supplied to the C1 control system 18, so that the engine restart is completed when returning from the idling stop state. The C1 control system 18 (forward / reverse switching clutch C1) must be in a state in which it can be restarted quickly (operational state, clutch pack packed state) to ensure control response of the C1 control system 18 Can do.

  In addition, since the timing of oil supply from the accumulator 44 can be limited to a short time from the end of idling stop travel to the engine restart, the accumulated pressure in the accumulator 44 is lower than the belt clamping pressure in the C1 control system 18. Since it is used for control, the accumulator 44 can be downsized.

  Thus, according to the vehicle control device of the present embodiment, it is possible to suppress the increase in size of the electric pump 33 and the accumulator 44 that are used for hydraulic control when the idling stop function is executed.

  In addition, the hydraulic control device 1 of the vehicle control device according to the present embodiment supplies oil to the upstream side on the second oil passage 36b connected to the secondary sheave 21a of the belt type continuously variable transmission mechanism 11 in the hydraulic passage 36. The electric pump 33 is connected to the hydraulic path 36 (second oil path 36b) between the check valve 52 and the secondary sheave 21a.

  With this configuration, when the oil is discharged from the electric pump 33, the check valve 52 prevents the oil from flowing backward to the upstream side of the hydraulic path 36, so that the secondary sheave 21a of the belt type continuously variable transmission mechanism 11 is prevented. The hydraulic pressure can be increased only in the connected second oil passage 36b. As a result, the secondary pressure Pd supplied to the secondary sheave 21a can be efficiently increased and the belt clamping pressure can be increased, so that the electric pump 33 can be further reduced in size.

  In addition, the hydraulic control device 1 of the vehicle control device according to the present embodiment has an LPM No. that controls belt clamping pressure (secondary pressure Pd) that is hydraulic pressure supplied to the secondary sheave 21a downstream of the check valve 52. 1 valve 41, and the electric pump 33 includes a check valve 52 and an LPM No. A hydraulic path 36 (second oil path 36b) is connected to the 1 valve 41.

  With this configuration, after the oil discharged from the electric pump 33 is supplied to the second oil passage 36b, the LPM No. Since the secondary pressure Pd is regulated by the one valve 41, the secondary pressure Pd can be appropriately controlled.

  Further, the hydraulic control device 1 of the vehicle control device according to the present embodiment has a clutch pressure Pc1 that is a hydraulic pressure supplied to the C1 control system 18 on the fifth oil passage 36e connected to the C1 control system 18 in the hydraulic path 36. The accumulator 44 is connected to the hydraulic path 36 on the upstream side of the SLC linear solenoid 60.

  With this configuration, when the accumulator 44 is discharged, the oil accumulated from the accumulator 44 is supplied to the fifth oil passage 36e and then regulated to the clutch pressure Pc1 by the SLC linear solenoid 60. Therefore, the clutch pressure Pc1 is appropriately controlled. Is possible. As a result, the clutch pressure Pc1 can be accurately controlled to the pack packing pressure when the engine is restarted, the control response of the C1 control system 18 (forward / reverse switching clutch C1) can be improved, and the clutch at the time of engine startup can be improved. Shock due to engagement can be reduced.

  Further, the hydraulic control device 1 of the vehicle control device according to the present embodiment discharges from the mechanical pump 31 upstream of the SLC linear solenoid 60 on the fifth oil passage 36e connected to the C1 control system 18 in the hydraulic passage 36. LPM No. which regulates the oil pressure of the oil 2 accumulator 44, and LPM No. The two valves 54 and the SLC linear solenoid 60 are connected to the hydraulic path 36 (fifth oil path 36e).

  With this configuration, the range in which the oil discharged from the accumulator 44 is supplied is limited to a part of the fifth oil passage 36e, so that the pressure can be increased efficiently, and the accumulator 44 can be further downsized. It becomes possible.

  Further, in the hydraulic control device 1 of the vehicle control device according to the present embodiment, the accumulator 44 is configured to stop accumulating oil during the engagement or release operation of the C1 control system 18 (forward / reverse switching clutch C1). The With this configuration, when the C1 control system 18 is required to have high control responsiveness, such as when the C1 control system 18 (forward / reverse switching clutch C1) is engaged or disengaged, the accumulator 44 stops accumulator processing. The oil in the fifth oil passage 36e can be prevented from flowing into 44, and the oil pressure in the fifth oil passage 36e can be prevented from fluctuating. As a result, the supply of the clutch pressure Pc1 by the SLC linear solenoid 60 can be stabilized, and the control response of the C1 control system 18 (forward / reverse switching clutch C1) can be improved.

[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to FIG. FIG. 7 is a diagram showing a schematic configuration of the hydraulic control device 1a of the vehicle control device according to the second embodiment of the present invention.

  As shown in FIG. 7, the hydraulic control device 1 a of the vehicle control device according to the present embodiment is configured to connect a part of the oil discharged from the electric pump 33 to the C1 control system 18 in the hydraulic path 36. It differs from the hydraulic control device 1 of the first embodiment in that a second outlet channel 63 that communicates the outlet channel 37 of the electric pump 33 and the fifth oil channel 36e is provided so as to be supplied to the oil channel 36e. Is.

  The second outlet channel 63 is branched from the outlet channel 37 of the electric pump 33 on the upstream side of the check valve 38, and is connected to the fifth oil passage 36 e via the orifice 64. The position where the second outlet flow path 63 is connected to the fifth oil path 36e is upstream of the SLC linear solenoid 60, preferably LPM No. 2 downstream of the valve 54, more preferably downstream of the sixth oil passage 36f.

  In the present embodiment, the check valve 59 is disposed on the fifth oil passage 36e upstream from the branch with the sixth oil passage 36f and downstream from the third and fourth oil passages 36c, 36d. In the hydraulic control apparatus 1a of the present embodiment, by the arrangement of the check valve 59, the oil supplied from the electric pump 33 is a region between the check valve 59 and the SLC linear solenoid 60 in the fifth oil passage 36e. The sixth oil passage 36f leading to lubrication of each part is configured to increase pressure.

  Since the C1 control system 18 is generally arranged at a position higher than the oil level of the hydraulic control device 1a, when the hydraulic pressure supply is stopped during idling stop traveling (deceleration S & S), the hydraulic oil in the C1 control system 18 is caused by gravity. There is a case where the air falls and the air (air) flows in (oil drop). When the vehicle restarts from the idling stop state, the hydraulic pressure does not rise immediately due to the air due to the oil drop, and the responsiveness of the C1 control system 18 may deteriorate.

  Therefore, in the hydraulic control device 1a of the present embodiment, a part of the oil discharged from the electric pump 33 is supplied to the fifth oil path 36e connected to the C1 control system 18 in the hydraulic path 36. It becomes possible to prevent oil from dropping during idling stop traveling. In addition, since oil discharged from the electric pump 33 can be used for lubrication of each part via the sixth oil passage 36f, it is possible to ensure lubrication even in a situation where the oil flow rate during idling stop traveling is small.

  In addition, since the hydraulic pressure supply from the electric pump 33 to the C1 control system 18 may be a low pressure (several tens of kPa level) for the purpose of preventing oil drop, an increase in the consumption flow rate can be suppressed, and an increase in the size of the electric pump 33 can be suppressed. .

[Third Embodiment]
Next, a third embodiment of the present invention will be described with reference to FIG. FIG. 8 is a diagram showing a schematic configuration of a hydraulic control device 1b of the vehicle control device according to the third embodiment of the present invention.

  As shown in FIG. 8, the hydraulic control device 1 b of the vehicle control device according to the present embodiment has a third outlet flow path 65 that allows a part of the oil discharged from the electric pump 33 to communicate with the pilot port of the shift valve 61. Is different from the hydraulic control device 1 of the first embodiment.

  When the engine 3 is driven, the shift valve 61 has a fifth oil passage for supplying hydraulic pressure to the C1 control system 18 by the operating pressures Psl and Pdsu generated by the SL linear solenoid 56 and the DSU linear solenoid 57 as described above. It is possible to switch to either the oil path 36e or the bypass path 36g. When the fifth oil passage 36e is connected to the C1 control system 18, the C1 control system 18 is supplied with oil having a clutch pressure Pc1 that is appropriately controlled by the SLC linear solenoid 60. When the detour path 36g is connected to the C1 control system 18, the C1 control system 18 includes an LPM No. Oil of a predetermined hydraulic pressure Plmp2 regulated by the two valve 54 is supplied.

  In the present embodiment, when oil is supplied from the electric pump 33 to the shift valve 61 via the third outlet flow path 65, the shift valve 61 switches to connect the fifth oil path 36e to the C1 control system 18. It is configured as follows.

  With this configuration, during execution of the idling stop function, the shift valve 61 connects the fifth oil passage 36e to the C1 control system 18 and supplies oil to the C1 control system 18 during the period when the electric pump 33 is operating. The clutch pressure Pc1 can be controlled by the SLC linear solenoid 60.

  Even if the SL linear solenoid 56 fails (fails) during normal travel, the shift valve 61 can be switched and controlled by driving the electric pump 33, which is advantageous in terms of fail-safety.

  Furthermore, conventionally, since the SL linear solenoid 56 and the DSU linear solenoid 57 are used together for the switching control of the shift valve 61 and the control of the L / U control system 53, the independent control of the both cannot be performed. Since the electric pump 33 is used for switching control of the shift valve 61, the C1 control system 18 and the L / U control system 53 can be controlled independently, and the degree of freedom in control is high.

  As mentioned above, although preferred embodiment was shown and demonstrated about this invention, this invention is not limited by these embodiment. The present invention may be configured by combining a plurality of the embodiments described above, and each constituent element of the embodiments can be easily replaced by a person skilled in the art, or substantially the same. It is possible to change to

  Further, in the above embodiment, the clutch that is hydraulically controlled together with the continuously variable transmission mechanism 11 by the hydraulic control devices 1, 1a, 1b is used as the C1 control system 18 of the forward / reverse switching mechanism 10 (the forward / reverse switching clutch C1 and the forward / reverse switching brake). B1) is exemplified, but this clutch cuts off the rotational torque between the engine 3 and the drive wheel 4 side in the released state, and applies the torque between the engine 3 and the drive wheel 4 side in the engaged state. A clutch other than the forward / reverse switching mechanism 10 may be used as long as it can transmit.

  Further, the accumulator 44 only needs to be connected to the hydraulic path 36 so as to be able to supply oil accumulated in the sheave that controls the belt clamping pressure of the continuously variable transmission mechanism 11. In the above embodiment, since the secondary sheave 21a exemplifies a configuration for controlling the belt clamping pressure, the accumulator 44 is connected to the second oil passage 36b that supplies oil to the secondary sheave 21a. In the configuration that controls the belt clamping pressure, the accumulator 44 can be connected to the first oil passage 36a that supplies oil to the primary sheave 20a.

1, 1a, 1b Hydraulic control device 2 Vehicle 3 Engine 5 Power transmission device 11 Belt type continuously variable transmission mechanism 20a Primary sheave 21a Secondary sheave 31 Mechanical pump (mechanical pump)
32 Motor 33 Electric pump 36 Hydraulic path 36a First oil path 36b Second oil path 36e Fifth oil path 41 LPM No. 1 valve (belt clamping pressure control valve)
44 Accumulator 45 Accumulation control valve 52 Check valve (Pressure check valve)
54 LPM No. 2 valves (pressure regulating valve)
60 SLC linear solenoid (clutch pressure control valve)
61 Shift valve (switching valve)

Claims (6)

An engine,
A power transmission device including a belt-type continuously variable transmission mechanism and a clutch;
A hydraulic control device that controls the hydraulic pressure of oil supplied to operate the power transmission device,
In a vehicle control device capable of executing an idling stop function for stopping the engine and releasing the clutch while the vehicle is running,
A mechanical pump for supplying oil to the power transmission device via a hydraulic path of the hydraulic control device by driving the engine;
An electric pump that supplies oil to the belt-type continuously variable transmission mechanism by a motor when the engine that is executing the idling stop function is stopped and the mechanical pump is stopped;
An accumulator for accumulating oil supplied by the mechanical pump and supplying the accumulated oil to the clutch when returning from the idling stop function;
A clutch pressure control valve for controlling a clutch pressure which is a hydraulic pressure supplied to the clutch on an oil path connected to the clutch among the hydraulic paths;
A pressure regulating valve that regulates the hydraulic pressure of oil discharged from the mechanical pump upstream of the clutch pressure control valve on an oil path connected to the clutch in the hydraulic path;
Equipped with a,
The vehicle control apparatus according to claim 1, wherein the accumulator is connected to the hydraulic path between the pressure regulating valve and the clutch pressure control valve . On the oil passage connected to the sheave for controlling the belt clamping pressure of the belt-type continuously variable transmission mechanism in the hydraulic path, the pressure check valve for preventing the backflow of oil upstream is provided.
The electric pump is connected to the hydraulic path between the boosting check valve and the sheave.
The vehicle control device according to claim 1. A belt clamping pressure control valve for controlling a belt clamping pressure, which is a hydraulic pressure supplied to the sheave, on the downstream side of the boosting check valve;
The vehicle control device according to claim 2, wherein the electric pump is connected to the hydraulic path between the boost check valve and the belt clamping pressure control valve. The accumulator, during engagement or release operation of the clutch, characterized in that to stop the accumulator of the oil, the vehicle control device according to any one of claims 1-3.   5. The vehicle control device according to claim 1, wherein a part of the oil discharged from the electric pump is supplied to an oil path connected to the clutch in the hydraulic path. . An engine,
A power transmission device including a belt-type continuously variable transmission mechanism and a clutch;
A hydraulic control device that controls the hydraulic pressure of oil supplied to operate the power transmission device,
In a vehicle control device capable of executing an idling stop function for stopping the engine and releasing the clutch while the vehicle is running,
A mechanical pump for supplying oil to the power transmission device via a hydraulic path of the hydraulic control device by driving the engine;
An electric pump that supplies oil to the belt-type continuously variable transmission mechanism by a motor when the engine that is executing the idling stop function is stopped and the mechanical pump is stopped;
An accumulator for accumulating oil supplied by the mechanical pump and supplying the accumulated oil to the clutch when returning from the idling stop function;
A clutch pressure control valve for controlling a clutch pressure which is a hydraulic pressure supplied to the clutch on an oil path connected to the clutch among the hydraulic paths;
A pressure regulating valve that regulates the hydraulic pressure of oil discharged from the mechanical pump upstream of the clutch pressure control valve on an oil path connected to the clutch in the hydraulic path;
A switching valve that switches so that either the hydraulic pressure regulated by the pressure regulating valve or the clutch pressure controlled by the clutch pressure control valve is supplied to the clutch;
With
The accumulator is connected to the hydraulic path between the pressure regulating valve and the clutch pressure control valve,
The vehicle control device according to claim 1, wherein the switching valve is switched so that the clutch pressure controlled by the clutch pressure control valve is supplied to the clutch by a part of the oil discharged from the electric pump.

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