JP2004082864A - Vehicular hydraulic control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To always obtain suitable responsivity, in a hydraulic control device press-sending hydraulic oil required for actuating a power steering device and an automatic transmission by using a common electric oil pump. <P>SOLUTION: When an electric motor 50 is feedback-controlled to make the rotation speed N<SB>OP</SB>of the electric oil pump 46 pressure-sending the hydraulic oil for the power steering and a power train such as the automatic transmission match a target rotation speed N<SB>OP</SB><SP>*</SP>, a feedback gain G<SB>FB</SB>is increased to improve the responsivity in controlling at the time of steering when the power steering device is actuated, and sufficient hydraulic oil is promptly supplied even at hard steering. On the other hand, the feedback gain G<SB>FB</SB>is decreased to improve stability while steering is not carried out, and belt sliding and the like of the automatic transmission due to changes in a line hydraulic pressure PL caused by disturbance is prevented. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a hydraulic control device for a vehicle, and more particularly to control of an electric oil pump when hydraulic fluid for a power steering device and an automatic transmission is pumped using a common electric oil pump.
[0002]
[Prior art]
The automatic transmission for a vehicle is provided with a hydraulic actuator for shifting control and the like, and is provided with a hydraulic control device for controlling the hydraulic actuator, and is rotated by an electric motor as a hydraulic source of the hydraulic control device. A driven electric oil pump may be used. Then, by controlling the rotation speed of the electric oil pump, the rotation speed of the electric motor is determined to be the minimum necessary in consideration of the required oil pressure, the required flow rate including leak, the pump efficiency, and the like. By controlling the speed, power consumption and noise of the electric motor are minimized. For example, this is the hydraulic control device described in Japanese Patent Application Laid-Open No. 2000-27992.
[0003]
On the other hand, in recent years, power steering devices that apply assist force by hydraulic oil during rotation operation of a steering wheel (at the time of steering) have been widely used, and the hydraulic oil required for the power steering device is also used for the electric transmission for the automatic transmission. There is a type in which the pressure is fed using an oil pump. In other words, the electric motor of the oil pump is feedback-controlled so that the motor rotation speed obtained in accordance with the hydraulic oil amount and the oil pressure required mainly for the control of the automatic transmission except for the time of steering, In addition, the electric motor of the oil pump is feedback-controlled so that the rotational speed of the motor is determined in accordance with the amount of hydraulic oil and the oil pressure required for both the power steering device and the power steering device.
[0004]
[Problems to be solved by the invention]
However, since the gain of the feedback control of the electric motor is determined based on the supply of hydraulic oil to the automatic transmission, the gain is not always suitable for a power steering device. When the steering wheel suddenly becomes large, sufficient responsiveness cannot be obtained, and there is a case where a sense of snagging occurs when the steering wheel is rotated due to a shortage of hydraulic oil. If the gain is increased in consideration of the responsiveness to the power steering device, the hydraulic characteristics of the automatic transmission during non-steering become sensitive and the control system becomes unstable, and when the hydraulic pressure decreases due to disturbance or the like, clutches, brakes, etc. May slip, or in the case of a belt-type continuously variable transmission, belt slippage may occur. If the margin is increased in order to avoid such belt slippage, the rotation speed of the oil pump is constantly increased, which is not preferable in terms of power consumption and fuel efficiency.
[0005]
The present invention has been made in view of the above circumstances, and an object thereof is to provide a hydraulic control device that pumps hydraulic oil required for a power steering device and an automatic transmission using a common electric oil pump. The purpose is to obtain appropriate responsiveness.
[0006]
[Means for Solving the Problems]
In order to achieve this object, a first invention provides a vehicle that supplies hydraulic oil used for operating a power steering device and hydraulic oil used for operating an automatic transmission using a common electric oil pump. (A) target rotation speed determining means for determining a target rotation speed of the electric oil pump based on operating states of the power steering device and the automatic transmission; and (b) { Pump control means for performing feedback control so that the actual rotation speed of the electric oil pump matches the target rotation speed; and (c) a gain change for changing a gain of the feedback control based on an operation state of the power steering device. Means.
[0007]
According to a second invention, in the vehicle hydraulic control device according to the first invention, the gain changing means increases the gain when the power steering device is operated, compared to when the power steering device is not operated. .
[0008]
【The invention's effect】
In such a vehicle hydraulic control device, the gain of the feedback control that matches the rotation speed of the electric oil pump that pumps hydraulic oil to the power steering device and the automatic transmission with the target rotation speed depends on the operating state of the power steering device. Therefore, the responsiveness of the hydraulic control when the power steering device is operating and when it is not operating can be appropriately controlled. For example, when the power steering apparatus is operated, that is, during steering, by increasing the feedback control gain and increasing the control responsiveness as in the second invention, sufficient hydraulic oil is supplied even during sudden steering. In other words, it is possible to reduce the feeling of being caught when rotating the steering wheel. In addition, when the power steering device is not operated, that is, when the vehicle is not being steered, by reducing the gain of the feedback control and increasing the stability of the control, it is possible to prevent belt slippage of the belt-type continuously variable transmission due to a change in hydraulic pressure and the like. In addition, power consumption and fuel consumption are improved as compared with a case where the rotation speed of the electric motor is constantly increased to avoid belt slippage and the like.
[0009]
BEST MODE FOR CARRYING OUT THE INVENTION
Here, in the automatic transmission, a transmission belt is wound around a pair of variable pulleys whose effective diameters are variable, and the effective diameter of one of the variable pulleys is changed by a hydraulic actuator for shifting so that the speed ratio is continuously changed. A belt-type continuously variable transmission in which the belt clamping pressure is adjusted by changing the effective diameter of the other variable pulley by a clamping hydraulic actuator is preferably used. And other automatic transmissions can also be employed.
[0010]
In a power steering device, a hydraulic oil assists a rotation operation (steering) of a steering wheel, and a required amount of hydraulic oil during steering (when the power steering device is activated) and when not steering (when not activated). Can be adopted as long as it changes.
[0011]
The electric oil pump is configured to rotationally drive a single oil pump by a single electric motor, for example. The hydraulic oil for the power steering device and the automatic transmission can be supplied through the same hydraulic circuit, for example, by operating the oil pump to rotate the oil pump.
[0012]
The target rotational speed determination means is configured to calculate a target rotational speed that can supply a hydraulic oil amount obtained by adding a hydraulic oil amount necessary for the power steering device and the automatic transmission, for example. In the case where a pair of oil pumps for a steering device and an automatic transmission are simultaneously driven to pump hydraulic oil by pumping the hydraulic oil, a target that can supply the larger amount of hydraulic oil by obtaining the required hydraulic oil amount for each of them. Various modes are possible, such as obtaining a rotation speed.
[0013]
The gain changing means for changing the gain of the feedback control is configured to switch the gain depending on, for example, whether the power steering device is operated. Each of these gains may be a constant value, but the power steering device is not operated. In the case of (1), the gain can be changed using the vehicle speed or the like as a parameter, and when the power steering device is operating, the gain can be changed using the steering angle or angular velocity of the steering wheel as a parameter.
[0014]
The operating state of the power steering device can be determined from the steering angle and angular velocity of the steering wheel. However, the hydraulic pressure of the hydraulic circuit of the power steering device changes with the rotation operation (steering) of the steering wheel, and the hydraulic pressure changes. Since the rotation speed of the electric oil pump also changes, the presence or absence of the operation of the power steering device can be determined from the change in the hydraulic pressure and the change in the rotation speed.
[0015]
【Example】
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a skeleton view of a vehicle drive device 10 including a vehicle hydraulic control device according to one embodiment of the present invention. The vehicle drive device 10 is for a so-called hybrid vehicle, and includes an engine 12 such as an internal combustion engine that generates power by burning fuel, a motor generator 14 used as an electric motor and a generator, and a double pinion type planetary gear device. 16 and an automatic transmission 18. The automatic transmission 18 is mounted horizontally on an FF (front engine / front drive) vehicle or the like. The engine 12 and the motor generator 14 function as a driving force source. Power is transmitted to the automatic transmission 18 via the planetary gear device 16, and a counter gear 32, a ring gear 34, and a differential gear are output from an output shaft 26 of the automatic transmission 18. Power is transmitted to the left and right drive wheels 38 via the driving device 36.
[0016]
The engine 12 is connected to the sun gear 16s of the planetary gear set 16, the motor generator 14 is connected to the carrier 16c, and the ring gear 16r is connected to the case (transmission housing) 20 whose position is fixed via the first brake B1. It has become. A carrier 16c rotatably supporting a pair of pinions (planetary gears) 16p meshing with each other and meshing with the ring gear 16r and the sun gear 16s is connected to the input shaft 22 of the automatic transmission 18 via a first clutch C1, The ring gear 16r is connected to the input shaft 22 via the second clutch C2. Each of the clutches C1 and C2 and the first brake B1 is a wet multi-plate hydraulic friction engagement device that is frictionally engaged by hydraulic pressure. The engagement and disengagement state is changed by switching a hydraulic circuit by a solenoid valve or the like. Accordingly, as shown in FIG. 2, a plurality of traveling modes are established according to the operation position (lever position) of a shift lever (not shown). “O” in FIG. 2 indicates engagement, and “X” indicates release. The planetary gear device 16 functions as a gear-type power combining / distributing device or an electric torque converter.
[0017]
In the present embodiment, the automatic transmission 18 is a belt-type continuously variable transmission, and has an input-side variable pulley 24 provided on an input shaft 22 having a variable effective diameter, and an effective diameter provided on an output shaft 26 having a variable effective diameter. , And a transmission belt 30 wound around the input-side variable pulley 24 and the output-side variable pulley 28. The transmission hydraulic actuator (not shown) changes the effective diameter of the input-side variable pulley 24 to change the transmission ratio γ (= the rotation speed N of the input shaft 22)._IN/ Rotation speed N of output shaft 26_OUT) Is controlled, and the effective diameter of the output-side variable pulley 28 is changed by a pinching hydraulic actuator (not shown), so that the tension of the transmission belt 30, that is, the pinching pressure, is controlled to a necessary and sufficient magnitude that does not cause belt slippage. It has become so.
[0018]
FIG. 3 is a diagram illustrating a configuration of a hydraulic control device 40 provided in the vehicle. The hydraulic control device 40 corresponds to a vehicle hydraulic control device according to one embodiment of the present invention, and includes a power steering device, that is, a power steering hydraulic control circuit 42, a power steering hydraulic control circuit 42 (speed change, belt clamping pressure, and running mode switching). A) a hydraulic control circuit 44, and a common electric oil pump 46 for pumping hydraulic oil to the hydraulic control circuits 42, 44. The electric oil pump 46 includes a first pump 52 for power steering and a second pump 54 for power train, which are rotationally driven by a single electric motor 50. The pumps 52 and 54 are, for example, vanes. It is composed of a type pump.
[0019]
The first pump 52 pumps the hydraulic oil recirculated into the oil tank 56 to the line oil passage 58, and the second pump 54 also sends the hydraulic oil recirculated into the oil tank 56 via the check valve 60 to the line oil passage 58. To pump. The line pressure regulating valve 62 is a relief valve type valve, and generates a predetermined line oil pressure PL by adjusting a relief oil amount in accordance with a command from an electronic control unit, for example. The lubricating oil pressure regulating valve 64 regulates the pressure of the surplus operating oil discharged from the line pressure regulating valve 62 to a preset pressure at which the oil can be sent as lubricating oil, and is discharged for this pressure regulation. Excess hydraulic oil is returned to the suction port of the second pump 54 through the first return oil passage 66. A second return oil passage 68 for cooling the lubricating oil is connected between the line pressure regulating valve 62 and the lubricating oil regulating valve 64, and passes through an oil cooler 70 provided in the second return oil passage 68. Also, the working oil is recirculated into the oil tank 56. A throttle 72 and a cooler control (bypass) valve 74 are provided in parallel between the lubricating oil pressure regulating valve 64 or the line pressure regulating valve 62 and the oil cooler 70, and the cooler control valve 74 is opened and closed. Thus, the flow rate of the oil cooler 70 can be switched.
[0020]
The hydraulic pressure control circuit 42 for power steering supplies hydraulic oil supplied through the line oil passage 58 to a steering assist cylinder 84 that assists steering of front wheels by using a rotary valve 82 operated by a steering wheel 80. Then, a driving force (assisting force) corresponding to the steering force applied to the steering wheel 80 is generated. The power train hydraulic control circuit 44 also controls the speed of the automatic transmission 18 and controls the belt squeezing pressure based on the hydraulic oil supplied through the line oil passage 58, and also controls the clutches C1, C2. In addition, the operating state of the first brake B1 is switched to establish a predetermined traveling mode, and includes a solenoid valve, a linear solenoid valve, and the like for electrically switching a hydraulic circuit and adjusting a hydraulic pressure.
[0021]
FIG. 4 is a block diagram illustrating a main part of a control system included in the vehicle drive device 10 according to the present embodiment. The electronic control device 100 for the automatic transmission and the electronic control device 102 for the hybrid each include a CPU, It is composed of a so-called microcomputer including a RAM, a ROM, an input / output interface and the like. The electronic control unit 100 for the automatic transmission includes a vehicle speed V, a vehicle speed V, a lever position sensor 106, an accelerator operation amount sensor 108, an input shaft rotation speed sensor 110, an output shaft rotation speed sensor 112, an oil temperature sensor 114, and the like. Shift lever lever position P_SH, Accelerator pedal operation amount θ_ACC, Input shaft rotation speed N_IN, Output shaft rotation speed N_OUT, The oil temperature T of the hydraulic oil of the hydraulic control circuits 42 and 44_OILIs input. Then, the electronic control unit 100 for the automatic transmission processes the input signal in accordance with the program stored in advance, so that the accelerator operation amount θ is obtained based on the relationship obtained in advance so as to obtain good fuel efficiency._ACCAnd target speed ratio γ that increases as they increase based on vehicle speed V_MIs determined, and the actual gear ratio γ of the automatic transmission 18 is changed to its target gear ratio γ._MThe hydraulic pressure supplied to the shift hydraulic actuator is controlled by a linear solenoid valve or the like so as to coincide with. Further, based on the gear ratio γ, the opening degree of the throttle valve of the engine 12, the motor torque of the motor generator 14, and the like, a necessary and sufficient belt clamping pressure that does not cause belt slippage is determined, and the belt clamping pressure is obtained. The hydraulic pressure supplied to the hydraulic actuator for pinching is controlled by a linear solenoid valve or the like.
[0022]
The hybrid electronic control unit 102 is connected to the automatic transmission electronic control unit 100 via a communication line so that necessary information is exchanged between the electronic control unit 102 and the steering angle sensor. 116, the line oil pressure sensor 118, the SOC sensor 120, the motor rotation speed sensor 122, etc., the steering angle θ which is the rotation operation amount of the steering wheel 80._ST, The line hydraulic pressure PL, the charged amount (remaining amount) SOC of the battery 124, and the rotation speed N of the electric motor 50._OPIs input. The hybrid electronic control device 102 processes an input signal in accordance with a program stored in advance to change any one of the driving modes in FIG. 2 to the operation position of the shift lever, the charged amount SOC of the battery 124, and the accelerator operation amount θ._ACCThe hydraulic circuit is switched by a solenoid valve or the like so that the selected traveling mode is established. The above motor rotation speed N_OPIs the same as the rotation speed of the first pump 52 and the second pump 54, that is, the rotation speed of the electric oil pump 46. The motor rotation speed sensor 122 is configured using, for example, a Hall element.
[0023]
The hybrid electronic control device 102 also controls the rotation speed of the electric oil pump 46 functioning as a hydraulic pressure source of the hydraulic control device 40, that is, the rotation speed N of the electric motor 50._OPIs controlled to a necessary and sufficient size. Inverter 126 charges battery 124 by using electric energy output from motor generator 14 by regenerative control in accordance with a command from hybrid electronic control device 102, and controls rotation speed N of electric motor 50._OPIs supplied to the electric motor 50, for example, a three-phase AC driving current of several hundred volts.
[0024]
FIG. 5 shows the essential parts of the control function of the hybrid electronic control device 102, that is, the amount of hydraulic oil required in the hydraulic control circuit 42 for power steering and the hydraulic oil required in the hydraulic control circuit 44 for power train. FIG. 3 is a functional block diagram for explaining a control function for ensuring a necessary and sufficient amount with a small amount of power consumption, and includes a power train side target rotation speed calculation unit 130, a power steering side target rotation speed calculation unit 132, and a target rotation speed determination unit. 134, a pump control means 136, a steering determination means 138, and a gain changing means 140 are functionally provided.
[0025]
The power train side target rotation speed calculating means 130 calculates the actual gear ratio γ of the automatic transmission (belt-type continuously variable transmission) 18, the input torque (such as the line hydraulic pressure PL), the oil temperature, etc., based on the relationship stored in advance. T_OIL, Lever position P_SHA power train side target rotation speed Nopacm # at which a hydraulic oil amount necessary for the power train hydraulic control circuit 44, such as the operation of the automatic transmission 18 or the switching of the running mode, is obtained. The power steering side target rotation speed calculating means 132 calculates the oil temperature T based on the relationship stored in advance._OILAnd steering angle θ_ST, Steering angle θ_STAngular velocity (change rate) Δθ_STThe power steering-side target rotation speed Nopbcm # at which the amount of hydraulic oil required for operation of the power steering hydraulic control circuit 42 is obtained is calculated based on the above.
[0026]
Then, the target rotational speed determining means 134 is determined by the power train side target rotational speed calculating means 130 so that the hydraulic oil amount required by the power train hydraulic control circuit 44 such as the automatic transmission 18 is obtained. The power train side target rotation speed Nopacm and the power steering side target rotation speed Nopbcm obtained by the power steering side target rotation speed calculation means 132 so that the hydraulic oil amount required by the power steering hydraulic control circuit 42 is obtained. And compare the larger rotation speed with the target rotation speed N_OP ^*And the target rotation speed N_OP ^*Is output to the pump control means 136. The pump control unit 136 controls the actual motor rotation speed N supplied from the motor rotation speed sensor 122._OPIs the target rotation speed N_OP ^*So that the feedback gain G supplied from the gain changing means 140_FBIs used to feedback-control the motor current of the electric motor 50, whereby the hydraulic oil control circuits 42 and 44 output the required hydraulic oil amount from the electric oil pump 46.
[0027]
On the other hand, the during-steering determination means 138 determines whether or not the steering wheel 80 is performing a predetermined steering operation, that is, a steering operation is performed to the extent that hydraulic assist is performed by the power steering hydraulic control circuit 42. The signal processing is performed according to the following. In step S1 in FIG. 6, the steering angle θ is obtained from the steering angle sensor 116._STAnd in step S2, the steering angle θ_STAngular velocity (change rate) Δθ_STIs calculated. Then, in step S3, the angular velocity Δθ_STIs greater than or equal to a predetermined steering determination value α, Δθ_STIf ≧ α, it is determined in step S4 that the steering is being performed, and the fact is output to the gain changing means 140._STIf <α, it is determined in step S5 that steering is not being performed. The steering determination value α may be a constant value, but a different value may be set using the vehicle speed V, the line oil pressure PL, or the like as a parameter.
[0028]
The gain changing means 140 determines whether the feedback gain G_FBAnd the feedback gain G when steering is in progress._FBIs increased to increase control responsiveness so that a sufficient amount of hydraulic oil can be promptly supplied to the power steering hydraulic control circuit 42 even during sudden steering. As a result, the target rotation speed N_OP ^*Rises, the actual motor speed N_OPIs the target rotation speed N_OP ^*And a sufficient amount of hydraulic oil required for assisting the steering force is promptly supplied to the power steering hydraulic control circuit 42. Also, the target rotation speed N_OP ^*Is substantially constant, the hydraulic pressure of the power steering hydraulic control circuit 42 rises by operating the steering wheel 80, and the rotational speed N of the electric motor 50 is increased._OPIs decreased, the rotation speed N_OPIs the target rotation speed N_OP ^*As a result, a sufficient amount of hydraulic oil is promptly supplied to the power steering hydraulic control circuit 42. On the other hand, when the steering is not being performed, the feedback gain G_FBIs reduced to enhance the stability of control, and prevent the automatic transmission 18 from causing belt slippage or the like due to fluctuations in the line hydraulic pressure PL caused by disturbance or the like.
[0029]
Note that the feedback gain G_FBMay be set to a constant value depending on whether or not the steering is being performed._FBIs the angular velocity Δθ_STIt is desirable to set the feedback gain G when the steering is not being performed by using a map, an arithmetic expression, or the like as a parameter with the parameter G and the line oil pressure PL or the like._FBIt is preferable that the vehicle speed V, the line oil pressure PL, and the like be used as parameters and set finely using a map, an arithmetic expression, or the like.
[0030]
As described above, the hydraulic control device 40 of the present embodiment controls the rotational speed N of the electric oil pump 46 that pumps hydraulic oil to the hydraulic control circuit 42 for power steering and the hydraulic control circuit 44 for power train._OPIs the target rotation speed N_OP ^*Gain G when performing feedback control of the electric motor 50 so as to match_FBIs switched depending on whether or not the steering is being performed. When the steering is being performed, the feedback gain G is_FBIs increased and control responsiveness is enhanced, so that sufficient hydraulic oil is promptly supplied to the power steering hydraulic control circuit 42 even during sudden steering, so that the feeling of being stuck during steering of the steering wheel 80 is reduced. When the steering is not being performed, the feedback gain G_FBIs reduced and the stability of the control is enhanced, so that it is possible to prevent the automatic transmission 18 from causing belt slippage and the like due to a change in the line oil pressure PL due to disturbance and to avoid belt slippage and the like. Rotation speed N of electric motor 50_OPPower consumption and fuel efficiency are improved as compared with the case where is constantly increased.
[0031]
In the above embodiment, the steering angle θ_ST, It is determined whether or not the steering is being performed. For example, as shown in FIG. 7, the change speed ΔPL of the line oil pressure PL and the motor rotation speed N_OPOf change ΔN_OPIt is also possible to determine whether or not steering is being performed based on. That is, when the steering wheel 80 is rotated, the rotation of the rotary valve 82 increases the hydraulic pressure of the power steering hydraulic control circuit 42 and the line hydraulic pressure PL. When the line hydraulic pressure PL increases, the load on the electric motor 50 increases. Motor rotation speed N_OPAre temporarily reduced, the line hydraulic pressure PL and the motor rotation speed N_OPOf change ΔPL, ΔN_OP, It can be determined whether or not a predetermined steering operation is being performed.
[0032]
In step R1 of FIG. 7, the change speed ΔPL of the line oil pressure PL is calculated, and in step R2, the motor rotation speed N_OPOf change ΔN_OPIs calculated. Then, in step R3, the change speed ΔPL is equal to or more than a predetermined steering determination value β1 and the change speed ΔN_OPIs determined to be equal to or less than a predetermined steering determination value β2, and if both are satisfied, it is determined in step R4 that steering is being performed. If either one is not satisfied, steering is not being performed in step R5. Is determined. The steering determination values β1 and β2 may be fixed values, respectively, or may be set to different values using the vehicle speed V, the line oil pressure PL, and the like as parameters. Note that the change speeds ΔPL and ΔN_OPIt is also possible to determine whether or not steering is being performed using only one of the above.
[0033]
Although the embodiment of the present invention has been described in detail with reference to the drawings, this is merely an embodiment, and the present invention is embodied in various modified and improved forms based on the knowledge of those skilled in the art. Can be.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram of a vehicle drive device including a vehicle hydraulic control device according to one embodiment of the present invention.
FIG. 2 is a diagram illustrating a correspondence relationship between a traveling mode of the vehicle drive device of FIG. 1 and an operation of a hydraulic friction engagement device.
FIG. 3 is a hydraulic circuit diagram illustrating a schematic configuration of a hydraulic control device included in the vehicle drive device of FIG. 1;
FIG. 4 is a block diagram illustrating a control system included in the vehicle drive device of FIG. 1;
FIG. 5 is a block diagram illustrating a part of functions of the hybrid electronic control device of FIG. 4;
FIG. 6 is a flowchart for specifically explaining the content of signal processing by the steering determination unit in FIG. 5;
FIG. 7 is a flowchart illustrating another embodiment of the during-steering determination unit in FIG. 5;
[Explanation of symbols]
18: Automatic transmission 40: Hydraulic control device 42: Power steering hydraulic control circuit (power steering device) 46: Electric oil pump 102: Hybrid electronic control device 134: Target rotational speed determining means 回 転 136: Pump control means 140: Gain changing means N_OP： Motor rotation speed N_OP ^*： Target rotation speed G_FB: Feedback gain

Claims (2)

A hydraulic control device for a vehicle that supplies hydraulic oil used for operating a power steering device and hydraulic oil used for operating an automatic transmission using a common electric oil pump,
Target rotation speed determining means for determining a target rotation speed of the electric oil pump based on an operation state of the power steering device and the automatic transmission;
Pump control means for performing feedback control so that the actual rotation speed of the electric oil pump matches the target rotation speed,
Gain changing means for changing a gain of the feedback control based on an operation state of the power steering device;
A hydraulic control device for a vehicle, comprising: The vehicle hydraulic control device according to claim 1, wherein the gain changing unit increases the gain when the power steering device is operated, compared to when the power steering device is not operated.

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