JP2017082990A - Hydraulic pressure control method and control device for transmission-mounted vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hydraulic pressure control method and control device for transmission-mounted vehicle for assuring start responsiveness in regard to a start request while restricting energy loss during stopped state of the vehicle.SOLUTION: A belt-type non-stage transmission 6 includes an oil seal 65 arranged in an annular form between a fixed side drum 61 forming a primary pulley oil chamber 63 and a secondary pulley oil chamber 64 and a movable side drum 62. At FF hybrid vehicle with this belt-type non-stage transmission 6, charging of work oil to the primary pulley oil chamber 63 and the secondary pulley oil chamber 64 is continued through discharging from the oil pumps 14, 15 under driving the oil pumps 14, 15 even after stopping of the vehicle when the vehicle is stopped from its deceleration. Upon continuation of charging of the work oil into the pulley oil chambers 63, 64 for a specified time, the driving of the oil pumps 14, 15 is stopped. After stopping of the driving of the oil pumps 14, 15, the oil pumps 14, 15 are driven again upon start request.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a hydraulic control method and control for a vehicle equipped with a transmission, which includes a hydraulic control circuit that generates hydraulic pressure to be supplied to an oil chamber of the transmission whose oil tightness is secured by an oil seal based on discharge hydraulic oil from a hydraulic source. Relates to the device.

  Conventionally, a continuously variable transmission for a vehicle that performs idle stop control for stopping an engine when traveling is stopped is known. This conventional apparatus stops the engine connected to the shaft that drives the oil pump when the vehicle stops from the vehicle deceleration and the idle stop start condition is satisfied. And if an idle stop cancellation | release condition is satisfied in the stop state by an engine stop, an engine is restarted and the oil pump is driven by the engine (for example, refer patent document 1).

JP 2010-230096 A

  However, in the conventional apparatus, during idle stop in a stop state due to engine stop, hydraulic oil in the hydraulic circuit leaks through the oil seal of the oil chamber and decreases. Therefore, at the time of start after the release of the idle stop, the hydraulic oil from the oil pump is replenished to fill the gaps in the oil chamber, and then the hydraulic pressure is raised to transmit the driving force. For this reason, there is a problem that at the time of start after the release of the idle stop, a waiting time until the hydraulic pressure is raised is required, and the start response is delayed. On the other hand, if an electric oil pump is added to ensure start response and the hydraulic pressure is continuously supplied while the vehicle is stopped, the energy for driving the electric oil pump will be consumed while the vehicle is stopped, resulting in energy loss. There is.

  The present invention has been made paying attention to the above problems, and provides a hydraulic control method and a control device for a vehicle with a transmission that ensures start response to a start request while suppressing energy loss while the vehicle is stopped. Objective.

In order to achieve the above object, the present invention creates a hydraulic pressure to be supplied to an oil chamber of a transmission based on a transmission disposed in a power transmission system from a drive source to a drive wheel and discharge hydraulic oil from the hydraulic source. An oil pressure control circuit and an oil seal interposed between the fixed side member and the movable side member forming the oil chamber of the transmission and annularly around the rotation center axis are provided.
In this transmission-equipped vehicle, when the vehicle stops from being decelerated, the hydraulic oil source is driven even after the vehicle stops, so that the hydraulic oil is continuously charged into the oil chamber by the discharge from the hydraulic power source.
When the hydraulic oil filling into the oil chamber continues for a predetermined time, the driving of the hydraulic source is stopped.
After the drive of the hydraulic power source is stopped, the hydraulic power source is driven again when a start request is made.

Therefore, when the vehicle stops from decelerating, the hydraulic oil source is driven even after the vehicle stops, so that the hydraulic oil filling to the oil chamber is continued for a predetermined time by discharging from the hydraulic source.
In other words, the oil seal that is annularly disposed around the rotation center shaft reduces the axial pressure applied to the oil seal when the hydraulic oil filling is stopped while the fixed side member and the movable side member are rotating. Moved from a position where oil tightness could be secured, and it was found that the oil tightness was lowered.
Therefore, by continuing to fill the oil chamber with the working oil for a predetermined time after the vehicle stops, the axial pressure drop applied to the oil seal is eliminated, and the seal movement from the position where the oil tightness is ensured is suppressed. For this reason, the hydraulic oil is prevented from leaking from the oil chamber through the oil seal while the hydraulic power source is stopped, and the hydraulic oil filling state in the hydraulic control circuit is maintained. Therefore, when there is a start request, the waiting time until the hydraulic pressure is raised is shortened.
Furthermore, after a stop, when a predetermined time for continuing to fill the oil chamber with the hydraulic oil has elapsed, the drive of the hydraulic source is stopped until a start request is made. Therefore, a period during which the drive of the hydraulic source is stopped is ensured as compared with the case where the drive of the hydraulic source is continued while the vehicle is stopped.
As a result, it is possible to ensure start response to a start request while suppressing energy loss during stopping.

1 is an overall system diagram illustrating an FF hybrid vehicle to which a hydraulic control method and a control device according to a first embodiment are applied. 1 is a CVT hydraulic control unit diagram illustrating a control valve unit and a hydraulic control system of a belt-type continuously variable transmission to which a hydraulic control method and a control device of Example 1 are applied. It is a flowchart which shows the flow of the CVT hydraulic pressure control process performed in the CVT control unit of Example 1. FIG. It is an oil leak explanatory drawing which shows the mechanism in which hydraulic fluid leaks through an oil seal from a primary pulley oil chamber and a secondary pulley oil chamber in a comparative example. It is explanatory drawing which shows that the clearance gap by hydraulic oil omission is made in a primary pulley oil chamber and a secondary pulley oil chamber because hydraulic oil leaks via an oil seal in a comparative example. Accelerator opening APO, brake (B / K), vehicle speed (VSP), gear ratio (Ratio) when shifting from deceleration to stop to start in an FF hybrid vehicle to which the hydraulic control method and control device of the first embodiment are applied ) ・ Time chart showing each characteristic of the number of revolutions (engine revolution Ne, O / P drive motor revolution, traveling motor revolutions) and oil pressure (hydraulic pressure generated by main oil pump, hydraulic pressure generated by sub oil pump) It is. It is an expanded sectional view which shows the other structural example of an oil seal.

  DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A best mode for realizing a hydraulic control method and a control device for a vehicle with a transmission according to the present invention will be described below based on a first embodiment shown in the drawings.

First, the configuration will be described.
The hydraulic control method and the control apparatus in the first embodiment are applied to an FF hybrid vehicle (an example of a transmission-equipped vehicle) in which left and right front wheels are drive wheels and a belt-type continuously variable transmission is mounted as a transmission. Hereinafter, the configuration of the hydraulic control device for the FF hybrid vehicle according to the first embodiment will be described by dividing it into an “overall system configuration”, a “CVT hydraulic control unit configuration”, and a “CVT hydraulic control processing configuration”.

[Overall system configuration]
FIG. 1 shows an overall system of an FF hybrid vehicle to which a hydraulic control method and a control apparatus according to a first embodiment are applied. Hereinafter, the overall system configuration of the FF hybrid vehicle will be described with reference to FIG.

  As shown in FIG. 1, the drive system of the FF hybrid vehicle includes a horizontally placed engine 2, a first clutch 3 (abbreviated “CL1”), a motor generator 4 (abbreviated “MG”), and a second clutch 5 (abbreviated). "CL2") and a belt type continuously variable transmission 6 (abbreviated as "CVT"). The output shaft of the belt type continuously variable transmission 6 is drivingly connected to the left and right front wheels 10R and 10L via a final reduction gear train 7, a differential gear 8, and left and right drive shafts 9R and 9L. The left and right rear wheels 11R and 11L are driven wheels.

  The horizontal engine 2 is an engine disposed in a front room with a starter motor 1 and a crankshaft direction as a vehicle width direction, an electric water pump 12, and a crankshaft rotation sensor 13 for detecting reverse rotation of the horizontal engine 2. Have. This horizontal engine 2 has an “MG start mode” in which cranking is performed by the motor generator 4 while the first clutch 3 is slidingly engaged, and a starter motor 1 which is powered by the 12V battery 22 as an engine starting method. Starter start mode ". The “starter start mode” is selected only when a limited condition such as a cryogenic temperature condition is satisfied.

  The motor generator 4 is a three-phase AC permanent magnet synchronous motor connected to the transverse engine 2 via the first clutch 3. The motor generator 4 uses a high-power battery 21 described later as a power source, and an inverter 26 that converts direct current to three-phase alternating current during power running and converts three-phase alternating current to direct current during regeneration is connected to the stator coil via an AC harness 27. Connected. The first clutch 3 interposed between the horizontal engine 2 and the motor generator 4 is a dry or wet multi-plate clutch operated by hydraulic operation, and complete engagement / slip engagement / release is controlled by the first clutch hydraulic pressure. Is done.

  The second clutch 5 is a hydraulically operated wet multi-plate friction clutch interposed between the motor generator 4 and the left and right front wheels 10R and 10L as drive wheels, and is fully engaged / slip engaged by the second clutch hydraulic pressure. / Open is controlled. The second clutch 5 in the first embodiment uses a forward clutch 5a and a reverse brake 5b provided in a forward / reverse switching mechanism using a planetary gear. That is, the forward clutch 5 a is the second clutch 5 during forward travel, and the reverse brake 5 b is the second clutch 5 during reverse travel.

  The belt-type continuously variable transmission 6 includes a primary pulley 6a, a secondary pulley 6b, and a belt 6c that spans the pulleys 6a and 6b. And it is a transmission which obtains a stepless gear ratio by changing the winding diameter of belt 6c with the primary pulley pressure and secondary pulley pressure supplied to a primary pulley oil chamber and a secondary pulley oil chamber. The belt type continuously variable transmission 6 includes a main oil pump 14 (mechanical drive) that is rotated by a motor shaft (= transmission input shaft) of a motor generator 4 as a hydraulic pressure source, and a sub oil pump used as an auxiliary pump. 15 (motor drive). Then, the line pressure PL generated by adjusting the pump discharge hydraulic oil from the hydraulic source is used as a source pressure, and the first clutch pressure, the second clutch pressure, and the primary pulley pressure and the secondary pulley pressure of the belt-type continuously variable transmission 6 are used. Is provided with a control valve unit 6d.

  The first clutch 3, the motor generator 4 and the second clutch 5 constitute a hybrid drive system called a one-motor / two-clutch. The main drive modes are "EV mode", "HEV mode", "WSC mode" Have The “EV mode” is an electric vehicle mode in which the first clutch 3 is disengaged and the second clutch 5 is engaged and only the motor generator 4 is used as a drive source, and traveling in the “EV mode” is referred to as “EV traveling”. The “HEV mode” is a hybrid vehicle mode in which both the clutches 3 and 5 are engaged and the transverse engine 2 and the motor generator 4 are used as driving sources, and traveling in the “HEV mode” is referred to as “HEV traveling”. The “WSC mode” is a CL2 slip engagement mode in which the motor generator 4 is controlled by the motor rotation speed and the second clutch 5 is engaged with the engagement torque capacity corresponding to the target drive torque in the “HEV mode” or the “EV mode”. is there.

  As shown in FIG. 1, the braking system of the FF hybrid vehicle includes a brake operation unit 16, a brake fluid pressure control unit 17, left and right front wheel brake units 18R and 18L, and left and right rear wheel brake units 19R and 19L. ing. In this braking system, when regeneration is performed by the motor generator 4 during brake operation, regenerative cooperative control is performed in which the hydraulic braking force shares the amount obtained by subtracting the regenerative braking force from the requested braking force with respect to the requested braking force based on the pedal operation. Done.

  The brake operation unit 16 includes a brake pedal 16a, a negative pressure booster 16b that uses the intake negative pressure of the horizontal engine 2, a master cylinder 16c, and the like. The regenerative cooperative brake unit 16 generates a predetermined master cylinder pressure in accordance with the brake depression force applied from the driver to the brake pedal 16a, and is a unit having a simple configuration that does not use an electric booster.

  Although not shown, the brake fluid pressure control unit 17 includes an electric oil pump, a pressure increasing solenoid valve, a pressure reducing solenoid valve, an oil path switching valve, and the like. Control of the brake fluid pressure control unit 17 by the brake control unit 85 exhibits a function of generating wheel cylinder fluid pressure when the brake is not operated and a function of adjusting wheel cylinder fluid pressure when the brake is operated. Control using the hydraulic pressure generation function when the brake is not operated includes traction control (TCS control), vehicle behavior control (VDC control), emergency brake control (automatic brake control), and the like. Controls using the hydraulic pressure adjustment function during brake operation include regenerative cooperative brake control, antilock brake control (ABS control), and the like.

  The left and right front wheel brake units 18R and 18L are provided on the left and right front wheels 10R and 10L, respectively, and the left and right rear wheel brake units 19R and 19L are provided on the left and right rear wheels 11R and 11L, respectively. Give. These brake units 18R, 18L, 19R and 19L have wheel cylinders (not shown) to which the brake fluid pressure generated by the brake fluid pressure control unit 17 is supplied.

  As shown in FIG. 1, the power supply system of the FF hybrid vehicle includes a high-power battery 21 as a power supply for the motor generator 4 and a 12V battery 22 as a power supply for a 12V system load.

  The high-power battery 21 is a secondary battery mounted as a power source for the motor generator 4. For example, a lithium ion battery in which a cell module constituted by a large number of cells is set in a battery pack case is used. The high-power battery 21 has a built-in junction box in which relay circuits for supplying / cutting off / distributing high-power are integrated, and further includes a cooling fan unit 24 having a battery cooling function, a battery charging capacity (battery SOC) and a battery. And a lithium battery controller 86 for monitoring the temperature.

  The high-power battery 21 and the motor generator 4 are connected via a DC harness 25, an inverter 26, and an AC harness 27. The inverter 26 is provided with a motor controller 83 that performs power running / regenerative control. That is, the inverter 26 converts the direct current from the DC harness 25 into the three-phase alternating current to the AC harness 27 during power running that drives the motor generator 4 by discharging the high-power battery 21. Further, the three-phase alternating current from the AC harness 27 is converted into direct current to the DC harness 25 during regeneration in which the high-power battery 21 is charged by power generation by the motor generator 4.

  The 12V battery 22 is a secondary battery mounted as a power source for a starter motor 1 and a 12V system load that is an auxiliary machine. For example, a lead battery mounted in an engine vehicle or the like is used. The high voltage battery 21 and the 12V battery 22 are connected via a DC branch harness 25a, a DC / DC converter 37, and a battery harness 38. The DC / DC converter 37 converts a voltage of several hundred volts from the high-power battery 21 into 12V, and the charge amount of the 12V battery 22 is controlled by controlling the DC / DC converter 37 by the hybrid control module 81. The configuration is to be managed.

  As shown in FIG. 1, the electronic control system of the FF hybrid vehicle includes a hybrid control module 81 (abbreviation: “HCM”) as an electronic control unit having an integrated control function for appropriately managing energy consumption of the entire vehicle. Yes. Other electronic control units include an engine control module 82 (abbreviation: “ECM”), a motor controller 83 (abbreviation: “MC”), and a CVT control unit 84 (abbreviation: “CVTCU”). Furthermore, it has a brake control unit 85 (abbreviation: “BCU”) and a lithium battery controller 86 (abbreviation: “LBC”). These electronic control units 81, 82, 83, 84, 85, 86 are connected via a CAN communication line 90 (CAN is an abbreviation for “Controller Area Network”) so that bidirectional information can be exchanged, and share information with each other.

  The hybrid control module 81 performs various integrated controls based on input information from other electronic control units 82, 83, 84, 85, 86, an ignition switch 91, and the like.

  The engine control module 82 is based on input information from the hybrid control module 81, the crank angle sensor 92, etc., and controls the start of the horizontal engine 2, fuel injection control, ignition control, fuel cut control, engine idle rotation control, coast stop. Control, etc. Here, the “coast stop control” is a control for stopping the horizontally placed engine 2 from the deceleration range by releasing the accelerator pedal, aiming to further improve the fuel efficiency than the idle stop control for stopping the horizontally placed engine 2 when the vehicle is stopped. .

  The motor controller 83 performs power running control, regenerative control, motor creep control, motor idle control, etc. of the motor generator 4 according to control commands for the inverter 26 based on input information from the hybrid control module 81, the motor rotational speed sensor 93, and the like. Do.

  The CVT control unit 84 outputs a control command to the control valve unit 6d based on input information from the hybrid control module 81, the accelerator opening sensor 94, the vehicle speed sensor 95, the inhibitor switch 96, the ATF oil temperature sensor 97, and the like. In this CVT control unit 84, the engagement hydraulic pressure control of the first clutch 3, the engagement hydraulic pressure control of the second clutch 5, the hydraulic control by the primary pulley pressure and the secondary pulley pressure of the belt type continuously variable transmission 6, etc. are performed.

  The brake control unit 85 outputs a control command to the brake hydraulic pressure control unit 17 based on input information from the hybrid control module 81, the brake switch 98, the brake stroke sensor 99, and the like. The brake control unit 85 performs TCS control, VDC control, automatic brake control, regenerative cooperative brake control, ABS control, and the like.

  The lithium battery controller 86 manages the battery SOC, battery temperature, and the like of the high-power battery 21 based on input information from the battery voltage sensor 100, the battery temperature sensor 101, and the like.

[CVT hydraulic control unit configuration]
FIG. 2 shows a control valve unit 6d and a hydraulic control system of the belt type continuously variable transmission 6 to which the hydraulic control method and control apparatus of the first embodiment are applied. The configuration of the CVT hydraulic control unit will be described below with reference to FIG.

  The belt-type continuously variable transmission 6 spans between a primary pulley 6a composed of opposed fixed pulleys and movable pulleys, a secondary pulley 6b composed of opposed fixed pulleys and movable pulleys, and both pulleys 6a, 6b. Belt 6c. A primary pulley oil chamber 63 and a secondary pulley formed by a fixed side drum 61 (fixed side member) and a movable side drum 62 (movable side member) are arranged at the side positions of the movable pulleys of the primary pulley 6a and the secondary pulley 6b. An oil chamber 64 is disposed. Here, the fixed drum 61 is fixed to the fixed pulleys of the primary pulley 6a and the secondary pulley 6b, and can be rotated in accordance with the rotation of the primary pulley 6a and the secondary pulley 6b. On the other hand, the movable drum 62 is fixed to the movable pulleys of the primary pulley 6a and the secondary pulley 6b. Therefore, the movable drum 62 can rotate with the rotation of the primary pulley 6a and the secondary pulley 6b, and can slide in the axial direction (arrow A direction) with respect to the fixed drum 61. An oil seal 65 that maintains the oil tightness of the primary pulley oil chamber 63 and the secondary pulley oil chamber 64 is interposed between the fixed drum 61 disposed on the inner side and the movable drum 62 disposed on the outer side. Be dressed. The oil seal 65 on the primary pulley 6a side is annularly arranged around the primary pulley rotation center axis CLpri. The oil seal 65 on the secondary pulley 6b side is annularly arranged around the secondary pulley rotation center axis CLsec.

  The oil seals 65 on the primary pulley 6a side and the secondary pulley 6b side have the same configuration. As shown in FIG. 2, the oil seal 65 includes a seal ring part 65a having a square cross section disposed in a seal groove 61a having a square cross section formed in the fixed drum 61, and an inner peripheral surface position of the seal ring part 65a. And an O-ring 65b (biasing portion) disposed in contact with the O-ring. The seal ring portion 65a of the oil seal 65 is disposed so as to be movable in the axial direction on both sides of the seal groove 61a via an axial gap. Both side surfaces of the seal ring portion 65a are arranged to face the groove side surface of the seal groove 61a having a rectangular cross section, and are brought into contact with or separated from each other by the axial movement of the oil seal 65. The O-ring 65 b of the oil seal 65 gives a biasing contact force that presses the outer peripheral surface of the seal ring portion 65 a against the drum inner surface 62 a of the movable drum 62.

  The control valve unit 6d has a main oil pump 14 (mechanical oil pump) driven by a motor shaft (= transmission input shaft) of the motor generator 4 and a sub oil pump 15 driven by an electric motor 15a as hydraulic sources. (Electric oil pump). The control valve includes a line pressure regulator valve 66, a first clutch pressure regulator valve 67, a second clutch solenoid valve 68, and a first clutch solenoid valve 69. As the oil passage, a line pressure oil passage 70, a primary pulley pressure oil passage 71, a secondary pulley pressure oil passage 72, a second clutch pressure oil passage 73, a drain pressure oil passage 74, and a first clutch original pressure oil passage. 75 and a first clutch pressure oil passage 76.

  The hydraulic control system includes a CVT control unit 84 that outputs a control command to the electric motor 15a and the control valve unit 6d. The CVT control unit 84 inputs information from the hybrid control module 81, accelerator opening sensor 94, vehicle speed sensor 95, inhibitor switch 96, ATF oil temperature sensor 97, and the like. In addition, information is input from the primary pulley rotation speed sensor 102, the secondary pulley rotation speed sensor 103, the primary pulley pressure sensor 104, the secondary pulley pressure sensor 105, and the like. The CVT control unit 84 controls the engagement hydraulic pressure of the first clutch 3, the engagement hydraulic pressure control of the second clutch 5, the primary pulley pressure control and the secondary pulley pressure control of the belt-type continuously variable transmission 6, and the CVT hydraulic pressure of the first embodiment. Take control.

[CVT hydraulic control processing configuration]
FIG. 3 shows the flow of the CVT hydraulic control process executed by the CVT control unit 84 (transmission hydraulic control unit) of the first embodiment. Hereinafter, each step of FIG. 3 showing the CVT hydraulic control processing configuration will be described.

In step S1, it is determined whether or not the brake is being operated (brake ON). If YES (brake ON), the process proceeds to step S2. If NO (brake OFF), the determination in step S1 is repeated.
Here, whether or not the brake is being operated is determined by a switch signal from the brake switch 98.

In step S2, following the determination that the brake is ON in step S1, it is determined whether or not the vehicle is decelerating. If YES (the vehicle is decelerating), the process proceeds to step S3. If NO (the vehicle is not decelerating), the determination in step S2 is repeated.
Here, whether or not the vehicle is decelerating is determined by time-differentiating the vehicle speed sensor value from the vehicle speed sensor 95 to obtain an acceleration / deceleration value, and whether or not the vehicle speed VSP is decreasing. Judging. In addition, when the front-rear G sensor is provided, it may be determined whether the vehicle is decelerating using the front-rear G sensor value.

In step S3, following the determination that the vehicle is decelerating in step S2, it is determined whether or not the vehicle is stopped. If YES (the vehicle is stopped), the process proceeds to step 4. If NO (the vehicle is traveling), the determination in step S3 is repeated.
Here, whether or not the vehicle is stopped is determined by using the vehicle speed sensor value from the vehicle speed sensor 95 and determining that the vehicle is stopped when the vehicle speed sensor value is equal to or less than the stop determination threshold value.

In step S4, following the determination that the vehicle is stopped in step S3, it is determined whether or not the primary pulley rotation shaft and the secondary pulley rotation shaft are stopped. If YES (rotation axis stop), the process proceeds to step S5. If NO (rotation axis is rotating), the determination in step S4 is repeated.
Here, whether or not the primary pulley rotation shaft and the secondary pulley rotation shaft are stopped is determined based on the rotation speed information from the primary pulley rotation speed sensor 102 and the secondary pulley rotation speed sensor 103.

In step S5, it is determined that the rotation shaft is stopped in step S4, or after the oil pump driving in step S6 is determined that the primary pulley rotation shaft and the secondary pulley rotation shaft are determined to be stopped. It is determined whether or not the stop time that is time exceeds a preset set time. If YES (stop time> set time), the process proceeds to step 7. If NO (stop time ≦ set time), the process proceeds to step S6.
Here, the “set time” is the time required for suppressing the oil seal 65 from moving in the axial direction after confirming the rotation shaft stop of the primary pulley 6a and the secondary pulley 6b (for example, 0.5 sec to 3.0 sec). sec).

In step S6, the main oil pump 14 or the sub oil pump 15 is turned on following the determination in step S5 that the stop time is equal to or less than the set time, or the determination in step S8 that | oil pressure decrease slope |> constant. Drive and return to step S5.
The main oil pump 14 is driven when the motor generator 4 is driven to rotate when the transverse engine 2 is stopped by coast stop control during deceleration. It is done by continuing. In addition, since the motor generator 4 is arrange | positioned in a driving force transmission path | route, the 1st clutch 3 and the 2nd clutch 5 are made into an open state.
The driving of the sub oil pump 15 continues the output of the rotational drive command to the electric motor 15a when the electric motor 15a is rotationally driven with the coasting engine 2 being stopped by the coast stop control during the deceleration. Is done. Since the electric motor 15a is disposed outside the driving force transmission path, the first clutch 3 and the second clutch 5 can be either engaged or disengaged if the horizontally installed engine 2 and the motor generator 4 are stopped. It is also good.

  In step S7, following the determination that stop time> set time in step S5, the drive of the main oil pump 14 or the sub oil pump 15 is stopped, and the process proceeds to step S8.

In step S8, following the oil pump stop in step S7, it is determined whether or not the absolute value of the oil pressure decrease gradient (| oil pressure decrease gradient |) is equal to or less than a preset constant. If YES (| hydraulic pressure decrease slope | ≦ constant), the process proceeds to step S9. If NO (| hydraulic pressure decrease slope |> constant), the process proceeds to step S6 (oil pump drive).
Here, the “hydraulic pressure decrease slope” is determined by the oil pressure decrease characteristic drawn by reading the sensor signals from the primary pulley pressure sensor 104 and the secondary pulley pressure sensor 105 at regular intervals after the oil pump drive is stopped.
The “constant” is a threshold value for determining whether or not hydraulic oil leaks from the oil seal 65. The “constant” is determined by, for example, acquiring the primary pulley pressure lowering characteristic and the secondary pressure lowering characteristic when the hydraulic oil leaks from the oil seal 65 by experiment. Then, based on the experimental results, a limit decreasing gradient at which hydraulic oil leakage from the oil seal 65 is allowed is determined.

In step S9, it is determined whether or not there is a start request following the determination that | oil pressure decrease slope | ≦ constant in step S8. If YES (start request is present), the process proceeds to step 10. If NO (start request is not present), the determination in step S9 is repeated.
Here, the “start request” refers to a brake release operation (brake OFF operation) that represents the driver's intention to start. Note that the presence or absence of a start request may be determined by one or both of a brake OFF operation and an accelerator depression operation (accelerator ON operation).

In step S10, following the determination that there is a start request in step S9, the main oil pump 14 or the sub oil pump 15 is re-driven, and the process proceeds to return.
For example, in the case of an FF hybrid vehicle, when the EV starts, the second clutch 5 is engaged and the motor generator 4 is driven to rotate, so that the main oil pump 14 driven by the motor generator 4 is redriven. When aiming to ensure the discharge response of the hydraulic oil, the electric motor 15a may be driven and the sub oil pump 15 may be driven again when it is determined that there is a start request.

Next, the operation will be described.
The actions in the hydraulic control method and control apparatus for the FF hybrid vehicle of the first embodiment will be described separately for “CVT hydraulic control processing action”, “CVT hydraulic control action”, and “characteristic action of CVT hydraulic control”.

[CVT hydraulic control processing action]
Hereinafter, the CVT oil pressure control processing operation will be described based on the flowchart of FIG.
When traveling, a brake-ON operation is performed with the intention of stopping the vehicle, and when the vehicle shifts from vehicle deceleration to vehicle stop, the process proceeds from step S1 to step S2 to step S3 to step S4 in the flowchart of FIG. In step S4, it is determined whether or not the primary pulley rotation shaft and the secondary pulley rotation shaft are stopped. If it is determined that the rotation shaft is stopped, the process proceeds from step S4 to step S5 to step S6. Then, while it is determined in step S5 that the stop time ≦ the set time, the flow of going from step S5 to step S6 is repeated, and in step S6, the main oil pump 14 or the sub oil pump 15 is driven. Thereafter, when it is determined in step S5 that the stop time is greater than the set time, the process proceeds from step S5 to step S7. In step S7, the drive of the main oil pump 14 or the sub oil pump 15 driven in step S6 is stopped. The

  When the drive of the oil pump is stopped in step S7, the process proceeds from step S7 to step S8. In step S8, the absolute value of the oil pressure decrease inclination (| oil pressure decrease inclination |) is equal to or less than a preset constant. It is determined whether or not. In other words, if it is determined that | oil pressure decrease slope | ≦ constant, the process proceeds to step S9 and subsequent steps based on the determination that hydraulic oil leakage from the oil seal 65 is suppressed by the pump drive continuation control. On the other hand, if it is determined that | hydraulic pressure decrease slope |> constant), the flow returns to step S6 based on the determination that hydraulic oil leakage from the oil seal 65 continues regardless of the pump drive continuation control, and is set again. Time oil pump drive is executed.

  When the hydraulic oil leakage from the oil seal 65 is suppressed by the immediately preceding pump drive continuation control and it is determined in step S8 that | hydraulic pressure decrease slope | ≦ constant, the process proceeds from step S8 to step S9, and step S9. Then, it is determined whether or not there is a start request. Thereafter, when it is determined in step S9 that there is a start request, the process proceeds to step S10, and the main oil pump 14 or the sub oil pump 15 is re-driven.

  Thus, when the stop of the primary pulley rotation shaft and the secondary pulley rotation shaft is determined in step S4 while the vehicle is stopped, the driving of the main oil pump 14 or the sub oil pump 15 is continued for a set time from the rotation shaft stop. Pump drive continuation control is performed. This pump drive continuation control (S5 to S8) is repeated until it is confirmed in step S8 that hydraulic fluid leakage from the oil seal 65 is suppressed. Then, after the drive of the main oil pump 14 or the sub oil pump 15 is stopped, when it is confirmed that the hydraulic oil leakage from the oil seal 65 is suppressed, the pump drive continuation control is ended. When the pump drive continuation control is terminated, the drive stop of the oil pumps 14 and 15 is continued while the vehicle is stopped until it is determined in step S9 that there is a start request.

[CVT hydraulic control action]
Hereinafter, the CVT hydraulic pressure control operation in the first embodiment will be described based on FIGS. 4 to 6 and compared with the comparative example.

A comparative example is one that stops the discharge of hydraulic oil from the oil pump when the vehicle is decelerated from deceleration.
First, at the time of stopping determined when the sensor value from the vehicle speed sensor is equal to or less than the stop determination threshold, the detection performance of the vehicle speed sensor is limited, so that the primary pulley and the secondary pulley of the belt type continuously variable transmission Is a slightly rotating state. That is, for the oil seal that is annularly interposed around the primary pulley rotation center axis and the secondary pulley rotation center axis, the hydraulic oil filling is stopped during the rotation of the fixed side drum and the movable side drum. For this reason, during deceleration before stoppage determination, as shown in FIG. 4A, the hydraulic pressure supplied to the primary pulley oil chamber and the secondary pulley oil chamber acts in the direction of arrow B, and is a cross section disposed in the seal groove. A rectangular seal ring moves in the axial direction and is pressed against the side surface of the seal groove. However, when the discharge of hydraulic oil from the oil pump is stopped based on the stoppage determination, the oil seal is placed in the state shown in FIG. The applied axial direction (arrow B direction) pressure decreases. When the axial pressure applied to the oil seal decreases, as shown in FIG. 4 (b), the oil seal moves from the side pressing position where oil tightness can be ensured to the arrow C direction opposite to the arrow B direction. A gap is formed between the ring and the seal groove. Then, when the vehicle is stopped, the hydraulic oil passes through the gap formed between the seal ring and the seal groove, as shown by the arrow D in FIG. It was confirmed that leakage occurred through the radial gap of the movable drum. In particular, at the timing when the discharge of hydraulic oil from the oil pump is stopped based on the stoppage determination, the pulley on the moving side moves in the axial direction so that the movable pulley changes the gear ratio as the hydraulic pressure decreases. . By the movement of the movable pulley in the axial direction, the movable drum fixed integrally with the movable pulley moves, and the oil seal moves in the axial direction following the movement of the movable drum. It has been found that the axial movement of the oil seal is the main cause of hydraulic oil leaking from the pulley oil chamber when the vehicle is stopped.

  Therefore, as in the comparative example, when the vehicle stops from deceleration, when the discharge of hydraulic oil from the oil pump is stopped when it is determined that the vehicle has stopped, the hydraulic oil leaks through the oil seal while the vehicle is stopped. As shown in FIG. 5, there is a gap due to hydraulic oil omission in the primary pulley oil chamber and the secondary pulley oil chamber. In particular, in the case of the belt-type continuously variable transmission 6, the primary pulley 6a and the secondary pulley 6b are arranged at the upper position of the transmission case, so that the amount of hydraulic oil that escapes from the pulley oil chamber increases. While the vehicle is stopped, the line pressure regulator valve 66, the first clutch pressure regulator valve 67, and the second clutch solenoid valve 68 remain open, and the first clutch solenoid valve 69 closes. Therefore, the hydraulic oil is supplied to the line pressure oil passage 70, the primary pulley pressure oil passage 71, the secondary pulley pressure oil passage 72, the second clutch pressure oil passage 73, the drain pressure oil passage 74, and the first clutch original pressure oil passage 75. Only the first clutch pressure oil passage 76 is filled and the hydraulic oil is released.

  On the other hand, when the vehicle stopped after deceleration, the hydraulic oil was continuously discharged from the oil pump until the set time had elapsed from the time when the rotation shaft was determined to stop, and after the hydraulic oil was discharged, the oil pump was stopped. Is Example 1. Hereinafter, the operation when shifting from deceleration to stop to start in the FF hybrid vehicle to which the hydraulic control method and the control apparatus of the first embodiment are applied will be described with reference to FIG. In FIG. 6, an example of an electric oil pump case in which the driving of the sub oil pump 15 among the main oil pump 14 and the sub oil pump 15 is continued after stopping will be described.

  In FIG. 6, time t1 is the accelerator OFF operation time, time t2 is the brake ON operation time, time t3 is the vehicle stop time, and time t4 is the drive stop time of the electric motor 15a of the sub oil pump 15. Time t5 is the brake OFF operation time, time t6 is the accelerator ON operation time, time t7 is the hydraulic pressure generation start time in Example 1, time t8 is the vehicle speed generation start time in Example 1, and time t9 is the hydraulic pressure in the comparative example The generation start time, time t10, is the vehicle speed generation start time in the comparative example.

  When the accelerator is turned off at time t1 and the brake is turned on at time t2, the vehicle speed VSP starts to decrease and decelerates, and the gear ratio of the belt-type continuously variable transmission 6 advances toward the low side. . At the same time, the first clutch 3 is released at time t2, and the stop of the horizontally placed engine 2 by the coast stop control is started. Furthermore, the rotational speed of the motor generator 4 is controlled so as to continue the rotational speed of the horizontally placed engine 2, and the rotational speed of the electric motor 15a is increased in accordance with a decrease in the engine rotational speed Ne. Thus, for a while from time t2, shift control is performed by the hydraulic pressure generated by the main oil pump 14 and the hydraulic pressure generated by the sub oil pump 15. When the vehicle stop time t3 is approached, the rotational speed of the motor generator 4 is gradually decreased so as to reach zero rotational speed toward the stop of the vehicle. On the other hand, the rotation speed of the electric motor 15a is kept constant. When the vehicle is stopped at time t3, in the case of the comparative example, the rotation speed of the electric motor is stopped and the hydraulic pressure generated by the sub oil pump 15 is also reduced. On the other hand, when the vehicle is stopped at time t3, in the case of the first embodiment, the rotation speed of the electric motor 15a is maintained until time t4, and the hydraulic pressure generated by the sub oil pump 15 is also maintained. At time t4, the rotation of the electric motor 15a is stopped, and the hydraulic pressure generated by the sub oil pump 15 is also reduced.

  Thus, as shown in the characteristic surrounded by the arrow E in FIG. 6, even when the vehicle stops at time t3, in the case of the first embodiment, the rotation of the electric motor 15a is maintained until time t4, and the sub oil The hydraulic pressure generated by the pump 15 is also maintained. As a result, as shown in the frame surrounded by the arrow F in FIG. 6, the axial force in the arrow B direction by the hydraulic pressure is maintained until the pulley rotation stops, so that the oil seal 65 is oil tight. The axial movement of the oil seal 65 is suppressed. Even when the rotation of the electric motor 15a is stopped at time t4, since the pulley rotation is stopped, the oil seal 65 remains at the side pressing position where oil tightness can be secured.

  After that, at time t5, the brake OFF operation is performed, and when the accelerator ON operation is performed at time t6, by starting the rotation of the electric motor 15a immediately after time t5, generation of hydraulic pressure is started at time t7, At time t8, vehicle speed VSP is generated and the vehicle starts. In the case of the comparative example, as in the first embodiment, even if the rotation of the electric motor 15a is started immediately after the time t5, the gap due to the hydraulic oil missing formed in the pulley oil chamber for a while (FIG. 5). Time) is spent as time to fill with hydraulic oil. For this reason, in the comparative example, generation of hydraulic pressure is started at time t9, generation of vehicle speed VSP is started at time t10, and the vehicle starts.

  As described above, by adopting the CVT hydraulic pressure control of the first embodiment, when a start request is issued by the brake OFF operation at time t5, the waiting time until the hydraulic pressure is raised is T1 from time t5 to time t7. become. In the case of the comparative example, the waiting time until the hydraulic pressure is raised is T2 (> T1) from time t5 to time t9, and T2−T1 = ΔT is shortened compared to the comparative example.

  Further, by adopting the CVT hydraulic control of the first embodiment, when the time t4 elapses, the driving of the sub oil pump 15 is stopped until the time t5 when the start request is made. Therefore, a period during which the drive of the hydraulic power source is stopped is ensured as compared with the case where the drive of the sub oil pump is continued while the vehicle is stopped. In the comparative example, when the time t3 has elapsed, the driving of the sub oil pump 15 is stopped until the time t5 when the start request is made. That is, in the first embodiment, the drive stop time of the hydraulic power source is only shorter than the comparative example by a slight δt time (<< stop time) from time t3 to time t4.

[Characteristic action of CVT hydraulic control]
In the first embodiment, when the vehicle stops from decelerating, the oil pump 14 or 15 is driven even after the vehicle stops, so that the primary pulley oil chamber 63 and the secondary pulley oil chamber 64 are discharged by the discharge from the oil pump 14 or 15. Is continued for a predetermined time.
That is, the oil seal 65 annularly provided around the pulley rotation center axes CLpri and CLsec is axially applied to the oil seal 65 when the hydraulic oil filling is stopped during the rotation of the fixed drum 61 and the movable drum 62. The pressure drops. And it discovered that the oil seal 65 moved axially in the direction away from the pressing surface from the side pressing position at which the oil tightness could be secured, and the oil tightness deteriorated.
Therefore, by adding control for continuing the filling of the hydraulic oil into the pulley oil chambers 63 and 64 for a predetermined time after the vehicle stops, the axial pressure drop applied to the oil seal 65 is eliminated, and the oil tightness is ensured. The seal movement from the pressing position is suppressed. Therefore, when the oil pump 14 or 15 is stopped, the hydraulic oil is prevented from leaking from the pulley oil chambers 63 and 64 through the oil seal 65, and the hydraulic oil filling state in the hydraulic control circuit is maintained. Therefore, when there is a start request, the waiting time until the hydraulic pressure is raised is shortened.
Furthermore, after the vehicle stops, when a predetermined time for continuing the filling of the hydraulic oil into the pulley oil chambers 63 and 64 has elapsed, the drive of the oil pump 14 or 15 is stopped until a start request is made. Therefore, a period during which the drive of the oil pump 14 or 15 is stopped is ensured as compared with the case where the drive of the drive source is continued while the vehicle is stopped.
As a result, the start response to the start request is ensured while suppressing the energy loss during stopping.

In the first embodiment, for a predetermined time during which the oil pumps 14 and 15 are continuously driven, it is confirmed that the pulley rotating shaft that rotates the fixed drum 61 and the movable drum 62 is stopped after the vehicle stops (S4 in FIG. 3). Then, after confirming the stop of the pulley rotation shaft, the time required to suppress the movement of the oil seal 65 is set (S5 in FIG. 3).
That is, one of the causes for the oil seal 65 to move in the axial direction from the side pressing position where oil tightness can be ensured is that the pulley rotation shaft is rotating when the hydraulic oil filling is stopped.
Accordingly, by setting the start reference of the drive duration time of the oil pumps 14 and 15 to the time from the confirmation of the stop of the rotary shaft, even if the filling of the hydraulic oil from the oil pumps 14 and 15 is stopped, the oil seal is surely 65 axial movement is suppressed.

In the first embodiment, the hydraulic oil filling in the pulley oil chambers 63 and 64 is continued for a predetermined time, and the drive of the oil pumps 14 and 15 is stopped, and then the decrease in the oil pressure in the pulley oil chambers 63 and 64 is monitored (FIG. 3). S8). If the absolute value of the oil pressure decrease gradient is greater than or equal to a constant, the driving of the oil pumps 14 and 15 is resumed and the driving of the oil pumps 14 and 15 is continued for a predetermined time (S8 → S6 → S5 in FIG. 3).
That is, even if the hydraulic oil filling to the pulley oil chambers 63 and 64 is continued for a predetermined time and the driving of the oil pumps 14 and 15 is stopped, the oil seal 65 is not in the side pressing position where the oil tightness can be secured for some reason. Or the pressing force may not be sufficient. On the other hand, when the oil pressure drop gradient of the pulley oil chambers 63 and 64 is monitored, it can be determined whether or not the oil seal 65 can ensure oil tightness. For this reason, the control law which monitors the hydraulic pressure drop of the pulley oil chambers 63 and 64 is added, and when the leakage of the hydraulic oil from the oil seal 65 is determined, the drive of the oil pumps 14 and 15 is resumed.
Accordingly, when the oil pumps 14 and 15 are continuously driven after the vehicle stops, if the hydraulic oil leakage from the oil seal 65 is confirmed, the position of the oil seal 65 is corrected again to a position that ensures oil tightness. .

In the first embodiment, the transmission is a belt-type continuously variable transmission 6 having a primary pulley 6a and a secondary pulley 6b. The control valve unit 6 d generates hydraulic pressure to be supplied to the primary pulley oil chamber 63 and the secondary pulley oil chamber 64 that determines the gear ratio of the belt-type continuously variable transmission 6 based on the discharge hydraulic oil from the oil pumps 14 and 15. The oil seal 65 is interposed between the fixed drum 61 and the movable drum 62 that form the primary pulley oil chamber 63 and the secondary pulley oil chamber 64, respectively.
That is, when the transmission is the belt-type continuously variable transmission 6, the volumes of the primary pulley oil chamber 63 and the secondary pulley oil chamber 64 are large, and hydraulic oil leaks from the pulley oil chambers 63 and 64 through the oil seal 65 accordingly. There are many.
Therefore, in a vehicle equipped with the belt type continuously variable transmission 6, start response to a start request is ensured while suppressing energy loss during stopping.

In the first embodiment, the movable drum 62 is slidable in the axial direction with respect to the fixed drum 61. The oil seal 65 includes a seal ring portion 65a having a square cross section disposed through a gap in the axial direction with respect to a seal groove 61a having a square cross section formed in the fixed drum 61, and an inner peripheral surface of the seal ring portion 65a. And an O-ring 65b disposed in contact with the position. Then, the outer peripheral surface of the seal ring portion 65 a is urged into contact with the inner surface 62 a of the movable drum 62.
That is, when the oil seal 65 has the seal ring portion 65a having a square cross section disposed with a gap in the axial direction with respect to the seal groove 61a having a square cross section, the side surface pressing position between the seal ring portion 65a and the seal groove 61a In this case, the oil seal 65 exhibits oil tightness.
Accordingly, when the oil pumps 14 and 15 are continuously driven after the vehicle stops, the oil seal 65 ensures high oil tightness by setting the side surface pressing positions of the seal ring portion 65a and the seal groove 61a.

Next, the effect will be described.
In the hydraulic control method and control apparatus for the FF hybrid vehicle of the first embodiment, the effects listed below can be obtained.

(1) A transmission (belt-type continuously variable transmission 6) disposed in a power transmission system from a drive source (horizontal engine 2, motor generator 4) to drive wheels (left and right front wheels 10L, 10R);
A hydraulic control circuit (control) that generates hydraulic pressure to be supplied to the oil chambers (pulley oil chambers 63 and 64) of the transmission (belt type continuously variable transmission 6) based on the discharge hydraulic oil from the hydraulic source (oil pumps 14 and 15). A valve unit 6d),
Between the fixed side member (fixed side drum 61) and the movable side member (movable side drum 62) forming the oil chamber (pulley oil chambers 63, 64) of the transmission (belt type continuously variable transmission 6). In a vehicle equipped with a transmission (FF hybrid vehicle) including an oil seal 65 annularly interposed around a rotation center axis (pulley rotation center axis CLpri, CLsec),
When the vehicle stops from decelerating, the oil pressure chamber (pulley oil chambers 63, 64) is discharged by driving the hydraulic pressure source (oil pumps 14, 15) even after stopping. Continue to fill the hydraulic oil to
When hydraulic oil filling into the oil chambers (pulley oil chambers 63 and 64) continues for a predetermined time, driving of the hydraulic sources (oil pumps 14 and 15) is stopped,
After the drive of the hydraulic source (oil pumps 14 and 15) is stopped, if there is a start request, the hydraulic source (oil pumps 14 and 15) is re-driven (FIGS. 2 and 3).
For this reason, it is possible to provide a hydraulic control method for a vehicle (FF hybrid vehicle) that ensures start response to a start request while suppressing energy loss while the vehicle is stopped.

(2) A rotating shaft (pulley) that rotates the fixed side member (fixed side drum 61) and the movable side member (movable side drum 62) after the vehicle stops for a predetermined time during which the drive of the hydraulic pressure source (oil pumps 14, 15) is continued. The rotation time is set to a time required to suppress the movement of the oil seal 65 after confirming the stop of the rotation shaft (pulley rotation shaft) (FIG. 3).
For this reason, in addition to the effect of (1), by setting the start reference of the drive duration time of the oil pumps 14 and 15 to the time from the confirmation of the stop of the rotary shaft, the hydraulic oil from the oil pumps 14 and 15 can be filled. When stopped, the axial movement of the oil seal 65 can be reliably suppressed.

(3) Filling the oil chamber (pulley oil chambers 63, 64) with hydraulic oil for a predetermined time and stopping the hydraulic power source (oil pumps 14, 15), then the oil chamber (pulley oil chambers 63, 64) When the absolute value of the oil pressure decrease gradient is equal to or greater than a predetermined value (constant), the drive of the oil pressure source (oil pumps 14, 15) is resumed and the oil pressure source (oil pumps 14, 15) is driven. Is continued for a predetermined time (FIG. 3).
For this reason, in addition to the effect of (1) or (2), when the oil pumps 14 and 15 continue to be driven after the vehicle is stopped, if oil leakage from the oil seal 65 is confirmed, the oil tightness is secured again. It is possible to correct the position of the oil seal 65 to the position to be performed.

(4) The transmission is arranged in a power transmission system from the (horizontal engine 2, motor generator 4) to the drive wheels (left and right front wheels 10L, 10R), and is a continuously variable transmission having a primary pulley 6a and a secondary pulley 6b ( Belt type continuously variable transmission 6),
The hydraulic control circuit (control valve unit 6d) is a primary pulley oil chamber that determines the gear ratio of the continuously variable transmission (belt type continuously variable transmission 6) based on the discharge hydraulic oil from the hydraulic source (oil pumps 14 and 15). 63 and the hydraulic pressure supplied to the secondary pulley oil chamber 64,
The oil seal 65 is interposed between a fixed side member (fixed side drum 61) and a movable side member (movable side drum 62) that form the primary pulley oil chamber 63 and the secondary pulley oil chamber 64, respectively (FIG. 2). ).
For this reason, in addition to the effects (1) to (3), in the vehicle (FF hybrid vehicle) equipped with the belt-type continuously variable transmission 6, the start response to the start request is suppressed while suppressing the energy loss during the stop. Can be secured.

(5) The movable member (movable drum 62) is slidable in the axial direction with respect to the fixed member (fixed drum 61).
The oil seal 65 includes a seal ring part 65a having a square cross section disposed via a gap in the axial direction with respect to a seal groove 61a having a square cross section formed on the fixed side member (fixed side drum 61), and a seal ring part. And an urging portion (O-ring 65b) disposed in contact with the inner peripheral surface position of 65a, and the outer peripheral surface of the seal ring portion 65a is in urging contact with the inner surface 62a of the movable side member (movable side drum 62). (FIG. 2).
For this reason, in addition to the effect of (4), when the oil pumps 14 and 15 are continuously driven after the vehicle is stopped, the oil seal 65 has a high oil tightness by setting the side surface pressing position of the seal ring portion 65a and the seal groove 61a. Can be secured.

(6) A transmission-equipped vehicle (FF hybrid vehicle) is an electric vehicle equipped with a motor generator 4 as a drive source.
The hydraulic pressure source that is driven even when the vehicle stops from decelerating is a mechanical oil pump (main oil pump 14) driven by the motor generator 4 (FIG. 2).
For this reason, in addition to the effects (1) to (5), the sub oil pump 15 that is an electric oil pump can be eliminated, and the cost can be reduced and the unit can be downsized.

(7) A transmission-equipped vehicle (FF hybrid vehicle) is a vehicle equipped with an engine (horizontal engine 2) as a drive source, and the automatic stop / automatic start of the engine (horizontal engine 2) An engine automatic stop control unit (engine control module 82) that controls based on (coast stop conditions) is provided.
The hydraulic pressure source that is driven even when the vehicle stops from decelerating is an electric oil pump (sub oil pump 15) driven by an electric motor 15a (FIG. 3).
For this reason, in addition to the effects of (1) to (5), in a vehicle (FF hybrid vehicle) equipped with an engine that performs engine automatic stop control (horizontal engine 2), energy loss during stopping can be suppressed, and fuel efficiency can be reduced. Improvements can be made.

(8) A transmission (belt type continuously variable transmission 6) disposed in a power transmission system from the drive source (horizontal engine 2, motor generator 4) to the drive wheels (left and right front wheels 10L, 10R);
A hydraulic control circuit (control) that generates hydraulic pressure to be supplied to the oil chambers (pulley oil chambers 63 and 64) of the transmission (belt type continuously variable transmission 6) based on the discharge hydraulic oil from the hydraulic source (oil pumps 14 and 15). A valve unit 6d),
Between the fixed side member (fixed side drum 61) and the movable side member (movable side drum 62) forming the oil chamber (pulley oil chambers 63, 64) of the transmission (belt type continuously variable transmission 6). , An oil seal 65 interposed annularly around the rotation center axis (pulley rotation center axis CLpri, CLsec),
A transmission hydraulic pressure control unit (CVT control unit 84) for controlling a hydraulic pressure source (oil pumps 14 and 15) and a hydraulic pressure control circuit (control valve unit 6d);
In a vehicle equipped with a transmission (FF hybrid vehicle) comprising:
The transmission hydraulic pressure control unit (CVT control unit 84) drives the hydraulic pressure source (oil pumps 14, 15) even after the vehicle stops from deceleration, thereby driving the hydraulic pressure source (oil pumps 14, 15). Continue to fill the oil chamber (pulley oil chambers 63, 64) by discharging from the hydraulic chamber,
When hydraulic oil filling into the oil chambers (pulley oil chambers 63 and 64) continues for a predetermined time, driving of the hydraulic sources (oil pumps 14 and 15) is stopped,
After the drive of the hydraulic source (oil pumps 14 and 15) is stopped, when there is a start request, a process of re-driving the hydraulic source (oil pumps 14 and 15) is performed.
Therefore, it is possible to provide a hydraulic control device for a vehicle (FF hybrid vehicle) that secures start response to a start request while suppressing energy loss while the vehicle is stopped.

  As described above, the hydraulic control method and the control device for a vehicle equipped with a transmission according to the present invention have been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the scope of the claims is as follows. Design changes and additions are allowed without departing from the spirit of the invention according to each claim.

  In the first embodiment, as the oil seal 65, a seal ring portion 65a having a square cross section disposed in a seal groove 61a having a square cross section formed on the stationary drum 61, and an inner peripheral surface position of the seal ring portion 65a are contacted. The example comprised by the arrange | positioned O-ring 65b (biasing part) was shown. However, as shown in FIG. 7, the oil seal 65 includes a seal ring portion 65a having a square cross section disposed in a seal groove 61a having a square cross section formed in the stationary drum 61, and an inner portion of the seal ring portion 65a. It is good also as an example comprised by the coil spring 65c (biasing part) arrange | positioned in contact with the curved-surface recessed part position of a surrounding surface.

  In the first embodiment, as an example, a belt-type continuously variable transmission 6 in which the belt 6c is stretched between the primary pulley 6a and the secondary pulley 6b and the primary pulley pressure and the secondary pulley pressure are used as the transmission hydraulic pressure is used as the transmission. However, as an example of a transmission, an automatic transmission called step AT, an AMT that automatically shifts with a manual transmission structure, a DCT that has two clutches and that automatically shifts with a manual transmission structure, and the like may be used. good.

  In Example 1, the example of the primary pulley oil chamber 63 and the secondary pulley oil chamber 64 was shown as an oil chamber. However, if the oil chamber is an oil chamber in which there is a concern of hydraulic oil leakage from the oil seal, for example, a clutch piston oil chamber for engaging a multi-plate clutch and a brake piston oil chamber for engaging a multi-plate brake. Also good.

  In the first embodiment, an example of an FF hybrid vehicle in which the main oil pump 14 and the sub oil pump 15 are mounted as the hydraulic source is shown. However, the hydraulic power source may be a vehicle equipped with only one of the mechanical oil pump and the electric oil pump.

  In the first embodiment, an example in which the control device of the present invention is applied to an FF hybrid vehicle with a drive format of 1 motor and 2 clutches is shown. However, the control device of the present invention can be applied to engine vehicles other than hybrid vehicles, electric vehicles, fuel cell vehicles, and the like. In short, the present invention can be applied to a vehicle in which a transmission by hydraulic control is arranged in a power transmission system from a driving source to driving wheels.

2 Horizontal engine (drive source, engine)
3 First clutch 4 Motor generator (drive source)
5 Second clutch 6 Belt type continuously variable transmission (transmission)
6a Primary pulley 6b Secondary pulley 6c Belt 6d Control valve unit (hydraulic control circuit)
61 Fixed drum (fixed member)
61a Seal groove 62 Movable drum (movable member)
62a Drum inner surface 63 Primary pulley oil chamber (oil chamber)
64 Secondary pulley oil chamber (oil chamber)
65 Oil seal 65a Seal ring part 65b O-ring (biasing part)
65c Coil spring (biasing part)
10L, 10R Left and right front wheels (drive wheels)
14 Main oil pump (Mechanical oil pump)
15 Sub oil pump (electric oil pump)
82 Engine control module (Engine automatic stop control unit)
84 CVT control unit (transmission hydraulic control unit)

Claims (8)

A transmission disposed in a power transmission system from the drive source to the drive wheels;
A hydraulic control circuit for producing hydraulic pressure to be supplied to the oil chamber of the transmission based on the hydraulic discharge oil from the hydraulic source;
In a transmission-equipped vehicle comprising: an oil seal interposed between a fixed-side member and a movable-side member forming an oil chamber of the transmission and annularly around a rotation center axis;
When the vehicle stops from decelerating, by driving the hydraulic source even after stopping, the hydraulic oil is continuously charged into the oil chamber by discharging from the hydraulic source,
When the hydraulic oil filling into the oil chamber continues for a predetermined time, the driving of the hydraulic source is stopped,
A hydraulic control method for a vehicle equipped with a transmission, wherein the hydraulic power source is re-driven when a start request is made after driving of the hydraulic power source is stopped. In the hydraulic control method for a vehicle with a transmission according to claim 1,
The oil seal moves after confirming the stop of the rotating shaft after confirming the stop of the rotating shaft after confirming that the rotating shaft that rotates the fixed side member and the movable side member is rotated after a predetermined time during which the drive of the hydraulic power source is continued. A method and a control apparatus for hydraulic control of a vehicle equipped with a transmission, characterized in that the time required for suppressing the transmission is set. In the hydraulic control method for a vehicle with a transmission according to claim 1 or 2,
After the hydraulic oil filling in the oil chamber is continued for a predetermined time and driving of the hydraulic pressure source is stopped, the hydraulic pressure drop in the oil chamber is monitored, and when the absolute value of the hydraulic pressure decrease gradient is equal to or greater than a predetermined value, the hydraulic pressure A hydraulic control method for a vehicle equipped with a transmission, wherein driving of the power source is resumed and driving of the hydraulic power source is continued for a predetermined time. In the hydraulic control method for a vehicle with a transmission according to any one of claims 1 to 3,
The transmission is a continuously variable transmission that is disposed in a power transmission system from a driving source to driving wheels and includes a primary pulley and a secondary pulley,
The hydraulic control circuit creates hydraulic pressure to be supplied to a primary pulley oil chamber and a secondary pulley oil chamber that determines a transmission ratio of the continuously variable transmission based on discharge hydraulic oil from the hydraulic source,
The oil pressure control method for a vehicle equipped with a transmission, wherein the oil seal is interposed between a fixed side member and a movable side member that respectively form the primary pulley oil chamber and the secondary pulley oil chamber. In the hydraulic control method for a vehicle with a transmission according to claim 4,
The movable side member is slidable in the axial direction with respect to the fixed side member,
The oil seal includes a seal ring portion having a square cross section disposed through a gap in the axial direction with respect to a seal groove having a square cross section formed on the fixed side member, and an inner peripheral surface position of the seal ring portion. A hydraulic control method for a vehicle equipped with a transmission, characterized in that the outer peripheral surface of the seal ring portion is in urging contact with the inner surface of the movable member. In the hydraulic control method for a vehicle with a transmission according to any one of claims 1 to 5,
The transmission-equipped vehicle is an electric vehicle equipped with a motor generator as a drive source,
The hydraulic control method for a vehicle equipped with a transmission, wherein the hydraulic pressure source that is driven even when the vehicle stops from being decelerated is a mechanical oil pump that is driven by the motor generator. In the hydraulic control method for a vehicle with a transmission according to any one of claims 1 to 5,
The transmission-equipped vehicle is a vehicle equipped with an engine as a drive source, and includes an engine automatic stop control unit that controls automatic stop / automatic start of the engine based on an automatic stop condition.
The hydraulic control method for a vehicle equipped with a transmission, wherein the hydraulic pressure source that is driven even when the vehicle is stopped from deceleration is an electric oil pump that is driven by an electric motor. A transmission disposed in a power transmission system from the drive source to the drive wheels;
A hydraulic control circuit for generating hydraulic pressure to be supplied to the oil chamber of the transmission by a discharge hydraulic oil from a hydraulic source;
An oil seal interposed between the fixed side member and the movable side member forming the oil chamber and annularly disposed around the rotation center axis;
A transmission hydraulic control unit for controlling the hydraulic source and the hydraulic control circuit;
In a vehicle equipped with a transmission comprising
When the vehicle stops from decelerating, the transmission hydraulic control unit continues to fill the hydraulic chamber with the hydraulic chamber by discharging from the hydraulic source by driving the hydraulic source even after stopping.
When the hydraulic oil filling into the oil chamber continues for a predetermined time, the driving of the hydraulic source is stopped,
A hydraulic control device for a vehicle equipped with a transmission, characterized in that after the drive of the hydraulic source is stopped, a process for re-driving the hydraulic source is performed when a start request is made.