JP2002115755A - Hydraulic control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make an accumulator and a motor-driven oil pump compact when an operation oil is sufficiently fed to a transmission at the time of restarting in a vehicle carrying out a stopping of an engine and a restarting. SOLUTION: A control is carried out when restarting the engine such that an oil pressure is fed from both of the motor-driven oil pump 19b and the accumulator 123 to a C1 clutch 105a, i.e., an advancement clutch of an automatic transmission and a C2 clutch 105b, i.e., a retreating clutch. The oil pressure can be sufficiently fed to the automatic transmission without causing a larger size of the accumulator 123 and the motor-driven oil pump 19b.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

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

[0002]

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

In such a vehicle, when a transmission operated by hydraulic pressure is used, the mechanical oil pump which is a supply source of the hydraulic pressure is normally operated by the mechanical power of the engine. During this time, the mechanical oil pump will not work.

[0004] For this reason, conventionally, there is an apparatus which is provided with an electric oil pump in addition to a mechanical oil pump, and supplies the hydraulic pressure to a forward clutch in a transmission by the electric oil pump when the engine is stopped and restarted. Proposed.

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

[0006]

However, since the pressure of the accumulator requires the forward clutch to be engaged, the accumulator needs to store a sufficient amount of hydraulic oil to engage the forward clutch. This leads to a larger accumulator. Further, when the pressure of the accumulator becomes less than a predetermined value, the forward clutch is engaged only by the electric oil pump. However, in order to secure sufficient oil pressure and oil amount to engage the forward clutch. However, this also leads to an increase in the size of the electric oil pump.

Accordingly, an object of the present invention is to provide a device capable of supplying a sufficient hydraulic pressure without increasing the size of the accumulator and the electric oil pump.

[0008]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention provides a drive source, a transmission operated by hydraulic pressure, an electric oil pump for supplying hydraulic pressure to the transmission, and the transmission. A control unit for controlling the electric oil pump and the accumulator, wherein the control unit is configured to control the electric oil when the drive source is started. A hydraulic control device for a vehicle, wherein hydraulic pressure is supplied to the transmission from both a pump and the accumulator.

According to the present invention, when the drive source is started, the control means causes both the electric oil pump and the accumulator to supply hydraulic pressure to the transmission. Therefore, in the present invention, a sufficient hydraulic pressure can be supplied to the transmission without increasing the size of the accumulator and the electric oil pump.

That is, in the present invention, attention is paid to the fact that a large amount of hydraulic oil is required when starting the drive source, and the amount of hydraulic oil substantially corresponding to the increase in the required amount of hydraulic oil is stored in the accumulator. Therefore, the electric oil pump only needs to be designed to satisfy the characteristics for normal operation without considering the increase in the required amount of hydraulic oil at the time of restart. The flow rate of the pump can be reduced, and the size of the pump can be reduced. Also, since the hydraulic pressure is supplied to the transmission from both the electric oil pump and the accumulator, the accumulator can be made more compact than when only the accumulator is used.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring to FIG. 1, a vehicle 20 according to an embodiment of the present invention includes an engine 22 and an automatic transmission 30 for shifting the power from the engine 22 and transmitting the power to a drive shaft 32.
A motor generator 40 capable of starting the engine 22 and also operating as a generator, a battery 62 capable of supplying power to the motor generator 40 via the inverter 60 and charging with the power generated by the motor generator 40, An electronic control unit 70 that controls the entire vehicle 20 is provided. The power from the engine 22 is shifted by the automatic transmission 30 and output to the drive shaft 32, and finally to the drive wheels 36 and 38 via a differential gear 34 attached to the drive shaft 32.

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

The automatic transmission 30 includes a well-known hydraulic torque converter 30a that amplifies torque by the action of circulating hydraulic oil and transmits the amplified torque to the rear, and a plurality of forward gears by a combination of a plurality of clutches and brakes. And a gear transmission mechanism 30b composed of a stepped planetary gear 30c in which one of the reverse gears is selectively meshed. The automatic transmission 30 is configured such that a gear ratio is automatically selected according to a traveling state, and a gear ratio is selected according to an operation state of a shift lever 84 provided in a vehicle cabin. .

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

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

In FIG. 2, both the C1 clutch 105a and the C2 clutch 105b have a known configuration in which the clutch is brought into an engaged state by an increase in supplied hydraulic pressure and is brought into a disengaged state by a fall. The discharge sides of the mechanical oil pump 19a and the electric oil pump 19b are connected to a switching check ball mechanism 19c. When hydraulic oil is supplied from one of the pumps, the pressure causes the check ball to close the other supply hole, thereby switching the supply source. The discharge side of the switching check ball mechanism 19c is the primary regulator valve 6
2 and connected to a manual valve 64.

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

From the manual valve 64 to the large orifice 1
06 and the switching valve 108, the C1 clutch 105
A first hydraulic path 107 (normal hydraulic path) for supplying the hydraulic pressure to a is configured. Further, a second hydraulic path 109 that branches from the first hydraulic path 107 after passing through the large orifice 106 and supplies hydraulic pressure to the C1 clutch 105a via the small orifice 114 is configured. A check valve 113 composed of a check ball is connected in parallel with the small orifice 114 between the first hydraulic path 107 and the second hydraulic path 109 after passing through the large orifice 106. . The check valve 113 has a forward direction from the C1 clutch 105a to the manual valve 64.

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

The primary regulator valve 62
On the other hand, an accumulator 123 is branched and connected to the manual valve 64 side, and an accumulator control solenoid 124 is intermittently provided on the branch path.

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

Referring to FIG. 5, when the engine speed NE rises to a target speed NETGT which is slightly higher than the idling speed, the supply oil pressure to the C1 clutch 105a is reduced by the speed increase control. In the case of a normal start that is not performed, as shown by the curve a, when the rapid pressure increase control is executed, the pressure is increased at a relatively early timing as shown by the curve b. The switching valve 108 is open only during the period of TFAST, and the output speed of the automatic transmission 30 changes as indicated by NT.

As shown in FIG. 2, the C1 accumulator 103 includes a piston 118 and a spring 116. When hydraulic oil is supplied to the C1 clutch 105a, a predetermined oil pressure determined by the spring 116 is maintained for a while. Functions to be maintained, thereby providing C1
This is to reduce a shock generated near the end of engagement of the clutch 105a. The engagement control of a plurality of clutches and brakes provided in the hydraulic control circuit 120 is performed by an electronic control unit (hereinafter, referred to as ATECU) 31 for an automatic transmission.
This is performed by controlling the opening and closing of each solenoid valve.

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

The accumulator 123 includes a piston 128 and a spring 126. When the accumulator control solenoid 124 is opened,
The predetermined hydraulic pressure determined by the spring 126 functions so as to be maintained for a while.
Of the hydraulic oil required at the time of restart of the C1 clutch 105,
a or C2 clutch 105b.

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

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

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

On the input side of the electronic control unit 70,
As shown in FIG. 3, various signals indicating the state of the vehicle 20 are input. Specifically, a rotation speed signal from an engine rotation speed sensor for detecting the engine rotation speed, a temperature signal from an engine water temperature gauge, an operation state signal from an ignition switch for controlling start / stop of the vehicle 20, a battery 62
Signal from an SOC sensor provided in the motor, a temperature signal from a motor temperature sensor provided in the electric oil pump 19b, a pressure signal from a pressure sensor 129 indicating the pressure in the accumulator 123, and an operating state indicating the operating state of the air conditioner. Signal, a vehicle speed signal based on the detected values VR, VL of the wheel speed sensors 37, 39 attached to the drive wheels 36, 38, and an oil temperature signal from an AT oil temperature sensor provided in the hydraulic control circuit 120 of the automatic transmission 30. The operating position of the shift lever 84 detected by the shift position sensor 85, that is, each position of P (stop), D (running), R (reverse), N (neutral), 4.3.2, L (low) is determined. Shift position SP, a temperature signal from a temperature sensor provided in battery 62, and a signal detected by foot brake switch 83. Brake pedal position BP is a signal of the on / off of the foot brake pedal 82,
A temperature signal from a catalyst temperature sensor provided in an exhaust gas purification device for an exhaust pipe, an accelerator pedal position AP which is an amount of depression of an accelerator pedal 80 detected by an accelerator pedal position sensor 81, a crank angle sensor provided on a crankshaft 24 , An engine speed signal from the turbine speed sensor 106 (see FIG. 1), an operation state signal from an automatic stop prohibition manual switch provided in the vehicle cabin, and an R groove provided at the base of the shift lever 84. An operation state signal from the switch and the DECO groove switch is input to the electronic control unit 70. Based on the input of these signals, the electronic control unit 7
At 0, various operations are performed.

From the output side of the electronic control unit 70, control signals for various actuators and other computers mounted on the vehicle 20 are output. In particular,
An ignition signal for an ignition timing control device, an injection signal for a fuel injection device, a starter signal for a starter motor,
A control signal for the motor ECU 41, a control signal for the speed reducer, a control signal for each solenoid of the automatic transmission 30, a control signal for the line pressure control solenoid 61 of the hydraulic control circuit 120, each control signal for the headlight, dehogger and air conditioner, The electronic control unit 70 outputs various control signals for the automatic stop non-execution indicator and the automatic stop execution indicator, control signals for the accumulator control solenoid 124, control signals for the electric oil pump 19b, and the like.

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

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

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

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

Next, it is determined whether or not the accumulator 123 has accumulated pressure (S106). This determination is based on the pressure sensor 1
This is performed depending on whether the pressure in the accumulator 123 obtained from the signal from the signal 29 exceeds a predetermined value.

In the negative case, that is, the accumulator 12
If the pressure accumulation of No. 3 is insufficient, the restart of the engine 22 in the drive position including the D position is prohibited (S108), and this routine ends.

If the accumulator 123 has insufficient accumulated pressure, the operation of the C1 clutch 105a and the C2 clutch 105b is delayed when the engine 22 is restarted.
Until the start of these operations, the light load of the engine 22 causes the engine 22 to be blown up (increase in the number of revolutions).
And the deterioration of the C2 clutch 105b may be accelerated.
In order to prevent the engine 22 from rising, the fuel injection amount may be suppressed or the torque may be reduced by retarding the ignition timing. However, in the present embodiment, the engine 22 is restarted at the drive position including the D position. , The C1 clutch 105a and the C2
The deterioration of the clutch 105b is suppressed, and the control of the torque reduction is not required. In the N position, the C1 clutch 105a and the C2 clutch 105b
Is in a disconnected state, and there is no fear of such deterioration at the time of restart. Therefore, the restart of the engine 22 is not prohibited here, and the engine 22 is restarted.

If the answer in step S106 is affirmative (that is, if the accumulator 123 has an accumulated pressure), then the open control output of the accumulator control solenoid 124 is performed (S110). As a result, the hydraulic oil stored in the accumulator 123 is supplied to the clutch oil passage 130. As a result, the supply flow rate to the C1 clutch 105a increases, and the early engagement of the C1 clutch 105a starts in conjunction with the rapid pressure increase control described above. Becomes possible.

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

Next, an operation output to the electric oil pump 19b is performed (S112). As a result, the combination of the accumulator 123 and the electric oil pump 19b or the combination of the accumulator 123 and the mechanical oil pump 19a ensures a sufficient flow rate and hydraulic pressure.

Next, restart control for the engine 22 is executed (S114). The rotational speed of the engine 22 is a value slightly higher than the idling rotational speed as described above.
The TGT is controlled, and the above-described rapid pressure increase control is performed.

Next, it is determined whether or not the engine 22 has started (S116). If the result is affirmative, the restart control is terminated (S118).

If the determination in step S116 is negative, that is, if the engine 22 has not been started for some reason, the restart control is interrupted (S120), and the close control output of the accumulator control solenoid 124 is performed (S122). Thereby, the oil pressure in the accumulator 123 is maintained. The closing control output in step S122 is preferably conditioned on, for example, that the engine speed NE falls below a predetermined reference value in order to close the accumulator control solenoid 124 when the engine 22 is about to stop.

Then, it is again determined whether or not the accumulator 123 has accumulated pressure (S106). This is because when the engine 22 cannot be restarted for some reason, the accumulator 123 detects whether the accumulated pressure is sufficient to restart the engine 22 at the next drive position, and the accumulated pressure is insufficient. This is to prevent the engine 22 from being restarted at the drive position when the vehicle is in the drive position. This determination is made by the pressure sensor 12 as described above.
9 may be performed, or a method of estimating the pressure drop in the accumulator 123 based on the elapsed time since the previous opening control may be used.

If there is a pressure accumulation, steps S110 to S122 and S106 are repeatedly executed until the engine 22 starts.

On the other hand, if the determination in step S104 is negative, that is, if the engine 22 is stopped and the restart condition is not satisfied, the normal automatic stop control is continued (S124). It is determined whether the hydraulic pressure in the accumulator 123 has decreased due to leakage of hydraulic oil or the like (S126). This determination may be performed based on the detection value of the pressure sensor 129, or may be performed based on the elapsed time after the accumulator control solenoid 124 is closed.

In the case of affirmative, that is, the accumulator 12
If it is determined that there is no margin in the hydraulic pressure in 3, the electric oil pump 19b is temporarily started (S128). More specifically, as shown in FIG. 7, during the temporary start of the electric oil pump 19b, the accumulator control solenoid 1
24, and the accumulator control solenoid 124 is closed when the temporary start is completed. At the time of the temporary start, it is not necessary to particularly increase the rotation speed of the electric oil pump 19b, and it is sufficient to maintain a predetermined low rotation for a predetermined time. As a result, the hydraulic pressure generated by the electric oil pump 19b compensates for the accumulated pressure in the accumulator 123, that is, the pressure in the accumulator 123. The compensation of the pressure in the accumulator 123 by the temporary start is performed based on the detection value of the pressure sensor 129 only until the pressure reaches a predetermined reference value.
From the hydraulic pressure before the start of the temporary start and the elapsed time after the start,
A configuration may be adopted in which the pressure in the accumulator 123 is estimated and executed. If the restart condition of the engine 22 is satisfied during the execution of the temporary start, the restart control of the engine 22 is executed with priority.

The electric oil pump 19b may be stopped while the engine 22 is stopped, in which case the power consumption is small. Further, in order to compensate for leakage of hydraulic oil via each spool valve while the engine 22 is stopped, the electric oil pump 1 is stopped while the engine 22 is stopped.
9b may be configured to operate at low rotation.

As described above, in this embodiment, when the engine 22 is started, the electric oil pump 19b and the accumulator 123 simultaneously output the C
Control is performed such that hydraulic pressure is supplied to one clutch 105a or C2 clutch 105b. Therefore, in the present embodiment, the accumulator 123 and the electric oil pump 19
A sufficient hydraulic pressure can be supplied to the automatic transmission 30 without increasing the size of the automatic transmission 30.

That is, in the present embodiment, the engine 22
Noting that a large amount of hydraulic oil is required when restarting, the increase in the required amount of hydraulic oil
3, the electric oil pump 19b only needs to be designed so as to satisfy the characteristics for normal operation without considering the increase in hydraulic oil at the time of restart. 19b can be reduced in flow rate, and thus can be made more compact. Further, since the hydraulic pressure is supplied to the automatic transmission 30 from both the electric oil pump 19b and the accumulator 123, the accumulator 123 can be made more compact than when only the accumulator 123 is used.

In this embodiment, the accumulator 1
23 and accumulator control solenoid 12
4 and the oil path to C1 clutch 105a and C2
Since the electric oil pump 19b is connected to the manual valve 64, which is a branch point of the oil path to the clutch 105b, the supply of the operating oil by the accumulator 123 is performed not only when the vehicle 20 moves forward but also when the vehicle 20 moves backward. Available.

In the present embodiment, when the engine 22 is automatically restarted, the rapid pressure increase control for rapidly increasing the hydraulic pressure to the C1 clutch 105a is performed. , Or in addition to such a configuration,
At the time of automatic restart of the engine 22, a configuration may be adopted in which the set value (pressure adjustment value) of the line pressure control solenoid 61 is increased to thereby increase the line pressure (step-up control).
Further, the present invention may be applied to a vehicle that does not perform such rapid pressure increase control or pressure increase control.

In this embodiment, the accumulator 1
Although the supply of the hydraulic oil by the control unit 23 is performed to the C1 clutch 105a as the forward clutch and the C2 clutch 105b as the reverse clutch, the present invention provides a plurality of clutches and brakes built in the automatic transmission 30. Either may be applied. Further, in the present embodiment, an example in which the present invention is applied to the vehicle 20 including the automatic transmission 30 having the gear transmission mechanism 30b has been described.
The transmission according to the present invention may have another configuration as long as the transmission is operated by hydraulic pressure. For example, a belt in which a belt is suspended on two sets of pulleys and a gear ratio is changed by changing a groove width of the pulleys. Pulley type continuously variable transmission (Continuously V
ariable Transmission (CVT),
It may be a toroidal type continuously variable transmission including a power roller sandwiched between the input disk and the output disk facing each other.

The driving source in the present invention is the engine 2
2, the present invention is applied not only to a vehicle using only an engine as a drive source, but also to a hybrid vehicle using an engine and a motor generator as drive sources and switching between the two, or an electric vehicle using only a motor as a drive source. And such a configuration is also included in the scope of the present invention.

[Brief description of the drawings]

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

FIG. 2 is a configuration diagram illustrating a hydraulic control circuit.

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

FIG. 4 is a flowchart illustrating an example of control.

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

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

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

[Explanation of symbols]

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

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Tadashi Tomohiro 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 3G093 AA06 AA16 BA21 BA22 CA02 DA01 DA05 DA06 DB00 DB03 DB04 DB07 DB09 DB11 DB12 DB15 DB25 EB07 FA11 FB05 3J552 MA01 MA12 NA01 NB01 NB08 PA26 PA67 QA30C QA33C RC01 UA07 VA32Z VA47Z VA53Z VA62Z VB01Z VC01Z VC07Z VD02Z VD11Z VD18Z

Claims (1)

[Claims] 1. A drive source, a transmission operated by hydraulic pressure, an electric oil pump for supplying hydraulic pressure to the transmission,
An accumulator that accumulates hydraulic pressure supplied to the transmission, and a hydraulic control device for a vehicle including a control unit that controls the electric oil pump and the accumulator, wherein the control unit includes: A hydraulic control device for a vehicle, wherein hydraulic pressure is supplied to the transmission from both the electric oil pump and the accumulator.