JP6133193B2 - Hydraulic supply device for vehicle - Google Patents

Description

  The present invention relates to a hydraulic pressure supply device for a vehicle configured to stop a power source by turning off an ignition switch.

  Conventionally, as a hydraulic pressure supply device for this type of vehicle, for example, one disclosed in Patent Document 1 is known. This vehicle is provided with an internal combustion engine as a power source and an automatic transmission, and this conventional hydraulic pressure supply device uses the internal combustion engine as a drive source and supplies hydraulic pressure to a starting clutch of the automatic transmission. And a main line for guiding hydraulic pressure from the oil pump to the clutch. An accumulator is connected to the main line via a subline. Further, the subline is provided with a shut-off valve composed of a normally closed electromagnetic valve, and the subline is opened / closed by opening / closing the shut-off valve.

  In the vehicle, when a predetermined automatic stop condition such as the accelerator pedal not being depressed, the brake pedal being depressed, or the vehicle shift lever being in the neutral position or the parking position is satisfied, The internal combustion engine is restarted when the engine is automatically stopped and when a predetermined restart condition is satisfied during the automatic stop of the internal combustion engine. Further, in the hydraulic pressure supply device, during operation of the internal combustion engine, the shut-off valve is maintained in the open state, whereby the sub line is maintained in the open state, whereby the hydraulic pressure from the oil pump driven by the engine is increased. , And supplied to the accumulator via the main line and sub-line, and accumulated.

  Further, when the internal combustion engine is automatically stopped, the shut-off valve is closed, whereby the sub-line is closed, so that the accumulator and the main line are shut off, and the accumulator has been accumulated so far. Hydraulic pressure is maintained. When the automatically stopped internal combustion engine is restarted, the shut-off valve is opened in order to quickly supply the hydraulic pressure to the clutch in order to quickly engage the clutch. Thereby, as the sub line is opened, the hydraulic pressure accumulated in the accumulator is supplied to the main line and the clutch through the sub line.

Japanese Patent No. 3807145

  In the vehicle as described above, in order to supply the hydraulic pressure from the accumulator to the clutch in order to quickly engage the clutch in order to improve the startability of the vehicle when the internal combustion engine is restarted from the automatic stop, It is necessary to maintain the hydraulic pressure accumulated in the accumulator during automatic stop. On the other hand, the internal combustion engine is manually stopped not by the automatic stop of the internal combustion engine but by the driver turning off the ignition switch (hereinafter referred to as “IG · SW”), and the internal combustion engine is restarted by turning on the IG · SW again. When started, the internal combustion engine is started when the shift lever is at the parking position or the neutral position, so that it is not necessary to quickly engage the clutch, and it is necessary to supply hydraulic pressure from the accumulator to the clutch. Is extremely low.

  From the above, during the manual stop of the internal combustion engine, the need to maintain the hydraulic pressure accumulated in the accumulator by closing the shut-off valve is extremely low, but rather the shut-off is performed to reduce the load on the accumulator and extend its life. It is preferable to release the hydraulic pressure accumulated in the accumulator by opening the valve. On the other hand, in the above-described conventional hydraulic pressure supply device, the switching valve is a normally closed electromagnetic valve. For this reason, during the manual stop of the internal combustion engine due to the IG / SW being turned off, the switching valve is maintained in the closed state as in the case of the automatic stop of the internal combustion engine unless the valve is actively opened. As a result, the hydraulic pressure accumulated in the accumulator is unnecessarily held, and as a result, the life of the accumulator may be shortened.

  The present invention has been made to solve the above-described problems, and can quickly supply the hydraulic pressure to the hydraulic pressure supply target using the first accumulator and extend the lifetime of the first and second accumulators. An object of the present invention is to provide a hydraulic supply device for a vehicle.

In order to achieve the above object, the invention according to claim 1 is a vehicle configured such that the power source (the engine 3 in the embodiment (hereinafter the same in this section)) is stopped when the ignition switch 76 is turned off. Hydraulic pressure supply device for supplying hydraulic pressure for operation to a hydraulic pressure supply target (LU clutch 4c, continuously variable transmission 6, forward clutch 12, reverse brake 13) mounted on the vehicle using a power source as a drive source And a first accumulator for storing the hydraulic pressure from the hydraulic pump 31 in the first accumulator chamber, the hydraulic accumulator 31 having a first accumulator chamber (accumulator 63d) communicating with the hydraulic pump and the hydraulic pump 31 63, a shutoff valve 64 configured to be able to communicate / shut off between the hydraulic pressure supply target and the hydraulic pump 31 and the first pressure accumulating chamber, and a cylinder 65a and a cylinder 65a so as to be slidable. A piston 65b that divides the inside of the cylinder 65a into a second pressure accumulation chamber (pressure accumulation chamber 65d) and a back chamber 65e in which hydraulic pressure is accumulated, and biasing means (spring 65c) that biases the piston 65b toward the second pressure accumulation chamber. ), The second pressure accumulating chamber communicates with the first pressure accumulating chamber without passing through the shutoff valve 64, and the back chamber 65 e communicates with the hydraulic pressure supply target and the hydraulic pump 31 without passing through the shutoff valve 64. When the second accumulator 65 and the ignition switch 76 are off, the condition determining means (ECU 2, step 2) for determining that the forced valve opening condition is satisfied, and the hydraulic pressure of the hydraulic pump 31 is below a predetermined pressure. hydraulic determining means for determining whether or not the reduced (ECU 2, step 34) and, when the forced valve opening condition is determined to be satisfied, the opening system of forcibly opening the shut-off valve 64 Wherein while the run, the valve opening control, the control means (ECU 2, step 9 and 31 to 36) to continue until the hydraulic pressure of the hydraulic pump 31 is determined to be decreased below a predetermined pressure and, in that it comprises And

  According to this configuration, the hydraulic pressure for operation is supplied to the hydraulic pressure supply target from the hydraulic pump that uses the power source of the vehicle as the drive source. The first accumulator of the first accumulator communicates with the hydraulic pressure supply target and the hydraulic pump, and the hydraulic pressure from the hydraulic pump can be accumulated in the first accumulator. Further, the hydraulic supply target and the hydraulic pump and the first accumulator are communicated / blocked by the shutoff valve. For this reason, for example, the hydraulic pressure from the hydraulic pump can be accumulated in the first pressure accumulating chamber by communicating with the shut-off valve during operation of the power source, that is, during operation of the hydraulic pump. In addition, when the power source is stopped (when the hydraulic pump is stopped), the hydraulic pressure that has been accumulated in the first pressure accumulating chamber can be maintained by performing the cutoff with the cutoff valve. Furthermore, when the power source is restarted (when the operation of the hydraulic pump is resumed), the hydraulic pressure accumulated in the first pressure accumulating chamber can be quickly supplied to the hydraulic pressure supply target by communicating with the shut-off valve.

  The cylinder of the second accumulator is divided by the piston into a second pressure accumulation chamber where the hydraulic pressure is accumulated and a back chamber, and the piston is urged toward the second pressure accumulation chamber by the urging means. In this case, since the back chamber communicates with the hydraulic supply target and the hydraulic pump, the hydraulic pressure from the hydraulic pump is supplied to the back chamber during operation of the hydraulic pump. Furthermore, since the back chamber is defined on the opposite side of the second pressure accumulating chamber with the piston in between, the hydraulic pressure supplied to the back chamber acts as a back pressure during the operation of the hydraulic pump, thereby the piston. Is pressed toward the first pressure accumulation chamber. Thus, during the operation of the hydraulic pump, the piston is pressed toward the second pressure accumulating chamber side by the action of both the urging force of the urging means and the back pressure described above, so the urging force of the urging means is reduced. By appropriately setting, the hydraulic pressure from the hydraulic pump can be appropriately accumulated in the first accumulator of the first accumulator described above while hardly accumulating in the second accumulator.

  Further, when the hydraulic pump is stopped, the back pressure described above does not act accordingly. Further, since the back chamber communicates with the hydraulic pressure supply target and the hydraulic pump without passing through the shut-off valve, the back chamber is not supplied with the hydraulic pressure in the closed circuit including the first pressure accumulation chamber closed by the shut-off valve. As described above, the second accumulator chamber of the second accumulator communicates with the first accumulator chamber of the first accumulator without passing through the shut-off valve. The pressure accumulating chambers are closed in a state of communicating with each other. From the above, for example, the hydraulic pressure from the hydraulic pump is accumulated in the first pressure accumulating chamber by the communication by the shut-off valve described above, and the hydraulic pressure accumulated until then in the first pressure accumulating chamber is shut off by the shut-off valve while the hydraulic pump is stopped. The following effects can be obtained in the case of holding by:

  That is, as is clear from the above-described configuration, only the urging force of the urging means acts as a pressing force that presses the piston of the second accumulator toward the second pressure accumulating chamber as the hydraulic pump is stopped. Therefore, by appropriately setting the urging force of the urging means, the piston is moved to the back chamber side against the urging force of the urging means by the hydraulic pressure accumulated in the closed circuit closed by the shut-off valve. A part of the hydraulic pressure (hydraulic oil) in the closed circuit can be supplied to the second pressure accumulating chamber and accumulated. Therefore, when the hydraulic pump is stopped, the hydraulic pressure in the closed circuit can be reduced by the excess amount. As a result, a small valve having a relatively low pressure resistance can be adopted as the shutoff valve, and therefore the manufacturing cost of the hydraulic pressure supply device can be reduced.

  Further, for example, when communication with the shut-off valve is performed when restarting the operation of the hydraulic pump, the piston of the second accumulator is turned on as the hydraulic pressure accumulated in the first pressure accumulating chamber is supplied to the hydraulic pressure supply target. As a pressing force that presses the second pressure accumulating chamber, a pressing force composed of both the back pressure and the urging force of the urging means acts again. As a result, when the operation of the hydraulic pump is resumed, the hydraulic pressure (hydraulic fluid) accumulated in the second pressure accumulating chamber while the hydraulic pump is stopped is supplied to the hydraulic pressure supply target together with the hydraulic pressure from the first pressure accumulating chamber without waste. can do.

  Further, as described above, when the operation of the hydraulic pump is resumed, the hydraulic oil accumulated in the second pressure accumulating chamber can be discharged. Therefore, when the hydraulic pump stops again, a part of the hydraulic pressure in the closed circuit is reduced. 2 It can accumulate | store appropriately in a pressure accumulation chamber. Therefore, even when the operation / stop of the hydraulic pump is repeatedly performed, the above-described effects can be obtained effectively.

Further, according to the configuration described above, the vehicle is configured such that the power source is stopped when the ignition switch (hereinafter referred to as “IG · SW”) of the vehicle is turned off. In addition, when the IG · SW is off, the condition determining means determines that the forced valve opening condition is satisfied and the control is performed when it is determined that the forced valve open condition is satisfied. The shut-off valve is forcibly opened by the means. As a result, the hydraulic pressure accumulated in the closed circuit including the first pressure accumulating chamber can be released when it is not necessary to quickly supply the hydraulic pressure to the hydraulic pressure supply target because the IG · SW is off. There is no wasteful holding of hydraulic pressure in the second pressure accumulating chamber, and therefore the life of the first and second accumulators can be extended.
If the output of the power source does not immediately become 0 even when the IG / SW is turned off, the hydraulic pressure of the hydraulic pump that uses the power source as the drive source is compared immediately after the IG / SW is turned off. May be large. As described above, when the hydraulic pressure of the hydraulic pump is relatively high, the above-described valve opening control is executed, and when the valve opening control is finished before the hydraulic pressure of the hydraulic pump becomes small, the valve including the first pressure accumulation chamber is closed. There is a possibility that the hydraulic pressure accumulated in the circuit cannot be sufficiently released and the hydraulic pressure is wasted in the first and second pressure accumulating chambers.
According to the above-described configuration, whether or not the hydraulic pressure of the hydraulic pump has decreased to a predetermined pressure or less is determined by the hydraulic pressure determination means, and the valve opening control is performed to reduce the hydraulic pressure of the hydraulic pump to a predetermined pressure or lower. Continue until it is determined that As a result, the valve opening control can be continued until the hydraulic pressure of the hydraulic pump becomes very small, so that the hydraulic pressure accumulated in the closed circuit including the first pressure accumulating chamber can be sufficiently released, and the above-described problems can be avoided. it can.

According to a second aspect of the present invention, in the hydraulic pressure supply device for a vehicle according to the first aspect , the shutoff valve 64 includes a check valve mode that functions as a check valve, and a valve open mode that is forcibly opened. In the check valve mode, the hydraulic pressure on the first pressure accumulation chamber side is between the hydraulic pressure supply target and the hydraulic pump 31 and the first pressure accumulation chamber. When the hydraulic pressure is lower than the hydraulic pressure on the hydraulic pump 31 side, communication is performed, and when the hydraulic pressure is higher, the communication is cut off, and the control means selects the valve opening mode in order to execute the valve opening control.

  According to this configuration, the shut-off valve is configured to be selectively controllable in the check valve mode and the valve open mode. During the check valve mode, the hydraulic supply target and the hydraulic pump and the first pressure accumulation chamber are arranged. Is communicated when the hydraulic pressure on the first pressure accumulating chamber side is lower than the hydraulic pressure supply target and the hydraulic pressure on the hydraulic pump side, and shut off when high. Thus, the above-described effect of the invention according to claim 1, that is, the effect that the hydraulic pressure from the hydraulic pump can be accumulated in the first pressure accumulation chamber and the accumulated hydraulic pressure can be maintained can be effectively obtained. In addition, during the check valve mode, a special control operation for switching between opening and closing of the shut-off valve is not required, so that the hydraulic pressure can be easily accumulated and held in the first pressure accumulating chamber.

  Further, in the case where the above-described shut-off valve is used, when the power source is stopped for a long time due to the IG / SW being turned off, unlike the invention according to claim 1, without performing the valve opening control described above. When the shutoff valve is held in the closed state, and the hydraulic pressure accumulated in the second accumulator of the second accumulator described above is held for a long time, there are the following problems.

  That is, when the hydraulic pressure is held in the second pressure accumulation chamber for a long time in this way, the piston of the second accumulator may be fixed. In this case, for example, when control is performed in the check valve mode so that the shutoff valve functions as a check valve during operation of the hydraulic pump, the hydraulic pressure accumulated in the second pressure accumulating chamber is reduced when the operation of the hydraulic pump is resumed. In this state, the hydraulic pressure from the hydraulic pump is supplied to the first pressure accumulating chamber. The first and second closed by the shut-off valve by this and the shut-off valve functioning as a check valve that allows only the inflow of hydraulic oil from the hydraulic pump to the first pressure accumulating chamber side by the above control. The hydraulic pressure in the closed circuit including the pressure accumulating chamber is higher than in a normal case where the piston is not fixed. Then, during the subsequent operation of the hydraulic pump, the hydraulic pressure in the closed circuit may be further increased due to the increase in temperature, resulting in an overpressure state. In that case, there is a possibility that the hydraulic pressure in the closed circuit cannot be supplied to the hydraulic pressure supply target because the shutoff valve cannot be opened due to the hydraulic pressure in the overpressure state.

  On the other hand, according to the present invention including the requirements of the invention according to claim 1, when the IG · SW is off, the valve opening control for forcibly opening the shutoff valve is executed. The trouble can be avoided.

Further, unlike the invention according to claim 1 , when the valve opening control of the shutoff valve is finished before the hydraulic pressure of the hydraulic pump drops below a predetermined pressure, the shutoff valve is moved from the hydraulic pump to the first pressure accumulating chamber side thereafter. By functioning as a check valve that allows only the inflow of hydraulic oil, a relatively large hydraulic pressure may be accumulated in the closed circuit including the first and second pressure accumulating chambers.

On the other hand, according to the present invention including the requirements of the invention according to claim 1 , the hydraulic pressure of the hydraulic pump is very small until it is determined that the hydraulic pressure of the hydraulic pump has dropped below a predetermined pressure. Since the valve opening control is continued until it becomes, the above-described problems can be avoided.

1 is a skeleton diagram schematically showing a vehicle to which a hydraulic pressure supply device according to an embodiment is applied. It is a hydraulic circuit diagram which shows a hydraulic pressure supply apparatus etc. It is a block diagram which shows ECU etc. of a hydraulic pressure supply apparatus. It is a figure which shows roughly the pressure accumulation apparatus etc. in the driving | operation of an internal combustion engine. It is a flowchart which shows the process for controlling operation | movement of the various valves of a hydraulic pressure supply apparatus performed by ECU shown in FIG. It is a flowchart which shows the control process for manual stop performed by ECU. It is a figure which shows roughly the pressure accumulator etc. in the automatic stop of an internal combustion engine. It is a figure which shows roughly the pressure accumulator etc. at the time of restart from the internal stop of an internal combustion engine. It is a timing chart which shows the operation example of the hydraulic pressure supply apparatus by this embodiment.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. The vehicle drive system shown in FIG. 1 has an internal combustion engine (hereinafter referred to as “engine”) 3 as a power source of the vehicle, and the driving force of the engine 3 is applied to left and right drive wheels DW (only the right drive wheel is shown). A power transmission device T for transmission is provided. The engine 3 is a gasoline engine and has a crankshaft 3a for outputting driving force. The power transmission device T includes a torque converter 4, a forward / reverse switching mechanism 5, and a continuously variable transmission 6.

  The torque converter 4 includes a pump impeller 4a, a turbine runner 4b, a lock-up clutch (hereinafter referred to as “LU clutch”) 4c, and the like. The pump impeller 4a is connected to the crankshaft 3a, and the turbine runner 4b is connected to an input shaft 14 to be described later, and hydraulic oil is filled between the both 4a and 4b. The driving force of the engine 3 (hereinafter referred to as “engine driving force”) is basically transmitted to the input shaft 14 via the pump impeller 4a, hydraulic oil, and the turbine runner 4b.

  The LU clutch 4c is a hydraulic type, and the LU clutch 4c is provided with a first LU oil chamber 4d and a second LU oil chamber 4e (see FIG. 2). The LU clutch 4c is engaged when the hydraulic pressure is supplied to the first LU oil chamber 4d and the hydraulic pressure (hydraulic fluid) is discharged from the second LU oil chamber 4e. While being supplied to the 2LU oil chamber 4e, the hydraulic oil is discharged from the first LU oil chamber 4d, thereby entering a released state. By engaging the LU clutch 4c, the crankshaft 3a of the engine 3 and the input shaft 14 are directly connected. Further, the degree of engagement of the LU clutch 4c changes according to the hydraulic pressure (amount of hydraulic oil) supplied to the first or second LU oil chambers 4d, 4e.

  The forward / reverse switching mechanism 5 includes a planetary gear unit 11, a forward clutch 12, and a reverse brake 13. The planetary gear device 11 is of a single pinion type, and supports a sun gear 11a, a ring gear 11b, a plurality of planetary gears 11c (only two are shown) meshing with both gears 11a and 11b, and these planetary gears 11c are rotatably supported. Carrier 11d. The sun gear 11 a is provided integrally with the input shaft 14.

  The forward clutch 12 is a hydraulic type, and its inner is integrally attached to the input shaft 14, and the outer of the forward clutch 12 is integrally attached to the ring gear 11 b and the main shaft 21. The main shaft 21 is formed in a hollow shape, and the input shaft 14 is rotatably disposed inside the main shaft 21. By engaging the forward clutch 12, the input shaft 14 is directly connected to the main shaft 21, and by releasing the forward clutch 12, differential rotation between the input shaft 14 and the main shaft 21 is allowed. The reverse brake 13 is composed of a hydraulic clutch or the like and is attached to the carrier 11d. The reverse brake 13 holds the carrier 11d in a non-rotatable state when in the engaged state, and rotates the carrier 11d when in the released state. Allow.

  The forward clutch 12 has an FWD oil chamber 12a (see FIG. 2). The forward clutch 12 is engaged by supplying hydraulic pressure to the FWD oil chamber 12a, and is released by stopping supply of the hydraulic pressure. . The reverse brake 13 has an RVS oil chamber 13a (see FIG. 2). The reverse brake 13 is engaged by supplying hydraulic pressure to the RVS oil chamber 13a, and is released by stopping supply of the hydraulic pressure. The degree of engagement of the forward clutch 12 and the reverse brake 13 changes according to the hydraulic pressure (amount of hydraulic fluid) supplied to the FWD oil chamber 12a and the RVS oil chamber 13a, respectively.

  In the forward / reverse switching mechanism 5 configured as described above, when the vehicle moves forward, the forward clutch 12 is engaged and the reverse brake 13 is released. As a result, the main shaft 21 rotates at the same rotational speed in the same direction as the input shaft 14. On the other hand, when the vehicle moves backward, the forward clutch 12 is released and the reverse brake 13 is engaged. Thereby, the main shaft 21 rotates in the opposite direction to the input shaft 14.

  The continuously variable transmission 6 is a belt type and includes the main shaft 21, the driving pulley 22, the driven pulley 23, the transmission belt 24, and the auxiliary shaft 25. The drive pulley 22 has a movable part 22a and a fixed part 22b facing each other. The movable portion 22 a is attached to the main shaft 21 so as to be movable in the axial direction and relatively non-rotatable, and the fixed portion 22 b is fixed to the main shaft 21. A V-shaped belt groove for winding the transmission belt 24 is formed between the two 22a and 22b. Further, the movable portion 22a is provided with a DR oil chamber 22c (see FIG. 2), and when the hydraulic pressure is supplied to the DR oil chamber 22c, the movable portion 22a moves in the axial direction to drive. The pulley width of the pulley 22 is changed, and its effective diameter changes.

  The driven pulley 23 is configured in the same manner as the drive pulley 22, the movable portion 23 a is attached to the auxiliary shaft 25 so as to be movable in the axial direction and non-rotatable, and the fixed portion 23 b is connected to the auxiliary pulley 23. It is fixed to the shaft 25. A V-shaped belt groove is formed between the two 23a and 23b. The movable portion 23a is provided with a DN oil chamber 23c (see FIG. 2) and a return spring 23d. When the hydraulic pressure is supplied to the DN oil chamber 23c, the movable portion 23a moves in the axial direction, thereby changing the pulley width of the driven pulley 23 and changing its effective diameter. Further, the return spring 23d biases the movable portion 23a toward the fixed portion 23b. The transmission belt 24 is wound around the pulleys 22 and 23 while being fitted in the belt grooves of the pulleys 22 and 23.

  As described above, in the continuously variable transmission 6, the effective diameters of the pulleys 22 and 23 are steplessly changed by supplying hydraulic pressure to the DR oil chamber 22c of the drive pulley 22 and the DN oil chamber 23c of the driven pulley 23. Thereby, the gear ratio is controlled steplessly. This gear ratio is the ratio between the rotational speed of the drive pulley 22 and the rotational speed of the driven pulley 23.

  A gear 25a is fixed to the auxiliary shaft 25, and the gear 25a meshes with the gear G of the differential gear mechanism DF via large and small idler gears IG1 and IG2 provided integrally with the idler shaft IS. ing. The differential gear mechanism DF is connected to the left and right drive wheels DW.

  In the drive system having the above configuration, the engine driving force is transmitted to the left and right drive wheels DW via the torque converter 4, the forward / reverse switching mechanism 5, the continuously variable transmission 6, and the differential gear mechanism DF. At that time, the forward / reverse switching mechanism 5 switches the rotation direction of the transmitted driving force between the forward rotation direction and the reverse rotation direction, thereby moving the vehicle forward and backward. The engine driving force is transmitted to the drive wheels DW in a state where the engine driving force is continuously changed by the continuously variable transmission 6.

  Next, referring to FIG. 2, the first and second LU oil chambers 4d and 4e of the LU clutch 4c, the FWD oil chamber 12a of the forward clutch 12, the RVS oil chamber 13a of the reverse brake 13, and the continuously variable transmission are described. A hydraulic pressure supply device that supplies hydraulic pressure for operation to the DR oil chamber 22c and the DN oil chamber 23c of the machine 6 will be described. Hereinafter, the LU clutch 4c, the forward clutch 12, the reverse brake 13 and the continuously variable transmission 6 are collectively referred to as “hydraulic supply target” as appropriate.

  The hydraulic pressure supply device includes a hydraulic pump 31, an LU hydraulic line LUL for supplying hydraulic pressure to the first and second LU oil chambers 4d and 4e, and a clutch for supplying hydraulic pressure to the FWD oil chamber 12a and the RVS oil chamber 13a. A hydraulic line CLL and a pulley hydraulic line PUL for supplying hydraulic pressure to the DR oil chamber 22c and the DN oil chamber 23c are provided.

  The hydraulic pump 31 is a gear pump that uses the engine 3 as a drive source, and is connected to the crankshaft 3a. The hydraulic pump 31 is connected to a PH pressure regulating valve (PH REG VLV) 32 via an oil passage, and pumps hydraulic oil stored in the reservoir R to the PH pressure regulating valve 32. The PH pressure adjusting valve 32 is constituted by a mechanical spool valve, and the LU hydraulic line LUL, the clutch hydraulic line CLL, and the pulley hydraulic pressure are adjusted while the hydraulic pressure from the hydraulic pump 31 is adjusted during operation of the hydraulic pump 31. Supply to line PUL.

  The LU hydraulic line LUL includes a TC pressure regulating valve (TC REG VLV) 33 connected to the PH pressure regulating valve 32 via an oil passage, and an LU control valve (LU CTL VLV) connected to the TC pressure regulating valve 33 via an oil passage. ) 34, an LU control valve 34, an LU switching valve (LU SFT VLV) 35 connected to the first and second LU oil chambers 4d and 4e of the LU clutch 4c via an oil passage, and the like. These TC pressure regulating valve 33, LU control valve 34 and LU switching valve 35 are constituted by spool valves. During operation of the hydraulic pump 31, the hydraulic pressure from the PH pressure regulating valve 32 is supplied to the first or second LU oil chamber 4d, 4e of the LU clutch 4c via the TC pressure regulating valve 33, the LU control valve 34, the LU switching valve 35, and the like. Supplied.

  The LU control valve 34 is supplied with a hydraulic pressure from a pressure reducing valve (CR VLV) 42, which will be described later, regulated by a first electromagnetic valve (LS-LCC) SV1. As a result, when the LU control valve 34 is driven, the hydraulic pressure (amount of hydraulic oil) supplied to the first or second LU oil chambers 4d, 4e changes, and consequently the degree of engagement of the LU clutch 4c is changed. The In this manner, the degree of engagement of the LU clutch 4c is changed by changing the opening degree of the first electromagnetic valve SV1. The opening degree of the first electromagnetic valve SV1 is controlled by an ECU 2 described later (see FIG. 3).

  The LU switching valve 35 is connected to a second electromagnetic valve (SOL-A) SV2. The LU switching valve 35 is driven by the excitation / non-excitation of the second electromagnetic valve SV2, whereby the hydraulic pressure supply destination from the LU control valve 34 is switched to the first or second LU oil chamber 4d, 4e. As a result, as described above, the hydraulic pressure is supplied to the first LU oil chamber 4d and the hydraulic oil is discharged from the second LU oil chamber 4e. While being supplied to the oil chamber 4e, the operating oil is discharged from the first LU oil chamber 4d, thereby entering a released state. Excitation / non-excitation of the second solenoid valve SV2 is controlled by the ECU 2 (see FIG. 3).

  The clutch hydraulic line CLL includes a branch oil passage 41, a pressure reducing valve 42, a CL main oil passage 43, a third electromagnetic valve (LS-CPC) SV3, a manual valve (MAN VLV) 44, and the like. One end of the branch oil passage 41 is connected to a PU main oil passage 51 described later, and the other end is connected to a pressure reducing valve 42. The PU main oil passage 51 is connected to the PH pressure regulating valve 32, and the hydraulic pressure from the PH pressure regulating valve 32 is supplied to the pressure reducing valve 42 via the PU main oil passage 51 and the branch oil passage 41 during operation of the hydraulic pump 31. Supplied.

  The pressure reducing valve 42 is constituted by a mechanical spool valve, and is connected to a manual valve 44 via a CL main oil passage 43. A second valve for opening and closing the valve is provided in the middle of the CL main oil passage 43. Three solenoid valves SV3 are provided. During operation of the hydraulic pump 31, the hydraulic pressure supplied from the PH pressure regulating valve 32 to the pressure reducing valve 42 is reduced by the pressure reducing valve 42 and further regulated by the third electromagnetic valve SV 3, via the CL main oil passage 43. And supplied to the manual valve 44.

  The manual valve 44 is composed of a spool valve, and is connected to the FWD oil chamber 12a and the RVS oil chamber 13a via an oil passage. The manual valve 44 selects the FWD oil chamber 12a as a hydraulic pressure supply destination from the third electromagnetic valve SV3 when the shift position of a shift lever SL, which will be described later, is in drive or low, and selects RVS when in reverse. The oil chamber 13a is selected. Thereby, the rotation direction of the driving force is switched by the forward / reverse switching mechanism 5 described above. In this case, the degree of engagement of the forward clutch 12 or the reverse brake 13 is changed by adjusting the hydraulic pressure supplied to the FWD oil chamber 12a or the RVS oil chamber 13a by changing the opening of the third electromagnetic valve SV3. The The opening degree of the third electromagnetic valve SV3 is controlled by the ECU 2 (see FIG. 3).

  The pulley hydraulic line PUL includes a PU main oil passage 51, a DR pressure regulating valve (DR REG VLV) 52, a DN pressure regulating valve (DN REG VLV) 53, and the like. One end of the PU main oil passage 51 is connected to the PH pressure regulating valve 32, and a branch portion 51c in the middle branches into a first PU main oil passage 51a and a second PU main oil passage 51b. Yes. Moreover, both the DR pressure regulating valve 52 and the DN pressure regulating valve 53 are constituted by spool valves, and are respectively provided in the middle of the first and second PU main oil passages 51a and 51b. The aforementioned branch passage 41 of the clutch hydraulic line CLL branches off from the PH pressure regulating valve 32 side of the branch portion 51c of the PU main oil passage 51. During operation of the hydraulic pump 31, the hydraulic pressure from the PH pressure regulating valve 32 is supplied to the DR oil via the PU main oil passage 51, the first and second PU main oil passages 51 a and 51 b, and the DR pressure regulating valve 52 and the DN pressure regulating valve 53. It is supplied to the chamber 22c and the DN oil chamber 23c, respectively.

  Further, the oil pressure from the pressure reducing valve 42 is supplied to the DR pressure regulating valve 52 in a state where the pressure is regulated by the fourth electromagnetic valve (LS-DR) SV4. As a result, when the DR pressure regulating valve 52 is driven, the hydraulic pressure (amount of hydraulic oil) supplied to the DR oil chamber 22c changes, and consequently the effective diameter of the drive pulley 22 is changed. Thus, the effective diameter of the drive pulley 22 is changed by changing the opening degree of the fourth electromagnetic valve SV4. The opening degree of the fourth electromagnetic valve SV4 is controlled by the ECU 2 (see FIG. 3).

  The DN pressure regulating valve 53 is supplied with the hydraulic pressure from the pressure reducing valve 42 in a state of being regulated by a fifth electromagnetic valve (LS-DN) SV5. As a result, when the DN pressure regulating valve 53 is driven, the hydraulic pressure (amount of hydraulic oil) supplied to the DN oil chamber 23c changes, and consequently, the effective diameter of the driven pulley 23 is changed. Thus, the effective diameter of the driven pulley 23 is changed by changing the opening degree of the fifth electromagnetic valve SV5. The opening degree of the fifth electromagnetic valve SV5 is controlled by the ECU 2 (see FIG. 3).

  Further, a hydraulic pressure sensor 71 is connected to a portion of the second PU main oil passage 51b downstream of the DN pressure regulating valve 53 via an oil passage. The oil pressure sensor 71 is of a strain gauge type that operates by supplying electric power from a power source 2a, which will be described later. The oil pressure sensor (hereinafter referred to as “PU oil pressure”) of the second PU main oil passage 51b on the downstream side of the DN pressure regulating valve 53. And the detection signal is output to the ECU 2. Hereinafter, the PU oil pressure detected by the oil pressure sensor 71 is referred to as “detected PU oil pressure POD”.

  Further, the hydraulic pressure supply device is provided with a backup valve (B / U VLV) BV for ensuring the supply of hydraulic pressure to the forward clutch 12 and the reverse brake 13 when the third electromagnetic valve SV3 fails. The backup valve BV is provided on the manual valve 44 side of the above-described CL main oil passage 43 with respect to the third solenoid valve SV3, and through the oil passage OL provided in parallel with the CL main oil passage 43. The pressure reducing valve 42 is connected. The oil passage OL is connected to a portion of the CL main oil passage 43 downstream of the pressure reducing valve 42 and upstream of the third electromagnetic valve SV3. Further, the backup valve BV is connected to the LU switching valve 35 and the DR pressure regulating valve 52 through an oil passage.

  When the third electromagnetic valve SV3 is out of order, the hydraulic pressure from the pressure reducing valve 42 is supplied to the backup valve BV while being adjusted to a relatively high pressure by the above-described fourth electromagnetic valve SV4. Thus, when the backup valve BV is driven, the hydraulic pressure supplied from the pressure reducing valve 42 to the backup valve BV through the oil passage OL is supplied to various elements as follows. That is, a part of the hydraulic pressure supplied to the backup valve BV is supplied to the FWD oil chamber 12a or the RVS oil chamber 13a via the manual valve 44 and the downstream portion of the CL main oil passage 43 from the backup valve BV. Thereby, the forward clutch 12 or the reverse brake 13 is engaged. A part of the remaining hydraulic pressure supplied to the backup valve BV is supplied to the LU switching valve 35, and the remainder is supplied to the DR oil chamber 22 c via the DR pressure regulating valve 52. As a result, the LU clutch 4c is controlled to the released state, and the effective diameter of the drive pulley 22 is fixed.

  As is clear from the above description, the fourth solenoid valve SV4 is also used as a solenoid valve for driving the DR pressure regulating valve 52 and the backup valve BV. Therefore, when the third solenoid valve SV3 is normal, The hydraulic pressure from the four solenoid valve SV4 is supplied to both the DR pressure regulating valve 52 and the backup valve BV. The backup valve BV is provided with a return spring (not shown), and the backup valve BV is not driven by the low hydraulic pressure supplied when the third electromagnetic valve SV3 is normal due to the urging force of the return spring. Driven only by the higher hydraulic pressure supplied in case of failure. Thereby, when the third solenoid valve SV3 is normal, the above-described operation at the time of failure is not performed.

  The hydraulic pressure supply device is provided with a pressure accumulator 61. As shown in FIG. 4, the pressure accumulator 61 includes a sub line 62, a first accumulator 63, a shutoff valve 64, and a second accumulator 65. One end portion of the subline 62 is connected to the downstream side of the pressure reducing valve 42 in the CL main oil passage 43 and upstream of the connection portion with the oil passage OL, and the other end portion is One accumulator 63 is connected.

  The first accumulator 63 includes a cylindrical cylinder 63a, a cylindrical piston 63b slidably provided in the cylinder 63a, and a spring 63c formed of a compression coil spring. A pressure accumulation chamber 63d is defined between the cylinder 63a and the piston 63b, and the piston 63b is biased toward the pressure accumulation chamber 63d by a spring 63c. A seal (O-ring) 63e is provided on the outer peripheral surface of the piston 63b to prevent leakage of hydraulic oil from the pressure accumulating chamber 63d. The above-described sub line 62 communicates with the pressure accumulation chamber 63d. As described above, the pressure accumulation chamber 63d communicates with the hydraulic pressure supply target such as the forward clutch 12 and the hydraulic pump 31 described above. The biasing force (spring constant) of the spring 63c is set so that the hydraulic pressure accumulated in the pressure accumulating chamber 63d is, for example, 0.3 to 0.5 MPa.

  The shut-off valve 64 is configured by an electromagnetic valve that can be selectively controlled between a valve opening mode in which the valve is forcibly opened and a check valve mode that functions as a check valve, and is provided in the middle of the subline 62. ing. Specifically, the shut-off valve 64 holds the valve body 64a movable between a valve opening position shown in FIG. 4 and a valve closing position shown in FIG. 7 described later, and the valve body 64a in the valve closing position. The return spring 64b energizing in this way, the solenoid 64c for driving the valve body 64a, and the like. The solenoid 64c has a plunger 64d and is connected to the ECU 2 (see FIG. 3). When the shutoff valve 64 is controlled in the valve opening mode, the drive signal ASO is input from the ECU 2 to the solenoid 64c. During this valve opening mode, the plunger 64d presses the valve body 64a against the urging force of the return spring 64b, whereby the valve body 64a is held at the valve opening position. That is, the shutoff valve 64 is forcibly held in the valve open state during the valve open mode.

  On the other hand, when the shutoff valve 64 is controlled in the check valve mode, the input of the drive signal ASO from the ECU 2 to the solenoid 64c is stopped. During the check valve mode, the plunger 64d is held away from the valve body 64a, so that the shut-off valve 64 functions as a check valve. In addition, during the check valve mode, when the hydraulic pressure in the portion of the sub-line 62 closer to the first accumulator 63 than the cutoff valve 64 is lower than the hydraulic pressure in the portion closer to the CL main oil passage 43 than the cutoff valve 64, Due to the action, the valve body 64a is automatically moved to the valve opening position against the urging force of the return spring 64b, whereby the operation from the part on the CL main oil passage 43 side to the part on the first accumulator 63 side is performed. Inflow of oil is allowed.

  Further, in the check valve mode, contrary to the above, the hydraulic pressure of the portion of the sub-line 62 closer to the first accumulator 63 than the cutoff valve 64 is higher than the hydraulic pressure of the portion closer to the CL main oil passage 43 than the cutoff valve 64. When the pressure is high, the valve element 64a is automatically moved to the valve closing position by the action of the hydraulic pressure and the urging force by the return spring 64b, whereby the portion on the CL main oil passage 43 side from the portion on the first accumulator 63 side. Inflow of hydraulic oil into the tank is blocked.

  The second accumulator 65 is smaller than the first accumulator 63, and includes a cylindrical cylinder 65a, a cylindrical piston 65b slidably provided in the cylinder 65a, and a compression coil spring. A spring 65c is provided. The inside of the cylinder 65a is divided into a pressure accumulating chamber 65d and a back chamber 65e by a piston 65b. Further, a recess 65f is formed in a portion of the piston 65b on the back chamber 65e side, and the space inside the recess 65f constitutes a part of the back chamber 65e. Furthermore, a seal (O-ring) 65g is provided on the outer peripheral surface of the piston 65b to prevent leakage of hydraulic oil between the pressure accumulation chamber 65d and the back chamber 65e. The spring 65c is provided in the back chamber 65e, and a part thereof is accommodated in the recess 65f. The piston 65b is urged toward the pressure accumulation chamber 65d by a spring 65c. The setting of the urging force (spring constant) of the spring 65c will be described later.

  Further, the second accumulator 65 is connected to the sub line 62 so as to bypass the shutoff valve 64 via the first oil passage 66 and the second oil passage 67. Thereby, the back chamber 65 e of the second accumulator 65 communicates with the subline 62 via the first oil passage 66, and the pressure accumulation chamber 65 d communicates with the subline 62 via the second oil passage 67. As described above, the pressure accumulating chamber 65d communicates with the hydraulic pressure supply target (the forward clutch 12 and the like) and the hydraulic pump 31 via the shutoff valve 64, and the back chamber 65e is hydraulic without using the shutoff valve 64. It communicates with the supply target and the hydraulic pump 31. For this reason, during operation of the hydraulic pump 31, the hydraulic pressure from the CL main oil passage 43 acts as a back pressure on the end surface of the piston 65b on the rear chamber 65e side via the subline 62 and the first oil passage 66. The pressure accumulating chamber 65d communicates with the pressure accumulating chamber 63d of the first accumulator 63 through the second oil passage 67 and the sub line 62 without passing through the shutoff valve 64.

  The pressure accumulating chamber 65d is communicated with the pressure accumulating chamber 63d of the first accumulator 63 via the second oil passage 67 and the sub line 62, but may be communicated only via the second oil passage 67. Further, although the back chamber 65e is communicated with the CL main oil passage 43 via the first oil passage 66 and the sub line 62, it may be communicated only via the first oil passage 66.

  As shown in FIG. 3, the ECU 2 outputs a detection signal representing the engine speed (hereinafter referred to as “engine speed”) NE of the engine 3 from the engine speed sensor 72. Further, the ECU 2 receives from the accelerator opening sensor 73 a detection signal indicating an operation amount (hereinafter referred to as “accelerator opening”) AP of an accelerator pedal (not shown) of the vehicle from the vehicle speed sensor 74 to determine the vehicle speed VP of the vehicle. A detection signal is output.

  The vehicle is provided with a shift lever SL. As the shift position of this shift lever SL, parking “P”, reverse “R”, neutral “N”, drive “D” and low “L” ranges are set. , Manipulated to one of these shift positions. When the shift lever SL is in the parking or neutral position, the vehicle is prevented from traveling by the power of the engine 3. Further, the shift position of the shift lever SL is detected by the shift position sensor 75, and a POSI signal representing it is output to the ECU 2.

  Further, an ignition switch (hereinafter referred to as “IG / SW”) 76 and a brake switch (hereinafter referred to as “BR / SW”) 77 of the vehicle are connected to the ECU 2. The IG / SW 76 is turned on / off by an operation of an ignition key (not shown) by the driver, and outputs an ON / OFF signal to the ECU 2. In this case, when the IG · SW 76 is turned on while the engine 3 is stopped, the engine 3 is started by operating a starter (not shown). Further, when the IG · SW 76 is turned off during the operation of the engine 3, the engine 3 is thereby stopped (manually stopped). Further, the BR / SW 77 outputs an ON signal to the ECU 2 when the brake pedal (not shown) of the vehicle is depressed, and an OFF signal when it is not depressed.

  The ECU 2 is composed of a microcomputer including an I / O interface, CPU, RAM, ROM, and the like. In response to the detection signals from the various sensors 71 to 75 and the ON / OFF signals from the IG / SW 76 and the BR / SW 77, the CPU follows the control program stored in the ROM in accordance with the control program stored in the ROM. The operation of the valves SV1 to SV5 and the shutoff valve 64 is controlled. Further, the ECU 2 is provided with a power supply 2a for supplying power, and the on / off of the ECU 2 is controlled by the CPU. As described above, the power source 2a is shared as a power source for the ECU 2 and the hydraulic sensor 71 described above.

  Next, processing executed by the CPU will be described with reference to FIG. FIG. 5 shows a process for controlling the operation of various valves such as the shut-off valve 64 described above, and this process is repeatedly executed at a predetermined control cycle (for example, 100 msec). First, in step 2 of FIG. 5 (shown as “S2”, the same applies hereinafter), it is determined whether or not an OFF signal is output from the IG / SW 76.

If the answer to step 2 is NO and an ON signal is output from the IG • SW 76, it is determined whether or not an idle stop flag F_IDLESTP is “1” (step 3). The idle stop flag F_IDLESTP indicates that the engine 3 is being automatically stopped by “1”. The engine 3 is automatically stopped by, for example, a plurality of predetermined stop conditions including the following predetermined conditions A to D: It is executed when both are established. Further, the automatic stop of the engine 3 is executed by stopping the fuel supply to the engine 3 or the like.
A: The ON signal is output from the IG / SW 76 B: The detected vehicle speed VP is less than or equal to the predetermined value VPREF C: The detected accelerator opening AP is less than or equal to the predetermined value APREF D: BR · The ON signal is output from SW77

Further, during the automatic stop of the engine 3, for example, when at least one of a plurality of predetermined restart conditions including the following predetermined conditions E and F is satisfied, the engine 3 is automatically restarted. The restart of the engine 3 is executed by controlling the fuel supply to the starter and the engine 3 or the like.
E: The accelerator pedal opening AP exceeded a predetermined value APREF by depressing the accelerator pedal. F: An OFF signal was output from the BR / SW 77 by depressing the brake pedal.

  When the answer to step 3 is NO (F_IDLESTP = 0), that is, when the engine 3 is not automatically stopped, it is determined whether or not the previous value F_IDLESTPZ of the idle stop flag is “1” (step 4). When this answer is NO (F_IDLESTPZ = 0), that is, when the engine 3 is in operation, in order to control various valves such as the shutoff valve 64 by the operation control mode, in step 5, the operation The control flag F_OPECO is set to “1”, and the control flag for automatic stop F_ASTCO, the control flag for restart F_RESCO, and the control flag for manual stop F_STPCO are all set to “0”, and this process is terminated. To do.

  In this control mode for operation, the opening degrees of the first to fifth electromagnetic valves SV1 to SV5 are controlled according to the detected operating state of the engine 3 such as the detected engine speed NE, the vehicle speed VP, and the accelerator opening degree AP. Thereby, the LU clutch 4c, the forward clutch 12, the continuously variable transmission 6, and the like are controlled. In addition, the opening degree of the fifth electromagnetic valve SV5 is further controlled in accordance with the detected PU hydraulic pressure POD, so that the effective diameter and lateral pressure of the driven pulley 23 (the pressure at which the driven pulley 23 sandwiches the transmission belt 24) are increased. Be controlled. Further, the input of the drive signal ASO described above to the shutoff valve 64 is stopped, whereby the shutoff valve 64 is controlled in the check valve mode as described above, thereby functioning as a check valve.

  The control flag for operation F_OPECO, the control flag for automatic stop F_ASTCO, the control flag for restart F_RESCO, and the control flag for manual stop F_STPCO are all when the IG / SW 76 is switched from OFF to ON. Reset to “0”.

  On the other hand, when the answer to the step 3 is YES (F_IDLESTP = 1) and the engine 3 is in the automatic stop state, in order to control various valves in the automatic stop time control mode, in step 6, the automatic stop time is used. The control flag F_ASTCO is set to “1”, the control flag for operation F_OPECO, the control flag for restart F_RESCO, and the control flag for manual stop F_STPCO are all set to “0”, and this process is terminated. . In this automatic stop time control mode, the first to fifth electromagnetic valves SV1 to SV5 are controlled to a state immediately before the engine 3 is automatically stopped. Further, when the hydraulic pump 31 is stopped along with the automatic stop of the engine 3, the supply of hydraulic pressure to the oil chambers such as the FWD oil chamber 12a and the DR oil chamber 22c described above is stopped. Further, as in the case of the above-described control mode for operation, the shutoff valve 64 is controlled in the check valve mode by stopping the input of the drive signal ASO to the shutoff valve 64.

  During automatic stop of the engine 3, elements other than the pressure accumulator 61 of the hydraulic pressure supply device, that is, the first and second LU oil chambers 4d and 4e, the FWD oil chamber 12a, the RVS oil chamber 13a, the DR oil chamber 22c, DN The hydraulic oil in the oil chamber 23c, the LU hydraulic line LUL, the clutch hydraulic line CLL, and the pulley hydraulic line PUL is discharged (drained) to the reservoir R via a drain pipe (not shown).

  On the other hand, when the answer to step 4 is YES (F_IDLESTPZ = 1), that is, when the engine 3 is restarted from the automatic stop, in order to control various valves in the restart control mode, 7, the control flag for restart F_RESCO is set to “1”, and the control flag for operation F_OPECO, the control flag for automatic stop F_ASTCO, and the control flag for manual stop F_STPCO are all set to “0”. Then, this process ends. In the restart time control mode, the opening degree of the first to fifth electromagnetic valves SV1 to SV5 is controlled according to the operating state of the engine 3 and the like, as in the case of the operation time control mode. Further, by inputting the drive signal ASO to the shutoff valve 64, the shutoff valve 64 is forcibly held in the valve open state by being controlled in the valve open mode described above. Further, the restart time control mode is continued from the start until it is determined that the hydraulic pressure of the hydraulic pump 31 has risen sufficiently, and the determination is made based on the engine speed NE.

  On the other hand, if the answer to step 2 is YES and an OFF signal is output from the IG / SW 76, it is determined that the forced valve opening condition is satisfied, and various valves are controlled by the manual stop control mode. Therefore, step 9 is executed, and this process is terminated. This manual stop time control mode will be described later. By executing this step 9, the manual stop time control flag F_STPCO is set to “1”, and the operation time control flag F_OPECO, the automatic stop time control flag F_ASTCO, and the restart time control flag F_RESCO are all “ 0 "is set.

  Next, the control process for manual stop will be described with reference to FIG. This process is a process for controlling various valves in the manual stop time control mode, and is repeatedly executed at a predetermined control cycle as in the process shown in FIG. First, in step 31 in FIG. 6, it is determined whether or not the manual stop time control flag F_STPCO set in steps 5 to 6 and 9 in FIG. 5 is “1”. When this answer is NO, the present process is finished as it is, while when YES (F_STPCO = 1), it is determined whether or not a completion flag F_DONE described later is “1” (step 32).

  When this answer is NO (F_DONE = 0), the drive signal ASO is input to the shutoff valve 64 in order to execute the valve opening control for forcibly opening the shutoff valve 64 (step 33). Thereby, the shut-off valve 64 is forcibly opened by being controlled in the valve opening mode. Next, it is determined whether or not the engine speed NE is substantially 0 (step 34).

  When the answer to step 34 is NO, the process is terminated as it is. On the other hand, when the answer to step 34 is YES and the engine speed NE has decreased to approximately zero, it is determined that the hydraulic pressure of the hydraulic pump 31 using the engine 3 as a drive source has decreased to approximately zero. Assuming that the valve opening control of the shutoff valve 64 in step 33 has been completed, the completion flag F_DONE is set to “1” in order to indicate that (step 35), and the process proceeds to step 36.

  By executing step 35, the answer to step 32 becomes YES (F_DONE = 1). In this case, steps 33 to 35 are skipped and the process proceeds to step 36. In step 36, the input of the drive signal ASO to the shutoff valve 64 is stopped, and this process is terminated. The completion flag F_DONE is reset to “0” when the IG • SW 76 is switched from OFF to ON.

  Further, FIG. 6 shows only the control operation of the shutoff valve 64, but the input of the drive signal to the first to fifth electromagnetic valves SV1 to SV5 is stopped during the manual stop time control process. . Further, during the execution of the manual stop control process, the hydraulic oil in the elements other than the pressure accumulator 61 of the hydraulic pressure supply device (such as the FWD oil chamber 12a and the clutch hydraulic line CLL) is discharged to the reservoir R as in the automatic stop. The

  When the completion flag F_DONE is set to “1”, the power source 2a is controlled to be in an off state by the CPU thereafter. As a result, the input of the drive signal from the ECU 2 to the first to fifth electromagnetic valves SV1 to SV5 and the input of the drive signal ASO to the shutoff valve 64 are stopped, and the execution of the processing shown in FIGS. 5 and 6 is stopped. Is done. When the IG • SW 76 is turned on again, the power supply 2a is turned on accordingly, and the processing shown in FIGS. 5 and 6 is executed.

  In step 34 of FIG. 6, it is determined whether or not the engine speed NE is substantially 0. However, it may be determined whether or not the engine speed NE is equal to or less than a predetermined speed NEREF. . As a result, when the engine speed NE is equal to or lower than the predetermined speed NEREF, it is determined that the hydraulic pressure of the hydraulic pump 31 has decreased below the predetermined pressure, and the valve opening control of the shutoff valve 64 at step 33 is completed. May be considered.

  Next, referring to FIGS. 4, 7, and 8, the pressure accumulator 61 during operation of the engine 3 (FIG. 4), automatic stop (FIG. 7), and restart from the automatic stop (FIG. 8). The operation will be described in order.

[During engine 3 operation]
As described with reference to FIG. 5, when the engine 3 is in operation, that is, when the hydraulic pump 31 is in operation (step 4: NO in FIG. 5), the operation control mode is executed (step 5). During execution of the control mode for operation, the check valve 64 is controlled in the check valve mode, so that only check oil is allowed to flow from the CL main oil passage 43 side to the first accumulator 63 side. Acts as a valve. In this case, since the hydraulic pressure supplied from the hydraulic pump 31 to the CL main oil passage 43 is higher than the hydraulic pressure of the first accumulator 63, the shutoff valve 64 is automatically opened by the action of the hydraulic pressure, thereby the first The accumulator 63 and the CL main oil passage 43 communicate with each other.

  Thereby, as shown in FIG. 4, the hydraulic pressure from the CL main oil passage 43 is supplied to the pressure accumulating chamber 63d of the first accumulator 63 via the subline 62, and the piston 63b is pressed by pressing the piston 63b. It moves to the opposite side of the pressure accumulating chamber 63d against the urging force of the spring 63c (shown by a hollow arrow in FIG. 4). As a result, the hydraulic pressure is accumulated in the first accumulator 63.

  Further, the hydraulic pressure from the CL main oil passage 43 acts as a back pressure on the end surface of the second accumulator 65 on the back chamber 65 e side via the subline 62 and the first oil passage 66. The urging force of the spring 65 c is such that, during operation of the hydraulic pump 31, the sum of the urging force of the spring 65 c and the back pressure is greater than the hydraulic pressure in the circuit including the subline 62, the first accumulator 63 and the second oil passage 67. It is set to be. As a result, as shown in FIG. 4, during operation of the hydraulic pump 31, the end surface of the piston 65b on the pressure accumulation chamber 65d side is held in contact with the inner wall of the cylinder 65a, and the valve body 65h is in its closed position. Thus, the hydraulic pressure from the hydraulic pump 31 can be appropriately accumulated in the first accumulator 63 while hardly accumulating in the second accumulator 65.

[Engine 3 is automatically stopped]
During the automatic stop of the engine 3 (step 3: YES in FIG. 5), the control mode for automatic stop is executed (step 6). During execution of the automatic stop time control mode, the shutoff valve 64 is controlled in the check valve mode and functions as a check valve, as in the operation time control mode. In this case, with the automatic stop of the engine 3, the supply of hydraulic pressure from the hydraulic pump 31 to the CL main oil passage 43 is stopped, and the hydraulic oil in the CL main oil passage 43 is discharged to the reservoir R as described above. Therefore, the hydraulic pressure at the first accumulator 63 side with respect to the cutoff valve 64 in the sub-line 62 is higher than the hydraulic pressure at the CL main oil passage 43 side with respect to the cutoff valve 64, so that the cutoff valve 64 is automatically set. Closes automatically. As a result, as shown in FIG. 7, the CL main oil passage 43 and the first accumulator 63 are blocked, so that the hydraulic pressure accumulated in the first accumulator 63 is maintained. Further, by closing the shutoff valve 64, a closed circuit including the sub line 62, the first accumulator 63, and the second oil passage 67 is formed.

  Further, when the hydraulic pump 31 is stopped, the back pressure from the CL main oil passage 43 does not act accordingly, and the back chamber 65e communicates with the hydraulic pump 31 without passing through the shutoff valve 64. Therefore, only the urging force of the spring 65c acts as a pressing force for pressing the piston 65b of the second accumulator 65 toward the pressure accumulating chamber 65d. Further, the pressure accumulating chamber 65 d communicates with the pressure accumulating chamber 63 d of the first accumulator 63 via the second oil passage 67 and the sub line 62 without passing through the shutoff valve 64. As described above, when the hydraulic pump 31 is stopped, the piston 65b of the second accumulator 65 moves toward the back chamber 65e by being pressed by the hydraulic pressure accumulated in the closed circuit closed by the shutoff valve 64 ( (Indicated by a hollow arrow in FIG. 7). Accordingly, a part of the hydraulic pressure (hydraulic oil) in the closed circuit is supplied to the pressure accumulating chamber 65d of the second accumulator 65 and accumulated. Therefore, the hydraulic pressure in the closed circuit can be reduced by the excess amount.

[When restarting from automatic stop of engine 3]
When the engine 3 is restarted from automatic stop (step 4: FIG. 5: YES), the restart control mode is executed (step 7). During execution of this restart time control mode, the shutoff valve 64 is held in the valve open state by being controlled in the valve open mode, whereby the first accumulator 63 and the CL main oil passage 43 communicate with each other. . Accordingly, as shown in FIG. 8, the piston 63b of the first accumulator 63 moves to the pressure accumulating chamber 63d side by the urging force of the spring 63c (illustrated by a hollow arrow in the same figure). As described above, the hydraulic pressure accumulated in the closed circuit such as the first accumulator 63 described above is supplied to the FWD oil chamber 12a via the subline 62 and the CL main oil passage 43, and is further supplied to the branch oil passage 41 and PU. The oil is supplied to the DR oil chamber 22c and the DN oil chamber 23c through the main oil passage 51. When the hydraulic pressure of the hydraulic pump 31 rises sufficiently, the hydraulic pressure from the hydraulic pump 31 is supplied to the DR oil chamber 22c, the DN oil chamber 23c, and the FWD oil chamber 12a in addition to the hydraulic pressure from the closed circuit. Therefore, according to the present embodiment, the hydraulic pressure can be quickly and sufficiently supplied to the continuously variable transmission 6 and the forward clutch 12 when the engine 3 is restarted from the automatic stop.

  FIG. 8 shows a state immediately after the operation of the hydraulic pump 31 is restarted due to the restart of the engine 3. In this state, the hydraulic pressure by the hydraulic pump 31 has not yet risen sufficiently, and in the closed circuit Since the hydraulic pressure is higher, as shown in the figure, the hydraulic oil flows to the hydraulic pump 31 side in the portion closer to the hydraulic pump 31 than the connection portion with the sub line 62 of the CL main oil passage 43.

  In addition, as the shutoff valve 64 is opened, as a pressing force for pressing the piston 65b of the second accumulator 65 toward the pressure accumulating chamber 65d, a pressing force composed of both the back pressure and the urging force of the spring 65c acts again. To do. Thereby, when the piston 65b moves to the pressure accumulating chamber 65d side (illustrated by a hollow arrow in FIG. 8), the hydraulic pressure (hydraulic oil) accumulated in the second accumulator 65 so far is changed to the second oil passage. 67, along with the hydraulic pressure from the first accumulator 63, is supplied to the DR oil chamber 22 c, the DN oil chamber 23 c, and the FWD oil chamber 12 a through the sub line 62 and the PU main oil passage 51. Therefore, according to this embodiment, when the operation of the hydraulic pump 31 is resumed, the hydraulic pressure (hydraulic fluid) accumulated in the second accumulator 65 during the stoppage is supplied to the continuously variable transmission 6 and the forward clutch 12 without waste. can do.

  FIG. 9 shows an operation example of the hydraulic pressure supply apparatus when the IG · SW 76 is turned off while the engine 3 is in operation and the engine 3 is manually stopped. In FIG. 9, “1” indicates that the drive signal ASO is input to the shutoff valve 64, and “0” indicates that the drive signal ASO is not input. Further, in the figure, POP is the hydraulic pressure of the hydraulic pump 31 (hereinafter referred to as “pump hydraulic pressure”), and PAC is the hydraulic pressure accumulated in the pressure accumulation chamber 63d of the first accumulator 63 (hereinafter referred to as “accumulator hydraulic pressure”). is there.

  As shown in FIG. 9, when the engine 3 is in operation and the control mode for operation is being executed (F_OPECO = 1) (time t0, step 4: NO in FIG. 5), as described above. The shutoff valve 64 functions as a check valve that allows only hydraulic oil to flow from the hydraulic pump 31 toward the pressure accumulating chamber 63d by being controlled in the check valve mode. Due to this and the pump hydraulic pressure POP of the hydraulic pump 31 using the engine 3 as a drive source, the accumulator hydraulic pressure PAC changes in a substantially constant state.

  When the IG · SW 76 is turned off (time point t1), the engine 3 is manually stopped, whereby the engine speed NE is lowered and the pump hydraulic pressure POP is lowered. In this case, even if the engine 3 is manually stopped, the crankshaft 3a rotates with inertia, so the engine speed NE does not immediately become the value 0, and the pump hydraulic pressure POP does not immediately become the value 0. .

  As the IG / SW 76 is turned off (step 2 in FIG. 5: YES), the operation control flag F_OPECO is reset to “0” and the manual stop control flag F_STPCO is set to “1”. As a result of (Step 9), the control mode for manual stop is started (Step 31 of FIG. 6: YES). Accordingly, valve opening control for forcibly opening the shut-off valve 64 is executed, and during the execution, the drive signal ASO is input to the shut-off valve 64, whereby the shut-off valve 64 is held open. The As a result, the first accumulator 63 and the CL main oil passage 43 communicate with each other, whereby the accumulator hydraulic pressure PAC is released and decreases.

  When the engine speed NE becomes substantially zero (time t2, step 34 in FIG. 6: YES), it is determined that the pump hydraulic pressure POP has dropped to substantially zero, and the above valve opening control is completed. The completion flag F_DONE is set to “1” (step 35), and the input of the drive signal ASO to the shutoff valve 64 is stopped (step 36). In this way, the valve opening control of the shutoff valve 64 is continued from the start until it is determined that the pump hydraulic pressure POP has decreased to almost zero. As described above, in this operation example, the accumulator hydraulic pressure PAC is substantially zero when the valve opening control is completed.

  The correspondence between various elements in the present embodiment and various elements in the present invention is as follows. That is, the LU clutch 4c, the continuously variable transmission 6, the forward clutch 12, and the reverse brake 13 in the present embodiment correspond to the hydraulic pressure supply object in the present invention, and the spring 65c in the present embodiment is an urging force in the present invention. Corresponds to means. Further, the pressure accumulating chamber 63d and the pressure accumulating chamber 65d in the present embodiment correspond to the first and second pressure accumulating chambers in the present invention, respectively, and the ECU 2 in the present embodiment performs the condition determination means, the control means, and the hydraulic pressure determination in the present invention. Corresponds to means.

  As described above, according to the present embodiment, as described with reference to FIG. 4, the hydraulic pump is connected by the shutoff valve 64 during the operation of the engine 3, that is, during the operation of the hydraulic pump 31. The hydraulic pressure from 31 can be accumulated in the pressure accumulation chamber 63 d of the first accumulator 63. In addition, as described with reference to FIG. 7, the hydraulic pressure accumulated in the pressure accumulating chamber 63 d can be maintained by shutting off the shutoff valve 64 during the automatic stop of the engine 3. Further, as described with reference to FIG. 8, when the engine 3 is restarted from the automatic stop, the hydraulic pressure accumulated in the pressure accumulating chamber 63d is changed to the hydraulic pressure supply target (forward clutch 12).

  Further, as described with reference to FIG. 4, during operation of the hydraulic pump 31, the hydraulic pressure from the hydraulic pump 31 is hardly accumulated in the pressure accumulating chamber 65 d of the second accumulator 65, and the pressure accumulating chamber of the first accumulator 63. 63d can be stored appropriately. Furthermore, as described with reference to FIG. 7, while the hydraulic pump 31 is stopped, a part of the hydraulic pressure in the closed circuit such as the first accumulator 63 can be supplied to the pressure accumulating chamber 65d of the second accumulator 65, and the surplus Can be reduced by minutes. As a result, a small valve having a relatively low pressure resistance can be adopted as the shutoff valve 64, and therefore the manufacturing cost of the hydraulic pressure supply device can be reduced.

  Further, as described with reference to FIG. 8, when the operation of the hydraulic pump 31 is resumed, the hydraulic pressure (hydraulic oil) accumulated in the pressure accumulating chamber 65d of the second accumulator 65 during the stop of the hydraulic pump 31 is changed to the first. Together with the hydraulic pressure from the accumulator 63d of the accumulator 63, it can be supplied to the hydraulic pressure supply target without waste. Further, since the hydraulic oil accumulated in the pressure accumulating chamber 65d can be discharged when the operation of the hydraulic pump 31 is restarted in this way, when the hydraulic pump 31 is stopped again, a part of the hydraulic pressure in the closed circuit is accumulated. It is possible to appropriately accumulate in 65d. Therefore, even when the operation / stop of the hydraulic pump 31 is repeatedly performed, the above-described effects can be effectively obtained.

  Further, when the IG · SW 76 is off, it is determined that the forced valve opening condition is satisfied (steps 2 and 9 in FIG. 5), and it is determined that the forced valve opening condition is satisfied. Sometimes, valve opening control for forcibly opening the shutoff valve 64 is executed (steps 31 and 33 in FIG. 6). As a result, the hydraulic pressure accumulated in the closed circuit including the pressure accumulation chamber 63d of the first accumulator 63 can be released when it is not necessary to quickly supply the hydraulic pressure to the hydraulic pressure supply target because the IG / SW 76 is off. In addition, the hydraulic pressure is not held in the pressure accumulation chamber 63d and the pressure accumulation chamber 65d, and thus the life of the first and second accumulators 63 and 65 can be extended.

  Further, the valve opening control of the shutoff valve 64 in step 33 is continued until it is determined that the hydraulic pressure of the hydraulic pump 31 is substantially reduced to 0 (step 34: YES). As a result, the valve opening control can be continued until the hydraulic pressure of the hydraulic pump 31 becomes very small, so that the hydraulic pressure accumulated in the closed circuit including the pressure accumulating chamber 63d can be sufficiently released. The effect of extending the life of the two accumulators 63 and 65 can be obtained effectively.

  Further, the shutoff valve 64 is configured to be selectively controllable in the check valve mode and the valve open mode. During the check valve mode, the hydraulic supply target and the pressure accumulation chamber 63d of the hydraulic pump 31 and the first accumulator 63 are provided. When the hydraulic pressure on the pressure accumulating chamber 63d side is lower than the hydraulic pressure supply target and the hydraulic pressure on the hydraulic pump 31 side, the communication is made between them. Thereby, the above-described effect, that is, the effect that the hydraulic pressure from the hydraulic pump 31 can be accumulated in the pressure accumulation chamber 63d and the accumulated hydraulic pressure can be retained can be effectively obtained. Further, during the check valve mode, a special control operation for switching between opening and closing of the shut-off valve 64 is unnecessary, so that the hydraulic pressure can be easily stored and held in the pressure accumulating chamber 63d.

  Further, when the shutoff valve 64 is used, when the engine 3 is stopped for a long time due to the IG · SW 76 being turned off, unlike the present embodiment, the shutoff control is not performed without executing the valve opening control in step 33. When the valve 64 is held in the closed state, and thereby the hydraulic pressure accumulated in the pressure accumulating chamber 65d of the second accumulator 65 is held for a long time, there are the following problems.

  That is, when the hydraulic pressure is held in the pressure accumulating chamber 65d for a long time, the seal 65g of the piston 65b of the second accumulator 65 may be fixed. In this case, for example, when the shutoff valve 64 is controlled in the check valve mode so as to function as a check valve during the operation of the hydraulic pump 31, it is accumulated in the pressure accumulating chamber 65d when the operation of the hydraulic pump 31 is resumed. The hydraulic pressure is not discharged by the sticking of the seal 65g, and the hydraulic pressure from the hydraulic pump 31 is supplied to the pressure accumulating chamber 63d of the first accumulator 63 in this state. By this and the shutoff valve 64 functioning as a check valve that allows only hydraulic oil to flow from the hydraulic pump 31 to the pressure storage chamber 63d side by the above control, the pressure storage chamber 63d closed by the shutoff valve 64. , 65d, the hydraulic pressure in the closed circuit becomes higher than the normal case where the seal 65g is not fixed. Then, during the subsequent operation of the hydraulic pump 31, the hydraulic pressure in the closed circuit may be in an overpressure state due to the temperature of the hydraulic oil in the closed circuit rising due to warming up of the engine 3 or the like. In that case, there is a possibility that the hydraulic pressure in the closed circuit cannot be supplied to the hydraulic pressure supply target because the shutoff valve 64 cannot be opened due to the hydraulic pressure in the overpressure state.

  On the other hand, according to the present embodiment, when the IG · SW 76 is OFF, the valve opening control for forcibly opening the shutoff valve 64 is executed, so that the above-described problems can be avoided. .

  Unlike this embodiment, when the valve opening control of the shutoff valve 64 is finished before the hydraulic pressure of the hydraulic pump 31 drops below a predetermined pressure, the shutoff valve 64 is moved from the hydraulic pump 31 to the pressure accumulating chamber 63d side thereafter. By functioning as a check valve that allows only the inflow of hydraulic oil, a relatively large hydraulic pressure may be accumulated in the closed circuit including the pressure accumulating chamber 63d.

  On the other hand, according to the present embodiment, the valve opening control is continued until it is determined that the hydraulic pressure of the hydraulic pump 31 has decreased to the value 0, so that the above-described problems can be avoided.

  In addition, this invention can be implemented in various aspects, without being limited to the described embodiment. For example, in the embodiment, whether or not the hydraulic pressure of the hydraulic pump in the present invention is reduced to a predetermined pressure or less is determined based on the engine speed NE, but the actual hydraulic pump 31 detected by the sensor is determined. You may determine based on oil_pressure | hydraulic. Alternatively, the elapsed time from when the output signal of the IG / SW 76 is switched to the OFF signal is measured by a timer, and the hydraulic pressure of the hydraulic pump is set to a predetermined pressure when the measured elapsed time becomes longer than the predetermined time. In the following, it may be determined that the value has decreased (to about 0).

  In the embodiment, the valve opening control of the shut-off valve 64 in step 33 is started immediately after the IG • SW 76 is turned off, but is started when a certain amount of time has passed since the IG • SW 76 was turned off. May be. Alternatively, without waiting for the IG / SW 76 to turn off, when the shift lever SL is positioned at a non-traveling position where the vehicle does not travel, that is, when it is positioned at the parking “P” or neutral “N”, The valve opening control may be started. In that case, the hydraulic pressure in the closed circuit including the first accumulator 63 can be released early.

  Furthermore, in the embodiment, the hydraulic pump 31 is a gear pump, but may be a trochoid pump, a vane pump, or the like. In the embodiment, the spring 65c is used as the biasing means in the present invention. However, other appropriate biasing means having a biasing force, such as rubber, may be used. Furthermore, in the embodiment, the first and second accumulators 63 and 65 are connected to the CL main oil passage 43 of the clutch hydraulic line CLL, but other oil passages, for example, the PU main oil passage 51 of the pulley hydraulic line PUL. You may connect to. In the embodiment, the first accumulator 63 is a piston type accumulator, but may be a bladder type accumulator or the like. Furthermore, in the embodiment, the number of the first and second accumulators 63 and 65 is one, but may be two or more.

  In the embodiment, the shut-off valve 64 is configured by an electromagnetic valve that can be controlled in the check valve mode and the valve open mode. However, the valve is closed / opened (or opened / closed) by excitation / non-excitation. May be configured by a general solenoid valve, or may be configured by a hydraulic valve. Furthermore, in the embodiment, the engine 3 that is a gasoline engine is used as the power source of the vehicle in the present invention. However, a diesel engine, an LPG engine, an electric motor, or the like may be used, and both the engine and the electric motor are used. Good (hybrid vehicle). When the present invention is applied to an electric vehicle having only an electric motor as a power source, the ignition switch in the present invention corresponds to a “power switch” in the electric vehicle.

  In the embodiment, the hydraulic pressure supply target in the present invention is the LU clutch 4c, the continuously variable transmission 6, the forward clutch 12, and the reverse brake 13. However, other suitable mechanisms for supplying hydraulic pressure for operation, for example, A variable lift mechanism capable of changing the lift of at least one of the intake valve and the exhaust valve of the internal combustion engine, and a cam phase that is a phase with respect to at least one crankshaft of the intake cam and the exhaust cam that respectively drive the intake valve and the exhaust valve. A variable cam phase variable mechanism or the like may be used. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

2 ECU (condition judging means, control means, oil pressure judging means)
3 Engine (Power source)
4c LU clutch (subject to hydraulic pressure supply)
6 Continuously variable transmission (hydraulic supply target)
12 Forward clutch (hydraulic supply target)
13 Reverse brake (hydraulic supply target)
31 Hydraulic pump 63 First accumulator 63d Pressure accumulation chamber (first pressure accumulation chamber)
64 Shutoff valve 65 Second accumulator 65a Cylinder 65b Piston 65c Spring (biasing means)
65d Pressure storage chamber (second pressure storage chamber)
65e Back room 76 IG / SW

Claims (2)

A hydraulic pressure supply device for a vehicle configured to stop a power source by turning off an ignition switch,
A hydraulic pump for supplying hydraulic pressure for operation to a hydraulic pressure supply target mounted on the vehicle, using the power source as a drive source;
A first accumulator for storing the hydraulic pressure from the hydraulic pump in the first accumulator chamber, the first accumulator chamber communicating with the hydraulic supply target and the hydraulic pump;
A shut-off valve configured to be able to communicate / block between the hydraulic supply target and the hydraulic pump and the first pressure accumulating chamber;
A cylinder, a piston slidably provided in the cylinder, which divides the inside of the cylinder into a second pressure accumulation chamber and a back chamber in which hydraulic pressure is accumulated, and urges the piston toward the second pressure accumulation chamber And the second pressure accumulating chamber communicates with the first pressure accumulating chamber without passing through the shut-off valve, and the back chamber is communicated with the hydraulic pressure supply without passing through the shut-off valve. And a second accumulator communicating with the hydraulic pump;
Condition determining means for determining that the forced valve opening condition is satisfied when the ignition switch is off;
Oil pressure determination means for determining whether or not the oil pressure of the hydraulic pump has dropped below a predetermined pressure;
When it is determined that the forced valve opening condition is satisfied, the valve opening control for forcibly opening the shut-off valve is executed, and the valve opening control is performed using the hydraulic pressure of the hydraulic pump as the predetermined value. Control means that continues until it is determined that the pressure has dropped below the pressure ;
A hydraulic supply device for a vehicle, comprising: The shut-off valve is composed of a solenoid valve that can be selectively controlled to a check valve mode that functions as a check valve and a valve opening mode that is forcibly opened. During the check valve mode, The hydraulic pressure supply target and the hydraulic pump and the first pressure accumulation chamber are connected to each other when the hydraulic pressure on the first pressure accumulation chamber side is lower than the hydraulic pressure on the hydraulic pressure supply target and the hydraulic pump side, and shut off when high. ,
2. The hydraulic pressure supply device for a vehicle according to claim 1, wherein the control unit selects the valve opening mode in order to execute the valve opening control . 3.

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