JP6525851B2 - Hydraulic control method and control device for transmission mounted vehicle - Google Patents

Hydraulic control method and control device for transmission mounted vehicle Download PDF

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Publication number
JP6525851B2
JP6525851B2 JP2015214381A JP2015214381A JP6525851B2 JP 6525851 B2 JP6525851 B2 JP 6525851B2 JP 2015214381 A JP2015214381 A JP 2015214381A JP 2015214381 A JP2015214381 A JP 2015214381A JP 6525851 B2 JP6525851 B2 JP 6525851B2
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oil
hydraulic
transmission
hydraulic pressure
vehicle
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JP2017082990A (en
Inventor
崇 荻野
崇 荻野
行宣 犬田
行宣 犬田
秀策 片倉
秀策 片倉
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日産自動車株式会社
ジヤトコ株式会社
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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means

Description

  The present invention is a hydraulic control method and control of a transmission-equipped vehicle including a hydraulic control circuit that generates hydraulic pressure to be supplied to an oil chamber of a transmission in which oil tightness is secured by an oil seal based on discharge hydraulic oil from a hydraulic source. It relates to the device.

  2. Description of the Related Art Conventionally, there is known a continuously variable transmission for a vehicle which performs idle stop control for stopping an engine when traveling is stopped. This conventional device stops the engine connected to the shaft that drives the oil pump when the vehicle is decelerated and the vehicle is stopped after the idle stop start condition is satisfied. Then, when the idle stop release condition is satisfied in the stopped state due to the engine stop, the engine is restarted and the oil pump is driven by the engine (for example, see Patent Document 1).

JP, 2010-230096, A

  However, according to the conventional device, during the idle stop in the stopped state due to the engine stop, the hydraulic oil in the hydraulic circuit leaks and decreases through the oil seal of the oil chamber. Therefore, at the time of start after the idle stop is released, the hydraulic oil from the oil pump is replenished to fill the gap of the oil chamber, and thereafter the hydraulic pressure is raised to transmit the driving force. For this reason, at the time of the start after idle stop cancellation | release, the waiting time until it raises hydraulic pressure is needed, and there existed a problem that start response becomes late. On the other hand, if an electric oil pump is added to ensure start response, and oil pressure is continued to be supplied while the vehicle is stopped, energy is consumed for driving the electric oil pump while the vehicle is stopped, causing energy loss. There is.

  The present invention has been made in view of the above problems, and it is an object of the present invention to provide a hydraulic control method and control device for a transmission-equipped vehicle that ensures start response to a start request while suppressing energy loss while stopping. To aim.

In order to achieve the above object, the present invention creates an oil pressure to be supplied to an oil chamber of the transmission based on a transmission disposed in a power transmission system from a drive source to drive wheels and a discharge hydraulic oil from an oil pressure source. A hydraulic control circuit, and an oil seal interposed between a fixed side member forming an oil chamber of the transmission and a movable side member and annularly disposed around a rotation center axis.
In this transmission-equipped vehicle, when the vehicle stops from decelerating, the hydraulic pressure source is driven even after the vehicle is stopped, so that the hydraulic oil filling into the oil chamber by the discharge from the hydraulic pressure source is continued.
When filling of the oil chamber with the hydraulic oil continues for a predetermined time, driving of the hydraulic pressure source is stopped.
After stopping the driving of the hydraulic pressure source, the hydraulic pressure source is redriven when a start request is made.
The predetermined time for continuing the drive of the hydraulic pressure source is set to the time required to suppress the movement of the oil seal by stopping the rotary shaft for rotating the fixed side member and the movable side member after the vehicle is stopped.

Therefore, when the vehicle stops from decelerating, the hydraulic pressure source is driven even after the vehicle is stopped, so that the hydraulic oil filling into the oil chamber by the discharge from the hydraulic pressure source is continued for a predetermined time.
That is, the oil seal annularly installed around the rotation center axis reduces the axial pressure applied to the oil seal when the filling of the hydraulic oil is stopped during the rotation of the fixed side member and the movable side member, the oil seal Moved from the position where oil tightness can be secured, and it was found that the oil tightness decreased.
Therefore, by continuing the filling of the oil chamber with the hydraulic oil for a predetermined time even after stopping, the axial pressure drop applied to the oil seal is eliminated, and the seal movement from the position ensuring oil tightness is suppressed. For this reason, while the drive of the hydraulic pressure source is stopped, the hydraulic fluid is prevented from leaking from the oil chamber via the oil seal, and the hydraulic fluid 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.
Further, after stopping, when a predetermined time for continuing filling the hydraulic chamber with the hydraulic chamber has elapsed, the drive of the hydraulic pressure source is stopped until a start request is made. Therefore, a period for stopping the drive of the hydraulic pressure source is secured as compared with the case where the drive of the hydraulic pressure source is continued while the vehicle is stopped.
As a result, it is possible to secure the start responsiveness to the start request while suppressing the energy loss while stopping.
In addition, the predetermined time for continuing the drive of the hydraulic pressure source is set to the time required to suppress the movement of the oil seal by stopping the rotating shaft for rotating the fixed side member and the movable side member after the vehicle stops. Thus, when the filling of the hydraulic oil from the hydraulic pressure source is stopped, the axial movement of the oil seal can be reliably suppressed.

FIG. 1 is an entire system diagram showing an FF hybrid vehicle to which a hydraulic control method and a control device of a first embodiment are applied. FIG. 2 is a CVT hydraulic control unit diagram showing a control valve unit and a hydraulic control system of a belt type continuously variable transmission to which the hydraulic control method and control device of the first embodiment are applied. 5 is a flowchart showing a flow of CVT hydraulic pressure control processing executed in the CVT control unit of the first embodiment. FIG. 8 is an oil leak explanatory view showing a mechanism in which hydraulic fluid leaks from a primary pulley oil chamber and a secondary pulley oil chamber via an oil seal in a comparative example. FIG. 13 is an explanatory view showing that a clearance due to the hydraulic oil leakage is formed in the primary pulley oil chamber and the secondary pulley oil chamber when the hydraulic oil leaks through the oil seal while the vehicle is stopped in the comparative example. The accelerator opening APO, the brake (B / K), the vehicle speed (VSP), the gear ratio (Ratio) when shifting from deceleration to stop to start in the FF hybrid vehicle to which the hydraulic control method and control device of the first embodiment are applied.・ Time chart showing each characteristic of rotation speed (engine rotation speed Ne, O / P drive motor rotation speed, traveling motor rotation speed) oil pressure (oil pressure generated by main oil pump, oil pressure generated by sub oil pump) It is. It is an expanded sectional view which shows the other structural example of an oil seal.

  Hereinafter, the best mode for realizing the hydraulic control method and control device for a transmission-equipped vehicle of the present invention will be described based on a first embodiment shown in the drawings.

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

[Whole system configuration]
FIG. 1 shows an entire system of an FF hybrid vehicle to which the hydraulic control method and control device of the first embodiment are applied. The overall system configuration of the FF hybrid vehicle will be described below based on FIG.

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

  The laterally mounted engine 2 is a starter motor 1 and an engine disposed in the front room with the direction of the crankshaft as the vehicle width direction, and the electric water pump 12 and a crankshaft rotation sensor 13 for detecting reverse rotation of the laterally mounted engine 2 And. As the engine start-up method, this horizontally-placed engine 2 is cranked by the "MG start mode" of cranking by the motor generator 4 while slidingly engaging the first clutch 3 and cranking by the starter motor 1 using the 12V battery 22 as a power supply. And a starter start mode. The “starter start mode” is selected only when the limited conditions such as the cryogenic temperature condition are satisfied.

  The motor generator 4 is a three-phase alternating current permanent magnet synchronous motor connected to the horizontal 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 converts the direct current into a three-phase alternating current during powering and converts the three-phase alternating current into a direct current during regeneration via an AC harness 27 in the stator coil. Connected. The first clutch 3 interposed between the transversely mounted engine 2 and the motor generator 4 is a dry or wet multi-plate clutch by hydraulic operation, and full engagement / slip engagement / disengagement is controlled by the first clutch hydraulic pressure Be 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 which are drive wheels, and full engagement / slip engagement by the second clutch hydraulic pressure The release is controlled. The second clutch 5 in the first embodiment uses the forward clutch 5a and the reverse brake 5b provided in the forward / reverse switching mechanism using a planetary gear. That is, at the time of forward traveling, the forward clutch 5 a is the second clutch 5, and at the time of backward traveling, the reverse brake 5 b is the second clutch 5.

  The belt type continuously variable transmission 6 has a primary pulley 6a, a secondary pulley 6b, and a belt 6c wound around both the pulleys 6a and 6b. And it is a transmission which obtains a stepless transmission ratio by changing the winding diameter of the belt 6c with the primary pulley pressure and the secondary pulley pressure supplied to the primary pulley oil chamber and the secondary pulley oil chamber. The belt type continuously variable transmission 6 includes a main oil pump 14 (mechanical drive) rotationally driven by a motor shaft (= transmission input shaft) of the motor generator 4 as a hydraulic pressure source and a sub oil pump used as an auxiliary pump. And 15 (motor drive). 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 determined using the line pressure PL generated by adjusting the pump discharge hydraulic oil from the hydraulic pressure source as the original pressure. Control valve unit 6d that produces the

  The first clutch 3, the motor generator 4, and the second clutch 5 constitute a hybrid drive system called a one-motor two-clutch, and 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 released and the second clutch 5 is engaged to have only the motor generator 4 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 transversely placed engine 2 and the motor generator 4 are used as drive 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 used for motor rotational speed control and the second clutch 5 is engaged for slip torque equivalent to the target drive torque in the “HEV mode” or “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 hydraulic 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 the motor generator 4 performs regeneration at the time of brake operation, regenerative coordination control shares the required braking force based on the pedal operation with the required braking force minus the regenerative braking force by the hydraulic braking force. To be done.

  The brake operation unit 16 has a brake pedal 16a, a negative pressure booster 16b using an intake negative pressure of the horizontal engine 2, a master cylinder 16c, and the like. The regenerative coordinated brake unit 16 generates a predetermined master cylinder pressure in accordance with the brake depression force from the driver applied 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 passage switching valve, and the like. The control of the brake fluid pressure control unit 17 by the brake control unit 85 exerts a function of generating a wheel cylinder fluid pressure when the brake is not operated and a function of adjusting the wheel cylinder fluid pressure when the brake is operated. Control using a hydraulic pressure generation function at the time of brake non-operation is traction control (TCS control), vehicle behavior control (VDC control), emergency brake control (automatic brake control) or the like. Control using a fluid pressure adjustment function at the time of brake operation is regeneration coordinated 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. The left and right rear wheel brake units 19R and 19L are provided on each of the left and right rear wheels 11R and 11L. Give. These brake units 18R, 18L, 19R, 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 of the motor generator 4 and a 12V battery 22 as a power supply of a 12V load.

  The high-power battery 21 is a secondary battery mounted as a power source of the motor generator 4 and, for example, a lithium ion battery in which a cell module composed of a large number of cells is set in a battery pack case is used. The high power battery 21 incorporates a junction box in which relay circuits for supplying / cutoff / distributing high power are integrated, and further includes a cooling fan unit 24 having a battery cooling function, a battery charge capacity (battery SOC), a battery A lithium battery controller 86 is provided to monitor 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 additionally provided with a motor controller 83 that performs power running / regeneration control. That is, the inverter 26 converts direct current from the DC harness 25 into three-phase alternating current to the AC harness 27 during powering to drive the motor generator 4 by discharging the high-power battery 21. Further, at the time of regeneration in which the high power battery 21 is charged by power generation by the motor generator 4, the three-phase alternating current from the AC harness 27 is converted into direct current to the DC harness 25.

  The 12V battery 22 is a secondary battery mounted as a power source for the starter motor 1 and a 12V load which is an accessory, and for example, a lead battery mounted on an engine car or the like is used. The high power battery 21 and the 12V battery 22 are connected via the DC branch harness 25 a, the DC / DC converter 37, and the battery harness 38. The DC / DC converter 37 converts several hundreds of volts from the high-power battery 21 into 12 V. The DC / DC converter 37 is controlled by the hybrid control module 81 to charge the 12 V battery 22. It has a configuration to manage.

  As shown in FIG. 1, the electronic control system of the FF hybrid vehicle is equipped with a hybrid control module 81 (abbreviated as "HCM") as an electronic control unit having an integrated control function for appropriately managing the energy consumption of the whole vehicle. There is. As another electronic control unit, an engine control module 82 (abbreviation: "ECM"), a motor controller 83 (abbreviation: "MC"), and a CVT control unit 84 (abbreviation: "CVTCU") are included. Furthermore, it has a brake control unit 85 (abbreviation: "BCU") and a lithium battery controller 86 (abbreviation: "LBC"). The electronic control units 81, 82, 83, 84, 85, 86 are connected bi-directionally to exchange information via a CAN communication line 90 (CAN is an abbreviation of "Controller Area Network"), and share information with each other.

  The hybrid control module 81 performs various integrated control 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 performs start control, fuel injection control, ignition control, fuel cut control, engine idle rotation control, coast stop control of the transversely-mounted engine 2 based on input information from the hybrid control module 81, crank angle sensor 92, etc. Control, etc. Here, "coast stop control" refers to control for stopping the horizontally-placed engine 2 from the deceleration region by releasing the accelerator foot, 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 and regeneration control of the motor generator 4, motor creep control, motor idle control, and the like according to control commands to 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 degree sensor 94, the vehicle speed sensor 95, the inhibitor switch 96, the ATF oil temperature sensor 97 and the like. The CVT control unit 84 performs engagement hydraulic control of the first clutch 3, engagement hydraulic control of the second clutch 5, hydraulic control based on primary pulley pressure and secondary pulley pressure of the belt-type continuously variable transmission 6, and the like.

  The brake control unit 85 outputs a control command to the brake fluid 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 coordinated 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 6 d and a hydraulic control system of a belt-type continuously variable transmission 6 to which the hydraulic control method and control device of the first embodiment are applied. Hereinafter, the configuration of the CVT hydraulic control unit will be described based on FIG.

  The belt-type continuously variable transmission 6 spans over 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 and 6b. And the belt 6c. A primary pulley oil chamber 63 and a secondary pulley formed by the fixed drum 61 (fixed member) and the movable drum 62 (movable member) at the side position of the movable pulley of each of the primary pulley 6a and the secondary pulley 6b An oil chamber 64 is arranged. 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 along with the rotation of the primary pulley 6a and the secondary pulley 6b. On the other hand, the movable side drum 62 is fixed to the movable pulleys of the primary pulley 6a and the secondary pulley 6b. Therefore, the movable side drum 62 is rotatable along 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 side drum 61. An oil seal 65 for maintaining 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 inside and the movable drum 62 disposed outside. Be disguised. The oil seal 65 on the primary pulley 6a side is annularly disposed around the primary pulley rotation center axis CLpri. The oil seal 65 on the secondary pulley 6b side is annularly disposed 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. The oil seal 65 is, as shown in FIG. 2, a square seal ring portion 65a disposed in a square seal groove 61a formed in the fixed drum 61 and an inner peripheral surface position of the seal ring portion 65a. And an O-ring 65b (biasing portion) disposed in contact with the Of the oil seal 65, the seal ring portion 65a is disposed movably in the axial direction with an axial gap on both sides with respect to the seal groove 61a. Both side surfaces of the seal ring portion 65a are disposed to face the groove side surface of the rectangular cross section of the seal groove 61a, and contact or separate by axial movement of the oil seal 65. The O-ring 65b of the oil seal 65 applies an urging contact force to press the outer peripheral surface of the seal ring portion 65a against the drum inner surface 62a of the movable drum 62.

  The control valve unit 6d is, as a hydraulic pressure source, 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. And (electric oil pump). As control valves, 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 are provided. As oil passages, line pressure oil passage 70, primary pulley pressure oil passage 71, secondary pulley pressure oil passage 72, second clutch pressure oil passage 73, drain pressure oil passage 74, and first clutch source 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, the accelerator opening degree sensor 94, the vehicle speed sensor 95, the inhibitor switch 96, the ATF oil temperature sensor 97, and the like. In addition, information is input from the primary pulley rotational speed sensor 102, the secondary pulley rotational 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 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 oil pressure of the first embodiment. Take control.

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

In step S1, it is determined whether or not a brake operation is in progress (brake ON). In the case of YES (brake ON), the process proceeds to step S2, and in the case of NO (brake OFF), the determination of step S1 is repeated.
Here, it is judged by the switch signal from the brake switch 98 whether the brake operation is in progress or not.

In step S2, following the determination that the brake is on in step S1, it is determined whether the vehicle is decelerating. In the case of YES (during deceleration of the vehicle), the process proceeds to step S3, and in the case of NO (during deceleration of the vehicle), the determination of step S2 is repeated.
Here, it is determined whether the vehicle is decelerating by calculating the acceleration / deceleration value by performing time differentiation processing on the vehicle speed sensor value from the vehicle speed sensor 95, and it is determined whether the vehicle speed VSP is decreasing. To judge. When the front and rear G sensors are provided, it may be determined whether or not the vehicle is decelerating using the front and rear G sensor values.

In step S3, following the determination that the vehicle is decelerating in step S2, it is determined whether the vehicle is stopped. In the case of YES (during vehicle stop), the process proceeds to step 4, and in the case of NO (during vehicle travel), the determination of step S3 is repeated.
Here, using the vehicle speed sensor value from the vehicle speed sensor 95, it is determined that the vehicle is stopped because the vehicle speed sensor value is equal to or less than the vehicle stop determination threshold value.

In step S4, following the determination that the vehicle is stopped in step S3, it is determined whether the primary pulley rotation shaft and the secondary pulley rotation shaft are stopped. In the case of YES (rotation shaft stop), the process proceeds to step S5, and in the case of NO (during rotation shaft rotation), the determination of 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 number information from the primary pulley rotation number sensor 102 and the secondary pulley rotation number sensor 103.

In step S5, it is determined that the rotation shaft is stopped in step S4, or after the oil pump is driven in step S6, it is determined that the primary pulley rotation shaft and the secondary pulley rotation shaft are stopped. It is determined whether the stop time, which is the time, exceeds the 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 to suppress movement of the oil seal 65 in the axial direction after confirming that the rotation shafts of the primary pulley 6 a and the secondary pulley 6 b have stopped (for example, 0.5 sec to 3.0) Set to sec).

In step S6, following the determination that the stop time ≦ the set time in step S5, or the determination that | the hydraulic pressure decrease slope |> constant in step S8, the main oil pump 14 or the sub oil pump 15 is Drive and return to step S5.
Here, when the motor generator 4 is rotationally driven with the stop of the horizontal engine 2 in coast stop control during deceleration, driving of the main oil pump 14 outputs a rotational drive command to the motor generator 4 It is done by continuing. Since motor generator 4 is arranged in the driving force transmission path, first clutch 3 and second clutch 5 are in the released state.
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 stop of the horizontal engine 2 in coast stop control during deceleration. Is done. In addition, since the electric motor 15a is disposed outside the driving force transmission path, if the horizontal engine 2 and the motor generator 4 are stopped, the first clutch 3 and the second clutch 5 are either engaged or released. As well.

  In step S7, following the determination that the stop time in step S5> the set time, 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 stop of the oil pump in step S7, it is determined whether the absolute value (| hydraulic pressure drop slope |) of the hydraulic pressure drop slope is less than or equal to a preset constant. In the case of YES (| hydraulic pressure decrease slope | ≦ constant), the process proceeds to step S9, and in the case of NO (| hydraulic pressure decrease slope |> constant), the process proceeds to step S6 (oil pump drive).
Here, the “hydraulic pressure drop inclination” is determined by the hydraulic pressure drop characteristic drawn by reading sensor signals from the primary pulley pressure sensor 104 and the secondary pulley pressure sensor 105 at regular intervals after stopping the oil pump drive.
Further, “constant” is a threshold value for determining the presence or absence of hydraulic oil leakage from the oil seal 65. The method of determining the “constant” is, for example, experimentally acquiring the primary pulley pressure drop characteristic and the secondary pressure drop characteristic when there is a hydraulic fluid leak from the oil seal 65. Then, based on the experimental results, the lowering slope at which the hydraulic oil leakage from the oil seal 65 is permitted is determined.

In step S9, following the judgment of | hydraulic pressure drop inclination | ≦ constant in step S8, it is judged whether or not there is a start request. In the case of YES (start request present), the process proceeds to step 10, and in the case of NO (no start request present), the determination of step S9 is repeated.
Here, the "start request" refers to a brake release operation (a brake OFF operation) representing the driver's intention to start. Note that the presence or absence of the start request may be determined by either or both of the brake OFF operation and the 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 redriven, and the process proceeds to return.
For example, in the case of an FF hybrid vehicle, in order to start the EV, the second clutch 5 is engaged and the motor generator 4 is rotationally driven, the main oil pump 14 driven by the motor generator 4 is redriven. In order to secure the discharge responsiveness of the hydraulic oil, the electric motor 15a may be driven to redrive the sub oil pump 15 when it is determined that the start request is present.

Next, the operation will be described.
The operation of the hydraulic control method and control apparatus for the FF hybrid vehicle of the first embodiment will be described by being divided into “CVT oil pressure control processing operation”, “CVT oil pressure control operation”, and “characteristic operation of CVT oil pressure control”.

[CVT hydraulic control processing action]
The CVT hydraulic control processing operation will be described below based on the flowchart of FIG.
While traveling, the brake ON operation is performed with the intention of stopping the vehicle, and when the vehicle decelerates to shift to the vehicle stopping, 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 → step S6. Then, while it is determined in step S5 that the stop time ≦ the set time, the flow 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 that the stop time> the set time in step S5, the process proceeds from step S5 to step S7, and in step S7, the drive of the main oil pump 14 or the sub oil pump 15 driven in step S6 is stopped. Ru.

  When the drive of the oil pump is stopped in step S7, the process proceeds from step S7 to step S8, and in step S8, the absolute value (| hydraulic pressure drop slope |) of the hydraulic pressure drop slope is equal to or less than a preset constant. It is judged whether or not. That is, if it is determined that | hydraulic pressure decrease inclination | ≦ constant, the process proceeds to step S9 and subsequent steps based on the determination that the hydraulic fluid 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 process returns to step S6 based on the determination that hydraulic fluid leakage from the oil seal 65 continues regardless of pump drive continuation control, and setting again The oil pump drive of time is executed.

  Then, if the hydraulic oil leakage from the oil seal 65 is suppressed by the pump drive continuation control immediately before, and it is determined at 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 the start request is present, the process proceeds to step S10, and the main oil pump 14 or the sub oil pump 15 is redriven.

  As described above, when it is determined in step S4 that the primary pulley rotating shaft and the secondary pulley rotating shaft are stopped while the vehicle is stopped, driving of the main oil pump 14 or the sub oil pump 15 is continued from the rotating shaft stop for the set time. Pump drive continuation control is performed. This pump drive continuation control (S5 to S8) is repeated until it is confirmed in step S8 that the hydraulic oil leakage from the oil seal 65 is suppressed. Then, after stopping the driving of the main oil pump 14 or the sub oil pump 15, if it is confirmed that the hydraulic oil leakage from the oil seal 65 is suppressed, the pump drive continuation control is ended. Then, when the pump drive continuation control is finished, the drive stop of the oil pumps 14 and 15 is continued while the vehicle is stopped until it is determined that the start request is present in step S9.

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

When the vehicle stops from the deceleration, the one that stops the discharge of the hydraulic oil from the oil pump at the time of the stop determination is taken as a comparative example.
First, at the stopping time determined when the sensor value from the vehicle speed sensor becomes equal to or less than the stopping determination threshold, the detection performance of the vehicle speed sensor has a limit, so the primary pulley and secondary pulley of the belt type continuously variable transmission Is slightly rotated. That is, for the oil seal annularly inserted around the primary pulley rotation center axis and the secondary pulley rotation center axis, the hydraulic oil filling is stopped while the stationary drum and the movable drum rotate. For this reason, as shown in FIG. 4A, during deceleration before the stop determination, the hydraulic pressure supplied to the primary pulley oil chamber and the secondary pulley oil chamber acts in the direction of arrow B, and the cross section disposed in the seal groove A square seal ring is axially displaced and pressed against the side of the seal groove. However, if the discharge of the hydraulic fluid from the oil pump is stopped based on the stop determination, the oil seal is used as shown in FIG. The pressure in the axial direction (arrow B direction) to be applied 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 the oil tightness can be ensured to the arrow C direction opposite to the arrow B direction, A gap is formed in the ring and the seal groove. Then, while the vehicle is at a standstill, the hydraulic oil passes through the gap formed between the seal ring and the seal groove, as shown by the arrow D in FIG. 4B, from the side gap between the seal ring and the seal groove It was confirmed that leakage occurred via the radial gap of the movable drum. In particular, at the timing to stop the discharge of the hydraulic oil from the oil pump based on the stop determination, the movable side pulley moves in the axial direction so as to change the gear ratio with the decrease in hydraulic pressure because the pulley is rotating. . The axial movement of the movable pulley moves the movable drum integrally fixed to the movable pulley, 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 leakage of hydraulic oil from the pulley oil chamber while the vehicle is stopped.

  Therefore, as shown in the comparative example, when stopping from the deceleration and stopping the discharge of the hydraulic oil from the oil pump at the stop determination, the hydraulic oil leaks through the oil seal during the time when the stopping is continued. As shown in 5, clearances due to hydraulic oil leakage are formed in the primary pulley oil chamber and the secondary pulley oil chamber. In the case of the belt-type continuously variable transmission 6, in particular, the primary pulley 6a and the secondary pulley 6b are disposed at the upper position of the transmission case, so the amount of hydraulic fluid coming out of the pulley oil chamber increases. During stopping, 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, 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 source pressure oil passage 75. The hydraulic oil is filled and only the first clutch pressure oil passage 76 is drained.

  On the other hand, when the vehicle is stopped from decelerating, the discharge of the hydraulic oil from the oil pump is continued until the set time elapses from the determination of the rotation shaft stop, and the oil pump is stopped after the hydraulic oil discharge is continued. Is the first embodiment. Hereinafter, the operation when shifting from deceleration to stop to start in the FF hybrid vehicle to which the hydraulic control method and control device of the first embodiment are applied will be described based on FIG. In FIG. 6, a case example of the electric oil pump of the main oil pump 14 and the sub oil pump 15 which continues driving of the sub oil pump 15 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 brake OFF operation time, time t6 is accelerator ON operation time, time t7 is oil pressure generation start time in Example 1, time t8 is vehicle speed generation start time in Example 1, time t9 is oil pressure in comparative example The generation start time, time t10 is the vehicle speed generation start time in the comparative example.

  When the accelerator OFF operation is performed at time t1 and the brake ON operation is performed 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 to the low side . At the same time, at time t2, the first clutch 3 is released, and the stop of the horizontally placed engine 2 by 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 mounted engine 2, and the rotational speed of the electric motor 15a is increased according to the decrease of the engine rotational speed Ne. As a result, for a while from time t2, the 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. As the vehicle stop time t3 is approached, the number of revolutions of the motor generator 4 is gradually decreased toward the vehicle stop so that it becomes zero. On the other hand, the rotational speed of the electric motor 15a is maintained at a constant rotational speed. Then, 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 rotational 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. Then, 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 by the characteristic enclosed by the arrow E in FIG. 6, even if the vehicle is stopped 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 direction of the arrow B by the hydraulic pressure is maintained until after the pulley rotation is stopped, so that the oil seal 65 is oil tight. The axial direction movement of the oil seal 65 is suppressed. Then, even if 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 the oil tightness can be secured.

  Thereafter, at time t5 and the brake OFF operation is performed, and when the accelerator ON operation is performed at time t6, generation of the hydraulic pressure is started at time t7 by raising the rotation of the electric motor 15a immediately after time t5. At time t8, generation of the vehicle speed VSP is started, and the vehicle starts moving. In the case of the comparative example, even if the rotation of the electric motor 15a is started immediately after time t5 as in the first embodiment, the clearance due to the hydraulic oil leakage formed in the pulley oil chamber for a while (FIG. Reference) is spent as time to fill with hydraulic fluid. Therefore, in the comparative example, generation of the hydraulic pressure is started at time t9, generation of the vehicle speed VSP is started at time t10, and the vehicle starts moving.

  Thus, by adopting the CVT hydraulic control of the first embodiment, when there is a start request 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 as compared with the comparative example.

  Furthermore, by adopting the CVT hydraulic control of the first embodiment, when the time t4 passes, the drive of the sub oil pump 15 is stopped until the time t5 when the start request is issued. Therefore, a period for stopping the drive of the hydraulic pressure source is secured as compared with the case where the drive of the sub oil pump is continued while the vehicle is stopped. In the case of the comparative example, when the time t3 passes, the drive of the sub oil pump 15 is stopped until the time t5 when there is a start request. That is, in the first embodiment, the drive stop time of the hydraulic pressure source is only shortened as compared with the comparative example, for 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, driving to the primary pulley oil chamber 63 and the secondary pulley oil chamber 64 by the discharge from the oil pump 14 or 15 by driving the oil pump 14 or 15 even after stopping Continue filling hydraulic oil for a predetermined time.
That is, the oil seal 65 annularly inserted around the pulley rotation center axes CLpri and CLsec is an axial direction applied to the oil seal 65 when the operation oil filling is stopped while the stationary drum 61 and the movable drum 62 are rotating. Pressure is reduced. Then, it was found that the oil seal 65 was moved axially from the side pressing position where the oil seal 65 can ensure oil tightness in the direction in which the pressing surface is separated, and the oil tightness is lowered.
Therefore, by adding control to continue filling hydraulic oil into the pulley oil chambers 63 and 64 for a predetermined time even after stopping, there is no pressure drop in the axial direction applied to the oil seal 65, and the side surface ensuring oil tightness. The seal movement from the pressing position is suppressed. Therefore, while the drive of the oil pump 14 or 15 is stopped, the hydraulic oil is prevented from leaking from the pulley oil chambers 63 and 64 via 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.
Further, after stopping, when a predetermined time for continuing the hydraulic oil filling into the pulley oil chambers 63, 64 elapses, the driving of the oil pump 14 or 15 is stopped until a start request is made. Therefore, a period for stopping the driving of the oil pump 14 or 15 is secured as compared with the case where the driving of the drive source is continued while the vehicle is stopped.
As a result, the start responsiveness to the start request is secured while suppressing the energy loss while the vehicle is stopped.

In the first embodiment, for a predetermined time for continuing the driving of the oil pumps 14 and 15, the stop of the pulley rotation shaft for rotating the fixed drum 61 and the movable drum 62 after stopping the vehicle is confirmed (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 of movement of the oil seal 65 in the axial direction from the side pressing position where oil tightness can be secured is because the pulley rotation shaft is rotating when the filling of the hydraulic oil is stopped.
Therefore, by setting the start reference of the drive continuation time of the oil pumps 14 and 15 to the time from the stop confirmation of the rotating shaft, the oil seal can be reliably sealed even if the filling of the hydraulic oil from the oil pumps 14 and 15 is stopped. Axial movement of 65 is suppressed.

In the first embodiment, the hydraulic oil charging into the pulley oil chambers 63 and 64 is continued for a predetermined time, and after the driving of the oil pumps 14 and 15 is stopped, the hydraulic pressure drop in the pulley oil chambers 63 and 64 is monitored (FIG. S8). Then, when the absolute value of the hydraulic pressure decrease gradient is a constant or more, the drive of the oil pumps 14 and 15 is restarted, and the drive 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 into 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 at the side pressing position where the oil tightness can be secured And the pressing force may not be sufficient. On the other hand, when the hydraulic pressure decrease gradient of the pulley oil chambers 63 and 64 is monitored, it can be judged whether the oil seal 65 can secure the oil tightness. Therefore, a control law for monitoring the hydraulic pressure drop of the pulley oil chambers 63 and 64 is added, and when it is judged that the hydraulic oil leaks from the oil seal 65, the driving of the oil pumps 14 and 15 is restarted.
Therefore, when the operation of the oil pumps 14 and 15 is continued after stopping, if the hydraulic oil leakage from the oil seal 65 is confirmed, the position correction of the oil seal 65 to the position securing the oil tightness is performed again. .

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 6d creates hydraulic pressure to be supplied to the primary pulley oil chamber 63 and the secondary pulley oil chamber 64 that determine the transmission 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 which form the primary pulley oil chamber 63 and the secondary pulley oil chamber 64, respectively.
That is, when the transmission is a 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 the hydraulic oil leaks from the pulley oil chambers 63 and 64 via the oil seal 65 accordingly. There are many.
Therefore, in the vehicle equipped with the belt-type continuously variable transmission 6, the start response to the start request is secured while suppressing the energy loss while the vehicle is stopped.

In the first embodiment, the movable drum 62 is axially slidable with respect to the fixed drum 61. The oil seal 65 includes a square seal ring portion 65a disposed in the axial direction with respect to a square seal groove 61a formed in the fixed drum 61 and an inner circumferential 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 contacts the inner surface 62 a of the movable drum 62 in an urging manner.
That is, when the oil seal 65 includes the seal ring portion 65a having a rectangular cross section, which is disposed with a gap in the axial direction with respect to the seal groove 61a having a rectangular cross section, the side pressing position of the seal ring 65a and the seal groove 61a Then, the oil seal 65 exerts oil tightness.
Therefore, high oil tightness by the oil seal 65 is secured by setting the side ring pressing position of the seal ring portion 65a and the seal groove 61a when the oil pumps 14, 15 are continuously driven after stopping.

Next, the effects will be described.
In the hydraulic control method and control device of the FF hybrid vehicle of the first embodiment, the following effects 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 an oil chamber (pulley oil chambers 63 and 64) of a transmission (belt type continuously variable transmission 6) based on discharge hydraulic oil from an oil pressure source (oil pumps 14 and 15) 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) A transmission equipped vehicle (FF hybrid vehicle) including an oil seal 65 annularly interposed around the rotation center axis (pulley rotation center axes CLpri, CLsec);
When the vehicle stops from decelerating, the hydraulic pressure source (oil pumps 14, 15) is driven even after the vehicle is stopped, so that oil chambers (pulley oil chambers 63, 64) by discharge from the hydraulic pressure sources (oil pumps 14, 15). Continue filling the hydraulic oil to
When the filling of the oil chamber (pulley oil chamber 63, 64) with the hydraulic oil continues for a predetermined time, the drive of the hydraulic pressure source (oil pump 14, 15) is stopped,
After the driving of the hydraulic pressure source (oil pumps 14, 15) is stopped, the hydraulic pressure source (oil pumps 14, 15) is redriven when there is a start request (FIG. 2, FIG. 3).
Therefore, it is possible to provide a hydraulic control method of a vehicle (FF hybrid vehicle) that secures the start response to the start request while suppressing the energy loss while stopping.

(2) A rotating shaft (pulley for rotating the fixed side member (fixed side drum 61) and the movable side member (movable side drum 62) after stopping the vehicle for a predetermined time to continue driving the hydraulic pressure source (oil pumps 14, 15) After confirming the stop of the rotary shaft) and the stop of the rotary shaft (pulley rotary shaft), the time required to suppress the movement of the oil seal 65 is set (FIG. 3).
For this reason, in addition to the effect of (1), by setting the start reference of the drive continuation time of the oil pumps 14 and 15 to the time from the stop confirmation of the rotating shaft, filling of the hydraulic oil from the oil pumps 14 and 15 is performed. When stopped, the axial movement of the oil seal 65 can be reliably suppressed.

(3) The oil chamber (pulley oil chamber 63, 64) continues to be filled with hydraulic oil for a predetermined time, and after the driving of the hydraulic source (oil pump 14, 15) is stopped, the oil chamber (pulley oil chamber 63, 64) The hydraulic pressure drop is monitored, and if the absolute value of the hydraulic pressure drop gradient is greater than or equal to a predetermined value (constant), the drive of the hydraulic pressure source (oil pump 14, 15) is resumed, and the hydraulic pressure source (oil pump 14, 15) is driven. For a predetermined time (FIG. 3).
For this reason, in addition to the effect of (1) or (2), when hydraulic oil leakage from the oil seal 65 is confirmed when the driving of the oil pumps 14 and 15 is continued after stopping, oil tightness is secured again The position of the oil seal 65 can be corrected to the desired position.

(4) The transmission is disposed in a power transmission system from (horizontally mounted engine 2, motor generator 4) to drive wheels (left and right front wheels 10L, 10R), and includes 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 transmission gear ratio of the continuously variable transmission (belt type continuously variable transmission 6) based on the hydraulic fluid discharged from the hydraulic pressure source (oil pumps 14, 15). Create hydraulic pressure to supply to 63 and 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) which respectively form the primary pulley oil chamber 63 and the secondary pulley oil chamber 64 (FIG. 2) ).
Therefore, in addition to the effects of (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 while stopping. It can be secured.

(5) The movable side member (movable side drum 62) is axially slidable with respect to the fixed side member (fixed side drum 61),
The oil seal 65 has a square seal ring portion 65a and a seal ring portion arranged with a gap in the axial direction with respect to a square seal groove 61a formed in the fixed side member (fixed side drum 61). The outer peripheral surface of the seal ring portion 65a is in contact with the inner surface 62a of the movable side member (the movable side drum 62), and is constituted by an urging portion (O-ring 65b) disposed in contact with the inner peripheral surface position of 65a. (Fig. 2).
Therefore, in addition to the effect of (4), high oil tightness by the oil seal 65 can be achieved by setting the side ring pressing position of the seal ring portion 65a and the seal groove 61a when the oil pumps 14, 15 are continuously driven after stopping. It can be secured.

(6) The transmission mounted vehicle (FF hybrid vehicle) is an electric vehicle mounted with the motor generator 4 as a drive source,
The hydraulic pressure source driven even if the vehicle stops from deceleration is the mechanical oil pump (main oil pump 14) driven by the motor generator 4 (FIG. 2).
Therefore, in addition to the effects of (1) to (5), the sub oil pump 15, which is an electric oil pump, can be eliminated, and cost reduction and downsizing of the unit can be realized.

(7) The transmission-equipped vehicle (FF hybrid vehicle) is a vehicle equipped with an engine (horizontally-mounted engine 2) as a drive source, and automatic stop / automatic start of the engine (horizontally-mounted engine 2) under automatic stop conditions The engine automatic stop control unit (engine control module 82) that controls based on (coast stop condition),
The hydraulic pressure source driven even if the vehicle stops from deceleration is the electric oil pump (sub oil pump 15) driven by the 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 (horizontally placed engine 2) that performs engine automatic stop control, energy loss while stopping can be suppressed, and fuel consumption can be reduced. It can improve.

(8) 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 an oil chamber (pulley oil chambers 63 and 64) of a transmission (belt type continuously variable transmission 6) based on discharge hydraulic oil from an oil pressure source (oil pumps 14 and 15) 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) , And an oil seal 65 annularly inserted around the rotation center axis (pulley rotation center axes CLpri, CLsec);
A transmission hydraulic pressure control unit (CVT control unit 84) that controls the hydraulic pressure source (oil pumps 14, 15) and the hydraulic pressure control circuit (control valve unit 6d);
Transmission-equipped vehicle (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 is stopped when the vehicle is stopped from decelerating, so that the hydraulic pressure sources (oil pumps 14, 15) Continue filling hydraulic oil into the oil chamber (pulley oil chamber 63, 64) by discharging
When the filling of the oil chamber (pulley oil chamber 63, 64) with the hydraulic oil continues for a predetermined time, the drive of the hydraulic pressure source (oil pump 14, 15) is stopped,
After stopping the driving of the hydraulic pressure source (oil pumps 14, 15), when there is a start request, the hydraulic pressure sources (oil pumps 14, 15) are redriven.
Therefore, it is possible to provide a hydraulic control device of a vehicle (FF hybrid vehicle) that secures the start response to the start request while suppressing the energy loss while stopping.

  As mentioned above, although the hydraulic control method and control device of the transmission loading vehicle of the present invention were explained based on Example 1, about a concrete composition, it is not restricted to this Example 1, and claims Changes in design, additions, and the like are permitted without departing from the scope of the invention as claimed.

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

  In the first embodiment, the belt type continuously variable transmission 6 is used as the transmission, in which the belt 6c is passed over 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. However, the transmission may be an example using an automatic transmission called step AT, an AMT in which the shift is automated with a manual transmission structure, a DCT in which the shift is automated with a manual transmission structure having two clutches, etc. 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, as the oil chamber, if it is an oil chamber that may cause hydraulic oil leakage from the oil seal, it is, for example, a clutch piston oil chamber for engaging a multi-disc clutch or a brake piston oil chamber for engaging a multi-disc brake Also good.

  In Example 1, the example of the FF hybrid vehicle which mounted the main oil pump 14 and the sub oil pump 15 as a hydraulic pressure source was shown. However, as the hydraulic pressure source, a vehicle equipped with only one of the mechanical oil pump and the electric oil pump may be used.

  In the first embodiment, an example is shown in which the control device of the present invention is applied to an FF hybrid vehicle driven by one motor and two clutches. However, the control device of the present invention can also 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 disposed in a power transmission system from a drive source to drive wheels.

2 Horizontal engine (drive source, engine)
3 1st 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 side drum (fixed side member)
61a seal groove 62 movable side drum (movable side 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 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 Controller)
84 CVT control unit (transmission hydraulic control unit)

Claims (7)

  1. A transmission disposed in a power transmission system from a drive source to drive wheels;
    An oil pressure control circuit that generates an oil pressure to be supplied to an oil chamber of the transmission based on discharge hydraulic oil from an oil pressure source;
    A transmission-equipped vehicle, comprising: an oil seal interposed between a fixed side member forming an oil chamber of the transmission and a movable side member, the ring seal being annularly provided around a rotation center axis,
    When the vehicle is stopped from decelerating, the hydraulic pressure source is driven even after the vehicle is stopped, and the hydraulic oil filling into the oil chamber by the discharge from the hydraulic pressure source is continued.
    When the hydraulic chamber continues to be filled with hydraulic fluid for a predetermined time, the driving of the hydraulic pressure source is stopped,
    After stopping driving of the hydraulic pressure source, the hydraulic pressure source is re-driven when a start request is received ,
    The predetermined time for continuing the drive of the hydraulic pressure source is set to the time required to suppress the movement of the oil seal by stopping the rotary shaft for rotating the fixed side member and the movable side member after the vehicle is stopped. A hydraulic control method of a transmission-equipped vehicle characterized by:
  2. In the hydraulic control method of a transmission-equipped vehicle according to claim 1 ,
    The hydraulic oil filling into the oil chamber is continued for a predetermined time, and after stopping the driving of the hydraulic pressure source, the hydraulic pressure drop of the oil chamber is monitored, and the hydraulic pressure source is monitored if the absolute value of the hydraulic pressure drop gradient is larger than a predetermined value. The hydraulic pressure control method for a transmission-equipped vehicle, comprising: resuming the driving of the vehicle; and continuing the driving of the hydraulic pressure source for a predetermined time.
  3. The hydraulic control method of a transmission-equipped vehicle according to claim 1 or 2
    The transmission is a continuously variable transmission disposed in a power transmission system from a drive source to drive wheels and having a primary pulley and a secondary pulley,
    The hydraulic control circuit generates hydraulic pressure to be supplied to a primary pulley oil chamber and a secondary pulley oil chamber that determines a transmission gear ratio of the continuously variable transmission based on discharge hydraulic fluid from the hydraulic pressure source.
    The oil pressure control method of a transmission-equipped vehicle, wherein the oil seal is interposed between a fixed side member and a movable side member respectively forming the primary pulley oil chamber and the secondary pulley oil chamber.
  4. In the hydraulic control method of a transmission-equipped vehicle according to claim 3 ,
    The movable side member is axially slidable with respect to the fixed side member,
    The oil seal is formed at a seal ring portion having a rectangular cross section, which is disposed with a gap in the axial direction with respect to a seal groove having a rectangular cross section formed in the fixed side member, and an inner peripheral surface position of the seal ring portion. A hydraulic control method for a transmission-equipped vehicle, comprising: an urging portion disposed in contact with the outer peripheral surface of the seal ring portion for urging contact with the inner surface of the movable side member.
  5. In the hydraulic control method of a transmission-equipped vehicle according to any one of claims 1 to 4 ,
    The transmission-equipped vehicle is an electric vehicle equipped with a motor generator as a drive source,
    The hydraulic pressure control method for a transmission-equipped vehicle, wherein the hydraulic pressure source driven even if the vehicle stops from deceleration is a mechanical oil pump driven by the motor generator.
  6. In the hydraulic control method of a transmission-equipped vehicle according to any one of claims 1 to 4 ,
    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 / start of the engine based on the automatic stop condition.
    The hydraulic pressure control method for a transmission-equipped vehicle, wherein the hydraulic pressure source driven even if the vehicle stops from deceleration is an electric oil pump driven by an electric motor.
  7. A transmission disposed in a power transmission system from a drive source to drive wheels;
    An oil pressure control circuit for generating an oil pressure to be supplied to an oil chamber of the transmission by a discharge hydraulic oil from an oil pressure source;
    An oil seal interposed between the fixed side member and the movable side member forming the oil chamber, the ring being interposed around a rotation center axis;
    A transmission hydraulic pressure control unit that controls the hydraulic pressure source and the hydraulic pressure control circuit;
    In a transmission-equipped vehicle comprising
    The transmission oil pressure control unit continues the filling of the oil chamber by discharge from the oil pressure source by driving the oil pressure source even after the vehicle is stopped when the vehicle stops from deceleration.
    When the hydraulic chamber continues to be filled with hydraulic fluid for a predetermined time, the driving of the hydraulic pressure source is stopped,
    After stopping driving of the hydraulic pressure source, the hydraulic pressure source is re-driven when a start request is received ,
    A process of setting the predetermined time for continuing the drive of the hydraulic pressure source to the time required to suppress the movement of the oil seal by stopping the rotary shaft for rotating the fixed side member and the movable side member after the vehicle is stopped A hydraulic control device for a transmission-equipped vehicle, characterized in that:
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PCT/JP2016/080643 WO2017073379A1 (en) 2015-10-30 2016-10-17 Hydraulic control method and control apparatus for transmission-mounted vehicle

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JP3743421B2 (en) * 2002-04-23 2006-02-08 日産自動車株式会社 Vehicle control device
JP4259116B2 (en) * 2003-01-08 2009-04-30 トヨタ自動車株式会社 Control device for continuously variable transmission for vehicle
JP2011214699A (en) * 2010-04-01 2011-10-27 Toyota Motor Corp Hydraulic control device of belt-type continuously variable transmission

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