JP2002130144A - Vehicle hydraulic control device - Google Patents

Abstract

(57) [Problem] To provide an electric oil pump in a configuration in which an accumulator is used to supply sufficient hydraulic oil to a transmission when starting an engine, and the pressure of the accumulator is increased by an electric oil pump. If does not work, increase the accumulator pressure. When the electric oil pump is inoperable, the engine is restarted and the pressure of the accumulator is increased by the mechanical oil pump.
Therefore, even when the electric oil pump 19b cannot operate, the mechanical oil pump 19a operates,
The pressure of the accumulator 123 is increased by the mechanical oil pump 19.
a.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control device having a function of supplying hydraulic pressure to a hydraulic mechanism such as a transmission of a vehicle by an electric oil pump and an accumulator.

[0002]

2. Description of the Related Art Conventionally, when a vehicle stops at an intersection or the like during traveling, the engine is automatically stopped under a predetermined stop condition, and then the engine is started under a predetermined start condition, for example, when an accelerator pedal is depressed. A vehicle that performs automatic stop / start control (hereinafter referred to as “eco-run control”) for starting the vehicle has been proposed. Also, a hybrid vehicle that includes an engine and a motor generator as drive sources and uses both of them by switching between them has been put to practical use.

In such a vehicle, when a transmission operated by hydraulic pressure is used, a mechanical oil pump which is a supply source of the hydraulic pressure is normally operated by mechanical power of an engine or a motor generator which is a drive source. Therefore, the mechanical oil pump does not operate while the engine or the like is stopped.

[0004] Therefore, conventionally, an electric oil pump is provided in addition to a mechanical oil pump, and when the engine or the like is stopped and restarted, the electric oil pump supplies hydraulic pressure to a forward clutch in a transmission. Has been proposed.

In order to supply hydraulic pressure to the forward clutch at the time of restart, there has also been proposed an apparatus provided with an accumulator for accumulating hydraulic pressure in a hydraulic circuit (Japanese Patent Laid-Open No. 10-32).
No. 4177). In this device, the hydraulic pressure is supplied by the pressure of the accumulator during a normal restart, and when the pressure of the accumulator falls below a set value, the electric oil pump is operated to increase the pressure of the accumulator, or The hydraulic pressure is supplied directly to the forward clutch by a pump.

[0006]

The electric oil pump is used for some reason, for example, SOC (State of Chamber).
rge (charge state) is low or the motor does not operate due to the ambient temperature of the motor driving the electric oil pump. However, the above-mentioned conventional apparatus does not consider means for increasing the pressure of the accumulator in such a case.

It is an object of the present invention to provide a means for increasing the pressure of an accumulator when the electric oil pump does not operate in a configuration in which the pressure of the accumulator is increased by an electric oil pump.

[0008]

According to a first aspect of the present invention, there is provided a driving source, a first pump driven by a mechanical output of the driving source, a second pump driven by electric energy,
In a hydraulic control device for a vehicle, comprising: a hydraulic mechanism driven by a hydraulic pressure supplied by a pump and a second pump; and an accumulator for accumulating a hydraulic pressure supplied to the hydraulic mechanism, the second pump is operable. Determining means for determining whether the second pump is inoperable by the determining means, and drive source control means for controlling the drive source to an operating state when the determination means determines that the second pump is inoperable. It is a hydraulic control device for a vehicle.

In the first aspect of the present invention, the drive source control means drives and stops the drive source under predetermined conditions. The first pump is driven by a mechanical output of a driving source, and the second pump is driven by electric energy. The hydraulic mechanism is driven by the hydraulic pressure supplied by the first pump and the second pump, and the accumulator accumulates the hydraulic pressure supplied to the hydraulic mechanism. Then, when the determining means determines that the second pump is inoperable, the drive source control means controls the drive source to an operating state. That is, in the first aspect of the present invention, when the second pump is inoperable, the drive source is operated, and the first pump is operated. Therefore, the pressure of the accumulator can be increased by the first pump.

The conditions for determining whether the second pump is operable include that the second pump has not failed, that the amount of charge in the battery driving the second pump is equal to or greater than a predetermined value, An example is that the drive system of the motor driving the two pumps has not failed, and it is desirable to set at least one of them as a condition.

According to a second aspect of the present invention, in the vehicle hydraulic control apparatus according to the first aspect of the present invention, the drive source control means determines that the second pump is inoperable by the determination means. A hydraulic control device for a vehicle, wherein stop of the drive source is prohibited.

According to the second aspect of the present invention, when the determination means determines that the second pump is inoperable, the drive source control means prohibits the stop of the drive source. Therefore, in the second aspect of the present invention, the same effect as in the first aspect of the present invention can be obtained.

According to a third aspect of the present invention, in the vehicle hydraulic control apparatus according to the first aspect of the present invention, the second pump is inoperable by the second drive source connected to the output shaft of the drive source and the determination means. And a second drive source control means for controlling the second drive source to be in an operating state when it is determined that the vehicle is in the hydraulic control device.

According to a third aspect of the present invention, there is provided a second drive source connected to the output shaft of the drive source, and when the determination means determines that the second pump is inoperable, the second drive source control means is provided. ,
The second drive source is controlled to an operating state. Therefore, in the third aspect of the present invention, since the first pump is operated by the second drive source, the pressure of the accumulator can be increased by the first pump.

According to a fourth aspect of the present invention, in the vehicle hydraulic control apparatus according to the first aspect of the present invention, there is further provided an operating means for operating the hydraulic mechanism, wherein the drive source control means comprises: A hydraulic control device for a vehicle, wherein the drive source is controlled to be in an operating state when a value falls below a different reference value according to a shift position of the operating means.

According to the fourth aspect of the present invention, the drive source control means controls the drive source to an operating state when the pressure of the accumulator falls below a different reference value according to the shift position of the operation means. That is, the drive source control means controls the drive source to the operating state when the pressure of the accumulator falls below a predetermined reference value, and uses a different reference value as the reference value according to the shift position of the operation means. Therefore, in the fourth aspect of the present invention, the operation of the first pump can be suppressed in the case of the shift position where the need for boosting is low, and the deterioration of the first pump can be suppressed to extend the life.

According to a fifth aspect of the present invention, in the vehicle control apparatus according to the second aspect of the present invention, the vehicle control apparatus further comprises operating means for operating the hydraulic mechanism, wherein the driving source control means controls the pressure of the accumulator when the pressure of the accumulator is increased. A hydraulic control device for a vehicle, characterized in that the stop of the drive source is prohibited when the value falls below a different reference value according to the shift position of the operating means.

In the fifth aspect of the present invention, the drive source control means prohibits the stop of the drive source when the pressure of the accumulator falls below a different reference value according to the shift position of the operation means. That is, the drive source control means prohibits the stop of the drive source when the pressure of the accumulator falls below a predetermined reference value, and uses a different reference value as the reference value according to the shift position of the operation means. Therefore the fifth
According to the present invention, the operation of the drive source can be suppressed in the case of the shift position where the need for boosting is low, and the energy consumption can be reduced.

According to a sixth aspect of the present invention, in the vehicle hydraulic control apparatus according to the third aspect of the present invention, there is further provided an operating means for operating the hydraulic mechanism, and wherein the second drive source control means comprises a pressure controller for controlling the pressure of the accumulator. Is a hydraulic control device for a vehicle, wherein the second drive source is controlled to be in an operating state when a value falls below a different reference value according to a shift position of the operating means.

In the sixth aspect of the present invention, the second drive source connected to the output shaft of the drive source is operated / stopped by the second drive source control means under predetermined conditions. The second drive source control means controls the second drive source to an operating state when the pressure of the accumulator falls below a different reference value according to the shift position of the operation means. That is, the second drive source control means controls the second drive source to the operating state when the pressure of the accumulator falls below a predetermined reference value. The reference value differs according to the shift position of the operation means. Is used. Therefore, in the sixth aspect of the present invention, the operation of the second drive source can be suppressed in the case of the shift position where the need for boosting is low, and energy consumption can be reduced.

[0021]

FIG. 1 shows a vehicle 20 according to a first embodiment of the present invention.
Automatic transmission 30 that shifts the power from the transmission to drive shaft 32, motor generator 40 that can start engine 22 and also operates as a generator, and supplies power to motor generator 40 via inverter 60 and The vehicle includes a battery 62 that can be charged with the electric power generated by the motor generator 40, and an electronic control unit 70 that controls the entire vehicle 20. The power from the engine 22 is shifted by the automatic transmission 30 to the drive shaft 32.
And finally to the drive wheels 36 and 38 via a differential gear 34 attached to the drive shaft 32.

The engine 22 is an internal combustion engine using gasoline as a fuel. An input shaft of an automatic transmission 30 is connected to one end of a crankshaft 24, which is an output shaft of the engine 22, and a clutch 26 is connected to the other end. Pulley 28 is attached. The operation of the engine 22 is controlled by controlling an opening degree of a throttle valve (not shown) by an electronic control unit for engine (hereinafter referred to as EG ECU) 23 and controlling a valve opening time of a fuel injection valve (not shown).

The automatic transmission 30 includes a well-known hydraulic torque converter 30a that amplifies torque by the action of circulating hydraulic oil and transmits the amplified torque to the rear, and a plurality of forward gears by a combination of a plurality of clutches and brakes. And a gear transmission mechanism 30b composed of a stepped planetary gear 30c in which one of the reverse gears is selectively meshed. The automatic transmission 30 is configured such that a gear ratio is automatically selected according to a traveling state, and a gear ratio is selected according to an operation state of a shift lever 84 provided in a vehicle cabin. . The shift lever 84 is operated at the following positions: P (stop), D (running), R (reverse), N (neutral), 4.3.2, L (low), and during eco-run control. It has a DECO position to be selected and any of them is selected by the driver's will.

A mechanical oil pump 19a used for shifting operation of the automatic transmission 30 is fixed to a driven member of the torque converter 30a. Since the mechanical oil pump 19a is on the driven side with respect to the engine 22,
For example, when the engine 22 is automatically stopped due to the stop of the vehicle 20, the discharge amount of the mechanical oil pump 19a may not be sufficiently secured. For such a case, an electric oil pump 19 operated by the power of a motor (not shown)
b is provided. The operation of the electric oil pump 19b is controlled by an electronic control unit 70 and an electronic control unit for automatic transmission (hereinafter, referred to as ATECU) 31, which will be described later, according to the running state of the vehicle 20.

The mechanical oil pump 19a and the electric oil pump 19b are a C1 clutch 105a that is provided inside the automatic transmission 30 and is a forward clutch that is engaged during forward traveling, and a reverse clutch that is engaged during backward traveling. It is connected to a certain C2 clutch 105b by a hydraulic control circuit 120 shown in FIG.

In FIG. 2, each of the C1 clutch 105a and the C2 clutch 105b has a known configuration in which the clutch is put into an engaged state when the supplied hydraulic pressure rises and becomes a non-engaged state when it falls. The discharge sides of the mechanical oil pump 19a and the electric oil pump 19b are connected to a switching check ball mechanism 19c. When hydraulic oil is supplied from one of the pumps, the pressure causes the check ball to close the other supply hole, thereby switching the supply source. The discharge side of the switching check ball mechanism 19c is the primary regulator valve 6
2 and connected to a manual valve 64.

The hydraulic pressure from the mechanical oil pump 19a or the electric oil pump 19b is supplied by a primary regulator valve 62 at a predetermined line pressure regulated by a line pressure control solenoid 61. The manual valve 64 operates according to each position of the shift lever 84, and supplies a line pressure to a predetermined operating portion. The discharge side of the manual valve 64 is a C1 clutch 1
05a and the C2 clutch 105b.

From the manual valve 64 to the large orifice 1
06 and the switching valve 108, the C1 clutch 105
A first hydraulic path 107 (rapid pressure increase path) for supplying hydraulic pressure to a is configured. Further, a second hydraulic path 109 (normal hydraulic path) that branches from the first hydraulic path 107 after passing through the large orifice 106 and supplies the hydraulic pressure to the C1 clutch 105a through the small orifice 114 is configured. I have. Between the first hydraulic path 107 after passing through the large orifice 106 and the second hydraulic path 109,
A check valve 113 made of a check ball is connected in parallel with the small orifice 114. This check valve 1
Reference numeral 13 indicates a forward direction from the C1 clutch 105a side to the manual valve 64 side.

In the first hydraulic path 107, there is provided a switching valve 108 for interrupting the connection, and a solenoid 110 for driving the switching valve 108.
Is provided, and a C1 accumulator 103 for pressure adjustment is provided.

The primary regulator valve 62
On the other hand, an accumulator 123 is branched and connected to the mechanical oil pump 19a and the electric oil pump 19b, and an accumulator control solenoid 124 is intermittently provided in the branch path. The accumulator control solenoid 124 is a normally closed two-position valve with high sealing performance.

The hydraulic control circuit 120 is configured to rapidly increase the hydraulic pressure to the C1 clutch 105a when the engine 22 is automatically restarted in the eco-run control described later (rapid pressure increase control). That is, when the driver operates the shift lever 84, the manual valve 64 is operated according to each position of the operation, and the line pressure from the primary regulator valve 62 is reduced to the C1 clutch 105.
In particular, when there is a command for the rapid pressure increase control, the engine speed NE increases to a predetermined reference value N.
Triggered by reaching E1 (see FIG. 5), the switching valve 108 is opened, and the line pressure remains unchanged.
05a, and when there is a command to end the rapid pressure increase control, the switching valve 108 is shut off, and the hydraulic oil that has passed through the small orifice 114 is relatively slowly (at substantially the same speed as the conventional one). It is supplied to the clutch 105a. The check valve 113 allows drainage of hydraulic oil from the C1 clutch 105a.

Referring to FIG. 5, when the engine speed NE rises to a target speed NETGT which is slightly higher than the idling speed, the hydraulic pressure supplied to the C1 clutch 105a is reduced by the rapid pressure increase control. In the case of a normal start that is not performed, as shown by the curve a, when the rapid pressure increase control is executed, the pressure is increased at a relatively early timing as shown by the curve b. The switching valve 108 is open only during the period of TFAST, and the output speed of the automatic transmission 30 changes as indicated by NT. In the present embodiment, when the engine 22 is automatically restarted, the rapid pressure increase control for quickly increasing the hydraulic pressure to the C1 clutch 105a is performed. However, instead of such a configuration, or In addition to such a configuration, the engine 22
At the time of automatic restart, the set value (pressure adjustment value) of the line pressure control solenoid 61 may be increased to thereby increase the line pressure (pressure increase control).

As shown in FIG. 2, the C1 accumulator 103 has a piston 118 and a spring 116, and when hydraulic oil is supplied to the C1 clutch 105a, a predetermined value determined by the spring constant of the spring 116. The function is such that the hydraulic pressure is maintained for a while, thereby reducing the shock generated near the end of engagement of the C1 clutch 105a. This hydraulic control circuit 12
The engagement control of a plurality of clutches and brakes provided at 0 is performed by the ATECU 31 by controlling the opening and closing of each solenoid valve.

The rapid pressure increase control is triggered by the fact that the engine speed NE reaches the predetermined reference value NE1 as described above, and the mechanical oil pump 19a is provided with an appropriate rotation sensor to reduce the speed. It may be configured to directly detect the rotation of the mechanical oil pump 19a, or to indirectly detect the operation state of the mechanical oil pump 19a. The pressure on the discharge side may be detected by an appropriate pressure sensor or pressure switch, and may be executed when the pressure reaches a predetermined reference value as a trigger.

The accumulator 123 includes a piston 128 and a spring 126. When the accumulator control solenoid 124 is opened,
A predetermined oil pressure determined by the spring constant of the spring 126 functions so as to be maintained for a while.
The increase in the required amount in the normal operation is supplied to the C1 clutch 105a or the C2 clutch 105b.

Since the accumulator 123 is connected to the mechanical oil pump 19a and the electric oil pump 19b with respect to the manual valve 64, the accumulator 123 is used when the engine 22 is restarted at the D position and when the engine 22 is shifted from the N position to the R position. It functions in both situations when the engine 22 is restarted when it is switched. However, the accumulator 123 may be provided on the C1 clutch 105a side with respect to the manual valve 64,
In that case, the accumulator 123 functions only in the case of the D position.

Referring again to FIG.
Reference numeral 0 denotes a synchronous motor generator, which is used instead of a starter motor when the engine 22 is restarted during execution of the later-described eco-run control, and regenerates electric power when the engine 22 is braked. . A reduction gear 44 is attached to the rotation shaft 42 which is an output shaft of the motor generator 40, and a pulley 58 is attached to the reduction gear 44. The speed reducer 44 includes a sun gear 46 attached to the rotating shaft 42, a ring gear 48, and a plurality of pinion gears 50 that revolve around the sun gear 46 while rotating.
A planetary gear mechanism including a carrier 52 that connects a plurality of pinion gears 50 is configured as a main component. The ring gear 48 is fixed to the case by a brake 54 and is connected to the rotating shaft 42 by a one-way clutch 56. Therefore, brake 5
4 is engaged, the rotation of the rotary shaft 42 is transmitted to the pulley 58 at a reduced speed with the gear ratio of the planetary gear mechanism,
If the brake 54 is disengaged, the one-way clutch 56 is engaged and transmitted without being decelerated. The pulley 58 is connected to the pulley 28 by a belt 59.
2 can be started, and conversely, the motor-generator 40 can be operated as a generator by the power of the engine 22.

The operation of the motor generator 40 is controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 41 via an inverter 60. The operation control of the motor generator 40 by the motor ECU 41 is performed by sequentially controlling the ratio of the on-time of six transistors as switching elements included in the inverter 60 connected to the battery 62 to each of the three-phase coils of the motor generator 40. This is performed by controlling the flowing current. In this embodiment, the battery 62 can be charged by operating the motor generator 40 as a synchronous motor generator and operating the motor generator 40 as a generator.
Control for operating 0 as a generator is also performed by the motor ECU 41. The battery 62 is configured as a chargeable / dischargeable secondary battery, and its charge state and charge / discharge are controlled by a battery electronic control unit (hereinafter referred to as a battery ECU).
63.

The electronic control unit 70 is configured as a one-chip microprocessor centered on a CPU 72, and includes a ROM 74 storing a processing program, a RAM 76 temporarily storing data, an EG ECU 23, an ATECU 31, a motor ECU 41, and a battery. ECU6
3 and a communication port (not shown) for communicating with the input / output port 3.

On the input side of the electronic control unit 70,
Various signals indicating the state of the vehicle 20 are input from various parts of the vehicle 20 directly or via the ATECU 31 or the EGECU 23 as shown in FIG. Specifically, a rotation speed signal from an engine rotation speed sensor for detecting an engine rotation speed, a temperature signal from an engine water temperature gauge, an operation state signal from an ignition switch for controlling start / stop of the vehicle 20, and a battery 62 A SOC signal from the provided SOC sensor, a temperature signal from a motor temperature sensor provided in the electric oil pump 19b, a pressure signal from a pressure sensor 129 indicating the pressure in the accumulator 123, an operation state signal indicating an operation state of the air conditioner, Drive wheel 3
6, 38, a vehicle speed signal based on detection values VR, VL of wheel speed sensors 37, 39, an oil temperature signal from an AT oil temperature sensor provided in a hydraulic control circuit 120 of the automatic transmission 30, a shift position sensor The operating position of the shift lever 84 detected by 85, that is, P (stop) · D
(Running) · R (Reverse) · N (Neutral) · 4.3.2 · L
The shift position SP, which is a signal indicating each position of (low) and the DECO position selected in the eco-run control, a temperature signal from a temperature sensor provided on the battery 62, and a foot brake pedal detected by the foot brake switch 83 The brake pedal position BP, which is an ON / OFF signal of 82, the temperature signal from a catalyst temperature sensor provided in the exhaust gas purification device of the exhaust pipe, the accelerator which is the depression amount of the accelerator pedal 80 detected by the accelerator pedal position sensor 81 Pedal position AP, angle signal from crank angle sensor provided on crankshaft 24, turbine speed sensor 106
, A rotation status signal from an automatic stop prohibition manual switch provided in the vehicle interior, an R-groove switch and DEC provided at the base of the shift lever 84.
An operation state signal or the like from the O-groove switch is input to the electronic control unit 70. Various calculations are performed in the electronic control unit 70 based on the input of these signals.

From the output side of the electronic control unit 70, control signals for various actuators and other computers mounted on the vehicle 10 are output. In particular,
An ignition signal for an ignition timing control device, an injection signal for a fuel injection device, a starter signal for a starter motor,
A control signal for the motor ECU 41, a control signal for the speed reducer, a control signal for each solenoid of the automatic transmission 30, a control signal for the line pressure control solenoid 61 of the hydraulic control circuit 120, each control signal for the headlight, dehogger and air conditioner, The electronic control unit 70 outputs various control signals for the automatic stop non-execution indicator and the automatic stop execution indicator, control signals for the accumulator control solenoid 124, control signals for the electric oil pump 19b, and the like.

In the vehicle 20 configured as described above, the electronic control unit 70 performs eco-run control, that is, automatic stop / start control for automatically stopping and restarting the engine 22 according to the state of the vehicle. Engine 22
The automatic stop condition is that when the shift lever 84 is in the N position or the P position, the vehicle is stopped and the accelerator is off (the accelerator pedal 80 is not depressed), and the shift lever 84 is in the D position. , The vehicle is in a stopped state and the accelerator is off (the accelerator pedal 80 is not depressed)
In addition, the state is “brake-on” (the state where the brake pedal 82 is depressed). The stop state of the vehicle is determined by the vehicle speed V calculated from the wheel speeds VR and VL detected by the wheel speed sensors 37 and 39, and the depression state of the accelerator pedal 80 and the brake pedal 82 is detected by the accelerator pedal position sensor 81. The determination is made based on the accelerator pedal position AP detected and the brake pedal position BP detected by the foot brake switch 83. On the other hand, the condition for automatic restart of the engine 22 is a state in which such a condition for automatic stop is not satisfied.
Such eco-run control is activated, for example, in a state of waiting for a signal at an intersection when traveling in an urban area or in a state of waiting for a train to pass at a railroad crossing, thereby improving fuel efficiency and reducing emissions.

An example of the processing performed in the vehicle 20 configured as described above will be described below. In FIG. 4, first, the CPU 72 of the electronic control unit 70
The input processing of various signals is executed (S100).

Next, it is determined whether or not the engine 22 is in the automatic stop state by executing the eco-run control (S1).
02). This determination may be made based on the state of the vehicle 20, such as making an affirmative determination when the above-described automatic stop condition is satisfied and the engine speed NE is zero, or executing the eco-run control. The determination may be performed based on whether or not the eco-run control execution flag is set.

Next, it is determined whether an automatic restart condition is satisfied (S104). Here, it is determined that the automatic restart condition is satisfied when the above-described automatic stop condition is not satisfied.

When the result is affirmative, the restart control of the engine 22 is performed (S122). At this time, the above-described rapid pressure increase control is executed (FIG. 5). This step S12
According to 2, if the automatic restart condition is satisfied during the execution of this routine, the engine 22 is restarted at that time.

If the determination in step S104 is negative, that is, if the restart condition of the engine 22 is not satisfied,
Next, it is determined whether the hydraulic pressure in the accumulator 123 has decreased due to leakage of hydraulic oil or the like (S106). If it has decreased, the operation of the C1 clutch 105a and the C2 clutch 105b will be delayed. The determination in step S104 is made based on whether the oil pressure in the accumulator 123 has fallen below the lower limit oil pressure shown in FIG. 7 based on the detection value of the pressure sensor 129. Note that this determination may be made by another method, for example, based on the elapsed time after the accumulator control solenoid 124 is closed using a timer. If not, the automatic stop control is continued (S10).
8).

As shown in FIG. 8, the lower limit hydraulic pressure used in step S106 is set to a different value according to the shift position selected by the shift lever 84. That is, since the P position and the N position are non-drive positions, it is basically considered that there is no start at the P position and the N position, and a decrease in hydraulic pressure due to leakage of hydraulic oil from the accumulator 123 is acceptable. Therefore, in order to save power consumption, it is desirable that the electric oil pump 19b is not operated as much as possible. For this purpose, the set values a and b of the lower limit hydraulic pressure used in the P position are set to values lower than the set values in the other positions. Further, since it can be said that the start operation is more likely to be performed at the N position than at the P position, the set values d and e of the lower limit hydraulic pressure used at the N position are higher than the set values a and b at the P position. Value. At the D position, the starting operation is most likely to be performed. Therefore, the set values g and h of the lower limit hydraulic pressure used at the D position are:
The value is set higher than the set values d and e at the N position.

The set value of the lower limit hydraulic pressure is determined by the expected operating oil supply capacity (SOC) of the electric oil pump 19b.
Calculated based on parameters indicating the state of the battery 62, such as the battery temperature and the battery temperature). A, B, and C are different values, and a <b, d <e, and g <h. This is because when the supply capacity of the hydraulic oil by the electric oil pump 19b is high, the pressure needs to be increased at a time when the pressure in the accumulator 123 is high when the supply capacity is low.

If the determination in step S106 is affirmative, that is, if it is determined that the hydraulic pressure in the accumulator 123 has no margin, it is next determined whether the electric oil pump 19b can be operated (S110).

The electric oil pump 19b in this judgment
Are operable as conditions that the electric oil pump 19b has not failed, that the SOC of the battery 62 that drives the electric oil pump 19b is equal to or higher than a predetermined value, that the electric oil pump 19b The drive system may not fail (for example, the determination may be made based on a change in the current supplied to the motor). An affirmative determination is made when all of these are satisfied, and a negative determination is made when even one is not satisfied.

When the result in step S110 is affirmative, the electric oil pump 19b is temporarily started (S11).
2). Thus, the accumulator 123 is boosted.

If the result in step S110 is negative, that is, if the electric oil pump 19b is not operable, the engine 22 is restarted to increase the pressure of the accumulator 123 by the mechanical oil pump 19a (S114). At the time of this temporary start, it is not necessary to particularly increase the number of revolutions of the engine 22, but it is sufficient to maintain a predetermined low rotation for a predetermined time. Note that, instead of the configuration in which the engine 22 is restarted, the configuration may be such that the motor generator 40 is temporarily started.

Next, an open control output of the accumulator control solenoid 124 is performed (S116). More specifically, as shown in FIG. 7, during the temporary start of the electric oil pump 19b, the accumulator control solenoid 1
24 is opened. As a result, the electric oil pump 19
The pressure in accumulator 123 is compensated by the hydraulic pressure generated by b.

Next, the pressure in the accumulator 123 becomes
It is determined whether the pressure exceeds a predetermined compensation hydraulic pressure (see FIG. 7) (S118). This determination is made based on the detection value of the pressure sensor 129, and the electric oil pump 19
The configuration may be such that the pressure in the accumulator 123 is estimated and executed from the oil pressure before the start of the temporary start of b and the elapsed time after the start.

If the determination in step S118 is negative, the process returns to step S110, and the accumulator 123 is boosted using the operation of the mechanical oil pump 19a by starting the electric oil pump 19b or starting the engine 22. . If the result is affirmative, the boost control of the accumulator 123 is terminated (S120), that is, the process of closing the accumulator control solenoid 124 is performed when the boost is completed, and this routine ends.

Incidentally, the closing control of the accumulator control solenoid 124 is performed as shown in FIG.
This is performed at the same time as the output of the automatic stop command for the engine 2, whereby the hydraulic pressure at the time of the automatic stop command of the engine 22 is maintained in the accumulator 123.
After the engine 22 is automatically stopped, the hydraulic pressure acting on the C1 clutch 105a gradually decreases with the drainage of the hydraulic oil, but the above-described rapid pressure increase control and the pressure increase control are executed before the drainage is sufficiently performed. Then, the C1 clutch 10
There is a possibility that the operating oil pressure of 5a suddenly rises and an engagement shock occurs. In order to avoid this, a predetermined standby time Toff is determined from the output of the automatic stop command to the engine 22.
Until elapse, it is preferable to prohibit the execution of the above-described rapid pressure increase control and pressure increase control. For the same purpose, the configuration may be such that the execution of the above-described rapid pressure increase control or pressure increase control is prohibited while the engine speed NE exceeds a predetermined reference value NE1.

As described above, in the first embodiment, when the electric oil pump 19b is inoperable, the engine 22 is restarted, and the accumulator 123 is boosted by the mechanical oil pump 19a (S110, S11).
4). Therefore, in the first embodiment, even when the electric oil pump 19b is inoperable, the mechanical oil pump 19a operates, so that the pressure of the accumulator 123 can be increased by the mechanical oil pump 19a.

In the first embodiment, when the engine 22 is stopped (S102), the accumulator 123
(S106) and the electric oil pump 19
b, the capacity determination (S110) is performed. Instead of such a configuration, the pressure accumulation state of the accumulator 123 is determined regardless of whether the engine 22 is stopped (S1).
06) and the capacity judgment of the electric oil pump 19b (S11)
0) may be performed, and thereafter, the stop processing of the engine 22 may be prohibited. In this case, the same effect as in the first embodiment can be obtained.

In the first embodiment, the engine 22 is restarted when the electric oil pump 19b is inoperable. However, instead of such a structure, the electric oil pump 19b is inoperable. In some cases, the power transmission between the motor generator 40 and the crankshaft 24 may be connected to start the motor generator 40 and thereby operate the mechanical oil pump 19a. In this case, in addition to the same effects as in the first embodiment, the operation of the engine 22 is avoided, so that emissions and noise can be reduced accordingly. Note that the rotation speed of the crankshaft 24 in this case does not need to be the idling rotation speed of the engine 22, and may be a lower value. Further, in the present embodiment, an example in which the present invention is applied to the case where the motor generator 40 is automatically stopped / restarted has been described. However, the present invention changes (switches) the motor generator 40 to an operating state by manually operating a switch. It is also possible to apply the case where it does.

In the first embodiment, when the pressure of the accumulator 123 falls below the lower limit hydraulic pressure as a reference value, the mechanical oil pump 19a or the electric oil pump 1
9b, the shift position selected by the shift lever 84 is PN
-Different values a, b, d, e, g, and h are used depending on which position among the D positions. Therefore, in the present embodiment, in the case of the shift position where the need for boosting is low, the operation of the mechanical oil pump 19a or the electric oil pump 19b can be suppressed, and the deterioration of both pumps can be suppressed to extend the life. it can. Further, the emission and noise of the engine 22 can be reduced for the mechanical oil pump 19a, and the power consumption can be reduced for the electric oil pump 19b.

Further, instead of the configuration of the first embodiment, the accumulator 1
23 (S106) and the capability of the electric oil pump 19b (S110), and then the stop process of the engine 22 is prohibited. Different values a, b, d, e, g, and h can be used depending on which of the N and D positions the shift position is in. In this case, too, in the case of a shift position where the need for boosting is low Mechanical oil pump 19a and electric oil pump 19b
Operation can be suppressed, deterioration of both pumps can be suppressed to extend the life, and energy consumption can be reduced.

In the case where the motor generator 40 is started when the electric oil pump 19b is inoperable instead of the structure of the first embodiment, the shift position is also set to PN as the lower limit hydraulic pressure. Different values a, b, d, e, g, h can be used depending on which of the D positions are present. The operation of the oil pump 19a and the electric oil pump 19b can be suppressed, the deterioration of both pumps can be suppressed, the life can be extended, and the energy consumption can be reduced.

In the present embodiment, the set value of the lower limit hydraulic pressure is set to a different value according to the hydraulic oil supply capacity A, B, C expected by the electric oil pump 19b, and a <b and d <e, respectively. , G <h, the pressure can be increased at an appropriate timing according to the supply capacity of the hydraulic oil by the electric oil pump 19b.

In the present embodiment, when the engine 22 is automatically restarted, a rapid pressure increase control for rapidly increasing the oil pressure to the C1 clutch 105a is executed. You may apply to the vehicle which does not implement pressure increase control.

In this embodiment, the accumulator 1
Although the supply of the hydraulic oil by the control unit 23 is performed to the C1 clutch 105a as the forward clutch and the C2 clutch 105b as the reverse clutch, the present invention provides a plurality of clutches and brakes built in the automatic transmission 30. Either may be applied. Further, in the present embodiment, an example in which the present invention is applied to the vehicle 20 including the automatic transmission 30 having the gear transmission mechanism 30b has been described.
The present invention may be applied to transmissions of other configurations that are operated by hydraulic pressure.For example, in such a transmission, the belt is suspended on two sets of pulleys, and the gear ratio is changed by changing the groove width of the pulleys. Belt pulley type continuously variable transmission (Continuo
usly Variable Transmission; CVT)
Further, it may be a toroidal type continuously variable transmission including a power roller sandwiched between an input disk and an output disk facing each other. Furthermore, a manual transmission having an automatic clutch operated by hydraulic pressure may be used.

Further, in this embodiment, an example in which the present invention is applied to a transmission has been described, but the present invention can be applied to other hydraulic mechanisms such as a brake system and a power steering system.

In the present embodiment, an example in which the present invention is applied to the case where the engine 22 is automatically stopped and restarted has been described. However, in the present invention, the engine 22 is changed to the operating state by manual operation of a switch (switching). ) Can also be applied. The drive source in the present embodiment is the engine 22. However, the present invention is not limited to a vehicle using only the engine as a drive source, a hybrid vehicle using an engine and a motor generator as a drive source and using both of them, or a motor only. It is also possible to apply to an electric vehicle that uses as a drive source, and such a configuration also belongs to the category of the present invention.

Next, a second embodiment will be described. The second embodiment is different from the hydraulic control circuit 12 according to the first embodiment.
Instead of using 0, a hydraulic control circuit 220 shown in FIG. 9 is used.

In FIG. 9, the hydraulic control circuit 220 is characterized in that a branch to the accumulator 123 and the accumulator control solenoid 124 is connected between the manual valve 64 and the primary regulator valve 62. The individual components used in the hydraulic control circuit 220 in the second embodiment are the first components.
Since it is the same as that in the hydraulic control circuit 120 in the embodiment, the same reference numerals are given and the detailed description is omitted. Further, in the second embodiment, the same control as in the first embodiment is performed.

In the second embodiment, however, the branch to the accumulator 123 and the accumulator control solenoid 124 is connected between the manual valve 64 and the primary regulator valve 62, so that the operating oil from the accumulator 123 is removed. There is an advantage that the power can be supplied to the C1 clutch 105a and the C2 clutch 105b more quickly. Further, in the second embodiment, when the engine 22 is restarted, the operating oil can be supplied simultaneously by both the accumulator 123 and the electric oil pump 19a, so that a sufficient flow rate at the time of restart can be ensured.

Next, a third embodiment will be described.

In the third embodiment, a hydraulic control circuit 320 shown in FIG. 10 is used in place of the hydraulic control circuit 120 in the first embodiment.

In FIG. 10, each of the C1 clutch 105a and the C2 clutch 105b has a known configuration in which the clutch is brought into an engaged state by an increase in supplied hydraulic pressure and becomes a non-engaged state by a fall.

The hydraulic pressure from the mechanical oil pump 19a or the electric oil pump 19b is applied to the line pressure control solenoid 61 and the primary regulator valve 62.
Is supplied at a predetermined line pressure regulated by the pressure. The manual valve 64 operates according to each position of the shift lever 84, and supplies a line pressure to a predetermined operating portion. The discharge side of the manual valve 64 is a C1 clutch 1
05a and the C2 clutch 105b.

From the manual valve 64 to the large orifice 1
06 and the switching valve 108, the C1 clutch 105
A first hydraulic path 107 (rapid pressure increase path) for supplying hydraulic pressure to a is configured. Further, a second hydraulic path 109 (normal hydraulic path) that branches from the first hydraulic path 107 after passing through the large orifice 106 and supplies the hydraulic pressure to the C1 clutch 105a through the small orifice 114 is configured. I have. Between the first hydraulic path 107 after passing through the large orifice 106 and the second hydraulic path 109,
A check valve 113 made of a check ball is connected in parallel with the small orifice 114. This check valve 1
Reference numeral 13 indicates a forward direction from the C1 clutch 105a side to the manual valve 64 side.

The first hydraulic path 107 has a switching valve 108 for turning on and off the first hydraulic path 107 and a solenoid 110 for driving the switching valve 108.
Is provided, and a C1 accumulator 103 for pressure adjustment is provided.

A hydraulic path 132 leading to the accumulator 123 is connected between the primary regulator valve 62 and the manual valve 64.
32 is an accumulator control solenoid 124
Is provided so as to be intermittent. In the hydraulic path 132, the electric oil pump 19 b is provided on the accumulator 123 side with respect to the accumulator control solenoid 124.
But also the C1 clutch 105a and the C2 clutch 10
A mechanical oil pump 19a is connected to the 5b side. Accumulator control solenoid 1
Reference numeral 24 denotes a normally closed two-position valve having high sealing properties.

The hydraulic control circuit 320 is configured to quickly increase the hydraulic pressure to the C1 clutch 105a when the engine 22 is automatically restarted in the eco-run control described later (rapid pressure increase control). That is, when the driver operates the shift lever 84, the manual valve 64 is operated according to each position of the operation, and the line pressure from the primary regulator valve 62 is reduced to the C1 clutch 105.
In particular, when there is a command for the rapid pressure increase control, the engine speed NE increases to a predetermined reference value N.
Triggered by reaching E1 (see FIG. 5), the switching valve 108 is opened, and the line pressure remains unchanged.
05a, and when there is a command to end the rapid pressure increase control, the switching valve 108 is shut off, and the hydraulic oil that has passed through the small orifice 114 is relatively slowly (at substantially the same speed as the conventional one). It is supplied to the clutch 105a. The check valve 113 allows drainage of hydraulic oil from the C1 clutch 105a.

Referring to FIG. 5, when the engine speed NE rises to the target speed NETGT which is slightly higher than the idling speed, the oil pressure supplied to the C1 clutch 105a is reduced by the speed increase control. In the case of a normal start that is not performed, as shown by the curve a, when the rapid pressure increase control is executed, the pressure is increased at a relatively early timing as shown by the curve b. The switching valve 108 is open only during the period of TFAST, and the output speed of the automatic transmission 30 changes as indicated by NT. In the present embodiment, when the engine 22 is automatically restarted, the rapid pressure increase control for quickly increasing the hydraulic pressure to the C1 clutch 105a is performed. However, instead of such a configuration, or In addition to such a configuration, the engine 22
At the time of automatic restart, the set value (pressure adjustment value) of the line pressure control solenoid 61 may be increased to thereby increase the line pressure (pressure increase control).

As shown in FIG. 10, the C1 accumulator 103 includes a piston 118 and a spring 116, and when hydraulic oil is supplied to the C1 clutch 105a, a predetermined value determined by the spring constant of the spring 116. The function is such that the hydraulic pressure is maintained for a while, thereby reducing the shock generated near the end of engagement of the C1 clutch 105a. This hydraulic control circuit 1
20 is controlled by an electronic control unit for an automatic transmission (hereinafter referred to as ATECU).
This is performed by controlling the opening and closing of each solenoid valve according to the following.

The rapid pressure increase control is triggered by the fact that the engine speed NE has reached the predetermined reference value NE1 as a trigger. In addition, the mechanical oil pump 19a is provided with an appropriate rotation sensor to reduce the speed. It may be configured to directly detect the rotation of the mechanical oil pump 19a, or to indirectly detect the operation state of the mechanical oil pump 19a. The pressure on the discharge side may be detected by an appropriate pressure sensor or pressure switch, and may be executed when the pressure reaches a predetermined reference value as a trigger.

The accumulator 123 has a piston 128 and a spring 126. When the accumulator control solenoid 124 is opened,
A predetermined oil pressure determined by the spring constant of the spring 126 functions so as to be maintained for a while.
The increase in the required amount in the normal operation is supplied to the C1 clutch 105a or the C2 clutch 105b.

Since the accumulator 123 is connected to the mechanical oil pump 19a and the electric oil pump 19b with respect to the manual valve 64, the accumulator 123 is used when the engine 22 is restarted in the D position and when the engine 22 is shifted from the N position to the R position. It functions in both situations when the engine 22 is restarted when it is switched. However, the accumulator 123 may be provided on the C1 clutch 105a side with respect to the manual valve 64,
In that case, the accumulator 123 functions only in the case of the D position.

In the present embodiment, the electronic control unit 7
The accumulator control solenoid 124 is opened during the operation of the engine 22 (when the line pressure PL is generated) by the control output of the CPU 72 of 0 to store the oil pressure in the accumulator 123. Then, when the engine 22 is likely to stop (simultaneously with the automatic stop command to the engine 22), the accumulator control solenoid 124 is closed so that the hydraulic pressure accumulated during operation of the engine 22 is secured (held) in the accumulator 123. I do. The held hydraulic pressure is used when executing the above-described rapid pressure increase control.

An example of the processing performed in the vehicle 20 configured as described above will be described below. FIG.
First, the CPU 72 of the electronic control unit 70
Executes input processing of various signals (S200).

Next, it is determined whether or not the engine 22 is in the automatic stop state by executing the eco-run control (S2).
02). This determination may be made based on the state of the vehicle 20, such as making an affirmative determination when the above-described automatic stop condition is satisfied and the engine speed NE is zero, or executing the eco-run control. The determination may be performed based on whether or not the eco-run control execution flag is set.

Next, it is determined whether an automatic restart condition is satisfied (S204). Here, it is determined that the automatic restart condition is satisfied when the above-described automatic stop condition is not satisfied.

When the determination is affirmative, the restart control of the engine 22 is performed (S222). At this time, the above-described rapid pressure increase control is executed (FIG. 5). This step S22
According to 2, if the automatic restart condition is satisfied during the execution of this routine, the engine 22 is restarted at that time.

If the determination in step S204 is negative, that is, if the restart condition of the engine 22 is not satisfied,
Next, it is determined whether the hydraulic pressure in the accumulator 123 has decreased due to leakage of hydraulic oil or the like (S206). If it has decreased, the operation of the C1 clutch 105a and the C2 clutch 105b will be delayed. The determination in step S204 is made based on whether the oil pressure in the accumulator 123 has fallen below the lower limit oil pressure shown in FIG. 7 based on the detection value of the pressure sensor 129. Note that this determination may be made by another method, for example, based on the elapsed time after the accumulator control solenoid 124 is closed using a timer. If not, the automatic stop control is continued (S20).
8).

As shown in FIG. 8, the lower limit hydraulic pressure used in step S206 is set to a different value according to the shift position selected by the shift lever 84. That is, since the P position and the N position are non-drive positions, it is basically considered that there is no start at the P position and the N position, and a decrease in hydraulic pressure due to leakage of hydraulic oil from the accumulator 123 is acceptable. Therefore, in order to save power consumption, it is desirable that the electric oil pump 19b is not operated as much as possible. For this purpose, the set values a and b of the lower limit hydraulic pressure used in the P position are set to values lower than the set values in the other positions. Further, since it can be said that the start operation is more likely to be performed in the N position than in the P position, the set values d and e of the lower limit hydraulic pressure used in the N position are higher than the set values a and b in the P position. Value. At the D position, the starting operation is most likely to be performed. Therefore, the set values g and h of the lower limit hydraulic pressure used at the D position are:
The value is set higher than the set values d and e at the N position.

The set value of the lower limit hydraulic pressure is determined by the expected hydraulic oil supply capacity (SOC) of the electric oil pump 19b.
Calculated based on parameters indicating the state of the battery 62, such as the battery temperature and the battery temperature). A, B, and C are different values, and a <b, d <e, and g <h. This is because when the supply capacity of the hydraulic oil by the electric oil pump 19b is high, the pressure needs to be increased at a time when the pressure in the accumulator 123 is high when the supply capacity is low.

If the determination in step S206 is affirmative, that is, if it is determined that the hydraulic pressure in the accumulator 123 has no margin, it is next determined whether the electric oil pump 19b can be operated (S210). This determination is made based on a change in the supply current of the electric oil pump 19b to a motor (not shown) or the like, and whether the electric oil pump 19b itself is normal or based on the ratio of the SOC of the battery 62 to a predetermined reference value. including.

If the determination in step S210 is affirmative, the electric oil pump 19b is temporarily started (S21).
2). Thus, the accumulator 123 is boosted.

If the determination in step S210 is negative, that is, if the electric oil pump 19b is not operable, the engine 22 is restarted to increase the pressure of the accumulator 123 by the mechanical oil pump 19a (S214). At the time of this temporary start, it is not necessary to particularly increase the number of revolutions of the engine 22, but it is sufficient to maintain a predetermined low rotation for a predetermined time. Note that, instead of the configuration in which the engine 22 is restarted, the configuration may be such that the motor generator 40 is temporarily started.

Next, the closing control of the accumulator control solenoid 124 is continued (S216). More specifically, the accumulator control solenoid 124 is forcibly closed during the temporary start of the electric oil pump 19b or the mechanical oil pump 19a. As a result, the pressure in the accumulator 123 is compensated by the oil pressure generated by the electric oil pump 19b or the mechanical oil pump 19a.

Next, the pressure in the accumulator 123 becomes
It is determined whether the pressure exceeds a predetermined compensation hydraulic pressure (see FIG. 7) (S218). This determination is made based on the detection value of the pressure sensor 129, and the electric oil pump 19
The configuration may be such that the pressure in the accumulator 123 is estimated and executed from the oil pressure before the start of the temporary start of b and the elapsed time after the start.

If the result in step S218 is negative, the process returns to step S210, and the accumulator 123 is boosted using the operation of the mechanical oil pump 19a by starting the electric oil pump 19b or starting the engine 22. . If the result is affirmative, the boost control of the accumulator 123 is ended (S220), that is, the pressure accumulating operation in step S212 or S214 is ended, and this routine ends.

Incidentally, the closing control of the accumulator control solenoid 124 is performed as shown in FIG.
This is performed at the same time as the output of the automatic stop command for the engine 2, whereby the hydraulic pressure at the time of the automatic stop command of the engine 22 is maintained in the accumulator 123.
After the engine 22 is stopped, the hydraulic pressure acting on the C1 clutch 105a gradually decreases with the drainage of the hydraulic oil. However, the above-described rapid pressure increase control and the pressure increase control are executed before the drainage is sufficiently performed. Then, the C1 clutch 105a
May suddenly rise and an engagement shock may occur. In order to avoid this, it is preferable to prohibit the execution of the above-described rapid pressure increase control or pressure increase control from the output of the automatic stop command to the engine 22 to the elapse of the predetermined standby time Toff. For the same purpose, the configuration may be such that the execution of the above-described rapid pressure increase control or pressure increase control is prohibited while the engine speed NE exceeds a predetermined reference value NE1.

As described above, in the third embodiment, the accumulator for accumulating the oil pressure is branched and connected in the oil passage connecting the oil pump that supplies the operating oil to the actuator operated by the oil pressure and the actuator. In addition, a switching valve capable of shutting off the oil passage is provided in the oil passage on the actuator side with respect to the branch point. In addition, when the hydraulic pressure in the accumulator decreases, the accumulator is accumulated by the oil pump with the switching valve closed. That is, in the hydraulic path 132, the electric oil pump 19 b is connected to the accumulator control solenoid 124 with the accumulator 123 side as a branch point, and the accumulator 12
When the hydraulic pressure in the pump 3 decreases, the electric oil pump 19 is closed with the accumulator control solenoid 124 closed.
The oil pressure is compensated by b.

Therefore, only the electric oil pump 19b itself and the accumulator control solenoid 124 cause the hydraulic oil to leak, which causes a decrease in the oil pressure held in the accumulator 123. Therefore, the amount of leakage of hydraulic oil can be far reduced as compared with the conventional configuration in which the hydraulic pressure of the entire hydraulic path to the C1 clutch 105a and the C2 clutch 105b is maintained, and the hydraulic pressure in the accumulator 123 is maintained for a long time The accumulator 12 by the electric oil pump 19b
3, the frequency of pressure accumulation (compensation of pressure) can be reduced.

Further, in this embodiment, the volume of the area to be accumulated is determined by the accumulator 123 and the electric oil pump 19b.
And the capacity of the accumulator control solenoid 124 and the volume of the hydraulic path connecting them are limited to the accumulator 12 by the electric oil pump 19b.
The pressure accumulation (compensation of pressure) of No. 3 can be performed more efficiently than in the conventional configuration. Therefore, the electric oil pump 1
9b can be reduced in size.

In this embodiment, the electric oil pump 1
If 9b is inoperable, the engine 22 is restarted and the accumulator 123 is boosted by the mechanical oil pump 19a (S210, S214). Therefore, in the first embodiment, even when the electric oil pump 19b is inoperable, the mechanical oil pump 19a operates, so that the pressure of the accumulator 123 can be increased by the mechanical oil pump 19a.

In this embodiment, when the engine 22 is stopped (S202), it is determined whether the accumulator 123 has accumulated pressure (S206) and the electric oil pump 19b
Is determined (S210), but instead of such a configuration, the determination of the accumulator 123 pressure accumulation state (S20) regardless of whether the engine 22 is stopped.
6) and the ability judgment of the electric oil pump 19b (S210)
May be performed, and then the stop processing of the engine 22 may be prohibited. In this case, the same effect as that of the present embodiment can be obtained.

Further, in the present embodiment, the engine 22 is restarted when the electric oil pump 19b is inoperable. However, instead of such a structure, the electric oil pump 19b is inoperable. In this case, the power transmission between the motor generator 40 and the crankshaft 24 may be connected to start the motor generator 40 and thereby operate the mechanical oil pump 19a. In this case, since the operation of the engine 22 is avoided, in addition to the same effect as the present embodiment, the emission and noise can be reduced accordingly. Note that the rotation speed of the crankshaft 24 in this case does not need to be the idling rotation speed of the engine 22, and may be a lower value. Further, in the present embodiment, the example in which the present invention is applied to the case where the motor generator 40 is automatically stopped and restarted has been described.
The present invention can also be applied to a case where 0 is changed (switched) to an operation state by manual operation of a switch.

In this embodiment, the accumulator 1
When the pressure at 23 falls below the lower limit oil pressure as a reference value, the mechanical oil pump 19a or the electric oil pump 19
b, the shift lever 8
The shift position selected by 4 is PN
Different values a, b, d, e, g, and h are used depending on which position among the D positions. Therefore, in the present embodiment, in the case of the shift position where the need for boosting is low, the operation of the mechanical oil pump 19a and the electric oil pump 19b can be suppressed, and the deterioration of both pumps can be suppressed to extend the life. it can. The emission and noise of the engine 22 can be reduced for the mechanical oil pump 19a, and the power consumption can be reduced for the electric oil pump 19b.

Further, instead of the configuration of the present embodiment, the accumulator 12
3 (S206) and the electric oil pump 1
9b (S210), and then the stop processing of the engine 22 is prohibited. In the case where the shift position is the P, N, or D position as the lower limit hydraulic pressure as well, Different values a, b, d, e, g, and h can be used in this case. In this case as well, the operation of the mechanical oil pump 19a or the electric oil pump 19b is performed in the case of a shift position where the need for boosting is low. Can be suppressed, the deterioration of both pumps can be suppressed, the life can be extended, and energy consumption can be reduced.

Further, instead of the structure of this embodiment, when the motor generator 40 is started when the electric oil pump 19b is inoperable,
Different values a, b, d, e, g, and h can be used as the lower limit hydraulic pressure depending on which of the P, N, and D positions the shift position is in. In this case as well, it is necessary to increase the pressure. When the shift position is low, the operation of the mechanical oil pump 19a and the electric oil pump 19b can be suppressed, the deterioration of both pumps can be suppressed, the life can be extended, and the energy consumption can be reduced.

In the present embodiment, the set value of the lower limit hydraulic pressure is set to a different value depending on the hydraulic oil supply capacity A, B, C expected by the electric oil pump 19b, and a <b and d <e, respectively. , G <h, the pressure can be increased at an appropriate timing according to the supply capacity of the hydraulic oil by the electric oil pump 19b.

In the present embodiment, when the engine 22 is automatically restarted, the rapid pressure increase control for rapidly increasing the oil pressure to the C1 clutch 105a is executed. You may apply to the vehicle which does not implement pressure increase control.

In the present embodiment, the accumulator 1
Although the supply of the hydraulic oil by the control unit 23 is performed to the C1 clutch 105a as the forward clutch and the C2 clutch 105b as the reverse clutch, the present invention provides a plurality of clutches and brakes built in the automatic transmission 30. Either may be applied. Further, in the present embodiment, an example in which the present invention is applied to the vehicle 20 including the automatic transmission 30 having the gear transmission mechanism 30b has been described.
The present invention may be applied to transmissions of other configurations that are operated by hydraulic pressure.For example, in such a transmission, the belt is suspended on two sets of pulleys, and the gear ratio is changed by changing the groove width of the pulleys. Belt pulley type continuously variable transmission (Continuo
usly Variable Transmission; CVT)
Further, it may be a toroidal type continuously variable transmission including a power roller sandwiched between an input disk and an output disk facing each other. Furthermore, a manual transmission having an automatic clutch operated by hydraulic pressure may be used.

Further, in the present embodiment, an example in which the present invention is applied to a transmission has been described. However, the present invention can be applied to other hydraulic mechanisms such as a brake system and a power steering system.

In the present embodiment, an example in which the present invention is applied to the case where the engine 22 is automatically stopped and restarted has been described. However, in the present invention, the engine 22 is changed to the operating state by manual operation of a switch (switching). ) Can also be applied. Although the drive source in the present invention is the engine 22, the present invention is not limited to a vehicle using only the engine as the drive source, a hybrid vehicle using the engine and the motor generator as the drive sources and using both by switching, or only a motor. The present invention is also applicable to an electric vehicle as a driving source, and such a configuration also belongs to the category of the present invention.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a vehicle according to an embodiment of the present invention.

FIG. 2 is a configuration diagram illustrating a hydraulic control circuit according to the first embodiment.

FIG. 3 is a block diagram showing input / output signals to a control unit.

FIG. 4 is a flowchart illustrating an example of control according to the first embodiment.

FIG. 5 is a timing chart showing rapid pressure increase control for a forward clutch at the time of engine restart.

FIG. 6 is a timing chart showing a state of drainage of hydraulic oil when the engine is stopped.

FIG. 7 is a timing chart showing a state of accumulator pressure accumulation.

FIG. 8 is a table showing set values of a lower limit hydraulic pressure.

FIG. 9 is a configuration diagram illustrating a hydraulic control circuit according to a second embodiment.

FIG. 10 is a configuration diagram illustrating a hydraulic control circuit according to a third embodiment.

FIG. 11 is a flowchart illustrating an example of control according to the third embodiment.

[Explanation of symbols]

19a mechanical oil pump, 19b electric oil pump, 20 vehicle, 22 engine, 30 automatic transmission, 7
0 Electronic control unit, 105a C1 clutch, 10
5b C2 clutch, 120 hydraulic control circuit, 123
Accumulator, 124 Accumulator control solenoid, 129 Pressure sensor.

Continued on the front page (72) Inventor Tadashi Tomohiro 1-Toyota-cho, Toyota-shi, Aichi F-term in Toyota Motor Corporation 3G093 AA07 AA15 BA12 CA01 DB11 EB07 EC02 EC03 3H045 AA09 AA10 AA12 AA24 CA21 CA28 DA01 DA10 EA34 3H086 AA24 AB03 AD04 AF03 AF04 AF14 AF22

Claims (6)

[Claims] 1. A driving source, a first pump driven by a mechanical output of the driving source, and a second pump driven by electric energy.
A hydraulic control device for a vehicle, comprising: a pump; a hydraulic mechanism driven by hydraulic pressure supplied by the first pump and the second pump; and an accumulator for accumulating hydraulic pressure supplied to the hydraulic mechanism. Determining means for determining whether the pump is operable; and drive source control means for controlling the drive source to an operating state when the determining means determines that the second pump is inoperable. A hydraulic control device for a vehicle, further comprising: 2. The hydraulic control device for a vehicle according to claim 1, wherein the drive source control unit stops the drive source when the determination unit determines that the second pump is inoperable. A hydraulic control device for a vehicle, comprising: 3. The hydraulic control device for a vehicle according to claim 1, wherein a second drive source connected to an output shaft of the drive source and the determination unit determine that the second pump is inoperable. And a second drive source control means for controlling the second drive source to be in an operating state when the vehicle is in a running state. 4. The hydraulic control apparatus for a vehicle according to claim 1, further comprising an operation unit for operating the hydraulic mechanism, wherein the drive source control unit controls the pressure of the accumulator to:
A hydraulic control device for a vehicle, wherein the drive source is controlled to be in an operating state when a value falls below a different reference value according to a shift position of the operating means. 5. The control device for a vehicle according to claim 2, further comprising an operation unit for operating the hydraulic mechanism, wherein the drive source control unit determines that the pressure of the accumulator is:
A hydraulic control device for a vehicle, wherein the stop of the drive source is prohibited when the reference value falls below a different reference value according to the shift position of the operating means. 6. The hydraulic control apparatus for a vehicle according to claim 3, further comprising operating means for operating the hydraulic mechanism, wherein the second drive source control means controls the pressure of the accumulator to the operating means. A hydraulic control device for a vehicle, wherein the second drive source is controlled to be in an operating state when the value falls below a different reference value according to the shift position of the vehicle.