JP2017002930A - Control device of oil pump - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce vibration and noise when obtaining an engine brake force, or warming up an engine.SOLUTION: A control device of an oil pump comprises: the oil pump 1 in which a first discharge port and a second discharge port for discharging a working fluid are formed; and a hydraulic circuit 110 which can be switched to a semi-discharge state that the working fluid which is discharged from the first discharge port is introduced to a hydraulic mechanism 120, and a full-discharge state that the working fluid which is discharged from the second discharge port is merged with the working fluid which is discharged from the first discharge port, and introduced to the hydraulic mechanism. The control device also comprises a calculation part 152 which calculates a requirement value of the working fluid of the hydraulic mechanism, a determination part 160 which determines the presence or absence of a requirement of an engine brake force, and a control part 156 which controls the hydraulic circuit to the full-discharge state or the semi-discharged state on the basis of the requirement value of the calculation part if there is no requirement of the engine brake force, and performs torque increase processing for controlling the hydraulic circuit to the full-discharge state if there is the requirement of the engine brake force.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a control device for an oil pump mounted on a vehicle.

  Conventionally, for example, an oil pump disclosed in Patent Document 1 is known. This oil pump is constituted by a so-called internal gear pump in which an inner rotor and an outer rotor are meshed. With the expansion of the volume of the pump chamber defined by the inner rotor and the outer rotor, hydraulic oil is supplied from the suction port to the pump chamber. Inhale. A first discharge port and a second discharge port are provided behind the suction port in the rotation direction of the inner rotor. The pressure of the hydraulic oil is increased by reducing the volume of the pump chamber as the inner rotor rotates. Discharge from the discharge port and the second discharge port.

  The first discharge port and the second discharge port are connected to a hydraulic circuit, and the hydraulic oil discharged from each discharge port is supplied to the supply destination via the hydraulic circuit. At this time, the hydraulic circuit is discharged from the second discharge port into the half discharge state in which the hydraulic oil discharged from the first discharge port is supplied to a predetermined supply destination, and the hydraulic oil discharged from the first discharge port. It is configured to be able to switch to a full discharge state where hydraulic oil is joined and supplied. When the required pressure at the supply destination is low, the hydraulic circuit is switched to the semi-discharge state, thereby reducing the engine load and improving the fuel consumption.

JP 2012-2189 A

  In a vehicle equipped with the oil pump, the engine speed may be intentionally increased when engine braking force is obtained or when the engine should be warmed up. In this way, by increasing the engine speed, the necessary engine braking force can be secured and the engine can be warmed up early, but the increase in engine speed increases vibration and noise. There is a problem of end.

  On the other hand, the discharge amount of the oil pump increases as the engine speed increases, but when the required pressure at the supply destination is low, most of the discharge flow rate is returned to the tank as an excess flow rate, It does not contribute to securing braking force or warming up the engine.

  In view of the above problems, an object of the present invention is to provide an oil pump control device capable of reducing vibration and noise when obtaining engine braking force or warming up an engine.

  In order to solve the above-mentioned problems, an oil pump control device according to the present invention is provided with an oil pump having a first discharge port and a second discharge port through which hydraulic oil is discharged, and discharged from the first discharge port. A semi-discharge state in which the hydraulic oil is guided to the first supply destination, and the hydraulic oil discharged from the second discharge port is merged with the hydraulic oil discharged from the first discharge port to the first supply destination. An oil pump control device comprising a hydraulic circuit that can be switched to a full discharge state, and a calculation unit that calculates a required value of hydraulic fluid of the first supply destination, and whether or not there is a request for engine braking force If there is no request for the braking force determination unit and the engine braking force, the hydraulic circuit is controlled to the full discharge state or the half discharge state based on the request value of the calculation unit, and the engine braking force When requested Characterized by comprising a control unit that executes a torque increase process for controlling the hydraulic circuit in 該全 discharge state.

  Further, a warm-up determination unit that determines whether or not an engine warm-up promotion request is present may be provided, and the control unit may execute the torque increase process even when there is a request for engine warm-up promotion.

  In order to solve the above-mentioned problems, an oil pump control device according to the present invention is provided with an oil pump having a first discharge port and a second discharge port through which hydraulic oil is discharged, and discharged from the first discharge port. A semi-discharge state in which the hydraulic oil is guided to the first supply destination, and the hydraulic oil discharged from the second discharge port is merged with the hydraulic oil discharged from the first discharge port to the first supply destination. An oil pump control device comprising a hydraulic circuit that can be switched to a full discharge state, and a calculation unit that calculates a required value of hydraulic oil at the first supply destination, and whether or not there is a request for acceleration of engine warm-up If there is no engine warm-up promotion request, the hydraulic circuit is controlled to the full discharge state or the half-discharge state based on the request value of the calculation unit, and the engine warm-up promotion request is made. is there , Characterized by comprising a control unit that executes a torque increase process for controlling the hydraulic circuit in 該全 discharge state.

  A first supply path connecting the first discharge port and the first supply destination; a second supply path connecting the second discharge port and a second supply destination or tank; and the second supply path. A first switching position for guiding the hydraulic oil discharged from the discharge port to the first supply path, and the second supply destination of the hydraulic oil discharged from the second discharge port via the second supply path Or a port switching valve that can be switched to a second switching position leading to the tank, wherein the control unit switches the port switching valve to the first switching position to bring the hydraulic circuit into the full discharge state, The port switching valve may be switched to the second switching position to place the hydraulic circuit in the half discharge state.

  And a control valve that regulates the hydraulic oil discharged to the first supply path and supplies the hydraulic oil to the first supply destination and guides excess hydraulic oil to the second supply destination or tank. The unit may control the opening of the control valve based on a request value calculated by the calculation unit.

  Moreover, the said control part is good to control the opening degree of the said control valve so that the pressure of the hydraulic fluid supplied to a said 1st supply destination may be raised in the said torque increase process.

  According to the present invention, it is possible to reduce vibration and noise when obtaining engine braking force or warming up the engine.

It is a disassembled perspective view of the housing which comprises an oil pump, a rotary body, and a cover. It is a front view of a housing, a rotary body, and a cover. (A) is the front view of the housing which accommodated the rotary body in the accommodation hole, (b) is the housing of which the rotary body was permeate | transmitted and the suction port, the 1st discharge port, and the 2nd discharge port were shown integrally. It is a front view. It is explanatory drawing for demonstrating communication of a 1st discharge port and a 2nd discharge port. It is a figure explaining the hydraulic circuit in a half discharge state. It is a figure explaining the hydraulic circuit in a full discharge state. It is a flowchart explaining the control processing of a control part. It is a flowchart explaining the torque increase process of a control part.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

  FIG. 1 is an exploded perspective view of a housing 2, a rotating body 3, and a cover 4 that constitute the oil pump 1. The oil pump 1 shown in FIG. 1 is a so-called internal gear pump, and a rotating body 3 is accommodated in a casing 5 formed by a housing 2 and a cover 4.

  The housing 2 and the cover 4 accommodate the rotating body 3, and are fastened by a fastening member (not shown) in a state where the facing surface 2a of the housing 2 and the facing surface 4a of the cover 4 are in contact with each other.

  2 is a front view of the housing 2, the rotating body 3, and the cover 4. FIG. 2 (a) shows the facing surface 2a side of the housing 2, and FIG. FIG. 2C shows the facing surface 4a side of the cover 4.

  As shown in FIG. 2A, a housing hole 6 in which the rotating body 3 is housed is provided in the facing surface 2 a of the housing 2. The housing hole 6 is configured by a hole having a circular cross section that is recessed from the facing surface 2 a of the housing 2 in the direction of the rotation axis of the rotating body 3, and in the state of being closed by the cover 4, the inside of the housing hole 6 is a hydraulic chamber. 7

  The rotating body 3 is rotatably accommodated in the hydraulic chamber 7 and rotates in response to the rotational power of the engine. As shown in FIG. 2B, the rotating body 3 includes an inner rotor 3b having a plurality of external teeth 3a on the outer peripheral surface and an outer rotor 3d having a plurality of inner teeth 3c on the inner peripheral surface. Is done. A plurality of gaps between the inner rotor 3b and the outer rotor 3d form a pump chamber 8, and the rotating body 3 divides the hydraulic chamber 7 in the rotation direction (counterclockwise direction in FIG. 2B) and pumps it. A chamber 8 is formed.

  The inner rotor 3b is inserted through a shaft (not shown) that rotates with the power of the engine, and rotates integrally with the shaft. The outer teeth 3a have one fewer tooth than the inner teeth 3c, and the inner rotor 3b and the outer rotor 3d are meshed with each other in an eccentric manner. When the inner rotor 3b rotates in the direction indicated by the solid line in FIG. 2B, the outer rotor 3d also rotates together. At this time, the plurality of pump chambers 8 sequentially repeat reduction and enlargement. .

  A housing-side suction port 9a, a housing-side first discharge port 10a, and a housing-side second discharge port 11a are provided on the bottom surface 6a of the accommodation hole 6 formed in the housing 2. The housing-side suction port 9a, the housing-side first discharge port 10a, and the housing-side second discharge port 11a formed in the housing 2 are all configured by depressions provided in the bottom surface 6a, and the rotation direction of the rotating body 3 (FIG. 2). The housing side suction port 9a, the housing side first discharge port 10a, and the housing side second discharge port 11a are arranged in this order while maintaining a space therebetween (indicated by a broken arrow in (a)).

  In addition, a cover-side suction port 9b, a cover-side first discharge port 10b, and a cover-side second discharge port 11b are provided in the facing portion 4b facing the accommodation hole 6 in the facing surface 4a of the cover 4. The cover-side suction port 9b, the cover-side first discharge port 10b, and the cover-side second discharge port 11b formed in the cover 4 are all constituted by through holes that penetrate the cover 4, and the rotation direction of the rotating body 3 (see FIG. The cover side suction port 9b, the cover side first discharge port 10b, and the cover side second discharge port 11b are arranged in this order while maintaining a distance from each other at 2 (c) (indicated by a dashed arrow).

  The housing-side suction port 9a and the cover-side suction port 9b are formed at positions facing the rotation axis direction of the rotating body 3, and the housing-side first discharge port 10a, the cover-side first discharge port 10b, and the housing-side suction port The second discharge port 11a and the cover-side second discharge port 11b are also arranged to face each other in the direction of the rotation axis of the rotating body 3. Hereinafter, the housing side suction port 9a and the cover side suction port 9b are collectively referred to as the suction port 9, and the housing side first discharge port 10a and the cover side first discharge port 10b are collectively referred to as the first discharge port 10 (discharge port). The housing-side second discharge port 11a and the cover-side second discharge port 11b may be collectively referred to as the second discharge port 11 in some cases.

  3A is a front view of the housing 2 in which the rotating body 3 is accommodated in the accommodation hole 6. FIG. 3B is a perspective view of the suction port 9, the first discharge port 10, and the first discharge port 10 through the rotating body 3. FIG. It is a front view of the housing 2 which showed the 2 discharge port 11 integrally. The suction port 9 opens in the hydraulic chamber 7 in a range in which the pump chamber 8 expands in volume as the rotating body 3 rotates, and guides hydraulic oil to the pump chamber 8 by a negative pressure action due to volume expansion. The first discharge port 10 and the second discharge port 11 are opened behind the suction port 9 in the rotational direction of the rotating body 3 and the pump chamber 8 is reduced in volume as the rotating body 3 rotates. Thus, the hydraulic oil in the pump chamber 8 compressed by the compression action due to the volume reduction is discharged.

  FIG. 4 is an explanatory diagram for explaining communication between the first discharge port 10 and the second discharge port 11, and shows a state in which the rotating body 3 is accommodated in the accommodation hole 6 of the housing 2. However, in FIG. 4, the rotator 3 is indicated by a broken line, and the housing side suction port 9a, the housing side first discharge port 10a, and the housing side second discharge port 11a hidden by the rotator 3 are indicated by solid lines.

  As shown in FIG. 4, the first discharge port 10 and the second discharge port 11 are spaced apart in the rotation direction of the rotating body 3. Then, as shown in FIG. 4A, the pump chamber 8 partitioned by the rotating body 3 first communicates with the first discharge port 10, and the hydraulic oil whose pressure is increased in the pump chamber 8 is the first discharge port. 10 is discharged. Thereafter, when the rotating body 3 further rotates, the pump chamber 8 communicates with the second discharge port 11, and the hydraulic oil remaining in the pump chamber 8 without being discharged at the first discharge port 10 is discharged from the second discharge port 11. Is done.

  As described above, the pump chamber 8 communicates with the second discharge port 11 after communicating with the first discharge port 10, but the pump chamber 8 is connected between the first discharge port 10 and the second discharge port 11. When completely sealed, the pressure in the pump chamber 8 becomes extremely high and an intermediate land pressure is generated. As described above, when the intermediate land pressure is generated, the driving torque is increased, and the fuel efficiency of the entire engine is decreased.

  Therefore, the first discharge port 10 is formed with an extending portion 12 that protrudes and extends in the direction of approaching the second discharge port 11 in the rotation direction of the rotating body 3 (indicated by a broken arrow in FIG. 4). ing. By forming the extending portion 12, depending on the rotational position of the rotating body 3, the first discharge port 10 and the second discharge port 11 are provided via the pump chamber 8 indicated by cross hatching in FIG. Will communicate. As a result, the pump chamber 8 is not sealed between the first discharge port 10 and the second discharge port 11, and the generation of intermediate land pressure in the pump chamber 8 is suppressed.

  In addition, as shown in FIGS. 2 to 4, in the state where the housing 2 and the cover 4 are assembled, a suction passage 21 is provided radially outward of the accommodation hole 6 (hydraulic chamber 7) in which the rotating body 3 is accommodated. A first joining passage 22 and a second joining passage 23 are provided. The suction passage 21 communicates with the housing side suction port 9 a inside the housing 2. Similarly, the first joining passage 22 communicates with the housing-side first discharge port 10a inside the housing 2, and the second joining passage 23 communicates with the housing-side second discharge port 11a. The suction passage 21, the first joining passage 22, and the second joining passage 23 extend in the direction of the rotation axis of the rotating body 3 in a state where the housing 2 and the cover 4 are assembled. The suction passage 21, the first joining passage 22, and the second joining passage 23 are all closed at one end on the housing 2 side, whereas the end on the cover 4 side passes through the cover 4. Yes.

  That is, the housing 2 is formed with recesses that constitute the suction passage 21, the first joining passage 22, and the second joining passage 23, and the cover 4 is at a position facing the recess formed in the housing 2. A through-hole constituting the suction passage 21, the first joining passage 22, and the second joining passage 23 is formed. Accordingly, the hydraulic oil discharged from the housing-side first discharge port 10a in the housing 2 is guided to the cover 4 side via the first junction passage 22, and in the housing 2, from the housing-side second discharge port 11a. The discharged hydraulic oil is guided to the cover 4 side through the second merge passage 23.

  The surface of the cover 4 opposite to the facing surface 4a is fixed to the engine body. In this engine body, the hydraulic oil discharged from the housing side first discharge port 10a and the cover side first discharge port 10b is merged and discharged from the housing side second discharge port 11a and the cover side second discharge port 11b. A hydraulic circuit for joining the hydraulic oil is formed. This hydraulic circuit is connected to the supply destination of the hydraulic oil, and the hydraulic oil discharged from each discharge port is supplied to the supply destination via the hydraulic circuit. Below, the hydraulic control apparatus of the transmission of the vehicle which employ | adopted said oil pump 1 is demonstrated.

  5 and 6 are diagrams for explaining the hydraulic circuit 110. FIG. 5 shows the hydraulic circuit 110 in the half-discharge state, and FIG. 6 shows the hydraulic circuit 110 in the full-discharge state. In FIG. 5 and FIG. 6, the flow path of the hydraulic oil discharged at a high pressure is indicated by a thick arrow. As shown in FIGS. 5 and 6, the hydraulic control apparatus 100 includes the oil pump 1 and the hydraulic circuit 110 described above. The hydraulic circuit 110 is configured to be switchable between a half-discharge state and a full-discharge state according to the pressure required at the supply destination.

  Specifically, when the required value that is the required pressure (required flow rate) of the supply destination is low, the hydraulic circuit 110 is switched to the semi-discharge state, and only the hydraulic oil discharged from the first discharge port 10 is supplied to a predetermined level. The hydraulic oil supplied first and discharged from the second discharge port 11 is supplied to each part as lubricating oil or returned to the tank. On the other hand, when the required pressure (required flow rate) of the supply destination is high, the hydraulic circuit 110 is switched to the full discharge state, and the operation oil discharged from the first discharge port 10 is discharged from the second discharge port 11. The oil is merged and supplied to a predetermined supply destination. Thus, energy loss can be reduced by switching the hydraulic circuit 110 to either the half discharge state or the full discharge state.

  The hydraulic circuit 110 includes a suction path 112 connected to the cover side suction port 9 b and the suction passage 21 of the oil pump 1. The suction passage 112 is connected to the tank T via the strainer 114, and when the oil pump 1 is driven, the hydraulic oil stored in the tank T is filtered by the strainer 114 due to the negative pressure action of the pump chamber 8. After that, it is sucked into the casing 5 and guided to the pump chamber 8 from the suction port 9.

  The hydraulic circuit 110 includes a first supply path 116 connected to the cover-side first discharge port 10b and the first merging passage 22, and a second side connected to the cover-side second discharge port 11b and the second merging path 23. A supply path 118. The hydraulic oil whose pressure has been increased in the pump chamber 8 is discharged from the first discharge port 10 to the first supply path 116, and the hydraulic oil remaining in the pump chamber 8 without being discharged from the first discharge port 10 is second The ink is discharged from the discharge port 11 to the second supply path 118.

  A transmission hydraulic mechanism 120 is connected to the first supply path 116, and a lubrication target 122 is connected to the second supply path 118. The hydraulic mechanism 120 operates various components with the hydraulic pressure (line pressure) of the hydraulic oil supplied from the first supply path 116, and performs a shift or the like by the operation of these components. The lubrication target 122 is a lubrication part of each component in the transmission, and the hydraulic fluid supplied from the second supply path 118 functions as the lubrication oil in the lubrication target 122.

  The first supply path 116 and the second supply path 118 are connected to each other by a connection path 124, and a control valve 126 is provided in the connection path 124. A pilot line 126 a is connected to the control valve 126, and the pilot pressure of the pilot line 126 a is linearly controlled by a linear solenoid 128. When the pilot pressure of the pilot line 126a is controlled by the linear solenoid 128, the control valve 126 linearly adjusts the opening degree of the connection path 124 according to the pilot pressure.

  Further, a branch path 130 is connected to the first supply path 116 upstream of the connection location of the connection path 124, and the second supply path 118 is upstream of the connection location of the connection path 124. A port switching valve 132 is provided. The port switching valve 132 discharges from the second discharge port 11 at a first switching position (FIG. 6) where the hydraulic oil discharged from the second discharge port 11 joins the first supply path 116 via the branch path 130. The hydraulic oil is constituted by a two-position three-port valve that can be switched to a second switching position (FIG. 5) that guides the hydraulic oil to the lubrication target 122 via the second supply path 118.

  In addition, an orifice 134 for keeping the supply pressure to the lubrication target 122 constant is provided between the connection part of the second supply path 118 and the connection path 124 and the lubrication target 122. A reflux path 136 is connected upstream of the orifice 134 to recirculate excess hydraulic oil to the suction side.

  The hydraulic control device 100 includes various sensors 150 such as a throttle opening sensor, a vehicle speed sensor, a T / M rotation sensor, and a calculation unit that calculates a required pressure (required flow rate) in the hydraulic mechanism 120 from the output value of the sensor 150. 152, a line pressure sensor 154 that measures the hydraulic pressure of the hydraulic oil supplied to the hydraulic mechanism 120, and a control unit 156 that controls the port switching valve 132 and the linear solenoid 128.

  If the required pressure (required flow rate) in the hydraulic mechanism 120 is low, the control unit 156 more specifically switches the port if the required pressure (required flow rate) calculated by the calculation unit 152 is less than a preset threshold value. The valve 132 is held at the second switching position shown in FIG. 5, and the hydraulic circuit 110 is controlled to the half discharge state. In this half-discharge state, the hydraulic oil discharged from the second discharge port 11 is guided to the lubrication target 122 via the second supply path 118, and surplus is returned to the suction side via the reflux path 136. In the half discharge state, only the hydraulic oil discharged from the first discharge port 10 is guided to the hydraulic mechanism 120 through the first supply path 116. At this time, the control unit 156 controls the linear solenoid 128 to adjust the opening degree of the control valve 126 (connection path 124).

  Specifically, when the line pressure detected by the line pressure sensor 154 is smaller than the required pressure (required flow rate) of the hydraulic mechanism 120 calculated by the calculation unit 152, the control unit 156 controls the control valve 126 (connection path 124). Reduce the opening of. On the other hand, when the line pressure detected by the line pressure sensor 154 is larger than the required pressure (required flow rate) of the hydraulic mechanism 120 calculated by the calculation unit 152, the control unit 156 controls the control valve 126 (connection). The opening degree of the path 124) is increased. Thus, the control unit 156 performs feedback control based on the line pressure in order to ensure the required pressure (required flow rate).

  Here, the pressure in the first supply path 116 is higher than the pressure in the second supply path 118, and the control valve 126 does not completely close the connection path 124. Therefore, when the oil pump 1 is driven, a part of the hydraulic oil discharged from the first supply path 116 is always guided to the second supply path 118 via the connection path 124 and discharged from the second discharge port 11. Merge with the remaining hydraulic oil. The hydraulic oil guided from the connection path 124 to the second supply path 118 is supplied to the lubrication target 122 and the excess is returned to the suction side via the reflux path 136.

  When the opening degree of the control valve 126 (connection path 124) is reduced by feedback control, the pressure of the first supply path 116, that is, the supply pressure, increases, and the supply flow rate to the hydraulic mechanism 120 increases. On the contrary, when the opening degree of the control valve 126 (connection path 124) is increased, the amount of hydraulic oil that merges with the second supply path 118 increases, and the pressure of the first supply path 116, that is, the supply pressure decreases. become.

  On the other hand, if the required pressure (required flow rate) in the hydraulic mechanism 120 is high, more specifically, if the required pressure (required flow rate) calculated by the calculation unit 152 is greater than or equal to a preset threshold value, the control unit 156 The port switching valve 132 is held at the first switching position shown in FIG. 6, and the hydraulic circuit 110 is brought into the full discharge state. In this full discharge state, the hydraulic oil discharged from the second discharge port 11 joins the first supply path 116 via the branch path 130.

  As a result, the entire flow rate of the hydraulic oil discharged from the oil pump 1 is guided to the first supply path 116, and high-pressure hydraulic oil can be supplied to the hydraulic mechanism 120. Even in the full discharge state, the degree of opening of the control valve 126 (connection path 124) is adjusted by feedback control, and the surplus hydraulic fluid guided to the first supply path 116 is connected to the connection path 124 and the first passage. It will be supplied to the lubrication target 122 via the two supply paths 118.

  As described above, by controlling the hydraulic circuit 110 to the half discharge state or the full discharge state, it is possible to reduce energy loss particularly when the required pressure (required flow rate) is low.

  Here, in a vehicle equipped with the oil pump 1 described above, when engine braking force (engine braking) is required, for example, when traveling downhill, the transmission speed ratio is reduced and the engine speed is increased. There are things to do. Also, when the engine is warmed up, the engine speed may be increased intentionally. However, if the engine speed is increased, vibration and noise increase accordingly, so it is not desirable to increase the engine speed unnecessarily. Therefore, in the hydraulic control device 100 according to the present embodiment, when the engine braking force is increased or the engine is warmed up, the control unit 156 causes the hydraulic circuit 110 to operate regardless of the required pressure (required flow rate) of the hydraulic mechanism 120. Control all discharge states.

  Specifically, the hydraulic control device 100 includes a determination unit 160 as shown in FIGS. 5 and 6. The determination unit 160 constantly monitors whether or not there is a request for engine braking force and whether or not there is a request for acceleration of engine warming from an unillustrated ECU (Engine Control Unit) to the hydraulic control device 100. If there is neither a request for engine braking force nor a request for acceleration of engine warm-up, the control unit 156 determines the hydraulic circuit 110 based on the required pressure (required flow rate) calculated by the calculation unit 152 as described above. Is controlled to a full discharge state or a half discharge state. On the other hand, when there is at least one of a request for engine braking force and a request for acceleration of engine warm-up, the control unit 156 performs torque increase processing for controlling the hydraulic circuit 110 to a full discharge state regardless of the required pressure (required flow rate). Execute. Below, an example of the control process of the control part 156 is demonstrated concretely.

  FIG. 7 is a flowchart for explaining the control process of the control unit 156, and FIG. 8 is a flowchart for explaining the torque increase process of the control unit 156.

(Step S1)
The control unit 156 confirms whether the determination unit 160 determines that there is a request for engine braking force to the hydraulic control device 100. If there is a request for engine braking force, the process proceeds to step S10. If there is no request for engine braking force, the process proceeds to step S2.

(Step S2)
The control unit 156 confirms whether the determination unit 160 has determined that there is a request for engine warm-up promotion for the hydraulic control device 100. If there is a request for engine warm-up promotion, the process proceeds to step S10. If there is no request for engine warm-up promotion, the process proceeds to step S3.

(Step S3)
The control unit 156 checks the required pressure (required flow rate) calculated by the calculation unit 152.

(Step S4)
The control unit 156 determines whether to control the hydraulic circuit 110 to the full discharge state or the half discharge state based on the required pressure (required flow rate) confirmed in step S3. Specifically, when the required pressure (required flow rate) is less than a preset threshold value, it is determined that the hydraulic circuit 110 is controlled to a semi-discharge state, and the required pressure (required flow rate) is equal to or greater than the preset threshold value. In this case, it is determined that the hydraulic circuit 110 is controlled to the full discharge state.

(Step S5)
The control unit 156 controls energization of the port switching valve 132 based on the determination in step S4. Here, when the half discharge state is determined in step S4, the port switching valve 132 is energized to the second switching position (see FIG. 5), and when the full discharge state is determined in step S4, The port switching valve 132 is not energized to the first switching position (see FIG. 6).

(Step S6)
The controller 156 checks the line pressure measured by the line pressure sensor 154.

(Step S7)
The control unit 156 feedback-controls the linear solenoid 128 based on the required pressure (required flow rate) confirmed in step S3 and the line pressure confirmed in step S6. Thereby, the opening degree of the control valve 126 is controlled, and the required pressure (required flow rate) of the hydraulic mechanism 120 is ensured.

(Step S10)
Further, when there is a request for engine braking force (YES in S1) or when there is a request for engine warm-up promotion (YES in S2), the control unit 156 increases the drive torque of the oil pump 1 to increase the driving torque. The torque increase process shown in FIG. 8 is executed.

(Step S11)
The control unit 156 determines the control state of the hydraulic circuit 110 as a full discharge state.

(Step S12)
Based on the determination in step S11, the control unit 156 controls the port switching valve 132 to the first switching position (see FIG. 6) without energization.

(Step S13)
The control unit 156 controls the linear solenoid 128 so that the opening degree of the control valve 126 is minimized. That is, here, the control valve 126 is controlled so as to increase the pressure of the hydraulic oil supplied to the hydraulic mechanism 120, that is, the line pressure.

  According to the control process of the control unit 156 described above, when the engine braking force is requested and when the engine warm-up promotion is requested, the port switching valve 132 is controlled to the first switching position and the full discharge is performed. While switching to a state, the opening degree of the control valve 126 is minimized. As a result, the supply pressure of the hydraulic mechanism 120 (line pressure of the first supply passage 116) increases, and the drive torque of the oil pump 1 increases. If the driving torque of the oil pump 1 increases, the engine load increases, so that it is possible to increase the engine braking force and promote warming up of the engine.

  That is, according to the hydraulic control apparatus 100 of the present embodiment, it is possible to reduce the engine speed when securing a desired engine braking force or warming up the engine as compared with the conventional case, and the engine speed It is possible to reduce vibration and noise that increase as the number increases.

  The preferred embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the above-described embodiments, and various modifications within the scope described in the claims. Needless to say, the modified examples also belong to the technical scope of the present invention.

  In the above embodiment, the transmission hydraulic mechanism 120 is provided as the first supply destination, but the first supply destination is not limited to the hydraulic mechanism 120. In any case, the oil pump 1 in which the first discharge port 10 and the second discharge port 11 from which the hydraulic oil is discharged is formed, and the hydraulic oil discharged from the first discharge port 10 is guided to the first supply destination. Hydraulic circuit 110 capable of switching to a half discharge state and a full discharge state in which the hydraulic oil discharged from the second discharge port 11 is joined to the hydraulic oil discharged from the first discharge port 10 and led to the first supply destination. As long as it is provided.

  In the above embodiment, the calculation unit 152 calculates the required pressure (required flow rate) of the hydraulic mechanism 120 as the required value, but the required value is not limited to this. For example, the computing unit 152 may calculate the required value from both the required pressure and the required flow rate, or may calculate the required value using other parameters.

  In the above embodiment, the determination unit 160 functions as a braking force determination unit and a warm-up determination unit. That is, in the above embodiment, the control unit 156 performs the torque increase process when there is a request for engine braking force or when there is a request for engine warm-up promotion. However, the determination unit 160 may function only as a braking force determination unit, and the control unit 156 may execute the torque increase process only when there is a request for engine braking force. Alternatively, the determination unit 160 may be used as a warm-up determination unit. The control unit 156 may execute the torque increase process only when there is a request for promoting engine warm-up.

  Further, the configuration of the hydraulic circuit 110 in the above embodiment is merely an example. For example, in the above embodiment, in the hydraulic circuit 110, the control valve 126 is provided in the connection path 124, but the control valve 126 may be provided in the return path 136. Further, the control valve 126 is not an essential component, and the excess flow rate of the hydraulic oil discharged to the first supply path 116 may be directly returned to the tank T.

  In the above embodiment, the case where the second supply path 118 is connected to both the lubrication target 122 (second supply destination) and the tank T in the hydraulic circuit 110 has been described. However, the second supply path 118 may be connected only to a second supply destination that is different from the first supply destination, or from the second supply path 118 in the semi-discharge state without providing the second supply destination. The entire amount of discharged hydraulic oil may be returned to the tank T.

  In the above embodiment, the control unit 156 opens the control valve 126 so as to increase the pressure of the hydraulic oil supplied to the hydraulic mechanism 120 at the same time as the hydraulic circuit 110 is controlled to the full discharge state in the torque increase process. It was decided to control the degree. However, control of the control valve 126 in the torque increase process is not essential. Further, when controlling the control valve 126 in the torque increasing process, first, the port switching valve 132 may be switched to the full discharge state, and if there is an additional request for increasing torque, the control valve 126 may be controlled. On the contrary, after the opening degree control of the control valve 126 is performed, if there is an additional request for torque increase, the port switching valve 132 may be switched to the full discharge state.

  In addition, the configuration of the oil pump 1 in the above embodiment is merely an example, and if the first discharge port and the second discharge port from which hydraulic oil is discharged are formed, the specific configuration can be appropriately changed in design. is there.

  The present invention can be used for an oil pump control device mounted on a vehicle.

DESCRIPTION OF SYMBOLS 1 Oil pump 10 1st discharge port 11 2nd discharge port 100 Hydraulic control apparatus 110 Hydraulic circuit 116 1st supply path 118 2nd supply path 120 Hydraulic mechanism (1st supply destination)
122 Lubrication target (second supplier)
126 Control valve 132 Port switching valve 152 Calculation unit 156 Control unit 160 Determination unit T Tank

Claims (6)

An oil pump having a first discharge port and a second discharge port through which hydraulic oil is discharged;
The semi-discharge state in which the hydraulic oil discharged from the first discharge port is guided to the first supply destination, and the hydraulic oil discharged from the second discharge port joins the hydraulic oil discharged from the first discharge port A hydraulic circuit that can be switched to a full discharge state that leads to the first supply destination;
An oil pump control device comprising:
A calculation unit for calculating a required value of the hydraulic fluid of the first supply destination;
A braking force determination unit that determines whether there is a request for engine braking force;
If there is no request for the engine braking force, the hydraulic circuit is controlled to the full discharge state or the half discharge state based on the required value of the calculation unit. A control unit that executes a torque increase process for controlling the entire discharge state;
An oil pump control device comprising: A warm-up determination unit that determines whether there is a request for engine warm-up promotion;
The controller is
2. The oil pump control device according to claim 1, wherein the torque increase process is executed even when there is a request for engine warm-up. 3. An oil pump having a first discharge port and a second discharge port through which hydraulic oil is discharged;
The semi-discharge state in which the hydraulic oil discharged from the first discharge port is guided to the first supply destination, and the hydraulic oil discharged from the second discharge port joins the hydraulic oil discharged from the first discharge port A hydraulic circuit that can be switched to a full discharge state that leads to the first supply destination;
An oil pump control device comprising:
A calculation unit for calculating a required value of the hydraulic fluid of the first supply destination;
A warm-up determination unit for determining whether or not an engine warm-up promotion request is present,
If there is no engine warm-up promotion request, the hydraulic circuit is controlled to the full discharge state or the half-discharge state based on the required value of the calculation unit. A control unit that executes a torque increase process for controlling the entire discharge state;
An oil pump control device comprising: A first supply path connecting the first discharge port and the first supply destination;
A second supply path connecting the second discharge port and a second supply destination or tank;
A first switching position for guiding the hydraulic oil discharged from the second discharge port to the first supply path, and the hydraulic oil discharged from the second discharge port through the second supply path to the second A port switching valve that can be switched to the second switching position leading to the supply destination or tank
Further comprising
The controller is
The port switching valve is switched to the first switching position to place the hydraulic circuit in the full discharge state, and the port switching valve is switched to the second switching position to place the hydraulic circuit in the half discharge state. The control apparatus of the oil pump of any one of Claims 1-3 to do. Further comprising a control valve that regulates the hydraulic oil discharged to the first supply path and supplies the hydraulic oil to the first supply destination and guides excess hydraulic oil to the second supply destination or the tank;
The controller is
The oil pump control device according to claim 4, wherein an opening degree of the control valve is controlled based on a request value calculated by the arithmetic unit.   6. The oil pump according to claim 5, wherein the control unit controls an opening degree of the control valve so as to increase a pressure of hydraulic oil supplied to the first supply destination in the torque increasing process. Control device.

Images