JP6094381B2 - Vehicle hydraulic control device - Google Patents

Description

  The present invention includes a high-pressure supply unit that controls oil pressure using a discharge pressure of a hydraulic source as a source pressure, and a low-pressure supply unit that controls oil pressure lower than the discharge pressure of the hydraulic source as a source pressure. The present invention relates to a hydraulic control device.

  A vehicle configured to hydraulically control a speed change mechanism that increases and decreases the torque output from the driving force source, and a clutch that connects the driving force source and the driving wheels so as to transmit power by engaging. It has been known. A vehicle configured in this manner usually includes a mechanical oil pump that is driven by power output from a driving force source, adjusts the hydraulic pressure of oil discharged from the mechanical oil pump to a predetermined line pressure, and The transmission mechanism and the hydraulic pressure of the clutch are controlled using the pressure as the original pressure. Therefore, when the flow rate of oil discharged from the mechanical oil pump is smaller than the flow rate of oil required for the hydraulic pressure supply unit such as the transmission mechanism and the clutch, the line pressure may not increase.

  Therefore, in the case of a vehicle equipped with a continuously variable transmission mechanism that changes the gear ratio according to the hydraulic pressure supplied to the hydraulic actuator, if the capacity of the hydraulic actuator suddenly increases to change the gear ratio rapidly, There is a possibility that the pressure decreases or the gear ratio cannot be changed. In order to suppress or prevent such a situation, the hydraulic control device described in Patent Document 1 closes the control valve in accordance with the signal pressure supplied along with the sudden shift, so that the secondary pressure from the line pressure oil passage. The oil flow is suppressed or prevented from flowing in the pressure oil passage, and the oil flow rate required for the shift is secured. Specifically, a bypass oil that connects and communicates a line pressure oil passage through which the regulated line pressure flows and a secondary pressure oil passage through which oil discharged from a regulator valve that regulates the line pressure flows. A control valve is provided in the passage so that the line pressure oil passage and the secondary oil passage can be communicated or blocked. The control valve is configured to block the line pressure oil path and the secondary pressure oil path by supplying the control valve with a signal pressure output for shifting. When the power output from the driving force source is relatively small, the line pressure oil passage and the secondary pressure oil passage are communicated via an orifice and a control valve, and the torque converter is connected via the line pressure oil passage and the secondary oil passage. It is comprised so that oil may be supplied to.

  On the other hand, Patent Document 2 discloses a hydraulic control configured such that the hydraulic pressure of an oil passage to which line pressure is supplied via an orifice is adjusted to a secondary pressure by a secondary regulator valve, and the secondary pressure is supplied to a torque converter. An apparatus is described.

Japanese Patent Laid-Open No. 10-246317 JP 59-205050 A

  The hydraulic control device described in Patent Document 1 is configured to supply oil to the torque converter via the orifice and the control valve when the flow rate of oil discharged from the oil pump is small. Similarly, the hydraulic control apparatus described in Patent Document 2 is configured such that the line pressure is supplied to the torque converter via the orifice. Therefore, oil is supplied to the torque converter even if the line pressure is relatively low. Therefore, when the line pressure is increased, such as immediately after the oil pump starts to be driven, the oil discharged from the oil pump is supplied to the torque converter and the line pressure is unlikely to increase. As a result, there is a possibility that the increase in hydraulic pressure required for a high pressure supply unit such as a transmission mechanism or a clutch may be delayed. Even if the oil discharged from the oil pump is configured to be supplied to the torque converter, the oil pressure in the line pressure oil passage through which the oil discharged from the oil pump flows can be raised to a predetermined oil pressure. In order to be able to do this, the flow rate of oil discharged from the oil pump is increased, and as a result, the oil pump may become large.

  The present invention has been made paying attention to the above technical problem, and suppresses or prevents the oil pump from becoming large in size, while the oil pressure in the line pressure oil passage through which the oil discharged from the oil pump flows. It is an object of the present invention to provide a hydraulic control device for a vehicle that can increase the speed quickly.

In order to achieve the above-mentioned object, the invention according to claim 1 is directed to a line pressure oil passage through which the pressure oil output from the oil pump flows, and a high pressure in which the oil pressure is controlled using the oil pressure in the line pressure oil passage as a source pressure. Hydraulic pressure of a vehicle including a supply portion, a secondary pressure oil passage through which pressure oil lower in pressure than the line pressure oil passage flows, and a low pressure supply portion in which the oil pressure is controlled using the oil pressure of the secondary pressure oil passage as a source pressure In the control device, the oil pump is driven by a bypass oil passage communicating with the line pressure oil passage and the secondary pressure oil passage so as to supplementarily supply hydraulic pressure from the line pressure oil passage to the secondary pressure oil passage. Flow rate control means that is controlled so as to reduce the flow rate of the pressure oil flowing through the bypass oil passage when the oil pump starts to drive. Reduce the pressure An output hydraulic control valve, a first oil passage through which pressure oil outputted from the hydraulic control valve flows and communicated with the bypass oil passage, and at least one of the first oil passage and the bypass oil passage A throttle valve for reducing an opening diameter of the oil passage, and the high pressure supply unit is engaged by being supplied with hydraulic pressure to enable transmission of torque between the driving force source and the driving wheel. The hydraulic control valve includes a clutch hydraulic control valve that controls the hydraulic pressure of the starting clutch, and the first oil passage communicates with the starting clutch and the clutch hydraulic control valve. a control device for a vehicle according to claim it to contain road.

According to a second aspect of the present invention , there is provided a line pressure oil passage through which the pressure oil output from the oil pump flows, a high-pressure supply section in which the oil pressure is controlled using the oil pressure of the line pressure oil passage as a source pressure, In the hydraulic control apparatus for a vehicle, comprising: a secondary pressure oil path through which a lower pressure pressure oil flows; and a low pressure supply unit that controls the oil pressure using the oil pressure of the secondary pressure oil path as a source pressure. A bypass oil passage communicating with the line pressure oil passage and the secondary pressure oil passage, and the bypass oil when the oil pump starts to be driven so as to supplementarily supply hydraulic pressure to the secondary pressure oil passage. And a flow rate control unit that is controlled so as to reduce the flow rate of the pressure oil flowing through the passage, and the flow rate control unit lowers the output pressure when the oil pump starts to be driven, and outputs the hydraulic pressure control. A valve and said The first oil passage through which the pressure oil output from the pressure control valve flows and communicated with the bypass oil passage, and the opening diameter of at least one of the first oil passage and the bypass oil passage are reduced. The high-pressure supply unit includes at least one starting clutch that engages when hydraulic pressure is supplied to enable transmission of torque between the driving force source and the driving wheel, and the hydraulic control valve Includes a clutch hydraulic control valve for controlling the hydraulic pressure of the starting clutch, and the first oil passage includes a second oil passage communicating with the starting clutch and the clutch hydraulic control valve, and the hydraulic control valve Includes a switching valve configured to switch an oil passage communicating with the first oil passage to a third oil passage having a higher oil pressure and a fourth oil passage having a lower oil pressure than the third oil passage. A vehicle control device characterized by the above.

According to a third aspect of the present invention, in the first aspect of the present invention, the hydraulic control valve has an oil passage communicating with the first oil passage, a third oil passage having a higher oil pressure, and a hydraulic pressure higher than that of the third oil passage. A hydraulic control device for a vehicle, comprising a switching valve configured to switch to a lower fourth oil passage.

According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, when the oil pressure in the line pressure oil passage is lower than the oil pressure in the secondary pressure oil passage, the bypass oil passage is provided. A hydraulic control device for a vehicle, comprising a check valve for restricting the flow of pressure oil.

  According to the present invention, the line pressure oil passage through which the pressure oil output from the oil pump flows and the secondary pressure oil passage through which the pressure oil lower in pressure than the line pressure oil passage flows are communicated by the bypass oil passage. ing. Therefore, even when the pressure oil is not supplied to the secondary pressure oil passage, the pressure oil can be supplementarily supplied from the line pressure oil passage to the secondary pressure oil passage via the bypass oil passage. In addition, when the oil pump starts to drive, there is provided a flow rate control means that is controlled so as to reduce the flow rate of the pressure oil flowing through the bypass oil passage. By reducing the flow rate of the flowing pressure oil, the oil pressure in the line pressure oil passage can be quickly increased. Moreover, it can suppress or prevent that an oil pump enlarges by reducing the flow volume of the pressure oil which flows from a line pressure oil path to a secondary pressure oil path.

  A hydraulic control valve that lowers and outputs the output pressure when the oil pump starts to drive; a first oil passage through which the pressure oil output from the hydraulic control valve flows and communicates with the bypass oil passage; In the case of a configuration including a throttle valve that reduces the opening diameter of one of the first oil passage and the bypass oil passage, the pressure that flows through the throttle valve by reducing the output pressure of the hydraulic control valve By reducing the oil flow rate, the flow rate of the pressure oil flowing through the bypass oil passage can be reduced. As a result, the flow rate of the pressure oil flowing through the bypass oil passage can be reduced, and the oil pressure in the line pressure oil passage can be increased rapidly.

  Further, when the hydraulic control valve includes a clutch hydraulic control valve that controls the hydraulic pressure of the starting clutch, the oil pump is started to be driven and the hydraulic pressure supplied to the starting clutch is set to a low pressure to engage the starting clutch. Thus, it is possible to suppress or prevent a shock caused by the sudden engagement of the start clutch, and to reduce the flow rate of the pressure oil flowing through the bypass oil passage. Therefore, it is possible to suppress or prevent the control from becoming complicated, such as preparing control for engaging the starting clutch and control for reducing the flow rate of the pressure oil flowing through the bypass oil passage.

It is a hydraulic circuit diagram for demonstrating an example of a structure of the hydraulic control apparatus which concerns on this invention. It is a schematic diagram for demonstrating an example of a structure of the vehicle made into object by this invention. FIG. 3 is a hydraulic circuit diagram for explaining an example of a configuration of a hydraulic control device for the vehicle shown in FIG. 2.

A hydraulic control device according to the present invention includes a line pressure oil passage through which pressure oil output from a hydraulic source flows, a high pressure supply unit that controls oil pressure using the oil pressure of the line pressure oil passage as a source pressure, and line pressure oil A secondary pressure oil passage through which pressure oil having a pressure lower than that of the passage flows, and a low-pressure supply section in which the oil pressure is controlled using the oil pressure of the secondary pressure oil passage as a source pressure, for explaining the configuration A schematic diagram of this is shown in FIG. The hydraulic control device shown in FIG. 1 is provided with an oil pump 1 that functions as a hydraulic pressure source, and is configured to pump up and output oil from an oil pan 2 in which the oil is stored when the oil pump 1 is driven. Has been. The oil output from the oil pump 1 is supplied to the line pressure oil passage 3 and adjusted to a predetermined line pressure P _L. Specifically, the oil passage 4 branched from the line pressure oil passage 3 is provided with a regulator valve 5, and the inside of the line pressure oil passage 3 according to various conditions such as the hydraulic pressure required for the high pressure supply unit 6. The hydraulic pressure is controlled. When the oil pressure in the line pressure oil passage 3 becomes higher than the set pressure (line pressure P _L ) to be regulated by the regulator valve 5, the regulator valve 5 is opened and the excess oil is removed from the secondary pressure. It is configured to discharge to the pressure oil passage 7. Therefore, when the oil pressure in the line pressure oil passage 3 is lower than the set pressure regulated by the regulator valve 5, no oil is supplied to the secondary pressure oil passage 7 via the regulator valve 5.

  On the other hand, the line pressure oil passage 3 and the secondary pressure oil passage 3 can be supplied to the low pressure supply section 8 even when the oil pressure in the line pressure oil passage 3 is relatively low and the regulator valve 5 is not opened. A bypass oil passage 9 communicating with the pressure oil passage 7 is provided. The bypass oil passage 9 is configured so as to be able to supply oil to the low-pressure supply section 8 as described above, and the flow rate of oil flowing through the bypass oil passage 9 is adjusted to the bypass oil passage 9. A flow rate control means 10 for controlling is provided. Then, immediately after the oil pump 1 starts to be driven and when the amount of oil supplied to the high pressure supply unit 6 is small, the flow rate of the oil flowing through the bypass oil passage 9 is reduced or the bypass oil passage 9 is The flow rate control means 10 can be controlled so that the oil does not flow.

  By configuring the hydraulic control device in this manner, the flow rate control means 10 connects the line pressure oil passage 3 to the secondary pressure oil passage 7 via the bypass oil passage 9 during the transition period when the oil pump 1 starts to be driven. The flow rate of the flowing oil can be reduced. Thus, by reducing the flow rate of the oil flowing through the bypass oil passage 9, the hydraulic pressure of the line pressure oil passage 3 or the hydraulic pressure of the high-pressure supply unit 6 can be quickly increased. In other words, since the flow rate of the oil discharged from the oil pump 1 can be reduced, the oil pump 1 can be reduced in size. In other words, it is possible to suppress or prevent the oil pump 1 from increasing in size.

  Next, a vehicle hydraulic control apparatus according to the present invention will be described with a specific example. First, the configuration of a vehicle that can be an object of the present invention will be described. FIG. 2 is a skeleton diagram for explaining an example of the configuration of the vehicle. The vehicle shown in FIG. 2 transmits the torque output from the driving force source without passing through the torque converter 11 by engaging with the torque converter 11 that transmits the torque by the fluid flow and according to the supplied hydraulic pressure. The lock-up clutch 12 is engaged with a belt-type continuously variable transmission 13 configured to change a transmission gear ratio or change a transmission torque capacity according to a supplied hydraulic pressure by supplying a hydraulic pressure. A clutch C1 and a brake B1 that enable transmission of torque between the driving force source and the driving wheels are provided. The belt-type continuously variable transmission 13, the clutch C1, or the brake B1 is configured to be supplied with a higher hydraulic pressure than the hydraulic pressure supplied to the torque converter 11 and the lockup clutch 12.

  The vehicle shown in FIG. 2 includes an engine 14 that functions as a driving force source. The engine 14 burns supplied fuel and outputs power, and is a gasoline engine, a diesel engine, an LPG engine, or the like. 2 shows an example of a vehicle using the engine 14 as a driving force source, but it may be an electric vehicle using an electric motor as a driving force source, or both the engine 1 and the electric motor. It may be a hybrid vehicle using as a driving force source.

  A torque converter 11 that transmits power by a fluid flow is connected to the output shaft 15 of the engine 14. A torque converter 11 shown in FIG. 2 is disposed so as to face a pump impeller 17 that rotates integrally with a front cover 16 connected to an output shaft 15 of the engine 14, and a forward / reverse switching mechanism 18 that will be described later. The turbine runner 19 is connected to the turbine runner 19, and the oil supplied to the inside flows when the pump impeller 17 rotates to rotate the turbine runner 19. That is, the torque converter 11 shown in FIG. 2 is a fluid transmission device that transmits power by a fluid flow. Further, in order to amplify and output the input torque, a stator 20 that rectifies the internal oil flow in one direction is provided between the pump impeller 17 and the turbine runner 19. The stator 20 is connected to the case 21 via a not-shown one-way clutch. Specifically, the direction in which the pump impeller 5 rotates by the power output from the engine 14 and the direction of the load applied to the pump impeller 19 when oil returns to the pump impeller 17 through the turbine runner 19 are the same direction. The stator 20 is fixed to the case 21 via a one-way clutch so as to restrict the direction in which the fluid flows.

  In the example shown in FIG. 2, the lockup clutch 12 is provided so that the output torque of the engine 14 can be directly transmitted to the forward / reverse switching mechanism 18. The lockup clutch 12 moves in the axial direction according to the hydraulic pressure difference between the front and back surfaces. In the example shown in FIG. 2, the hydraulic pressure on the torque converter 11 side (left side in FIG. 2) of the lockup clutch 12 is When the hydraulic pressure on the engine 14 side (the right side in FIG. 2) is higher, the lockup clutch 12 moves to the engine 14 side and frictionally engages with the front cover 16, thereby changing the output torque of the engine 14 to a forward / reverse switching mechanism. 18 to transmit directly. On the other hand, when the hydraulic pressure on the torque converter 11 side of the lockup clutch 12 is lower than the hydraulic pressure on the engine 14 side, the lockup clutch 12 is released away from the front cover 16, thereby allowing the torque converter 11 to pass through. Thus, the output torque of the engine 14 is amplified and transmitted to the forward / reverse switching mechanism 18. In the example shown in FIG. 2, the mechanical oil pump 1 is connected so that it can rotate integrally with the pump impeller 17.

  A forward / reverse switching mechanism that can reverse the rotational direction of the turbine runner 19 that is an output member of the torque converter 11 and the lockup clutch 12 and the rotational direction of the input shaft 22 of the belt-type continuously variable transmission 13 described later. 18 is provided. The forward / reverse switching mechanism 18 shown in FIG. 2 is a double pinion type planetary gear constituted by an external gear sun gear 23, an internal gear ring gear 24, an inner peripheral side pinion gear 25, an outer peripheral side pinion gear 26, and a carrier 27. A gear mechanism is provided. Specifically, a sun gear 23 is connected to the turbine runner 19, and an inner peripheral side pinion gear 25 is engaged with the sun gear 23. Further, an outer peripheral side pinion gear 26 is engaged with the inner peripheral side pinion gear 25, and a ring gear 24 is engaged with the outer peripheral side pinion gear 26. The carrier 27 holds the pinion gears 25 and 26 so that each of the inner peripheral side pinion gear 25 and the outer peripheral side pinion gear 26 can revolve around the rotation axis of the sun gear 23 while rotating. 27 is connected to an input shaft 22 of a belt type continuously variable transmission 13 described later. That is, the sun gear 23 functions as an input element, the carrier 27 functions as an output element, and the ring gear 24 functions as a reaction force element.

  In addition, a clutch C1 that rotates the carrier 27 and the sun gear 23 together by engagement and a brake B1 that stops the ring gear 24 by engagement are provided. Therefore, when the clutch C1 is engaged, the forward / reverse switching mechanism 18 rotates integrally, so that the rotation direction of the turbine runner 19 and the input shaft 22 of the belt type continuously variable transmission 13 is the same. Further, when the brake B1 is engaged, the sun gear 23 and the carrier 27 rotate in opposite directions. Therefore, the rotation direction of the turbine runner 19 and the input shaft 22 of the belt-type continuously variable transmission 13 is reversed by engaging the brake B1. Further, by releasing the clutch C1 and the brake B1, the transmission of power between the engine 14 and the belt type continuously variable transmission 13 is cut off. That is, the neutral state is established. The clutch C1 and the brake B1 are friction engagement devices whose transmission torque capacity is controlled according to the supplied hydraulic pressure. Therefore, by controlling the hydraulic pressure supplied to the clutch C1 and the brake B1, it is possible to travel forward, travel backward, or enter a neutral state. That is, the clutch C1 and the brake B1 are engaged when driving torque is transmitted from the engine 14, and correspond to the starting clutch in the present invention.

  A belt-type continuously variable transmission 13 is provided that changes and outputs the rotational speed and torque of the driving force transmitted from the forward / reverse switching mechanism 18. The belt type continuously variable transmission 13 shown in FIG. 2 is arranged in parallel with the input shaft 22 connected to the forward / reverse switching mechanism 18, a primary pulley 28 that rotates integrally with the input shaft 22, and the input shaft 22. The output shaft 29, the secondary pulley 30 that rotates integrally with the output shaft 29, and the endless belt 31 wound around the primary pulley 28 and the secondary pulley 30. The primary pulley 28 shown in FIG. 2 can move in the axial direction of the input shaft 22 and can rotate together with the input shaft 22, and can move in the axial direction of the input shaft 22. A conical movable sheave 33 arranged so as to be able to be provided, and a hydraulic actuator 34 attached to the back surface of the movable sheave 33 and acting on the movable sheave 33 according to the supplied hydraulic pressure. The secondary pulley 30 can move in the axial direction of the conical fixed sheave 35 integrated with the output shaft 29 and the output shaft 29 and can rotate together with the output shaft 29. And a hydraulic actuator 37 that is attached to the back surface of the movable sheave 36 and applies a thrust according to the supplied hydraulic pressure to the movable sheave 36. The torque output from the belt type continuously variable transmission 13 is transmitted to the drive wheels 40 and 40 via the gear train portion 38 and the differential gear 39.

  Further, the belt type continuously variable transmission 13 shown in FIG. 2 is configured to change the winding radius of the belt 31 in accordance with the hydraulic pressure difference between the hydraulic actuators 34 and 37. Furthermore, the transmission torque capacity is changed by changing the load that presses the belt 31 by controlling the hydraulic pressure of at least one of the hydraulic actuators 34 and 37. Specifically, the hydraulic pressure to be supplied to the hydraulic actuator 37 is determined so that the belt 31 is subjected to a clamping force that does not cause the belt 31 to slip according to the torque input to the belt-type continuously variable transmission 13, and the hydraulic actuator The hydraulic pressure supplied to the hydraulic actuator 34 so that the gear ratio according to the differential pressure between the hydraulic pressure supplied to the hydraulic pressure 37 and the hydraulic pressure supplied to the hydraulic actuator 34 becomes the target gear ratio of the belt-type continuously variable transmission 13. Thus, the hydraulic pressure supplied to the hydraulic actuators 34 and 37 is controlled in accordance with the calculated hydraulic pressures.

  The power transmission device configured as shown in FIG. 2 releases the lock-up clutch 12 and amplifies the torque by the torque converter 11 when it is necessary to output a relatively large driving torque such as when the vehicle starts. In addition to outputting, the belt-type continuously variable transmission 13 is configured to set a large gear ratio. Note that the clutch C1 is engaged when the vehicle moves forward, and the brake B1 is engaged when the vehicle moves backward. Therefore, when it is necessary to output a large driving torque, the hydraulic pressure on the torque converter 11 side of the lockup clutch 12 is discharged and the hydraulic pressure of the hydraulic actuator 34 is decreased, and the clutch C1 or the brake B1 is further reduced. Is maintained at a relatively high hydraulic pressure. Further, since the torque transmitted to the belt type continuously variable transmission 13 increases, the hydraulic pressure of the hydraulic actuator 37 is maintained at a relatively high hydraulic pressure in order to increase the transmission torque capacity of the belt type continuously variable transmission 13. .

Next, an example of a hydraulic control device that controls the hydraulic pressures of the hydraulic actuators 34 and 37, the clutch C1 or the brake B1, the torque converter 11 and the lockup clutch 12 shown in FIG. 2 will be described with reference to FIG. The hydraulic control apparatus shown in FIG. 3 is configured such that the mechanical oil pump 1 driven by the output torque of the engine 14 functions as a hydraulic pressure source. A primary regulator valve 42 for controlling the oil pressure of the oil passage 41 through which the oil discharged from the mechanical oil pump 1 flows is provided. The primary regulator valve 42 shown in FIG. 3 has an input port 42a to which the oil pressure of the oil passage 41 is supplied, a feedback port 42b to which the oil pressure of the oil passage 41 is supplied as feedback pressure via the orifice 43, and a linear solenoid valve. A pilot port 42c to which the signal pressure P _SLS output from the _SLS is supplied through the orifice 44 and an output port 42d to output the hydraulic pressure supplied from the input port 42a are formed. The primary regulator valve 42 is a spool-type control valve, and is configured to communicate or block the input port 42a and the output port 42d in accordance with a load acting on the spool 42e. Specifically, a spring 42f is provided at one end of the spool 42e, and the load based on the signal pressure P _SLS input from the pilot port 42c in the same direction as the load by which the spring 42f presses the spool 42e is a spool. On the contrary, the load based on the hydraulic pressure input from the feedback port 42b is configured to press the spool 42e against the load by which the spring 42f presses the spool 42e.

Therefore, when the hydraulic pressure in the oil passage 41 increases and the load based on the hydraulic pressure input from the feedback port 42b becomes larger than the resultant force of the spring force of the spring 42f and the load based on the signal pressure P _SLS , the output from the input port 42a The port 42d communicates with the oil passage 41 to discharge oil. In other words, when the oil pressure in the oil passage 41 is relatively low and the load based on the oil pressure input from the feedback port 42b is smaller than the resultant force of the spring force of the spring 42f and the load based on the signal pressure P _SLS , the input port 42a. And the output port 42d are shut off. The hydraulic pressure adjusted by the primary regulator valve 42, more specifically, the hydraulic pressure at which the input port 42a and the output port 42d of the primary regulator valve 42 communicate with each other and the hydraulic pressure in the oil passage 41 is maintained at a constant pressure. Sometimes referred to as line pressure P _L.

A pressure control valve 45 that controls the output pressure using the line pressure P _L adjusted by the primary regulator valve 42 as a source pressure is connected to the oil passage 41. The pressure control valve 45 is for controlling the hydraulic pressure of the hydraulic actuator 37, and is configured to control the output pressure in accordance with the signal pressure P _SLS output from the linear solenoid valve SLS. The pressure control valve 45 shown in FIG. 3 has an input port 45a to which the oil pressure of the oil passage 41 is supplied, a feedback port 45b to which the oil pressure of the hydraulic actuator 37 is supplied via the orifice 46, and an output from the linear solenoid valve SLS. A pilot port 45 c to which the signal pressure P _SLS is supplied, an output port 45 d communicating with the hydraulic actuator 37, and a drain port 45 e communicating with the oil pan 2 are formed. The pressure control valve 45 is a spool type control valve, and a load based on the spring force of the spring 45g provided at one end of the spool 45f and the signal pressure P _SLS supplied from the pilot port 45c. Presses the spool 45f in the same direction, and the load based on the hydraulic pressure of the hydraulic actuator 37 supplied from the feedback port 45b opposes these loads to press the spool 45f. When the load that presses the spool 45f based on the hydraulic pressure supplied to the feedback port 45b is smaller than the resultant force of the load that presses the spool 45f based on the signal pressure P _SLS and the spring force, the input port 45a The output port 45d communicates to increase the hydraulic pressure of the hydraulic actuator 37. On the contrary, the load that presses the spool 45f based on the hydraulic pressure supplied to the feedback port 45b is increased based on the signal pressure P _SLS. The output port 45d and the drain port 45e communicate with each other to reduce the hydraulic pressure of the hydraulic actuator 37 when the load is greater than the resultant force of the load that presses the spring and the spring force.

In addition, a pressure control valve 47 that controls the hydraulic pressure of the hydraulic actuator 34 is connected to the oil passage 41. The pressure control valve 47 has an input port 47a to which the oil pressure of the oil passage 41 is supplied, a feedback port 47b to which the oil pressure of the hydraulic actuator 34 is supplied via the orifice 48, and a signal output from the linear solenoid valve SLP. A pilot port 47 c to which the pressure P _SLP is supplied, an output port 47 d communicating with the hydraulic actuator 34, and a drain port 47 e communicating with the oil pan 2 are formed. The pressure control valve 47 is a spool type control valve, and a load based on the spring force of the spring 47g provided at one end of the spool 47f and the signal pressure P _SLP supplied from the pilot port 47c. Presses the spool 47f in the same direction, and the load based on the hydraulic pressure of the hydraulic actuator 34 supplied from the feedback port 47b against the load presses the spool 47f. When the load that presses the spool 47f based on the hydraulic pressure supplied to the feedback port 47b is smaller than the resultant force of the load that presses the spool 47f based on the signal pressure P _SLP and the spring force, the input port 45a The output port 45d communicates to increase the hydraulic pressure of the hydraulic actuator 34. On the contrary, the load that presses the spool 47f based on the hydraulic pressure supplied to the feedback port 47b is increased based on the signal pressure P _SLP. The output port 47d and the drain port 47e communicate with each other to lower the hydraulic pressure of the hydraulic actuator 34 when the load is greater than the resultant force of the load that presses the spring and the spring force.

Further, a modulator valve 49 that regulates and outputs the oil pressure of the oil passage 41 to a constant pressure is connected to the oil passage 41. The modulator valve 49 is supplied via an orifice 50 with an input port 49 a to which the oil pressure of the oil passage 41 is supplied, an output port 49 b for outputting the regulated modulator pressure P _M1 , and the modulator pressure P _M1. a feedback port 49c, and the pilot port 49d of the duty solenoid valve DSU signal pressure P _DSU output from is supplied via the orifice 51 is formed. The modulator valve 49 is a spool type control valve, and a spring 49f is provided at one end of the spool 49e. The modulator valve 49 shown in FIG. 3 is supplied from the pilot port 49d and the load based on the modulator pressure P _M1 supplied from the feedback port 49c against the load that the spring force of the spring 49f presses the spool 49e. a load based on the signal pressure P _DSU was is configured so as to press the spool 49e. When the modulator pressure P _M1 is low and the resultant force between the load based on the modulator pressure P _M1 that presses the spool 49e and the load based on the signal pressure P _DSU is smaller than the load that the spring force presses the spool 49e, the input port 49a communicates with the output port 49b, the modulator pressure P _M1 is high, and the load based on the modulator pressure P _M1 that presses the spool 49e and the load based on the signal pressure P _DSU is higher than the load that the spring force presses the spool 49e. When the resultant force is large, the input port 49a and the output port 49b are blocked.

The modulator pressure P _M1 is configured to be supplied to each solenoid valve SLS, SLP. Moreover, modulator pressure P _M1 that Mojure - motor pressure P _M1 second modulator valve (not shown) is provided pressure adjusted to a lower pressure than the second modulator pressure P _M2 pressure regulated by the second modulator valve, solenoid It is configured to be supplied to the valve SL1 and the duty solenoid valve DSU. Further, the modulator pressure P _M1 is configured to be supplied to the clutch C1 and the brake B1.

Here, the configuration of a device for controlling the hydraulic pressure of the clutch C1 and the brake B1 will be described. When the clutch C1 and the brake B1 shown in FIG. 3 maintain the engaged state, the modulator pressure P _M1 is supplied. On the other hand, in a transition period in which the clutch C1 and the brake B1 start to be engaged, the hydraulic pressure adjusted to the target engagement pressure of the clutch C1 and the brake B1 is supplied. A pressure control valve 52 for controlling the hydraulic pressure supplied to the clutch C1 and the brake B1 in a transition period in which the clutch C1 and the brake B1 start to be engaged is provided in the oil passage 53 connected to the output port 49b in the modulator valve 49. .

The pressure control valve 52 shown in FIG. 3 includes an input port 52a to which hydraulic pressure is input from the oil passage 53, a pilot port 52b to which signal pressure P _SLS is supplied from the linear solenoid valve SLS via the orifice 54, and a clutch C1. Alternatively, a feedback port 52c to which the hydraulic pressure of the brake B1 is supplied via the orifice 55, an output port 52d that communicates with a second input port 56a in a switching valve 56 described later, and a drain port 52e that communicates with the oil pan 2 are formed. Has been. The pressure control valve 52 is a spool-type control valve, and is provided with a spring 52g that presses the spool 52f to one side, and is based on the spring force of the spring 52g and the hydraulic pressure input from the feedback port 52c. The spool 52f is pressed in the same direction as the load, and a load based on the signal pressure P _SLS input from the pilot port 52b is pressed against the spool 52f against the load. Therefore, the pressure control valve 52 is configured to reduce the modulator pressure P _M1 in accordance with the signal pressure P _SLS output from the linear solenoid valve SLS and supply the hydraulic pressure of the clutch C1 and the brake B1.

A switching valve 56 communicating with the output port 52d of the pressure control valve 52 and the output port 49b of the modulator valve 49 is provided. The switching valve 56 is used to maintain the state in which the oil passage communicating with the transition period in which the engagement pressure is relatively low, such as when the clutch C1 or the brake B1 starts to engage, and the clutch C1 or the brake B1 are engaged. In the example shown in FIG. 3, the oil passage to be communicated is switched according to the signal pressure P _SL1 output from the solenoid valve SL1. 3 is output from the first input port 56b to which the modulator pressure P _M1 is input, the second input port 56a communicating with the output port 52d in the pressure control valve 52, and the duty solenoid valve DSU. A first pilot port 56c to which the signal pressure P _DSU is supplied, a second pilot port 56d to which the signal pressure P _SL1 output from the solenoid valve _SL1 is supplied, and an output port 56e that communicates with a manual valve 57 described later. Is formed.

The switching valve 56 is a spool-type control valve, and a spring 56g is provided at one end of the spool 56f. The spring force of the spring 56g is first in the same direction as the direction in which the spool 56f is pressed. load based on the signal pressure P _DSU input from the pilot port 56c presses the spool 56f, in a direction against the their load so that the signal pressure P _SL1 inputted from the second pilot port 56d presses the spool 56f It is configured. When the spool 56f to the upper signal pressure P _SL1 inputted from the second pilot port 56d is shown in FIG. 3 low is moving, the first input port 56b and the output port 56e are communicated, a second pilot port The second input port 56a and the output port 56e communicate with each other when the signal pressure _PDSU input from 56a is high and the spool 56f is moving downward as shown in FIG. The switching valve 56 corresponds to the switching valve in the present invention, the oil passage 53 corresponds to the third oil passage in the present invention, and the output port 52d in the pressure control valve 52 and the second input port 56a in the switching valve 56 The oil passage communicated with is equivalent to the fourth oil passage in the present invention.

  A manual valve 57 is connected to an oil passage 58 communicating with the output port 56 e of the switching valve 56 through an orifice 59. The manual valve 57 is switched by operating a shift lever (not shown). When the position of the shift lever is in the “D” range, the oil passage 58 and the clutch C1 are communicated, and the position of the shift lever is “ When in the “R” range, the oil passage 58 and the brake B1 are configured to communicate with each other. An orifice 60 is provided between the manual valve 57 and the clutch C1, and an orifice 61 is provided between the manual valve 57 and the brake B1.

  As described above, the hydraulic actuators 34 and 37 and the clutch C1 or the brake B1 are controlled using the hydraulic pressure regulated by the primary regulator valve 42 as a source pressure. Therefore, even when the mechanical oil pump 1 starts to be driven, the oil is supplied to the hydraulic actuators 34, 37, the clutch C1, or the brake B1. In the following description, an oil passage through which a hydraulic pressure adjusted by the primary regulator valve 42 or a hydraulic pressure based on the hydraulic pressure flows may be referred to as a line pressure oil passage. Further, as described above, the hydraulic pressure adjusted by the primary regulator valve 42 is controlled as a source pressure, specifically, the hydraulic actuators 34 and 37 and the clutch C1 or the brake B1 are the high pressure supply section in the present invention. The hydraulic circuit communicating from the mechanical oil pump 1 to the high-pressure supply unit corresponds to the line pressure oil passage in the present invention.

Next, the configuration of a hydraulic circuit that supplies oil to the torque converter 11 and the lubrication unit will be described. In the example shown in FIG. 3, oil output from the output port 42 d in the primary regulator valve 42 is supplied to the torque converter 11 and the lubrication unit. That is, it is configured such that the oil surplus by adjusting the pressure to the line pressure P _L is supplied to the torque converter 11 and the lubrication unit. A secondary regulator valve 62 that regulates the original pressure for controlling the torque converter 11 is provided in the oil passage 63 that communicates with the output port 42 d of the primary regulator valve 42. The secondary regulator valve 62 shown in FIG. 3 includes an input port 62 a communicating with the oil passage 63, a feedback port 62 b communicating with the oil passage 63 via the orifice 64, and a first communicating with the upstream side of the mechanical oil pump 1. A drain port 62c, a second drain port 62d communicating with the lubricating portion, a third drain port 62e communicating with the oil pan 2, a first pilot port 62f to which the modulator pressure P _M1 is supplied via the orifice 65, A second pilot port 62g to which the signal pressure P _DSU is supplied through the orifice 66 is formed. The secondary regulator valve 62 is a spool type control valve, and is provided with a spring 62i that presses the spool 62h. The spring 62i presses the spool 62h and a load based on the signal pressures P _M1 and P _DSU in the same direction presses the spool 62h and is supplied to the feedback port 62b in a direction opposite to each load. A load based on the hydraulic pressure is configured to press the spool 62h.

  A lockup control valve 67 for controlling the hydraulic pressure supplied to the torque converter 11 using the hydraulic pressure regulated by the secondary regulator valve 62 as a source pressure is provided in the oil path 63. The lockup control valve 67 is configured to switch the oil passage to be communicated to engage or release the lockup clutch 12. The lockup control valve 67 shown in FIG. 3 communicates with the first input port 67a and the second input port 67b communicating with the oil passage 63, and the engine 14 side (left side in FIG. 3) of the lockup clutch 12 in FIG. The first output port 67c, the second output port 67d communicating with the torque converter 11 side (right side in FIG. 3) of the lockup clutch 12 in FIG. 2, the feedback port 67e communicating with the second output port 67d, A first pilot port 67f in communication with the duty solenoid valve DSU, a second pilot port 67g in communication with the solenoid valve SL1, a first drain port 67h in communication with the second drain port 62d in the lubrication part and the secondary regulator valve 62, Continuous with oil pan 2 A second drain port 67i is formed to have.

The lock-up control valve 67 is a spool-type control valve. A spring 67k is provided at one end of the spool 67j, and the second pilot pilots in the same direction as the spring force with which the spring 67k presses the spool 67j. The load based on the signal pressure P _SL1 inputted from the port 67g and the load based on the hydraulic pressure inputted from the feedback port 67e press the spool 67j, and the load based on the signal pressure P _DSU inputted from the first pilot port 67f. Is configured to press the spool 67j against the spring force.

The lock-up control valve 67 shown in FIG. 3, the load for pressing the spool 67j based on the signal pressure P _DSU is input from the spring force and the signal pressure P _SL1 and the feedback port 67e of the spring 67k presses the spool 67j The first input port 67a communicates with the first output port 67c and the second output port 67d communicates with the first drain port 67h when the resultant force is smaller than the resultant force with the load that presses the spool 67j based on the hydraulic pressure. In other words, the hydraulic pressure is supplied to the left side of the lockup clutch 12 in FIG. 3, and the hydraulic pressure on the right side of the lockup clutch 12 in FIG. 3 is discharged to release the lockup clutch 12. ing. To the contrary, the load for pressing the spool 67j based on the signal pressure P _DSU is, the spool 67j based on the hydraulic spring 67k is input from the spring force and the signal pressure P _SL1 and the feedback port 67e for pushing the spool 67j In other words, the second input port 67b and the second output port 67d communicate with each other and the first output port 67c and the second drain port 67i communicate with each other when the resultant force is larger than the resultant force with the pressing load. The hydraulic pressure is discharged to the left side of the up clutch 12 in FIG. 3, and the hydraulic pressure is supplied to the right side of the lockup clutch 12 in FIG. 3 to engage the lockup clutch 12.

  As described above, the hydraulic pressure supplied to the torque converter 12 is obtained by adjusting the hydraulic pressure discharged from the primary regulator valve 42 by the secondary regulator valve 62, and using a hydraulic pressure lower than the hydraulic pressure in the line pressure oil path as a source pressure. Be controlled. Therefore, the hydraulic circuit to which the hydraulic pressure discharged from the primary regulator valve 42 or the hydraulic pressure regulated by the secondary regulator valve 62 is supplied corresponds to the secondary pressure oil passage in the present invention, and the torque converter 11 is supplied with the low pressure in the present invention. It corresponds to the part.

In the hydraulic control apparatus configured as shown in FIG. 3, each linear solenoid valve SLS, SLP, solenoid valve SL1, or duty solenoid valve DSU controls the hydraulic pressure output by electric power supplied from an electronic control apparatus (not shown). Is configured to do. As a specific example, the output pressure P _SLS of the linear solenoid valve _SLS is controlled according to the vehicle speed, the accelerator opening, etc., or the output pressure P _SLP of the linear solenoid valve _SLP is controlled according to the target gear ratio. Or the output pressure PSL1 of the solenoid valve _SL1 is controlled in accordance with whether or not the clutch C1 or the brake B1 is in a transition period.

The hydraulic control apparatus configured as described above is required for the hydraulic actuators 34 and 37, the clutch C1, or the brake B1 immediately after the engine 14 starts to be driven or when a sudden shift is made during braking or acceleration. The flow rate is larger than the flow rate of oil discharged from the mechanical oil pump 1, and the hydraulic pressure may not be supplied to the hydraulic actuators 34, 37, the clutch C1, or the brake B1. In such a case, the oil pressure in the oil passage 41 is lower than the line pressure P _L regulated by the primary regulator valve 42, and the input port 42a and the output port 42d of the primary regulator valve 42 are blocked. It becomes.

  Even when the input port 42a and the output port 42d of the primary regulator valve 42 are shut off as described above, oil can be supplementarily supplied to the torque converter 11 and the lubricating portion. In the example shown in FIG. 3, a bypass oil passage 68 that connects the oil passage 58 and the oil passage 63 is formed. More specifically, a bypass oil passage 68 is formed so that the downstream side of the orifice 59 provided in the oil passage 58 communicates with the oil passage 63. The bypass oil passage 68 is provided with a check valve (check valve) 69 so as to prohibit oil pressure from being supplied from the oil passage 63 to the oil passage 58.

  By providing the bypass oil passage 68 as described above, even when the oil pressure in the oil passage 41 is relatively low and the primary regulator valve 42 is not opened and the oil is not discharged, the bypass oil passage 68 is provided. The hydraulic pressure can be supplied to the torque converter 11 via 68. As a result, the lockup clutch 12 can be engaged and released even when the primary regulator valve 42 is not open.

  Further, the bypass oil passage 68 is configured to communicate with the downstream side of the orifice 59. Therefore, the flow rate of oil flowing downstream of the orifice 59 can be controlled by controlling the oil pressure on the input side of the orifice 59. That is, the flow rate of oil flowing through the bypass oil passage 68 can be controlled. Specifically, by controlling the solenoid valve SL1 for switching the switching valve 56 to switch the oil passage communicating with the oil passage 58, the output pressure of the pressure control valve 52 is decreased by controlling the linear solenoid valve SLS. The oil pressure upstream of the orifice 59 can be reduced, and the flow rate of oil flowing through the bypass oil passage 68 can be reduced. Therefore, when the oil pressure in the line pressure oil passage is difficult to increase, the flow rate of the oil discharged from the line pressure oil passage can be reduced by controlling the linear solenoid valve SLS as described above. As a result, when the engine 14 starts to be driven, the oil pressure in the line pressure oil passage can be quickly increased by reducing the flow rate of the oil discharged from the line pressure oil passage. In other words, the mechanical oil pump 1 can be reduced in size. The configuration in which the output pressure of the pressure control valve 52 is reduced to reduce the flow rate of the oil flowing through the orifice 59 corresponds to the flow control means in the present invention, and the pressure control valve 52 is the hydraulic control valve in the present invention. The oil passage 58 corresponds to the first oil passage or the second oil passage in the present invention.

  Further, when the engine 14 is stopped and no oil is discharged from the mechanical oil pump 1, the clutch C1 and the brake B1 are released. Specifically, the hydraulic actuators 34 and 37 and the clutch C1 or the brake B1 have an inevitable oil leakage due to their structure, and therefore, when the vehicle is stopped for a long period of time, the hydraulic actuators. 34, 37 and the hydraulic pressure of the clutch C1 or the brake B1 are reduced. Therefore, when starting the vehicle, for example, when the engine 14 is started, it is necessary to supply oil to the hydraulic actuators 34 and 37, the clutch C1, or the brake B1 in a short time before the start of traveling. That is, it is important to reduce the flow rate of oil discharged from the line pressure oil passage.

Therefore, the hydraulic control apparatus shown in FIG. 3 outputs the signal pressure P _SL1 from the solenoid valve SL1 when the engine 14 is driven and oil is discharged from the mechanical oil pump 1, whereby the pressure control valve 52 modulates the modulator. The switching valve 56 is switched so that the hydraulic pressure obtained by reducing the pressure P _M1 is output to the oil passage 58. That is, the solenoid valve SL1 and the pressure control valve 52 are controlled so as to supply a relatively low hydraulic pressure to the clutch C1 and the brake B1 as a transient state in which the clutch C1 and the brake B1 are engaged. By controlling the pressure control valve 52 and the switching valve 56 in this way, the hydraulic pressure output from the switching valve 56 is low, and the flow rate of oil passing through the orifice 59 can be reduced. As a result, it is possible to suppress or prevent the oil from flowing from the line pressure oil passage to the torque converter 11, so that the oil pressure in the line pressure oil passage can be quickly increased. That is, the flow rate of the oil flowing through the bypass oil passage 68 is reduced by controlling the pressure control valve 52 and the switching valve 56 in order to suppress or prevent a shock caused by engaging the clutch C1 and the brake B1. be able to. Therefore, the control becomes complicated by preparing the control for engaging the clutch C1 and the brake B1 and the control for increasing the oil pressure of the line pressure oil passage by reducing the flow rate of the oil flowing through the bypass oil passage 68, respectively. This can be suppressed or prevented. In other words, existing controls can be shared.

  In the above-described example, the example in which the bypass oil passage 68 is communicated with the oil passage 63 and the oil passage for supplying hydraulic pressure to the clutch C1 and the brake B1 has been described. Even when the valve 42 is not open, a bypass oil passage is formed so that the oil passage to which hydraulic pressure is supplied communicates with the oil passage to which the primary regulator valve 42 is opened and hydraulic pressure is supplied, It is only necessary to provide means that functions as a flow rate control valve that can control the flow rate of oil flowing through the bypass oil passage, more specifically, can reduce the flow rate of oil flowing through the bypass oil passage. Further, the means for reducing the flow rate of the oil flowing through the bypass oil passage may be a flow rate control valve provided only for controlling the flow rate.

  Furthermore, in the above-described example, the example in which the orifice 59 is provided in the oil passage 58 has been described. In short, it is only necessary that the flow rate of the oil flowing to the oil passage 63 through the bypass oil passage 68 can be reduced. . Therefore, as shown by the broken line in FIG. 3, the orifice 70 for reducing the opening diameter of the bypass oil passage 68, more specifically, the bypass oil passage 68 upstream of the check valve 69 is replaced with the orifice 59, or You may provide with the orifice 59. FIG. Furthermore, by reducing the oil pressure upstream of the orifice 59 (70), the flow rate of the oil flowing through the bypass oil passage 68 can be reduced, so that the above-described example can be obtained even if the check valve 69 is not provided. Similar effects can be achieved. And by controlling the output pressure of the solenoid valve SL1 and the linear solenoid valve SLS and controlling the output pressure of the switching valve 56, the flow rate of the oil flowing through the bypass oil passage 68 can be controlled. By controlling the output pressure of the valves SL1 and SLS, the line pressure can be increased and the necessary oil can be supplied to the torque converter 11. That is, it is possible to simultaneously control increasing the line pressure and supplying oil to the torque converter 11.

  In the example described above, the mechanical oil pump is used as a hydraulic pressure source, but an electric oil pump driven by an electric motor may be used as the hydraulic pressure source. Even when the electric oil pump is used as the hydraulic pressure source, the line pressure oil is reduced by reducing the flow rate of the oil flowing from the line pressure oil path to the secondary pressure oil path when the electric oil pump starts to drive. The oil pressure of the road can be increased quickly.

  DESCRIPTION OF SYMBOLS 1 ... Mechanical oil pump 3, 4, 41, 53, 58, 63 ... Oil path, 34, 37 ... Hydraulic actuator, 68 ... Bypass oil path, 45, 47, 52 ... Pressure control valve, 56 ... Switching valve, 43 , 44, 46, 48, 50, 51, 54, 55, 59, 60, 61, 64, 65, 66 ... orifice, 69 ... check valve, C1 ... clutch, B1 ... brake.

Claims (4)

A line pressure oil passage through which the pressure oil output from the oil pump flows, a high pressure supply section in which the oil pressure is controlled using the oil pressure of the line pressure oil passage as a source pressure, and pressure oil having a pressure lower than that of the line pressure oil passage. In a vehicle hydraulic control device including a secondary pressure oil passage that flows and a low-pressure supply unit that controls oil pressure using the oil pressure of the secondary pressure oil passage as a source pressure,
A bypass oil passage communicating with the line pressure oil passage and the secondary pressure oil passage so as to supplementarily supply hydraulic pressure from the line pressure oil passage to the secondary pressure oil passage;
A flow rate control means controlled to reduce the flow rate of the pressure oil flowing through the bypass oil passage when the oil pump starts to drive ;
The flow rate control means includes: a hydraulic control valve that reduces and outputs an output pressure when the oil pump begins to drive; and the pressure oil output from the hydraulic control valve flows and communicates with the bypass oil passage And a throttle valve that reduces an opening diameter of at least one of the first oil passage and the bypass oil passage,
The high pressure supply unit includes at least one starting clutch that is engaged by being supplied with hydraulic pressure and enables transmission of torque between the driving force source and the driving wheel,
The hydraulic control valve includes a clutch hydraulic control valve that controls the hydraulic pressure of the starting clutch,
The first oil passage includes a second oil passage communicating with the starting clutch and the clutch hydraulic control valve.
Hydraulic control apparatus for a vehicle, characterized and this. A line pressure oil passage through which the pressure oil output from the oil pump flows, a high pressure supply section in which the oil pressure is controlled using the oil pressure of the line pressure oil passage as a source pressure, and pressure oil having a pressure lower than that of the line pressure oil passage. In a vehicle hydraulic control device including a secondary pressure oil passage that flows and a low-pressure supply unit that controls oil pressure using the oil pressure of the secondary pressure oil passage as a source pressure,
A bypass oil passage communicating with the line pressure oil passage and the secondary pressure oil passage so as to supplementarily supply hydraulic pressure from the line pressure oil passage to the secondary pressure oil passage;
A flow rate control means controlled to reduce the flow rate of the pressure oil flowing through the bypass oil passage when the oil pump starts to drive;
The flow rate control means includes: a hydraulic control valve that reduces and outputs an output pressure when the oil pump begins to drive; and the pressure oil output from the hydraulic control valve flows and communicates with the bypass oil passage And a throttle valve that reduces an opening diameter of at least one of the first oil passage and the bypass oil passage,
The hydraulic control valve is configured to switch an oil passage communicating with the first oil passage to a third oil passage having a higher oil pressure and a fourth oil passage having a lower oil pressure than the third oil passage. Including valve
Hydraulic control apparatus for a vehicle, characterized and this. The hydraulic control valve is configured to switch an oil passage communicating with the first oil passage to a third oil passage having a higher oil pressure and a fourth oil passage having a lower oil pressure than the third oil passage. The vehicle hydraulic control device according to claim 1, further comprising a valve. A check valve is provided that restricts the flow of pressure oil through the bypass oil passage when the oil pressure in the line pressure oil passage is lower than the oil pressure in the secondary pressure oil passage. Item 4. The vehicle hydraulic control device according to any one of Items 1 to 3 .

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