WO2001021985A1

WO2001021985A1 - Device and method for controlling electro-hydraulic pump for automatic transmission

Info

Publication number: WO2001021985A1
Application number: PCT/JP2000/006515
Authority: WO
Inventors: Masahiko Ibamoto; Kazuhiko Sato
Original assignee: Hitachi, Ltd.; Hitachi Car Engineering Co., Ltd.
Priority date: 1999-09-24
Filing date: 2000-09-22
Publication date: 2001-03-29
Also published as: JP3648411B2; JP2001090828A

Abstract

A hydraulic pressure generating device capable of suppressing a wasteful flow rate to improve fuel consumption and being used also for a car having an engine stop mode, as a hydraulic pressure source of car having an automatic transmission mounted thereon, wherein an electro-hydraulic pump (21) and an electro-hydraulic pump control device (22) are provided, and a pump electric motor is controlled according to a gear ratio command and line pressure command for automatic transmission control so that a minimum pump main pressure necessary to assure a fluid rate necessary at the time of gear shift can be generated.

Description

Description: Electric hydraulic pump control device and method for automatic transmission

The present invention relates to control of a hydraulic pump for a vehicle, and more particularly to a control device and method of a motor-driven hydraulic pump suitable as a hydraulic source of an automatic transmission and suitable for use in a vehicle having a mode in which an engine is stopped.

Background art

In automatic transmissions for automobiles, it is common to use hydraulic pressure to apply a pressing force to a friction member that transmits driving force. For this reason, a hydraulic pump driven by the engine rotational force has conventionally been incorporated in the automatic transmission.

However, in such a system in which the engine is driven directly, it is difficult to adjust the discharge pressure and the discharge amount to desired values because the rotation speed of the engine greatly changes. In other words, the higher the torque, the higher the hydraulic pressure is needed to increase the transmission force of the transmission, but the higher the torque, the higher the engine speed. If the oil pressure is designed to ensure a sufficient amount of oil even at low rotations, the oil amount will be excessive at high rotations, so it must be discarded. For this reason, for example, by using a variable displacement vane pump as shown in “Automotive Engineering, February 1987, P47, FIG. 13”, the eccentricity of the vane pump during high rotation was reduced. Some measures have been taken, such as reducing the discharge rate. However, the range of controlling the pump output is limited, and the excess pressure oil must be wasted by the regulator valve. This means that the output of the engine is wasted, and improvements in fuel efficiency are desired.

In vehicles that perform the so-called idling stop control that stops the engine even during a temporary stop to further improve fuel efficiency and reduce exhaust gas, if the engine drives a hydraulic pump, the hydraulic pressure will be insufficient at the time of starting, etc. Because they cannot perform normal operation, an independent hydraulic source is desired.

Disclosure of the invention

The object of the present invention is to meet the above demand by stopping direct drive by the engine and It is an object of the present invention to provide an electric hydraulic pump control system that uses a pressure pump and generates a minimum required oil pressure and oil amount based on the oil pressure and oil amount required by the transmission. Therefore, in the present invention, a prime mover, an automatic transmission for shifting the output of the prime mover and transmitting the output to wheels, a speed ratio command generating means for instructing a speed ratio of the automatic transmission, a friction member of the automatic transmission, Line pressure command generating means for commanding the hydraulic pressure to be applied; hydraulic control means for controlling the hydraulic pressure of the automatic transmission according to at least one of the gear ratio command and the line pressure command; and supplying the hydraulic oil to the hydraulic control means. An electric hydraulic pump, motor output command generating means for instructing an electric motor output of the electric hydraulic pump according to at least one of the transmission ratio command and the line pressure command, and a motor output of the electric hydraulic pump according to the motor output command. Motor control means for controlling the motor speed.

The gear ratio command generation means issues a gear ratio command according to the vehicle speed, the accelerator pedal depression angle, the throttle opening of the engine, the driving torque, and the like. This control method is described in, for example, Japanese Patent Application Laid-Open No. H08-33441. It is disclosed in 55.

The line pressure command generating means issues a line pressure command according to the throttle opening of the engine, the driving torque, the input rotation speed of the transmission, the vehicle speed, and the like. 49 No. 9.

The motor output command generation means generates a respective rotation speed or torque command according to each stage of starting and stopping the discharge control of the hydraulic pump.

At start-up, a high-speed rotation command is issued under predetermined conditions to open the pump vanes by centrifugal force or to fill the hydraulic circuit of the hydraulic control means with oil. At the time of stop, the oil stored in the hydraulic circuit is released to release the pressure.

During the discharge control, the amount of oil supplied from the hydraulic control means to the friction member of the transmission and the amount of oil released from the control valve in the hydraulic pressure control means are calculated, and the number of rotations required to supply these is calculated. Command. Alternatively, command the pump motor torque necessary to generate the source pressure that can realize the line pressure command.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a block diagram illustrating a configuration of a control system according to a first embodiment of the present invention. FIG. 2 is a block diagram showing the configuration of the electric hydraulic pump control device of the present invention. FIG. 3 is a configuration diagram showing a hard configuration using a microcomputer of the electric hydraulic pump control device of the present invention.

FIG. 4 is a flowchart showing a program configuration of the electric hydraulic pump control device of the present invention.

FIG. 5 is a flowchart showing the program configuration of the flow rate calculation unit.

FIG. 6 is a characteristic diagram showing an example of the consumption flow characteristic.

FIG. 7 is a block diagram showing the configuration of the control system according to the second embodiment of the present invention.

FIG. 8 is a flowchart showing a program configuration of the motor generator control device according to the second embodiment of the present invention.

FIG. 9 is a flowchart showing a program configuration of the electric hydraulic pump control device according to the second embodiment of the present invention.

Embodiment of the Invention

FIG. 1 shows an electric hydraulic pump control device according to a first embodiment of the present invention. The output of engine 1 drives wheels 3 via automatic transmission 2. The automatic transmission 2 is described by way of example of a system in which the gear ratio is changed by a planetary gear, but may be another type of automatic transmission such as a parallel shaft type.

The automatic transmission 2 includes a torque converter 4, a transmission structure 5 including planetary gears and clutches, a transmission gear train 6 including a final gear, and the like. The transmission mechanism 5 is provided with a plurality of friction members such as a clutch and a brake (not shown), and a hydraulic control means 7 for controlling these friction members is provided. The hydraulic control means 7 is provided with a speed change solenoid valve for selecting a friction member to be fastened, and a line pressure solenoid valve for controlling a hydraulic pressure applied to the fastened friction member.

The automatic transmission control device 8 is provided with a speed change solenoid drive unit 9 for driving a speed change solenoid valve and a line pressure solenoid drive unit 10 for driving a line pressure solenoid valve.

The automatic transmission control device 8 also includes the engine speed Ne detected by the crank angle sensor 11 and the output speed of the torque converter detected by the turbine sensor 12. The speed of the input shaft of the speed change mechanism 5 N in, the speed of the output shaft of the automatic transmission 2 detected by the vehicle speed sensor 13 No, the depression angle APO of the accelerator pedal detected by the accelerator pedal sensor 14 and the throttle sensor 15 The throttle valve opening TVO detected in step, the line pressure PL detected by the line pressure sensor 16, etc. are input.

The automatic transmission control device 8 performs two controls according to these sensor inputs. The gear ratio command unit 17 calculates an optimum gear ratio according to the vehicle speed and the throttle opening or the depression angle of the accelerator pedal, and gives a gear ratio command to the gear solenoid drive unit 9. The line pressure command section 18 calculates the optimum line pressure based on the throttle opening and the engine speed, the transmission torque calculated from the input shaft speed and the output shaft speed, and calculates the line pressure solenoid drive 1 A line pressure command is given for 0.

A more detailed description of the automatic transmission control device 8 is not the gist of the present invention, and is a technique well known to those skilled in the art, so a description thereof will be omitted.

The engine control unit 19 includes the engine speed and advance angle detected by the crank angle sensor 11, the accelerator pedal depression angle AP 0 detected by the accelerator pedal sensor 14, and the throttle valve detected by the throttle sensor 15. The degree of opening TVO, the signal of the accelerator switch 20 which is conducted when the accelerator pedal is not depressed is input to control the fuel injection amount and the ignition advance angle, but the detailed description is not the gist of the present invention. It is well known to those skilled in the art and will not be described.

In the present embodiment, an electric hydraulic pump 21 and an electric hydraulic pump control device 22 are newly provided in addition to these conventional components.

The electric hydraulic pump 21 supplies oil to the hydraulic control means 7 as a hydraulic source of the automatic transmission 2. The electric hydraulic pump control device 22 controls the rotation speed and torque of the pump motor, and supplies the minimum hydraulic and oil amount necessary to achieve the line pressure controlled by the automatic transmission control device 8. Control. Therefore, the output of the transmission ratio command section 17 and the line pressure command section 18 of the automatic transmission control device 8, the accelerator switch signal, the signal of the brake switch 34 provided on the brake pedal, and the line pressure PL are input. I do.

The electric hydraulic pump control device 22 includes a pump motor drive unit 23 and a pump motor control command unit 24. The specific configuration is shown in FIG. The pump motor drive unit 23 constitutes a three-phase inverter 26 using a semiconductor switch 25, and drives a three-phase induction motor 27 directly connected to the hydraulic pump 21. In the present embodiment, a combination of a three-phase inverter and a three-phase induction motor is shown, but it goes without saying that a three-phase synchronous motor may be used. Regardless of the deviation, the number of rotations of the pump motor is controlled by the frequency of the three-phase alternating current, and the torque of the pump motor is controlled by the output current, according to the command of the pump motor control command section 24. For this purpose, the number of rotations, phase or current of the pump motor is detected, and feedback control is performed in the gate control unit 28. However, since this is a general method of motor control, description thereof will be omitted. Note that a chopper may be used instead of the inverter 26 to drive a DC motor.

The pump motor control command section 24 receives a shift command, that is, the output of the speed ratio command section 17 of the automatic transmission control device 8, the line pressure command, that is, the output of the line pressure command section 18, and the line pressure sensor 16. The detected line pressure PL and the oil temperature detected by an oil temperature sensor (not shown) are input, and when the line pressure is applied, the flow rate released from each valve in the hydraulic control means 7 to the drain is calculated. In the present embodiment, the flow rate map 29 in which the oil temperature is used as a parameter for each shift speed is used, but the characteristics of each valve may be entered in the form of an equation. The required flow rate can be obtained by dividing the flow rate calculated in this way by the blood discharge amount Dp per rotation of the pump. Therefore, a flow rate command is given to the pump motor drive unit 23.

When the pump is started, the start control command unit 30 generates a rotation speed command. If a vane pump is used, it must first be turned at high speed to open the vanes by centrifugal force. Then, the start control command section 30 issues a high-speed command for a predetermined time. However, when the actual line pressure PL reaches a predetermined value, the start is completed, and the control is returned to the normal pump motor control even within the predetermined time.

When the pump is stopped, the stop control command unit 31 generates a rotation speed command for reducing the rotation speed at a predetermined reduction rate. This is to prevent the backflow to the pump by gradually lowering the oil pressure remaining in the oil pressure control means 7, but also in this case, the stop control is interrupted when the actual line pressure PL falls below the predetermined value. To shut off the power to the pump motor. This electric hydraulic pump control device 22 is used for other automatic transmission control devices 8 and engine control. Like the control device 19, it is configured as a control device by a microcomputer, and has a hardware configuration as shown in FIG. That is, the microprocessor 101 receives input signals from various sensors (not shown) in addition to the sensors 16 and 20 through the input circuit 104, reads programs and data from the read-only memory 102, and executes the program. Numerical and logical operations are performed using the dumb access memory 103. The processed signal causes a three-phase induction motor 27 as a pump motor to operate through an inverter 26 as an output circuit.

The software is configured as shown in Fig. 4.Input signal processing 110 inputs signals from sensors and other logic, and normal control determination logic 111 determines normal control status. The required flow rate during normal operation is calculated by the unit 1 12 and converted into the motor rotation speed by the rotation speed calculation unit 1 13. The operation of the flow rate calculation unit 112 is shown in the flowchart of FIG. Following the normal control determination, the state of the automatic transmission is determined by the state determination logic 200.

Here, when it is determined that the vehicle is in a special state, that is, a very low temperature state, or the vehicle is stopped or is about to stop, a predetermined flow rate is set according to the state. That is, at extremely low temperatures, the viscosity of the oil is high, so that the operating speed of the hydraulic control means 7 is slowed down. As a result, a shift shock occurs and the shifting performance cannot be ensured. May be damaged. Therefore, safety is ensured by maximizing the line pressure, and the pump flow rate is controlled to the maximum so that the heat is generated by oil circulation and the normal temperature is reached quickly.

On the other hand, when the vehicle is stopped or shortly before the stop, the drive torque and the regenerative control torque become almost zero, so no line pressure is required. Therefore, when an extremely low vehicle speed is detected, the pump flow is controlled to a minimum. However, when the pump is stopped, the vane closes, so rotate the pump at a low speed that does not close the vane.

If it is determined that the state of the automatic transmission is the normal state, the flow path from the line pressure solenoid valve to the selected clutch is determined for each shift mode in logic 201, and the flow path is determined in logic 202. Calculate the amount of oil to be charged into the. It is assumed that the cylinder volume of the multi-plate clutch pressing biston is almost constant, but the stroke increases when the clutch plate is worn down. Good. In particular, the band brake piston has a large area and may be displaced in the opposite direction, so it is effective to perform learning correction by classifying the state.

Logic 203 calculates the amount of oil released to the drain from all spool valves in that flow path. For this, the flow rate of each valve with respect to the indicated line pressure may be used, but since the viscosity of the oil changes depending on the oil temperature and the flow rate changes, as shown in Fig. 6, a map set in advance for each oil temperature is used. You may search by line pressure.

The flow rate calculated by the logic 202 is added to the consumption flow rate calculated in this way, and the result is input to the rotation speed calculation unit 113.

In Fig. 4, if the normal control determination logic 1 1 1 determines that it is not in the normal control state, then the start / stop determination logic 1 14 further turns on / off the key switch ON / OFF signal or the start / stop from the upper general controller. Judgment of start control or stop control is made based on the request signal.

The start control logic 1 15 determines the time to turn at high speed in consideration of the oil temperature, and issues a high-speed command until the vane opens. However, if the actual oil pressure PL detected by the line pressure sensor 16 satisfies a predetermined condition, the start control is regarded as completed and the start control is terminated even within a predetermined time.

In the stop control logic 1 16, the rotation speed at the time of the stop control determination is reduced at a predetermined reduction rate, and after holding for a predetermined time, a stop control end signal is generated to notify that the power can be shut off. However, if the actual oil pressure P L detected by the line pressure sensor 16 satisfies a predetermined condition, the stop control is deemed to have been completed and the stop control is terminated even within a predetermined time.

According to the present embodiment, the source pressure required for realizing the line pressure controlled by the automatic transmission control device 8 is generated without waste with the minimum necessary pump motor output, so that fuel efficiency can be improved. .

In the above embodiment, the stepped automatic transmission has been described as an example. However, it goes without saying that the electric hydraulic pump control of the present invention may be applied to a continuously variable automatic transmission. In the case of a continuously variable transmission, since the area of the shifting piston is generally large and the stroke is long, the cylinder volume is dominant in calculating the shift flow rate of the logic 202. Since the gear ratio is determined by the position of the gear shifting piston, the displacement of the pulley required to shift from the current gear ratio to the commanded gear ratio is calculated, and the amount of oil sent to the cylinder is calculated. this The calculation may be performed by a formula each time, but the relationship between the gear ratio, the displacement, and the flow rate may be calculated in advance and stored in a table.

FIG. 7 shows a second embodiment of the present invention. The same components as those in FIG. 1 are denoted by the same reference numerals. The difference from the first embodiment is that a starting motor generator 32 and a motor generator control device 33 are newly provided.

The starting motor generator 32 is provided directly connected to the engine, operates as a starter motor with a current from a battery (not shown) when the engine is started, as a charging alternator while the engine is rotating, and a regenerative brake generator when downhill. It operates as a battery and regenerates energy to the battery.

For this reason, the motor generator control device 33 is provided with the accelerator switch signal, the brake switch signal, the engine speed Ne, the output shaft speed No, and a cooperative control with a brake control device (not shown). Signal, battery charge status signal, etc. are input. In such a system, since the starting and stopping of the engine can be realized by electronic control, so-called idling stop operation in which the engine is stopped except when the vehicle is running can be performed. That is, the engine is stopped even in the case of a temporary stop such as waiting for a traffic light, and the engine is started and started when the accelerator is depressed. By stopping the engine frequently, it is possible to control the generation of exhaust gas and to suppress fuel consumption.

The operation of the motor generator control device 33 will be described with reference to FIG. In the input signal processing 400, the input signal is read, and in the mode determination 410, if the brake switch signal and the axel switch signal are both ON, the driver has no intention to drive, so it is determined that the engine is stopped. A signal is sent to the engine controller 19 to stop the engine.

If the position of the select lever is other than neutral (N) or parking (P) when the brake is released, the mode shifts to the next mode judgment 402. If the engine is stopped in mode judgment 402, the mode shifts to the engine start mode. The start control is repeated until the complete explosion is confirmed by the complete explosion judgment 404.

If the engine is rotating in mode determination 402, the mode shifts to the power generation mode. When the braking force is insufficient, the mode shifts to the regenerative braking mode. The braking force control logic 411 performs braking force control to obtain a desired deceleration according to a signal for cooperative control with the brake control device or a change in vehicle speed.

If it is not in the regenerative braking mode in the braking judgment 410, the mode shifts to the charging mode, and the charging control logic 412 performs charging when the engine output has margin and the battery charge is low. However, control is performed so that the amount of charge has enough power so that it can be switched to the regenerative braking mode at any time.

In such a system, the electric hydraulic pump control device 22 operates as shown in FIG. The same logic as in FIG. 4 has the same reference numeral.

In the normal control judgment 1 1 1, the start judgment is made only when the key switch is first turned on, and thereafter, even if the engine is temporarily stopped, the key switch is not turned off, so that the normal control is always judged. Therefore, an engine state determination logic 120 is provided at the next stage to determine whether the engine is temporarily stopped. When the engine is stopped and the vehicle speed is zero, there is no need for oil pressure and the battery is not charged.I want to stop the pump as much as possible.However, when the pump is stopped, the vane closes. Control during engine stop to rotate with.

Industrial applicability

According to the present invention, the electric hydraulic pump does not need to be directly driven by the engine, so that it is possible to provide a hydraulic source suitable for a vehicle having an engine stop mode, and to supply a minimum necessary source pressure. Fuel efficiency can be improved.

According to the present invention, the minimum oil amount required for hydraulic control is calculated to generate the original pressure, so that an efficient hydraulic control system can be constructed without dropping waste oil to the drain. As a result, it is not necessary for the engine to directly drive the hydraulic pump, so that an effect of improving fuel efficiency can be obtained. Further, since the hydraulic pump does not need to be driven directly by the engine, it is possible to provide a hydraulic source applicable to an automobile having a mode in which the engine is stopped.

Claims

The scope of the claims

1. a prime mover,

An automatic transmission for shifting the output of the prime mover and transmitting the output to wheels;

Speed ratio command generating means for controlling the speed ratio of the automatic transmission;

A line pressure command generating means for commanding a hydraulic pressure applied to a friction member of the automatic transmission; a hydraulic control means for controlling a hydraulic pressure of the automatic transmission according to at least one of the speed ratio command and the line pressure command;

An electric hydraulic pump that supplies pressure oil to the hydraulic control means,

Motor output command generation means for commanding the motor output of the electric hydraulic pump in accordance with at least one of the speed ratio command and the line pressure command;

Motor driving means for controlling the motor output of the electric hydraulic pump according to the motor output command;

An electric hydraulic pump control device for an automatic transmission of a vehicle having the same.

2. the prime mover,

In the drive train of a car equipped with

An electric hydraulic pump for supplying pressure oil to the hydraulic control means,

Motor output command generation means for commanding the motor output of the electric hydraulic pump,

Motor driving means for controlling the motor output of the electric hydraulic pump according to the motor output command,

The motor output command generation means outputs a first motor output command when the brake is depressed, a second motor output command when the brake is released and the accelerator pedal is not depressed, and the accelerator pedal is depressed. In the case where the motor output command is issued, a motor output command corresponding to at least one of the gear ratio command and the line pressure command is generated. An electric hydraulic pump control device for an automatic transmission of an automobile.

3. a prime mover, an automatic transmission for shifting the output of the prime mover and transmitting the output to wheels, a speed ratio command generating means for controlling a speed ratio of the automatic transmission,

Line pressure command generating means for commanding a hydraulic pressure to be applied to a friction member of the automatic transmission, hydraulic control means for controlling a hydraulic pressure of the automatic transmission according to at least one of the speed ratio command and the line pressure command,

In the drive train of a car equipped with

Motor output command generating means for instructing the motor output of the electric hydraulic pump; motor driving means for controlling the motor output of the electric hydraulic pump in accordance with the motor output command;

The motor output command generating means includes: an oil amount to be supplied to the shift friction member driving piston cylinder calculated from the gear ratio command; and an oil consumed by the hydraulic control means calculated from the line pressure command. Issuing a motor output command according to the sum of the quantities

An electric hydraulic pump control device for an automatic transmission of an automobile.

4. a prime mover, an automatic transmission for shifting the output of the prime mover and transmitting the output to wheels, a speed ratio command generating means for controlling a speed ratio of the automatic transmission,

Line pressure command generating means for commanding a hydraulic pressure applied to a friction member of the automatic transmission, hydraulic control means for controlling a hydraulic pressure of the automatic transmission in accordance with at least one of the speed ratio command and the line pressure command,

In the drive train of a car equipped with

The motor output command generation means may generate a low-temperature motor output command when the oil temperature of the hydraulic control means is equal to or lower than a predetermined value.

An electro-hydraulic pump control device for an automatic transmission of an automobile, characterized in that:

5. The electric hydraulic pump control device for an automatic transmission of an automobile according to any one of claims 1 to 4,

The motor output command is a motor rotation speed command.

6. The electric hydraulic pump control device for an automatic transmission of an automobile according to any one of claims 1 to 4,

The motor output command is a motor torque command.

7. The electric hydraulic pump control device for an automatic transmission of an automobile according to any one of claims 1 to 4,

The automatic transmission is a stepped transmission

8. The electric hydraulic pump control device for an automatic transmission of an automobile according to any one of claims 1 to 4,

The automatic transmission is a continuously variable transmission

9. The electric hydraulic pump control device for an automatic transmission of an automobile according to any one of claims 1 to 4,

When the electric hydraulic pump is started, the hydraulic pump motor output command generating means generates a rotational speed command equal to or higher than a predetermined value until a predetermined condition is satisfied.

10. The electric hydraulic pump control device for an automatic transmission of an automobile according to claim 9, wherein the predetermined condition is that an actual oil pressure has reached a predetermined value or more.

11. The electric hydraulic pump control device for an automatic transmission of an automobile according to claim 9, wherein the predetermined condition is that a time has reached a predetermined value or more.

12. The electric hydraulic pump control device for an automatic transmission of an automobile according to any one of claims 1 to 4,

When stopping the electric hydraulic pump, the means for generating a hydraulic pump motor output command generates a rotation speed command equal to or less than a predetermined value until a predetermined condition is satisfied. An electric hydraulic pump control device for an automatic transmission of an automobile, wherein the electric hydraulic pump is stopped.

13. The electric hydraulic pump control device for an automatic transmission of an automobile according to claim 12, wherein the predetermined condition is that an actual oil pressure has reached a predetermined value or less.

14. In claim 12, the predetermined condition is that time reaches a predetermined value or more.

15. an engine, an automatic transmission for shifting the output of the engine and transmitting the output to wheels, a speed ratio command generating means for controlling a speed ratio of the automatic transmission,

Line pressure command generating means for commanding a hydraulic pressure applied to a friction member of the automatic transmission, hydraulic control means for controlling a hydraulic pressure of the automatic transmission according to at least one of the speed ratio command and the line pressure command,

In the drive train of a car equipped with

Providing an electric hydraulic pump for supplying pressure oil to the hydraulic control means,

Controlling the electric motor output of the electric hydraulic pump according to at least one of the speed ratio command and the line pressure command.

A method for controlling an electric hydraulic pump for an automatic transmission of an automobile.

16. a prime mover, an automatic transmission for shifting the output of the prime mover and transmitting the output to wheels, a speed ratio command generating means for controlling a speed ratio of the automatic transmission,

In the drive train of a car equipped with

The motor output of the electric hydraulic pump is changed to the first pump motor output value when the brake is depressed, and to the second pump motor output value when the brake is released and the accelerator pedal is not depressed. Control is performed to a pump motor output value corresponding to at least one of the speed ratio command and the line pressure command when the vehicle is stepped on. A method for controlling an electric hydraulic pump for an automatic transmission of an automobile.

17. a prime mover, an automatic transmission for shifting the output of the prime mover and transmitting the output to wheels, a speed ratio command generating means for controlling a speed ratio of the automatic transmission,

In the drive train of a car equipped with

An amount of oil to be supplied to the shifting friction member driving biston cylinder calculated from the speed ratio command, and an amount of oil consumed by the hydraulic control means calculated from the line pressure command. Control according to the sum of the quantities

18. a prime mover, an automatic transmission for shifting the output of the prime mover and transmitting the output to wheels, a speed ratio command generating means for controlling a speed ratio of the automatic transmission,

In the drive train of a car equipped with

Controlling the motor output of the electric hydraulic pump to be a low-temperature motor output when the oil temperature of the hydraulic control means is equal to or lower than a predetermined value.

19. The method for controlling an electric hydraulic pump for an automatic transmission of a vehicle according to any one of claims 15 to 18,

The motor output is a rotation speed of the motor.

20. The method for controlling an electric hydraulic pump for an automatic transmission of an automobile according to any one of claims 15 to 18,

The motor output is a motor torque. A method for controlling an electric hydraulic pump for an automatic transmission of an automobile.

21. The method for controlling an electric hydraulic pump for an automatic transmission of an automobile according to any one of claims 15 to 18,

The automatic transmission is a stepped transmission

22. The method for controlling an electric hydraulic pump for an automatic transmission of an automobile according to any one of claims 15 to 18,

The automatic transmission is a continuously variable transmission

23. The method for controlling an electric hydraulic pump for an automatic transmission of an automobile according to any one of claims 15 to 18, wherein when the electric hydraulic pump is started, the hydraulic pump motor rotates at a predetermined value or more. A method for controlling an electric hydraulic pump for an automatic transmission of an automobile, wherein the electric pump is rotated until a predetermined condition is satisfied at a speed.

24. The electric hydraulic pump control method for an automatic transmission of an automobile according to claim 23, wherein the predetermined condition is that an actual hydraulic pressure has reached a predetermined value or more.

25. The method of controlling an electric hydraulic pump for an automatic transmission of an automobile according to claim 23, wherein the predetermined condition is that a time has reached a predetermined value or more.

26. In the electric hydraulic pump control method for an automatic transmission of an automobile according to any one of claims 15 to 18, when stopping the electric hydraulic pump, the hydraulic pump electric motor is set to a predetermined value or less. A method for controlling an electric hydraulic pump for an automatic transmission of an automobile, wherein the motor is rotated until a predetermined condition is satisfied at a rotational speed and then stopped.

27. The electric hydraulic pump control method for an automatic transmission of an automobile according to claim 26, wherein the predetermined condition is that an actual oil pressure has reached a predetermined value or less.

28. The method of controlling an electric hydraulic pump for an automatic transmission of an automobile according to claim 26, wherein the predetermined condition is that a time has reached a predetermined value or more.

29. a prime mover, an automatic transmission for shifting the output of the prime mover and transmitting the output to wheels

Speed ratio command generating means for controlling the speed ratio of the automatic transmission,

A line pressure command generating means for designating a hydraulic pressure applied to a friction member of the automatic transmission, the automatic transmission according to at least one of the speed ratio command and the line pressure command Hydraulic control means for controlling the hydraulic pressure of the

A vehicle characterized by comprising:

30. In claim 29,

The motor output command generation means outputs a first motor output command when the brake is depressed, a second motor output command when the brake is released and the accelerator pedal is not depressed, and the accelerator pedal is depressed. An automobile in which a motor output command is generated in accordance with at least one of the speed ratio command and the line pressure command in a rare state.

31. In claim 29,

An automobile characterized by the following.

32. In claim 29,

An automobile characterized by the following.

33. a prime mover, an automatic transmission for shifting the output of the prime mover and transmitting the output to wheels, a speed ratio command generating means for controlling a speed ratio of the automatic transmission,

An electric hydraulic pump for supplying pressure oil to the hydraulic control means, Motor output command generation means for commanding the motor output of the electric hydraulic pump in accordance with at least one of the speed ratio command and the line pressure command;

A motor generator connected to the prime mover, a motor generator control means for controlling a driving Z braking force and a power generation amount of the motor generator,

A vehicle characterized by comprising:

34. In claim 33,

The motor output command generation means outputs a first motor output command when the brake is depressed, a second motor output command when the brake is released and the accelerator pedal is not depressed, and the accelerator pedal is depressed. An automobile in which the motor output command is generated in accordance with at least one of the speed ratio command and the line pressure command in a rare state.

35. In claim 33,

The motor output command generating means includes: an oil amount supplied to the shift friction member driving biston cylinder calculated from the speed ratio command; and an oil consumed by the hydraulic control means calculated from the line pressure command. Issuing a motor output command according to the sum of the quantities

An automobile characterized by the following.

36. In claim 33,

An automobile characterized by the following.