JP6757151B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device, and more particularly to a technique effective for cooling hydraulic oil in a vehicle including an engine and an electric motor.

In vehicles equipped with an engine and an electric motor, so-called hybrid vehicles, a cooling device for cooling the hydraulic oil is widely used in order to reduce deterioration of the hydraulic oil used in a transmission or the like.

As a control technique for this type of cooling device, for example, in a cooling device driven by at least one of an engine or a motor, a second control for stopping the driving of the engine when the temperature of the oil is out of a predetermined range. Some prohibit the selection of patterns (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2000-175304

As the cooling device described above, for example, a mechanical cooling pump is known. This cooling pump is driven by an engine. Therefore, in the case of a hybrid vehicle, when the hydraulic oil becomes high temperature during traveling, the hydraulic oil is cooled, so that the engine operates even though the conditions for stopping the engine are satisfied. As a result, the running frequency of the motor alone may decrease, resulting in deterioration of fuel efficiency.

Further, when the accuracy of the oil temperature sensor for detecting the oil temperature varies widely, the engine may operate even when the actual oil temperature is a temperature at which cooling of the hydraulic oil is not required. This also causes deterioration of fuel efficiency.

An object of the present invention is to provide a technique capable of cooling hydraulic oil without operating an engine while the vehicle is running.

The above and other purposes and novel features of the present invention will become apparent from the description and accompanying drawings herein.

A brief outline of the typical inventions disclosed in the present application is as follows.

That is, the vehicle control device of the present invention is a vehicle control device including an engine and an electric motor, and is provided in a power transmission path connecting the engine and drive wheels to shift power from an input shaft to an output shaft. A transmission mechanism for transmitting the engine, a cooling pump provided in a cooling unit for cooling the hydraulic oil of the transmission mechanism, a first transmission path for connecting the crankshaft of the engine to the cooling pump, and the input shaft. The cooling pump has a second transmission path connected to the cooling pump and an engine clutch for switching between a engaged state in which the engine and the input shaft are engaged and an released state in which the engagement is released. The cooling pump is the first. It is driven by a transmission path or the second transmission path.

In the vehicle control device, the cooling liquid is supplied to the cooling path provided in the oil pan of the speed change mechanism, and the hydraulic oil stored in the oil pan is cooled by the cooling liquid .

The vehicle control device has an oil pump that is connected to the first transmission path and the second transmission path and supplies hydraulic oil to the transmission mechanism.

Among the inventions disclosed in the present application, the effects obtained by typical ones will be briefly described as follows.

The fuel efficiency of the vehicle can be improved.

It is explanatory drawing which shows the outline of the control device for a vehicle according to one Embodiment. It is explanatory drawing which shows an example of the structure in the cooling part which the power unit of FIG. 1 has. It is a simplified explanatory drawing of the cooling pump included in the control device for a vehicle of FIG. It is a timing chart which shows an example of the running pattern of a vehicle.

In the following embodiments, when necessary for convenience, the description will be divided into a plurality of sections or embodiments, but unless otherwise specified, they are not unrelated to each other, and one is the other. It is related to some or all of the modified examples, details, supplementary explanations, etc.

In addition, in the following embodiments, when the number of elements (including the number, numerical value, quantity, range, etc.) is referred to, when it is specified in particular, or when it is clearly limited to a specific number in principle, etc. Except, the number is not limited to the specific number, and may be more than or less than the specific number.

Furthermore, in the following embodiments, the components (including element steps, etc.) are not necessarily essential unless otherwise specified or clearly considered to be essential in principle. Needless to say.

Similarly, in the following embodiments, when referring to the shape, positional relationship, etc. of a component or the like, the shape is substantially the same except when it is clearly stated or when it is considered that it is not so clearly in principle. Etc., etc. shall be included. This also applies to the above numerical values and ranges.

Further, in all the drawings for explaining the embodiment, the same members are, in principle, given the same reference numerals, and the repeated description thereof will be omitted.

Hereinafter, embodiments will be described in detail.

FIG. 1 is an explanatory diagram showing an outline of a vehicle control device 10 according to the present embodiment.

As shown in FIG. 1, the vehicle control device 10 has a power unit 13 provided with an engine 11 and a motor generator 12 which is an electric motor. The power unit 13 has a continuously variable transmission (transmission mechanism) 16 including a primary pulley 14 and a secondary pulley 15.

An engine 11 is connected to one side of the primary pulley 14 via an engine clutch 17 and a torque converter 18. The rotor 19 of the motor generator 12 is connected to the other side of the primary pulley 14. Further, the drive wheel 22 is connected to the secondary pulley 15 via the drive wheel output shaft 20 and the differential mechanism 21.

[Torque converter]
The torque converter 18 has a pump impeller 32 and a turbine runner 34. The pump impeller 32 is connected to the crankshaft 30 via the front cover 31. The turbine runner 34 faces the pump impeller 32 and the turbine shaft 33 is connected to the turbine runner 34.

Further, the torque converter 18 has a lockup clutch 36 composed of a clutch plate 35. In the torque converter 18, an apply chamber 37 and a release chamber 38 are partitioned by a clutch plate 35 as a boundary.

By increasing the hydraulic pressure of the apply chamber 37 and decreasing the hydraulic pressure of the release chamber 38, the clutch plate 35 is pressed against the front cover 31, and the lockup clutch 36 is switched to the engaged state.

On the other hand, by increasing the hydraulic pressure of the release chamber 38 and decreasing the hydraulic pressure of the apply chamber 37, the clutch plate 35 is separated from the front cover 31, and the lockup clutch 36 is switched to the released state.

[Continuous variable transmission]
A continuously variable transmission 16 such as a CVT (Continuously Variable Transmission) is provided in the power transmission path 40 that connects the engine 11 and the drive wheels 22. The continuously variable transmission 16 has a primary pulley 14 and a secondary pulley 15.

The primary pulley 14 is provided on the primary shaft 41 which is an input shaft, and the secondary pulley 15 is provided on the secondary shaft 42 which is an output shaft. A drive chain 43 for transmitting power between the pulleys 14 and 15 is wound around the primary pulley 14 and the secondary pulley 15.

The primary pulley 14 is provided with a primary chamber 44 for adjusting the pulley groove width, and the secondary pulley 15 is provided with a secondary chamber 45 for adjusting the pulley groove width.

By controlling the hydraulic pressure supplied to the secondary chamber 45, the clamping force of the drive chain 43 by the secondary pulley 15 can be adjusted, and the torque capacity of the continuously variable transmission 16 can be adjusted. Further, by controlling the hydraulic pressure supplied to the primary chamber 44 and the secondary chamber 45, the pulley groove width can be changed to change the winding diameter of the drive chain 43.

The power transmission path 40 connecting the engine 11 and the drive wheels 22 is composed of a torque converter 18, a turbine shaft 33, a primary shaft 41, a secondary shaft 42, a drive wheel output shaft 20, a differential mechanism 21, and the like. ..

[Engine clutch]
An engine clutch 17 is provided between the torque converter 18 and the primary pulley 14. That is, the power transmission path 40 that connects the engine 11 and the drive wheels 22 is provided with an engine clutch 17 that can be switched between the engaged state and the released state.

The engine clutch 17 has a clutch plate 50 and a clutch plate 51. The clutch plate 50 is connected to the turbine shaft 33, and the clutch plate 51 is connected to the primary shaft 41.

Further, the engine clutch 17 has a hydraulic actuator 52 to which hydraulic oil is supplied. By increasing the hydraulic pressure in the hydraulic actuator 52, the clutch plates 50 and 51 are engaged with each other, and the engine clutch 17 is switched to the engaged state.

On the other hand, by lowering the hydraulic pressure in the hydraulic actuator 52, the engaged state of the clutch plates 50 and 51 is released, and the engine clutch 17 is switched to the released state.

[Fuse clutch]
A fuse clutch 55 capable of adjusting the fastening force, that is, the torque capacity is provided between the secondary pulley 15 and the drive wheels 22. The fuse clutch 55 has clutch plates 56 and 57. The clutch plate 56 is connected to the secondary shaft 42. The clutch plate 57 is connected to the drive wheel output shaft 20.

Further, the fuse clutch 55 has a hydraulic actuator 58 to which hydraulic oil is supplied. By increasing the hydraulic pressure in the hydraulic actuator 58, the clutch plates 56 and 57 are engaged with each other, and the fuse clutch 55 is switched to the connected state.

On the other hand, by lowering the hydraulic pressure in the hydraulic actuator 58, the engaged state of the clutch plates 56 and 57 is released, and the fuse clutch 55 is switched to the released state. The torque capacity of the fuse clutch 55 is controlled to be lower than the torque capacity of the continuously variable transmission 16.

As a result, when a large torque is input to the continuously variable transmission 16, the fuse clutch 55 can be slid before the continuously variable transmission 16, and the continuously variable transmission 16 can be protected.

[Hydraulic control system]
The power unit 13 has an oil pump 60. The oil pump 60 sucks the hydraulic oil stored in the oil pan 91 shown in FIG. 2, and supplies the hydraulic oil to the torque converter 18, the continuously variable transmission 16, the engine clutch 17, the fuse clutch 55, and the like. To do. The oil pump 60 is driven by the engine 11 and the primary shaft 41.

The oil pump 60 is connected to the pump shell 63 of the torque converter 18 via a chain mechanism 62 provided with a one-way clutch 61. Further, the oil pump 60 is connected to the primary shaft 41 via a chain mechanism 65 provided with a one-way clutch 64.

When the pump shell 63 rotates faster than the primary shaft 41, a driving force is transmitted from the pump shell 63 to the oil pump 60 via the chain mechanism 62. That is, when the engine 11 is driven, the oil pump 60 is driven by the engine power.

When the pump shell 63 rotates slower than the primary shaft 41, a driving force is transmitted from the primary shaft 41 to the oil pump 60 via the chain mechanism 65. That is, even when the engine 11 is stopped as in the motor traveling mode described later, the oil pump 60 is driven by the primary shaft 41 during forward traveling.

Further, the power unit 13 is provided with a valve body 66 composed of a plurality of solenoid valves and oil passages in order to control the hydraulic oil discharged from the oil pump 60.

The hydraulic oil discharged from the oil pump 60 is supplied to the torque converter 18, the continuously variable transmission 16, the engine clutch 17, the fuse clutch 55, and the like via the valve body 66.

In addition to the oil pump 60, the power unit 13 is provided with an electric oil pump (not shown) from the viewpoint of ensuring the control hydraulic pressure even during low-speed traveling accompanied by engine stop or reverse traveling accompanied by engine stop.

[Cooling unit configuration example]
The power unit 13 has a cooling unit 80. The cooling unit 80 has a cooling pump 81 shown in FIG. 1, a cooling path 82 shown in FIG. 2 described later, and a radiator 83 also shown in FIG.

Like the oil pump 60, the cooling pump 81 is connected to the pump shell 63 via a chain mechanism 62 provided with a one-way clutch 61, and the primary shaft is connected to the pump shell 63 via a chain mechanism 65 provided with a one-way clutch 64. It is connected to 41.

When the pump shell 63 rotates faster than the primary shaft 41, a driving force is transmitted from the pump shell 63 to the cooling pump 81 via the chain mechanism 62. That is, when the engine 11 is driven, the cooling pump 81 is driven by the engine power.

On the other hand, when the pump shell 63 rotates slower than the primary shaft 41, the driving force is transmitted from the primary shaft 41 to the cooling pump 81 via the chain mechanism 65. That is, even when the engine 11 is stopped as in the motor traveling mode described later, the cooling pump 81 is driven by the primary shaft 41 during forward traveling.

FIG. 2 is an explanatory diagram showing an example of the configuration of the cooling unit 80 included in the power unit 13 of FIG.

The cooling pump 81 is provided inside a transmission case 90 that serves as a housing for, for example, a torque converter 18 or a continuously variable transmission 16. Further, a cooling path 82 is formed in the oil pan 91 provided inside the transmission case 90.

A cooling liquid is circulated in the cooling path 82 by the cooling pump 81. The hydraulic oil stored in the oil pan 91 is cooled by the coolant circulating in the cooling path 82.

The oil pan 91 is provided at the bottom of the transmission case 90, for example, as shown in FIG. A radiator 83, which is a heat exchanger, is connected between the cooling pump 81 and the cooling path 82. The radiator 83 releases the heat taken by the coolant into the atmosphere.

Although FIG. 2 shows a configuration in which the cooling unit 80 cools the hydraulic oil stored in the oil pan 91, it is not only the hydraulic oil stored in the oil pan 91 that cools the hydraulic oil. , The pipe for circulating the hydraulic oil from the oil pump 60 of FIG. 1 may also be provided. Alternatively, the configuration may be provided in either the oil pan or the piping.

[Electronic control system]
The vehicle control device 10 includes an engine controller 70, a hybrid controller 71, a mission controller 72, and the like in order to control the operating state of the power unit 13.

The engine controller 70 controls the engine 11. The hybrid controller 71 controls the motor generator 12. The transmission controller 72 controls the continuously variable transmission 16, the engine clutch 17, the lockup clutch 36, the fuse clutch 55, and the like.

The engine controller 70 outputs a control signal to a throttle valve, an injector, or the like to control the operating state of the engine 11. The hybrid controller 71 outputs a control signal to the inverter 73, the converter 74, and the like to control the operating state of the motor generator 12.

The transmission controller 72 outputs a control signal to the valve body 66 and the like to control the operating states of the continuously variable transmission 16, the engine clutch 17, the lockup clutch 36, the fuse clutch 55, and the like.

The engine controller 70, the hybrid controller 71, and the mission controller 72 include a microcomputer, a drive circuit unit that generates control currents for various actuators, and the like.

The microcomputer is composed of, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like.

Further, the engine controller 70, the hybrid controller 71, and the mission controller 72 are connected to each other via an in-vehicle network 75 such as a CAN (Controller Area Network).

An accelerator sensor 76, a brake sensor 77, a vehicle speed sensor 78, and the like are connected to the vehicle-mounted network 75. The accelerator sensor 76 detects the operating status of the accelerator pedal. The brake sensor 77 detects the operating status of the brake pedal. The vehicle speed sensor 78 detects the vehicle speed. In this way, various information indicating the traveling state and traveling environment of the vehicle is transmitted on the vehicle-mounted network 75.

[Operation of cooling unit]
Subsequently, the operation of the cooling unit 80 will be described.

FIG. 3 is a simplified explanatory view of the cooling pump 81 included in the cooling unit 80 of FIG. FIG. 3 is a diagram focusing on the operation of the cooling pump 81, and shows only the engine 11, the oil pump 60, the cooling pump 81, the continuously variable transmission 16, and the drive wheels 22, and other configurations are omitted. doing.

Further, FIG. 4 is a timing chart showing an example of the traveling pattern of the vehicle. In FIG. 4, from the upper part to the lower part, the ignition, the state of the vehicle, the state of the engine, the vehicle speed, and the oil temperature are shown, respectively.

The ignition indicates whether the ignition is on or off. The state of the vehicle indicates the running state of the vehicle. The engine state determination indicates whether the stop of the engine 11 is prohibited or the stop of the engine is permitted. The vehicle speed indicates the traveling speed of the vehicle. The oil temperature indicates the temperature of the hydraulic oil.

First, at time T1, when the ignition is turned from off to on, the engine 11 starts. Subsequently, the stopped vehicle shifts to the running state. At this time, the vehicle travels in the engine traveling mode or the parallel traveling mode. The engine running mode is a mode in which the engine 11 alone runs, and the parallel mode is a mode in which the engine 11 and the motor generator 12 run.

In the engine running mode and the parallel running mode, the cooling pump 81 is driven by the power of the engine 11 as shown by the dotted line arrow in FIG. That is, in FIG. 1, when the pump shell 63 rotates faster than the primary shaft 41, the driving force is transmitted from the pump shell 63 to the cooling pump 81 via the chain mechanism 62.

After that, when the stop condition of the engine 11 is satisfied, the mode shifts to the engine stop permission mode, and the vehicle runs in the motor running mode. The motor running mode is a mode in which the engine 11 is stopped and the motor is driven only by the motor generator 12.

In the motor running mode in which the engine 11 is stopped, the cooling pump 81 is driven by the primary shaft 41. That is, when the pump shell 63 rotates slower than the primary shaft 41, the driving force is transmitted from the primary shaft 41 to the cooling pump 81 via the chain mechanism 65.

The primary shaft 41 rotates when the primary shaft 41 connected to the drive wheels 22 of FIG. 1 is driven. Therefore, in other words, the cooling pump 81 is driven by the power of the drive wheels 22 as shown by the solid line arrow in FIG. 3, for example, during deceleration traveling .

In the period of the motor traveling mode, at the time T2 in FIG. 4, the vehicle shifts to the low vehicle speed range. The speed in this low vehicle speed range is, for example, a speed from just before the vehicle stops to less than about 8 km / h.

When the motor running mode after the time T2 ends, the vehicle is stopped at the time T3 in FIG. Subsequently, at the time T4 of FIG. 4, after shifting to the low vehicle speed range of the motor running mode again, acceleration is started at the time T5 of FIG. 4 in the motor running mode, and the running range becomes 8 km / h or more from the speed. Become.

Here, in the period from time T2 to time T5 in FIG. 4, the temperature of the hydraulic oil does not rise due to the low vehicle speed range or the stopped state of the vehicle, and cooling of the hydraulic oil can be unnecessary. .. Therefore, since the cooling pump 81 does not have to be operated, the engine 11 can be stopped when the engine stop condition is satisfied.

On the other hand, after the time T5 in FIG. 4, the hydraulic oil needs to be cooled because the vehicle is traveling in the motor traveling mode, that is, traveling at a speed of 8 km / h or more. In this case, as described above, the cooling pump 81 is driven by the power of the primary shaft 41, that is, the primary shaft 41 connected to the drive wheels 22.

When the cooling pump 81 is driven, the cooling liquid circulates in the cooling path 82 formed in the oil pan 91 of FIG. 2, and the hydraulic oil stored in the oil pan 91 is cooled. As described above, since the cooling pump 81 is driven by the power of the primary shaft 41 connected to the drive wheels 22, the hydraulic oil is cooled during the period in which the vehicle is traveling.

After that, during the period when the stop condition of the engine 11 is satisfied, the vehicle can run in the motor running mode without starting the engine 11. Here, the stop conditions of the engine 11 are, for example, the state of charge (SOC) of the battery 96, the cooling water temperature of the engine 11, the vehicle speed, and the like, and these are, for example, the engine controller 70 and the mission controller 72 of FIG. , And the hybrid controller 71 and the like.

Here, a case where the cooling pump is driven only by the power of the engine according to the study of the present inventor will be described.

In a configuration in which the cooling pump is driven only by the power of the engine, an oil temperature sensor for operating the engine and determining whether or not to drive the cooling pump is required. The oil temperature sensor is a sensor that detects the temperature of hydraulic oil.

The detection result of the oil temperature sensor is output to, for example, a mission controller. When the mission controller determines that the temperature of the hydraulic oil is higher than the preset set temperature, the mission controller outputs an engine start request, the engine controller starts the engine, and drives a cooling pump to cool the hydraulic oil. To do.

For example, in the motor running mode at time T5 in FIG. 4, the cooling pump does not operate because the engine is stopped, and the hydraulic oil is not cooled. As a result, the temperature of the hydraulic fluid will continue to rise until the engine is running.

If the temperature of the hydraulic oil becomes higher than the set value, the engine will be forcibly started. That is, when the temperature of the hydraulic oil becomes higher than the set temperature when the vehicle is running in the motor running mode, the hydraulic oil is used even if the stopping conditions of the engine 11 other than the temperature of the hydraulic oil are satisfied. The engine will start for cooling. As a result, the traveling range in the motor traveling mode is reduced, and there is a concern that fuel efficiency may be deteriorated.

Further, if the temperature of the hydraulic oil rises during the period of time T1 in FIG. 4 and the temperature of the hydraulic oil does not fall to the set temperature by the period of time T2 of FIG. 4, the vehicle is stopped or the vehicle speed is low. Even in the range, the engine will not stop in the same way. As a result, not only is there a concern about deterioration of fuel efficiency, but there is also a risk that the engine will not stop frequently even if the vehicle stops.

In addition, the operating period of the engine may be extended due to variations in the oil temperature sensor. For example, if the oil temperature sensor detects a temperature higher than the actual hydraulic oil temperature, the temperature of the hydraulic oil is low and cooling is not required, but in order to drive the cooling pump. , There is a risk that the engine cannot be stopped.

On the other hand, the vehicle control device 10 shown in FIG. 1 is not provided with an oil temperature sensor. That is, the hydraulic oil is cooled by the cooling pump 81 driven by the primary shaft 41 when the vehicle speed exceeds the low vehicle speed range without detecting the temperature of the hydraulic oil.

Further, when the vehicle is stopped or exceeds the low vehicle speed range, the temperature rise of the hydraulic oil is not abbreviated and the hydraulic oil is not cooled. To be precise, in the low vehicle speed range, the cooling pump 81 is driven because the primary shaft 41 rotates, but the cooling capacity cannot be expected due to the low speed rotation.

It should be noted that when the vehicle speed is low with the engine stopped or the vehicle is stopped with the engine stopped, it cannot be expected that the oil pump 60 of FIG. Therefore, the control hydraulic pressure is secured by the above-mentioned electric oil pump during these low vehicle speeds or when the vehicle is stopped, that is, during the period of time T2 to time T5 of FIG.

In this way, by driving the cooling pump 81 by the power of the primary shaft 41 connected to the drive wheels 22 , the hydraulic oil can be cooled without operating the engine 11 in the traveling range. As a result, it is possible to expand the traveling range in the motor traveling mode while preventing deterioration of the hydraulic oil in the motor traveling mode, so that it is possible to improve fuel efficiency.

Further, since the oil temperature sensor can be eliminated, space saving can be realized. Further, since the oil temperature sensor is not required, it is possible to reduce control defects caused by a failure of the oil temperature sensor.

In FIG. 4, the cooling pump 81 is connected to the pump shell 63 of the torque converter 18 via a chain mechanism 62 provided with a one-way clutch 61, and is driven by the engine 11. The cooling pump 81. May be configured not to be driven by the engine 11.

That is, the cooling pump 81 may not be connected to the chain mechanism 62 provided with the one-way clutch 61. Even with this configuration, when the vehicle is in a running state, the cooling pump 81 is driven by the primary shaft 41, that is, the drive wheels 22, so that the hydraulic oil can be cooled.

Although the invention made by the present inventor has been specifically described above based on the embodiment, the present invention is not limited to the embodiment and can be variously modified without departing from the gist thereof. Needless to say.

The present invention is not limited to the above-described embodiment, and includes various modifications. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the described configurations.

It is also possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. .. Further, it is possible to add, delete, or replace a part of the configuration of each embodiment with another configuration.

10 Vehicle control device 11 Engine 12 Motor generator 13 Power unit 14 Primary pulley 15 Secondary pulley 16 Stepless transmission 17 Engine clutch 18 Torque converter 19 Rotor 20 Drive wheel output shaft 21 Differential mechanism 22 Drive wheel 30 Crank shaft 31 Front cover 32 Pump Impeller 33 Turbine shaft 34 Turbine runner 35 Clutch plate 36 Lockup clutch 37 Apply chamber 38 Release chamber 40 Power transmission path 41 Primary shaft 42 Secondary shaft 43 Drive chain 44 Primary chamber 45 Secondary chamber 50 Clutch plate 51 Clutch plate 52 Hydraulic actuator 55 Fuse Clutch 56 Clutch plate 57 Clutch plate 58 Hydraulic actuator 60 Oil pump 61 One-way clutch 62 Chain mechanism 63 Pump shell 64 One-way clutch 65 Chain mechanism 66 Valve body 70 Engine controller 71 Hybrid controller 72 Mission controller 73 Inverter 74 Converter 75 In-vehicle network 76 Accelerator sensor 77 Brake sensor 78 Vehicle speed sensor 80 Cooling unit 81 Cooling pump 82 Cooling path 83 Radiator 90 Transmission case 91 Oil pan 96 Battery

Claims (3)

A vehicle control device equipped with an engine and an electric motor.
A transmission mechanism provided in the power transmission path connecting the engine and the drive wheels to shift and transmit power from the input shaft to the output shaft.
A cooling pump provided in a cooling unit that cools the hydraulic oil of the transmission mechanism, and
A first transmission path that connects the crankshaft of the engine to the cooling pump,
A second transmission path connecting the input shaft to the cooling pump,
It has an engine clutch that switches between a engaged state in which the engine and the input shaft are engaged and an released state in which the engagement is released .
The cooling pump is a vehicle control device driven by the first transmission path or the second transmission path. In the vehicle control device according to claim 1,
A vehicle control device in which a cooling liquid is supplied to a cooling path provided in an oil pan of the speed change mechanism, and the hydraulic oil stored in the oil pan is cooled by the cooling liquid. In the vehicle control device according to claim 1 or 2.
A vehicle control device having an oil pump connected to the first transmission path and the second transmission transmission path to supply hydraulic oil to the transmission mechanism.

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