JP2017133567A - Vehicle hydraulic control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To further save consumption energy, in a hydraulic control device which comprises an oil pump having a first discharge port and a second discharge port, and can obtain a merging mode and a shunt mode.SOLUTION: A reverse branch oil passage 63 branched from a reverse oil passage 62 which reaches a reverse brake B1 from a manual valve 61 is arranged, and connected to a reverse pilot port 64 which is arranged at a primary regulator valve 162. When a shift lever 60 is operated to an "R-position", second line hydraulic pressure acts, a spool 164 is downwardly operated, an opening between an input port 170 and a drain port 172 is opened, the pressure of a second oil passage 141 is lowered, and a check valve 142 is closed. As a result, a hydraulic circuit is operated at a shunt mode irrespective of hydraulic states of a first oil passage 93 and the second oil passage, and the hydraulic pressure of oil which is discharged from a second oil pump 51 to the second oil passage can be maintained low compared with that at a merging mode.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a hydraulic control device used to control the operation of a power transmission device of a vehicle.

  In general, in a vehicle power transmission device, the power transmitted between the driving force source and the wheels is controlled by controlling the operation of the operation member, and the operation of the operation member is controlled. In the case of controlling, it is known to use a hydraulic control device. An example of such a hydraulic control device is described in Patent Document 1. The vehicle described in Patent Document 1 has a power train configured to transmit engine torque to wheels via a fluid transmission, a forward / reverse switching mechanism, and a belt-type continuously variable transmission. A hydraulic control device that supplies oil to a fluid transmission device, a forward / reverse switching mechanism, a belt-type continuously variable transmission, and the like is provided. The hydraulic control device includes a first oil pump and a second oil pump, and the first oil pump and the second oil pump are configured to be driven by an engine.

  A first oil passage that supplies oil discharged from the first oil pump to the primary regulator valve and a second oil passage that supplies oil discharged from the second oil pump to the primary regulator valve are provided. . The primary regulator valve is connected to the secondary regulator valve via the third oil passage and the fourth oil passage. The primary regulator valve includes an operable spool, a first port connecting the first oil passage and the third oil passage, a second port connecting the second oil passage and the fourth oil passage, and a first oil. And a feedback port to which the oil pressure of the road is transmitted.

  The first oil passage is connected to an oil required portion such as a hydraulic servo mechanism of a belt type continuously variable transmission (CVT). A check valve is provided between the first oil passage and the second oil passage. The check valve is configured to be opened when the hydraulic pressure in the second oil passage becomes higher than the hydraulic pressure in the first oil passage, and closed in other cases.

  The oil pump is driven by the engine, oil is discharged from the discharge port of the first oil pump to the first oil passage, and oil is discharged from the discharge port of the second oil pump to the second oil passage. The pressure oil supplied to the first oil passage is supplied to the oil required portion, and when the oil pressure of the first oil passage is low, both the first port and the second port are closed, and the first oil passage is closed. The pressure oil discharged from the oil pump to the first oil passage is not discharged to the secondary regulator valve side. Further, the pressure oil discharged from the second oil pump to the second oil passage is not discharged to the secondary regulator valve side. When the oil pressure in the second oil passage becomes higher than the oil pressure in the first oil passage, the check valve is opened, and the pressure oil discharged from the second oil pump passes through the first oil passage, and the oil is required. To be supplied. In this way, the shortage of pressure oil in the first oil passage is suppressed.

  Further, as the hydraulic pressure in the first oil passage increases, the hydraulic pressure in the feedback port increases, the spool operates in the forward direction, and both the first port and the second port are opened. Then, the oil in the first oil passage is drained to the third oil passage, the oil in the second oil passage is drained to the fourth oil passage, and an increase in the oil pressure of the first oil passage is suppressed. When the oil pressure in the first oil passage decreases, the spool operates in the reverse direction, and the flow rate of oil drained from the first oil passage to the third oil passage decreases. In this way, the oil pressure of the first oil passage, that is, the line pressure is controlled.

  The check valve is opened, and the pressure oil discharged from the first discharge port and the second discharge port merges through the check valve so that the discharge pressures from the first and second discharge ports are equal to each other. This operation mode is referred to as a merge mode in this specification. In the merge mode, as described above, insufficient pressure oil in the first oil passage is suppressed. On the other hand, the check valve is closed, and the pressure oil discharged from the first oil pump to the first oil passage and the pressure oil discharged from the second oil pump to the second oil passage flow separately from each other. The operation mode is referred to herein as a shunt mode. In the diversion mode, it is possible to keep the oil pressure of the second oil passage relatively low while suppressing the decrease of the oil pressure of the first oil passage, so that the energy consumption required for driving the second oil pump is suppressed. Can do.

JP 2004-76817 A

  In such a hydraulic control device, in the merging mode, the pressure oil supplied from the second oil pump to the second port is blocked by the second port or the cross-sectional area of the flow path is narrowed to The lost pressure oil pushes the check valve, joins the first oil passage and the first port, and flows to the oil required portion.

  However, in the merging mode, the pressure oil flowing in a relatively low pressure oil passage such as a lubrication system is once increased by the second oil pump to a high pressure for opening the check valve, and then from the check valve. Also, the pressure is lowered to the hydraulic pressure required by the lubrication system, etc. by the downstream primary regulator valve and secondary regulator valve. Therefore, useless work is generated according to the differential pressure and flow rate of the two, and further reduction of energy consumption is required.

  The present invention was made against the background of the above circumstances, and its purpose is to provide a hydraulic control device that includes an oil pump having a first discharge port and a second discharge port and is capable of realizing a merging mode and a diversion mode. The goal is to further reduce energy consumption.

In order to achieve the above object, one embodiment of the present invention provides:
An oil pump mounted on a vehicle and having a first outlet and a second outlet;
A first oil passage to which oil discharged from the first discharge port is supplied;
A second oil passage to which oil discharged from the second discharge port is supplied;
A connecting oil passage connecting the first oil passage and the second oil passage;
A control valve provided on a path from the first oil path to the third oil path and a path from the second oil path to the fourth oil path, the operable valve element, and the first oil path And a first port connecting the third oil passage, and a second port connecting the second oil passage and the fourth oil passage, and the first port and the A control valve configured to change the opening area of the second port,
A check valve is provided in the connection oil passage, the check valve allows the oil in the second oil passage to flow into the first oil passage, and the oil in the first oil passage is the first. 2 It is configured to prevent it from flowing into the oil passage,
A merge mode in which oil discharged from the first discharge port and the second discharge port merges through the check valve and is discharged from the control valve according to the oil pressure of the first oil passage and the second oil passage. In the vehicle hydraulic control device configured to realize a diversion mode in which oil discharged from the first discharge port and the second discharge port is individually discharged from the control valve,
The control valve further includes valve body driving means configured to act on the valve body to increase an opening area of the first port and the second port, and the valve body driving means is configured to shift the vehicle. Operatively linked to the lever,
When the shift lever of the vehicle is operated to bring the drive system of the vehicle into the reverse drive state, the valve body driving means enlarges the opening areas of the first port and the second port, thereby The vehicle hydraulic control device is configured to realize a diversion mode.

  According to this aspect, when the shift lever is operated to bring the drive system of the vehicle into the reverse drive state, the valve body driving means enlarges the opening areas of the first port and the second port, whereby the shunt mode is set. Realized. That is, regardless of the hydraulic pressure state of the first oil passage and the second oil passage, the shunt mode is forcibly realized during the reverse operation by the shift lever. In the diversion mode, the oil pressure discharged from the second oil pump to the second oil passage can be kept lower than in the merging mode, so the energy consumption required for driving the second oil pump can be reduced. Can be suppressed.

It is a mimetic diagram showing the hydraulic control device concerning a 1st embodiment of the present invention. It is a schematic diagram which shows an example of the power train of the vehicle to which 1st Embodiment is applied, and its control system. It is a graph showing the operation state of the oil discharge device which is operating in the merge mode. It is a graph showing the operation state of the oil discharge device which is operating in the diversion mode. It is a graph which shows the operation area | region of the oil discharge apparatus in a "D" or a "B" range, and the area | region of the hydraulic pressure and flow volume required at the time of sudden braking. It is a graph which shows the operation area | region of the oil discharge apparatus in a "R" range, and the area | region of the hydraulic pressure and flow volume required at the time of sudden braking. It is a schematic diagram which shows the hydraulic control apparatus which concerns on 2nd Embodiment of this invention. It is a flowchart which shows an example of the control in 2nd Embodiment.

  A first embodiment of the present invention will be described with reference to the drawings. First, a power train of a vehicle to which the present invention is applied and a control system of the vehicle are shown in FIG. In the vehicle Ve shown in FIG. 2, a fluid transmission device 3, a lockup clutch 4, a forward / reverse switching mechanism 5, a belt-type continuously variable transmission are provided in a power transmission path between the engine 1 that is a driving force source and the driving wheels 2. Machine 6 etc. are provided. In this embodiment, an engine is used as a driving force source. However, for example, at least one of an engine or an electric motor can be used as the driving force source.

  The fluid transmission device 3 and the lockup clutch 4 are provided in a power transmission path between the engine 1 and the forward / reverse switching mechanism 5, and the fluid transmission device 3 and the lockup clutch 4 are arranged in parallel with each other. . The fluid transmission device 3 is a device that transmits power by the kinetic energy of the fluid, and the lockup clutch 4 is a device that transmits power by a frictional force.

  The forward / reverse switching mechanism 5 is a device that selectively switches the rotation direction of the output member relative to the input member. The forward / reverse switching mechanism 5 is constituted by a double pinion type planetary gear device. The forward / reverse switching mechanism 5 includes a sun gear 5a, a carrier 5b, a ring gear 5c, a housing 5d, a forward clutch C1, and a reverse brake B1.

  The sun gear 5 a is connected to the turbine shaft of the fluid transmission device 3. The carrier 5b is rotatably connected to the respective rotation shafts of pinion gears 5f and 5f provided between the sun gear 5a and the ring gear 5c, and is connected to a primary shaft 7 which is an input shaft of the belt type continuously variable transmission 6. ing. The forward clutch C1 is provided between the carrier 5b and the sun gear 5a, and is switched between an engaged state and a released state by hydraulic pressure. The reverse brake B1 is provided between the ring gear 5c and the housing 5d, and is switched between an engaged state and a released state by hydraulic pressure.

  In the forward / reverse switching mechanism 5, when the forward clutch C1 is in the engaged state and the reverse brake B1 is in the released state, the sun gear 5a, the carrier 5b, and the ring gear 5c are rotated together so that the turbine shaft is primary. It is directly connected to the shaft 7. Thereby, the driving force in the forward direction is transmitted from the turbine shaft to the primary shaft 7, and finally transmitted to the drive wheels 2.

  In the forward / reverse switching mechanism 5, when the forward clutch C1 is disengaged and the reverse brake B1 is engaged, the ring gear 5c is fixed to the housing 5d. For this reason, the carrier 5b rotates in the opposite direction via the pinion gears 5f and 5f with respect to the rotation direction of the sun gear 5a that rotates integrally with the turbine shaft. Therefore, the primary shaft 7 connected to the carrier 5b is rotated in the reverse direction with respect to the turbine shaft, so that the driving force in the reverse direction is transmitted to the driving wheels 2.

  The belt type continuously variable transmission 6 is provided in a power transmission path between the forward / reverse switching mechanism 5 and the drive wheels 2. The belt type continuously variable transmission 6 has a primary shaft 7 and a secondary shaft 8 arranged in parallel to each other. The primary shaft 7 is provided with a primary pulley 9, and the secondary shaft 8 is provided with a secondary pulley 10. The primary pulley 9 has a fixed sheave 11 fixed to the primary shaft 7 and a movable sheave 12 configured to be movable in the axial direction of the primary shaft 7. A groove M <b> 1 is formed between the fixed sheave 11 and the movable sheave 12.

  Further, a hydraulic servo mechanism 13 is provided for moving the movable sheave 12 in the axial direction of the primary shaft 7 so that the movable sheave 12 and the fixed sheave 11 approach and separate from each other. The hydraulic servo mechanism 13 includes a hydraulic chamber 13A and a piston (not shown) connected to the movable sheave 12 that can operate in the axial direction of the primary shaft 7 in accordance with the hydraulic pressure of the hydraulic chamber 13A. Yes.

  On the other hand, the secondary pulley 10 has a fixed sheave 14 fixed to the secondary shaft 8 and a movable sheave 15 configured to be movable in the axial direction of the secondary shaft 8. A V-shaped groove M <b> 2 is formed between the fixed sheave 14 and the movable sheave 15.

  In addition, a hydraulic servo mechanism 16 is provided that moves the movable sheave 15 in the axial direction of the secondary shaft 8 to bring the movable sheave 15 and the fixed sheave 14 closer to or away from each other. The hydraulic servo mechanism 16 includes a hydraulic chamber 26 and a piston (not shown) that can operate in the axial direction of the secondary shaft 8 by the hydraulic pressure of the hydraulic chamber 26 and is connected to the movable sheave 15. An endless belt 17 is wound around the primary pulley 9 and the secondary pulley 10 configured as described above.

  On the other hand, a hydraulic control device 18 having a function of controlling the hydraulic servo mechanisms 13 and 16 and the lockup clutch 4 and the forward / reverse switching mechanism 5 of the belt type continuously variable transmission 6 is provided. Furthermore, an electronic control device 52 is provided as a controller for controlling the engine 1, the lockup clutch 4, the forward / reverse switching mechanism 5, the belt type continuously variable transmission 6, and the hydraulic control device 18. The microcomputer includes a processing unit (CPU or MPU), a storage device (RAM and ROM), and an input / output interface.

  For the electronic control unit 52, the engine speed, the accelerator pedal operating state, the brake pedal operating state, the throttle valve opening, the shift position, the primary shaft 7 rotational speed, the secondary shaft 8 rotational speed, etc. A detection signal is input. The vehicle speed is obtained based on the rotational speed of the secondary shaft 8. Various types of data are stored in the electronic control unit 52. Based on the signal input to the electronic control unit 52 and the stored data, the electronic control unit 52 receives a signal for controlling the engine 1, a belt A signal for controlling the continuously variable transmission 6, a signal for controlling the forward / reverse switching mechanism 5, a signal for controlling the lockup clutch 4, a signal for controlling the hydraulic control device 18, etc. are output.

  Examples of data stored in the electronic control unit 52 include a shift control map and a lockup clutch control map. This shift control map is a map for setting the gear ratio of the belt type continuously variable transmission 6 based on the vehicle speed, the accelerator opening, and the like. When the engine 1 is used as a driving force source, the engine speed can be controlled to approach the optimum fuel consumption curve by controlling the transmission ratio of the belt type continuously variable transmission 6. The lockup clutch control map is a map for setting the torque capacity of the lockup clutch 4 based on the vehicle speed, the accelerator opening, and the like.

  Next, the operation of the vehicle Ve shown in FIG. 2 will be described. The torque of the engine 1 is input to the forward / reverse switching mechanism 5 via either the fluid transmission device 3 or the lockup clutch 4. The torque output from the forward / reverse switching mechanism 5 is transmitted to the primary shaft 7 of the belt type continuously variable transmission 6. The torque of the primary shaft 7 is transmitted to the secondary shaft 8 via the primary pulley 9, the belt 17, and the secondary pulley 10. Then, the torque of the secondary shaft 8 is transmitted to the driving wheel 2 to generate a driving force.

  Here, the shift control of the belt type continuously variable transmission 6 will be described. First, based on the hydraulic pressure in the hydraulic chamber 13A, the thrust for moving the movable sheave 12 of the primary pulley 9 in the axial direction changes. Further, the thrust for moving the movable sheave 15 of the secondary pulley 10 in the axial direction is changed by the hydraulic pressure of the hydraulic chamber 26 of the hydraulic servo mechanism 16. The width of the groove M1 changes according to the operation of the movable sheave 12 in the axial direction, and the width of the groove M2 changes according to the operation of the movable sheave 15 in the axial direction.

  When the width of the groove M1 is adjusted as described above, the ratio between the winding radius of the belt 17 in the primary pulley 9 and the winding radius of the belt 17 in the secondary pulley 10 changes. As a result, the ratio of the rotational speed between the primary shaft 7 and the secondary shaft 8, that is, the gear ratio changes. Specifically, when the hydraulic pressure in the hydraulic chamber 13A is increased and the width of the groove M1 is reduced, the winding radius of the belt 17 in the primary pulley 9 is increased, and the gear ratio of the belt-type continuously variable transmission 6 is decreased. Shift as follows. On the other hand, when the hydraulic pressure in the hydraulic chamber 13A is reduced and the width of the groove M1 is widened, the winding radius of the belt 17 in the primary pulley 9 is reduced, and the gear ratio of the belt-type continuously variable transmission 6 is increased. Shift as follows.

  Further, when the width of the groove M2 is adjusted in accordance with this shift control, the clamping pressure acting on the belt 17 changes and the tension of the belt 17 changes. As a result, the capacity of torque transmitted between the primary shaft 7 and the secondary shaft 8 is controlled. Specifically, when the hydraulic pressure in the hydraulic chamber 26 is increased and the clamping pressure acting on the belt 17 is increased, the torque capacity increases. On the other hand, when the hydraulic pressure in the hydraulic chamber 26 is reduced and the clamping pressure acting on the belt 17 is weakened, the torque capacity is reduced. As described above, the torque capacity of the belt-type continuously variable transmission 6 changes as the clamping pressure acting on the belt 17 changes.

  Next, a configuration example of a hydraulic circuit that constitutes a part of the hydraulic control device 18 illustrated in FIG. 2 will be described.

  In the hydraulic circuit shown in FIG. 1, an oil discharge device A1 is provided. The oil discharge device A1 is configured as a so-called two-port oil pump, and includes a first oil pump (main oil pump) 50 and a second oil pump (sub oil pump) 51. The first oil pump 50 and the second oil pump 51 correspond to the oil pump of the present invention. It is preferable to use a high pressure and small capacity pump for the first oil pump 50, and a low pressure and large capacity pump for the second oil pump 51, but the specifications of both are arbitrary and are equivalent to each other. It may have performance. The first oil pump 50 and the second oil pump 51 are configured to be able to be driven independently.

  A rotating device 195 for driving the first oil pump 50 and the second oil pump 51 is provided. The rotating device 195 is at least one of the engine 1 and the electric motor 53. The electric motor 53 may be either one having a function as a driving force source (prime mover) for the vehicle Ve or one not having a function as a driving force source for the vehicle Ve. A vehicle in which both the engine 1 and the electric motor 53 have a function as a driving force source for the vehicle Ve is a so-called hybrid vehicle.

  A configuration in which both the first oil pump 50 and the second oil pump 51 are driven by the engine 1 or a configuration in which both are driven by the electric motor 53 can be employed. Alternatively, a configuration in which the first oil pump 50 is driven by the engine 1 and the second oil pump 51 is driven by the electric motor 53 may be employed. Conversely, a configuration in which the first oil pump 50 is driven by the electric motor 53 and the second oil pump 51 is driven by the engine 1 may be employed. Driving / stopping of the engine 1 and the electric motor 53 is controlled by the electronic control unit 52.

  The first oil pump 50 has a suction port 54 and a discharge port 55, and the second oil pump 51 has a suction port 56 and a discharge port 57. The discharge port 55 of the first oil pump 50 corresponds to the first discharge port of the present invention, and the discharge port 57 of the second oil pump 51 corresponds to the second discharge port of the present invention. The discharge port 55 of the first oil pump 50 is connected to the first oil required portion 78 </ b> A via the first oil passage 93. The first oil required portion 78A includes hydraulic servo mechanisms 13 and 16 and hydraulic chambers of the forward clutch C1 and the reverse brake B1 of the forward / reverse switching mechanism 5 described later.

  Further, a primary regulator valve 162 and a secondary regulator valve 163 are provided in the hydraulic circuit. The primary regulator valve 162 corresponds to the control valve of the present invention. The primary regulator valve 162 regulates the first line oil pressure PL1 using the oil pressure generated from the oil discharge device A1 as a source pressure. The secondary regulator valve 163 regulates the second line hydraulic pressure PL2 using the hydraulic pressure discharged from the primary regulator valve 162 as a source pressure.

  The primary regulator valve 162 has input ports 169 and 170, drain ports 171 and 172, a feedback port 173, and a signal pressure port 174. The input port 169 corresponds to the first port of the present invention, and the input port 170 corresponds to the second port of the present invention. Further, the first oil passage 93 and the input port 169 are connected, and the first oil passage 93 is connected to the feedback port 173 via the oil passage 133. The oil passage 133 is provided with an orifice 134. The oil passage 136 and the signal pressure port 174 are connected, and the second oil passage 141 is connected to the input port 170.

  Further, the primary regulator valve 162 includes a spool 164 that is movable in the axial direction, and an elastic member 165 that biases the spool 164 toward one side in the axial direction. The spool 164 corresponds to the valve body of the present invention. The spool 164 has land portions 166, 167 and 168. The urging force of the elastic member 165 and the urging force corresponding to the hydraulic pressure of the signal pressure port 174 act in the same direction on the land portion 168, that is, upward in FIG.

  In contrast, the urging force corresponding to the hydraulic pressure of the feedback port 173 is opposite to the urging force of the elastic member 165 and the urging force corresponding to the hydraulic pressure of the signal pressure port 174, that is, downward in FIG. Acts on the part 166. The primary regulator valve 162 configured as described above is based on the correspondence relationship between the urging force corresponding to the hydraulic pressure of the feedback port 173, the urging force of the elastic member 165, and the urging force corresponding to the hydraulic pressure of the signal pressure port 174. The spool 164 operates in the axial direction. Then, the opening between the input port 169 and the drain port 171 is controlled by the land portion 167 by the operation of the spool 164, and the opening between the input port 170 and the drain port 172 is controlled by the land portion 168. Is done.

  A connecting oil passage 143 that connects the first oil passage 93 and the second oil passage 141 is provided. A check valve 142 is provided in the connection oil passage 143. The check valve 142 corresponds to a check valve in the present invention. The check valve 142 includes a port 145 formed in the connection oil passage 143, a valve body 146 that opens and closes the port 145, and an elastic member (not shown) that biases the valve body 146 in a predetermined direction. . The check valve 142 has an urging force applied to the valve body 146 based on the hydraulic pressure of the second oil passage 141 and an urging force applied to the valve body 146 based on the hydraulic pressure of the first oil passage 93 and the elastic force of the elastic member. The operation of the valve body 146 is controlled on the basis of the correspondence relationship between the port 145 and the port 145 is opened and closed. Further, the discharge port 57 of the second oil pump 51 is connected to the second oil passage 141.

  Next, the secondary regulator valve 163 will be described. The secondary regulator valve 163 includes a spool 175 that is movable in the axial direction and an elastic member 176 that biases the spool 175 toward one side in the axial direction. The spool 175 has land portions 177, 178 and 179. The secondary regulator valve 163 has input ports 180 and 181, drain ports 182 and 183, a feedback port 184, and a signal pressure port 185A.

  A third oil passage 185 that connects the drain port 171 of the primary regulator valve 162 and the input port 180 of the secondary regulator valve 163 is formed. The second oil required portion 186 is connected to the third oil passage 185. Has been. The second oil required part includes the fluid transmission device 3.

  An oil passage 187 that connects the third oil passage 185 and the feedback port 184 is formed, and the oil passage 187 is provided with an orifice 188. Furthermore, a fourth oil passage 189 that connects the drain port 172 of the primary regulator valve 162 and the input port 181 of the secondary regulator valve 163 is formed.

  An oil passage 190 that connects the fourth oil passage 189 and the third oil passage 185 is formed, and a check valve 191 is provided in the oil passage 190. The check valve 191 has a function of preventing the oil in the third oil passage 185 from flowing into the fourth oil passage 189. The check valve 191 has a function of supplying the oil in the fourth oil passage 189 to the third oil passage 185 based on the relationship between the oil pressure in the third oil passage 185 and the oil pressure in the fourth oil passage 189. Yes.

  An oil passage 192 is connected to the signal pressure port 185A, and an orifice 193 is provided in the oil passage 192. The urging force corresponding to the hydraulic pressure of the signal pressure port 185A and the urging force of the elastic member 176 act on the land portion 179 in the same direction, that is, upward in FIG. On the other hand, the urging force corresponding to the hydraulic pressure of the feedback port 184 is opposite to the urging force of the elastic member 176 and the urging force corresponding to the hydraulic pressure of the signal pressure port 185A, that is, downward in FIG. Acts on part 177.

  The secondary regulator valve 163 configured in this manner is based on the correspondence relationship between the biasing force corresponding to the hydraulic pressure of the feedback port 184, the biasing force of the elastic member 176, and the biasing force corresponding to the hydraulic pressure of the signal pressure port 185A. The spool 175 operates in the axial direction. Then, the opening between the input port 180 and the drain port 182 is controlled by the land portion 178 by the operation of the spool 175. Further, the opening between the input port 181 and the drain port 183 is controlled by the land portion 179 by the operation of the spool 175. The drain port 183 of the secondary regulator valve 163 is connected to the suction port 54 of the first oil pump 50 and the suction port 56 of the second oil pump 51 via the oil passage 138. Further, the drain port 182 is connected to the lubricating oil required portion 194 via the oil passage 195. Examples of the lubricant required portion 194 include a planetary gear mechanism of the forward / reverse switching mechanism 5 and a belt 17 of the belt type continuously variable transmission 6.

  The first oil requirement section 78A described above includes the hydraulic chambers of the forward clutch C1 of the forward / reverse switching mechanism 5 and the reverse brake B1. The first oil required portion 78 </ b> A further includes a manual valve 61 that is mechanically connected to the shift lever 60. In response to the operation of the shift lever 60, the manual valve 61 outputs the second line hydraulic pressure PL2 as the D range pressure PD when the shift lever 60 is operated to the "D" (drive) or "B" (engine brake) position. Or, when operated to the “R” (reverse) position, it is output as a reverse pressure PR. A forward oil passage (not shown) is provided so as to connect the manual valve 61 and the forward clutch C1. A reverse oil passage 62 is provided so as to connect the manual valve 61 and the reverse brake B1. When the shift lever 60 is operated to the “D” or “B” position, the forward clutch C1 is engaged and the reverse brake B1 is released. When the shift lever 60 is operated to the “R” position, the forward clutch C1 is disengaged and the reverse brake B1 is engaged. When the shift lever is operated to the “P” (parking) or “N” (neutral) position, both the forward clutch C1 and the reverse brake B1 are released.

  In the present embodiment, a reverse branch oil passage 63 is branched from the reverse oil passage 62, and the reverse branch oil passage 63 is connected to a reverse pilot port 64 provided in the primary regulator valve 162. ing. The biasing force corresponding to the hydraulic pressure of the reverse pilot port 64 acts on the spool 164 in a direction opposite to the biasing force of the elastic member 165 and the biasing force corresponding to the hydraulic pressure of the signal pressure port 174, that is, downward in FIG. As a result, the spool 164 operates in the axial direction, and the opening degree of the input ports 169 and 170 is controlled. The reverse branch oil passage 63 and the reverse pilot port 64 correspond to valve body drive means (in other words, pilot means) in the present invention, and are operatively linked to the shift lever 60.

  Next, the operation of the first embodiment will be described. First, when the power of the rotating device 195 is transmitted to the first oil pump 50 and the second oil pump 51, the first oil pump 50 and the second oil pump 51 are driven. Then, the oil in the oil pan 140 is sucked into the first oil pump 50 and the second oil pump 51 via the strainer 139 and the oil discharged from the first oil pump 50 is supplied to the first oil passage 93. Then, the oil discharged from the second oil pump 51 is supplied to the second oil passage 141. The oil supplied to the first oil passage 93 is supplied to the first oil required portion 78A.

[Join mode]
Here, when the amount of oil supplied to the first oil passage 93 is less than the amount of oil required in the first oil passage 93, the hydraulic pressure (line pressure) of the first oil passage 93 is lower than a predetermined pressure, The spool 164 of the primary regulator valve 162 operates upward in FIG. 1 due to the balance between the urging force corresponding to the hydraulic pressure of the feedback port 173 and the urging force corresponding to the urging force of the elastic member 165 and the hydraulic pressure of the signal pressure port 174. To do. Accordingly, the opening degree between the input port 169 and the drain port 171 is narrowed by the land part 167, and the opening degree between the input port 170 and the drain port 172 is narrowed by the land part 168.

  As a result, the hydraulic pressure in the second oil passage 141 increases, the valve body 146 operates, and the port 145 of the check valve 142 is opened. That is, the hydraulic circuit of the present embodiment operates in the merge mode. In this way, the oil in the second oil passage 141 is supplied to the first oil passage 93, the amount of oil in the first oil passage 93 increases, and the shortage of the oil amount in the first oil passage 93 is resolved.

  As described above, when the oil shortage occurs in the first oil passage 93 and the oil discharged from the first oil pump 50 and the second oil pump 51 is supplied to the first oil passage 93, that is, the hydraulic circuit is When the operation is performed in the merge mode, the first oil pump 50 and the second oil pump 51 are rotated at a predetermined rotation speed or less, or the belt type continuously variable transmission 6 performs a gear shift to generate a large amount of oil. The case where it is required is mentioned. In these cases, the load of the first oil pump 50 and the second oil pump 51 is a load corresponding to the hydraulic pressure of the first oil passage 93.

[Diversion mode]
On the other hand, when the shortage of the oil amount in the first oil passage 93 is resolved and the oil pressure in the first oil passage 93 rises, the oil pressure acting on the feedback port 173 also rises, and the spool 164 operates downward in FIG. When the spool 164 operates downward, the opening between the input port 169 and the drain port 171 increases. As a result, the amount of oil supplied from the first oil passage 93 to the third oil passage 185 and the second oil required portion 186 via the drain port 171 increases. Further, when the spool 164 operates downward, the opening between the input port 170 and the drain port 172 increases, the amount of oil supplied from the second oil path 141 to the fourth oil path 189 increases, and the second The oil pressure in the oil passage 141 decreases. Therefore, the port 145 of the check valve 142 is closed, and the oil in the second oil passage 141 is not supplied to the first oil passage 93, and the discharge port 55 (first discharge port) of the first oil pump 50 and the first 2 The oil discharged from the discharge port 57 (second discharge port) of the oil pump 51 is discharged individually from the primary regulator valve 162 (control valve). That is, the hydraulic circuit of the present embodiment operates in the diversion mode. In the above diversion mode, the oil discharged from the second oil pump 51 is supplied to the third oil passage 185 without being supplied to the first oil passage 93 by the switching operation of the check valve 142 which is a check valve. The oil can be supplied to the second oil requirement unit 186 for use.

[Third mode]
In the diversion mode described above, one of the following third mode and fourth mode is realized. First, when the amount of oil supplied from the drain port 171 to the third oil passage 185 is smaller than the amount of oil required in the third oil passage 185, the oil pressure (second line oil pressure PL2) of the third oil passage 185 is increased. The pressure is below a predetermined pressure. Therefore, the hydraulic pressure acting on the feedback port 184 of the secondary regulator valve 163 is low, the spool 175 of the secondary regulator valve 163 is operating upward in FIG. 1, and the opening between the input port 180 and the drain port 182 However, the opening between the input port 181 and the drain port 183 is narrowed by the land portion 179. Accordingly, the hydraulic pressure in the fourth oil passage 189 increases.

  As a result, the opening / closing of the check valve 191 is switched based on the pressure difference between the fourth oil passage 189 and the third oil passage 185. That is, when the oil shortage occurs in the third oil passage 185 and the oil pressure in the third oil passage 185 is low, the check valve 191 is opened and the oil in the fourth oil passage 189 is supplied to the third oil passage 185. Is done. In this way, the operation mode in which the check valve 191 is opened and the oil in the third oil passage 185 and the fourth oil passage 189 merges through the check valve 191 is referred to as a third mode in this specification. In the third mode, oil shortage in the third oil passage 185 is suppressed.

  Thus, the oil discharged from the first oil pump 50 is supplied to the first oil passage 93 and the third oil passage 185, and the oil discharged from the second oil pump 51 is supplied to the second oil passage 141. Examples of the case where the oil is supplied to the third oil passage 185 via the fourth oil passage 189 include a case where the rotational speeds of the first oil pump 50 and the second oil pump 51 are equal to or lower than a predetermined rotational speed. In this case, the load of the first oil pump 50 is a load corresponding to the oil pressure of the first oil passage 93, and the load of the second oil pump 51 is a load corresponding to the oil pressure of the third oil passage 185.

[Fourth mode]
When the amount of oil supplied to the third oil passage 185 becomes sufficient and the oil pressure of the third oil passage 185 increases to a predetermined pressure or higher, the spool 175 operates downward in FIG. 1 by the oil pressure acting on the feedback port 184. Then, the opening degree between the input port 180 and the drain port 182 increases, and the amount of oil supplied from the third oil passage 185 to the lubricating oil required portion 194 via the oil passage 195 increases. When the spool 175 operates downward in FIG. 1, the opening between the input port 181 and the drain port 183 increases, the hydraulic pressure in the third oil passage 185 decreases, the check valve 191 is closed, and the second Oil in the oil passage 141 is drained to the oil passage 138 via the fourth oil passage 189 and the drain port 183. In this specification, the operation mode in which the check valve 191 is closed and the oil discharged to the third oil passage 185 and the oil discharged to the fourth oil passage 189 flow separately from each other is described in this specification. This is referred to as 4 mode. In the fourth mode, it is possible to keep the hydraulic pressure of the fourth oil passage 189 relatively low while suppressing the decrease of the hydraulic pressure of the third oil passage 185, so that the energy consumption required for driving the second oil pump 51 is reduced. Can be suppressed.

  As described above, when the oil from the first oil pump 50 is supplied to the first oil passage 93 and the oil discharged from the second oil pump 51 is drained to the oil passage 138, There is a case where the rotational speed becomes high and the oil discharge amount of the first oil pump 50 becomes large. In this case, the load of the first oil pump 50 is a load corresponding to the hydraulic pressure of the first oil passage 93, and the load of the second oil pump 51 is no load. Therefore, the torque required for driving the second oil pump 51 can be reduced.

[Operation during R shift]
Here, when the shift lever 60 is operated to the “R” position regardless of whether the hydraulic circuit is operating in the merging mode, the diverting mode, the third mode, or the fourth mode, the operation of the manual valve 61 is performed. Thus, the first line oil pressure PL1 is output to the reverse oil passage 62 as the reverse pressure PR. As a result, the reverse brake B1 is brought into an engaged state. On the other hand, in the present embodiment, a reverse branch oil passage 63 is provided that branches from the reverse oil passage 62, and this reverse branch oil passage 63 is connected to a reverse pilot port 64 provided in the primary regulator valve 162. Has been. For this reason, when the shift lever 60 is operated to the “R” position, the first line oil pressure PL 1 acts on the reverse pilot port 64 of the primary regulator valve 162 via the reverse branch oil passage 63.

  As a result, the spool 164 operates in the axial direction downward in FIG. 1, and the opening between the input port 169 and the drain port 171 and the opening between the input port 170 and the drain port 172 are not Also controlled to open. Then, when the opening between the input port 170 and the drain port 172 is opened, the pressure in the second oil passage 141 is reduced, and the check valve 142 is closed. That is, when the shift lever 60 is operated to the “R” position, the hydraulic circuit operates in the shunt mode regardless of the hydraulic state of the first oil passage 93 and the second oil passage 141.

  In the diversion mode, the hydraulic pressure of the oil discharged from the second oil pump 51 to the second oil passage 141 can be kept lower than in the merging mode, so that it is necessary to drive the second oil pump 51. Energy consumption can be suppressed. That is, in the merge mode, the oil pressure discharged from the second oil pump 51 temporarily opens the check valve 142 in order to supply the oil discharged from the second oil pump 51 to the first oil passage 93. Of the combined oil that has been raised to a high pressure and supplied to a low pressure supply destination such as the lubricating oil required portion 194 via the input port 169, the drain port 171, and the secondary regulator valve 163. The pressure is reduced to the oil pressure required by the lubrication system. Therefore, useless work is generated according to the differential pressure and flow rate of the two, and further reduction of energy consumption is required. On the other hand, such useless work can be suppressed in the diversion mode.

  This will be described with reference to FIGS. 3 and 4 are graphs showing the operation state of the entire oil discharge device A1 with the horizontal axis being the average oil pressure and the vertical axis being the average flow rate, and the area on the graph corresponds to the work amount of the oil discharge device A1. . In the merging mode shown in FIG. 3, in order to supply oil to the lubrication system, it is necessary to discharge oil with a relatively high average flow rate by the first oil pump 50 and the second oil pump 51, while the pulley system In order to continue the supply of oil to the tank, it is necessary to maintain a relatively high average oil pressure with an upper limit pressure pmax, and therefore the work amount represented by the area of the hatching region a1 is required. Since the hydraulic pressure once increased is reduced to the lubrication required pressure p1, useless work corresponding to the region indicated as “pressure reduction loss” in FIG. 3 has occurred. On the other hand, in the diversion mode shown in FIG. 4, even if the average oil pressure of the second oil pump 51 is reduced to the required lubrication pressure p1 by the action of the check valve 142 which is a check valve, the first oil pump 50 Since the average oil pressure of the second oil pump 51 is maintained so as not to decrease from the upper limit pressure pmax, it is possible to suppress unnecessary work by once increasing the average oil pressure of the second oil pump 51 and then reducing the pressure.

  Further, as shown in FIG. 5, in the “D” or “B” range, both high hydraulic pressure and high flow are required mainly during sudden braking. This is because high hydraulic pressure is required to generate high belt clamping pressure in the hydraulic servo mechanisms 13 and 16 for the purpose of suppressing belt slippage of the belt-type continuously variable transmission 6 with respect to the deceleration G during sudden braking. In the “D” or “B” range, a high flow rate is required so that the gear ratio of the belt-type continuously variable transmission 6 can be changed quickly from the middle / high speed side to the lowest speed (Low) side. is there. On the other hand, in the “R” range shown in FIG. 6, a high belt is held between the hydraulic servo mechanisms 13 and 16 for the purpose of suppressing the slippage of the belt-type continuously variable transmission 6 against the deceleration G during sudden braking. The high hydraulic pressure that generates the pressure is the same as that in the “D” or “B” range. However, in the “R” range, the speed ratio of the belt-type continuously variable transmission 6 is usually the lowest speed (Low). ) Or in the vicinity thereof, it is not necessary to provide a high flow rate that allows the gear ratio to be changed quickly even during sudden braking, and it is sufficient to supply a flow rate that can compensate for the leakage amount of each part. Therefore, in the “R” range, a high flow rate is not required even during sudden braking, so there is no significant inconvenience even if the shunt mode is forcibly realized in the “R” range as in this embodiment. It can be said.

  As described above, in this embodiment, when the shift lever 60 is operated (the “R” position) to bring the drive system of the vehicle Ve into the reverse drive state, the valve body driving means opens the opening areas of the input ports 169 and 170. , Thereby realizing a diversion mode. That is, regardless of the hydraulic pressure state of the first oil passage 93 and the second oil passage 141, the shunt mode is forcibly realized during the reverse operation by the shift lever 60. In the diversion mode, the hydraulic pressure of the oil discharged from the second oil pump 51 to the second oil passage 141 can be kept lower than in the merging mode, so that it is necessary to drive the second oil pump 51. Energy consumption can be suppressed. In general, in order to improve the fuel efficiency, it is required that the speed ratio of the entire drive system is set to the high speed side (high gear side) to suppress the rotational speed of the driving force source. Since the energy consumption in the “R” range can be suppressed, the gear ratio of the entire drive system can be shifted to the high speed side (high gear), thereby improving the fuel efficiency.

  Further, in the present embodiment, the reverse oil that supplies the reverse pressure PR for operating the drive system of the vehicle Ve to the reverse drive state to the forward / reverse switching mechanism 5 of the vehicle Ve in response to the operation of the shift lever 60 of the vehicle Ve. The primary regulator valve 162 further includes a reverse pilot port 64 connected to the reverse branch oil passage 63, and the reverse branch oil passage 63 is connected to the reverse pilot port 64. Since the shunt mode is realized by the action of the pilot pressure from, the desired effect of the present invention can be obtained with a simple configuration.

  In addition, the second oil pump 51 is driven by a motor 53 that does not have a function as a driving force source and the number of revolutions thereof can be controlled independently of the number of revolutions of the engine 1. In the case of a configuration that can be controlled by the electronic control unit 52, a shift lever sensor for detecting the operation position of the shift lever 60 is provided, and when the operation to the “R” position is detected, the second oil pump 51 is discharged. The amount may be controlled so as to be reduced to a smaller amount than that in the normal state, which is a case other than the “R” position. By adopting such a configuration, it is possible to further suppress the energy consumption required for driving the second oil pump 51 during traveling in the “R” range.

  Next, a second embodiment of the present invention will be described. The first embodiment described above is configured such that when the “R” position is selected by the shift lever 60, the diversion mode is uniformly executed. In contrast, the second embodiment described below is configured to execute the diversion mode only in a specific case among the cases where the “R” position is selected by the shift lever 60.

  In FIG. 7, the hydraulic control device 18 in the second embodiment is arranged in the middle of the reverse branch oil passage 63 branched from the reverse oil passage 62 and connected to the reverse pilot port 64 provided in the primary regulator valve 162. A solenoid valve 70 for connecting or blocking the reverse branch oil passage 63 is provided. The solenoid valve 70 is operated by a solenoid 71, and the solenoid 71 is controlled by an electronic control unit 52 (FIG. 2). The shift lever 60 is provided with a shift lever sensor 72 for detecting the operation position, and the detection signal is input to the electronic control unit 52. Instead of the shift lever sensor 72, a position sensor that detects the position of the manual valve 61 may be used. Since the remaining mechanical configuration of the second embodiment is the same as that in the first embodiment, the same reference numerals are given and description thereof is omitted.

  The operation of the second embodiment will be described based on FIG. First, based on the detection value of the shift lever sensor 72, the electronic control unit 52 determines whether the shift range is “R”, that is, whether the shift lever 60 is operated to the “R” position (step S10). If the determination is affirmative, that is, the shift range is “R”, the electronic control unit 52 next determines whether a predetermined diversion mode execution condition is satisfied (step S20). The diversion mode execution condition here is a condition for executing the diversion mode, and is satisfied when at least one of the following conditions (1) to (8) is satisfied. Conditions (1) to (8) are all defined as scenes that particularly require a reduction in loss during traveling in the “R” range.

  (1) The vehicle is traveling on an uphill road having a road surface gradient greater than a predetermined value. The road surface gradient is a vehicle acceleration component obtained from a G sensor (acceleration sensor) installed in the vehicle Ve and a vehicle speed detected by a rotation speed sensor of the secondary shaft 8 or a vehicle speed sensor provided in the vicinity of the drive wheels 2. It can be calculated based on the difference between the actual vehicle acceleration obtained from the amount of change per hour.

  (2) The engine output is in a reduced state. The fact that the engine output is in a reduced state indicates that the amount of intake air obtained from an air flow meter provided in the intake passage and the ignition timing held in the electronic control unit 52 as used for the ignition command output to the ignition plug Is compared with each threshold value. The threshold value of the intake air amount is set to a value that is lower than the normal intake air amount corresponding to the throttle valve opening, for example, by a predetermined amount. With regard to the ignition timing, ignition timing control is separately implemented and executed so that when knocking is detected to suppress knocking, the ignition timing is changed to the retard side, and the engine output is reduced here The threshold of the ignition timing used for detecting this is set to a timing at which the engine output becomes unacceptably low when the actual ignition timing is on the retard side.

  (3) The engine intake air temperature is higher than a predetermined value. The engine intake air temperature can be calculated by a predetermined map or function based on an intake air temperature sensor provided in the engine or a detection value of the engine water temperature sensor.

  (4) The requested output is larger than a predetermined value. The required output can be calculated based on a detection value of an accelerator pedal sensor that detects the depression angle of the accelerator pedal or a throttle sensor that detects the opening of the throttle valve.

  (5) The required output is larger than a predetermined value and the vehicle speed is smaller than the predetermined value.

  (6) The fluid transmission device 3 is stalled. When the speed ratio e (output rotational speed Nout / input rotational speed Nin) of the fluid transmission device 3 is lower than a predetermined threshold, a stall of the fluid transmission device 3 can be detected. The output rotation speed Nout can be detected by a turbine rotation sensor provided in the turbine of the fluid transmission device 3. The input rotational speed Nin can be detected by a crank angle sensor provided in the vicinity of the crankshaft of the engine.

  (7) The engine speed Ne is higher than a predetermined value. The engine speed Ne can be detected by a crank angle sensor provided in the vicinity of the crankshaft of the engine. The predetermined value here is set in a high rotation range where the influence on the fuel consumption due to traveling in the merge mode becomes significant.

  (8) The belt clamping pressure of the belt type continuously variable transmission 6 is higher than a predetermined value. The belt clamping pressure can be detected by a pressure value obtained from a hydraulic sensor that is mounted on the movable sheave 15 of the secondary pulley 10 and detects the hydraulic pressure of the hydraulic chamber 26.

  When at least one of these conditions (1) to (8) is satisfied, the electronic control unit 52 determines that the diversion mode execution condition is satisfied (step S20 = Yes), and the solenoid 71 The reverse branch oil passage 63 is brought into a connected state by the solenoid valve 70. As a result, the reverse pressure PR acts on the reverse pilot port 64 of the primary regulator valve 162 through the reverse branch oil passage 63, and the spool 164 operates downward in FIG. Therefore, when the opening degree between the input port 170 and the drain port 172 is opened, the pressure of the second oil passage 141 is reduced, and the check valve 142 is closed. That is, regardless of the hydraulic pressure state of the first oil passage 93 and the second oil passage 141, the hydraulic circuit operates in the diversion mode.

  As described above, in the second embodiment, the “R” position is selected by the shift lever 60, but only in a specific case where a reduction in loss is particularly required during traveling in the “R” range. Thus, the diversion mode is forcibly executed. Therefore, in cases other than such a specific case, there remains room for executing the merging mode instead of the diversion mode, and thereby the advantage of the merging mode, that is, the first oil due to the suppression of the shortage of the oil amount in the first oil passage 93. While realizing the oil supply to the necessary part 78A, the merge mode can be realized in a scene where the loss reduction is highly necessary.

  In the second embodiment, the solenoid valve 70 for connecting or blocking the reverse branch oil passage 63 is provided in the middle of the reverse branch oil passage 63. However, the diversion mode execution condition is, for example, the above condition (8). If the oil pressure at a specific point can be detected as described above, a two-port two-position valve that operates using the oil pressure at the specific point as a pilot pressure is used to replace the solenoid valve 70 and its control program. Can do.

  In each of the above embodiments, the reverse branch oil passage 63 and the reverse pilot port 64 are used as the valve body driving means configured to increase the opening area of the first port and the second port by acting on the valve body. However, as the valve body driving means that acts on the valve body in the present invention, a device such as a solenoid that is electrically driven to drive the valve body, or the operation of the shift lever 60 or the manual valve 61 is mechanically used as the valve body. You may use mechanisms, such as a link and a cam which transmit.

  In the present invention, the operation position of the shift lever 60 is detected by the shift lever sensor, and the solenoid actuator connected to the manual valve 61 is operated in accordance with the detected operation position to switch the oil path. A so-called shift-by-wire type manual valve may be used.

  The present invention can also be applied to a vehicle having a toroidal continuously variable transmission as a continuously variable transmission, and further applicable to a vehicle equipped with a stepped transmission.

  The present invention is not limited to the above-described aspects and modifications, and includes all modifications, applications, and equivalents included in the concept of the present invention defined by the claims. Therefore, the present invention should not be construed as being limited, and can be applied to any other technique belonging to the scope of the idea of the present invention.

DESCRIPTION OF SYMBOLS 1 Engine 18 Hydraulic control apparatus 50 1st oil pump 51 2nd oil pump 53 Electric motor 60 Shift lever 61 Manual valve 62 Reverse oil path 63 Reverse branch oil path 78A 1st oil required part 93 1st oil path 141 2nd oil path 143 Connection oil passage 185 Third oil passage 189 Fourth oil passage 162 Primary regulator valve 163 Secondary regulator valve B1 Reverse brake

Claims (1)

An oil pump mounted on a vehicle and having a first outlet and a second outlet;
A first oil passage to which oil discharged from the first discharge port is supplied;
A second oil passage to which oil discharged from the second discharge port is supplied;
A connecting oil passage connecting the first oil passage and the second oil passage;
A control valve provided on a path from the first oil path to the third oil path and a path from the second oil path to the fourth oil path, the operable valve element, and the first oil path And a first port connecting the third oil passage, and a second port connecting the second oil passage and the fourth oil passage, and the operation of the valve body causes the first port and the third oil passage to be connected to each other. A control valve configured to change the opening area of the second port,
A check valve is provided in the connection oil passage, the check valve allows the oil in the second oil passage to flow into the first oil passage, and the oil in the first oil passage is the first. 2 It is configured to prevent it from flowing into the oil passage,
A merge mode in which oil discharged from the first discharge port and the second discharge port merges through the check valve and is discharged from the control valve according to the oil pressure of the first oil passage and the second oil passage. In the vehicle hydraulic control device configured to realize a diversion mode in which oil discharged from the first discharge port and the second discharge port is individually discharged from the control valve,
The control valve further includes valve body driving means configured to act on the valve body to increase an opening area of the first port and the second port, and the valve body driving means is configured to shift the vehicle. Operatively linked to the lever,
When the shift lever of the vehicle is operated to bring the drive system of the vehicle into the reverse drive state, the valve body driving means enlarges the opening areas of the first port and the second port, thereby A vehicle hydraulic control device configured to realize a diversion mode.

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