JP2011132993A - Hydraulic control device - Google Patents

Abstract

An oil pressure control apparatus for accumulating oil pressure of an oil pump driven by an engine in an accumulator is provided.
A hydraulic chamber for controlling a power transmission state of a power transmission device, a first oil pump driven by an engine, and a second oil pump driven by an electric motor and having a capacity larger than that of the first oil pump. And an accumulator for accumulating the hydraulic pressure discharged from the first oil pump or the second oil pump, and a hydraulic control for accumulating the hydraulic pressure discharged from either the first oil pump or the second oil pump in the accumulator In the apparatus, when the oil consumption in the hydraulic chamber of the power transmission device does not change, the judging means (steps S1, S2, S3) for judging whether or not the oil consumption in the hydraulic chamber changes, the first Pressure accumulation means (steps S4 and S5) for accumulating the oil pressure of the oil pump in the accumulator;
[Selection] Figure 1

Description

  The present invention relates to a hydraulic control device configured to drive an oil pump with the power of an engine and to accumulate hydraulic pressure discharged from the oil pump in an accumulator.

  2. Description of the Related Art There is known a hydraulic control device configured to control the power transmission state of a power transmission device by driving an oil pump with engine power and supplying the oil pump hydraulic pressure to a hydraulic chamber. An example thereof is described in Patent Document 1. Patent Document 1 describes a vehicle in which a belt-type continuously variable transmission is connected to an engine output shaft via a torque converter. This belt type continuously variable transmission has a driving pulley and a driven pulley, and a V belt is wound around the driving pulley and the driven pulley. The drive pulley is provided with a drive pulley cylinder chamber, and the driven pulley is provided with a driven pulley cylinder chamber. A hydraulic control device that performs shift control of the belt-type continuously variable transmission has a high-pressure oil pump. The high-pressure oil pump is an electromagnetic pump, and is configured such that the hydraulic pressure discharged from the high-pressure oil pump is regulated by the first regulator valve and supplied to the drive pulley cylinder chamber and the driven pulley cylinder chamber. Yes. An accumulator is provided in a path from the high pressure oil pump to the first regulator valve. On the other hand, a low pressure oil pump driven by the engine is provided, and the discharge hydraulic pressure of the low pressure oil pump is regulated by the second regulator valve and supplied to the torque converter.

  In the hydraulic control device described in Patent Document 1, since the hydraulic circuit connected to the high pressure oil pump and the hydraulic circuit connected to the low pressure oil pump are provided independently, 1 It is said that the driving torque can be reduced by reducing the size of the oil pump as compared with the case of using two high-pressure, large-flow type oil pumps. In addition to this, hydraulic control devices used for controlling the power transmission device of the vehicle are also described in Patent Documents 2 to 5.

  Of these, the hydraulic control device for a vehicle described in Patent Document 4 is a hydraulic control device used for controlling an automatic transmission, and is driven by a mechanical oil pump driven by engine power and the power of an electric motor. And an electric oil pump. The discharge port of the mechanical oil pump and the discharge port of the electric oil pump are connected to a hydraulic chamber of a friction engagement device that controls a shift of the transmission through a check ball mechanism for switching and a pressure control valve. ing. An accumulator is connected to the path from the check ball mechanism to the pressure control valve via an accumulator control solenoid. For this reason, when hydraulic oil is supplied from one oil pump while the accumulator control solenoid port is open, the check ball mechanism operates to close the hydraulic pressure supply hole from the other oil pump. To do. Thereby, the oil discharged from either one of the oil pumps can be accumulated in the accumulator. In Patent Document 4, for example, since the mechanical oil pump stops when the engine is stopped, it is described that the electric oil pump is driven to accumulate the hydraulic pressure in the accumulator.

JP-A-3-134368 European Patent Application Publication No. 985855 JP 2009-133428 A JP 2002-130449 A JP 2004-106782 A

  As described in Patent Document 4 above, in a hydraulic control device including a mechanical oil pump and an electric oil pump, any one hydraulic pressure can be accumulated in an accumulator. On the other hand, comparing the mechanical oil pump with the electric oil pump, the electric oil pump has an electric loss when driving the electric motor, so the efficiency is lower than that of the mechanical oil pump. It is desirable to use it to accumulate pressure on the accumulator. However, Patent Document 2 describes a drive configuration in which an electric oil pump is used instead when the engine is stopped. When the hydraulic pressure discharged from any of the oil pumps is accumulated in an accumulator, the efficiency is relatively high. However, there was no room for improvement in that respect.

  The present invention has been made paying attention to the above technical problem, and provides a hydraulic control device capable of relatively increasing the efficiency when accumulating hydraulic pressure discharged from an oil pump in an accumulator. It is the purpose.

  In order to achieve the above object, a first aspect of the invention provides a hydraulic chamber that controls a power transmission state of a power transmission device, and a first oil that is driven by engine power and discharges oil supplied to the hydraulic chamber. A pump, a second oil pump driven by the power of an electric motor to discharge oil supplied to the hydraulic chamber, and having a capacity larger than that of the first oil pump; and the first oil pump or the second oil An accumulator capable of accumulating hydraulic pressure before the oil discharged from the pump is supplied to the hydraulic chamber and releasing the accumulated pressure, and the first oil pump or the second oil pump. In the hydraulic control device capable of selectively accumulating the hydraulic pressure discharged from any one of the accumulators, in the hydraulic chamber of the power transmission device Determining means for determining whether or not the oil consumption changes, and when the determination means determines that the oil consumption in the hydraulic chamber of the power transmission device does not change, the hydraulic pressure of the first oil pump And pressure accumulating means for performing control for accumulating pressure in the accumulator.

  According to a second aspect of the present invention, there is provided an engine coupled to a drive wheel of a vehicle, an oil pump that is driven to rotate together with the engine to generate hydraulic pressure, and accumulates hydraulic pressure discharged from the oil pump. In a hydraulic control device including an accumulator capable of releasing the generated pressure and a brake device that applies a braking force to the vehicle, when the vehicle runs on a repulsive force and an engine braking force is generated, Braking condition determining means for determining whether or not a condition for applying braking force to the vehicle is established by the brake device; and when the vehicle is coasting and generating engine braking force, If it is determined that a condition for applying a braking force to the vehicle is satisfied, the kinetic energy generated by the repulsive running of the vehicle is transmitted to the engine to transmit the oil po When accumulating the hydraulic pressure in the accumulator, the engine brake force calculation means for obtaining an increase in engine brake force accompanying the drive of the oil pump, and the target braking force applied to the vehicle by the brake device, A braking force control means for subtracting an increase in the engine braking force accompanying the drive of the oil pump and controlling a final braking force applied to the vehicle by the brake device is provided.

  According to a third aspect of the present invention, there is provided an engine that is mounted on a vehicle and generates power transmitted to drive wheels, a power transmission device provided in a path from the engine to the drive wheels, A hydraulic chamber for controlling a power transmission state, a first oil pump that is driven by the power of the engine and discharges oil supplied to the hydraulic chamber, and an oil that is driven by the power of an electric motor and is supplied to the hydraulic chamber. A second oil pump to be discharged, and the oil discharged from the first oil pump or the second oil pump is accumulated before the oil is supplied to the hydraulic chamber, and the accumulated pressure is released. An accumulator that can perform the operation, and selectively accumulates hydraulic pressure discharged from either the first oil pump or the second oil pump in the accumulator. In the hydraulic control device that can perform the control, the control for relatively increasing the gear ratio between the input rotation speed and the output rotation speed of the power transmission device, or the torque input to the power transmission device is relatively high Mode determining means for determining whether or not a mode for performing control is selected; transmitting power of the engine to the drive wheel; and driving the first oil pump with the power of the engine to A condition determining means for determining whether or not a pressure accumulation condition for performing control for accumulating the oil pressure of the oil pump in the accumulator is satisfied; the mode selecting means determines that the mode is selected; and the accumulator When it is determined by the condition determination means that the pressure accumulation condition is satisfied, the actual accumulator internal pressure increase rate corresponds to the mode. To a predetermined increase rate predetermined by, and is characterized in that it comprises an engine torque control means for controlling the engine torque.

  According to a fourth aspect of the present invention, there is provided a hydraulic chamber that controls a power transmission state of the power transmission device, a first oil pump that is driven by engine power and discharges oil supplied to the hydraulic chamber, and is driven by power of an electric motor. A second oil pump that discharges oil supplied to the hydraulic chamber, and accumulates the hydraulic pressure before the oil discharged from the first oil pump or the second oil pump is supplied to the hydraulic chamber; And an accumulator capable of releasing the stored pressure, and can selectively accumulate the hydraulic pressure discharged from either the first oil pump or the second oil pump in the accumulator. In the control device, when power is transmitted by the power transmission device, the oil discharged from the first oil pump is supplied and lubricated. Is provided with a to-be-lubricated part to be cooled and a switching valve for switching between supplying and not supplying oil discharged from the first oil pump to the to-be-lubricated part. And a control unit for accumulating the hydraulic pressure of the first oil pump in the accumulator when the condition for supplying oil to the lubricated part is not satisfied. And a pressure accumulating means for performing the above.

  According to a fifth aspect of the present invention, there is provided an engine that is mounted on a vehicle and generates power transmitted to drive wheels, a power transmission device provided in a path from the engine to the drive wheels, A hydraulic chamber for controlling a power transmission state, a first oil pump that is driven by the power of the engine and discharges oil supplied to the hydraulic chamber, and an oil that is driven by the power of an electric motor and is supplied to the hydraulic chamber. A second oil pump to be discharged, and the oil discharged from the first oil pump or the second oil pump is accumulated before the oil is supplied to the hydraulic chamber, and the accumulated pressure is released. An accumulator that can perform the operation, and selectively accumulates hydraulic pressure discharged from either the first oil pump or the second oil pump in the accumulator. An engine stop condition determining means for determining whether or not a condition for stopping the engine when the vehicle is stopped is satisfied, and the first oil pump is driven by the power of the engine. Pressure accumulation state determination means for determining whether or not control is performed to accumulate the hydraulic pressure of the first oil pump in the accumulator, and conditions for stopping the engine when the vehicle is stopped Is determined, and it is determined that the first oil pump is driven by the power of the engine and the control for accumulating the hydraulic pressure of the first oil pump in the accumulator is performed. The first consumption when the first oil pump is driven by the engine and the accumulator is pressure-accumulated. Energy consumption predicting means for predicting energy and second energy consumption when it is assumed that the second oil pump is driven to perform pressure accumulation in the accumulator, the first energy consumption and the second energy consumption A comparing means for comparing energy, and when it is determined that the first consumed energy is less than the second consumed energy, the engine is not stopped even if a condition for stopping the engine is satisfied. And pressure accumulating means for controlling the accumulator to drive the first oil pump with the power of the engine to continue the operation of the engine and to accumulate the hydraulic pressure in the accumulator.

  The invention of claim 6 is provided with a low hydraulic pressure supply unit to which oil discharged from an oil pump driven by the power of the engine is supplied in addition to the structure of any one of claims 1 to 5. The low hydraulic pressure supply unit is configured to be controlled to a hydraulic pressure relatively lower than that of the hydraulic chamber, and supplies oil discharged from an oil pump driven by the power of the engine to the hydraulic chamber. A check valve is provided in the path, and the check valve is opened in a direction in which oil discharged from an oil pump driven by the engine is supplied to the accumulator, and is driven by the engine from the accumulator. The hydraulic control device is configured to be closed in a direction in which oil flows toward the oil pump.

  According to a seventh aspect of the present invention, in addition to the configuration of the second aspect, an electric oil pump driven by the power of the electric motor to discharge oil supplied to the hydraulic chamber and having a larger capacity than the oil pump is provided. The hydraulic control apparatus is configured to selectively store the hydraulic pressure discharged from either the oil pump or the electric oil pump in the accumulator.

  According to an eighth aspect of the invention, in addition to the structure of any one of the first to seventh aspects, a generator that generates electric power by the power of the engine is provided, and the electric motor is driven by electric power generated by the generator. The hydraulic control device is configured as described above.

  According to a ninth aspect of the present invention, in addition to the configuration of the first aspect, the power transmission device includes a continuously variable transmission capable of continuously changing a gear ratio between the input rotational speed and the output rotational speed. And the determining means determines whether or not the oil consumption in the hydraulic chamber for controlling the transmission ratio of the continuously variable transmission or the hydraulic chamber for controlling the torque capacity of the continuously variable transmission changes. A hydraulic control device including the hydraulic control device.

  According to a tenth aspect of the present invention, in addition to the configuration of the fourth aspect, the engine is mounted on a vehicle, and the power of the engine is transmitted to driving wheels of the vehicle. Slip determination means for determining whether or not the driving wheel slips when power is transmitted to the driving wheel, and the condition determination means determines that the driving wheel is slipping The hydraulic control device further includes means for determining whether or not a condition for supplying oil to the lubricated portion is satisfied.

  According to the first aspect of the present invention, the hydraulic pressure discharged from the first oil pump driven by the power of the engine or the second oil pump driven by the electric motor is accumulated in the accumulator before being supplied to the hydraulic chamber. be able to. Further, when the oil consumption in the hydraulic chamber of the power transmission device does not change, the hydraulic pressure of the first oil pump having a relatively small capacity can be accumulated in the accumulator. Therefore, the efficiency of accumulating hydraulic pressure in the accumulator can be relatively increased.

  According to the second aspect of the present invention, when the vehicle is repulsive to generate engine braking force and the condition for applying braking force to the vehicle by the brake device is satisfied, When the kinetic energy is transmitted to the engine and the first oil pump is driven to accumulate the hydraulic pressure in the accumulator, an increase in engine brake force accompanying the driving of the first oil pump is obtained. Then, the final braking force of the brake device applied to the vehicle can be controlled by subtracting the increase in engine brake force accompanying the drive of the oil pump from the target braking force applied to the vehicle by the brake device. Therefore, it is possible to prevent the overall braking force applied to the vehicle from being excessively increased during the repulsive driving of the vehicle, and to avoid the driver from feeling uncomfortable.

  According to the third aspect of the present invention, the engine power is transmitted to the drive wheels, the first oil pump is driven by the engine power, and the hydraulic pressure of the first oil pump is stored in the accumulator. The engine torque can be controlled so that the actual increase speed of the accumulator internal pressure is in accordance with a predetermined increase speed determined in advance corresponding to the mode. Therefore, the engine torque can be prevented from rising more than necessary, the efficiency of accumulating the hydraulic pressure in the accumulator can be made relatively high, the fuel efficiency of the engine can be improved, and the uncomfortable feeling during deceleration of the vehicle can be reduced. can do.

  According to the fourth aspect of the present invention, when the oil discharged from the first oil pump does not need to be supplied to the lubricated portion, control is performed to accumulate the hydraulic pressure of the first oil pump in the accumulator. Therefore, insufficient cooling or insufficient lubrication in the lubricated part can be avoided.

  According to the invention of claim 5, the condition for stopping the engine when the vehicle is stopped is satisfied, and the first oil pump is driven by the power of the engine, and the hydraulic pressure of the first oil pump is transferred to the accumulator. It is assumed that when the control for accumulating is performed, the first oil pump is driven to accumulate the pressure in the accumulator, and the second oil pump is driven to accumulate the pressure in the accumulator. Second energy consumption is predicted. Then, the first consumption energy and the second consumption energy are compared, and if the first consumption energy is less than the second consumption energy, the engine is operated even if the condition for stopping the engine is satisfied, The first oil pump is driven by the power of the engine, and the hydraulic pressure is accumulated in the accumulator. Therefore, the hydraulic pressure can be accumulated in the accumulator while the energy consumption is relatively low, and the efficiency is improved.

  According to the sixth aspect of the present invention, the oil discharged from the oil pump driven by the engine power can be obtained in the hydraulic chamber or the low hydraulic pressure. Supplied to the supply unit. The check valve is opened in the direction in which the oil discharged from the oil pump driven by the engine is supplied to the accumulator, and the check valve is in the direction in which the oil flows from the accumulator to the oil pump driven by the engine. The valve is closed.

  According to the invention of claim 7, in addition to obtaining the same effect as that of the invention of claim 2, the hydraulic pressure discharged from either the oil pump driven by the engine or the electric oil pump is selectively used as the accumulator. Can be accumulated.

  According to the invention of claim 8, in addition to obtaining the same effect as that of any one of the inventions of claims 1 to 7, it is possible to generate electric power with a generator using the power of the engine and drive the electric motor with the electric power. it can.

  According to the ninth aspect of the invention, in addition to obtaining the same effect as the first aspect of the invention, a hydraulic chamber for controlling the transmission ratio of the continuously variable transmission or a hydraulic chamber for controlling the torque capacity of the continuously variable transmission It can be determined whether or not the amount of oil consumption changes.

  According to the invention of claim 10, in addition to the same effect as that of the invention of claim 4, in addition to the configuration, when the engine power is transmitted to the drive wheels and the drive wheels slip, It can be determined whether or not it is necessary to supply oil to the lubrication part.

It is a flowchart which shows the 1st control example performed with the hydraulic control apparatus of this invention. It is a mimetic diagram showing composition of vehicles which have a hydraulic control device of the present invention. It is an example of the map used with the flowchart of FIG. It is a flowchart which shows the 2nd example of control performed with the hydraulic control apparatus of this invention. It is an example of the map used with the flowchart of FIG. It is a flowchart which shows the 3rd control example performed with the hydraulic control apparatus of this invention. It is an example of the map used with the flowchart of FIG. It is a flowchart which shows the 4th example of control performed with the hydraulic control apparatus of this invention. It is a flowchart which shows the 5th control example performed with the hydraulic control apparatus of this invention. It is a diagram showing the control performed with the flowchart of FIG. It is a diagram showing the other control performed with the flowchart of FIG.

  Next, the present invention will be described with reference to specific examples. In the present invention, the first oil pump and the second oil pump may or may not have different oil discharge principles, and have different power sources. Note that any of a vane pump, a gear pump, a piston pump, and the like may be used as the first oil pump or the second oil pump.

  FIG. 2 schematically shows an example in which the present invention is applied to a hydraulic control device 32 intended for a power transmission device including a continuously variable transmission 1 mounted on a vehicle. The continuously variable transmission 1 is a conventionally known belt type, and a belt 35 is wound around a driving pulley 2 and a driven pulley 3 to transmit torque between these pulleys 2 and 3, and By changing the wrapping radius of the belt 35 around the pulleys 2 and 3, the gear ratio between the input rotation speed and the output rotation speed can be changed steplessly (continuously). Yes. More specifically, each of the pulleys 2 and 3 includes a fixed sheave and a movable sheave arranged so as to approach and separate from the fixed sheave, and V between the fixed sheave and the movable sheave. A groove-like belt winding groove is formed. The pulleys 2 and 3 are provided with hydraulic actuators 4 and 5 for moving the movable sheave back and forth in the direction of its axis. Any one of these hydraulic actuators 4, 5, for example, the hydraulic chamber 5 A of the hydraulic actuator 5 in the driven pulley 3 is supplied with a hydraulic pressure that generates a clamping pressure with which the driven pulley 3 clamps the belt 35. The other of the hydraulic actuators 4, 5, for example, the hydraulic chamber 4 </ b> A of the hydraulic actuator 4 in the drive pulley 2 is supplied with hydraulic pressure for changing the wrapping radius of the belt 35.

  A C1 clutch 6 for transmitting and interrupting drive torque is provided on the input side or output side of the continuously variable transmission 1. The C1 clutch 6 is a clutch in which the transmission torque capacity is set according to the supplied hydraulic pressure, and is constituted by, for example, a wet multi-plate clutch. Further, a forward / reverse switching device (not shown) is provided on the path from the engine 10 to the drive wheel 36. This forward / reverse switching device is composed of, for example, a planetary gear mechanism and a friction engagement device, and is a device that switches the rotation direction of the rotating element forward and backward by switching engagement and release of the friction engagement device. is there. A hydraulic chamber (not shown) for controlling the engagement and release of the friction engagement device is provided, and the oil in the oil passage 15 is supplied to the hydraulic chamber. The continuously variable transmission 1 and the C1 clutch 6 and the forward / reverse switching device transmit torque for traveling the vehicle and are set to a transmission torque capacity corresponding to the hydraulic pressure. High hydraulic pressure corresponding to the torque is supplied to the hydraulic chambers of the hydraulic actuators 4 and 5 and the C1 clutch 6 and the hydraulic chambers for controlling the engagement and release of the friction engagement device of the forward / reverse switching device. The hydraulic chambers 4A and 5A, the hydraulic chamber (not shown) of the C1 clutch 6, and the hydraulic chamber that controls the engagement and release of the friction engagement device of the forward / reverse switching device are high hydraulic pressure supply units.

  On the other hand, the power transmission device including the continuously variable transmission 1 is provided with a torque converter (torque converter) 7 having a lock-up clutch (not shown). The configuration of the torque converter 7 is the same as that conventionally known. In the converter region where the rotational speed difference between the pump impeller and the turbine runner is large (the speed ratio is smaller than a predetermined value), torque amplification occurs. Further, the coupling range in which the rotational speed difference is small (the speed ratio is greater than a predetermined value) is configured to function as a fluid coupling having no torque amplification action. The lockup clutch is configured to directly connect a front cover integrated with a pump impeller as an input side member and a hub integrated with a turbine runner via a friction plate. A control valve (L / U control valve) 8 is provided for controlling the lock-up hydraulic pressure for bringing the friction plate into contact with the front cover and separating the friction plate. The control valve 8 is used to control the direction and pressure of the hydraulic pressure supplied to the lockup clutch, and therefore the control valve 8 operates at a relatively low hydraulic pressure.

  As described above, in the power transmission device from the engine 10 to the driving wheel 36, sliding, heat generation, and wear are generated during power transmission, such as a frictional contact with each other, a bearing, and a gear meshing portion. A portion to be lubricated 9 exists, and oil is supplied to the portion to be lubricated 9 to be cooled and lubricated. Since the lubricated portion 9 only needs to be supplied with a required amount of oil (lubricating oil) even at a low pressure, the lubricated portion 9, the control valve 8 or the torque converter 7 is referred to as a low hydraulic pressure supply portion.

  Next, a configuration for supplying and discharging hydraulic pressure to and from the high hydraulic pressure supply unit and the low hydraulic pressure supply unit will be described. The example shown in FIG. 2 is an example in which an oil pump (mechanical oil pump) 11 driven by an engine 10 mounted on a vehicle is used as a hydraulic pressure source. The engine 10 is a heat engine that outputs power by burning fuel such as a gasoline engine. In the present invention, an electric motor such as a motor / generator may be provided together with the engine 10. The continuously variable transmission 1, the C1 clutch 6, the torque converter 7 and the like are arranged on a power transmission path from the engine 10 to the drive wheels 36.

  The oil pump 11 is configured to suck oil from the oil pan 33 and discharge oil to the oil passage 34. A pressure regulating valve 12 that regulates the oil pressure of the oil passage 34 to a predetermined pressure is provided. The pressure regulating valve 12 includes a spool that reciprocates in a predetermined direction, a port 12A that connects the oil passage 34 and the lubricated portion 9, a port 12B that connects the oil passage 34 and the oil pan 33, and the spool in one direction. And a feedback port that presses the spool in a direction opposite to the spring, and an electromagnetic coil that generates a magnetic attractive force that presses the spool in the same direction as the spring. is doing. That is, the pressure regulating valve 12 is a solenoid valve. In the pressure regulating valve 12, when the oil pressure in the oil passage 34 is relatively low, the spool is pressed by the force of the spring and the ports 12A and 12B are closed. It is not discharged to the pan 33.

  When the oil pressure in the oil passage 34 rises, the spool moves against the spring force by the oil pressure in the feedback port, the port 12A opens, and the oil in the oil passage 34 is discharged to the lubricated portion 9. When the oil pressure in the oil passage 34 further increases, the spool further moves, the ports 12A and 12B are both opened, the oil in the oil passage 34 is discharged to the lubricated portion 9 and the oil pan 33, and the oil pressure in the oil passage 34 is increased. Be controlled. Further, in the pressure regulating valve 12, by controlling the current value supplied to the electromagnetic coil, it is possible to adjust the hydraulic pressure of the oil passage 34 where the spool moves against the force of the spring and the magnetic attractive force. it can. Specifically, as the magnetic attractive force formed by energization of the electromagnetic coil is relatively increased, the oil in the oil passage 34 is supplied to the lubricated portion 9 and the oil until the oil pressure in the oil passage 34 is relatively increased. It is not discharged to the pan 33. In this way, the oil pressure of the oil passage 34 is controlled, and the oil pressure is supplied to the torque converter 7 via the control valve 8.

  On the other hand, the oil passage 34 is communicated with the accumulator (pressure accumulator) 14 through the check valve 13 and the oil passage 15. The check valve 13 is a one-way valve that opens when pressure oil flows from the oil pump 11 toward the accumulator 14 and closes to prevent the flow of pressure oil in the opposite direction. The accumulator 14 is configured to store a piston, an elastic expansion body, or the like pressed by an elastic body in the pressure accumulating chamber in a container and store hydraulic pressure with a pressure higher than the elastic force. The accumulator 14 is configured to supply pressure oil to the high hydraulic pressure supply unit. That is, the actuator 4 in the driving pulley 2, the actuator 5 in the driven pulley 3, and the C1 clutch 6 are communicated with the accumulator 14.

  Further, in the hydraulic control device 32 shown in FIG. 2, an electric oil pump 28 is provided in addition to the oil pump 11 driven by the engine 10. The electric oil pump 28 is a pump that is driven by an electric motor 29 to suck oil from the oil pan 33 and discharge oil to the oil passage 15. When the oil pump 11 and the electric oil pump 28 are compared, the capacity of the oil pump 11 is configured to be smaller than the capacity of the electric oil pump 28. Therefore, in the hydraulic control device 32 shown in FIG. 2, the hydraulic pressure of the oil discharged from the oil pump 11 and the hydraulic pressure of the oil discharged from the electric oil pump 28 can be stored in the accumulator 14. In addition, a generator 31 that is driven by the engine 1 to generate electric power is provided, and the generator 31 is connected to an electric motor 29. The generator 31 may be either a DC generator or an AC generator. Therefore, the generator 31 can generate power with the power of the engine 10 and the electric motor 29 can be driven with the electric power.

  An oil passage 16 is connected to the hydraulic chamber 4 </ b> A of the actuator 4, and a supply-side electromagnetic on-off valve DSP <b> 1 that connects and disconnects the oil passage 15 and the oil passage 16 is provided. The supply-side electromagnetic on-off valve DSP1 is electrically controlled to open and close the oil supply path, thereby supplying pressure oil to the actuator 4 and blocking the supply of pressure oil. An oil passage 18 is connected to the hydraulic chamber 5 </ b> A of the actuator 5, and a supply-side electromagnetic on-off valve DSS <b> 1 that connects and shuts off the oil passage 15 and the oil passage 18 is provided. The supply-side electromagnetic on-off valve DSS1 is electrically controlled to open and close the path for supplying the oil in the oil path 15 to the actuator 5, thereby supplying pressure oil to the actuator 5 and supplying the pressure oil. It is configured to block. Further, an oil passage 19 is connected to the hydraulic chamber that controls engagement and release of the C1 clutch 6, and a supply-side electromagnetic on-off valve DSC 1 that connects and disconnects the oil passage 15 and the oil passage 19 is provided. . The supply-side electromagnetic on-off valve DSC1 is electrically controlled to open and close the oil supply path, thereby supplying pressure oil to the C1 clutch 6 and blocking the supply of pressure oil. .

  An oil passage 17 is provided for communicating the hydraulic chambers of the actuators 4 and 5 and the hydraulic chamber of the C1 clutch 6 to the oil pan 33. The discharge-side electromagnetic for connecting and disconnecting the oil passage 17 and the oil passage 16 is provided. An on-off valve DSP2 is provided. By electrically controlling the discharge-side electromagnetic on-off valve DSP2 to open and close the path for discharging the oil of the actuator 4 to the oil pan 33, the pressure oil is discharged from the hydraulic chamber 4A of the actuator 4 to the oil pan 33, Moreover, it is comprised so that discharge | emission of pressure oil can be interrupted | blocked. Similarly, a discharge-side electromagnetic on-off valve DSS2 that connects and shuts off the oil passage 18 and the oil passage 17 is provided. By electrically controlling the discharge side electromagnetic opening / closing valve DSS2 and opening / closing a path for discharging oil from the hydraulic chamber 5A of the actuator 5 to the oil pan 33, the hydraulic oil is discharged from the actuator 5 to the oil pan 33, Moreover, it is comprised so that discharge | emission of pressure oil may be interrupted | blocked.

  Further, a discharge side electromagnetic on-off valve DSC2 for connecting and blocking the oil passage 19 and the oil passage 17 is provided. By electrically controlling the discharge-side electromagnetic on-off valve DSC2 to open and close the path for discharging the oil in the hydraulic chamber of the C1 clutch 6 to the oil pan 33, the pressure oil is discharged from the C1 clutch 6 to the oil pan 33. In addition, it is configured so that the discharge of pressure oil can be shut off. As these electromagnetic open / close valves DSP1, DSS1, DSC1, DSP2, DSS2, DSC2, valves configured so as not to leak hydraulic pressure even in the closed state, such as poppet valves and check valves, are used. Can do.

  On the other hand, an electronic control unit 37 that controls the engine 10, the continuously variable transmission 1, and the hydraulic control unit 32 is provided. The electronic control unit 37 includes a vehicle speed, an accelerator opening, an engine speed, an operating state of a brake pedal, Sensor and switch signals for detecting the internal pressure of the accumulator 14, the input and output rotational speeds of the continuously variable transmission 1, the operating state of the mode switch, the operating state of the manual shift device, the rotational speed of the wheels, and the like are input. The electronic control unit 37 stores data and programs for controlling the engine 10, the continuously variable transmission 1, the hydraulic control unit 32, and the C1 clutch 6. Further, a brake device 38 is provided that applies a braking force to the wheel when the brake pedal is depressed. The brake device 38 has a wheel cylinder provided on a wheel, and is configured to press a brake pad against a rotating member by the hydraulic pressure of the wheel cylinder and to apply a braking force to the wheel by a frictional force. Then, the hydraulic pressure of the wheel cylinder of the brake device 38 can be controlled based on the depression amount of the brake pedal, the signal input to the electronic control device 37, and the data stored in the electronic control device 37. Has been.

  The operation of the hydraulic control device 32 described above will be described. Since the oil pump 11 is connected to the engine 10, when the engine 10 is rotating, the oil pump 11 rotates in the same manner to generate hydraulic pressure. The rotation of the engine 10 occurs both when the fuel is supplied to the engine 10 and rotates autonomously, and when the fuel supply and ignition are stopped and the vehicle 10 is forcibly rotated by the traveling inertia force of the vehicle. . That is, the oil pump 11 rotates to generate hydraulic pressure regardless of whether the engine 10 is driven or the engine brake is driven. The pressure and the amount of oil are in accordance with the specifications, rotation speed, and torque of the oil pump 11. On the other hand, the hydraulic pressure thus generated is regulated to a predetermined low hydraulic pressure by the pressure regulating valve 12 and then supplied to the torque converter 7 via the control valve 8 and also to the lubricated portion 9. Is done.

  On the other hand, since the oil pump 11 generates a hydraulic pressure corresponding to the operating state of the engine 10, the discharge pressure of the oil pump 11 becomes high during sudden acceleration or when a large engine braking force is generated. The high oil pressure generated in such a case pushes the check valve 13 open and is supplied to the accumulator 14. Further, since the check valve 13 is closed when the discharge pressure of the oil pump 11 is lower than the hydraulic pressure in the accumulator 14, the high hydraulic pressure supplied to the accumulator 14 is stored here. Note that the hydraulic pressure stored in the accumulator 14 is higher than the maximum pressure required for the continuously variable transmission 1.

  The torque capacity of the continuously variable transmission 1 is controlled so as to prevent the belt 35 from slipping, and this is set by the clamping pressure corresponding to the hydraulic pressure supplied to the actuator 5 of the driven pulley 3. More specifically, the required driving force is obtained based on the accelerator opening, the throttle opening, etc., and the target engine torque is obtained based on the required driving force, and is input to the continuously variable transmission 1. When the torque increases, control for increasing the hydraulic pressure in the hydraulic chamber 5A is performed. In the hydraulic control device 32 shown in FIG. 2, the supply side electromagnetic on-off valve DSS1 communicating with the actuator 5 of the driven pulley 3 is opened, the discharge side electromagnetic on-off valve DSS2 is closed, and the hydraulic pressure is supplied from the accumulator 14 to the hydraulic chamber 5A. As a result, the hydraulic pressure in the hydraulic chamber 5A can be increased. In this way, the torque capacity of the continuously variable transmission 1 is increased.

  On the other hand, when the torque input to the continuously variable transmission 1 decreases, control for decreasing the hydraulic pressure in the hydraulic chamber 5A is performed. In the hydraulic control device 32 shown in FIG. 2, the supply-side electromagnetic on-off valve DSS1 communicating with the actuator 5 of the driven pulley 3 is closed, the discharge-side electromagnetic on-off valve DSS2 is opened, and oil is discharged from the hydraulic chamber 5A. The oil pressure of 5A can be reduced. In this way, the torque capacity of the continuously variable transmission 1 is reduced. When the torque input to the continuously variable transmission 1 is constant, the supply-side electromagnetic on-off valve DSS1 is closed and the discharge-side electromagnetic on-off valve DSS2 is closed, so that the oil is enclosed in the hydraulic chamber 5A. The capacity is controlled to be constant.

  Next, control of the gear ratio in the continuously variable transmission 1 will be described. First, the required driving force in the vehicle is determined based on the vehicle speed and the accelerator opening, and the target engine output is determined based on the required driving force. Further, when the actual engine output is controlled based on the target engine output, the target engine speed and the target engine output are determined so that the operating state of the engine 10 is along the optimum fuel consumption line. Then, the gear ratio of the continuously variable transmission 1 is controlled so that the actual engine speed approaches the target engine speed. The speed ratio of the continuously variable transmission 1 is controlled by supplying and discharging pressure oil to and from the hydraulic chamber 4A. Specifically, it is performed by opening and closing the supply side electromagnetic on-off valve DSP1 and the discharge side electromagnetic on-off valve DSP2.

  For example, in the case where the groove width of the drive pulley 2 is narrowed (the winding radius of the belt 35 is increased) in order to perform control (upshift) to relatively reduce the speed ratio of the continuously variable transmission 1, The supply-side electromagnetic on-off valve DSP1 is controlled to open and pressure oil is supplied to the actuator 4. On the other hand, when the groove width of the drive pulley 2 is increased (the winding radius of the belt 35 is decreased) in order to perform control (downshift) to relatively increase the gear ratio of the continuously variable transmission 1. The discharge-side electromagnetic on-off valve DSP2 is controlled to open and the oil is discharged from the actuator 4 to the oil pan 33. When the transmission ratio of the continuously variable transmission 1 is fixed, both the supply side electromagnetic on-off valve DSP1 and the discharge side electromagnetic on-off valve DSP2 are controlled to be closed, and the oil is confined in the hydraulic chamber 4A.

  Thus, basically, the gear ratio of the continuously variable transmission 1 is controlled so that the engine output is along the optimum fuel consumption line. On the other hand, a manual shift device operated by a driver is provided, and when the manual shift device is operated, control for changing the gear ratio of the continuously variable transmission 1 stepwise (upshift and downshift). It is comprised so that it can perform. When this manual downshift device is operated by the driver, the gear ratio of the continuously variable transmission 1 is not controlled based on the optimum fuel consumption line, and the gear ratio of the continuously variable transmission 1 is determined by operating the manual shift device. The selected gear ratio is fixed.

  In a steady running state in which the accelerator opening and the vehicle speed are maintained substantially constant, the transmission ratio of the continuously variable transmission 1 and the clamping pressure applied from the driven pulley 3 to the belt 35 are maintained constant. In that case, the electromagnetic on-off valves DSP1, DSP2, DSS1, DSS2 for the continuously variable transmission 1 are controlled to be closed, and the pressure oil is sealed in the hydraulic chambers of the actuators 4, 5. In this state, there is no leakage of hydraulic pressure from each of the electromagnetic open / close valves DSP1, DSP2, DSS1, DSS2, so that the hydraulic pressure stored in the accumulator 14 decreases or the accumulator 14 maintains the pressure of each actuator 4,5. Therefore, it is not necessary to continuously supply the hydraulic pressure from the hydraulic pressure, so that no energy loss occurs due to leakage of the hydraulic pressure.

  Further, when the vehicle travels, the C1 clutch 6 is engaged, and the torque of the engine 10 is transmitted to the drive wheels 36. Accordingly, since the C1 clutch 6 transmits a large torque required for traveling, the hydraulic pressure is supplied from the accumulator 14 to the C1 clutch 6 when the vehicle travels. That is, when the vehicle starts, the supply-side electromagnetic on-off valve DSC1 is energized to control the opening thereof, and the C1 clutch 6 is engaged by supplying hydraulic pressure from the accumulator 14 to the C1 clutch 6. On the other hand, when the C1 clutch 6 is released, the discharge side electromagnetic on-off valve DSC2 is controlled to be opened and the pressure is released from the C1 clutch 6.

  The electromagnetic on / off valves DSC1 and DSC2 for the C1 clutch 6 also do not cause substantial leakage of hydraulic pressure, similar to the electromagnetic on / off valves DSP1, DSP2, DSS1 and DSS2 for the continuously variable transmission 1 described above. Therefore, the hydraulic pressure can be contained in the C1 clutch 6 and maintained in the engaged state without consuming the hydraulic pressure stored in the accumulator 14, and energy loss due to hydraulic pressure leakage can be prevented or suppressed. .

  Incidentally, the vehicle shown in FIG. 2 is configured so that the hydraulic pressure stored in the accumulator 14 can be generated by both the electric oil pump 28 and the oil pump 11. However, since the electric oil pump 28 has low efficiency due to electric loss, when the hydraulic pressure generated by the electric oil pump 28 is accumulated in the accumulator 14, the electric power supplied to the electric motor 29 is generated by the generator 31. The fuel consumption of the engine will be temporarily reduced. Therefore, it is desirable to accumulate the hydraulic pressure generated by the oil pump 11 in the accumulator 14 as much as possible. Hereinafter, control examples for accumulating hydraulic pressure in the accumulator 14 will be sequentially described.

(First control example)
A first control example executed when accumulating hydraulic pressure in the accumulator 14 will be described based on the flowchart of FIG. This first control example corresponds to the first and ninth aspects of the invention. The flowchart of FIG. 1 is executed when the accelerator pedal is depressed and the torque of the engine 10 is transmitted to the driving wheels 36 to generate driving force. First, it is determined whether or not a control for fixing (constant) the transmission ratio of the continuously variable transmission 1 is executed (step S1). Further, based on the operation of the manual shift device, it is determined whether or not the gear ratio of the continuously variable transmission 1 is being controlled (step S2).

  Further, it is determined whether or not the fluctuation amount of the engine torque within a predetermined time is within a predetermined range, or whether or not the hydraulic pressure fluctuation of the hydraulic chamber 5A within the predetermined time is within a predetermined range (step S3). This step S3 is a step for determining whether it is necessary to increase the amount of oil in the hydraulic chamber 5A. For example, if the fluctuation range of the engine torque is within a predetermined range, it is not necessary to increase the oil amount in the hydraulic chamber 5A. Further, if the hydraulic pressure fluctuation in the hydraulic chamber 5A due to oil leakage or the like is within a predetermined range, it is not necessary to increase the oil amount in the hydraulic chamber 5A. The determinations in steps S1, S2, and S3 may all be performed simultaneously, or other steps may be performed when an affirmative determination is made in any step.

  If all of the above steps S1, S2 and S3 are positively determined, “a condition for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14 in a situation where the transmission ratio of the continuously variable transmission 1 is fixed”. Whether or not is established is determined (step S4). The determination in step S4 is performed using, for example, the map of FIG. The map of FIG. 3 shows a pressure accumulation line for accumulating hydraulic pressure in the accumulator 14. Further, in FIG. 3, reference is made to a control for accumulating hydraulic pressure in the accumulator 14, and a first accumulator line (solid line) for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14 and the hydraulic pressure of the electric oil pump 28 in the accumulator 14 A second pressure accumulation line (broken line) for accumulating pressure is shown. The first pressure accumulation line has a higher pressure than the second pressure accumulation line. When the internal pressure of the accumulator 14 is equal to or lower than the first pressure accumulation line and exceeds the second pressure accumulation line, a condition for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14 is satisfied. Further, when the internal pressure of the accumulator 14 becomes equal to or lower than the second pressure accumulation line, a condition for accumulating the hydraulic pressure of the electric oil pump 28 in the accumulator 14 is established. When the internal pressure of the accumulator 14 is equal to or higher than the first pressure accumulation line, it is not necessary to accumulate pressure in the accumulator 14.

  If the determination in step S4 is affirmative, control is performed to accumulate pressure in the accumulator 14 using the oil pump 11 (step S5), and this control routine is terminated. The control in step S5 will be specifically described. The current value supplied to the electromagnetic coil of the pressure regulating valve 12 is controlled to relatively increase the magnetic attractive force. Then, even if the oil pressure in the oil passage 34 becomes relatively high, both the ports 12A and 12B are maintained in a blocked state, the oil pressure in the oil passage 34 becomes higher than the oil pressure in the oil passage 15, and a check is made. The valve 13 is opened and the hydraulic pressure of the oil pump 11 is accumulated in the accumulator 14.

  If a negative determination is made in step S4, for example, when the internal pressure of the accumulator 14 is equal to or lower than the second pressure accumulation line, control for accumulating the hydraulic pressure of the electric oil pump 28 in the accumulator 14 is performed. finish. Thus, when accumulating the hydraulic pressure of the electric oil pump 28 in the accumulator 14, the magnetic attraction force formed by the electromagnetic coil of the pressure regulating valve 12 is relatively weakened. Then, when the oil pressure of the oil passage 34 rises, the spool is moved by the oil pressure of the feedback port, at least one of the ports 12A and 12B is opened, and the oil in the oil passage 34 is at least one of the lubricated portion 9 or the oil pan 33. And the increase in the oil pressure of the oil passage 34 is suppressed. Accordingly, the check valve 13 is closed, and the hydraulic pressure of the oil pump 11 is not accumulated in the accumulator 14, and the hydraulic pressure of the electric oil pump 28 is accumulated in the accumulator 14. If the internal pressure of the accumulator 14 is equal to or higher than the first pressure accumulation line at the time of determination in step S4, it is not necessary to store pressure in the accumulator 14, and a negative determination is made in step S4, and this control routine ends.

  Note that the negative determination in step 1 means that the amount of oil supplied to the hydraulic chamber 4A changes, and thus this control routine is terminated without accumulating pressure in the accumulator 14. Further, the negative determination in step 2 means that the manual shift device is operated again and the amount of oil supplied to the hydraulic chamber 4A may change, so this is not performed without accumulating pressure in the accumulator 14. The control routine ends. Furthermore, when a negative determination is made in step 3, it is necessary to increase the amount of oil in the hydraulic chamber 5A, and the internal pressure of the accumulator 14 may change. Therefore, without accumulating the accumulator 14, This control routine is terminated.

  As described above, in the control example shown in FIG. 1, the hydraulic pressure of the oil pump 11 can be accumulated in the accumulator 14, which is more efficient than driving the electric oil pump 28 and accumulating in the accumulator 14. The fuel consumption of the engine 10 is improved. Here, the hydraulic pressure of the oil pump 11 can be accumulated in the accumulator 14, and the reason why the efficiency is higher than driving the electric oil pump 28 and accumulating in the accumulator 14 is that the capacity of the oil pump 11 is This is because it is smaller than the capacity and the electric motor 29 has electric loss.

  Here, the correspondence between the functional means shown in FIG. 1 and the configuration of the present invention will be described. Steps S1, S2, and S3 correspond to the determining means of the present invention, and steps S4 and S5 are the same. It corresponds to the pressure accumulating means of the invention. Further, the correspondence relationship between the configuration shown in FIG. 2 and the configuration of the present invention will be explained. The engine 10 corresponds to the engine of the present invention, and the oil pump 11 corresponds to the first oil pump of the present invention. The electric oil pump 28 corresponds to the second oil pump of the present invention, the electric motor 29 corresponds to the electric motor of the present invention, the hydraulic chambers 4A and 5A correspond to the hydraulic chamber of the present invention, and are continuously variable. The transmission 1 corresponds to the power transmission device of the present invention, and the accumulator 14 corresponds to the accumulator of the present invention. In the above description, it is determined in step S1 whether or not the control for fixing (constant) the transmission ratio of the continuously variable transmission 1 is being executed. It may be determined in step S1 whether or not the flow rate of oil consumed by the step transmission 1 changes. For example, when the vehicle is continuously running, the flow rate of oil consumed by the continuously variable transmission 1 does not change, so that a positive determination is made in step S1.

(Second control example)
Next, a second control example executed when accumulating the accumulator 14 will be described with reference to the flowchart of FIG. This second control example corresponds to the invention of claim 2. This second control example can be executed regardless of the presence or absence of the electric oil pump 28. First, it is determined whether or not the brake pedal is depressed (step S11). If the determination in step S11 is affirmative, it is determined whether or not a condition for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14 is satisfied (step S12). For example, when the internal pressure of the accumulator 14 is equal to or lower than a predetermined reference pressure, an affirmative determination is made in step S12 and the process proceeds to step S13. In this step S13, the oil pump 11 is driven by the engine 10 to perform control for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14, and control for reducing the target braking force generated by the brake device 38 is performed. This control routine is terminated. The control for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14 is the same as the control in step S5 in FIG.

  The fact that the brake pedal is depressed as described above means that the vehicle is in a coasting state, and engine braking force is generated by kinetic energy associated with the coasting of the vehicle. Further, the required braking force is obtained based on the depression amount of the brake pedal, and the target braking force generated by the brake device is obtained based on the required braking force. Further, the target hydraulic pressure of the wheel cylinder of the brake device 38 is obtained based on the target braking force. Here, since the engine 10 that drives the oil pump 11 is rotated by the kinetic energy of the vehicle, the engine braking force is increased as much as the oil pump 11 is driven. Therefore, when the target braking force generated by the brake device is obtained based on the required braking force, control for subtracting the braking force for the engine brake that is strengthened by driving the oil pump 11 from the target braking force is performed. This means “control to reduce the target braking force generated by the brake device 38”.

In the control of step S13, the map of FIG. 5 can be used. In the map of FIG. 5, the horizontal axis shows the loss torque due to the drive of the oil pump 11, and the vertical axis shows the value of the decrease in the target braking force generated by the brake device 38. From the map of FIG. 5, it can be seen that as the loss torque due to the drive of the oil pump 11 increases, the decrease in the target braking force (brake force) generated by the brake device 38 increases. The loss torque Tloss due to driving of the oil pump 11 is expressed by the following equation.
Tloss = k x NE x PL
Here, k is a coefficient, NE is the engine speed, and PL is the internal pressure of the accumulator 14.

  On the other hand, if the negative pressure is determined in step S12 because the internal pressure of the accumulator 14 exceeds the predetermined reference value at the time of determination in step S12, the accumulator 14 does not accumulate pressure. The control routine ends. If the brake pedal is not depressed at the time of determination in step S11, a negative determination is made in step S11, and the control routine is terminated.

  Thus, in the flowchart of FIG. 4, when the brake pedal is depressed and the braking device 38 generates a braking force, the braking device 38 takes into account the increase in the engine braking force due to the drive of the oil pump 11. Since the target braking force to be generated is obtained, it is possible to prevent the braking force exceeding the braking force corresponding to the depression amount of the brake pedal from being generated in the vehicle or the deceleration from being excessively increased. Therefore, it is possible to prevent the driver from feeling uncomfortable, and it is possible to prevent repeated operations such as once returning the brake pedal depressed by the driver due to excessive deceleration and depressing the brake pedal again. improves. In addition to providing a control example in which the oil pump 11 is driven to accumulate pressure in the accumulator 14, the second embodiment provides a control generated by the brake device 38 when accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14. It also has the technical meaning of how to control the power.

  Here, the correspondence between the functional means shown in FIG. 4 and the configuration of the present invention will be described. Step S11 corresponds to the braking condition determination means of the present invention, and step S12 corresponds to the engine braking force of the present invention. It corresponds to calculation means and braking force control means. The correspondence relationship between the configuration shown in FIG. 2 and the present invention will be described. The drive wheel 36 corresponds to the drive wheel of the present invention, the engine 10 corresponds to the engine of the present invention, and the oil pump 11 The accumulator 14 corresponds to the oil pump of the present invention, and the accumulator 14 corresponds to the accumulator of the present invention.

  The brake device 38 may be a motor / generator that applies braking force to the wheels by converting kinetic energy of the vehicle into electrical energy, instead of a configuration that generates braking force by frictional force. In a vehicle in which the brake device 38 is configured by such a motor / generator, the flowchart of FIG. 4 may be executed. In this case, an affirmative determination is made in step S11, and the process proceeds to step S13 to obtain a target regenerative braking force to be generated by the motor / generator based on the depression amount of the brake pedal. Here, when the target regenerative braking force to be generated by the motor / generator is obtained based on the depression amount of the brake pedal, control for subtracting the braking force corresponding to the engine braking force generated by driving the oil pump 11 is performed.

(Third control example)
Next, a third control example executed when accumulating the hydraulic pressure in the accumulator 14 will be described based on the flowchart of FIG. This third control example corresponds to the invention of claim 3 and is executed when the power of the engine 10 is transmitted to the drive wheels 36 and the vehicle is traveling. The vehicle capable of executing the third control example is configured to be able to switch between the normal mode and the sport mode as a mode for controlling the engine 10 and the continuously variable transmission 1. When the normal mode and the sport mode are compared, even when the vehicle speed and the accelerator opening are the same, the speed ratio when the sport mode is selected is larger than the speed ratio of the continuously variable transmission 1 when the normal mode is selected. The control program of the electronic control unit 37 is set so that the gear ratio of the continuously variable transmission 1 is relatively large. In addition, comparing the normal mode and the sport mode, even when the vehicle speed and the accelerator opening are the same, the electronic throttle valve when the sport mode is selected is more effective than the electronic throttle valve opening when the normal mode is selected. The control program of the electronic control unit 37 is set so that the opening degree of the throttle valve becomes relatively wide. That is, the engine torque when the sport mode is selected is relatively higher than the engine torque when the normal mode is selected.

  In the flowchart of FIG. 6, first, it is determined whether or not the sports mode is selected when the vehicle is running by transmitting the power of the engine 10 to the drive wheels 36 (step S21). If the determination in step S21 is affirmative, it is determined whether or not a condition for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14 is satisfied (step S22). An example of the map used for the determination in step S22 is shown in FIG. The map of FIG. 7 is stored in the electronic control unit 37. The map of FIG. 7 shows a pressure accumulation line for accumulating hydraulic pressure in the accumulator 14. 7 shows a first pressure accumulation line (solid line) for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14, and a second pressure accumulation line (dashed line) for accumulating the hydraulic pressure of the electric oil pump 28 in the accumulator 14. It is shown. The first pressure accumulation line has a higher pressure than the second pressure accumulation line.

  Moreover, even when the amount of oil used in the continuously variable transmission 1 increases rapidly and the internal pressure of the accumulator 14 drops at the maximum speed within a certain time, the time when the internal pressure of the accumulator 14 falls below the first pressure accumulation line. Therefore, the difference between the first pressure accumulation line and the second pressure accumulation line is determined so that the internal pressure of the accumulator 14 does not become equal to or lower than the second pressure accumulation line within a predetermined time. The meaning and length of the “predetermined time” will be described later. When the internal pressure of the accumulator 14 is equal to or lower than the first pressure accumulation line and exceeds the second pressure accumulation line, a condition for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14 is satisfied. Further, when the internal pressure of the accumulator 14 becomes equal to or lower than the second pressure accumulation line, a condition for accumulating the hydraulic pressure of the electric oil pump 28 in the accumulator 14 is established. When the internal pressure of the accumulator 14 is equal to or higher than the first pressure accumulation line, it is not necessary to accumulate pressure in the accumulator 14.

  If the determination in step S22 is affirmative, control is performed to accumulate the hydraulic pressure of the oil pump 11 in the accumulator 14, and control is performed to compensate the engine torque in accordance with the pressure accumulation rate in the accumulator 14 (step S23). . Of the controls performed in step S23, the control for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14 is the same as the control performed in step S5 of FIG. Next, the control for compensating the engine torque in accordance with the pressure accumulation speed to the accumulator 14 will be described with reference to the map of FIG. As described above, when the internal pressure of the accumulator 14 becomes equal to or lower than the first pressure accumulation line at time t1, control for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14 is started. In addition to the control for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14, control for increasing the engine torque (engine torque compensation) is executed.

  However, since the engine 10 is a power unit that generates torque by burning fuel, the engine torque does not start to increase from time t1, and the engine torque starts to increase from time t2. That is, a dead time (control delay) occurs between time t1 and time t2. For this reason, the internal pressure of the accumulator 14 is decreasing from time t1 to time t2. Since the engine torque starts to increase after time t2, the internal pressure of the accumulator 14 also increases. Thus, since the engine torque does not increase from time t1 to time t2, the internal pressure of the accumulator 14 also decreases, but the internal pressure of the accumulator 14 does not fall below the second pressure accumulation line.

  That is, the length of time (dead time) from time t1 to time t2 is the time from the start of engine torque compensation control until the engine torque actually starts to rise. The length of this time Corresponds to the length of the predetermined time. In other words, even if there is a dead time from the start of engine torque compensation control to the start of the increase in engine torque, the internal pressure of the accumulator 14 does not fall below the second pressure accumulation line within the dead time. It is time to make it. In addition, when accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14, a predetermined rising speed that serves as a reference for the rising speed of the internal pressure of the accumulator 14 (or a rising gradient, a rising rate per unit time, etc.) is determined in advance. Yes. Then, the increasing speed of the engine torque is controlled so that the actual increasing speed of the internal pressure of the accumulator 14 is in line with the predetermined increasing speed. This is achieved by controlling the opening of the electronic throttle valve. The “predetermined ascending speed” is the hydraulic pressure when the torque input to the continuously variable transmission 1 increases or when the torque capacity of the continuously variable transmission 1 is increased in the state where the sport mode is selected. This is a value that can avoid a lack of hydraulic pressure in the chamber 5A.

  Following the above step S23, it is determined whether or not a condition for ending the control for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14 is satisfied (step S24). For example, when a hydraulic pressure equal to or higher than a predetermined pressure is accumulated in the accumulator 14, a condition for ending the control for accumulating pressure in the accumulator 14 is satisfied. This predetermined pressure is higher than the first pressure accumulation line, which means that the accumulator 14 is full. If a negative determination is made in step S24, the process returns to step S23. If a positive determination is made in step S24, the control routine is terminated. If the determination at step S22 is negative, this control routine is terminated. That is, control for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14 is not performed. Further, when a negative determination is made at step S21, this control routine is terminated.

  Here, the correspondence between the functional means shown in the flowchart of FIG. 6 and the configuration of the present invention will be described. Step S21 corresponds to the mode determining means of the present invention, and step S22 is a condition of the present invention. Step S23 corresponds to the determination means and the engine torque control means of the present invention. The correspondence relationship between the configuration shown in FIG. 2 and the configuration of the present invention will be described. The engine 10 corresponds to the engine of the present invention, the electric motor 29 corresponds to the electric motor of the present invention, and the oil pump. 11 corresponds to the first oil pump of the present invention, the electric oil pump 28 corresponds to the electric oil pump of the present invention, the continuously variable transmission 1 corresponds to the power transmission device of the present invention, and the accumulator 14 The hydraulic chambers 4A and 5A correspond to the accumulator of the present invention, and the hydraulic chambers of the present invention.

(Fourth control example)
Next, a fourth control example executed when accumulating the hydraulic pressure in the accumulator 14 will be described based on the flowchart of FIG. The fourth control example corresponds to the inventions of claims 4 and 10. First, the torque of the engine 10 is transmitted to the drive wheels 36, and whether or not the drive wheels 36 are slipping is determined. Determination is made (step S31). This can be determined by comparing the rotation speed of the wheel to which the torque of the engine 10 is not transmitted with the rotation speed of the drive wheel 36. If the determination in step S31 is affirmative, it is determined whether or not a condition for fixing the gear ratio of the continuously variable transmission 1 is satisfied (step S32). If the determination in step S32 is affirmative, control is performed to close the Pri sheave side solenoid valve (step S33). Specifically, in step S33, control is performed to close the supply-side electromagnetic on-off valve DSP1 and close the discharge-side electromagnetic on-off valve DSP2.

  Further, it is determined whether or not the hydraulic pressure in the hydraulic chamber 5A of the Sec sheave has reached the set pressure (step S34). This is to determine whether or not the actual hydraulic pressure in the hydraulic chamber 5A has reached a predetermined set pressure corresponding to the target engine torque at that time. The “predetermined set pressure corresponding to the target engine torque” is a hydraulic pressure determined to avoid slipping of the belt 35. If the determination in step S34 is affirmative, control to close the Sec sheave side solenoid valve is performed (step S35). That is, the supply-side electromagnetic on-off valve DSS1 is closed and the discharge-side electromagnetic on-off valve DSS2 is closed, so that the torque capacity of the continuously variable transmission 1 is maintained constant. Here, even if a driver | operator reduces the depression amount of an accelerator pedal and the engine torque falls because the driving wheel 36 slips, the torque capacity of the continuously variable transmission 1 is maintained constant. This is because the amount of depression of the accelerator pedal increases again, and the torque transmitted to the drive wheels 36 may increase.

  Then, it is determined whether or not the gear ratio of the continuously variable transmission 1 is “1” or more (step S36). If the determination in step S36 is affirmative, the Pri rotation speed (the rotation speed of the drive pulley 2) is higher than the Sec rotation speed (the rotation speed of the driven pulley 3), and the drive pulley 2 is supported. There is a possibility that the bearing or the contact portion between the driving pulley 2 and the belt V generates heat or wears. Therefore, if an affirmative determination is made in step S36, it is determined whether the Pri rotation speed (the rotation speed of the drive pulley 2) is equal to or less than a predetermined rotation speed (step S37). The predetermined number of revolutions used in the determination in step S37 is a reference for determining whether it is necessary to lubricate or cool the bearing supporting the drive pulley 2 or the contact portion between the drive pulley 2 and the belt V with oil. It is. If the determination in step S37 is affirmative, it is less necessary to lubricate or cool the bearing that supports the drive pulley 2 or the contact portion between the drive pulley 2 and the belt V with oil. Is accumulated in the accumulator 14 (step S38), and this control routine is terminated. The control in step S38 is the same as the control in step S5 in FIG. 1, and the oil discharged from the oil pump 11 is not supplied to the lubricated part 9.

  On the other hand, the negative determination in step S37 means that it is highly necessary to lubricate or cool the bearing that supports the drive pulley 2 or the contact portion between the drive pulley 2 and the belt V with oil. Become. Therefore, if a negative determination is made in step S37, this control routine is terminated without performing control for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14. That is, the port 12A is opened by the control of the pressure regulating valve 12, and the oil in the oil passage 34 is supplied to the lubricated portion 9.

  On the other hand, the negative determination in step S36 means that the Sec rotational speed (the rotational speed of the driven pulley 3) is higher than the Pri rotational speed (the rotational speed of the driven pulley 2). Or the contact portion between the driven pulley 3 and the belt V may generate heat or wear. Therefore, if a negative determination is made in step S36, it is determined whether or not the Sec rotation speed (the rotation speed of the driven pulley 3) is equal to or less than a predetermined rotation speed (step S39). The predetermined number of revolutions used in step S39 is a reference for determining whether or not it is necessary to lubricate or cool the bearing that supports the driven pulley 3 or the contact portion between the driven pulley 3 and the belt V with oil. . If the determination in step S39 is affirmative, it is not necessary to lubricate or cool the bearing that supports the driven pulley 3 or the contact portion between the driven pulley 3 and the belt V with oil, and the process proceeds to step S38.

  On the other hand, the negative determination in step S39 means that it is highly necessary to lubricate or cool the bearing that supports the driven pulley 3 or the contact portion between the driven pulley 3 and the belt V with oil. Become. Therefore, if a negative determination is made in step S39, the control routine is terminated without performing control for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14. That is, the port 12A is opened by the control of the pressure regulating valve 12, and the oil in the oil passage 34 is supplied to the lubricated portion 9. As described above, in the control example of FIG. 8, when there is a need to supply oil to the lubricated portion 9, control for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14 is not performed. On the other hand, when there is no need to supply oil to the lubricated part 9, control is performed to accumulate the hydraulic pressure of the oil pump 11 in the accumulator 14. Therefore, wear and seizure of the lubricated part 9 can be prevented, and pressure can be accumulated in the accumulator 14. As described above, the pressure regulating valve 12 has a function as a switching valve that switches the oil discharged from the oil pump 11 between a state in which the oil is supplied to the lubricated portion 9 and a state in which the oil is not supplied.

  Here, the correspondence between the functional means shown in FIG. 8 and the configuration of the present invention will be described. Step S31 corresponds to the slip judging means of the present invention, and steps S37 and S39 are the conditions of the present invention. Step S38 corresponds to determination means, and step S38 corresponds to pressure accumulation means of the present invention. Further, the correspondence between the configuration shown in FIG. 2 and the configuration of the present invention will be described. The engine 10 corresponds to the engine of the present invention, the electric motor 29 corresponds to the electric motor of the present invention, and the oil The pump 11 corresponds to the first oil pump of the present invention, the electric oil pump 28 corresponds to the second oil pump of the present invention, the continuously variable transmission 1 corresponds to the power transmission device of the present invention, the hydraulic chamber 4A and 5A correspond to the hydraulic chamber of the present invention, the accumulator 14 corresponds to the hydraulic chamber of the present invention, the lubricated portion 9 corresponds to the lubricated portion of the present invention, and the pressure regulating valve 12 corresponds to the present invention. It corresponds to a supply destination switching valve.

(Fifth control example)
Next, a fifth control example that is executed when the hydraulic pressure is accumulated in the accumulator 14 will be described based on the flowchart of FIG. 9. This fifth control example corresponds to the invention of claim 5. In the flowchart of FIG. 9, it is first determined whether or not the vehicle is stopped (step S41), and whether or not a condition for starting the idle stop control is satisfied (step S42). It is determined whether or not the control for accumulating the oil of the oil pump 11 in the accumulator 14 is being executed (step S43). The idle stop control is control for stopping the engine 10 by stopping the supply of fuel to the engine 10 while the vehicle is stopped. The condition for starting the idle stop control is established when the vehicle is stopped, the accelerator pedal is not depressed, and the brake pedal is depressed.

The determinations at steps S41, S42, and S43 may be performed simultaneously, or the determinations at each step may be performed in order. If the determination in all of steps S41, S42, and S43 is affirmative, it is determined whether or not the predicted required consumption gasoline energy is less than the expected required EOP consumption energy (step S44). As described above, the capacity of the oil pump 11 is smaller than the capacity of the electric oil pump 28, and electric loss occurs when the electric oil pump 28 is driven. However, since the vehicle is stopped as described above, Since it is difficult to obtain the efficiency when accumulating the hydraulic pressure in the accumulator 14 only under the conditions of the pump capacity and the electric loss, the determination in step S44 is performed. Here, the expected required gasoline energy is the energy consumed by the engine 10 when the hydraulic pressure of the oil pump 11 is stored in the accumulator 14, and the energy consumption Gene of the engine 10 is obtained by the following equation. .
Tpacc = (PACCmax -PACCact) / ΔPACCupmax
Gene = Tpacc x gidl
Here, Tpacc is the pressure accumulation time in the accumulator 14, gidl is the gasoline consumption when the oil pump 14 is driven while the engine 10 is idling, and PACCmax is the maximum value of the oil pressure accumulated in the accumulator 14. (Upper limit value), where PACCact is the internal pressure of the accumulator 14 at the present time, and ΔPACCupmax is the maximum gradient when the hydraulic pressure of the oil pump 11 is accumulated in the accumulator 14 (the maximum value of the gradient indicating the pressure accumulation rate).

On the other hand, the expected required EOP energy consumption is energy that is expected to be consumed when control is performed to accumulate the hydraulic pressure of the electric oil pump 28 in the accumulator 14, and the expected required EOP energy consumption EOPene is: It is obtained by the following formula.
t1 = ΔPACCupmax / dPACCup
t2 = (PACCmax− (PACCact + ∬dPACCupdtdt))
/ ΔPACCmax + t1
EOPene = t2 x Weop
Here, t1 is an expected time from when the electric oil pump 28 starts accumulating to the accumulator 14 until it reaches ΔPACCup, and ΔPACCup is the accumulator 14 when accumulating the hydraulic pressure of the electric oil pump 28 in the accumulator 14. T2 is the expected time from the start of the control for accumulating the hydraulic pressure of the electric oil pump 28 to the accumulator 14, until the internal pressure of the accumulator 14 reaches the maximum value. This is the energy used by the electric oil pump 28 per hour.

  In relation to the determination in step S44, the pressure accumulation gradient of the accumulator 14 is shown in FIG. At present, since the hydraulic pressure of the oil pump 11 is accumulated in the accumulator 14, the pressure accumulation gradient indicated by the solid line is substantially constant. On the other hand, assuming that control for accumulating the hydraulic pressure of the electric oil pump 28 in the accumulator 14 is started, a gradient (dashed line) when accumulating the hydraulic pressure of the electric oil pump 28 in the accumulator 14 when time t1 elapses. Is the maximum. Further, in FIG. 11, the consumed energy Gene when the time t1 has elapsed is indicated by a solid line, and the consumed energy EOPene when the time t2 has elapsed is indicated by a broken line.

  If the determination in step S44 is affirmative, the control for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14 is continued (step S45), and this control routine is terminated. That is, idling stop control is not executed. On the other hand, when a negative determination is made in step S44, the control for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14 is stopped, and the control for accumulating the hydraulic pressure of the electric oil pump 28 in the accumulator 14 is performed. This control routine is terminated. That is, idling stop control is executed. If the determination is negative in either step S41, step S42, or step S43, the control routine ends. If a negative determination is made in at least one of steps S41, S42, and S43, the control routine ends.

  9 is executed, the expected energy consumed by the control for accumulating the hydraulic pressure of the oil pump 11 in the accumulator 14 and the expected energy consumed by the control for accumulating the hydraulic pressure of the electric oil pump 28 in the accumulator 14. Compared with energy, it is possible to select the control with less energy consumption (the energy efficiency is relatively better). Therefore, the fuel consumption of the engine 10 is improved.

  Here, the correspondence between the functional means shown in FIG. 9 and the configuration of the present invention will be described. Steps S41 and S42 correspond to the stop condition determining means of the present invention, and step S43 corresponds to the present invention. Step S44 corresponds to the pressure accumulation state determination means, step S44 corresponds to the energy consumption prediction means and comparison means of the present invention, and step S45 corresponds to the pressure accumulation means of the present invention. The consumed energy Gene corresponds to the first consumed energy of the present invention, and the consumed energy EOPene corresponds to the second consumed energy of the present invention. Further, the correspondence between the configuration shown in FIG. 2 and the configuration of the present invention will be described. The engine 10 corresponds to the engine of the present invention, and the oil pump 11 corresponds to the first oil pump of the present invention. The electric oil pump 28 corresponds to the second oil pump of the present invention, the drive wheel 36 corresponds to the drive wheel of the present invention, the continuously variable transmission 1 corresponds to the continuously variable transmission of the present invention, The hydraulic chambers 4A and 5A correspond to the hydraulic chamber of the present invention, the accumulator 14 corresponds to the accumulator of the present invention, and the electric motor 29 corresponds to the electric motor of the present invention.

  In the vehicle shown in FIG. 2, a continuously variable transmission is cited as an example of a power transmission device. However, the oil pump hydraulic pressure is supplied to a hydraulic chamber that controls the torque capacity of the forward / reverse switching device. Each control example can be executed also in the hydraulic control apparatus configured as described above. Although a belt type continuously variable transmission is cited as a continuously variable transmission, each control example can be executed even in a vehicle equipped with a toroidal continuously variable transmission. In this toroidal-type continuously variable transmission, the power roller is supported by a trunnion, and by controlling the hydraulic pressure in the hydraulic chamber, the tilt angle of the power roller is controlled and the gear ratio is controlled. Further, in the toroidal continuously variable transmission, a hydraulic chamber is provided for applying a clamping pressure in the direction along the rotation axis of the input disk and the output disk, and by controlling the hydraulic pressure supplied to the hydraulic chamber, Torque capacity is controlled. Furthermore, the power transmission device of the present invention includes a stepped transmission capable of changing the gear ratio stepwise. The stepped transmission includes a constant mesh transmission, a selective gear transmission, a planetary gear transmission, and the like. In any stepped transmission of any configuration, each control example can be executed as long as it is a hydraulically controlled transmission configured to change the gear ratio by controlling the hydraulic pressure in the hydraulic chamber.

  DESCRIPTION OF SYMBOLS 1 ... Continuously variable transmission, 4A, 5A ... Hydraulic chamber, 9 ... Lubrication part, 10 ... Engine, 11 ... Oil pump, 12 ... Pressure regulating valve, 14 ... Accumulator, 28 ... Electric oil pump, 29 ... Electric motor, 31 ... generator, 36 ... drive wheels.

Claims (10)

A hydraulic chamber that controls the power transmission state of the power transmission device, a first oil pump that is driven by engine power and discharges oil supplied to the hydraulic chamber, and is driven by the power of an electric motor and supplied to the hydraulic chamber. Before the oil discharged from the first oil pump or the second oil pump is supplied to the hydraulic chamber. An accumulator capable of accumulating the hydraulic pressure and releasing the accumulated pressure, and selectively transmitting the hydraulic pressure discharged from either the first oil pump or the second oil pump to the accumulator. In a hydraulic control device capable of accumulating pressure,
Determination means for determining whether or not the amount of oil consumed in the hydraulic chamber of the power transmission device changes;
And a pressure accumulating means for controlling to accumulate the hydraulic pressure of the first oil pump in the accumulator when it is determined by this determining means that the amount of oil consumed in the hydraulic chamber of the power transmission device does not change. Hydraulic control device characterized by. An engine connected to a drive wheel of a vehicle, an oil pump that rotates with the engine and generates hydraulic pressure, and accumulates the hydraulic pressure discharged from the oil pump and releases the accumulated pressure In a hydraulic control device comprising an accumulator capable of performing a braking operation and a brake device for applying a braking force to the vehicle,
Braking condition determination means for determining whether or not a condition for applying a braking force to the vehicle by the brake device is satisfied when the vehicle is coasting and an engine braking force is generated;
When it is determined that a condition for applying braking force to the vehicle by the brake device is satisfied when the vehicle is repulsive and engine braking force is generated, An engine brake force calculating means for obtaining an increase in the engine brake force accompanying the driving of the oil pump when the kinetic energy is transmitted to the engine to drive the oil pump and accumulate the hydraulic pressure in the accumulator;
Braking force control means for controlling a final braking force applied to the vehicle by the brake device by subtracting an increase in the engine braking force accompanying the drive of the oil pump from a target braking force applied to the vehicle by the brake device; A hydraulic control device comprising: An engine that is mounted on a vehicle and generates power transmitted to drive wheels, a power transmission device provided in a path from the engine to the drive wheels, and a hydraulic pressure that controls a power transmission state of the power transmission device A first oil pump that is driven by the power of the engine and discharges oil supplied to the hydraulic chamber; a second oil pump that is driven by the power of an electric motor and discharges oil supplied to the hydraulic chamber; An accumulator capable of accumulating the oil pressure before the oil discharged from the first oil pump or the second oil pump is supplied to the hydraulic chamber and releasing the accumulated pressure. , A hydraulic control capable of selectively accumulating the hydraulic pressure discharged from either the first oil pump or the second oil pump in the accumulator. In the device,
A mode is selected in which the control for relatively increasing the gear ratio between the input rotational speed and the output rotational speed of the power transmission device or the control for relatively increasing the torque input to the power transmission device is selected. Mode judging means for judging whether or not,
A pressure accumulation condition is established in which the engine power is transmitted to the drive wheel, and the first oil pump is driven by the engine power and the hydraulic pressure of the first oil pump is accumulated in the accumulator. Condition judging means for judging whether or not,
When the mode selection means determines that the mode is selected, and the accumulator determines that the pressure accumulation condition is satisfied by the condition determination means, the actual accumulator internal pressure increasing speed is A hydraulic control apparatus comprising: engine torque control means for controlling the engine torque so as to obtain a predetermined ascending speed determined in advance. A hydraulic chamber that controls the power transmission state of the power transmission device, a first oil pump that is driven by engine power and discharges oil supplied to the hydraulic chamber, and is driven by the power of an electric motor and supplied to the hydraulic chamber. A second oil pump for discharging the oil, and the oil pressure discharged from the first oil pump or the second oil pump is accumulated before the oil pressure is supplied to the hydraulic chamber, and the accumulated pressure is An accumulator capable of discharging, and a hydraulic control apparatus capable of selectively accumulating hydraulic pressure discharged from either the first oil pump or the second oil pump in the accumulator;
When power transmission is performed by the power transmission device, the lubricated portion to which the oil discharged from the first oil pump is supplied to be lubricated or cooled, and the oil discharged from the first oil pump are A switching valve for switching between a state of supplying to the lubrication part and a state of not supplying is provided,
Condition determining means for determining whether or not a condition for supplying oil to the lubricated portion is satisfied;
And a pressure accumulating unit that performs control to accumulate the hydraulic pressure of the first oil pump in the accumulator when a condition for supplying oil to the lubricated portion is not satisfied. An engine that is mounted on a vehicle and generates power transmitted to drive wheels, a power transmission device provided in a path from the engine to the drive wheels, and a hydraulic pressure that controls a power transmission state of the power transmission device A first oil pump that is driven by the power of the engine and discharges oil supplied to the hydraulic chamber; a second oil pump that is driven by the power of an electric motor and discharges oil supplied to the hydraulic chamber; An accumulator capable of accumulating the oil pressure before the oil discharged from the first oil pump or the second oil pump is supplied to the hydraulic chamber and releasing the accumulated pressure. , A hydraulic control capable of selectively accumulating the hydraulic pressure discharged from either the first oil pump or the second oil pump in the accumulator. In the device,
Engine stop condition determining means for determining whether or not a condition for stopping the engine is satisfied when the vehicle is stopped;
Pressure accumulation state determination means for determining whether or not the first oil pump is driven by the power of the engine and control is performed to accumulate the hydraulic pressure of the first oil pump in the accumulator;
It is determined that a condition for stopping the engine when the vehicle is stopped is satisfied, and the first oil pump is driven by the power of the engine, and the hydraulic pressure of the first oil pump is supplied to the accumulator. When it is determined that the control for accumulating pressure is performed, the first energy consumption when the control for accumulating pressure in the accumulator by driving the first oil pump by the engine is performed, and the second Energy consumption predicting means for predicting the second energy consumption when it is assumed that the oil pump is driven to perform control for accumulating pressure in the accumulator;
A comparison means for comparing the first consumed energy and the second consumed energy;
If it is determined that the first consumed energy is less than the second consumed energy, the engine is continued to operate without stopping the engine even if a condition for stopping the engine is satisfied. And a pressure accumulating means for controlling to accumulate the hydraulic pressure in the accumulator by driving the first oil pump with the power of.   A low hydraulic pressure supply unit to which oil discharged from an oil pump driven by the engine power is supplied is provided, and the low hydraulic pressure supply unit is controlled to a lower hydraulic pressure than the hydraulic chamber. A check valve is provided in a path for supplying oil discharged from an oil pump driven by the power of the engine to the hydraulic chamber. The check valve is driven by the engine. The oil discharged from the oil pump is opened in the direction in which it is supplied to the accumulator, and is closed in the direction in which oil flows from the accumulator to the oil pump driven by the engine. The hydraulic control device according to claim 1, wherein:   An electric oil pump driven by the power of the electric motor to discharge oil supplied to the hydraulic chamber and having a larger capacity than the oil pump is provided, and either from the oil pump or the electric oil pump The hydraulic control apparatus according to claim 2, wherein the discharged hydraulic pressure can be selectively accumulated in the accumulator.   The generator according to any one of claims 1 to 7, wherein a generator that generates electric power by the power of the engine is provided, and the electric motor is driven by electric power generated by the generator. Hydraulic control device according to.   The power transmission device includes a continuously variable transmission capable of continuously changing a transmission gear ratio between an input rotation speed and an output rotation speed, and the determination means determines a transmission gear ratio of the continuously variable transmission. 2. The hydraulic control apparatus according to claim 1, further comprising means for determining whether or not oil consumption in the hydraulic chamber to be controlled or the hydraulic chamber for controlling the torque capacity of the continuously variable transmission changes. The engine is mounted on a vehicle, and the power of the engine is transmitted to drive wheels of the vehicle;
Comprising slip judging means for judging whether or not the driving wheel is slipping when power of the engine is transmitted to the driving wheel;
The condition determining means includes means for determining whether or not a condition for supplying oil to the lubricated portion is satisfied when it is determined that the drive wheel is slipping. 4. The hydraulic control device according to 4.

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