JP7420531B2 - vehicle - Google Patents

Description

The present invention includes an engine and a wrap-type continuously variable transmission, and has an idling stop function for the engine, and also uses the engine as a drive source as a pump that is a hydraulic supply source of hydraulic oil to a hydraulic circuit of the continuously variable transmission. The present invention relates to a vehicle equipped with a mechanical pump and an electric pump, and particularly relates to a technique for preventing slipping of a wrapping member in a continuously variable transmission.

In vehicles equipped with an engine, each component of the power transmission mechanism for transmitting power from the engine to the drive wheels is supplied by a mechanical pump operated by engine power (hereinafter referred to as "mechanical pump"). A hydraulically controlled configuration is known.

On the other hand, for the purpose of reducing fuel consumption (fuel consumption), etc., vehicles are becoming widespread that can execute an idling stop function that stops the engine without relying on an engine stop operation when a predetermined condition including a vehicle speed condition is met. In such a vehicle, when the idling stop function is executed, the engine stops and the mechanical pump also stops, so a hydraulic pressure supply source separate from the mechanical pump for controlling the power transmission mechanism is required. Specifically, some vehicles with an idling stop function are equipped with a motor-driven electric pump that can supply hydraulic pressure even when the engine is stopped.
For example, in the case of a vehicle equipped with a belt-type, chain-type, or other wrap-type continuously variable transmission, the clamping force of the wrap member is generated by hydraulic pressure supplied from an electric pump while the idling stop function is being executed. Ru.

Note that the following patent documents can be cited as related prior art.

Patent No. 5437336 Patent No. 6277918 Japanese Patent Application Publication No. 2009-133332 Patent No. 4226543

Here, in a vehicle equipped with a wrap-type continuously variable transmission, while the idling stop function is being executed, an electric pump is used as a hydraulic pressure supply path to generate clamping force (squeezing force) for the wrap member. However, if an abnormality occurs in this hydraulic pressure supply path, the clamping force of the wrapping member will decrease due to a drop in the oil pressure, and there is a risk that the wrapping member may slip. There is.

Therefore, by determining whether or not there is an abnormality in the hydraulic pressure supply path during idling stop, and if an abnormality is found, the idling stop state is canceled (in other words, the engine is started), and the hydraulic pressure supply is switched to the mechanical pump. be able to do so. This makes it possible to prevent the wrapping member from slipping.

At this time, in order to appropriately prevent the wrapping member from slipping, accuracy is required in determining whether or not there is an abnormality in the hydraulic pressure supply path. If the abnormality determination is not accurate, switching to a mechanical pump cannot be performed under appropriate conditions, making it difficult to appropriately prevent the wrapping member from slipping.

The present invention has been made in view of the above-mentioned problems, and aims to improve the accuracy of determining the presence or absence of an abnormality in the hydraulic pressure supply path for generating clamping force of the wrapping member using an electric pump as the hydraulic pressure supply source. The purpose is to increase the anti-slip effect of members.

A vehicle according to the present invention includes an engine and a wrap-type continuously variable transmission, and has an idling stop function for the engine, and a pump that is a hydraulic oil supply source of hydraulic oil to a hydraulic circuit of the continuously variable transmission. A vehicle includes a mechanical pump and an electric pump using the engine as a driving source, a rotation speed sensor for detecting the rotation speed of the electric pump, and a hydraulic pressure sensor for detecting the oil pressure of the hydraulic oil in the hydraulic circuit. and a first determination that is an abnormality determination regarding the actual rotational speed that is the rotational speed of the electric pump detected by the rotational speed sensor, and an abnormality determination regarding the actual oil pressure that is the oil pressure detected by the oil pressure sensor. and a control unit that performs a certain second determination and performs control to prohibit the idling stop function based on the determination results of the first determination and the second determination.

If the determination is made only based on the rotational speed of the electric pump, even if an abnormality occurs on the hydraulic circuit side, there is a risk that it will be overlooked. On the other hand, if it is to be determined whether there is an abnormality in the hydraulic pressure supply path for generating clamping force, it may be considered that only the determination based on the hydraulic pressure is sufficient. However, even if the oil pressure is normal, there may be cases where an abnormality has occurred in the electric pump. For example, there may be a case where an abnormality occurs on the hydraulic circuit side that cancels out a hydraulic abnormality caused by an abnormality in the electric pump. This is a case that should not be determined to be normal because it is occurring in a manner that results in the following. For this reason, in the present invention, not only the oil pressure but also the rotational speed of the electric pump are subject to abnormality determination to improve the accuracy of abnormality determination.

In the vehicle according to the present invention described above, when it is determined by the first determination that there is an abnormality in the actual rotation speed, the control unit controls the idling stop regardless of the determination result of the second determination. It is possible to have a configuration that performs control to prohibit the function.
If there is an abnormality on the electric pump side, that is, on the hydraulic pressure supply source side, it becomes difficult to correctly determine the abnormality in the hydraulic circuit in the second determination based on the detected information on the hydraulic pressure. Therefore, if an abnormality on the electric pump side is determined in the first determination, the idling stop function is prohibited regardless of the result of the second determination.

In the vehicle according to the present invention described above, the control unit performs the first determination before the second determination, and when it is determined that there is an abnormality in the actual rotation speed according to the first determination, , it is possible to adopt a configuration in which control is performed to inhibit the idling stop function without performing the second determination.
As a result, if the first determination determines that there is an abnormality in the electric pump, the second determination is not performed.

In the above-mentioned vehicle according to the present invention, the control unit is configured to provide information on an abnormal location, which is information specifying an abnormal location from among the electric pump and the hydraulic circuit, based on the determination results of the first determination and the second determination. It is possible to have a configuration that performs storage processing of information.
This makes it possible to store information representing the abnormal location in the vehicle as log information.

In the vehicle according to the present invention described above, when it is determined by the first determination that there is an abnormality in the actual rotation speed, the control section determines that the abnormality is present regardless of the determination result of the second determination. It is possible to adopt a configuration in which the abnormality location information that specifies only the electric pump is stored.
If there is an abnormality on the electric pump side, that is, on the hydraulic pressure supply source side, it becomes difficult to correctly determine whether the hydraulic circuit is abnormal in the second determination based on the detected value of the hydraulic pressure. Therefore, if the first judgment determines that there is an abnormality on the electric pump side, the abnormality information that specifies only the electric pump as the abnormality is stored, and the result of the second judgment is not referenced at that time. I take it as a thing.

According to the present invention, it is possible to enhance the slip prevention effect of the wrapping member in the wrapping type continuously variable transmission.

1 is a diagram showing an outline of the configuration of a vehicle as an embodiment of the present invention. FIG. 1 is a schematic cross-sectional view of a continuously variable transmission in an embodiment. FIG. 3 is a diagram for explaining the configuration of a hydraulic control section in an embodiment. It is a flow chart showing processing for realizing oil pressure supply control as an embodiment. It is a flow chart showing processing as another example of oil pressure supply control in an embodiment. It is an explanatory diagram of the diagnosis rule of the abnormal place in an embodiment. It is a flow chart showing processing for storing abnormality location information in the embodiment.

<1. Vehicle configuration overview>
FIG. 1 is a diagram showing an outline of the configuration of a vehicle 1 as an embodiment of the present invention. In addition, in FIG. 1, only the structure of the principal part mainly based on this invention is extracted and shown from the structure of the vehicle 1.
The vehicle 1 in this embodiment includes an engine 2 as a driving power source, a power transmission mechanism 3 having a torque converter 4, a forward/reverse switching mechanism 5, and a continuously variable transmission 6, and hydraulic oil pressure of hydraulic oil in the power transmission mechanism 3. It includes a hydraulic control unit 7 that performs control, gears 8 and 9, a differential gear 10, drive wheels 11a and 11b, an engine control unit 12, a transmission mechanism control unit 13, and a bus 14. .

The engine 2 is a driving power source (prime mover) that drives the vehicle 1, and consumes fuel to generate power that acts on the drive wheels 11a and 11b of the vehicle 1. The engine 2 burns fuel to generate mechanical power (engine torque) at a crankshaft 2a, which is an engine output shaft, and can output the mechanical power from the crankshaft 2a toward drive wheels 11a and 11b. has been done.

The power transmission mechanism 3 is provided in a power transmission path from the engine 2 to the drive wheels 11a, 11b, and transmits power from the engine 2 to the drive wheels 11a, 11b, and uses oil as a liquid medium (hydraulic oil: However, it is operated by hydraulic pressure (which can also function as lubricating oil or cooling oil).
In the power transmission mechanism 3, the crankshaft 2a of the engine 2 and the input shaft Ps of the continuously variable transmission 6 are connected via the torque converter 4, the forward/reverse switching mechanism 5, etc., and the output shaft Ss of the continuously variable transmission 6 are connected to drive wheels 11a and 11b via gears 8, 9, differential gear 10, and the like.

The torque converter 4 is disposed between the engine 2 and the forward/reverse switching mechanism 5, and is configured to amplify (or maintain) the torque of the power transmitted from the engine 2 and transmit it to the forward/reverse switching mechanism 5. has been done. The torque converter 4 includes a pump impeller 4a and a turbine runner 4b that are rotatably arranged opposite each other, and the pump impeller 4a is rotatably coupled to the crankshaft 2a via a front cover 4c, and the turbine runner 4b is switched between forward and backward directions. It is configured to be connected to the mechanism 5. As the pump impeller 4a and turbine runner 4b rotate, a viscous fluid such as hydraulic oil interposed between the pump impeller 4a and the turbine runner 4b circulates and flows, thereby allowing a differential between the input and output. It is said that it is possible to amplify and transmit torque.

Further, the torque converter 4 further includes a lock-up clutch 4d that is provided between the turbine runner 4b and the front cover 4c and is connected to the turbine runner 4b so as to be rotatable integrally with the turbine runner 4b. The lock-up clutch 4d is operated by the pressure of hydraulic oil supplied from the hydraulic control unit 7, and is switched between an engaged state (lock-up ON) and a disengaged state (lock-up OFF) with the front cover 4c. When the lock-up clutch 4d is engaged with the front cover 4c, the front cover 4c (that is, the pump impeller 4a) and the turbine runner 4b are engaged, and the relative rotation between the pump impeller 4a and the turbine runner 4b is regulated. Since a differential between input and output is prohibited, torque converter 4 directly transmits the torque transmitted from engine 2 to forward/reverse switching mechanism 5.

The forward/reverse switching mechanism 5 is configured to be able to change the speed of the power (rotational output) from the engine 2 and to switch the rotational direction of the power (ultimately the rotational direction of the drive wheels 11a, 11b). . The forward/reverse switching mechanism 5 is configured to include a planetary gear mechanism 5a, a forward clutch CL as a friction engagement element, a reverse brake BR, and the like. The planetary gear mechanism 5a is a differential mechanism that includes a sun gear, a ring gear, a carrier, etc. as a plurality of rotational elements that can differentially rotate with each other, and the forward clutch CL and the reverse brake BR are connected to the planetary gear mechanism 5a. This is an engagement element for switching the operating state, and can be configured by a friction-type engagement mechanism such as a multi-disc clutch, for example, and a hydraulic wet-type multi-disc clutch is used here.

In the forward/reverse switching mechanism 5, the forward clutch CL and the reverse brake BR are operated by the pressure of hydraulic oil supplied from the hydraulic control unit 7, and the operating state is switched. Specifically, when the forward clutch CL is engaged (engaged state: ON state) and the reverse brake BR is released (OFF state), the forward/reverse switching mechanism 5 converts the power from the engine 2 into forward rotation ( (the direction in which the input shaft Ps rotates when the vehicle 1 moves forward) is transmitted to the input shaft Ps. On the other hand, when the forward clutch CL is released and the reverse brake BR is engaged, the forward/reverse switching mechanism 5 rotates the power from the engine 2 in the reverse direction (in the direction in which the input shaft Ps rotates when the vehicle 1 moves backward). ) is transmitted to the input shaft Ps. When the forward/reverse switching mechanism 5 is in neutral, both the forward clutch CL and the reverse brake BR are released.
Hereinafter, the control system that controls the engagement/release of the forward clutch CL and the reverse brake BR as described above will be collectively referred to as "CB control system 5b".

The continuously variable transmission 6 is provided between the forward/reverse switching mechanism 5 and the drive wheels 11a, 11b in the power transmission path from the engine 2 to the drive wheels 11a, 11b, and is configured to continuously (continuously) transmit the power of the engine 2. It is a transmission device that can change speed and output. Specifically, the continuously variable transmission 6 changes the rotational power (rotational output) from the engine 2, which is transmitted (input) to the input shaft Ps, at a predetermined gear ratio and transfers it to the output shaft Ss, which is the transmission output shaft. The output shaft Ss outputs the shifted power toward the drive wheels 11a and 11b.

The continuously variable transmission 6 includes a primary pulley 61 provided for the input shaft (primary shaft) Ps, a secondary pulley 64 provided for the output shaft (secondary shaft) Ss, and a combination of the primary pulley 61 and the secondary pulley 64. It is configured as a continuously variable transmission (Continuously Variable Transmission: CVT) including a wrapping member 67 such as a belt or chain that is stretched between the two. There is.

The primary pulley 61 has a fixed sheave 62 on the primary side that is fixed in position relative to the input shaft Ps and rotates coaxially with the input shaft Ps, and a movable sheave 63 on the primary side that can be displaced in the axial direction of the input shaft Ps. It is formed by arranging. Further, the secondary pulley 64 coaxially connects a secondary fixed sheave 65 whose position relative to the output shaft Ss is fixed and which rotates coaxially with the output shaft Ss, and a secondary movable sheave 66 which is movable in the axial direction of the output shaft Ss. It is formed by arranging them facing each other. The wrapping member 67 is a substantially V-shaped groove (hereinafter referred to as "V groove") formed between the fixed sheave 62 and the movable sheave 63 on the primary side and between the fixed sheave 65 and the movable sheave 66 on the secondary side. ).

In the continuously variable transmission 6, the hydraulic pressure ( The primary movable sheave 63 and the secondary movable sheave 66 clamp the winding member 67 between the primary fixed sheave 62 and the secondary fixed sheave 65 depending on the primary pressure and secondary pressure (pinch force: clamping force). ) can be controlled. This makes it possible to adjust the rotation radius (winding diameter) of the winding member 67 by changing the width of the V groove in each of the primary pulley 61 and the secondary pulley 64, which corresponds to the input rotational speed of the primary pulley 61. The gear ratio, which is the ratio between the input rotation speed (primary rotation speed) and the output shaft rotation speed (secondary rotation speed) corresponding to the output rotation speed of the secondary pulley 64, can be changed steplessly. Further, by adjusting the clamping force of the wrapping member 67 of the primary pulley 61 and the secondary pulley 64, it is possible to transmit power with a corresponding torque capacity.

Note that the specific configuration of the continuously variable transmission 6 in this embodiment will be explained later.

The power transmitted to the output shaft Ss of the continuously variable transmission 6 is transmitted to the differential gear 10 via the gears 8 and 9. The differential gear 10 transmits the transmitted power to the drive wheels 11a, 11b via each drive shaft. The differential gear 10 absorbs the rotational speed difference between the drive wheels 11a and 11b that occurs when the vehicle 1 turns.

With the above configuration, in the vehicle 1, the power generated by the engine 2 is transmitted to the drive wheels 11a, 11b via the torque converter 4, the forward/reverse switching mechanism 5, the continuously variable transmission 6, the differential gear 10, etc. I can do it. As a result, the vehicle 1 generates a driving force [N] on the contact surfaces of the drive wheels 11a and 11b with the road surface, and is thereby able to travel.

The hydraulic control unit 7 controls the lock-up clutch 4d of the torque converter 4, the forward clutch CL and reverse brake BR of the forward/reverse switching mechanism 5, the primary side movable sheave 63 and the secondary side movable sheave of the continuously variable transmission 6, using hydraulic pressure of hydraulic oil. It operates the power transmission mechanism 3 including 66 and the like.
The hydraulic control unit 7 is configured to include a plurality of oil passages, an oil reservoir, an oil pump, a plurality of electromagnetic valves, etc., and is supplied to each part of the power transmission mechanism 3 in response to a signal from the transmission mechanism control unit 13. Controls the flow rate and oil pressure of hydraulic oil. The hydraulic control unit 7 also functions as a lubricating/cooling oil supply device that lubricates and cools predetermined locations of the power transmission mechanism 3.

The engine control unit 12 and the transmission mechanism control unit 13 are configured with a microcomputer having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), etc., and are equipped with a CAN (Controller Area Network). They are connected to each other so that they can communicate data via a bus 14 that is compatible with a predetermined in-vehicle network communication standard such as .

The engine control unit 12 performs various operational controls for the engine 2, such as fuel injection control, ignition control, and intake air amount adjustment control. Specifically, various operational controls for the engine 2 are performed by controlling various actuators provided in the engine 2 (for example, a throttle actuator that drives a throttle valve, an injector that injects fuel, etc.).
The engine control unit 12 communicates with the transmission mechanism control unit 13, and outputs data regarding the operating state of the engine 2 to the transmission mechanism control unit 13 as necessary. Further, the operation of the engine 2 is controlled based on various signals from the transmission mechanism control unit 13 as necessary.

The engine control unit 12 of this embodiment is capable of executing an idling stop function that stops the engine 2 without depending on an engine stop operation in response to the establishment of a predetermined condition including a vehicle speed condition. Hereinafter, "idling stop" may be abbreviated as "IS".
Specifically, the engine control unit 12 of this example operates under predetermined conditions determined as "operation permission conditions" for the IS function (for example, the engine 2 is sufficiently warmed up, all doors are closed, It is determined whether the conditions (such as that the seat belt is fastened) are satisfied. Then, while the operation permission condition is satisfied, the IS function is activated in response to a predetermined condition defined as an "operation condition" of the IS function, that is, a predetermined condition including a vehicle speed condition being satisfied. That is, the engine 2 is stopped (automatically) regardless of the engine stop operation.
In the case of this example, the vehicle speed condition is that the vehicle speed is below a predetermined speed at which the vehicle can be considered to be in a stopped state. The operating condition other than the vehicle speed is that at least the brake pedal is depressed (other conditions such as the steering wheel not being operated or the vehicle not being on a steep slope can also be added).

The transmission mechanism control unit 13 controls the operation of each part of the power transmission mechanism 3, such as the torque converter 4, the forward/reverse switching mechanism 5, and the continuously variable transmission 6, by controlling the hydraulic control section 7. In particular, it controls the gear ratio of the continuously variable transmission 6.
Note that the processing executed by the transmission mechanism control unit 13 as an embodiment will be explained later.

<2. Configuration of continuously variable transmission in embodiment>
FIG. 2 is a schematic cross-sectional view of the continuously variable transmission 6. As shown in FIG.
In this example, the primary fixed sheave 62 is integrally formed with the input shaft Ps, and the secondary fixed sheave 65 is integrally formed with the output shaft Ss. The primary movable sheave 63 is slidable in the axial direction on the input shaft Ps, and the secondary movable sheave 66 is slidable on the secondary shaft Ss via sliding guides such as spline grooves.

In the continuously variable transmission 6, a primary hydraulic chamber 68 is provided as a hydraulic chamber that applies hydraulic pressure to the primary movable sheave 63, and a secondary hydraulic chamber 69 is provided as a hydraulic chamber that applies hydraulic pressure to the secondary movable sheave 66. ing. In the figure, the hydraulic chamber wall of the primary hydraulic chamber 68 is indicated as a hydraulic chamber wall W68, and the hydraulic chamber wall of the secondary hydraulic chamber 69 is indicated as a hydraulic chamber wall W69.

The primary hydraulic chamber 68 is supplied with hydraulic pressure as a primary pressure, and the secondary hydraulic chamber 69 is supplied with hydraulic pressure as a secondary pressure. In gear ratio control, by adjusting the oil pressure so that the primary pressure gradually increases relative to the secondary pressure, the winding diameter on the primary side gradually increases, and the gear ratio gradually decreases. (It will be on the High side). Conversely, by adjusting the oil pressure so that the secondary pressure gradually increases relative to the primary pressure, the winding diameter on the primary side gradually decreases, and the gear ratio gradually increases (LOW side ).
FIG. 2 shows the state of the continuously variable transmission 6 when the gear ratio is approximately the maximum.

<3. Configuration of hydraulic control section in embodiment>
FIG. 3 is a diagram for explaining the configuration of the hydraulic control section 7. As shown in FIG. Note that FIG. 3 also shows the primary hydraulic chamber 68 and secondary hydraulic chamber 69 formed in the continuously variable transmission 6, and the engine 2.

In FIG. 3, the hydraulic control unit 7 includes a mechanical pump 31 that is driven by the engine 2 as an oil supply source that supplies oil to each part of the power transmission mechanism 3. The mechanical pump 31 is, for example, an internal gear type pump such as a trochoid pump, a vane pump, or the like, and discharges hydraulic oil when a rotor is rotated by the power of the engine 2.

When the engine 2 is in operation and the mechanical pump 31 is in a driving state, the oil stored in the drain 32 in the hydraulic control section 7 is sucked and discharged by the mechanical pump 31 through a strainer (filtration filter) 33. be done. Oil discharged from the mechanical pump 31 flows into the hydraulic path 34.

A line pressure adjustment valve 35 is provided in the hydraulic path 34. The line pressure regulating valve 35 regulates the hydraulic pressure generated by the mechanical pump 31. Control pressure (pilot pressure) is supplied to the line pressure adjustment valve 35 by an SLS linear solenoid 36. The SLS linear solenoid 36 is an electromagnetic valve that generates a control pressure according to a current value determined by a duty signal (duty value) transmitted from the transmission mechanism control unit 13 shown in FIG.

The line pressure adjustment valve 35 adjusts the oil pressure in the hydraulic path 34 according to the control pressure by the SLS linear solenoid 36. The hydraulic pressure in the hydraulic path 34 regulated by the line pressure regulating valve 35 is used as the line pressure PL.

The line pressure adjustment valve 35 can be, for example, a spool valve in which a spool (valve body) slides in the axial direction within the valve body to open/close or switch the flow path, and the input port is connected to the hydraulic path 34. The SLS linear solenoid 36 is connected to a pilot port that inputs pilot pressure, and is configured to be able to discharge surplus flow generated by regulating the line pressure PL from the output port.

The hydraulic path 34 serves as an oil path that supplies oil pressure adjusted to line pressure PL, and includes a first oil path 34a that supplies oil pressure to the primary side (primary oil pressure chamber 68) of the continuously variable transmission 6, and a secondary side (primary oil pressure chamber 68). The second oil passage 34b supplies oil pressure to the secondary oil pressure chamber 69), and the third oil passage supplies oil pressure to the CB control system pressure regulating circuit 70 for adjusting the oil pressure of the CB control system 5b shown in FIG. It has a passage 34c.
The CB control system pressure regulation circuit 70 includes a pressure regulation valve and an actuator that controls the operation of the pressure regulation valve, and the actuator is driven and controlled by the transmission mechanism control unit 13 to regulate the oil pressure of the CB control system 5b. is configured to do so.

The CB control system pressure regulation circuit 70 serves as a configuration for engaging/releasing the forward clutch CL and engaging/releasing the reverse brake BR in the forward/reverse switching mechanism 5, and supplies hydraulic pressure for engaging the forward clutch CL. The clutch oil passage 71 is an oil passage, and the brake oil passage 72 is an oil passage for supplying hydraulic pressure for operation (for engagement) to the reverse brake BR.

A first shift control valve 39 and a second shift control valve 40 are provided for the first oil passage 34a. The first shift control valve 39 is inserted between a primary oil passage communicating with the primary oil pressure chamber 68 and the first oil passage 34a, and has a first duty solenoid (DS1) 41 whose duty is controlled by the transmission mechanism control unit 13. The oil supply to the primary oil passage, that is, the oil supply to the primary hydraulic chamber 68 is adjusted according to the drive of the primary oil passage. In addition, the second shift control valve 40 is provided to be able to input oil from the primary oil passage, and is configured to operate in the primary oil pressure chamber in response to driving of a second duty solenoid (DS2) 42 whose duty is controlled by the transmission mechanism control unit 13. Adjust the oil discharge from 68. That is, when the first duty solenoid 41 operates, oil is introduced from the first shift control valve 39 into the primary hydraulic chamber 68, and the primary side movable sheave 63 moves in a direction to narrow the groove width of the primary pulley 61. , the winding diameter of the winding member 67 increases and shifts up. When the second duty solenoid 42 is activated, oil is discharged from the primary hydraulic chamber 68 by the second shift control valve 40, and the primary side movable sheave 63 moves in the direction of widening the groove width of the primary pulley 61, and the winding member 67 The winding diameter decreases and downshifts. In this way, by operating the first duty solenoid 41 and the second duty solenoid 42, it is possible to control the gear ratio of the continuously variable transmission 6.

A pressure regulating valve 37 is provided for the second oil passage 34b. The pressure regulating valve 37 outputs hydraulic pressure regulated using the line pressure PL as a source pressure. Control pressure is supplied to the pressure regulating valve 37 by an SLS linear solenoid 38. Similarly to the SLS linear solenoid 36 of the line pressure adjustment valve 35, the SLS linear solenoid 38 is an electromagnetic valve that generates control pressure according to a current value determined by a duty signal (duty value) transmitted from the transmission mechanism control unit 13. It is configured as.

The pressure regulating valve 37 is, for example, a spool valve, inputs the output hydraulic pressure of the SLS linear solenoid 38 whose duty is controlled by the transmission mechanism control unit 13 as a pilot pressure, and adjusts the line pressure introduced into the valve based on the pilot pressure. Outputs reduced hydraulic pressure using PL as the source pressure. The hydraulic pressure output from the pressure regulating valve 37 is used as secondary pressure, and is supplied to the secondary hydraulic chamber 69 via the secondary oil passage. The clamping force of the winding member 67 in the continuously variable transmission 6 is increased or decreased depending on the secondary pressure supplied in this manner.

An auxiliary pressure regulating valve 43 is connected to the output port of the line pressure regulating valve 35 . The auxiliary pressure regulating valve 43 is also a spool valve like the line pressure regulating valve 35, and is discharged from the line pressure regulating valve 35 according to the control pressure of the SLS linear solenoid 44 whose duty is controlled by the transmission mechanism control unit 13. Adjust the hydraulic pressure of the excess flow.

The output port of the line pressure adjustment valve 35 is further connected to an L/U control system 46 that controls engagement/disengagement of the lock-up clutch 4d of the torque converter 4, and surplus flow is generated from the line pressure adjustment valve 35. When this occurs, the pressure of the surplus flow is regulated by the sub-pressure regulation valve 43, and the pressure-regulated surplus flow is supplied to the L/U control system 46 (or a low pressure control system that can be controlled at a lower pressure than the continuously variable transmission 6). Ru.

Further, the sub-pressure regulating valve 43 is configured to be able to supply a further surplus flow generated by regulating the pressure of the surplus flow from the output port to lubricate various parts at predetermined locations in the power transmission mechanism 3.
In the hydraulic control unit 7 of this example, a CVT lubricating oil passage 45, which is an oil passage for lubricating the continuously variable transmission 6, is provided as a structure for lubricating each part. Depending on the CVT lubricating oil path 45, oil is supplied as lubricating oil to the wrapping member 67 of the continuously variable transmission 6.

In the hydraulic control section 7, an oil passage is formed so that the surplus flow supplied to the L/U control system 46 and various parts lubrication is finally returned to the drain 32.

Further, the hydraulic control section 7 of this example is provided with an electric pump (EOP: Electrical Oil Pump) 50 driven by an electric motor. During idling stop, that is, when the operation of the mechanical pump 31 is stopped, the transmission mechanism control unit 13 drives the electric pump 50. The electric pump 50 includes a pump section that discharges oil as the rotor rotates, and an electric motor that rotationally drives the rotor. The pump section is composed of, for example, an internal gear type pump such as a trochoid pump, a vane pump, or the like.

When the electric pump 50 is driven, oil stored in the drain 32 is sucked in and discharged by the electric pump 50 through the strainer 33. Oil discharged from the electric pump section 50 flows into the above-mentioned hydraulic path 34 via the check valve 52. That is, the oil discharge path of the electric pump 50 having the check valve 52 merges with the oil discharge path of the mechanical pump 31.
When the electric pump 50 is driven, the oil pressure generated by the electric pump 50 is regulated by the line pressure regulating valve 35.

By providing the electric pump 50 as described above, even when the engine 2 is stopped due to the idling stop function, the hydraulic pressure supplied from the electric pump 50 is used as the drive mechanism of the lock-up clutch 4d and the continuously variable transmission 6. It is said that it is possible to supply the oil to hydraulic chambers, etc.

The hydraulic control unit 7 is provided with a rotation speed sensor 51 that detects the rotation speed of the electric pump 50 and a line pressure sensor 53 that detects the line pressure PL.
In this example, the information on the rotation speed of the electric pump 50 detected by the rotation speed sensor 51 and the line pressure PL detected by the line pressure sensor 53 are the information of "actual rotation speed" and "actual line pressure", respectively. The signal is supplied to the transmission mechanism control unit 13 as a signal (see FIG. 1).

<4. Hydraulic supply control as an embodiment>
As understood from the above description, in the vehicle 1 of the embodiment, when the engine 2 is stopped by the IS function, the electric pump 50 is driven by the transmission mechanism control unit 13, and the electric pump 50 is used as a supply source. The wrapping member 67 is clamped by hydraulic pressure. This prevents the wrapping member 67 from slipping.

In this embodiment, when a configuration is adopted in which the electric pump 50 is driven while the engine is stopped by the IS function to form a hydraulic pressure supply path using the electric pump 50 as a hydraulic pressure supply source, the winding member 67 In order to enhance the anti-slip effect, the transmission mechanism control unit 13 executes the following process.

FIG. 4 is a flowchart showing specific processing steps executed by the transmission mechanism control unit 13 to realize hydraulic pressure supply control according to the embodiment. Note that the transmission mechanism control unit 13 executes the process shown in FIG. 4 based on a program stored in a predetermined storage device such as a built-in ROM, for example.
The transmission mechanism control unit 13 repeatedly executes the process shown in FIG. 4 while the IS function is being executed (that is, while the electric pump 50 is being driven). For example, it is repeatedly executed at a predetermined period.

In FIG. 4, the transmission mechanism control unit 13 executes a first determination process in step S101. The first determination is an abnormality determination regarding the actual rotation speed of the electric pump 50. Specifically, the first determination is to determine whether the actual rotational speed is within a predetermined normal range. In this example, the first determination is made to determine whether the difference between the actual rotational speed and a predetermined reference value is within a predetermined value. At this time, as the reference value, a target value of the rotation speed (hereinafter referred to as "target value Tr") used to drive the electric pump 50 is used. That is, as a first determination in this case, the transmission mechanism control unit 13 calculates the difference between the actual rotation speed value obtained from the rotation speed sensor 51 and the target value Tr, and determines whether the difference value is within a predetermined value or not. Determine whether or not there is.

In step S102 following step S101, the transmission mechanism control unit 13 performs a second determination process. The second determination is an abnormality determination regarding the actual line pressure detected by the line pressure sensor 53. The second determination is to determine whether the actual line pressure is within a predetermined range as a normal range, and in this example, the difference between the actual line pressure and a predetermined reference value is within a predetermined value. This is done to determine whether the value is within the range. At this time, the value of the line pressure PL estimated from the rotation speed of the electric pump 50 (hereinafter referred to as "estimated line pressure Spl") is used as the reference value. Specifically, the value of the line pressure PL estimated from the rotation speed as the target value Tr described above is used as the reference value. In this case, the second determination is to calculate the difference between the actual line pressure value obtained from the line pressure sensor 53 and the assumed line pressure Spl, and determine whether the value of the difference is within a predetermined value. .

In step S103 following step S102, the transmission mechanism control unit 13 determines whether or not there is an EOP abnormality. That is, based on the result of the first determination in step S101, it is determined whether or not the electric pump 50 is found to be abnormal. Specifically, in this example, it is determined whether or not the first determination in step S101 indicates that the difference between the actual rotation speed and the target value Tr is not within a predetermined value.

If it is determined that the difference between the actual rotation speed and the target value Tr is within a predetermined value and there is no EOP abnormality, the transmission mechanism control unit 13 proceeds to step S104 and determines whether or not the hydraulic circuit is abnormal. That is, based on the result of the second determination in step S102, it is determined whether or not there is an abnormality in the actual line pressure. Specifically, in this example, it is determined in the second determination in step S102 whether or not the determination result that the difference between the actual line pressure and the assumed line pressure Spl is not within a predetermined value is obtained.
Here, in the hydraulic pressure supply path for generating the clamping force of the wrapping member 67, there is a case where an abnormality is recognized in the actual line pressure even though there is no abnormality in the electric pump 50 as the hydraulic pressure supply source. It can be assumed that the cause of the abnormality is on the hydraulic circuit side downstream of the electric pump 50 in the hydraulic pressure supply path. Therefore, the determination process in step S104 functions as a process to determine whether or not there is an abnormality in the hydraulic circuit.

For confirmation, the term "hydraulic circuit" used in this specification refers to the part downstream of the hydraulic pressure supply source in the hydraulic pressure supply path for supplying hydraulic pressure to a predetermined hydraulic pressure supply target. do.
There are various possible causes of the abnormality on the hydraulic circuit side. For example, there may be a failure in the line pressure adjustment valve 35 or the SLS linear solenoid 36, a failure in the line pressure sensor 53, etc.

If it is determined in step S104 that there is no abnormality in the hydraulic circuit, the transmission mechanism control unit 13 ends the series of processes shown in FIG. 4. That is, if neither the EOP abnormality nor the hydraulic circuit abnormality occurs, the electric pump 50 continues to be driven.

The transmission mechanism control unit 13 advances the process to step S105 and executes the IS prohibition process in each of the cases where it is determined that there is an EOP abnormality in step S103 and when it is determined that there is a hydraulic circuit abnormality in step S104. . That is, information instructing to inhibit the IS function is provided to the engine control unit 12. At the same time, the transmission mechanism control unit 13 stops driving the electric pump 50.

In response to the instruction to inhibit the IS function, the engine control unit 12 releases the engine from being stopped due to the IS function. That is, the engine 2 is restarted. As a result, driving of the mechanical pump 31 is started, and the state is switched to a hydraulic pressure supply state using the mechanical pump 31 as the supply source.

In response to executing the process of step S105, the transmission mechanism control unit 13 finishes the series of processes shown in FIG. 4.

Here, as can be seen with reference to FIG. 4, in this embodiment, an abnormality determination regarding the actual rotation speed of the electric pump 50 (first determination) and an abnormality determination regarding the actual line pressure in the hydraulic circuit (second determination) are performed. ), IS prohibition processing is performed.
When determining whether or not there is an abnormality in the hydraulic pressure supply path for generating the clamping force of the wrapping member 67, it may be possible to perform only the determination based on the actual rotation speed of the electric pump 50. However, in that case, even if an abnormality occurs on the hydraulic circuit side, there is a risk that it will be overlooked. On the other hand, if it is to be determined whether there is an abnormality in the hydraulic pressure supply path for generating clamping force, it may be considered that only the determination based on the hydraulic pressure is sufficient. However, even if the oil pressure is normal, there may be a case where an abnormality has occurred in the electric pump 50. For example, there may be a case where an abnormality occurs on the hydraulic circuit side that cancels out a hydraulic abnormality due to an abnormality in the electric pump 50. In such a case, the abnormality on the electric pump 50 side and the hydraulic circuit side may coincidentally occur. This is a case that should not be determined to be normal since it only occurs in a manner that allows proper oil pressure to be obtained. For this reason, in this embodiment, not only the oil pressure but also the rotation speed of the electric pump 50 are subject to abnormality determination to improve the accuracy of abnormality determination.
Thereby, it becomes possible to cancel the engine stop state due to the IS function based on an appropriate abnormality determination result, and the slip prevention effect of the wrapping member 67 can be enhanced.

Further, as can be seen with reference to FIG. 4, if it is determined that there is an abnormality in the actual rotation speed in the first determination, the transmission mechanism control unit 13 performs an idling stop regardless of the determination result in the second determination. Controls are in place to prohibit functions.
If there is an abnormality on the electric pump 50 side, that is, on the hydraulic pressure supply source side, it becomes difficult to correctly determine the abnormality in the hydraulic circuit in the second determination based on the detected information on the hydraulic pressure. Therefore, if the first determination determines that there is an abnormality on the electric pump 50 side, the idling stop function is prohibited regardless of the result of the second determination.
This makes it possible to improve the efficiency of the abnormality determination process.

<5. Another example of hydraulic supply control>
FIG. 5 is a flowchart showing processing as another example of hydraulic pressure supply control. As in the case of FIG. 4, the processing is executed by the transmission mechanism control unit 13, and the processing of FIG. 5 is repeatedly executed during the execution of the IS function.
Note that in the following description, processes that are similar to processes that have already been explained will be given the same step numbers and the description will be omitted.

In this case, the transmission mechanism control unit 13 determines whether or not there is an EOP abnormality in step S103 in response to the first determination process being performed in step S101.
If the EOP is not abnormal, the process advances to step S102 to perform a second determination process, and then, in step S104, it is determined whether the hydraulic circuit is abnormal.
If it is determined in step S104 that there is no abnormality in the hydraulic circuit, the transmission mechanism control unit 13 finishes the series of processes shown in FIG.

In this case as well, if it is determined that there is an EOP abnormality in step S103 or if it is determined that there is a hydraulic circuit abnormality in step S104, the transmission mechanism control unit 13 advances the process to step S105 and performs the IS prohibition process. Execute.

Through the process shown in FIG. 5 as described above, the transmission mechanism control unit 13 performs the first determination before the second determination, and if it is determined that there is an abnormality in the actual rotation speed by the first determination, the transmission mechanism control unit 13 performs the first determination before the second determination. Control is performed to prohibit the idling stop function without making a second determination.
As described above, if there is an abnormality on the electric pump 50 side, it becomes difficult to correctly determine whether the hydraulic circuit is abnormal by the second determination. Therefore, if it is determined by the first determination that there is an abnormality in the actual rotational speed, the second determination is not performed.
Thereby, it is possible to reduce the processing load related to abnormality determination.

<6. Regarding diagnosis of abnormal areas>
In the vehicle 1 of this embodiment, storage processing of information representing the diagnosis result of the abnormal location is performed based on the determination results of the first determination and the second determination. Specifically, the transmission mechanism control unit 13 performs storage processing of abnormal location information, which is information specifying an abnormal location from among the electric pump 50 and the hydraulic circuit, based on the determination results of the first determination and the second determination.

FIG. 6 is an explanatory diagram of the diagnosis rule for the abnormal location, and shows the correspondence between the combination of the determination results of the first determination and the second determination and the diagnosis result of the abnormal location.
If the judgment results of the first and second judgments both indicate normality, the diagnosis result is that both the electric pump 50 and the hydraulic circuit are normal. If the result of the first determination is normal and the result of the second determination is abnormal, the diagnosis result is that the electric pump 50 is normal and the hydraulic circuit is abnormal.
If the judgment result of the first judgment indicates an abnormality, the diagnosis result is that only the electric pump 50 is abnormal, regardless of whether the result of the second judgment indicates normality or abnormality. . As described above, if there is an abnormality on the electric pump 50 side as a hydraulic pressure supply source, it is difficult to correctly determine the abnormality on the downstream hydraulic circuit side. Therefore, only the electric pump 50 is left with a diagnostic result indicating that it is abnormal.

The flowchart in FIG. 7 exemplifies the procedure of processing executed by the transmission mechanism control unit 13 to store abnormal location information according to the above-described diagnostic rules.
As shown in the figure, the transmission mechanism control unit 13 performs a first determination process in step S101, and then determines whether or not there is an EOP abnormality in step S103.

If there is no EOP abnormality, the transmission mechanism control unit 13 performs a second determination process in step S102, and then determines whether the hydraulic circuit is abnormal in step S104. If there is no abnormality in the hydraulic circuit, the transmission mechanism control unit 13 finishes the series of processes shown in FIG. In other words, unless an abnormality is found in either the electric pump 50 or the hydraulic circuit, the abnormality location information is not stored.

If it is determined in step S104 that the hydraulic circuit is abnormal, the transmission mechanism control unit 13 executes the process of prohibiting IS in step S105, and then performs the storage process of the hydraulic circuit abnormality information in step S201, as shown in FIG. Finish the series of processing.
In the storage process of step S201, the transmission mechanism control unit 13 performs a process of storing information specifying that only the hydraulic circuit is the abnormal location in a predetermined nonvolatile memory (not shown) as the abnormal location information.

On the other hand, if it is determined in step S103 that there is an EOP abnormality, the transmission mechanism control unit 13 performs the process of prohibiting IS in step S105, and then executes the storage process of the EOP abnormality information in step S202. The series of processes shown in 7 is completed. In the storage process of step S202, the transmission mechanism control unit 13 performs a process of storing information specifying that the only abnormality is the electric pump 50 in the above-mentioned nonvolatile memory as abnormality information.

In the process shown in FIG. 7, when it is determined that there is an abnormality in the actual rotation speed by the first determination, the abnormality location information that specifies only the electric pump 50 as the abnormality location is provided, regardless of the determination result of the second determination. Memory processing is performed.
Thereby, when it is determined in the first determination that there is an abnormality in the actual rotation speed, the second determination can be omitted, and the determination process required for diagnosing the abnormal location can be efficiently reduced.

In addition, in the above, when it is determined that there is an abnormality in the actual rotation speed by the first determination, the abnormality location information that specifies only the electric pump 50 as the abnormality location is stored regardless of the determination result of the second determination. However, instead of the abnormality location information that specifies only the electric pump 50, it is also possible to store abnormality information that specifies both the electric pump 50 and the hydraulic circuit as abnormalities.
As a result, when repairing the vehicle 1, it is possible to ensure that not only the electric pump 50 side but also the hydraulic circuit side is inspected, and if there is an abnormality not only in the electric pump 50 but also in the hydraulic circuit side, the hydraulic It is possible to reduce the possibility that an abnormality on the circuit side will be overlooked.

<7. Modified example>
Note that, in the above example, an abnormality determination is performed for the line pressure PL as the second determination, but as the second determination, an abnormality determination for the oil pressure in the hydraulic circuit may be performed. Specifically, the oil pressure at any location in the oil pressure supply path that uses the electric pump 50 as the oil pressure supply source to generate the clamping force of the wrapping member 67 may be targeted. For example, the abnormality determination can be performed on the secondary pressure as described above, in which case a hydraulic pressure sensor for detecting the secondary pressure may be provided, and the detection information of the hydraulic pressure sensor may be input to the transmission mechanism control unit 13. All you have to do is take .

Furthermore, in the above example, the abnormality determination based on the first determination and the second determination and the process of prohibiting IS based on the result of the abnormality determination are performed while the IS function is being executed. It is not limited to what can be done during execution.
For example, the first determination and the second determination are made when the electric pump 50 is driven after the vehicle control system is started (for example, after a start instruction is given by a start switch provided in the vehicle 1) and before the engine 2 is started. It is possible to do so. This makes it possible to prohibit the IS function before the execution conditions for the IS function are met. That is, it is possible to prevent the winding member 67 from slipping due to hydraulic pressure being supplied by the electric pump 50 in a state where there is an abnormality in the electric pump 50 or the hydraulic circuit.
Alternatively, the first determination and the second determination may be performed while the engine is stopped after the vehicle control system has instructed the vehicle control system to stop (instruction by the occupant's operation) and until the occupant exits the vehicle. As a result, if there is an abnormality in the electric pump 50 or the hydraulic circuit, it is possible to disable the IS function the next time you ride the vehicle, and it is possible to prevent the wrapping member 67 from slipping. can.

<8. Summary of embodiments>
As described above, the vehicle (1) of the embodiment includes an engine (2) and a wrap-type continuously variable transmission (6), and has an idling stop function for the engine and a continuously variable transmission (6). The vehicle is equipped with a mechanical pump (No. 31) and an electric pump (No. 50) driven by an engine as a pump that is a source of hydraulic oil supply to the hydraulic circuit, and the rotation speed detects the number of revolutions of the electric pump. An abnormality determination is made regarding the actual rotation speed, which is the rotation speed of the electric pump, detected by the number sensor (51), the oil pressure sensor (line pressure sensor 53) that detects the hydraulic oil pressure in the hydraulic circuit, and the rotation speed sensor. A first judgment and a second judgment which is an abnormality judgment regarding the actual oil pressure (actual line pressure) which is the oil pressure detected by the oil pressure sensor are performed, and based on the judgment results of the first judgment and the second judgment, the idling A control section (transmission mechanism control unit 13) that performs control to prohibit the stop function is provided.

If the determination is made only based on the rotational speed of the electric pump, even if an abnormality occurs on the hydraulic circuit side, there is a risk that it will be overlooked. On the other hand, if it is to be determined whether there is an abnormality in the hydraulic pressure supply path for generating clamping force, it may be considered that only the determination based on the hydraulic pressure is sufficient. However, even if the oil pressure is normal, there may be cases where an abnormality has occurred in the electric pump. For example, there may be a case where an abnormality occurs on the hydraulic circuit side that cancels out a hydraulic abnormality caused by an abnormality in the electric pump. This is a case that should not be determined to be normal because it is occurring in a manner that results in the following. For this reason, in the present invention, not only the oil pressure but also the rotational speed of the electric pump are subject to abnormality determination to improve the accuracy of abnormality determination.
Therefore, based on an appropriate abnormality determination result, it is possible to prevent the engine from being stopped by the idling stop function, and it is possible to enhance the slip prevention effect of the wrapping member in the continuously variable transmission.

Furthermore, in the vehicle of the embodiment, if the first determination determines that there is an abnormality in the actual rotation speed, the control unit performs control to prohibit the idling stop function regardless of the determination result of the second determination. Is going.
If there is an abnormality on the electric pump side, that is, on the hydraulic pressure supply source side, it becomes difficult to correctly determine whether the hydraulic circuit is abnormal in the second determination based on the detected information on the hydraulic pressure. Therefore, if an abnormality on the electric pump side is determined in the first determination, the idling stop function is prohibited regardless of the result of the second determination.
This makes it possible to improve the efficiency of the abnormality determination process.

Furthermore, in the vehicle of the embodiment, the control unit performs the first determination before the second determination, and if the first determination determines that there is an abnormality in the actual rotation speed, performs the second determination. Control is performed to disable the idling stop function.
Thereby, if it is determined in the first determination that there is an abnormality in the electric pump, the second determination is not performed.
Therefore, it is possible to reduce the processing load related to abnormality determination.

Furthermore, in the vehicle of the embodiment, the control unit performs storage processing of abnormal location information, which is information identifying an abnormal location from among the electric pump and the hydraulic circuit, based on the determination results of the first determination and the second determination. Is going.
This makes it possible to store information representing the abnormal location in the vehicle as log information.
Therefore, it is possible to improve the maintainability of the vehicle.

Further, in the vehicle of the embodiment, if it is determined that there is an abnormality in the actual rotation speed by the first determination, the control unit identifies only the electric pump as the abnormal location, regardless of the determination result of the second determination. The abnormal location information is stored and processed.
If there is an abnormality on the electric pump side, that is, on the hydraulic pressure supply source side, it becomes difficult to correctly determine whether the hydraulic circuit is abnormal in the second determination based on the detected value of the hydraulic pressure. Therefore, if the first judgment determines that there is an abnormality on the electric pump side, the abnormality information that specifies only the electric pump as the abnormality is stored, and the result of the second judgment is not referenced at that time. I take it as a thing.
This makes it possible to improve the efficiency of diagnosing abnormal locations.

1 Vehicle 2 Engine 2a Crankshaft 3 Power transmission mechanism Ps Input shaft Ss Output shaft 6 Continuously variable transmission 61 Primary pulley 62 Primary side fixed sheave 63 Primary side movable sheave 64 Secondary pulley 65 Secondary side fixed sheave 66 Secondary side movable sheave 67 Winding Hanging member 7 Hydraulic control section 12 Engine control unit 13 Transmission mechanism control unit 68 Primary hydraulic chamber 69 Secondary hydraulic chamber 50 Electric pump 51 Rotational speed sensor 52 Check valve 53 Line pressure sensor 31 Mechanical pump 34 Hydraulic path 34a First oil path 34b 2nd oil passage 34c 3rd oil passage 35 Line pressure adjustment valve 36, 38, 44 SLS linear solenoid PL Line pressure

Claims (5)

It includes an engine and a wrap-type continuously variable transmission, and has an idling stop function for the engine, and also uses the engine as a drive source as a pump that is a hydraulic supply source of hydraulic oil to the hydraulic circuit of the continuously variable transmission. A vehicle equipped with a mechanical pump and an electric pump,
a rotation speed sensor that detects the rotation speed of the electric pump;
a hydraulic pressure sensor that detects the hydraulic pressure of the hydraulic oil in the hydraulic circuit;
A first determination is an abnormality determination regarding the actual rotational speed, which is the rotational speed of the electric pump detected by the rotational speed sensor, and a second determination is an abnormality determination regarding the actual oil pressure, which is the oil pressure detected by the oil pressure sensor. a control unit that performs a second determination and performs control to prohibit the idling stop function based on the determination results of the first determination and the second determination;
The control unit includes:
As the second determination, an abnormality determination is made regarding the actual oil pressure during idling stop, and
The first determination and the second determination are performed at a timing after starting the vehicle control system and before starting the engine,
The first determination is made based on a comparison between the actual rotation speed and a rotation speed target value, and the second determination is performed based on a comparison between the actual oil pressure and an oil pressure value estimated from the rotation speed target value. to do
vehicle. The control unit includes:
The vehicle according to claim 1, wherein when it is determined by the first determination that there is an abnormality in the actual rotation speed, control is performed to prohibit the idling stop function regardless of the determination result of the second determination. The control unit includes:
The first determination is performed before the second determination, and if the first determination determines that there is an abnormality in the actual rotation speed, the idling stop function is prohibited without performing the second determination. The vehicle according to claim 1 or 2, wherein the vehicle performs control to perform control. The control unit includes:
Any one of claims 1 to 3, wherein, based on the determination results of the first determination and the second determination, storage processing of abnormal location information, which is information identifying an abnormal location from among the electric pump and the hydraulic circuit, is performed. Vehicle described in Crab. The control unit includes:
If it is determined by the first determination that there is an abnormality in the actual rotation speed, irrespective of the determination result of the second determination, storage processing of the abnormal location information that specifies only the electric pump as an abnormal location is performed. The vehicle according to claim 4.

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