JP2010151229A - Vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle drive device provided with a hydraulic circuit capable of efficiently feeding the oil pressure from an accumulator to a clutch in a short time while maintaining the capacity of the accumulator to the required minimum value. <P>SOLUTION: In the hydraulic circuit 50 provided on a continuously variable transmission 30, the accumulator 58 is connected to an oil passage 75 for connecting a shift valve 55 to a forward movement C1 through a solenoid opening/closing valve 57, and a shut-off valve 60 for shutting off the oil passage 75 is provided on the oil passage 75 between a connection point 77a where an oil passage 77 connected to the accumulator 58 is connected and the shift valve 55. Further, the oil passage 77 is made in the communication state just before the oil pump 51 is driven by the solenoid opening/closing valve 57, whereas, it is made in the shutting off state just before the oil pump 51 is stopped. The oil passage 75 is made in the shutting off state by the shutting-off valve 60 when the oil pressure is fed from the accumulator 58 to the forward movement clutch C1. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention provides a vehicle drive device capable of quickly supplying hydraulic pressure to a clutch and quickly engaging the clutch when the engine is restarted from a state where the engine is stopped by an idling stop function, for example. About.

  Conventionally, in order to save fuel, reduce exhaust emissions, reduce noise, etc., a vehicle equipped with a function (idling stop function) that automatically stops the engine when a predetermined condition is satisfied during driving has been put into practical use. Has been. In such a vehicle, for example, the engine is stopped when all of the conditions such as vehicle speed zero, accelerator off, and brake on are satisfied.

  Here, when the engine stops, the oil pump generally connected to the engine also stops. For this reason, for example, the oil supplied to the forward clutch that should be engaged during forward travel also escapes from the oil passage, and the forward clutch is in a state in which the engaged state is released.

  Then, when a predetermined restart condition is satisfied, such as when the driver steps on the accelerator pedal, the stopped engine is restarted, and the oil pump is also restarted. At this time, if the forward clutch is not quickly engaged as the engine is restarted, the forward clutch is engaged with the engine blown up, and an engagement shock occurs.

Therefore, various techniques for preventing such an engagement shock from occurring have been proposed. For example, an accumulator capable of accumulating hydraulic pressure is branched and installed in an oil passage that connects a forward clutch of an automatic transmission and an oil pump that generates hydraulic pressure to supply hydraulic pressure to the forward clutch. (Patent Document 1). When the engine is restarted, the hydraulic pressure stored in the accumulator is supplied to the forward clutch, thereby preventing the occurrence of engagement shock and improving the restartability of the engine.
JP 2000-313252 A

  However, the technique described in Patent Document 1 has a problem that the hydraulic pressure stored in the accumulator when the engine is restarted cannot be efficiently supplied to the forward clutch in a short time. This is because when the hydraulic pressure stored in the accumulator is supplied to the forward clutch, the hydraulic pressure is not supplied only to the forward clutch, but also supplied to the primary regulator valve, the oil pump, etc., and the hydraulic pressure leaks. It is.

  Here, if the capacity of the accumulator is increased, the above problem can be solved. However, with the increase in the size of the accumulator, new problems such as an increase in the size of the drive device and an increase in cost occur.

  Accordingly, the present invention has been made to solve the above-described problems, and provides a hydraulic circuit that can efficiently supply hydraulic pressure from the accumulator to the clutch in a short time while minimizing the capacity of the accumulator. It aims at providing the drive device for vehicles provided.

The present invention made to solve the above problems includes an oil pump that generates hydraulic pressure, a clutch that is controlled by hydraulic pressure and transmits a driving force from a vehicle drive source to an output shaft, and a hydraulic pressure generated by the oil pump. A hydraulic control unit for controlling the pressure to a predetermined pressure for engaging the clutch, an accumulator for storing the hydraulic pressure generated by the oil pump, and a shutoff / communication state of an oil passage connected between the accumulator and the clutch The oil pump is driven / stopped according to the driving / stopping of the vehicle drive source, and the hydraulic pressure stored in the accumulator at the start of driving of the oil pump or before starting the driving is supplied to the clutch. In the vehicle drive device to be supplied, the accumulator is connected to an oil passage connecting the hydraulic control unit and the clutch. An oil pressure from the accumulator is connected between a branch point of a branch oil passage that is connected via an on-off valve and sends oil from the oil pressure control unit to the clutch to the accumulator and the oil pressure control unit. A shut-off valve capable of switching shut-off and communication between the hydraulic control unit and the clutch is provided.
The oil pump includes a mechanical oil pump that is connected to an output shaft of a vehicle drive source such as an engine, and an electric oil pump that is not connected to an output shaft of a vehicle drive source such as an engine. .

  In this vehicle drive device, when the oil pump is driven, the hydraulic pressure generated by the oil pump is controlled to a predetermined pressure for operating the clutch by the hydraulic pressure control unit, and then supplied to the clutch. At this time, the hydraulic pressure generated by the oil pump is stored in the accumulator. Thereafter, the hydraulic pressure stored in the accumulator is supplied to the clutch when the oil pump starts driving or before driving starts.

  In this vehicle drive device, the accumulator is connected to the oil passage connecting the hydraulic control unit and the clutch via the on-off valve, and the oil is supplied from the oil passage to the accumulator from the hydraulic control unit to the clutch. A shut-off valve is provided between the branch point of the branch oil passage that feeds the hydraulic pressure and the hydraulic control unit, so that the hydraulic pressure of the accumulator can be switched off and the communication between the hydraulic control unit and the clutch can be switched. In this case, the shutoff valve reliably prevents the hydraulic pressure from the accumulator from leaking from the hydraulic control unit, the oil pump, or the like. Thereby, since the hydraulic pressure from the accumulator is supplied only to the clutch, the hydraulic pressure can be efficiently supplied from the accumulator to the clutch in a short time.

  Further, in this vehicle drive device, since the hydraulic pressure is not always supplied from the accumulator to the clutch when the oil pump is stopped, it is not necessary to increase the capacity of the accumulator. That is, the accumulator only needs to have a capacity enough to operate the clutch until the hydraulic pressure generated by the oil pump at the start of the oil pump is supplied to the clutch.

  Therefore, according to this vehicle drive device, it is possible to efficiently supply hydraulic pressure from the accumulator to the clutch in a short time while minimizing the capacity of the accumulator. Neutral control can also be implemented.

  The on-off valve is in a communication state immediately before the oil pump is driven, and is in a shut-off state immediately before the oil pump is stopped. The shut-off valve is in a shut-off state when hydraulic pressure is supplied from the accumulator. What is necessary is just to be made.

  In the vehicle drive device according to the present invention, the shut-off valve includes a valve body that switches the oil passage to a communication / blocking state, and a biasing member that biases the valve body in a fixed direction to shut off the oil passage. And a hydraulic chamber to which the hydraulic pressure generated by the oil pump is supplied. When the hydraulic pressure generated by the oil pump is supplied to the hydraulic chamber, the valve body is attached to the biasing member. It is desirable that the valve element moves against the force to bring the oil passage into a communicating state.

  Thereby, only when the hydraulic pressure is supplied from the accumulator to the clutch, the cutoff valve that switches off the hydraulic pressure from the accumulator and the communication between the hydraulic control unit and the clutch can be realized with a simple configuration.

  In the vehicle drive device according to the present invention, as the hydraulic pressure supplied to the hydraulic chamber, any of line pressure, modulator pressure, or lock-up pressure regulated by the hydraulic control unit may be used. .

By using the line pressure as the hydraulic pressure supplied to the hydraulic chamber, the line pressure is higher than the modulator pressure and lock-up pressure, which may require sealing performance to prevent pressure leakage from the shutoff valve. However, the rise of the hydraulic pressure becomes faster and the responsiveness of the shut-off valve can be improved.
On the other hand, by using modulator pressure or lock-up pressure as the hydraulic pressure supplied to the hydraulic chamber, the rise of hydraulic pressure will be slightly slower than when using line pressure, but high sealing performance is not required, so the configuration is more It can be simple.

  The vehicle drive device according to the present invention includes a manual valve that switches an oil passage in conjunction with a driver's shift position operation, and the manual valve is an oil that connects between the shut-off valve and the clutch. Preferably, the accumulator is connected to an oil passage connecting the shutoff valve and the manual valve via the on-off valve.

  With this configuration, even if the on-off valve malfunctions when it is set to a non-traveling position such as a parking position (P range) or neutral position (N range), even if hydraulic pressure is supplied from the accumulator to the clutch, The hydraulic pressure can be quickly discharged from the manual valve. That is, when the clutch hydraulic pressure is not required, the hydraulic pressure can be reliably released from the clutch. Thereby, since the state in which the hydraulic pressure acts on the clutch is not maintained more than necessary, the reliability and durability of the clutch are not impaired.

  Further, the vehicle drive device according to the present invention includes a manual valve that switches an oil passage in conjunction with a driver's shift position operation, and the manual valve connects between the hydraulic control unit and the shut-off valve. The accumulator may be disposed in an oil passage that connects the shut-off valve and the clutch.

  With such a configuration, the volume of the oil passage from the accumulator to the clutch can be reduced. For this reason, the capacity of the accumulator can be further reduced, and the hydraulic pressure can be supplied from the accumulator to the clutch more quickly.

  In the above configuration, it is not necessary to connect the oil passage in which the accumulator and the on-off valve are arranged to the oil passage formed in the valve body of the drive device. For this reason, the freedom degree of mounting of an accumulator etc. can be improved.

  Alternatively, the vehicle drive device according to the present invention includes a manual valve that switches an oil passage in conjunction with a shift position operation by a driver, and the manual valve is an oil that connects between the shut-off valve and the clutch. The accumulator may be connected to an oil passage connecting the manual valve and the clutch via the on-off valve.

  With this configuration, even if the on-off valve malfunctions when it is set to a non-traveling position such as a parking position (P range) or neutral position (N range), even if hydraulic pressure is supplied from the accumulator to the clutch, The hydraulic pressure can be quickly discharged from the manual valve. That is, when the clutch hydraulic pressure is not required, the hydraulic pressure can be reliably released from the clutch. Thereby, since the state in which the hydraulic pressure acts on the clutch is not maintained more than necessary, the reliability and durability of the clutch are not impaired.

  In the above configuration, it is not necessary to connect the oil passage in which the accumulator and the on-off valve are arranged to the oil passage formed in the valve body of the drive device. For this reason, the freedom degree of mounting of an accumulator etc. can be improved.

  Here, if the shutoff valve fails and the shutoff state is maintained, hydraulic pressure cannot be supplied from the oil pump to the clutch. For this reason, when the hydraulic pressure supply from the accumulator to the clutch is finished, the clutch is disengaged, and the vehicle may not be able to start.

Therefore, in the vehicle drive device according to the present invention, it is desirable that a one-way valve that allows oil to flow only in the direction from the oil pump to the clutch is disposed in parallel to the shutoff valve.

  With this configuration, even if the shutoff valve fails and the shutoff state is maintained, the hydraulic pressure is supplied from the oil pump to the clutch via the one-way valve, bypassing the shutoff valve. Thus, the hydraulic pressure can be reliably supplied from the oil pump to the clutch before the hydraulic pressure supply from the accumulator to the clutch is completed. Therefore, the vehicle can be started reliably without disengaging the clutch.

  According to the vehicle drive device of the present invention, as described above, hydraulic pressure can be efficiently supplied from the accumulator to the clutch in a short time while minimizing the capacity of the accumulator.

  BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, a most preferred embodiment embodying a vehicle drive device of the present invention will be described in detail with reference to the drawings. Here, what applied this invention to the vehicle drive system provided with a continuously variable transmission (CVT) is illustrated.

(First embodiment)
First, the first embodiment will be described. A vehicle drive system according to the first embodiment will be described with reference to FIG. FIG. 1 is a configuration diagram showing a schematic configuration of the vehicle drive system according to the first embodiment.

As shown in FIG. 1, the vehicle drive system according to the first embodiment includes an engine 10, a continuously variable transmission 30, a control unit 40 that comprehensively controls the system, an engine 10, a continuously variable transmission. The machine 30 and various sensors for detecting the state of the vehicle and the like are provided.
The engine 10 is provided with an injector 11, a starter 12, and an igniter 13. A continuously variable transmission 30 is connected to the output shaft of the engine 10.

  An intake manifold 15 and an exhaust manifold 16 are connected to each cylinder of the engine 10. The intake manifold 15 is provided with a throttle valve 17 interlocked with an accelerator pedal. The throttle valve 17 is provided with a throttle position sensor 17a for detecting the opening degree and an idle switch 17b for detecting a fully closed state. The injector 11 is connected to the control unit 40 via a fuel relay 21, the starter 12 is connected via a starter relay 22, and the igniter 13 is connected via an ignition relay 23.

  The continuously variable transmission 30 is a known belt-type continuously variable transmission. The continuously variable transmission 30 includes an input shaft through which the output of the engine 10 is input via a torque converter 38 (see FIG. 2), a forward / reverse switching clutch, and the like, and a primary pulley 31 described later is provided on the input shaft. It has been. The primary pulley 31 is composed of a fixed sheave and a movable sheave that are coaxially and integrally rotatable with the input shaft. The movable sheave is displaceable in the axial direction of the input shaft, whereas the fixed sheave is fixed to the input shaft. The opposing surfaces of the fixed sheave and the movable sheave are conical surfaces, and a V-belt wound around the primary pulley 31 is sandwiched between them.

  The continuously variable transmission 30 includes an output shaft disposed in parallel with the input shaft, and a secondary pulley 32 described later is provided on the output shaft. The secondary pulley 32 also has the same configuration as the primary pulley 31 and is configured to sandwich a V-belt that is wound around the secondary pulley 32.

  Thus, in the continuously variable transmission 30, the V belt is wound around the primary pulley 31 and the secondary pulley 32, and power is transmitted from the input shaft to the output shaft via the V belt. Then, by holding or changing the position of the movable sheave with respect to the fixed sheave in each pulley by the hydraulic pressure controlled by the hydraulic circuit 50 described later, the winding radius of the V belt on the primary pulley 31 and the secondary of the V belt The rotation speed ratio, that is, the reduction ratio between the input shaft and the output shaft is maintained or changed by maintaining or changing the winding radius around the pulley 32.

  Further, the continuously variable transmission 30 includes a shift position switch 35 that detects a shift position (range) set by a driver's operation, and the rotational speed of the output shaft of the continuously variable transmission 30 connected to the propulsion shaft. A vehicle speed sensor 36 for detecting the vehicle speed is provided. Further, the continuously variable transmission 30 is provided with an oil temperature sensor 37 that detects the temperature of oil in the transmission.

  The control unit 40 includes a CPU that controls various devices, a ROM in which various numerical values and programs are written in advance, and a RAM in which numerical values and flags of calculation processes are written in a predetermined area. Note that an engine stop process and an engine restart process program, which will be described later, are written in advance in a ROM in the control unit 40.

  The control unit 40 includes an ignition primary coil 13a of the igniter 13, a crank position sensor 14, a throttle position sensor 17a, an idle switch 17b, an ignition switch 18, a shift position switch 35, a vehicle speed sensor 36, a CVT oil temperature sensor 37, and a G sensor. 19a, a water temperature sensor 19b, a battery voltage sensor 19c, a brake pedal switch 19d, a brake master cylinder pressure sensor 19e, an intake air temperature sensor 19f, an intake air amount sensor 19g, and the like are connected. The controller 40 is connected to an electromagnetic on-off valve 57 provided in the continuously variable transmission 30 as will be described later. The control unit 40 executes various calculations based on signals from various switches and sensors, and outputs an ignition cut and ignition signal, a fuel cut and fuel injection signal, a starter drive signal, a drive signal for the electromagnetic on-off valve 57, and the like. It is supposed to be.

  Here, the hydraulic circuit 50 provided in the continuously variable transmission 30 will be described with reference to FIG. FIG. 2 is a diagram illustrating a hydraulic circuit provided in the continuously variable transmission. As shown in FIG. 2, the hydraulic circuit 50 includes an oil pump 51, a line pressure regulator valve 52, a clutch pressure control valve 53, a clutch control valve 54, a shift valve 55, a manual valve 56, and an electromagnetic opening / closing. A valve 57, an accumulator 58, a cutoff valve 60, a shift control valve 65, and a secondary sheave pressure control valve 66 are provided. Such a hydraulic circuit 50 is connected to the forward clutch C 1, the reverse brake B 1, the torque converter 38, and the primary pulley 31 and the secondary pulley 32. In the present embodiment, the hydraulic pressure control unit 45 includes the clutch pressure control valve 53, the clutch control valve 54, the shift valve 55, the shift control valve 65, and the secondary sheave pressure control valve 66.

The oil pump 51 serves as a hydraulic pressure source for the entire continuously variable transmission 30 and generates hydraulic pressure by the driving force of the engine 10. The line pressure regulator valve 52 controls the hydraulic pressure generated by the oil pump 51 to a predetermined pressure in order to control the pulley positions of the primary pulley 31 and the secondary pulley 32. The clutch pressure control valve 53 controls the hydraulic pressure (line pressure) regulated by the line pressure regulator valve 52 to a predetermined pressure for operating the forward clutch C1 and the reverse brake B1. The clutch control valve 54 controls the hydraulic pressure adjusted by the clutch pressure control valve 53 when the neutral state control is performed, for example, when controlling the engagement state between complete engagement and release of the forward clutch C1. The pressure is controlled to a predetermined pressure for operating C1. The shift valve 55 selects either the hydraulic pressure adjusted by the clutch pressure control valve 53 or the hydraulic pressure adjusted by the clutch control valve 54 as the hydraulic pressure supplied to the forward clutch C1 or the reverse brake B1. It is. The shift valve 55 selects the hydraulic pressure regulated by the clutch pressure control valve 53 when it is not necessary to control the engagement state between the complete engagement and release of the forward clutch C1, and the shift clutch 55 selects the forward clutch C1. When it is necessary to control the engagement state between full engagement and release, the hydraulic pressure regulated by the clutch control valve 54 is selected.
The operations of these valves 52 to 55 are controlled by solenoids, respectively, and the operation of the valves is controlled by controlling the current supplied to the solenoids.

  The manual valve 56 switches the oil passage in conjunction with the driver's shift position operation. The accumulator 58 temporarily stores the hydraulic pressure generated by the oil pump 51 and regulated by the clutch pressure control valve 53.

  In this hydraulic circuit 50, an oil pump 51 and a line pressure regulator valve 52 are connected by an oil passage 70. The line pressure regulator valve 52 and the clutch pressure control valve 53 are connected by an oil passage 71. Here, the oil passage 71 is branched into oil passages 82 and 83, and the oil passages 82 and 83 are connected to the primary pulley 31 and the secondary pulley 32, respectively. More specifically, the oil passage 82 is connected to the primary pulley 31 via the shift control valve 65, and the oil passage 83 is connected to the secondary pulley 32 via the one-way valve 93 and the secondary sheave pressure control valve 66. Has been. The oil passage 71 also branches into an oil passage 85, and the oil passage 85 is connected to the hydraulic chamber 63 of the shutoff valve 60. As a result, the line pressure is supplied to the hydraulic chamber 63 of the shutoff valve 60.

  The clutch pressure control valve 53 and the clutch control valve 54 are connected by an oil passage 72, and the clutch control valve 54 and the shift valve 55 are connected by an oil passage 74. Further, the clutch pressure control valve 53 is connected to the shift control valve 65 via an oil passage 84. An oil passage 73 is formed by branching from the oil passage 72, and the oil passage 73 is connected to the shift valve 55. That is, the oil passage 73 is provided so as to bypass the clutch control valve 54.

  The shift valve 55 and the manual valve 56 are connected by an oil passage 75. The manual valve 56 and the forward clutch C 1 are connected by an oil passage 79, and the manual valve 56 and the reverse brake B 1 are connected by an oil passage 80. Thereby, when the manual valve 56 is set to the forward position (D range), the oil passage 75 and the oil passage 79 are communicated, and the oil passage 80 and the drain EX are connected. . When the manual valve 56 is set to the reverse position (R range), the oil passage 75 and the oil passage 80 communicate with each other, and the oil passage 79 and the drain EX are connected. Further, when the manual valve 56 is set to the neutral position (N range) and the parking P position (P range), the oil passage 75 is blocked from both the oil passages 79 and 80, and the oil passages 79 and 80 are A drain EX is connected. Accordingly, when the manual valve 56 is in a position where hydraulic pressure is not required for the forward clutch C1 (other than the D range), the hydraulic pressure acting on the forward clutch C1 is released from the drain EX, and the hydraulic pressure is applied to the reverse brake B1. At an unnecessary position (other than the R range), the hydraulic pressure acting on the reverse brake B1 is released from the drain EX.

  Here, the oil passages 79 and 80 are both unbranched oil passages (not having a branching portion), and the forward clutch C1 and the reverse brake B1 are directly operated by the manual valves by the oil passages 79 and 80. 56.

  An oil passage 77 having one end connected to the accumulator 58 is connected to the oil passage 75 at a connection point 77a. The connection point 77 a is also a branch point between the oil passage 75 and the oil passage 77. The oil passage 75 is provided with a shut-off valve 60 that can shut off the oil passage 75 between a connection point 77 a with the oil passage 77 and the shift valve 55. The shutoff valve 60 is provided with a slidable valve body 62 in the valve body 61 for switching the oil passage 75 between the communication state and the shutoff state. A compressed spring 64 is provided on one side of the valve body 62, and a hydraulic chamber 63 is provided on the other side. As a result, the valve body 62 is moved by the force relationship between the urging force from the spring 64 and the hydraulic pressure supplied to the hydraulic chamber 63, and the oil passage 75 is switched between the communication state and the cutoff state. That is, the shutoff valve 60 shuts off the oil passage 75 when hydraulic pressure is not supplied to the hydraulic chamber 63, and allows the oil passage 75 to communicate when hydraulic pressure is supplied to the hydraulic chamber 63.

  The oil passage 75 is provided with a branch oil passage 76. One end of the branch oil passage 76 is connected between the shift valve 55 and the shut-off valve 60 and the other end is connected between the shut-off valve 60 and the connection point 77a so as to bypass the shut-off valve 60. . In the branch oil passage 76, a one-way valve 92 that allows oil to flow only in the direction from the shift valve 55 to the connection point 77a is disposed. As a result, even if the shutoff valve 60 fails and the oil passage 75 remains blocked, the hydraulic pressure generated by the oil pump 51 is transferred to the forward clutch C1 or the reverse brake B1 via the branch oil passage 76. It can be supplied.

  On the other hand, an electromagnetic opening / closing valve 57 is provided in the oil passage 77. The electromagnetic opening / closing valve 57 is controlled to open and close by the control unit 40, and is opened immediately before the oil pump 51 is driven, and is closed immediately before the oil pump 51 is stopped. That is, the oil passage 77 is communicated / blocked by opening / closing the electromagnetic opening / closing valve 57. In the oil passage 77, an orifice 94 is provided between the connection point 77 a with the oil passage 75 and the electromagnetic opening / closing valve 57. A branch oil passage 78 is provided so as to bypass the orifice 94. A one-way valve 91 that allows oil to flow only in the direction from the accumulator 58 to the oil passage 75 is disposed in the branch oil passage 78. As a result, when the hydraulic pressure is stored in the accumulator 58, the oil passes through the oil passage 77, and when supplying the hydraulic pressure stored from the accumulator 58, the oil passes through the branch oil passage 78.

  Then, an effect | action of a vehicle drive system provided with the above structures is demonstrated. In the vehicle drive system according to the present embodiment, the oil pump 51 is driven by the driving force of the engine 10 when the vehicle is traveling, and the hydraulic pressure is supplied to the hydraulic circuit 50. In the continuously variable transmission 30, the positions of the movable sheaves of the primary pulley 31 and the secondary pulley 32 with respect to the fixed sheave are held or changed by the hydraulic pressure controlled by the shift control valve 65 and the secondary sheave pressure control valve 66. Thus, the winding radius of the V belt on the primary pulley 31 and the winding radius of the V belt on the secondary pulley 32 are maintained or changed, and the reduction ratio is maintained or changed (shifted). At this time, the hydraulic pressure generated by the oil pump 51 is supplied to the accumulator 58 through the oil passages 70 to 75 and 77 in addition to the continuously variable transmission 30.

  Here, in the vehicle drive system according to the present embodiment, engine 10 is temporarily stopped (idling stop) by control unit 40 when a predetermined condition is satisfied. This engine stop process will be described with reference to FIG. FIG. 3 is a flowchart showing the contents of the engine stop process by the control unit.

  First, the controller 40 determines whether or not the vehicle speed is zero (step 1). Specifically, based on the vehicle speed signal from the vehicle speed sensor 36, the CPU of the control unit 40 determines whether or not the vehicle speed is zero. At this time, when the control unit 40 determines that the vehicle speed is zero (S1: YES), it is subsequently determined whether or not the engine speed is equal to or lower than a predetermined speed (step 2). Specifically, based on the engine speed signal from the crank position sensor 14 input to the control unit 40, the CPU of the control unit 40 determines whether the engine speed is equal to or lower than a predetermined speed. As the predetermined rotational speed in step 2, for example, a rotational speed slightly higher than the idle rotational speed may be set. On the other hand, when the control unit 40 determines that the vehicle speed is not zero (S1: NO), the processing routine ends without the engine 10 being stopped (idling stop).

  In the process of step 2, when it is determined by the control unit 40 that the engine speed is equal to or lower than the predetermined speed (S2: YES), it is subsequently determined whether or not the accelerator opening is zero. (Step 3). On the other hand, when the control unit 40 determines that the engine speed is not equal to or lower than the predetermined speed (S2: NO), the processing routine ends without stopping the engine 10.

  In step 3, specifically, based on the accelerator opening signal from the throttle position sensor 17a, the CPU of the control unit 40 determines whether or not the accelerator opening is zero. In addition, you may make it add the output signal from the idle switch 17b to judgment whether an accelerator opening is zero. In the process of step 3, when the control unit 40 determines that the accelerator opening is zero (S3: YES), it is subsequently determined whether or not the brake switch is turned on (step 4). ). That is, it is determined whether or not the brake is depressed. On the other hand, when it is determined by the control unit 40 that the accelerator opening is not zero (S3: NO), the processing routine ends without stopping the engine 10.

  Specifically, in step 4, based on the output signal from the brake pedal switch 19d, the CPU of the control unit 40 determines whether or not the brake pedal switch is turned on. In order to more accurately determine whether or not the brake pedal switch is turned on, that is, whether or not the vehicle brake device is operating, the detection signal from the brake master cylinder pressure sensor 19e should also be considered. It may be. In this case, for example, it is determined that the brake switch is ON only when the brake pedal switch is ON and the pressure detected by the brake master cylinder pressure sensor 19e is equal to or higher than a predetermined value. That's fine.

  If it is determined in the process of step 4 that the brake switch is turned on by the control unit 40 (S4: YES), it is subsequently determined whether other engine stop conditions are satisfied. (Step 5). On the other hand, when the control unit 40 determines that the brake switch is not turned on (S4: NO), the processing routine ends without stopping the engine 10.

  Here, as other engine stop conditions in the process of step 5, for example, climbing / inclination determination based on an output signal from the G sensor 19a (condition is established when the inclination angle is a predetermined value or less), and from the water temperature sensor 19b From the engine water temperature determination based on the output signal (condition is satisfied when the water temperature is in a predetermined range), the battery voltage determination based on the output signal of the battery voltage sensor 19c (condition is satisfied when the battery voltage is equal to or higher than a predetermined value), and the oil temperature sensor 37 CVT oil temperature determination based on the output signal (condition is satisfied when the CVT oil temperature is within a predetermined range), elapsed time since the previous engine start (condition is satisfied when the predetermined time is exceeded), vehicle speed history (when the value is above a predetermined value) For example).

If all other engine stop conditions are satisfied in the process of step 5, that is, if all of the processes in steps 1 to 5 are positive (S5: YES), a predetermined hydraulic pressure is stored in the accumulator 58. It is determined whether or not it has been. Specifically, it is determined whether or not the opening time of the electromagnetic on-off valve 57, that is, the elapsed time after the hydraulic pressure from the oil pump 51 is started to be supplied to the accumulator 58 via the electromagnetic on-off valve 57 is equal to or greater than a predetermined value. (Step 6). The predetermined value may be set in accordance with the capacity of the accumulator 58 as long as the time until the hydraulic pressure in the accumulator 58 becomes equal to or greater than the predetermined value may be set. In addition, a hydraulic pressure sensor that measures the hydraulic pressure stored in the accumulator 58 may be provided, and it may be determined whether or not a predetermined hydraulic pressure is stored in the accumulator 58 based on an output signal from the hydraulic pressure sensor. In this case, the hydraulic pressure sensor may be disposed between the electromagnetic open / close valve 57 and the accumulator 58.
On the other hand, when all the other engine stop conditions are not satisfied (S5: NO), the processing routine ends without stopping the engine 10.

  In the process of step 6, when it is determined that the opening time of the electromagnetic on-off valve 57 is longer than a predetermined value, that is, the predetermined hydraulic pressure is stored in the accumulator 58 (S6: YES), the electromagnetic on-off valve 57 causes the oil pump The oil passage (the oil passage 77 in the present embodiment) connecting 51 and the accumulator 58 is shut off. Specifically, after the energization to the electromagnetic on-off valve 57 is turned off (step 7), the engine 10 is stopped. (Step 8). Specifically, a fuel cut signal and an ignition cut signal constituting an engine stop signal are output from the control unit 40 to the fuel relay 21 and the ignition relay 23, respectively. As a result, high voltage is not supplied from the igniter 13 to the spark plug, and fuel is not injected from the injector 11 to stop the engine 10 (idling stop). On the other hand, when it is determined that the opening time of the electromagnetic on-off valve 57 is less than the predetermined value, that is, the predetermined hydraulic pressure is not stored in the accumulator 58 (S6: NO), the engine 10 is not stopped. This processing routine ends.

  Here, since the oil pump 51 is also stopped when the engine 10 is stopped, the hydraulic pressure is not supplied to the hydraulic circuit 50, but the electromagnetic on-off valve 57 is turned off and the oil passage 77 is shut off. Is stored. When the engine 10 is temporarily stopped as described above, the control unit 40 executes a restart processing routine of the engine 10 after idling stop. At this time, the oil passage 73 is connected to the oil passage 75 by the shift valve 55. The restart process after idling stop (temporary stop) of the engine will be described with reference to FIG. FIG. 4 is a flowchart showing the contents of the engine restart process after the idling stop by the control unit.

  First, the control unit 40 determines whether or not an engine restart condition is satisfied (step 12). Here, examples of the engine restart condition in the process of step 12 include that the vehicle speed is zero, that the brake switch is OFF, and that the accelerator opening is not zero.

  If the engine restart condition is satisfied in the process of step 12 (S12: YES), the electromagnetic on-off valve 57 is energized and turned on (ON state) (step 13). The engine 10 is restarted (step 14). Specifically, a fuel injection signal, an ignition signal, and a starter drive signal that constitute an engine restart signal are output from the control unit 40 to the fuel relay 21, the ignition relay 23, and the starter relay 22, respectively. Thereby, the starter 12 is driven, a high voltage is supplied from the igniter 13 to the spark plug, fuel is injected from the injector 11, and the engine 10 is restarted. On the other hand, when the engine restart condition is not satisfied (S12: NO), this processing routine ends.

  Thus, when the engine 10 is restarted, the electromagnetic on-off valve 57 is energized and opened immediately before the engine is started, so that the oil passage 77 is in a communicating state. For this reason, the accumulator 58 and the oil path 75 communicate. As a result, the hydraulic pressure stored in the accumulator 58 is supplied from the oil passages 77 and 78 to the oil passage 75. Since the oil passage 77 is provided with the orifice 94, the hydraulic pressure from the accumulator 58 is supplied to the oil passage 75 via the oil passage 78 (bypassing the orifice 94).

  The hydraulic pressure supplied to the oil passage 75 is supplied from the oil passage 79 to the forward clutch C 1 via the manual valve 56. Here, immediately before the engine is started, a shutoff valve 60 provided between a connection point 77 a between the oil passage 75 and the oil passage 77 and the shift valve 55 blocks the oil passage 75. Further, since the one-way valve 92 is provided in the oil passage 76, no oil flows from the connection point 77 a to the shift valve 55 in the oil passage 76. For this reason, the hydraulic pressure supplied from the accumulator 58 to the oil passage 75 does not escape from the clutch pressure control valve 53, the oil pump 51, or the like. Thereby, since the hydraulic pressure from the accumulator 58 is supplied only to the forward clutch C1, the hydraulic pressure can be efficiently supplied from the accumulator 58 to the forward clutch C1 in a short time.

  Thus, when the oil pump 51 is stopped, the hydraulic pressure is not always supplied from the accumulator 58 to the forward clutch C1. Therefore, the accumulator 58 has a capacity that can supply the hydraulic pressure to the forward clutch C1 only until the hydraulic pressure generated by the oil pump 51 at the start of the oil pump 51 is supplied to the forward clutch C1. As long as it has.

  Therefore, according to the vehicle drive system of the present embodiment, it is possible to efficiently supply hydraulic pressure from the accumulator 58 to the forward clutch C1 in a short time when the engine is restarted while minimizing the capacity of the accumulator 58. it can. Further, since the manual valve 58 and the forward clutch C1 are directly connected by an unbranched oil passage 79, when the hydraulic pressure is supplied from the accumulator 58 to the forward clutch C1 when the engine is restarted, The resistance when oil flows through the clutch C1 can be reduced as much as possible, and the oil path length can be shortened. For this reason, it is possible to supply hydraulic pressure from the accumulator 58 to the forward clutch C1 in a much shorter time.

  When the engine 10 is started, the oil pump 51 is driven, so that the line pressure is supplied to the hydraulic chamber 63 of the shutoff valve 60 via the oil passage 85. This hydraulic pressure moves the valve element 62 against the urging force of the spring 64. Thereby, the shut-off valve 60 brings the oil passage 75 into a communicating state. Since the line pressure is supplied to the hydraulic chamber 63, the oil passage 75 can be quickly brought into communication after the oil pump 51 is driven. As a result, after the engine 10 is started and before the hydraulic pressure supplied from the accumulator 58 is released, the hydraulic pressure generated by the oil pump 51 can be reliably supplied to the forward clutch C1. Thereby, since the clutch is not disengaged, the vehicle can be started without generating an engagement shock.

  Here, even if the shut-off valve 60 fails and the valve body 62 does not move and the oil passage 75 remains shut off, the one-way valve 92 is provided with the hydraulic pressure generated by the oil pump 51. It is possible to reliably supply the forward clutch C1 via the branched oil passage 76. Thus, even if the shutoff valve 60 fails, the hydraulic pressure generated by the oil pump 51 is reliably supplied to the forward clutch C1 after the engine 10 is started and before the hydraulic pressure supplied from the accumulator 58 is released. can do.

  The shutoff valve 60 shuts off the oil passage 75 when hydraulic pressure is supplied from the accumulator 58, that is, in a state where the oil pump 51 is not driven. Therefore, when the engine 10 is driven, the shutoff valve 60 communicates with the oil passage 75. State. For this reason, in the vehicle drive system according to the present embodiment, neutral control can be performed by controlling the clutch control valve 54 and the shift valve 55.

  Furthermore, an orifice 94 is provided in the oil passage 77, and a branch oil passage 78 arranged in parallel so as to bypass the orifice 94 is provided. The branch oil passage 78 is provided with a one-way valve 91 that allows oil to flow only from the accumulator 58 toward the oil passage 75. For this reason, when the hydraulic pressure stored in the accumulator 58 is used when the engine 10 is restarted, the accumulator 58 is connected to the forward clutch C1 via the branch oil passage 78 provided with the one-way valve 91 from the accumulator 58. Oil pressure can be supplied promptly (at high speed).

  On the other hand, while the oil pump 51 is being driven, the hydraulic pressure generated by the oil pump 51 is supplied to the accumulator 58 via the oil passage 77 provided with the orifice 94. Thereby, the hydraulic pressure is stored in the accumulator 58 slowly (at low speed). Accordingly, when the oil pump 51 starts to be driven when the engine 10 is restarted, the oil pressure stored in the accumulator 58 is reduced immediately after the hydraulic pressure stored in the accumulator 58 is supplied to the forward clutch C1. The hydraulic pressure generated by the pump 51 is not often used for accumulating the accumulator 58. For this reason, the hydraulic pressure generated by the oil pump 51 when the oil pump 51 starts to be driven can be supplied promptly (at high speed) to the forward clutch C1. Thereby, the capacity required for the accumulator 58 can be further reduced.

  The oil passage 83 is provided with a one-way valve 93 that allows oil to flow only from the line pressure regulator valve 52 to the secondary pulley 32 on the upstream side of the secondary sheave pressure control valve 66. Thereby, when the oil pump 51 is stopped, oil leakage from the secondary pulley 32 to the line pressure regulator valve 52 can be prevented. Therefore, oil leakage in the secondary pulley 32 can be prevented, and air can be prevented from entering. Thereby, since it is possible to prevent air from being mixed with the oil supplied by the oil pump 51 after the engine 10 is restarted, the hydraulic performance after the engine is restarted can be improved.

  Similarly, a one-way valve 95 that allows oil to flow only from the line pressure regulator valve 52 toward the primary pulley 31 is provided in the oil passage 82 on the upstream side of the shift control valve 65. Thus, oil leakage from the primary pulley 31 to the line pressure regulator valve 52 can be prevented when the oil pump 51 is stopped. Therefore, oil leakage in the primary pulley 31 can be prevented, and air can be prevented from entering. Thereby, since it is possible to prevent air from being mixed with the oil supplied by the oil pump 51 after the engine 10 is restarted, the hydraulic performance after the engine is restarted can be improved.

  Further, in a state where the manual valve 56 is set to the non-traveling position of the P range or the N range, the forward clutch C1, the reverse brake B1, or both are connected to the drain EX. For this reason, even if the electromagnetic on-off valve 57 malfunctions in a state where the non-traveling position of the P range or the N range is set, and the hydraulic pressure is supplied from the accumulator 58 to the forward clutch C1 or the reverse brake B1, Can be quickly discharged from the manual valve 56. That is, when the hydraulic pressure of the forward clutch C1 or the reverse brake B1 is not required, the hydraulic pressure can be reliably released from the forward clutch C1 and the reverse brake B1. As a result, the state in which the hydraulic pressure acts on the forward clutch C1 and the reverse brake B1 is not maintained more than necessary, so that the reliability and durability of the forward clutch C1 and the reverse brake B1 are not impaired.

  As described above, according to the vehicle drive system according to the first embodiment, the electromagnetic on-off valve is provided by the oil passages 77 and 78 with respect to the oil passage 75 connecting the shift valve 55 and the manual valve 56. The accumulator 58 is connected via 57, and the oil passage 75 is shut off between the connection point 77a between the oil passage 77 and the oil passage 75 and the shift valve 55 only while the line pressure is not supplied to the hydraulic chamber 63. A shut-off valve 60 is provided. Then, immediately before the oil pump 51 is driven, the control unit 40 energizes the electromagnetic on-off valve 57 to open the valve, the oil passage 77 is brought into communication, and immediately before the oil pump 51 stops, the control unit 40 The energization of the on-off valve 57 is stopped, and the oil passage 77 is shut off by closing the valve.

  Thereby, when the oil pump 51 is driven, the hydraulic pressure generated by the oil pump 51 is stored in the accumulator 58. When the engine 10 is stopped and the oil pump 51 is stopped, the electromagnetic on-off valve 57 is shut off, so that the hydraulic pressure stored in the accumulator 58 is maintained. From this state, immediately before the engine 10 is restarted, the hydraulic pressure stored in the accumulator 56 is supplied to the forward clutch C1. At this time, since the shutoff valve 60 is in the shutoff state, the hydraulic pressure from the accumulator 58 is reliably prevented from leaking from the clutch pressure control valve 53, the oil pump 51, and the like. When the engine 10 is restarted and the oil pump 51 is driven, the line pressure is supplied to the hydraulic chamber 63 and the shutoff valve 60 brings the oil passage 75 into communication. As a result, the hydraulic pressure generated by the oil pump 51 can be reliably supplied to the forward clutch C1 before the hydraulic pressure supplied from the accumulator 58 is released. Further, since the hydraulic pressure is not always supplied from the accumulator 58 to the forward clutch C1 when the oil pump 51 is stopped, the capacity of the accumulator 56 can be reduced. Therefore, according to the vehicle drive system according to the first embodiment, it is possible to efficiently supply hydraulic pressure from the accumulator 58 to the forward clutch C1 in a short time while minimizing the capacity of the accumulator 58.

  Here, in the first embodiment, the line pressure is supplied to the hydraulic chamber 63 of the cutoff valve 60 and the oil passage 75 is switched from the cutoff state to the communication state by the cutoff valve 60. The oil pressure generated by driving the oil pump 51 is not limited to the line pressure. For example, as shown in FIG. 5, in the hydraulic circuit 50a, when the solenoid modulator valve 68 is provided in the oil passage 84, the module pressure regulated by the solenoid modulator valve 68 is cut off instead of the line pressure. It can be supplied to the hydraulic chamber 63 of the valve 60. Further, as shown in FIG. 6, if the torque converter 38 includes a lock-up clutch, the lock-up pressure regulated by the regulator valve 69 provided in the oil passage 81 in the hydraulic circuit 51b is changed to the line pressure. Instead, it can be supplied to the hydraulic chamber 63 of the shutoff valve 60. These module pressures and lock-up pressures have a lower hydraulic pressure than the line pressure, so the response of the shut-off valve 60 is slightly delayed. However, the sealing performance required to prevent hydraulic leaks in the shut-off valve 60 is eased. Therefore, the configuration of the shutoff valve 60 can be further simplified.

(Second Embodiment)
Next, a second embodiment will be described. The basic configuration of the second embodiment is substantially the same as that of the first embodiment, but the configuration of the hydraulic circuit provided in the continuously variable transmission is different. Accordingly, a hydraulic circuit in the vehicle drive system according to the second embodiment will be described with reference to FIG. FIG. 7 is a diagram illustrating a hydraulic circuit in the vehicle drive system according to the second embodiment. In the following description, components that are the same as those in the first embodiment are denoted by the same reference numerals in the drawings, description thereof is omitted as appropriate, and different configurations are mainly described.

  As shown in FIG. 7, in the hydraulic circuit 150, the arrangement position of the manual valve 56 is changed as compared with the hydraulic circuit 50 in the first embodiment. Specifically, the manual valve 56 is disposed between the line pressure regulator valve 52 and the shutoff valve 60, more preferably between the shift valve 55 and the shutoff valve 60 (more specifically, the branch point 76a of the oil passage 76). Yes. By such a change in the arrangement of the manual valve 56, the oil passage 77 to which the accumulator 58 is connected is connected to the oil passage 79 connected to the forward clutch C1 at the connection point 77a. Therefore, as compared with the first embodiment, the oil passage 77 is arranged at a position closer to the forward clutch C1, so the oil passage length from the accumulator 58 to the forward clutch C1 is shortened to reduce the oil passage volume. can do.

  Also in such a hydraulic circuit 150, as described in the first embodiment, when the oil pump 51 is driven, the hydraulic pressure generated by the oil pump 51 is stored in the accumulator 58. Immediately before the engine 10 is stopped, the electromagnetic on-off valve 57 is turned off and the oil passage 77 is shut off, so that the hydraulic pressure stored in the accumulator 58 is maintained. From this state, immediately before the engine 10 is restarted, the electromagnetic on-off valve 57 is turned on and the oil passage 77 is brought into a communication state. For this reason, the accumulator 58 and the oil passage 79 are communicated. As a result, the hydraulic pressure stored in the accumulator 58 is supplied from the oil passages 77 and 78 to the oil passage 79. Since the oil passage 77 is provided with the orifice 94, the hydraulic pressure from the accumulator 58 is supplied to the oil passage 91 via the oil passage 78 (bypassing the orifice 94), and is supplied to the forward clutch C1. Supplied.

  Here, the hydraulic pressure supplied from the accumulator 58 to the oil passage 77 is also supplied to the oil passages 75, 76. At this time, the oil passage 75 is shut off by the shutoff valve 60, and the oil passage 76 is shut off by the one-way valve 92. Blocked. For this reason, the hydraulic pressure supplied to the oil passages 75 and 76 does not escape from the clutch pressure control valve 53 or the like. Thereby, the hydraulic pressure from the accumulator 58 is supplied only to the forward clutch C1. Since the oil passage volume from the accumulator 58 to the forward clutch C1 is reduced, the hydraulic pressure can be efficiently supplied from the accumulator 58 to the forward clutch C1, and the supply time can be further shortened. Further, the capacity of the accumulator 58 can be further reduced.

  Therefore, according to the vehicle drive system of the second embodiment, the hydraulic pressure can be efficiently supplied from the accumulator 58 to the forward clutch C1 in a shorter time while minimizing the capacity of the accumulator 58.

  Furthermore, according to the vehicle drive system according to the second embodiment, it is not necessary to connect the oil passage 77 to which the accumulator 58 is connected to the oil passage provided in the valve body of the hydraulic circuit 150. Thereby, the mounting freedom degree of the accumulator 58 can also be improved. In the vehicle drive system according to the second embodiment, the hydraulic pressure supplied to the forward clutch C1 cannot be removed from the manual valve 56, but the other effects described in the first embodiment can be obtained. Can do.

(Third embodiment)
Finally, a third embodiment will be described. The third embodiment also has substantially the same basic configuration as the first embodiment, but differs in the configuration of the hydraulic circuit provided in the continuously variable transmission. Accordingly, a hydraulic circuit in the vehicle drive system according to the third embodiment will be described with reference to FIG. FIG. 8 is a diagram illustrating a hydraulic circuit in the vehicle drive system according to the third embodiment. In the following description, components that are the same as those in the first embodiment are denoted by the same reference numerals in the drawings, description thereof is omitted as appropriate, and different configurations are mainly described.

  As shown in FIG. 8, in the hydraulic circuit 250, the arrangement position of the manual valve 56 is changed compared to the hydraulic circuit 50 in the first embodiment. Specifically, the manual valve 56 is disposed between the shut-off valve 60 (more specifically, the branch point 76 b of the oil passage 76) and the connection point 77 a of the oil passage 77. By such a change in the arrangement of the manual valve 56, the oil passage 77 to which the accumulator 58 is connected is connected to the oil passage 79 connected to the forward clutch C1 at the connection point 77a. Therefore, as compared with the first embodiment, the oil passage 77 is arranged at a position closer to the forward clutch C1, so the oil passage length from the accumulator 58 to the forward clutch C1 is shortened to reduce the oil passage volume. can do.

  Also in such a hydraulic circuit 250, as described in the first embodiment, the hydraulic pressure generated by the oil pump 51 is stored in the accumulator 56 when the oil pump 51 is driven. Immediately before the engine 10 is stopped, the electromagnetic on-off valve 57 is turned off and the oil passage 77 is shut off, so that the hydraulic pressure stored in the accumulator 58 is maintained. From this state, immediately before the engine 10 is restarted, the electromagnetic on-off valve 57 is turned on and the oil passage 77 is brought into a communication state. For this reason, the accumulator 58 and the oil passage 79 are communicated. As a result, the hydraulic pressure stored in the accumulator 58 is supplied from the oil passages 77 and 78 to the oil passage 79. Since the oil passage 77 is provided with the orifice 94, the hydraulic pressure from the accumulator 58 is supplied to the oil passage 91 via the oil passage 78 (bypassing the orifice 94), and is supplied to the forward clutch C1. Supplied.

  Here, the hydraulic pressure supplied from the accumulator 58 to the oil passage 77 is also supplied to the oil passages 75, 76. At this time, the oil passage 75 is shut off by the shutoff valve 60, and the oil passage 76 is shut off by the one-way valve 92. Blocked. For this reason, the hydraulic pressure supplied to the oil passages 75 and 76 does not escape from the clutch pressure control valve 53 or the like. Thereby, the hydraulic pressure from the accumulator 58 is supplied only to the forward clutch C1. Since the oil passage volume from the accumulator 58 to the forward clutch C1 is reduced, the hydraulic pressure can be efficiently supplied from the accumulator 58 to the forward clutch C1, and the supply time can be further shortened. Further, the capacity of the accumulator 58 can be further reduced.

  Therefore, according to the vehicle drive system of the third embodiment, the hydraulic pressure can be efficiently supplied from the accumulator 58 to the forward clutch C1 in a shorter time while minimizing the capacity of the accumulator 58.

  Furthermore, even in the vehicle drive system according to the third embodiment, it is not necessary to connect the oil passage 77 to which the accumulator 58 is connected to the oil passage provided in the valve body of the hydraulic circuit 250. Thereby, the mounting freedom degree of the accumulator 58 can also be improved. Unlike the second embodiment, the hydraulic pressure supplied to the forward clutch C1 can be removed from the manual valve 56, and the other effects described in the first embodiment can also be obtained.

  It should be noted that the above-described embodiment is merely an example and does not limit the present invention in any way, and various improvements and modifications can be made without departing from the scope of the invention. For example, in the above-described embodiment, the present invention is applied to a vehicle drive system including a continuously variable transmission. However, the present invention is not limited to this, for example, a stepped automatic transmission (A / T). It is applicable also to a vehicle drive system provided with.

  In the above-described embodiment, the mechanical oil pump 51 connected to the engine 10 is exemplified. However, the present invention is also applied to a vehicle drive system including an electric oil pump that is not connected to the engine. Can be applied.

Further, in the second and third embodiments described above, instead of supplying the line pressure to the hydraulic chamber 63 of the shutoff valve 60 as in the modification in the first embodiment, the modulator pressure and the lock It is also possible to supply up pressure and the like.
In the above-described embodiment, a normally closed type is illustrated as the electromagnetic on-off valve 57, but a normally open type can also be used. In this case, the energization control of the electromagnetic on-off valve is opposite to the above description.

It is a lineblock diagram showing a schematic structure of a vehicle drive system concerning a 1st embodiment. It is a figure which shows the hydraulic circuit with which a continuously variable transmission is equipped. It is a flowchart which shows the content of the engine stop process by a control part. It is a flowchart which shows the content of the engine restart process by a control part. It is a figure which shows the modification of the hydraulic circuit in 1st Embodiment. It is a figure which shows the modification of the hydraulic circuit in 1st Embodiment. It is a figure which shows the hydraulic circuit in the vehicle drive system which concerns on 2nd Embodiment. It is a figure which shows the hydraulic circuit in the vehicle drive system which concerns on 3rd Embodiment.

Explanation of symbols

10 Engine 11 Injector 12 Starter 13 Igniter 14 Crank position sensor 17 Throttle valve 17a Throttle position sensor 18 Ignition switch 19d Brake pedal switch 21 Fuel relay 22 Starter relay 23 Ignition relay 30 Continuously variable transmission (CVT)
31 Primary pulley 32 Secondary pulley 35 Shift position switch 36 Vehicle speed sensor 37 Oil temperature sensor 40 Control unit 45 Hydraulic control unit 50 Hydraulic circuit 51 Oil pump 52 Line pressure regulator valve 53 Clutch pressure control valve 54 Clutch control valve 55 Shift valve 56 Manual valve 57 Electromagnetic on-off valve 58 Accumulator 60 Shut-off valve 61 Valve body 62 Valve body 63 Hydraulic chamber 64 Spring 70-85 Oil passage 77a Connection point 92 One-way valve C1 Forward clutch B1 Reverse brake EX Drain

Claims (8)

An oil pump that generates hydraulic pressure, a clutch that is controlled by hydraulic pressure and transmits a driving force from a vehicle drive source to an output shaft, and a hydraulic pressure generated by the oil pump is controlled to a predetermined pressure to engage the clutch. A hydraulic control unit, an accumulator for storing the hydraulic pressure generated by the oil pump, and an on-off valve for switching a cutoff / communication state of an oil passage connected between the accumulator and the clutch. In the vehicle drive device that drives / stops according to the drive / stop of the source and supplies the hydraulic pressure stored in the accumulator to the clutch at the start of driving of the oil pump or before the start of driving,
The accumulator is connected to an oil passage connecting the hydraulic control unit and the clutch via the on-off valve.
Between the branch point of a branch oil passage that sends oil to the accumulator from an oil passage that sends oil to the clutch from the hydraulic control portion, and between the hydraulic control portion and the hydraulic pressure cutoff from the accumulator and the hydraulic control portion and the A vehicle drive device characterized in that a shut-off valve capable of switching the communication of the clutch is provided. The vehicle drive device according to claim 1,
The shut-off valve is
A valve body that switches the oil passage to a communication / blocking state;
An urging member that urges the valve body in a certain direction to block the oil passage;
A hydraulic chamber to which the hydraulic pressure generated by the oil pump is supplied,
When the hydraulic pressure generated by the oil pump is supplied to the hydraulic chamber, the valve body moves against the urging force of the urging member to bring the oil passage into a communicating state. A vehicle drive device. In the vehicle drive device according to claim 1 or 2,
With a manual valve that switches the oil passage in conjunction with the driver's shift position operation,
The manual valve is disposed in an oil passage that connects between the shut-off valve and the clutch,
The vehicle accumulator is connected to an oil passage connecting the shut-off valve and the manual valve via the on-off valve. In the vehicle drive device according to claim 1 or 2,
With a manual valve that switches the oil passage in conjunction with the driver's shift position operation,
The manual valve is arranged in an oil passage connecting the hydraulic control unit and the shutoff valve,
The vehicle accumulator is disposed in an oil passage connecting the shut-off valve and the clutch. In the vehicle drive device according to claim 1 or 2,
With a manual valve that switches the oil passage in conjunction with the driver's shift position operation,
The manual valve is disposed in an oil passage that connects between the shut-off valve and the clutch,
The vehicle drive device according to claim 1, wherein the accumulator is connected to an oil passage connecting the manual valve and the clutch via the on-off valve. The vehicle drive device according to any one of claims 1 to 5,
A vehicular drive device, wherein a one-way valve that allows oil to flow only in a direction from the oil pump to the clutch is disposed in parallel to the shutoff valve. In the vehicle drive device according to claim 2,
The vehicle drive device according to claim 1, wherein the hydraulic pressure supplied to the hydraulic chamber is any one of a line pressure, a modulator pressure, and a lock-up pressure adjusted by the hydraulic pressure control unit. The vehicle drive device according to any one of claims 1 to 7,
The on-off valve is in a communicating state just before the oil pump is driven, and is in a shut-off state just before the oil pump stops,
The vehicle drive device according to claim 1, wherein the shutoff valve is shut off when hydraulic pressure is supplied from the accumulator.

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