JP2001193518A - Controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent reduction of driving function of an oil pump in driving the oil pump during stoppage of a driving power source. SOLUTION: This controller for a vehicle having a motor 11 capable of driving an engine 1 and the oil pump 10 is provided with a torque controller 15 for preventing torque of the motor 11 from being transmitted to the engine 11 when driving the oil pump 10 by the motor 11 during stoppage of the engine 1.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device capable of driving a driving force source and an oil pump by a single rotating machine.

[0002]

2. Description of the Related Art Generally, oil is used for cooling and lubricating components of a power transmission device of a vehicle and for operating components of the power transmission device. This oil is stored in an oil pan, and is configured so that a predetermined discharge oil pressure is generated by driving an oil pump with the power of a driving force source to pump up the oil.

On the other hand, in recent years, hybrid vehicles and eco-run vehicles have been proposed for the purpose of reducing exhaust gas, improving fuel efficiency, and reducing noise. A hybrid vehicle is a vehicle equipped with a plurality of types of driving force sources, for example, an engine and an electric motor, and the driving and stopping of the engine and the electric motor are controlled based on various conditions. On the other hand, in the case of an eco-run vehicle, a single driving force source (for example, an engine) is mounted, and when a stop request other than the operation of an ignition key is generated while the vehicle is stopped, the engine is stopped and On the other hand, when the stop request is lost during the stop of the engine, control is performed to return the engine from the stop state to the operating state.

If the above-described hybrid vehicle or eco-run vehicle is configured to drive an oil pump by a driving force source, the oil pump is stopped while the driving force source is stopped. While the power source is stopped, the cooling performance and lubrication performance of the components of the power transmission device decrease, and it takes time to restart the drive power source and raise the oil pressure. Operation may be affected. Therefore, a technique has been proposed in which an electric motor is provided separately from the driving force source, and while the driving force source is stopped, an oil pump is driven by the electric motor to ensure a predetermined oil pressure even when the driving force source is stopped. I have. However, if an electric motor for driving the oil pump is provided separately from the driving force source, the number of parts increases, which leads to an increase in the manufacturing cost of the vehicle and an increase in the weight of the vehicle.

An example of a hybrid vehicle that can solve such a problem is described in Japanese Patent Application Laid-Open No. Hei 10-169485. In the hybrid vehicle described in this publication, an output shaft of an engine is connected to a carrier of a planetary gear unit, and a generator is connected to a sun gear of the planetary gear unit. Also,
The sun gear and the ring gear are connected to the oil pump via separate one-way clutches. on the other hand,
The ring gear is connected to the differential device so as to transmit torque, and the drive motor is connected to the differential device so as to transmit torque.

When the generator is driven as a motor while the engine is stopped, the sun gear rotates, the one-way clutch provided between the sun gear and the oil pump is engaged, and the torque of the sun gear is reduced. The oil is transmitted to the oil pump to drive the oil pump. At the same time,
The torque of the sun gear is transmitted to the engine via the carrier, and the engine idles (rotates).

By driving the generator as a motor, the torque of the generator is transmitted to the engine via the sun gear and the carrier, and the engine is started. At the same time, the one-way clutch is engaged, and the oil pump is driven. After the engine is started, the engine torque is transmitted to the ring gear via the carrier, the one-way clutch provided between the ring gear and the oil pump is engaged, and the oil pump is driven by the engine torque. Is done.

As described above, since the generator has both the function of starting the engine and the function of driving the oil pump when the engine is stopped, it is not necessary to provide a special rotating machine for driving the oil pump, and the vehicle can be used in a vehicle. It is said that weight reduction and cost reduction can be achieved.

[0009]

However, in the hybrid vehicle described in the above publication, when the oil pump is driven by the generator while the engine is stopped,
Since the torque of the generator is transmitted to the engine and the engine runs idle, there is a possibility that the drive function of the oil pump is reduced due to the power loss of the generator.

[0010] The present invention has been made in view of the above circumstances, and a vehicle capable of preventing the driving function of the oil pump from being reduced when the oil pump is driven while the driving force source is stopped. The purpose of the present invention is to provide a control device.

[0011]

In order to achieve the above object, a first aspect of the present invention is a control apparatus for a vehicle having a driving force source and a rotating machine for driving an oil pump. When the oil pump is driven by the rotating machine during stop, a torque control device is provided for preventing torque of the rotating machine from being transmitted to the driving force source. .

According to the first aspect of the invention, when the oil pump is driven while the driving force source is stopped, the torque of the rotating machine is not transmitted to the driving force source, so that the power loss of the rotating machine is suppressed. You.

According to a second aspect of the present invention, in addition to the first aspect, the torque control device drives the oil pump by the driving force source after the driving force source is started by the rotating machine. In addition, the torque of the driving force source is not transmitted to the rotating machine.

According to the second aspect of the present invention, in addition to the same effect as the first aspect of the present invention, after starting the driving force source,
The oil pump is driven by the driving force source, and the torque of the driving force source is not transmitted to the rotating machine. Therefore, the power loss of the driving force source is suppressed.

According to a third aspect of the present invention, in addition to the configuration of the first aspect, the torque control device drives the oil pump by the rotating machine after the driving force source is started by the rotating machine. It is characterized by being constituted.

According to the third aspect of the present invention, in addition to the same effect as the first aspect of the present invention, the power loss of the driving force source after the driving force source is started is suppressed.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described based on a specific example shown in the drawings. FIG. 1 is a skeleton diagram showing a power plant of a vehicle targeted by the present invention, and FIG. 2 is a block diagram showing a control system of the vehicle shown in FIG. An engine 1 as a driving force source is mounted on a front portion of the vehicle. The engine 1 may be an internal combustion engine such as a gasoline engine or a diesel engine or an LPG.
An engine can be used. For convenience, in the following description, a case where a gasoline engine is used as the engine 1 will be described. The engine 1 has a known structure including a fuel injection device 2, an ignition device 3, an intake / exhaust device (not shown), a cooling device (not shown), and the like. In this engine 1, the crankshaft 4 is arranged in the width direction of the vehicle. A flywheel 5 is attached to the crankshaft 4, and a ring gear 6 is formed on the outer periphery of the flywheel 5.

Further, a transaxle 7 is provided on the output side of the engine 1. The transaxle 7 is a unit in which a transmission 9 and a final reduction gear (not shown) are incorporated in a casing 8. As the transmission 9, a continuously variable transmission capable of controlling the speed ratio, that is, the ratio between the input rotation speed and the output rotation speed, continuously (steplessly) or a transmission that is discontinuously (stepwise). ) Can be used.

Examples of the continuously variable transmission include a belt type continuously variable transmission and a toroidal type continuously variable transmission. The belt-type continuously variable transmission includes a pair of pulleys and components such as a belt wound around the pulleys, and the gear ratio is controlled by controlling the operation of these components. Further, the toroidal type continuously variable transmission has an input disk, an output disk, and a power roller that comes into contact with these disks, and the speed ratio is controlled by controlling the operation of these components.

On the other hand, as the stepped transmission, a planetary gear transmission mechanism and a friction engagement device (for example, a clutch or a brake) that is engaged / disengaged to switch a torque transmission path of the planetary gear transmission mechanism are provided. And an automatic transmission that can automatically control the gear ratio by controlling engagement / disengagement of the friction engagement device based on the running state of the vehicle.

When any of the various transmissions is used as the transmission 9, the cooling and lubrication of its components are performed by oil, and the operations of the various components are hydraulically controlled. It is configured to: The hydraulic control device 4 has a function of controlling cooling, lubrication and operation of various components of the transmission 9 and a control of a torque control device described later.
0 is provided. The hydraulic control device 40 is a known hydraulic control device having a hydraulic circuit (not shown) and various solenoid valves (not shown).

The final reduction gear is connected to wheels (front wheels) via a drive shaft (not shown) so as to be able to transmit torque. Further, the vehicle shown in this embodiment has a driving force source of a type different from the engine 1, for example, an electric motor D1. The engine 1 and the electric motor D1
The mounting type of the engine 1 is such that the torque of the engine 1 and the electric motor D1 can be transmitted only to the front wheels, and the mounting type of transmitting the torque of the engine 1 to the front wheels and transmitting the torque of the electric motor D1 to the rear wheels. , Engine 1
And a mounting type capable of transmitting the torque of the electric motor D1 to the front wheels and the rear wheels. As described above, the vehicle of this embodiment is a so-called hybrid vehicle in which the engine 1 and the electric motor D1 are mounted as different types of driving force sources.

An oil pump 10 and a motor 11 are provided inside the casing 8. The oil pump 10 has a function of cooling and lubricating the components of the transmission 9 and generating a source pressure of the oil used for hydraulic control of the components by pumping up the oil stored in an oil pan (not shown). Have. This oil pump 1
As 0, for example, a gear pump or a vane pump can be used. And the main shaft 1 of the oil pump 10
2, a sprocket 13 is formed.

On the other hand, the motor 11 has a function of driving the oil pump 10 and a function of starting the engine 1. As the motor 11, for example, a three-phase AC synchronous motor can be used. A battery (not shown) is connected to the motor 11 via an inverter (not shown), and power is supplied from the battery to the motor 11 to drive the motor 11. The number of rotations of the motor 11 is controlled by a current value of electric power supplied to the motor 11. A torque control device 15 controls a torque transmission state between the main shaft 14 of the motor 11, the crankshaft 4 of the engine 1, and the main shaft 12 of the oil pump 10.
Is provided.

Hereinafter, the configuration of the torque control device 15 will be described. This torque control device 15 has a planetary gear unit 16. Planetary gear unit 1
6 is a carrier 2 holding a sun gear 17, a ring gear 18 concentrically arranged with the sun gear 17, and a pinion gear 19 meshing with the sun gear 17 and the ring gear 18.
0. A shaft 21 is connected to the sun gear 17, and a shaft 22 is connected to the carrier 20. The shafts 21 and 22 are arranged in the width direction of the vehicle.

A one-way clutch 23 for controlling a torque transmission state between the shaft 21 and the main shaft 14 of the motor 11 is provided, and a one-way clutch 23 for controlling a torque transmission state between the shaft 21 and the carrier 20 is provided. A direction clutch 24 is provided. The direction of engagement of the one-way clutch 23 and the direction of engagement of the one-way clutch 24 are set opposite to each other. Further, a sprocket 25 is formed on the shaft 21, and the sprocket 25
A chain 26 is wound around the sprocket 13. On the other hand, a brake 27 for controlling rotation and fixing of the ring gear 18 is provided on the casing 7 side. A pinion gear 28 is formed on the shaft 22, and the pinion gear 28 and the ring gear 6 are meshed.

An electronic control unit (ECU) 29 for controlling the entire vehicle is provided. This electronic control unit 2
Reference numeral 9 denotes a microcomputer mainly including an arithmetic processing unit (CPU or MPU), a storage device (RAM and ROM), and an input / output interface. FIG. 2 shows an input signal to the electronic control device 29 and an output signal from the electronic control device 29. For the electronic control unit 29, a signal of an ignition switch 30 for detecting operation of an ignition key (not shown), a signal of an engine speed sensor 31, a signal of an engine coolant temperature sensor 32, an input speed of the transmission 9 The signal of the sensor 33 and the output speed sensor 34, the signal of the oil temperature sensor 35, the signal of the accelerator opening sensor 36, the signal of the throttle opening sensor 37, the foot brake switch 3
8, a signal from a shift position sensor 39 for detecting an operation of a shift lever (not shown) for controlling the transmission 9, and the like. The vehicle speed is calculated based on the signal of the output speed sensor 24.

Examples of output signals from the electronic control unit 29 include a control signal for the fuel injection device 2, a control signal for the ignition device 3, a control signal for the motor 11, a control signal for the electric motor D1, and a control signal for the brake 27. Control signals to the hydraulic control device 40 for controlling the cooling and lubrication of the components of the transmission 9 and the components of the transmission 9 and the operation thereof.

In a hybrid vehicle having the above-described system, the system is started by operating an ignition key, and the driving of the engine 1 and the electric motor D1 is performed based on conditions of the vehicle, for example, vehicle speed and accelerator opening or shift position. (Driving) / stop is controlled, and the vehicle can be driven using at least one of the engine 1 and the electric motor D1 as a driving force source, and the motor 11 can be driven / stopped according to the situation. Therefore, a control map for controlling driving / stopping of the engine 1, the electric motor D1, and the motor 11 is stored in the electronic control unit 29. Here, the correspondence between the configuration of this embodiment and the configuration of the present invention will be described. That is, the engine 1 corresponds to the driving force source of the present invention, and the motor 11 corresponds to the rotating machine of the present invention.

Next, the engine 1 and the oil pump 10 and the motor 11 in the embodiment shown in FIGS.
Will be described with reference to FIGS. 3 to 5. 3 to 5 are alignment charts showing the state of the system. In FIGS. 3 to 5, "S" represents the sun gear 17, "C" represents the carrier 20,
“R” represents the ring gear 18, “ENG.” Represents the engine 1, and “Pinion” represents the pinion gear 28. In FIGS. 3 to 5, white arrows indicate
The direction of the torque in each rotating element is shown. In addition,
These items are the same for the alignment chart described later.

First, when the oil pump 10 is driven while the engine 1 is stopped, as shown in FIG. 3, the motor 11 is driven at a predetermined speed, and the one-way clutch 23 is engaged by the torque of the motor 11. . Then, the torque of the motor 11 is reduced to the shaft 21, the sprocket 25, the chain 1
2. The oil is transmitted to the oil pump 10 via the sprocket 13, and the oil pump 10 is driven to generate a predetermined discharge oil pressure. The rotation speed of the shaft 21 is reduced by the sprocket 25 and the sprocket 13 and transmitted to the oil pump 10.

During the above operation, the brake 27 is released and the one-way clutch 24 is also released. For this reason,
The torque of the motor 11 is not transmitted to the pinion gear 28 connected to the carrier 20, ie, the engine 1
Is zero, the torque of the sun gear 17 is transmitted to the ring gear 11 via the pinion gear 19,
The ring gear 18 rotates in a direction opposite to that of the sun gear 17.

Next, the oil pump 1 is driven by the motor 11.
When the engine 1 is started (started) by the motor 11 while the motor 11 is being driven, the torque of the motor 11 is controlled to be higher than that in FIG. Is controlled to be higher than in the case of FIG. The torque of the motor 11 controls the one-way clutch 23 to be engaged, the one-way clutch 24 to be disengaged, and the brake 27 to be in frictional engagement (a state in which a predetermined torque is transmitted while slippage occurs). Is done. Then, the torque of the sun gear 27 causes the carrier 2
0 is decelerated and rotated in the same direction as the sun gear 17,
The torque is amplified.

The torque thus amplified is transmitted to the crankshaft 4 via the pinion gear 28 and the ring gear 6, and at the same time, fuel injection control and ignition control are performed, and the engine 1 starts. The engine speed gradually increases with the increase in the engagement pressure of the brake 27, and the rotation speed of the ring gear 18 gradually decreases, so that the brake 27 is completely engaged (an engagement state without slippage). At this point, the rotation speed of the ring gear 18 becomes zero. As described above, the control for frictionally engaging the brake 27, that is, the control for gradually increasing the engagement pressure, is performed, and the rotation speed of the motor 11 is increased. Therefore, a decrease in the rotation speed of the oil pump 10 due to a part of the power of the motor 11 being used for starting the engine 1 is suppressed, and the oil pump 1
A decrease in the discharge hydraulic pressure of 0 can be suppressed.

When the start of the engine 1 is completed and the autonomous driving state (predetermined engine speed) is reached, the brake 2
7 is released, and the pinion gear 28 and the carrier 20 are rotated by the torque of the engine 1. Here, since the motor 11 is not driven and the shaft 21 is stopped, the rotation of the carrier 20 causes the one-way clutch 24 to rotate.
Are engaged. For this reason, as shown in FIG. 5, the planetary gear unit 15 rotates integrally, and the oil pump 10 is driven by the torque of the engine 1. In addition, shaft 2
Even when the motor 1 rotates, the one-way clutch 23 remains disengaged because the motor 11 is not driven, and the torque of the engine 1 is not transmitted to the motor 11.

As described above, according to the embodiment of FIGS. 1 to 5, when the oil pump 10 is driven by the motor 11 while the engine 1 is stopped, the planetary gear unit 15 applies the torque of the motor 11 to the engine 1. It will not transmit. That is, dragging (co-rotation) of the engine 1 due to driving of the oil pump 10 can be prevented. Therefore, the power loss of the motor 11 can be suppressed, and the driving performance of the oil pump 10 improves.

During operation of the engine 1, the oil pump 10 is driven by the engine torque, and the engine torque is not transmitted to the motor 11. Therefore, power loss of the engine 1 is suppressed, fuel efficiency can be improved, and the driving performance of the oil pump 10 can be improved.

FIG. 6 is a skeleton diagram showing another embodiment. In FIG. 6, the main shaft 14 of the motor 11 is directly connected to the sun gear 17 and a sprocket 25 is formed on the main shaft 14. Further, a one-way clutch 41 for controlling a torque transmission state between the shaft 22 and the carrier 20 is provided. The other configuration in FIG. 6 is the same as the configuration in FIG. 1, and thus the same reference numerals as in FIG. 1 are assigned and the description is omitted. Further, the control system of FIG. 2 can be applied to the embodiment of FIG.

Next, the operation of the embodiment shown in FIG. 6 will be described. First, while the engine 1 is stopped, the oil pump 10
Is driven, the state of the system becomes the state shown in FIG. That is, the motor 11 is driven at a predetermined rotation speed, and the torque is
2. The oil is transmitted to the oil pump 10 via the sprocket 13, and the oil pump 10 is driven. During the above operation,
The brake 27 is released and the one-way clutch 41 is also released. For this reason, the torque of the motor 11 is not transmitted to the pinion gear 28 and the engine 1, the rotation speed of the pinion gear 28 and the engine 1 becomes zero, and the torque of the sun gear 17 is transmitted to the ring gear 11 via the pinion gear 19, 18 rotates in the opposite direction to the sun gear 17.

Next, the oil pump 1 is driven by the motor 11.
When the engine 11 is started by the motor 11 while driving the motor 0, the state of the system is the same as that in FIG. That is, the torque of the motor 11 is controlled to be higher than in the case of FIG.
It is controlled higher than in the case of FIG. Also, the brake 27
Are frictionally engaged, and the torque of the sun gear 27 causes the carrier 20 to be decelerated and rotated in the same direction as the sun gear 17, so that the one-way clutch 41 is engaged. The torque of the motor 11 is amplified according to the gear ratio of the planetary gear unit 15 and transmitted to the carrier 20. In this way, the torque of the motor 11 is transmitted from the carrier 20 to the shaft 22, and the engine 1 starts.

Incidentally, with the increase of the engagement pressure of the brake 27, the engine speed gradually increases, and the rotation speed of the ring gear 18 gradually decreases. The rotation speed of the ring gear 18 becomes zero. As described above, the brake 27 is frictionally engaged, and the rotation speed of the motor 11 is increased.
Therefore, a decrease in the rotation speed of the oil pump 10 due to a part of the power of the motor 11 being used for starting the engine 1 can be suppressed, and a decrease in the discharge hydraulic pressure of the oil pump 10 can be prevented.

Further, when the engine 1 enters the autonomous operation state, the oil pump 10 is driven by the torque of the motor 11. Further, since the rotation speed of the pinion gear 28 is higher than the rotation speed of the carrier 20, the one-way clutch 41 is released and the carrier 20 and the ring gear 1 are rotated.
The number of rotations of 8 is undefined. Therefore, the engine torque is not transmitted to the motor 11 and the oil pump 10.

As described above, also in the embodiment of FIG.
When the oil pump 10 is driven by the motor 11 while the engine 1 is stopped, the torque of the motor 11
, The power loss of the motor 11 can be suppressed, and the driving performance of the oil pump 10 improves. Further, during the operation of the engine 1, the engine torque is not transmitted to the motor 11, so that the power loss of the engine 1 can be suppressed, and the fuel efficiency is improved.

FIG. 8 is a skeleton diagram showing another embodiment. In FIG. 8, a sun gear 17 is directly connected to the main shaft 14 of the motor 11. Further, a sprocket 42 is formed on the shaft 22, and a one-way clutch 41 for controlling a torque transmission state between the shaft 22 and the carrier 20 is provided. Further, a gear 43 is formed on the outer periphery of the ring gear 18.

On the other hand, the shafts 44 and 45 extend in the width direction of the vehicle.
Are arranged concentrically, and the shaft 44 has a sprocket 4
6 is formed, and the gear 4
7, 48 are formed. And the sprocket 46
A chain 49 is wound around the sprocket 42. Further, the gear 47 and the gear 43 are meshed. Further, a gear 50 is attached to the main shaft 12 of the oil pump 10.
Are formed, and the gear 50 and the gear 48 are meshed.
Further, a one-way clutch 51 for controlling a torque transmission state between the shaft 44 and the shaft 45 is provided. Other configurations in FIG. 8 are the same as the configurations in FIG. 1, and thus are denoted by the same reference numerals as in FIG. 1 and description thereof is omitted. Further, the control system of FIG. 2 can be applied to the embodiment of FIG.

Next, the operation of the embodiment shown in FIG. 8 will be described. First, while the engine 1 is stopped, the oil pump 10
When the motor 1 is driven, as shown in the alignment chart of FIG.
1 is driven and its torque is transmitted to the sun gear 17, the carrier 20 functions as a reaction element due to the rotational resistance of the engine 1 (that is, the engine 1 and the pinion gear 28 are stopped), and the pinion gear 19 is rotated. When the oil pump 10 rotates, the torque of the pinion gear 19 is transmitted through the gears 43 and 47, the shaft 45, and the gears 48 and 50.
And the oil pump 10 is driven in the opposite direction to the motor 11. During the above operation, the one-way clutch 51
Has been released. As described above, the reason why the crankshaft 4 is stopped even when the torque of the motor 11 is transmitted to the crankshaft 4 of the engine 1 is that the torque transmitted to the crankshaft 4 of the engine 1 is reduced by the rotation of the crankshaft 4. This is because the force is controlled to be equal to or less than the static friction force corresponding to the resistance.

Next, the oil pump 1 is driven by the motor 11.
When the engine 1 is started by the motor 11 while the motor 11 is driven, the torque of the motor 11 is controlled to be higher than that in FIG. 9 as shown in the alignment chart of FIG. The number of rotations of 11 is controlled to be higher than in the case of FIG. As the torque of the motor 11 increases, the carrier 20 rotates, and the torque is transmitted to the engine 1 via the shaft 22 and the pinion gear 28, and the engine 1 starts. The reason why the engine 1 is started by the increase in the torque of the motor 11 is that a torque higher than the static friction force is input to the engine 1. As described above, since the rotation speed and the torque of the motor 11 are increased, a decrease in the rotation speed of the oil pump 10 due to a part of the power of the motor 11 being used for starting the engine 1 is suppressed. Of the discharge oil pressure can be suppressed.

When the torque of the carrier 20 is transmitted to the shaft 22 as described above, the torque of the shaft 20 is transmitted to the shaft 44 via the sprocket 42 and the chain 49 and the sprocket 46, and
And the shaft 45 rotate in the same direction. Here, the gear ratio between the ring gear 43 and the gear 47 and the sprocket 4
The one-way clutch 51 is released because the rotation speed of the shaft 45 is higher than the rotation speed of the shaft 44 based on the correspondence relationship between the gear ratio between the gear 2 and the sprocket 46.

Further, when the engine 1 enters the autonomous operation state, the motor 11 is stopped, and the engine torque is reduced by the shaft 22, the sprocket 42, the chain 49,
The power is transmitted to the shaft 44 via the sprocket 46.
Then, the one-way clutch 51 is engaged, and the shaft 4
4 is transmitted to the shaft 45, and the torque of the shaft 45 is transmitted to the oil pump 10 so that the oil pump 1
0 is driven. In the alignment chart of FIG. 11, a point A1 indicates the rotation speed of the motor 11, a point B1 indicates the engine rotation speed, and a point C1 indicates the rotation speed of the oil pump 10. During the above operation, the one-way clutch 41 is released, the torque of the gear 47 is transmitted to the ring gear 18, the ring gear 18 rotates at a lower speed than the oil pump 10, and the carrier 20 Is also spinning at low speed.

As described above, also in the embodiment shown in FIG.
When the oil pump 10 is driven by the motor 11 while the engine 1 is stopped, the torque of the motor 11
, The power loss of the motor 11 can be suppressed, and the driving performance of the oil pump 10 improves.
When the oil pump 10 is driven by the engine torque during the operation of the engine 1, no torque is transmitted to the motor 11, so that the power loss of the engine 1 is suppressed and the fuel efficiency is improved.

FIG. 12 is a skeleton diagram showing another embodiment. FIG. 12 shows an embodiment in which a belt-type continuously variable transmission 52 is used as the transmission. The belt-type continuously variable transmission 52 has a driving pulley 54 provided on a driving shaft 53 and a driven pulley (not shown) provided on a driven shaft (not shown). . And
A belt 55 is wound around the driving pulley 54 and the driven pulley. The drive-side shaft 53 is provided in the width direction of the vehicle, and the crankshaft 4 and the drive-side shaft 53 are connected so that torque can be transmitted.

On the other hand, the main shaft 56 of the oil pump 10 is provided in the width direction of the vehicle, and shafts 59 and 60 are connected to both ends of the main shaft 56 via one-way clutches 57 and 58, respectively. When the main shaft 56 rotates in a predetermined direction, the one-way clutches 57 and 58 are both engaged. A sprocket 61 is formed on the shaft 60, and a sprocket 6 is also provided on the drive side shaft 53.
2 are formed. A chain 63 is wound around the sprocket 62 and the sprocket 61.

A gear 64 is formed on the shaft 59. Further, a gear 65 is formed on the main shaft 14 of the motor 11, and the gear 64 and the gear 65 are meshed. The main shaft 14 is directly connected to the sun gear 17, and is provided with a one-way clutch 66 for controlling a torque transmission state between the carrier 20 and the main shaft 14. The shaft 20 is connected to the carrier 20. The other configuration of FIG.
Since the configuration is the same as that of FIG. 1, the same reference numerals as in FIG. The control system shown in FIG. 2 can be applied to the embodiment shown in FIG.

Next, the operation of the embodiment shown in FIG. 12 will be described. First, while the engine 1 is stopped, the oil pump 1
0, the motor 11 is driven in the same manner as in FIG.
Through the shaft 59. Then, the one-way clutch 57 is engaged, and the torque of the shaft 59 is transmitted to the oil pump 10 so that the oil pump 10
Is driven. In this case, the one-way clutch 58 is released.

During the above operation, the one-way clutch 66 is released and the brake 27 is released. For this reason, the ring gear 18 idles in the direction opposite to the motor 11,
The torque of the motor 11 is not transmitted to the shaft 22.
Therefore, the pinion gear 28 and the engine 1 are stopped. When the vehicle is coasting or traveling by the driving force of the electric motor D1 provided on the input side of the belt-type continuously variable transmission 52, the kinetic energy due to coasting or the power of the electric motor D1 is used. Is transmitted to the drive side shaft 53. Therefore, by transmitting the power to the shaft 60 via the drive shaft 53, the sprocket 62, the chain 63, and the sprocket 61, the one-way clutch 58 is engaged, and the oil pump 10 is driven by the power accompanying coasting. Can also be driven. In this case, the traveling vehicle speed is controlled by the oil pump 1
Needless to say, the vehicle speed can maintain the minimum number of revolutions necessary to secure the discharge hydraulic pressure of zero.

Next, the oil pump 1 is driven by the motor 11.
When the engine 1 is started by the motor 11 while the motor 11 is being driven, the torque of the motor 11 is controlled to be higher than that in FIG. The rotation speed is controlled to be higher than in FIG. 3, and the frictional engagement of the brake 27 starts. Then, the torque of the sun gear 17 is transmitted to the carrier 20, and the carrier is rotated, and the pinion gear 28 and the engine speed are increased to start the engine 1. The torque of the motor 11 is amplified by the planetary gear unit 15 and transmitted to the pinion gear 28. When the ring gear 18 stops due to the complete engagement of the brake 27, the rotation speed of the pinion gear 28 and the engine rotation speed are controlled to predetermined states. As described above, since the rotation speed and the torque of the motor 11 are increased, a decrease in the rotation speed of the oil pump 10 due to a part of the power of the motor 11 being used for starting the engine 1 is suppressed. Can be prevented from lowering.

Further, when the engine 1 enters the autonomous driving state, the engine torque is transmitted to the carrier 20 via the pinion gear 28, the one-way clutch 66 is engaged, and the brake 27 is released. For this reason,
As shown in the alignment chart of FIG. 13, the planetary gear unit 15 rotates integrally and the main shaft 14 of the motor 11 idles, and the torque of the main shaft 14 is transmitted to the shaft 59 via the gears 65 and 64. Then, the one-way clutch 57
Are engaged, and the oil pump 10 is driven by the torque of the shaft 59. When the engine speed is low and the vehicle speed is high, the power input from the front wheels is transmitted to the oil pump 10 via the chain 63 in the same manner as described above.
The oil pump 10 can also be driven.

As described above, also in the embodiment of FIG. 12, while the engine 1 is stopped, the oil pump 10
1, the torque of the motor 11 is not transmitted to the engine 1, so that the power loss of the motor 11 due to the drag of the engine 1 can be suppressed, and the driving performance of the oil pump 10 improves.

FIG. 14 is a skeleton diagram showing another embodiment. In FIG. 14, a clutch 67 for controlling a torque transmission state between the carrier 20 and the shaft 22 of the planetary gear unit 15 is provided. In addition,
The ring gear 18 of the planetary gear unit 15 is fixed to the casing 8 side. Since other configurations in FIG. 14 are the same as those in FIG. 1, the same reference numerals as in FIG. 1 are assigned and the description thereof is omitted. It should be noted that FIG.
Control system can be applied. In the case of the embodiment in FIG. 14, engagement / disengagement of the clutch 67 is controlled by the hydraulic control device 40.

In the embodiment of FIG. 14, when the motor 11 is driven while the engine 1 is stopped, the one-way clutch 23
Are engaged, and the torque of the main shaft 14 is
1, sprocket 25, chain 26, sprocket 1
The oil pump 10 is transmitted to the oil pump 10 via 3 and the oil pump 10 is driven. The carrier 20 rotates in the same direction as the sun gear 17 due to the rotation of the sun gear 17, but the clutch 67 is released, the torque of the motor 11 is not transmitted to the pinion gear 28, and the engine 1 remains stopped.

The motor 11 controls the oil pump 10
When the engine 1 is started while the engine is driven, the clutch 67 is engaged. Then, the carrier 20 is rotated by the torque of the motor 11 as described above, and the torque is transmitted to the pinion gear 28 via the shaft 22 and the engine 1 is started.

Further, when the engine 1 enters the autonomous operation state, the clutch 67 is engaged, and the engine torque is transmitted to the carrier 20 via the pinion gear 28 and the shaft 22. Then, the one-way clutch 24 is engaged, torque is transmitted to the oil pump 10, and the oil pump 10
Is driven by the engine torque. During this operation, the one-way clutch 23 is released, so that the engine torque is not transmitted to the motor 11.

As described above, also in the embodiment of FIG. 14, when the oil pump 10 is driven by the motor 11 while the engine 1 is stopped, since the torque of the motor 11 is not transmitted to the engine 1, the power of the motor 11 The loss is suppressed, and the driving performance of the oil pump 10 is improved. When the oil pump 10 is driven by the engine 1, the engine torque is not transmitted to the motor 11, so that the power loss of the engine 1 is suppressed and the oil pump 1 is driven.
0 can be improved, and fuel efficiency can be improved.

FIG. 15 is a skeleton diagram showing another embodiment. In FIG. 15, the shaft 21 and the shaft 22 are connected by a clutch 67. FIG.
Are otherwise the same as the configuration of FIG.
The same reference numerals as in FIG. This FIG.
The control system of FIG. 2 can also be applied to this embodiment.

In the embodiment of FIG. 15, when the motor 11 is driven while the engine 1 is stopped, the one-way clutch 23 is engaged, and the torque of the main shaft 14 is reduced by the shaft 21, the sprocket 25, the chain 26, the sprocket 13 The oil pump 10 is transmitted to the oil pump 10 via the. Note that the clutch 67 is released, the torque of the motor 11 is not transmitted to the pinion gear 28, and the engine 1 remains stopped.

The motor 11 controls the oil pump 10
When the engine 1 is started while the engine is driven, the clutch 67 is engaged. Then, when the torque of the motor 11 is transmitted to the shaft 21 as described above, the torque is transmitted to the pinion gear 28 via the shaft 22, and the engine 1 is started.

Further, when the engine 1 enters the autonomous operation state, the clutch 67 is engaged, the engine torque is transmitted to the oil pump 10 via the pinion gear 28 and the shafts 22 and 21, and the oil pump 10 is driven by the engine torque. During this operation, the one-way clutch 2
3 is released, so that the engine torque is not transmitted to the motor 11.

As described above, also in the embodiment of FIG. 15, when the oil pump 10 is driven by the motor 11 while the engine 1 is stopped, since the torque of the motor 11 is not transmitted to the engine 1, the power of the motor 11 The loss is suppressed, and the driving performance of the oil pump 10 is improved. When the oil pump 10 is driven by the engine 1, the engine torque is not transmitted to the motor 11, so that the power loss of the engine 1 is suppressed and the oil pump 1 is driven.
0 can be improved, and fuel efficiency can be improved.

FIG. 16 shows another embodiment. Since the basic configuration of FIG. 16 is the same as that of FIG. 12, FIG.
6 will be described. In the embodiment of FIG. 16, a drive pulley 54 of a belt-type continuously variable transmission 52 is attached to the crankshaft 4. Also,
A sprocket 62 is provided on the crankshaft 4. On the other hand, the shaft 22 and the planetary gear unit 1
5 is provided with a clutch 67, and the ring gear 18 of the planetary gear unit 15 is fixed to the casing 8 side. The other configuration in FIG. 16 is the same as the configuration in FIG. 12, and thus the same reference numerals as in FIG. 12 are assigned and the description thereof is omitted.

In the embodiment of FIG. 16, when the motor 1 is driven while the engine 1 is stopped, the torque
5 and 64 to the shaft 59. Then
The one-way clutch 57 is engaged, the torque of the shaft 59 is transmitted to the oil pump 10, and the oil pump 10 is driven. The carrier 20 is driven by the motor 11.
Rotates, but because the clutch 67 is released,
The torque of the motor 11 is not transmitted to the engine 1. Further, even when the oil pump 10 is driven, the one-way clutch 58 is released.

Next, when the engine 1 is started while the oil pump 10 is being driven by the torque of the motor 11, the clutch 67 is engaged. Then, the torque of the motor 11 is transmitted via the carrier 20 to the pinion gear 2.
8 and the engine 1 is started.

When the engine 1 enters the autonomous operation state, the clutch 67 is engaged, and the engine torque is transmitted to the carrier 20 via the pinion gear 28. Then, the one-way clutch 66 is engaged, the main shaft 14 idles, the one-way clutch 57 is engaged, and the oil pump 10 is driven by the engine torque. During the above operation,
One-way clutch 58 is released.

When the vehicle is running by the driving force of the engine 1 or during coasting, the engine torque or the kinetic energy of the wheels is reduced by the sprocket 62.
Is transmitted to Therefore, even when the clutch 67 is released, the engine torque is transmitted to the shaft 60 via the chain 63 and the sprocket 61, and the one-way clutch 58 is engaged to drive the oil pump 10. During the above operation, the one-way clutch 5
7 is released, the engine torque is not transmitted to the motor 11.

As described above, also in the embodiment shown in FIG. 16, when the oil pump 10 is driven by the motor 11 while the engine 1 is stopped, the torque of the motor 11 is not transmitted to the engine 1 and the power of the motor 11 The loss is suppressed, and the driving performance of the oil pump 10 is improved. When the oil pump 10 is driven by the engine 1, the engine torque is not transmitted to the motor 11, so that the power loss of the engine 1 is suppressed and the oil pump 1 is driven.
0 can be improved, and fuel efficiency can be improved.

FIG. 17 is a skeleton diagram showing another embodiment. The embodiment of FIG. 17 has basically the same configuration as that of FIG. 12, and thus differences from FIG. 12 will be described. In FIG. 17, a clutch 67 is provided between the main shaft 14 of the motor 11 and the shaft 22. FIG.
Since other configurations are the same as those in FIG. 12, the same reference numerals are given and the description is omitted.

In FIG. 17, when the oil pump 10 is driven while the engine 1 is stopped, the clutch 67 is released and the motor 11 is driven. Then, the torque of the motor 11 is transmitted to the oil pump 10 in the same manner as in FIG. 12, and the oil pump 10 is driven. Thus, the torque of the motor 11 is not transmitted to the engine 1.

Next, the oil pump 1 is driven by the motor 11.
If the engine 1 is to be started while driving the clutch 0, the clutch 67 is engaged. Then, the torque of the motor 11 is transmitted to the pinion gear 28, and the engine 1 is started.

Further, when the engine 1 enters the autonomous operation state, the driving of the motor 11 is stopped, and the clutch 67 is engaged. Then, the main shaft 14 is idled by the engine torque, and the torque can be transmitted to the oil pump 10 to drive the oil pump 10. When the vehicle is running, the clutch 67 can be disengaged and the power of the drive shaft 53 can be transmitted to the oil pump 10 to drive the oil pump 10 as in the case of FIG. .

As described above, also in the embodiment of FIG. 17, when the oil pump 10 is driven by the motor 11 while the engine 1 is stopped, since the torque of the motor 11 is not transmitted to the engine 1, the power of the motor 11 The loss is suppressed, and the driving performance of the oil pump 10 is improved. When the oil pump 10 is driven by the engine 1, the engine torque is not transmitted to the motor 11, so that the power loss of the engine 1 is suppressed and the oil pump 1 is driven.
0 can be improved, and fuel efficiency can be improved.

Further, in each of the above embodiments, the single motor 11 has both a function as a starter motor for starting the engine 1 and a function for driving the oil pump 10. Therefore, it is not necessary to provide a special rotating machine exclusively for driving the oil pump 10, and the number of components can be reduced, which contributes to the reduction of the manufacturing cost and the weight reduction of the vehicle. In each of the above embodiments, a pulley (not shown) or a sprocket (not shown) is formed on the crankshaft 4 and the shaft 22, respectively, and a belt (not shown) or a chain is formed on these pulleys or sprockets. By winding around (not shown), torque can be transmitted between the crankshaft 4 and the shaft 22. That is, torque transmission between the crankshaft 4 and the shaft 22 may be performed by either a gear transmission or a wrapping transmission.

Further, each of the above embodiments can be applied to a vehicle equipped with an engine as a single driving force source and provided with an eco-run system. here,
The eco-run system is a system that can automatically stop and start the engine based on conditions other than the operation of the ignition key, specifically, stop and return conditions. This stop condition is satisfied, for example, when the vehicle speed is zero, the accelerator pedal is not depressed, and the brake pedal is depressed. The return condition is satisfied when at least one of the above items is missing. When this embodiment is applied to a vehicle equipped with a single driving force source, the electric motor D1 of the control system in FIG. 2 is eliminated.

[0082]

As described above, according to the first aspect of the invention, when the oil pump is driven while the driving force source is stopped, the torque of the rotating machine is not transmitted to the driving force source. Therefore, the power loss of the rotating machine is suppressed, and the driving function of the oil pump is improved.

According to the second aspect of the invention, the same effects as those of the first aspect of the invention can be obtained.
The oil pump is driven by the driving force source, and the torque of the driving force source is not transmitted to the rotating machine. Therefore, power loss of the driving force source is suppressed, and fuel efficiency can be improved.

According to the third aspect of the invention, the same effects as those of the first aspect of the invention can be obtained, and the power loss of the driving force source after the starting of the driving force source is suppressed. Therefore, fuel efficiency can be improved.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing an embodiment of a vehicle to which the present invention can be applied.

FIG. 2 is a block diagram schematically showing a vehicle control system according to an embodiment of the present invention.

FIG. 3 is an alignment chart showing an operation state of the vehicle system shown in FIG. 1;

FIG. 4 is an alignment chart showing an operation state of the vehicle system shown in FIG. 1;

FIG. 5 is an alignment chart showing an operation state of the vehicle system shown in FIG. 1;

FIG. 6 is a skeleton diagram showing an embodiment of a vehicle to which the present invention can be applied.

FIG. 7 is an alignment chart showing an operation state of the vehicle system shown in FIG. 6;

FIG. 8 is a skeleton diagram showing an embodiment of a vehicle to which the present invention can be applied.

FIG. 9 is an alignment chart showing an operation state of the vehicle system shown in FIG. 8;

FIG. 10 is an alignment chart showing an operation state of the vehicle system shown in FIG. 8;

FIG. 11 is an alignment chart showing an operation state of the vehicle system shown in FIG. 8;

FIG. 12 is a skeleton diagram showing one embodiment of a vehicle to which the present invention can be applied.

13 is an alignment chart showing an operation state of the vehicle system shown in FIG.

FIG. 14 is a skeleton diagram showing an embodiment of a vehicle to which the present invention can be applied.

FIG. 15 is a skeleton diagram showing an embodiment of a vehicle to which the present invention can be applied.

FIG. 16 is a skeleton diagram showing an embodiment of a vehicle to which the present invention can be applied.

FIG. 17 is a skeleton diagram showing an embodiment of a vehicle to which the present invention can be applied.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 10 ... Oil pump, 11 ... Motor, 15 ... Torque control device.

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Nobuyuki Nagashima 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 3G093 AA06 AA07 AA14 AB01 BA19 DA01 DA05 DA06 DA12 DB01 DB09 DB11 DB15 EA05 EA12 EB02 EB05 EC02 FA10 5H115 PG04 PI13 PI29 PI30 PU01 QA10 QN03 RB08 RE01 RE05 SE03 SE05 SE08 TB01 TE02 TE08 TO21

Claims (3)

[Claims] 1. A control device for a vehicle having a driving force source and an oil pump having a rotating machine for driving an oil pump and a driving force source, wherein the rotating machine drives the oil pump while the driving force source is stopped. A torque control device for preventing torque of the rotating machine from being transmitted to the driving force source. 2. The torque control device, after the driving force source is started by the rotating machine, drives the oil pump by the driving force source, and transmits the torque of the driving force source to the rotating machine. The vehicle control device according to claim 1, wherein the control device is configured not to transmit the signal. 3. The apparatus according to claim 1, wherein the torque control device is configured to drive the oil pump by the rotating machine after the driving force source is started by the rotating machine. The control device for a vehicle according to any one of the preceding claims.