JP6320541B2 - Hydraulic control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a mechanical oil pump operated by an engine or a motor, an electric oil pump operated by an electric motor other than the motor, a friction clutch provided between the engine and the motor, and between the motor and the drive wheel. And a driving force transmission mechanism provided in the vehicle.

Conventionally, an engine, a motor, a friction clutch provided between the engine and the motor, a driving force transmission mechanism provided between the motor and the driving wheel, a mechanical oil pump operated by the motor, and a motor In a hybrid vehicle equipped with an electric oil pump operated by another electric motor, when the discharge amount of the mechanical oil pump falls below the required oil amount, the electric oil pump is operated and the discharge of the electric oil pump 2. Description of the Related Art A hybrid vehicle hydraulic control device that covers a necessary oil amount by an oil amount is known (see, for example, Patent Document 1).
In this hybrid vehicle hydraulic control device, a check valve is provided in each of the oil passage through which the discharge oil of the mechanical oil pump flows and the oil passage through which the discharge oil of the electric oil pump flows, so that the oil pump having the larger discharge oil amount is provided. The hydraulic oil is supplied to the friction clutch and the driving force transmission mechanism.

JP 2004-11819 A

  By the way, in the conventional hydraulic control apparatus for a hybrid vehicle, when the oil passage for supplying hydraulic oil to the friction clutch is on the downstream side of the oil passage for supplying hydraulic oil to the driving force transmission mechanism, that is, the oil pump discharge oil. Is supplied to the driving force transmission mechanism, and the excess oil is supplied to the friction clutch. In this case, if the amount of oil discharged from the oil pump is not greater than the amount of oil required by the driving force transmission mechanism, the amount of oil supplied to the friction clutch cannot be sufficiently covered, and the operation response of the friction clutch is reduced. Problem arises.

  The present invention has been made paying attention to the above problems, and prevents the friction clutch from deteriorating in operation response even when the oil supply path to the friction clutch is downstream of the oil supply path to the driving force transmission mechanism. It is an object of the present invention to provide a hydraulic control apparatus for a hybrid vehicle that can be used.

In order to achieve the above object, a hydraulic control apparatus for a hybrid vehicle according to the present invention is provided with an engine, a motor that outputs a driving force of the vehicle and starts the engine, and is provided between the engine and the motor and is operated by hydraulic oil. A friction clutch, a driving force transmission mechanism that is provided between the motor and the driving wheel and is operated by hydraulic oil, a mechanical oil pump that is operated by either the engine or the motor, and an electric motor different from the motor It is mounted on a hybrid vehicle including an electric oil pump that is operated, and includes a line pressure oil passage, a line pressure control valve, a switching valve, and an oil passage control means.
The line pressure oil passage supplies hydraulic oil discharged from a mechanical oil pump to a driving force transmission mechanism.
The line pressure control valve is provided in the line pressure oil passage, adjusts the oil pressure of the line pressure oil passage, and supplies surplus oil in the line pressure oil passage to the friction clutch via the clutch pressure oil passage.
The switching valve is provided in a discharge oil passage of the electric oil pump, and connects the discharge oil passage to one of a line pressure oil passage and a clutch pressure oil passage.
The oil passage control means controls an electric oil pump, a line pressure control valve, and a switching valve. When the driving force transmission mechanism and the friction clutch are operated with hydraulic oil, the electric oil pump is activated if the amount of oil discharged from the mechanical oil pump is less than the amount of hydraulic oil required by the driving force transmission mechanism and the friction clutch. The discharge oil passage is connected to the clutch pressure oil passage by the switching valve.

Therefore, in the hybrid vehicle hydraulic control apparatus of the present invention, when the driving force transmission mechanism and the friction clutch are operated by the hydraulic oil, the amount of oil discharged from the mechanical oil pump is the amount of hydraulic oil required by the driving force transmission mechanism and the friction clutch. If less, the electric oil pump is operated, and the discharge oil path is connected to the clutch pressure oil path by the switching valve.
Therefore, the discharge oil of the electric oil pump can be supplied from the discharge oil passage to the friction clutch via the switching valve, and the operation responsiveness of the friction clutch can be prevented from being lowered.
In other words, by operating the electric oil pump and connecting the discharge oil passage to the clutch pressure oil passage, the hydraulic oil discharged from the electric oil pump is directly supplied to the friction clutch to ensure the hydraulic pressure necessary for the operation of the friction clutch can do.
As a result, even if the clutch pressure oil path (oil supply path to the friction clutch) is on the downstream side of the line pressure oil path (oil supply path to the driving force transmission mechanism), the operation response of the friction clutch at engine start-up Can be prevented.

1 is an overall system diagram illustrating a hybrid vehicle to which a hydraulic control device according to a first embodiment is applied. FIG. 2 is a hydraulic circuit diagram illustrating a hydraulic control circuit included in the hybrid vehicle according to the first embodiment. 3 is a flowchart illustrating a flow of an engine start hydraulic circuit control process executed in the first embodiment. It is a hydraulic circuit diagram which shows the hydraulic control circuit of the hydraulic control apparatus for hybrid vehicles of a comparative example. 6 is a time chart showing characteristics of an accelerator opening, a vehicle speed, an engine start flag, a motor rotation speed, an engine rotation speed, and a primary pulley input rotation speed when an engine start request is generated in a hydraulic control apparatus of a comparative example. In the hydraulic control device of the comparative example, the required system oil amount, mechanical oil pump supply oil amount, driving force transmission mechanism required oil amount, first clutch (CL1) required oil amount, motor torque, engine torque when an engine start request is generated It is a time chart which shows each characteristic of. In the hydraulic control apparatus according to the first embodiment, the time indicating the characteristics of the accelerator opening, the vehicle speed, the engine start flag, the motor speed, the engine speed, the primary pulley input speed, and the electric oil pump speed when the engine start request is generated It is a chart. In the hydraulic control apparatus according to the first embodiment, the amount of oil supplied to the system when the engine start request is generated, the amount of oil required for the system, the amount of oil supplied to the mechanical oil pump, the amount of oil required for the driving force transmission mechanism, the amount of oil supplied to the electric oil pump It is a time chart which shows each characteristic of clutch (CL1) demand oil amount. 3 is a time chart showing characteristics of an electric oil pump flag, a switching valve state, and a line pressure control valve state when an engine start request is generated in the hydraulic control apparatus according to the first embodiment. In the hydraulic control apparatus according to the first embodiment, motor torque, engine torque, system requirement mechanical oil pump hydraulic pressure, mechanical oil pump supply hydraulic pressure, driving force transmission mechanism required hydraulic pressure, electric oil pump supply hydraulic pressure It is a time chart which shows each characteristic of 1 clutch (CL1) demand oil pressure. 6 is a flowchart showing a flow of an engine start hydraulic circuit control process executed in a second embodiment.

  EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the hydraulic control apparatus for hybrid vehicles of this invention is demonstrated based on Example 1 and Example 2 which are shown in drawing.

Example 1
First, the configuration of the hybrid vehicle hydraulic control apparatus according to the first embodiment will be described by dividing it into “the overall system configuration of the hybrid vehicle”, “detailed configuration of the hydraulic control circuit”, and “engine startup hydraulic circuit control processing configuration”.

[Overall system configuration of hybrid vehicle]
FIG. 1 is an overall system diagram showing a hybrid vehicle to which the control device of the first embodiment is applied. Hereinafter, the overall system configuration of the hybrid vehicle according to the first embodiment will be described with reference to FIG.

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

  The starter motor 1 has a motor shaft provided with a pinion gear 18. The pinion gear 18 meshes with a ring gear 17 provided on the crankshaft of the engine 2. When the engine 2 is in the starter start mode, the pinion gear 18 meshes with the ring gear 17 and the starter motor 1 rotates the crankshaft.

  The engine 2 is an engine disposed in the front room, and the crankshaft direction is along the vehicle width direction. The engine 2 includes a crankshaft rotation sensor 13 that detects reverse rotation of the crankshaft. The starting method of the engine 2 includes a “starter starting mode” for cranking by the starter motor 1 and a “drive source starting mode” for fastening the first clutch 3 and cranking by the motor / generator 4. When an engine start request is generated, the engine is normally started in the “drive source start mode”. However, when the engine oil is not sufficiently supplied at a very low temperature, it takes time to engage the first clutch 3. For example, the “starter start mode” is selected.

The first clutch 3 is a friction clutch interposed between the engine 2 and the motor / generator 4. The first clutch 3 is operated by a hydraulic actuator that is operated by the hydraulic pressure of the hydraulic oil. For example, a dry clutch that is in a released state (normally open) when the hydraulic pressure is not applied by an urging force of a diaphragm spring is used.
The first clutch 3 controls between the engine 2 and the motor / generator 4 to complete engagement / slip engagement / release according to the hydraulic pressure applied to the hydraulic actuator. The first clutch 3 transmits motor torque and engine torque to the second clutch 5 when in the fully engaged state, and transmits only motor torque to the second clutch 5 when in the released state.
The complete engagement / slip engagement / release control of the first clutch 3 is performed by stroke control for the hydraulic actuator.

  The motor / generator 4 is a three-phase AC permanent magnet type synchronous motor connected to the engine 2 via a first clutch 3. The motor / generator 4 uses a high-power battery 21 described later as a power source, and an inverter 26 is connected to the stator coil via an AC harness 27. The inverter 26 converts direct current into three-phase alternating current during power running and converts the three-phase alternating current into direct current during regeneration.

The second clutch 5 is a multi-plate friction clutch interposed between the motor / generator 4 and the left and right front wheels 10L, 10R as driving wheels. The second clutch 5 is a wet clutch that operates by hydraulic pressure of hydraulic oil (second clutch hydraulic pressure), and complete engagement / slip engagement / release is controlled by the magnitude of the second clutch hydraulic pressure.
The second clutch 5 of the first embodiment uses the forward clutch 5a and the reverse brake 5b provided in the forward / reverse switching mechanism of the continuously variable transmission 6 using planetary gears. 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 continuously variable transmission 6 is a belt-type continuously variable transmission having a primary pulley 6a, a secondary pulley 6b, and a pulley belt 6c spanned between the primary pulley 6a and the secondary pulley 6b. The primary pulley 6a and the secondary pulley 6b each change the pulley width by supplying hydraulic pressure, and change the diameter of the surface sandwiching the pulley belt 6c to freely control the gear ratio (pulley ratio).

  In this hybrid vehicle, the driving force transmission mechanism Sup is composed of the second clutch 5 and the continuously variable transmission 6. The driving force transmission mechanism Sup is provided between the motor / generator 4 and the left and right front wheels 10L, 10R, and is operated by hydraulic oil to transmit the driving force from the traveling drive source to the driving wheels.

  Further, the input gear of the mechanical oil pump 14 is connected to the motor output shaft 4a of the motor / generator 4 via the chain 4b. The mechanical oil pump 14 is an oil pump that is operated by the rotational driving force of the motor / generator 4. For example, a gear pump or a vane pump is used. The mechanical oil pump 14 can discharge oil regardless of the rotation direction of the motor / generator 4. Further, here, as the oil pump, an electric oil pump 15 that is operated by the rotational driving force of the sub motor 12 is provided. The sub motor 12 is an electric motor provided separately from the motor / generator 4.

The mechanical oil pump 14 and the electric oil pump 15 are oil supply sources for supplying hydraulic oil to the first and second clutches 3 and 5 and the continuously variable transmission 6. In this oil supply source, when the amount of oil discharged from the mechanical oil pump 14 is sufficient, the sub motor 12 is stopped and the electric oil pump 15 is stopped. When the discharge oil amount of the mechanical oil pump 14 decreases, the sub motor 12 is driven to operate the electric oil pump 15, and the hydraulic oil is discharged from the electric oil pump 15.
A three-phase AC permanent magnet synchronous motor capable of controlling the motor rotation speed is used as the sub motor 12.

In this hybrid vehicle, the first clutch 3, the motor / generator 4 and the second clutch 5 constitute a one-motor / two-clutch hybrid drive system. The main drive modes of this system are “EV mode” and “HEV”. Mode "and" HEV WSC mode ".
The “EV mode” is an electric vehicle mode in which the first clutch 3 is released, the second clutch 5 is engaged, and only the motor / generator 4 is used as a drive source.
The “HEV mode” is a hybrid vehicle mode in which the first and second clutches 3 and 5 are engaged and the engine 2 and the motor / generator 4 are used as drive sources.
In the “HEV WSC mode”, the engine 2 is driven to engage the first clutch 3, the motor / generator 4 is controlled to rotate the motor, and the second clutch 5 is slip-engaged with a capacity corresponding to the required driving force. CL2 slip engagement mode. This “HEV WSC mode” is different from the engine 2 (over idling speed) in the starting area after stopping in the “HEV mode” when the drive system does not have a rotation differential absorption joint such as a torque converter. It is selected to absorb the rotational difference between the front wheels 10L and 10R by the second clutch slip engagement.

  The regenerative cooperative brake unit 16 shown in FIG. 1 controls the total braking torque in accordance with the regenerative operation in principle when the brake is operated. The regenerative cooperative brake unit 16 includes a brake pedal, a negative pressure booster that uses the intake negative pressure of the engine 2, and a master cylinder. Then, during the brake operation, cooperative control for the regenerative / hydraulic pressure is performed such that the amount of subtraction of the regenerative braking force from the required braking force based on the pedal operation amount is shared by the hydraulic braking force.

  The hybrid vehicle power supply system shown in FIG. 1 includes a high-power battery 21 and a 14V battery 22 as shown in FIG.

  The high-power battery 21 is a chargeable / dischargeable secondary battery, and supplies power to the motor / generator 4 and charges power regenerated by the motor / generator 4. The high-power battery 21 is, 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. The high-power battery 21 has a built-in junction box in which relay circuits for supplying / cutting off / distributing high-power are integrated. Further, the high-power battery 21 is provided with a cooling fan unit 24 having a battery cooling function, and a lithium battery controller 86 for monitoring a battery charge capacity (battery SOC) and a battery temperature.

  The high-power battery 21 and the motor / generator 4 are connected through a DC harness 25, an inverter 26, and an AC harness 27 in this order. 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 a three-phase alternating current to the AC harness 27 during powering that drives the motor / generator 4 by discharging the high-power battery 21. Further, the inverter 26 converts the three-phase alternating current from the AC harness 27 into direct current to the DC harness 25 at the time of regeneration in which the high-power battery 21 is charged by power generation by the motor / generator 4. Further, the inverter 26 reverses the output rotation of the motor / generator 4 by reversing the phase of the generated drive current.

  The high-power battery 21 and the sub motor 12 are connected via a DC harness 25, an oil pump inverter 28, and an AC harness 29 in this order. An oil pump motor controller 85 that controls the motor speed of the sub motor 12 is attached to the oil pump inverter 28.

  The 14V battery 22 is a secondary battery mounted as a power source of an electrical device (not shown) that is mainly a 14V system load, and is, for example, a lead battery mounted in an engine vehicle or the like. The 14V battery 22 is connected to the DC harness 25 via a DC / DC converter 35. The DC / DC converter 35 converts a voltage of several hundred volts from the high voltage battery 21 into 15V, and the hybrid control module 81 manages the charge amount of the 14V battery 22 by controlling the DC / DC converter 35.

  That is, as shown in FIG. 1, the hybrid vehicle control system includes a hybrid control module 81 (oil path control means, abbreviated as “HCM”) that has a function of appropriately managing energy consumption of the entire vehicle. As control means connected to the hybrid control module 81, an engine control module 82 (abbreviated as “ECM”), a motor controller 83 (abbreviated as “MC”), and a CVT control unit 84 (abbreviated as “CVTCU”) , An oil pump motor controller 85 and a lithium battery controller 86 (abbreviation: “LBC”). These control means including the hybrid control module 81 are connected via a CAN communication line 90 (CAN is an abbreviation for “Controller Area Network”) so that bidirectional information can be exchanged.

The hybrid control module 81 performs various controls based on input information from each control means, an ignition switch 91, an accelerator opening sensor 92, a vehicle speed sensor 93, and the like.
The hybrid control module 81 is an oil passage control unit that controls the amount of oil discharged from the electric oil pump 15, a line pressure control valve 102 described later, and a switching valve 107 described later. That is, when the hybrid control module 81 drives the sub motor 12 to operate the electric oil pump 15, the hybrid control module 81 is electrically driven according to the amount of oil discharged from the mechanical oil pump 14 (calculated from the detection value of the motor rotation speed sensor 87). The number of revolutions of the oil pump 15 is controlled. Further, the switching control of the switching valve 107 is performed according to the temperature of the second clutch 5 (detected by the clutch temperature sensor 88) and the amount of oil discharged from the mechanical oil pump 14.

  The engine control module 82 performs fuel injection control, ignition control, fuel cut control, and the like of the engine 2. The motor controller 83 outputs a command to the inverter 26 to perform power running control, regenerative control, and the like of the motor / generator 4. The oil pump motor controller 85 controls the motor speed of the sub motor 12. The lithium battery controller 86 manages the battery SOC, battery temperature, etc. of the high-power battery 21.

  The CVT control unit 84 performs shift control so as to achieve a shift command from the hybrid control module 81. In this shift control, the hydraulic pressure supplied to the primary pulley 6a of the continuously variable transmission 6 and the secondary pulley 6b are supplied with the line pressure PL supplied via the hydraulic control circuit 100 (see FIG. 2) as the original pressure. Control each oil pressure. The excess oil generated when the hydraulic pressure supplied from the line pressure PL to the primary pulley 6 a and the hydraulic pressure supplied to the secondary pulley 6 b are generated is supplied to the first clutch 3.

Further, the second clutch input rotational speed (detected by the motor rotational speed sensor 87) and the second clutch output rotational speed (detected by the second clutch output rotational speed sensor 89) are input to the CVT control unit 84. Then, the first clutch control and the second clutch control are performed so that the first clutch control command and the second clutch control command from the hybrid control module 81 are achieved.
In this first clutch control, the hydraulic pressure generated by surplus oil generated when the hydraulic pressure supplied to the second clutch 5 is created, or the discharge pressure of the electric oil pump 15 is used as the original pressure to supply the first clutch 3. To control the hydraulic pressure. In the second clutch control, the hydraulic pressure supplied to the second clutch 5 is controlled using the line pressure PL supplied via the hydraulic pressure control circuit 100 as a base pressure.

[Detailed configuration of hydraulic control circuit]
FIG. 2 is a hydraulic circuit diagram illustrating a hydraulic control circuit provided in the hybrid vehicle of the first embodiment. The detailed configuration of the hydraulic control circuit according to the first embodiment will be described below with reference to FIG.

The hydraulic control circuit 100 adjusts the discharge pressure of an oil supply source including the mechanical oil pump 14 or the electric oil pump 15 to the line pressure PL, and supplies it to the driving force transmission mechanism Sup. In this hydraulic control circuit 100, surplus oil generated when hydraulic oil is supplied to the driving force transmission mechanism Sup is supplied to the first clutch 3, and surplus generated when hydraulic oil is supplied to the first clutch 3. Supply oil to the clutch cooling system Lub. The “clutch cooling system Lub” is a circuit that cools and lubricates the second clutch 5 that is a power transmission clutch in the driving force transmission mechanism Sup.
Further, in the hydraulic control circuit 100, the switching valve 107 is switched to supply the hydraulic oil discharged from the electric oil pump 15 directly to the first clutch 3.

  That is, as shown in FIG. 2, the hydraulic control circuit 100 according to the first embodiment includes a mechanical oil pump 14, an electric oil pump 15, a line pressure oil passage 101, a line pressure control valve 102, and a clutch pressure oil passage. 103, a clutch pressure control valve 104, a cooling oil passage 105, an electric oil pump discharge oil passage 106, and a switching valve 107.

  The mechanical oil pump 14 has a line pressure oil passage 101 connected to the discharge port 14a and a suction oil passage 109 connected to the suction port 14b. The tip of the suction oil passage 109 is inserted into the strainer 108. The mechanical oil pump 14 operates when the motor / generator 4 is driven to rotate, sucks the hydraulic oil stored in the strainer 108 via the suction oil passage 109, and supplies the hydraulic oil to the line pressure oil passage 101. Discharge. The discharge pressure at this time depends on the rotational speed of the motor / generator 4.

  In the electric oil pump 15, an electric oil pump discharge oil passage 106 is connected to the discharge port 15a, and a suction oil passage 109 is connected to the suction port 15b. The tip of the suction oil passage 109 is inserted into the strainer 108. The electric oil pump 15 operates when the sub motor 12 is driven to rotate, sucks the hydraulic oil stored in the strainer 108 via the suction oil passage 109, and discharges the hydraulic oil to the electric oil pump discharge oil passage 106. To do. The discharge pressure at this time depends on the rotation speed of the sub motor 12.

  The line pressure oil passage 101 is an oil passage that supplies hydraulic oil discharged from the mechanical oil pump 14 or hydraulic oil discharged from the electric oil pump 15 to the driving force transmission mechanism Sup. The line pressure oil passage 101 includes a first supply passage 101a, a second supply passage 101b, and a first pressure adjustment passage 101c.

  One end of the first supply path 101a is connected to the discharge port 14a of the mechanical oil pump 14, and the other end is connected to the first pressure regulating path 101c. A first check valve 110a is provided in the middle of the first supply path 101a to prevent hydraulic oil from flowing from the driving force transmission mechanism Sup side to the mechanical oil pump 14 side.

  The second supply path 101b has one end connected to the hydraulic pressure supply side port 107a of the switching valve 107 and the other end connected to the first supply path 101a. Here, the other end of the second supply path 101b is connected to a downstream position of the first check valve 110a (between the first check valve 110a and the first pressure regulating path 101c). A second check valve 110b is provided in the middle of the second supply path 101b to prevent hydraulic oil from flowing from the driving force transmission mechanism Sup side to the electric oil pump 15 side.

  Further, the first check valve 110 a opens when the discharge pressure of the mechanical oil pump 14 is higher than the discharge pressure of the electric oil pump 15. The second check valve 110 b opens when the discharge pressure of the electric oil pump 15 is higher than the discharge pressure of the mechanical oil pump 14. As a result, the hydraulic oil discharged from the oil pump having a high discharge pressure out of the discharge pressure of the mechanical oil pump 14 and the discharge pressure of the electric oil pump 15 flows into the driving force transmission mechanism Sup.

One end of the first pressure regulating path 101c is connected to the first supply path 101a, and a line pressure control valve 102 is provided at the downstream end. The first pressure regulating path 101c includes a first branch path 101d through which hydraulic oil supplied to the continuously variable transmission 6 flows, and a second branch path 101e through which hydraulic oil supplied to the second clutch 5 flows. Yes. A transmission pressure regulating valve 111a is provided in the first branch path 101d. A second clutch pressure regulating valve 111b is provided in the second branch path 101e.
Here, the transmission pressure regulating valve 111a is a pressure regulating valve that regulates the transmission pressure supplied to the primary pulley 6a and the secondary pulley 6b using the line pressure PL in the line pressure oil passage 101 as a source pressure. The hydraulic fluid flowing through the first branch passage 101d is adjusted to the transmission pressure by the transmission pressure adjusting valve 111a, and the hydraulic pressure supplied to the primary pulley 6a using the transmission pressure as the original pressure and the secondary pulley 6b The pressure is adjusted to the supplied hydraulic pressure.
Further, the second clutch pressure adjusting valve 111b adjusts the second clutch pressure supplied to the forward clutch 5a and the reverse brake 5b of the second clutch 5 by using the line pressure PL in the line pressure oil passage 101 as a base pressure. It is a valve. The hydraulic oil flowing through the second branch passage 101e is adjusted to the second clutch pressure by the second clutch pressure adjusting valve 111b, and the hydraulic pressure supplied to the forward clutch 5a using the second clutch pressure as a base pressure; The pressure is adjusted to the hydraulic pressure supplied to the reverse brake 5b.
The line pressure oil passage 101 is provided with a first pressure sensor 94 that detects the hydraulic oil pressure (line pressure PL) in the line pressure oil passage 101.

The line pressure control valve 102 uses a discharge pressure of the oil supply source (discharge pressure of the mechanical oil pump 14 or discharge pressure of the electric oil pump 15) as a source pressure to supply a line pressure PL to be supplied to the driving force transmission mechanism Sup. It is a pressure regulating valve that regulates pressure.
That is, the line pressure control valve 102 is configured such that the signal pressure and the spring force are applied to one (here, the right side) of the spool 102a and the line pressure PL is applied to the other (here, the left side). Then, the signal pressure changes according to the instruction value from the hybrid control module 81, and when the force from the right side of the spool 102a wins, the escape point of the hydraulic oil supplied to the line pressure oil passage 101 disappears, and the line pressure PL increases. If the line pressure PL increases too much, the force for pushing the spool 102a from the left side increases, and the pressure for releasing the pressure is opened to reduce the pressure, thereby adjusting the line pressure PL.
Here, the line pressure control valve 102 has a clutch pressure supply port 102 b to which the clutch pressure oil passage 103 is connected, and a drain port (not shown) connected to the drain circuit 112. The line pressure control valve 102 opens the clutch pressure supply port 102b while closing the drain port when the amount of oil supplied from the oil supply source exceeds the amount of oil required in the line pressure oil passage 101, and opens the clutch pressure oil. Hydraulic oil is supplied to the passage 103. When the amount of oil supplied to the clutch pressure oil passage 103 becomes sufficient, the drain port is opened and the excess oil is drained to the drain circuit 112.

  The clutch pressure oil passage 103 is an oil passage for supplying hydraulic oil drained from the line pressure oil passage 101 or hydraulic oil discharged from the electric oil pump 15 to the first clutch 3. The clutch oil passage 103 has a first clutch passage 103a and a second pressure adjustment passage 103b.

  The first clutch path 103a has one end connected to the engine start side port 107b of the switching valve 107 and the other end connected to the second pressure regulating path 103b.

One end of the second pressure adjusting path 103b is connected to the clutch pressure supply port 102b of the line pressure control valve 102, and a clutch pressure control valve 104 is provided at the downstream end. The second pressure adjusting path 103b has a branch path 103c through which hydraulic oil supplied to the first clutch 3 flows. And the 1st clutch pressure regulation valve 111c is provided in the branch path 103c.
Here, the first clutch pressure regulating valve 111 c is a pressure regulating valve that regulates the first clutch pressure supplied to the first clutch 3 using the clutch pressure in the clutch pressure oil passage 103 as a base pressure. The hydraulic fluid flowing through the branch path 103c is regulated to the first clutch pressure by the first clutch pressure regulating valve 111c.

The clutch pressure control valve 104 is a pressure regulating valve that regulates the clutch pressure supplied to the first clutch 3 using the surplus pressure in the line pressure oil passage 101 or the discharge pressure of the electric oil pump 15 as a source pressure.
That is, in the clutch pressure control valve 104, the second pressure regulating path 103b of the clutch pressure oil path 103 is connected to the input port 104a, and the cooling oil path 105 is connected to the drain port 104b. In the clutch pressure control valve 104, the spool is moved according to the instruction value from the hybrid control module 81, and the hydraulic oil in the second pressure regulating path 103b is released from the drain port 104b to the cooling oil path 105, thereby the clutch pressure. Adjust the pressure.

The cooling oil passage 105 is an oil passage for supplying hydraulic oil drained from the clutch pressure oil passage 103 to the clutch cooling system Lub, and one end is connected to the drain port 104b of the clutch pressure control valve 104 and the other end is a clutch. Connected to the cooling system Lub.
The hydraulic oil used in the clutch cooling system Lub is recovered by the strainer 108 via the drain circuit 112.

The electric oil pump discharge oil passage 106 has one end connected to the discharge port 15 a of the electric oil pump 15 and the other end connected to the input port 107 c of the switching valve 107. The electric oil pump discharge oil passage 106 supplies the hydraulic oil discharged from the electric oil pump 15 to the line pressure oil passage 101 or the clutch pressure oil passage 103 via the switching valve 107.
The electric oil pump discharge oil passage 106 is provided with a second pressure sensor 95 for detecting the discharge pressure of the electric oil pump 15 and a pressure leak valve 106a. When the discharge pressure of the electric oil pump 15 monitored by the second pressure sensor 95 reaches a predetermined upper limit pressure, the pressure leak valve 106a is opened, and the pressure in the electric oil pump discharge oil passage 106 is released.

The switching valve 107 is provided in the electric oil pump discharge oil passage 106, and the electric oil pump discharge oil passage 106 is connected to the line pressure oil passage 101 and the clutch pressure oil passage 103 based on a switching command from the hybrid control module 81. Connect to either of them. The switching valve 107 has an on / off solenoid and a switching valve.
When the input port 107c of the switching valve 107 communicates with the hydraulic pressure supply side port 107a, the electric oil pump discharge oil passage 106 and the second supply passage 101b of the line pressure oil passage 101 are connected. Further, when the input port 107 c of the switching valve 107 communicates with the engine start side port 107 b, the electric oil pump discharge oil passage 106 and the first clutch passage 103 a of the clutch pressure oil passage 103 are connected.

[Engine hydraulic circuit control processing configuration]
FIG. 3 is a flowchart showing the flow of engine start hydraulic circuit control processing executed in the first embodiment. Hereinafter, the engine start hydraulic circuit control processing configuration of the first embodiment will be described with reference to FIG.

In step S1, it is determined whether an engine start request has occurred. If YES (engine start requested), the process proceeds to step S2. If NO (no engine start request), step S1 is repeated.
Here, the engine start request is based on the accelerator opening (detected by the accelerator opening sensor 92) and the vehicle speed (detected by the vehicle speed sensor 93), and an operating point on a mode setting map (not shown) crosses the engine start line and is in HEV mode. Output when entering an area.

In step S2, following the determination that there is an engine start request in step S1, a hydraulic oil amount (CL1 required oil amount) necessary for engaging the first clutch 3 is set, and the process proceeds to step S3.
The “CL1 required oil amount” is the amount of oil supplied to the first clutch 3.

In step S3, following the setting of the CL1 required oil amount in step S2, a hydraulic oil amount (driving force transmission mechanism required oil amount) necessary for properly operating the second clutch 5 and the continuously variable transmission 6 is set. Then, the process proceeds to step S4.
Here, the “driving force transmission mechanism required oil amount” is a total value of the second clutch required oil amount set based on the target transmission torque of the second clutch 5 and a preset continuously variable transmission required oil amount. Set by.

In step S4, following the setting of the drive force transmission mechanism required oil amount in step S3, the hydraulic oil amount supplied from the mechanical oil pump 14 (mechanical oil pump supply oil amount) is the “CL1 set in step S2. It is determined whether or not it falls below the “system required oil amount” that is the sum of the “required oil amount” and the “driving force transmission mechanism required oil amount” set in step S3. That is, in this step S4, it is determined whether or not the oil discharged from the mechanical oil pump 14 can cover the required oil amount of the driving force transmission mechanism Sup and the required oil amount of the first clutch 3. If YES (mechanical oil pump supply oil amount <system required oil amount), the process proceeds to step S5. If NO (mechanical oil pump supply oil amount ≧ system required oil amount), the process proceeds to step S10.
Here, “the amount of oil supplied to the mechanical oil pump” is obtained based on the rotational speed of the motor / generator 4 that operates the mechanical oil pump 14 (detected by the motor rotational speed sensor 87).

In step S5, following the determination that mechanical oil pump supply oil amount <system required oil amount in step S4, the required oil amount of the driving force transmission mechanism Sup and the first clutch 3 If the required oil amount cannot be covered, the electric oil pump 15 is operated, and the process proceeds to step S6.
Here, the operation of the electric oil pump 15 is performed by supplying power from the high-power battery 21 to the sub motor 12 and driving the sub motor 12.

  In step S6, following the operation of the electric oil pump 15 in step S5, the switching valve 107 is controlled to be switched to the engine start side, the electric oil pump discharge oil path 106 is connected to the clutch pressure oil path 103, and the process proceeds to step S7. move on. As a result, the hydraulic oil discharged from the electric oil pump 15 flows into the clutch pressure oil passage 103.

  In step S7, following the switching control with the switching valve = engine start side in step S6, the line pressure control valve 102 is controlled to close, and the process proceeds to step S8. As a result, the line pressure oil passage 101 and the clutch pressure oil passage 103 are disconnected, and the clutch pressure oil passage 103 is disconnected from the line pressure oil passage 101.

In step S8, following the closing of the line pressure control valve 102 in step S7, the rotational speed of the electric oil pump 15 is controlled, and the process proceeds to step S9.
Here, the rotational speed control of the electric oil pump 15 is performed by performing the motor rotational speed control by the oil pump motor controller 85 so that the rotational speed of the sub motor 12 coincides with the target rotational speed. Further, the target rotational speed of the sub motor 12 is set according to the CL1 required oil amount set in step S2. That is, control is performed so that the amount of oil discharged from the electric oil pump 15 has a predetermined margin with respect to the CL1 required oil amount.

  In step S9, following the rotational speed control of the electric oil pump 15 in step S8, the clutch pressure in the clutch pressure oil passage 103 is adjusted by the clutch pressure control valve 104, and surplus oil resulting from the pressure adjustment is supplied to the cooling oil passage 105. To the clutch cooling system Lub, and proceed to return.

  In step S10, following the determination that the mechanical oil pump supply oil amount ≧ the system required oil amount in step S4, the required oil amount of the driving force transmission mechanism Sup and the first clutch are determined only by the discharge oil of the mechanical oil pump 14. The electric oil pump 15 is stopped and the process proceeds to step S11.

  In step S11, following the stop of the electric oil pump 15 in step S10, the line pressure control valve 102 regulates the line pressure PL in the line pressure oil passage 101, and surplus oil resulting from the regulation is supplied to the clutch pressure oil passage 103. Then, the process proceeds to step S12.

  In step S12, following the pressure adjustment of the line pressure control valve 102 in step S11, the clutch pressure in the clutch pressure oil passage 103 is adjusted by the clutch pressure control valve 104, and surplus oil resulting from the pressure adjustment is supplied to the cooling oil passage 105. To the clutch cooling system Lub, and proceed to return.

Next, the operation will be described.
First, “the problem at the time of engine start of the hybrid vehicle hydraulic control apparatus of the comparative example” will be described, and then “the engine start hydraulic control action” of the hybrid vehicle hydraulic control apparatus of the first embodiment will be described.

[Problem when starting engine of hydraulic control device for hybrid vehicle of comparative example]
FIG. 4 is a hydraulic circuit diagram showing a hydraulic control circuit of a hybrid vehicle hydraulic control apparatus of a comparative example. 5A and 5B are time charts showing vehicle characteristics when an engine start request is generated in the hydraulic control apparatus of the comparative example. In FIG. 5A, accelerator opening, vehicle speed, engine start flag, motor speed, and engine speed are shown. Fig. 5B shows the system required oil amount, mechanical oil pump supply oil amount, driving force transmission mechanism required oil amount, first clutch (CL1) required oil amount, and motor torque. -It is a time chart which shows each characteristic of an engine torque. Hereinafter, based on FIG. 4, FIG. 5A, and FIG. 5B, the problem at the time of engine starting of the hydraulic control apparatus for hybrid vehicles of a comparative example is demonstrated.

As shown in FIG. 4, the hybrid vehicle hydraulic control apparatus of the comparative example includes a mechanical oil pump 14 operated by the motor / generator 4 and an electric oil pump 15 operated by the sub motor 12.
The second check valve 110 b is provided at an intermediate position, and the electric oil pump discharge oil passage 106 having one end connected to the discharge port 15 a of the electric oil pump 15 is connected to the first supply passage 101 a of the line pressure oil passage 101. It is connected to the.

  In the hybrid vehicle hydraulic control apparatus of this comparative example, the hydraulic oil discharged from the oil pump having the higher discharge pressure of the mechanical oil pump 14 and the electric oil pump 15 is supplied with the check valve (first check valve 110a). Alternatively, the second check valve 110 b) is opened and flows through the first pressure regulating path 101 c of the line pressure oil path 101. The hydraulic oil that has flowed into the first pressure regulating path 101c is first supplied to the driving force transmission mechanism Sup, and the surplus oil is supplied to the first clutch 3, and then the final surplus oil is supplied to the clutch cooling system Lub. To be supplied.

  In other words, in the hybrid vehicle hydraulic control apparatus of this comparative example, only the oil pump having the higher discharge pressure of the mechanical oil pump 14 and the electric oil pump 15 functions as an oil supply source. The hydraulic oil from the oil supply source is supplied in the order of the driving force transmission mechanism Sup → the first clutch 3 → the clutch cooling system Lub.

Consider a case in which a hybrid vehicle equipped with such a comparative hybrid vehicle hydraulic control apparatus is started by depressing the accelerator from a stopped state. Here, when the vehicle is stopped, the motor / generator 4 is controlled at the idling speed, and the first clutch 3 and the second clutch 5 are released. On the other hand, since the motor / generator 4 performs idle speed control, the amount of oil supplied from the mechanical oil pump 14 (the amount of oil supplied by the mechanical oil pump) is generated even when the vehicle is stopped, and the driving force transmission mechanism Sup can provide the required amount of oil (required amount of oil for the driving force transmission mechanism). That is, the electric oil pump 15 is stopped.
At this time, since the first clutch 3 is released, it is not necessary to supply hydraulic pressure, and since both the first clutch 3 and the second clutch 5 are released, cooling is unnecessary. Therefore, the amount of oil (system required oil amount) required in the entire system (driving force transmission mechanism Sup, first clutch 3, clutch cooling system Lub) that requires hydraulic oil is equal to the required oil amount of the driving force transmission mechanism. It has become.

Then, at time t ₁ point shown in FIG. 5A, when the accelerator pedal is depressed, the accelerator opening degree is generated. Based on the increase in the accelerator opening, the output torque (motor torque) of the motor / generator 4 is increased. Although not shown, the hydraulic oil is supplied to the second clutch 5 and slip-fastened. Incidentally, at time t ₁ earlier, because a freed idle speed control of the second clutch 5, as shown in Figure 5B, the motor torque is maintained a low value.

At time t ₂ time, the transmission torque of the second clutch 5 occurs, the vehicle speed starts to increase. Then, at time t ₃ when the operating point determined by the accelerator opening and the vehicle speed, when moved to the HEV mode across the engine start line on not shown mode setting map, the engine start request is generated, the engine start flag is Switch from OFF to ON.

Thus, in order to conclude a first clutch 3 in order to start the engine 2 to the motor / generator 4 as a starter motor, at time t ₃ point shown in FIG. 5B, the oil amount to be supplied to the first clutch 3 (CL1 Required oil amount) is set. Then, the system required oil amount increases and exceeds the amount of oil supplied to the mechanical oil pump. In other words, the amount of oil supplied by the mechanical oil pump cannot cover the required oil amount of the driving force transmission mechanism and the required oil amount of CL1.
For this reason, the amount of oil supplied to the first clutch 3 hardly occurs, the operation responsiveness of the first clutch 3 decreases, and the engagement time of the first clutch 3 increases as shown in FIG. 5A. As a result, the motor torque is not transmitted to the engine 2, and as shown in FIG. 5B, so-called hesitation occurs in which the cranking time of the engine 2 is increased and the acceleration of the vehicle is slowed down.

Here, it is conceivable to increase the amount of oil supplied to the mechanical oil pump to cover the system required oil amount by rapidly increasing the rotational speed of the motor / generator 4. However, in this case, the differential rotation in the first clutch 3 increases, and the amount of heat generated by the first clutch 3 increases, which affects the clutch life.
It is also conceivable to increase the amount of oil supplied to the mechanical oil pump to cover the system required oil amount by increasing the discharge capacity of the mechanical oil pump 14. However, in this case, there is a problem that the friction in the mechanical oil pump 14 increases and the fuel consumption deteriorates.

Then, at time t ₄ point shown in FIG. 5B, the engine cranking is completed (the engine 2 is complete explosion), the engine speed starts to spike (see FIG. 5A). Meanwhile, in this time t ₄ time, and clutch pressure passage 103 for supplying hydraulic oil to the first clutch 3, the branch passage 103c and the oil path and the like have led to the discharge port of the first clutch pressure regulating valve 111c, working Filled with oil. For this reason, the amount of oil supplied to the first clutch 3 only needs to be an amount of oil necessary for adjusting the first clutch hydraulic pressure, and the CL1 required oil amount decreases.

As a result, the required oil amount of the system also decreases and falls below the amount of oil supplied to the mechanical oil pump. Therefore, it is possible to cover the required system oil amount by the mechanical oil pump supplying oil quantity, as shown in FIG. 5A, time t ₅ when the first clutch 3 is completely engaged at time t ₆ when the second The clutch 5 can be completely engaged and switched to the HEV mode.

  Thus, in the hybrid vehicle hydraulic control apparatus of the comparative example, only the oil pump having the higher discharge pressure of the mechanical oil pump 14 and the electric oil pump 15 functions as an oil supply source. When the required oil amount increases temporarily, the oil amount becomes insufficient, and the operation responsiveness of the first clutch 3 decreases. As a result, the engine could not be started quickly, causing hesitation.

[Hydraulic control at engine start]
6A to 6D are time charts showing vehicle characteristics when an engine start request is generated in the hydraulic control apparatus according to the first embodiment. In FIG. 6A, accelerator opening, vehicle speed, engine start flag, motor rotation speed, engine Fig. 6B shows the characteristics of rotation speed, primary pulley input rotation speed, and electric oil pump rotation speed. In Fig. 6B, system supply oil amount, system required oil amount, mechanical oil pump supply oil amount, driving force transmission mechanism required oil amount, Each characteristic of the electric oil pump supply oil amount and the first clutch (CL1) required oil amount is shown. In FIG. 6C, each characteristic of the electric oil pump flag, the switching valve state, and the line pressure control valve state is shown. In FIG. Motor torque, engine torque, system required mechanical oil pump hydraulic pressure, mechanical oil pump supply hydraulic pressure, driving force transmission mechanism required hydraulic pressure, electric oil pump supply hydraulic pressure, No. Clutch (CL1) shows the characteristics of the requested hydraulic. Hereinafter, based on FIGS. 6A to 6D, the engine start hydraulic pressure control operation of the first embodiment will be described.

In the hybrid vehicle of Embodiment 1, when the vehicle is stopped while idle speed control of the motor / generator 4, at time t ₁ point shown in FIG. 6A, when the accelerator pedal is depressed, the accelerator opening degree is generated. Then, based on the increase in the accelerator opening, the output torque (motor torque) of the motor / generator 4 is increased, and although not shown, hydraulic oil is supplied to the second clutch 5 and slip-engaged.

At time t ₂ time, the transmission torque of the second clutch 5 occurs, the vehicle speed starts to increase. Then, at time t ₃ when the operating point determined by the accelerator opening and the vehicle speed, when moved to the HEV mode across the engine start line on not shown mode setting map, the engine start request is generated, the engine start flag is Switch from OFF to ON.

Accordingly, the process proceeds from step S1 to step S2 to step S3 shown in FIG. 3, and the oil amount (CL1 required oil amount) supplied to the first clutch 3 for engaging the first clutch 3 and the continuously variable transmission 6 In addition, the amount of oil supplied to the driving force transmission mechanism Sup for transmitting power in the second clutch 5 (driving force transmission mechanism required oil amount) is set.
At this time, the CL1 required oil amount shown in FIG. 6B is set in advance based on the oil amount necessary for engaging the first clutch 3 within a predetermined time. Further, the required oil amount for the driving force transmission mechanism is set in advance based on the oil amount necessary for engaging the second clutch 5 and the oil amount necessary for performing the shift control of the continuously variable transmission 6. ing.

  The system required oil amount that is the sum of the CL1 required oil amount and the driving force transmission mechanism required oil amount (the entire system that requires hydraulic oil (the driving force transmission mechanism Sup, the first clutch 3, the clutch cooling system Lub ) To obtain the required oil amount). And it progresses to step S4 and it is judged whether the supply oil quantity (mechanical oil pump supply oil quantity) from the mechanical oil pump 14 is less than this system request | requirement oil quantity.

Here, as shown in FIG. 6B, before the previous engine start request occurs at time t _3, since there is no need to fasten the first clutch 3, CL1 required oil amount is zero. Therefore, the system required oil amount is equal to the driving force transmission mechanism required oil amount, which is lower than the mechanical oil pump supply oil amount.
In contrast, at time t ₃ point, that engine start request occurs, CL1 required oil amount occurs, the system demand oil amount increases. For this reason, the amount of oil supplied to the mechanical oil pump is less than the amount of oil required for the system, and the amount of oil supplied to the driving force transmission mechanism and the amount of oil required for CL1 cannot be covered by the amount of oil supplied to the mechanical oil pump alone.

  Thus, the process proceeds from step S5 to step S6 to step S7, the electric oil pump 15 is operated, the switching valve 107 is switched to the engine start side, and the line pressure control valve 102 is closed. For this reason, as shown in FIG. 6C, the electric oil pump flag is switched from OFF to ON, the switching valve state is switched from the hydraulic pressure supply side to the engine starting side, and the line pressure control valve is switched from the pressure regulating state to the closed state. Switch.

As a result, the hydraulic oil discharged from the electric oil pump 15 is supplied to the first clutch 3, and the electric oil pump supply oil amount is generated. That is, in addition to the mechanical oil pump 14, the electric oil pump 15 can also function as an oil supply source at the same time, and the amount of system supply oil (the sum of the mechanical oil pump supply oil amount and the electric oil pump supply oil amount) An increase can be aimed at.
As a result, the system supply oil amount exceeds the system required oil amount, and both the driving force transmission mechanism required oil amount and the CL1 required oil amount can be ensured.

As a result, it is possible to prevent the operation responsiveness of the first clutch 3 from being lowered and to quickly engage the first clutch 3. Therefore, as shown in FIG. 6D, it is possible at an early time t _4a time than the time t ₄ when a completion timing of the engine cranking of the hydraulic pressure control apparatus for the comparative example, to complete the engine cranking.
Then, as shown in FIG. 6A, by soaring engine speed, the first clutch 3 at an earlier time t _5a time than time t ₅ when a first clutch full engagement timing of the comparative example was completely engaged, it can be switched to the HEV mode at an earlier time t _6a time than the second time t ₆ when a clutch full engagement timing of the comparative example by the second clutch 5 is completely engaged.

  In addition, the line pressure control valve 102 is closed, and the switching valve 107 is switched to the engine start side, whereby the line pressure oil path 101 and the clutch pressure oil path 103 are disconnected. Then, the line pressure PL in the line pressure oil passage 101 is covered with the supply hydraulic pressure of the mechanical oil pump 14, and the clutch pressure in the clutch pressure oil passage 103 is covered with the supply hydraulic pressure of the electric oil pump 15.

  As a result, even if the mechanical oil pump supply hydraulic pressure is low, it is possible to prevent a decrease in hydraulic pressure in the driving force transmission mechanism Sup and to ensure a driving force transmission function.

Moreover, if the electric oil pump 15 is operated, it will progress to step S8-> step S9, and the rotation speed control of the electric oil pump 15 will be implemented. For this reason, the amount of oil supplied to the electric oil pump can be matched with the required amount of CL1, and excess oil in the clutch pressure oil passage 103 can be suppressed.
That is, as shown in FIG. 6B, when the CL1 required oil amount decreases at time _t4a when the engine cranking is completed, the electric oil pump rotational speed is decreased accordingly (see FIG. 6A), and the electric oil pump supply is performed. Decrease the amount of oil (see FIG. 6B). As a result, power consumption in the electric oil pump 15 can be reduced, and fuel consumption can be improved.

Then, both the first clutch 3 and the second clutch 5 at time t _6a that has been fully engaged, the motor speed increases (see FIG. 6A), as shown in FIG. 6B, at time t ₇ when The amount of oil supplied to the mechanical oil pump exceeds the system requirement.
At this time, the process proceeds from step S4 to step S10, and the electric oil pump 15 is stopped.
For this reason, as shown to FIG. 6C, an electric oil pump flag switches from ON to OFF, and a line pressure control valve switches from a pressure regulation state to a closed state.

Then, the process proceeds from step S11 to step S12, the electric oil pump 15 is stopped, the line pressure control valve 102 adjusts the line pressure PL in the line pressure oil passage 101, and the clutch pressure control valve 104 controls the clutch pressure oil. The clutch pressure in the path 103 is adjusted.
That is, only the discharge oil (mechanical oil pump supply oil amount) of the mechanical oil pump 14 provides the necessary oil amount of the driving force transmission mechanism Sup and the required oil amount (system supply oil amount) of the first clutch 3, The vehicle travels while the pressure regulation of the line pressure oil passage 101 is controlled by the line pressure control valve 102. Note that, because the electric oil pump 15 is stopped, the switching valve state is switched from the engine start side to the hydraulic pressure supply side.

  Thus, when the amount of system supply oil can be secured only by the amount of oil supplied by the mechanical oil pump, the electric oil pump 15 can be stopped to reduce power consumption, thereby improving fuel efficiency.

Next, the effect will be described.
In the hybrid vehicle hydraulic control apparatus according to the first embodiment, the following effects can be obtained.

(1) an engine 2, a motor (motor / generator 4), a friction clutch (first clutch 3) provided between the motor (motor / generator 4) and the engine 2 and operated by hydraulic oil, A driving force transmission mechanism Sup provided between a motor (motor / generator 4) and driving wheels (left and right front wheels 10L, 10R) and operated by hydraulic oil, and a mechanical type operated by the motor (motor / generator 4). It is mounted on a hybrid vehicle including an oil pump 14 and an electric oil pump 15 that is operated by an electric motor (sub motor 12) different from the motor (motor / generator 4).
A line pressure oil passage 101 for supplying hydraulic oil discharged from the mechanical oil pump 14 to the driving force transmission mechanism Sup;
It is provided in the line pressure oil passage 101, adjusts the oil pressure of the line pressure oil passage 101, and removes excess oil in the line pressure oil passage 101 via the clutch pressure oil passage 103 from the friction clutch (first clutch 3). Line pressure control valve 102 to be supplied to
A discharge oil passage (electric oil pump discharge oil passage 106) of the electric oil pump 15 is provided, and the discharge oil passage (electric oil pump discharge oil passage 106) is connected to the line pressure oil passage 101 and the clutch pressure oil passage 103. A switching valve 107 connected to any one of
Oil path control means (hybrid control module 81) for controlling the electric oil pump 15, the line pressure control valve 102, and the switching valve 107,
When the oil passage control means (hybrid control module 81) operates the driving force transmission mechanism Sup and the friction clutch (first clutch 3) with hydraulic oil, the amount of oil discharged from the mechanical oil pump 14 is When the amount of hydraulic oil required by the driving force transmission mechanism Sup and the friction clutch (first clutch 3) is smaller, the electric oil pump 15 is operated and the discharge oil passage (electric oil pump discharge) is operated by the switching valve 107. The oil passage 106) is connected to the clutch pressure oil passage 103.
Thereby, even if the oil supply path to the friction clutch (first clutch 3) is on the downstream side of the oil supply path to the driving force transmission mechanism Sup, the operation responsiveness of the friction clutch (first clutch 3) is reduced. Can be prevented.

(2) The oil passage control means (hybrid control module 81), when operating the driving force transmission mechanism Sup and the friction clutch (first clutch 3) with hydraulic oil, discharge oil amount of the mechanical oil pump 14. However, when the amount of hydraulic fluid required by the driving force transmission mechanism Sup and the friction clutch (first clutch 3) is smaller, the line pressure control valve 102 is closed.
Thereby, in addition to the effect of (1), even when the hydraulic pressure supplied to the mechanical oil pump is low, it is possible to prevent the hydraulic pressure from being reduced in the driving force transmission mechanism Sup and to ensure the driving force transmission function.

(3) The oil passage control means (hybrid control module 81) is configured to control the rotational speed of the electric oil pump 15 according to the amount of oil required in the clutch pressure oil passage 103.
Thereby, in addition to the effect of (1) or (2), waste of the amount of oil discharged from the electric oil pump 15 can be suppressed, and fuel consumption can be improved.

(4) When the hydraulic control means (hybrid control module 81) operates the driving force transmission mechanism Sup and the friction clutch (first clutch 3) with hydraulic oil, the amount of oil discharged from the mechanical oil pump 14 is When the amount of hydraulic oil required by the driving force transmission mechanism Sup and the friction clutch (first clutch 3) is larger than the required amount, the electric oil pump 15 is stopped and the line pressure control valve 102 causes the line pressure oil path to stop. 101 is configured to perform pressure regulation control.
As a result, in addition to the effects (1) to (3), when the oil discharged from the electric oil pump 15 is unnecessary, the electric oil pump 15 can be stopped to improve fuel efficiency. .

(Example 2)
The second embodiment is an example in which the first clutch required oil amount and the clutch cooling required oil amount are covered by the electric oil pump supply oil amount.

  FIG. 7 is a flowchart illustrating a flow of engine start hydraulic circuit control processing executed in the second embodiment. Hereinafter, the engine start hydraulic circuit control processing configuration according to the second embodiment will be described with reference to FIG. In addition, the same step number is attached | subjected about the step similar to the hydraulic circuit control process at the time of engine starting in Example 1, and detailed description is abbreviate | omitted.

In step S3A shown in FIG. 7, the temperature (CL2 temperature) of the second clutch 5, which is a power transmission clutch in the driving force transmission mechanism Sup, is set in advance following the setting of the required amount of driving force transmission mechanism in step S3. It is determined whether the temperature is equal to or higher than the threshold temperature. If YES (CL2 temperature ≧ threshold temperature), the process proceeds to step S3B. If NO (CL2 temperature <threshold temperature), the process proceeds to step S4A.
Here, the temperature of the second clutch 5 is detected by the clutch temperature sensor 88. Further, the “threshold temperature” is a limit temperature that is considered to affect the durability of the second clutch 5 and is arbitrarily set.

In step S3B, following the determination that CL2 temperature ≧ threshold temperature in step S3A, the second clutch 5 is at a high temperature, so cooling is necessary, and the operation necessary for cooling and lubricating the second clutch 5 An oil amount (CL2 cooling request oil amount) is set, and the process proceeds to step S4A.
The “CL2 cooling required oil amount” is the amount of oil supplied to the clutch cooling system Lub. The CL2 cooling required oil amount is set according to the temperature of the second clutch 5.

In step S4A, following the setting of the required amount of CL2 cooling in step S3B, the amount of hydraulic oil supplied from the mechanical oil pump 14 (the amount of oil supplied by the mechanical oil pump) is the “CL1 required oil set in step S2. Amount ”,“ driving force transmission mechanism required oil amount ”set in step S3, and“ CL2 cooling required oil amount ”set in step S3B if it is determined in step S3A that CL2 temperature ≧ threshold temperature. It is determined whether or not it falls below the “system required oil amount” that is the total value. That is, when it is determined in step S3A that CL2 temperature ≧ threshold temperature, the required oil amount of the driving force transmission mechanism Sup, the required oil amount of the first clutch 3 and the clutch cooling system Lub are discharged oil from the mechanical oil pump 14. Judge whether the required oil amount can be covered.
If it is determined in step S3A that CL2 temperature <threshold temperature, the “system required oil amount” is equal to “CL1 required oil amount” set in step S2 as in the first embodiment, and in step S3. It is the total value with the “driving force transmission mechanism required oil amount” set.
If YES (mechanical oil pump supply oil amount <system required oil amount), the process proceeds to step S5. If NO (mechanical oil pump supply oil amount ≧ system required oil amount), the process proceeds to step S10.

In step S8A, following the closing of the line pressure control valve 102 in step S7, the rotational speed of the electric oil pump 15 is controlled, and the process proceeds to step S9.
Here, the rotational speed control of the electric oil pump 15 is performed by performing the motor rotational speed control by the oil pump motor controller 85 so that the rotational speed of the sub motor 12 coincides with the target rotational speed. Further, when the target rotational speed of the sub motor 12 is determined as CL2 temperature ≧ threshold temperature in step S3A, the CL1 required oil amount set in step S2 and the CL2 cooling required oil amount set in step S3B. It is set according to the total value. That is, control is performed so that the amount of oil discharged from the electric oil pump 15 has a predetermined margin with respect to the total value of the CL1 required oil amount and the CL2 required cooling oil amount.

  Thus, in the second embodiment, when the driving force transmission mechanism Sup and the friction clutch (first clutch 3) are operated with hydraulic oil, the amount of oil discharged from the mechanical oil pump 14 (mechanical oil pump supply oil amount) is When the total amount of hydraulic oil required for the driving force transmission mechanism Sup, the first clutch 3 and the clutch cooling system Sub (system required oil amount) is smaller, the electric oil pump 15 is operated and the switching valve 107 is electrically operated. The oil pump discharge oil passage 106 is connected to the clutch pressure oil passage 103. Further, the pressure control of the clutch pressure oil passage 103 is performed by the clutch pressure control valve 104.

  Accordingly, it is possible to prevent an excessive overheating of the second clutch 5 by securing an amount of oil necessary for cooling the second clutch 5 while preventing a decrease in operation response of the first clutch 3 at the time of starting the engine. it can. And the fall of the 2nd clutch life can be prevented.

  As mentioned above, although the hydraulic control apparatus for hybrid vehicles of this invention has been demonstrated based on Example 1 and Example 2, it is not restricted to these Examples about a concrete structure, It concerns on each claim of a claim Design changes and additions are allowed without departing from the scope of the invention.

  In the first embodiment, the mechanical oil pump 14 is operated by the motor / generator 4. However, the mechanical oil pump 14 may be operated by the engine 2. In the first embodiment, the driving force transmission mechanism Sup is the second clutch 5 and the continuously variable transmission 6. However, for example, a stepped automatic transmission may be included.

  In the first and second embodiments, the line pressure control valve 102 is always closed when the engine oil pump supply oil amount is lower than the system required oil amount at the time of engine start request. However, the present invention is not limited to this, and the line pressure control valve 102 may be maintained in a pressure regulation state. In this case, the line pressure PL in the line pressure oil passage 101 can be appropriately maintained.

  Furthermore, in Example 1 and Example 2, it was set as the time of an engine start request | requirement as an example when operating the driving force transmission mechanism Sup and a friction clutch (1st clutch 3) with hydraulic fluid. However, for example, when the driving force transmission mechanism Sup and the friction clutch are operated at the same time, such as when the first clutch 3 is engaged from the state where the first clutch 3 is disengaged in the engine driving state (MWSC mode). The present invention can be applied.

Cross-reference of related applications

  This application claims priority based on Japanese Patent Application No. 2014-179620 filed with the Japan Patent Office on September 3, 2014, the entire disclosure of which is fully incorporated herein by reference.

Claims (5)

An engine, a motor that outputs a driving force of the vehicle and that starts the engine, a friction clutch that is provided between the engine and the motor and that is operated by hydraulic oil, and that is provided between the motor and the driving wheel. A driving force transmission mechanism that is operated by hydraulic oil, a mechanical oil pump that is operated by either the engine or the motor, and an electric oil pump that is operated by an electric motor different from the motor. Mounted on hybrid vehicles,
A line pressure oil passage for supplying hydraulic oil discharged from the mechanical oil pump to the driving force transmission mechanism;
A line pressure control valve that is provided in the line pressure oil passage, regulates the oil pressure of the line pressure oil passage, and supplies surplus oil in the line pressure oil passage to the friction clutch via the clutch pressure oil passage;
A switching valve that is provided in a discharge oil passage of the electric oil pump, and connects the discharge oil passage to one of the line pressure oil passage and the clutch pressure oil passage;
An oil passage control means for controlling the electric oil pump, the line pressure control valve, and the switching valve;
When the oil passage control means operates the driving force transmission mechanism and the friction clutch with hydraulic oil, the amount of oil discharged from the mechanical oil pump is the amount of hydraulic oil required by the driving force transmission mechanism and the friction clutch. If less, the electric oil pump is operated, and the discharge oil passage is connected to the clutch pressure oil passage by the switching valve. In the hybrid vehicle hydraulic control device according to claim 1,
When the oil passage control means operates the driving force transmission mechanism and the friction clutch with hydraulic oil, the amount of oil discharged from the mechanical oil pump is the amount of hydraulic oil required by the driving force transmission mechanism and the friction clutch. If less, the line pressure control valve is closed. A hybrid vehicle hydraulic control device characterized by: In the hydraulic control device for a hybrid vehicle according to claim 1 or 2,
A clutch pressure control valve provided in the clutch pressure oil passage, for supplying surplus oil in the clutch pressure oil passage to the clutch cooling system via the cooling oil passage;
When the oil passage control means operates the driving force transmission mechanism and the friction clutch with hydraulic oil, the amount of oil discharged from the mechanical oil pump is the amount of hydraulic oil required by the driving force transmission mechanism and the friction clutch. If less, the pressure control of the clutch pressure oil passage is controlled by the clutch pressure control valve. In the hybrid vehicle hydraulic control device according to any one of claims 1 to 3,
The hydraulic control device for a hybrid vehicle, wherein the oil path control means controls the number of revolutions of the electric oil pump according to the amount of oil required in the clutch pressure oil path. In the hybrid vehicle hydraulic control device according to any one of claims 1 to 4,
When the hydraulic control means operates the driving force transmission mechanism and the friction clutch with hydraulic oil, the amount of oil discharged from the mechanical oil pump is greater than the amount of hydraulic oil required by the driving force transmission mechanism and the friction clutch. In the case where there are too many, the electric oil pump is stopped, and the pressure control of the line pressure oil path is controlled by the line pressure control valve.

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