WO2018123225A1 - Dispositif de commande et procédé de commande pour pompe à huile de véhicule - Google Patents

Dispositif de commande et procédé de commande pour pompe à huile de véhicule Download PDF

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Publication number
WO2018123225A1
WO2018123225A1 PCT/JP2017/037917 JP2017037917W WO2018123225A1 WO 2018123225 A1 WO2018123225 A1 WO 2018123225A1 JP 2017037917 W JP2017037917 W JP 2017037917W WO 2018123225 A1 WO2018123225 A1 WO 2018123225A1
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WO
WIPO (PCT)
Prior art keywords
oil pump
control
brake
current value
vehicle
Prior art date
Application number
PCT/JP2017/037917
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English (en)
Japanese (ja)
Inventor
旭明 王
Original Assignee
ジヤトコ株式会社
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by ジヤトコ株式会社, 日産自動車株式会社 filed Critical ジヤトコ株式会社
Priority to JP2018558845A priority Critical patent/JP6663511B2/ja
Publication of WO2018123225A1 publication Critical patent/WO2018123225A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/74—Inputs being a function of engine parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/12—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a vehicle oil pump control device and a control method for controlling an electric oil pump that is driven by an electric motor and discharges hydraulic oil.
  • the present invention has been made paying attention to the above-mentioned problem, and provides an oil pump control device and a control method for a vehicle that can suppress power consumption during driving of an electric oil pump and suppress deterioration of power consumption. Objective.
  • an oil pump control device for a vehicle is disposed between an electric oil pump driven by an electric motor, a driving source for driving and driving wheels, and is supplied with hydraulic oil.
  • a friction engagement element that generates an engagement capacity and a pump controller.
  • the pump controller controls the electric oil pump by the flow rate control that controls the discharge flow rate from the electric oil pump to be the target flow rate.
  • the pump controller The control is switched to current control for controlling the command current value output from the flow rate control to the electric motor to the target value. Further, the command current value during execution of the current control is set to a current value less than a value at which the friction engagement element is in the power transmission state. Therefore, in this invention, the electric power consumption at the time of driving an electric oil pump with an electric motor at the time of the stop of a drive source for driving
  • 1 is an overall system diagram showing a drive system and a control system of an engine vehicle to which an oil pump control device and a control method of Example 1 are applied. It is a shift schedule figure which shows an example of the shift schedule used when shifting hydraulic pressure control is performed by the variator mounted in the drive system of the engine vehicle.
  • 3 is a flowchart showing a flow of an electric oil pump control process executed by the CVT control unit according to the first embodiment, and shows steps S1 to S8.
  • 3 is a flowchart showing a flow of an electric oil pump control process executed by the CVT control unit according to the first embodiment, and shows steps S9 to S20. It is an example of the map which shows the relationship between the amount of brake strokes, and brake fluid pressure.
  • FIG. 6 is a time chart showing characteristics of an idle switch, a brake switch, a vehicle speed, an engine speed, a brake depression amount, and a brake fluid pressure when an idle stop is released by slowly releasing the brake from the start of the idle stop.
  • 6 is a time chart showing characteristics of an electric oil pump control mode, an electric motor command current value, and a forward clutch engagement capacity when an idle stop is released by slowly releasing a brake from the start of the idle stop.
  • 4 is a time chart showing characteristics of an idle switch, a brake switch, a vehicle speed, an engine rotation speed, a brake depression amount, and a brake fluid pressure when an idle stop is canceled due to a sudden brake release from the start of the idle stop.
  • 4 is a time chart showing characteristics of an electric oil pump control mode, an electric motor command current value, and a forward clutch engagement capacity when an idle stop is released due to a sudden brake release from the start of the idle stop.
  • Example 1 First, the configuration will be described.
  • the oil pump control device and the control method according to the first embodiment are applied to a vehicle (engine vehicle) that performs idle stop control for stopping a driving source (engine) for traveling when the vehicle is stopped.
  • FIG. 1 shows a drive system and a control system of a vehicle to which the oil pump control device and control method of Embodiment 1 are applied
  • FIG. 2 shows an example of a shift schedule used when executing shift hydraulic pressure control of a variator. Show.
  • the drive system of the vehicle according to the first embodiment includes an engine 1, a torque converter 2, a forward / reverse switching mechanism 3, a variator 4, a final reduction mechanism 5, drive wheels 6 and 6, It has.
  • the engine 1 is a driving source for driving the vehicle, and the output torque can be controlled by an engine control signal from the outside in addition to the control of the output torque by the accelerator operation by the driver.
  • the engine 1 includes an output torque control actuator 10 that performs output torque control by a throttle valve opening / closing operation, a fuel cut operation, and the like.
  • the torque converter 2 is a starting element having a torque increasing function.
  • the torque converter 2 is provided with a turbine runner 23 connected to the engine output shaft 11 via a converter housing 22, a pump impeller 24 connected to the torque converter output shaft 21, and a case via a one-way clutch 25.
  • the stator 26 is a component.
  • the forward / reverse switching mechanism 3 is a mechanism that switches the input rotation direction to the variator 4 between a forward rotation direction during forward travel and a reverse rotation direction during reverse travel.
  • the forward / reverse switching mechanism 3 includes a double pinion planetary gear 30, a forward clutch 31 (friction engagement element) using a plurality of clutch plates, and a reverse brake 32 (friction engagement element) using a plurality of brake plates. .
  • the forward clutch 31 is engaged and engaged by a forward clutch pressure Pfc generated when hydraulic oil is supplied when a forward travel range such as the D range is selected, and enters a power transmission state.
  • the reverse brake 32 is engaged by a reverse brake pressure Prb that is generated when hydraulic oil is supplied when a reverse travel range such as the R range is selected, and is engaged and enters a power transmission state.
  • the forward clutch 31 and the reverse brake 32 are both released by draining the forward clutch pressure Pfc and the reverse brake pressure Prb when the N range (neutral range, non-traveling range) is selected.
  • the variator 4 has a primary pulley 42, a secondary pulley 43, and a pulley belt 44, and changes a gear ratio (a ratio between a variator input rotation speed and a variator output rotation speed) steplessly by changing a belt contact diameter.
  • a continuously variable transmission function is provided.
  • the primary pulley 42 includes a fixed pulley 42 a and a slide pulley 42 b that are arranged coaxially with the variator input shaft 40, and the slide pulley 42 b is slid by the primary pressure Ppri guided to the primary pressure chamber 45.
  • the secondary pulley 43 includes a fixed pulley 43 a and a slide pulley 43 b that are arranged coaxially with the variator output shaft 41.
  • the slide pulley 43 b is slid by the secondary pressure Psec guided to the secondary pressure chamber 46.
  • the pulley belt 44 is stretched between a sheave surface that forms a V shape of the primary pulley 42 and a sheave surface that forms a V shape of the secondary pulley 43.
  • the pulley belt 44 is formed of two sets of laminated rings in which a large number of annular rings are stacked from the inside to the outside and a plurality of punched plate members, and is attached by being laminated in an annular manner by being sandwiched along the two sets of laminated rings. It is composed of elements.
  • the pulley belt 44 may be a chain-type belt in which a large number of chain elements arranged in the pulley traveling direction are coupled by pins penetrating in the pulley axial direction.
  • the final deceleration mechanism 5 is a mechanism that decelerates the variator output rotation speed from the variator output shaft 41 and transmits it to the left and right drive wheels 6 and 6 while providing a differential function.
  • the final reduction mechanism 5 is provided as a reduction gear mechanism at the outer peripheral position of the first gear 52 provided on the variator output shaft 41, the second gear 53 and the third gear 54 provided on the idler shaft 50, and the differential case. And a fourth gear 55.
  • the differential gear mechanism includes a differential gear 56 interposed between the left and right drive shafts 51, 51.
  • the vehicle control system includes a hydraulic control unit 7 that is a hydraulic control system and a CVT control unit 8 that is an electronic control system.
  • the hydraulic control unit 7 includes a primary pressure Ppri guided to the primary pressure chamber 45, a secondary pressure Psec guided to the secondary pressure chamber 46, a forward clutch pressure Pfc to the forward clutch 31, and a reverse brake pressure Prb to the reverse brake 32. And a unit for regulating the pressure.
  • the hydraulic control unit 7 includes a mechanical oil pump 70A that is rotationally driven by an engine 1 that is a driving source for driving, an electric oil pump 70B that is rotationally driven by an electric motor E, and a mechanical oil pump 70A or an electric oil pump. 70B, or a hydraulic control circuit 71 that adjusts various control pressures based on the discharge pressure generated by the hydraulic oil discharged from both oil pumps.
  • the hydraulic control circuit 71 includes a line pressure solenoid valve 72, a primary pressure solenoid valve 73, a secondary pressure solenoid valve 74, a forward clutch pressure solenoid valve 75, and a reverse brake pressure solenoid valve 76.
  • Each solenoid valve 72, 73, 74, 75, 76 regulates the command pressure by varying the ON / OFF ratio (duty ratio) according to the duty command value output from the CVT control unit 8.
  • the line pressure solenoid valve 72 adjusts the discharge pressure from the mechanical oil pump 70A or the electric oil pump 70B to the commanded line pressure PL in accordance with the line pressure command value output from the CVT control unit 8.
  • the line pressure PL is a source pressure when adjusting various control pressures, and is a hydraulic pressure that suppresses belt slip and clutch slip against torque transmitted through the drive system.
  • the primary pressure solenoid valve 73 adjusts the pressure to the primary pressure Ppri commanded using the line pressure PL as the original pressure according to the primary pressure command value output from the CVT control unit 8.
  • the secondary pressure solenoid valve 74 adjusts the pressure to the secondary pressure Psec commanded using the line pressure PL as the original pressure in accordance with the secondary pressure command value output from the CVT control unit 8.
  • the forward clutch pressure solenoid valve 75 adjusts the pressure to the forward clutch pressure Pfc commanded using the line pressure PL as the original pressure according to the forward clutch pressure command value output from the CVT control unit 8.
  • the reverse brake pressure solenoid valve 76 reduces the pressure to the reverse brake pressure Prb commanded using the line pressure PL as the original pressure in accordance with the reverse brake pressure command value output from the CVT control unit 8.
  • the CVT control unit 8 performs line pressure control, shift hydraulic pressure control, forward / reverse switching control, electric oil pump drive control, and the like.
  • line pressure control a command value for obtaining a target line pressure corresponding to the throttle opening degree is output to the line pressure solenoid valve 72.
  • transmission hydraulic pressure control when the target speed ratio (target primary rotational speed Npri * ) is determined, command values for obtaining the determined target speed ratio (target primary rotational speed Npri * ) are sent to the primary pressure solenoid valve 73 and the secondary pressure solenoid valve 74. Output.
  • a command value for controlling the engagement / release of the forward clutch 31 and the reverse brake 32 is output to the forward clutch pressure solenoid valve 75 and the reverse brake pressure solenoid valve 76 according to the selected range position.
  • the electric oil pump 70B when the electric oil pump 70B is driven due to a decrease in engine rotation speed due to deceleration, the electric oil pump 70B is controlled by “flow rate control”, and the rotation of the engine 1 is stopped.
  • the control of the electric oil pump 70B is switched from “flow control” to “current control”, and the command current value during execution of the current control is changed to the power transmission state by the forward clutch 31 (or the reverse brake 32). Set to a current value less than
  • the “flow rate control” is control so that the discharge flow rate from the electric oil pump 70B becomes a target flow rate, and the control is performed based on the rotation speed of the electric oil pump 70B.
  • the command current value output to the electric motor E varies according to the drive load acting on the electric oil pump 70B.
  • the “target flow rate” is set according to the discharge flow rate of the hydraulic oil discharged from the mechanical oil pump 70A.
  • the “current control” means that the command current value output to the electric motor E that drives the electric oil pump 70B is controlled to a target value, and the control is performed based on the torque of the electric oil pump 70B. Do.
  • the discharge flow rate from the electric oil pump 70B varies according to the driving load acting on the electric oil pump 70B.
  • the rotation of the engine 1 stops is determined by the fact that the rotation speed of the engine 1 decreases and becomes equal to or less than a stop threshold (for example, the lowest value detectable by the engine rotation speed sensor 12).
  • a stop threshold for example, the lowest value detectable by the engine rotation speed sensor 12.
  • the forward clutch 31 (or the reverse brake 32) is in a power transmission state is input from the engine 1 to the forward clutch 31 (or the reverse brake 32) in the forward clutch 31 (or the reverse brake 32). In this state, at least a part of the torque can be transmitted to the drive wheels 6 and 6. That is, when it is determined that the forward clutch 31 (or the reverse brake 32) is in the power transmission state, the forward clutch 31 or the reverse brake 32 is in the slip engagement state or the complete engagement state.
  • the “current value less than the value at which the forward clutch 31 (or the reverse brake 32) is in the power transmission state” means that the engagement capacity of the forward clutch 31 (or the reverse brake 32) is driven although the electric oil pump 70B is driven.
  • the command current value is such that torque cannot be transmitted to the drive wheels 6, 6.
  • the hydraulic oil is prevented from dropping from the oil passage connected to the forward clutch 31 or the reverse brake 32 via the hydraulic control circuit 71. It is a value which drives the electric oil pump 70B to such an extent that it does.
  • the selection of the frictional engagement element to be controlled is performed according to the selection range. When the D range is selected, the forward clutch 31 is the control target, and when the R range is selected, the reverse brake 32 is selected. Becomes the control target.
  • the CVT control unit 8 includes a vehicle speed sensor 80, an accelerator opening sensor 81, a brake stroke sensor 82, an idle switch 83, a brake switch 84, a brake hydraulic pressure sensor 85, a primary pulley rotational speed sensor 86, a primary pressure sensor 87, a secondary pressure. Sensor information and switch information from the sensor 88, inhibitor switch 89, and the like are input.
  • the CVT control unit 8 receives engine torque information from the engine control unit 13 to which sensor information from the engine rotation speed sensor 12 is input, and outputs an engine torque request to the engine control unit 13.
  • the idle switch 83 is installed at a position in contact with an unillustrated accelerator pedal, is turned on by an accelerator release operation (accelerator pedal release operation / accelerator OFF), and is turned off by an accelerator operation (accelerator pedal depression operation / accelerator ON). It is a switch to be done.
  • the brake switch 84 is installed at a position in contact with a brake pedal (not shown), and is turned on by a brake operation (brake pedal depression / brake ON) and turned off by a brake release operation (brake pedal release / brake OFF). Switch.
  • the brake fluid pressure sensor 85 is a sensor that detects a brake fluid pressure that fluctuates according to the depression amount of the brake pedal (detected by the brake stroke sensor 82). The change rate of the brake release operation can be detected based on the change rate of the brake pedal depression amount or the change rate of the brake fluid pressure.
  • the primary pulley rotation speed sensor 86 is a sensor that detects the primary pulley rotation speed based on the pulse count that is the number of pulse wave signal counts.
  • the vehicle speed sensor 80 is a sensor that detects the output rotation speed of the variator 4 based on the pulse count number that is the number of counts of the pulse wave signal.
  • the inhibitor switch 89 detects the selected range position (D range, N range, R range, etc.) and outputs a range position signal corresponding to the range position.
  • the normal shift hydraulic pressure control executed by the CVT control unit 8 is the shift of FIG. 2 specified by the vehicle speed VSP detected by the vehicle speed sensor 80 and the accelerator opening APO detected by the accelerator opening sensor 81. This is done by determining the target primary rotational speed Npri * based on the operating points (VSP, APO) on the schedule.
  • the speed change schedule is set so as to change the speed ratio steplessly within the range of the speed ratio range by the lowest gear ratio and the highest gear ratio according to the operating point (VSP, APO). ing.
  • VSP operating point
  • the target primary rotation speed Npri * increases and shifts in the downshift direction
  • the accelerator depressing operation is performed, the target primary rotation speed Npri * decreases. Shift in the upshift direction.
  • the accelerator opening APO is constant, the vehicle shifts in the upshift direction when the vehicle speed VSP increases, and the vehicle shifts in the downshift direction when the vehicle speed VSP decreases.
  • FIG. 3A and 3B show the flow of the electric motor control process executed by the CVT control unit of the first embodiment. Hereinafter, each step of FIG. 3A and 3B showing an electric motor control processing structure is demonstrated. This electric motor control process is executed when a travel range (D range or R range) is selected.
  • step S1 it is determined whether or not the accelerator is OFF and the brake is ON. If YES (accelerator OFF / brake ON), the process proceeds to step S2. If NO (accelerator ON or brake OFF), step S1 is repeated.
  • information on accelerator OFF (accelerator release operation) is acquired from the idle switch 83, and information on brake ON (brake operation) is acquired from the brake switch 84.
  • step S2 following the determination of accelerator OFF / brake ON in step S1, the engine rotational speed decreases with deceleration, so hydraulic oil is discharged from the mechanical oil pump 70A that operates with the power of the engine 1.
  • the electric motor E is driven to operate the electric oil pump 70B, and the process proceeds to step S3.
  • the control mode of the electric oil pump 70B is set to “flow rate control” for controlling the discharge flow rate to the target flow rate.
  • the “target flow rate” during the flow rate control is set according to the discharge flow rate from the mechanical oil pump 70A.
  • the insufficient flow rate obtained by subtracting the discharge flow rate from the mechanical oil pump 70A is set as the target flow rate of the electric oil pump 70B.
  • step S3 following the operation of the electric oil pump 70B in step S2, it is determined whether or not the vehicle is stopped. If YES (stopped), the process proceeds to step S4. If NO (running), the process returns to step S2.
  • the determination as to whether or not the vehicle is stopped uses vehicle speed information from the vehicle speed sensor 80 that detects the output rotation speed of the variator 4. For example, if the vehicle speed sensor value indicates an undetectable value, the vehicle is stopped. to decide.
  • step S4 following the determination that the vehicle is stopped in step S3, the fuel supply to the engine 1 is stopped, the engine 1 is automatically stopped (idle stop), and the process proceeds to step S5.
  • step S5 following the automatic stop of the engine 1 in step S4, it is determined whether or not the engine speed is equal to or less than a stop threshold. If YES (engine speed ⁇ stop threshold), the process proceeds to step S6. If NO (engine speed> stop threshold), step S5 is repeated.
  • the “stop threshold” is set to a value indicating that the rotation of the engine 1 is stopped. For example, the “stop threshold” is set to a minimum value that can be detected by the engine rotation speed sensor 12.
  • step S6 following the determination in step S5 that the engine rotational speed ⁇ the stop threshold value, the control mode of the electric oil pump 70B is output from “flow control” to the electric motor E that drives the electric oil pump 70B. Switching to “current control” for controlling the command current value to be the target value, the process proceeds to step S7.
  • step S7 following the switching of the control mode in step S6, the target value of the command current value output to the electric motor E is set to the command value A, and the process proceeds to step S8.
  • the “instruction value A” is set to a current value less than a value at which the forward clutch 31 (when the D range is selected) or the reverse brake 32 (when the R range is selected) becomes the power transmission state.
  • the forward clutch pressure Pfc or the reverse brake pressure Prb
  • the transmission of the drive force is not performed. become unable.
  • step S8 following the setting of the command current value in step S7, it is determined whether or not the brake depression amount is less than the brake fluid pressure decrease start threshold. If YES (brake depression amount ⁇ brake fluid pressure decrease start threshold), the process proceeds to step S9. If NO (brake depression amount ⁇ brake fluid pressure decrease start threshold), the process returns to step S7.
  • the “brake fluid pressure decrease start threshold” is set to a value at which the brake fluid pressure that has increased due to the brake operation starts to decrease toward zero with the brake release operation. For example, the brake fluid pressure decrease threshold shown in FIG. It is set in advance using a map showing the relationship between the stroke amount and the brake fluid pressure. The brake depression amount is proportional to the brake stroke amount.
  • the “brake release operation” means a return operation of the brake pedal, and a negative change rate per unit time of the brake depression amount acquired from the brake stroke sensor 82 is calculated, and a negative change rate of the brake depression amount is calculated. Is less than or equal to a predetermined threshold, it is determined that the rate of change in the brake release operation is slow.
  • the “predetermined threshold value” is set to a value at which it is predicted that the return operation of the brake pedal is an abrupt operation and a start request is made immediately after the idle stop is released.
  • “change slope ⁇ 1 ” means that the current command value takes “the time from when the brake fluid pressure starts to decrease until it reaches the idle stop release threshold”, and from the command value A to “forward clutch 31. It is a slope that changes to “the current value at which the D-range is selected” or the reverse brake (when the R-range is selected) becomes a power transmission state.
  • An example of the change gradient ⁇ 1 of the command current value in step S10 is represented by a thin solid line in the map shown in FIG.
  • This inclination ⁇ 1 changes according to “time from when the brake fluid pressure starts to decrease until it reaches the idle stop cancellation threshold value”.
  • the “time from when the brake fluid pressure starts decreasing until it reaches the idle stop release threshold” varies depending on the change speed of the brake release operation, but changes for a predetermined time after the brake fluid pressure starts decreasing. Estimate based on speed. Information on the brake fluid pressure is acquired from the brake fluid pressure sensor 85.
  • step S11 following the increase in the command current value in step S10, it is determined whether or not the brake fluid pressure is equal to or lower than the idle stop cancellation threshold value. If YES (brake fluid pressure ⁇ idle stop release threshold), the process proceeds to step S12. If NO (brake fluid pressure> idle stop release threshold), the process returns to step S10.
  • the “idle stop release threshold value” is set to a value when it is determined that the brake release operation has progressed to a state where the complete brake release can be predicted.
  • step S12 following the determination that brake fluid pressure ⁇ idle stop release threshold value in step S11, the starter motor is driven to restart the engine 1, and the process proceeds to step S13. Thereby, the rotational speed of the engine 1 starts to increase.
  • step S13 following the engine restart in step S12, the control mode of the electric oil pump 70B is switched from “current control” to “flow rate control”, and the process proceeds to step S14.
  • the “target flow rate” at this time is set according to the discharge flow rate of the hydraulic oil discharged from the mechanical oil pump 70A.
  • step S14 following the switching of the control mode in step S13, it is determined whether or not the engine 1 is in a complete explosion state. If YES (engine complete explosion), the process proceeds to step S15. If NO (engine non-complete explosion), the process returns to step S13.
  • the complete explosion state of the engine 1 is determined based on whether or not a predetermined time has elapsed since the engine speed reached the ignition threshold. Information on the engine speed is acquired from the engine speed sensor 12.
  • the “ignition threshold value” is set to a value indicating that the rotational speed of the engine 1 is in an ignition enabled state.
  • step S15 following the determination that the engine has completely exploded in step S14, assuming that the hydraulic oil discharge flow rate from the mechanical oil pump 70A is stable, the electric motor E is stopped and the electric oil pump 70B is stopped. Proceed to
  • step S16 following the determination that the brake release operation in step S9 is sudden, the instruction current value to be output to the electric motor E is increased by the change slope ⁇ 2 on the assumption that the brake pedal return operation is abrupt.
  • the “change slope ⁇ 2 ” means that the current instruction value takes “the shortest engagement time that does not cause a sense of incongruity when the clutch is engaged” and the instruction value A is changed to “forward clutch 31 (when D range is selected) or reverse brake. It is a slope that changes to “the current value at which the fastening capacity at the time of selecting the R range becomes a complete fastening state”.
  • the command current value increases at an increasing speed that increases the engagement capacity of the forward clutch 31 (when the D range is selected) or the reverse brake (when the R range is selected) at the upper limit speed.
  • the change slope ⁇ 2 of the command current value in step S16 is represented by a thick solid line in the map shown in FIG.
  • “the shortest engagement time that does not cause a sense of incongruity when the clutch is engaged” is set based on experiments or the like.
  • step S17 following the increase in the command current value in step S16, the starter motor is driven to restart the engine 1, and the process proceeds to step S18.
  • the rotational speed of the engine 1 starts to increase and the mechanical oil pump 70A starts to drive.
  • step S18 following the engine restart in step S17, it is determined whether or not the engine 1 is in a complete explosion state. If YES (engine complete explosion), the process proceeds to step S19. If NO (engine non-complete explosion), step S18 is repeated.
  • step S19 following the determination that the engine is completely exploded in step S18, the control mode of the electric oil pump 70B is switched from “current control” to “flow rate control”, and the process proceeds to step S20.
  • step S20 following the switching of the control mode in step S19, the electric motor E is stopped, the electric oil pump 70B is stopped, and the process proceeds to the end.
  • [Electric motor power consumption suppression] 6A and 6B show an idle switch, a brake switch, a vehicle speed, an engine speed, a brake depression amount, a brake fluid pressure, an electric oil pump control mode, and an electric motor command current when the idle stop is released by slowly releasing the brake from the start of the idle stop. It is a time chart which shows each characteristic of a value and a forward clutch fastening capacity. At this time, hydraulic oil is not supplied to the reverse brake, and the engagement capacity (indicated value and actual value) of the reverse brake remains zero, and is not shown in FIGS. 6A and 6B.
  • FIG. 6A and FIG. 6B the electric motor power consumption suppression effect
  • the mechanical oil pump 70A is operated by the power of the engine 1, and the discharge flow rate of the hydraulic oil from the mechanical oil pump 70A is changed by the variator 4. Is greater than the amount of hydraulic oil required for shifting the forward clutch 31 and the forward clutch 31. Therefore, the electric motor E is stopped and the electric oil pump 70B is also stopped.
  • the control mode of the electric oil pump 70B is set to “flow rate control” for controlling the discharge flow rate to the target flow rate. Therefore, the command current value output to the electric motor E varies depending on the driving load acting on the electric oil pump 70B in order to maintain the discharge flow rate of the electric oil pump 70B at the target flow rate.
  • step S3 the time, when the vehicle speed reaches undetectable values at the vehicle speed sensor 80, it is determined that the vehicle is in a stopped state, the process proceeds to step S3 ⁇ step S4, the engine 1 is automatically stopped . That is, starting the idle stop control at time t 13 point shown in FIG. 6A.
  • step S5-> step S6-> step S7 switches control of the electric oil pump 70B from "flow control” to "current control” (refer FIG. 6B).
  • command current value output to the electric motor E at this time is set to “command value A” which is a value that makes the engagement capacity of the forward clutch 31 less than the engagement capacity value at which the power transmission state is established.
  • the current instruction value output to the electric motor E is stabilized at “instruction value A”.
  • the engagement capacity of the forward clutch 31 is lower than the time t 14 before switching to the "current control” becomes lower than the capacitance value that is a power transmission state.
  • the engagement capacity of the forward clutch 31 shown in FIG. 6B after reduction at time t 14 the time, although maintaining a low constant value than the capacitance value that is a power transmission state, in fact the electric oil pump 70B It fluctuates slightly according to the driving load that acts.
  • the control of the electric oil pump 70B is switched from “flow control” to “current control” and “current control”. Is set to a current value (indicated value A) that is less than a value at which the forward clutch 31 is in a power transmission state. Therefore, when the rotation of the engine 1 is stopped, the hydraulic pressure supplied to the forward clutch 31 that is a frictional engagement element responsible for power transmission is reduced, and the electric power consumption when the electric oil pump 70B is driven by the electric motor E is suppressed. Can reduce the deterioration of electricity consumption.
  • the control of the electric oil pump 70B is switched from “flow control” to “current control”.
  • the discharge flow rate of the electric oil pump 70B is set to a flow rate that is less than the value at which the forward clutch 31 is in the power transmission state while “flow rate control” of the electric oil pump 70B.
  • the command current value during execution of “flow rate control” varies depending on the drive load acting on the electric oil pump 70B in order to maintain the discharge flow rate at the target flow rate. If the command current value fluctuates, power consumption by the electric motor E is wasted, leading to deterioration in power consumption.
  • the control of the electric oil pump 70B is “current control” in which the current instruction value is maintained at the target value. Therefore, even if the driving load acting on the electric oil pump 70B changes, fluctuations in the current instruction value can be suppressed, and wasteful power consumption can be suppressed. As a result, the power consumption can be further improved as compared with the case where the electric oil pump 70B is controlled by “flow rate control”.
  • the control of the electric oil pump 70B is changed from “flow rate control” to “current control”.
  • the electric oil pump drive control is performed to set the command current value during execution of “current control” to a current value less than the value at which the forward clutch 31 is in the power transmission state.
  • the driving wheels 6 and 6 are stopped, so that it is not necessary to transmit the driving force to the driving wheels 6 and 6. That is, the engagement capacity of the forward clutch 31, which is a friction engagement element that bears power transmission, is less than the engagement capacity value at which the power is transmitted, and the driver does not feel uncomfortable even in a so-called released state. Therefore, the electric oil pump drive control described above is performed when the rotation of the engine 1 is stopped and the vehicle is stopped, thereby suppressing the power consumption when driving the electric oil pump 70B and suppressing the deterioration of the electric cost. This can prevent the driver from feeling uncomfortable.
  • the idle stop control for automatically stopping the engine 1 is started.
  • the control of the electric oil pump 70B is switched to “current control”, and the command current value is maintained at “command value A”.
  • step S8 the change rate of the brake release operation is slow, that is, whether or not the change rate of the brake depression amount is equal to or less than a predetermined threshold value. to decide.
  • the brake release operation is a brake pedal depressing operation (an operation to gradually decrease the brake depression amount with the foot in contact with the brake pedal), and the change in the brake depression amount It is determined that the change speed of the brake release operation is slow, assuming that the speed is equal to or less than a predetermined threshold. Therefore, the process proceeds to step S9 ⁇ step S10, increases the command current value to be output to the electric motor E by changing the inclination theta 1, command current value at a timing brake fluid pressure reaches the idle stop release threshold, the forward clutch It increases at an increasing speed to bring 31 into a power transmission state.
  • the command current value is calculated from the command value A to the “forward clutch” by taking “the time from when the brake fluid pressure starts to decrease (time t 15 ) to the timing when reaching the idle stop release threshold (time t 16 )”. 31 increases at an increasing rate up to a value B "at which the power is transmitted.
  • the current instruction value for the electric motor E increases at a timing (time t 15 ) at which the brake pedal depression amount becomes equal to or less than the brake fluid pressure decrease start threshold. To start. In addition, at this time, if it is determined that the change rate of the brake release operation is slow, the command current value increases with the change slope ⁇ 1 .
  • step S11 ⁇ step S12 ⁇ step S13
  • the engine 1 Simultaneously with the restart, the control of the electric oil pump 70B is switched from “flow control” to “current control”.
  • the “timing at which the brake fluid pressure reaches the idle stop release threshold” refers to the timing at which the engine 1 is restarted. Become. That is, when the command current value is increased from the timing at which the brake fluid pressure starts to decrease (time t 15 ), the brake fluid pressure increases at an increasing speed at which the forward clutch 31 is brought into the power transmission state at the timing at which the engine 1 is restarted.
  • the “idle stop release threshold value” is set to a value when it is determined that the brake release operation has progressed to a state where the complete brake release can be predicted. Therefore, when the brake fluid pressure reaches the idle stop release threshold value or less, it can be determined that the brake release operation has progressed to a state where the complete brake release can be predicted. Thereby, the restart of the engine 1 is performed at the timing when the brake release operation has progressed to a state where the complete release of the brake can be predicted.
  • step S14 the engine rotational speed at time t 18 the time has reached the complete ⁇ value, if it is determined that the engine 1 has become complete combustion state, proceeds to step S14 ⁇ step S15, stops the supply of power to the electric motor E, The electric oil pump 70B is stopped.
  • the condition for stopping the engine 1 includes that there is a brake operation, and after executing the brake release operation, the instruction current value during execution of “current control” is changed to the instruction value. It increases from A.
  • the command current value during execution of “current control” after the brake release operation is performed, the command current value is increased from before the start request is generated, and the hydraulic oil discharge flow rate is increased. be able to. Thereby, the hydraulic oil shortage at the time of start can be reduced, and the fastening lug of the forward clutch 31 at the time of start can be reduced.
  • the brake pedal depression amount decreases with the brake release operation, and the command current value increases at the timing when the brake pedal pressure decreases below the brake fluid pressure decrease start threshold and the brake fluid pressure starts to decrease.
  • the start of the decrease in the brake fluid pressure means that there is no play in the brake pedal. Therefore, even if it is possible to determine that the brake release operation has been performed because the brake depression amount has changed, if the brake fluid pressure does not decrease, the change in the brake depression amount is within the range of play of the brake pedal. It can be estimated that the driver does not intend to start. In other words, it can be estimated that the driver has only changed the braking force within the range of play of the brake pedal and does not intend to actually release the brake.
  • the driver determines whether or not the driver has performed the brake release operation intended to start reliably based on the decrease in the brake fluid pressure, and the instruction current value output to the electric motor E at the timing when the brake fluid pressure decreases.
  • the command current value can be increased before the start request is generated, and the engagement lag of the forward clutch 31 at the start can be reduced.
  • the timing at which the engine 1 is restarted (the brake fluid pressure is the idle stop release threshold value).
  • the indicated current value during execution of “current control” is increased by the increasing speed at which the forward clutch 31 is in the power transmission state at the timing of reaching the following, time t 16 ). Therefore, when the engine 1 is restarted, the discharge flow rate of the electric oil pump 70B can be set to such an extent that power can be transmitted in the forward clutch 31, and the driving force response at the time of start can be improved. Can do. Further, when the engine driving force is not output before the engine 1 is restarted, the forward clutch 31 does not need to be in the power transmission state. Therefore, it is possible to suppress an increase in unnecessary instruction current value and prevent power consumption from deteriorating.
  • the brake release operation when it is determined that the change speed of the brake release operation is slow and it can be estimated that there is no sudden start request, the brake release operation has progressed to a state where the complete brake release can be predicted.
  • the engine 1 is restarted at a timing (time t 16 ) when the brake fluid pressure reaches the idle stop release threshold value or less. Therefore, it is possible to prevent the fuel efficiency from deteriorating by restarting the engine 1 even though the driver does not intend to start.
  • the engine 1 when it is predicted that the brake will be completely released and the driver intends to start, the engine 1 can be restarted before the start request is actually generated, thereby realizing a quick start. Is possible.
  • FIGS. 7A and 7B are diagrams showing an idle switch, a brake switch, a vehicle speed, an engine speed, a brake depression amount, a brake fluid pressure, an electric oil pump control mode, and an electric motor command current when the idle stop is canceled due to a sudden brake release from the start of the idle stop. It is a time chart which shows each characteristic of a value and a forward clutch fastening capacity. At this time, hydraulic oil is not supplied to the reverse brake, and the engagement capacity (indicated value and actual value) of the reverse brake remains zero, and is not shown in FIGS. 7A and 7B.
  • the oil pump control action at the time of brake sudden release operation of Example 1 is demonstrated.
  • the idle stop control for automatically stopping the engine 1 is started.
  • the control of the electric oil pump 70B is switched to “current control”, and the command current value is maintained at “command value A”.
  • step S8 it is determined whether or not the change speed of the brake release operation is slow, that is, whether or not the change speed of the brake depression amount is equal to or less than a predetermined threshold value.
  • the brake release operation is a brake pedal release operation, and it is determined that the change speed of the brake release operation is fast, assuming that the change speed of the brake depression amount exceeds a predetermined threshold. Therefore, the process proceeds to step S9 ⁇ step S16, increases the command current value to be output to the electric motor E by changing the inclination theta 2, the command current value, the rate of increase to increase the torque capacity of the forward clutch 31 at the upper limit speed Increase.
  • the command current value takes the “shortest engagement time that does not cause a sense of incongruity when the clutch is engaged” and the command value A is changed from the command value A to the engagement capacity of the forward clutch 31 (when the D range is selected) or the reverse brake (when the R range is selected). It increases at an increasing rate up to “a value at which a complete fastening state is achieved”.
  • step S17 the engine 1 is restarted.
  • step S17 the engine 1 is restarted.
  • step S18 the control of the electric oil pump 70B " At the same time as switching from “flow rate control” to “current control”, power supply to the electric motor E is stopped, and the electric oil pump 70B is stopped.
  • the condition for stopping the engine 1 includes the brake operation as well as the case where it is determined that the change speed of the brake release operation is slow.
  • the command current value during execution of “current control” is increased from the command value A.
  • the brake fluid pressure starts to decrease in accordance with the brake release operation that is, when the brake depression amount becomes equal to or less than the brake fluid pressure decrease start threshold, the instruction current value starts to increase.
  • the instruction current value can be increased before the start request is generated to increase the hydraulic oil discharge flow rate.
  • the hydraulic oil shortage at the time of start can be reduced, and the fastening lug of the forward clutch 31 at the time of start can be reduced.
  • the increase speed of the command current value is increased to increase the engagement capacity of the forward clutch 31 at the upper limit speed.
  • the value indicating that the engagement capacity of the forward clutch 31 (when the D range is selected) or the reverse brake (when the R range is selected) is set to the fully engaged state from the indicated value A with the “shortest engagement time that does not give a sense of incongruity when the clutch is engaged”. The rate of increase increases to “
  • the engine 1 when it is determined that the change rate of the brake release operation is fast, the engine 1 is restarted at the timing (time t 22 ) at which the increase in the command current value output to the electric motor E is started. It has started. Therefore, the engine 1 can be restarted at an earlier timing than when it is determined that the change speed of the brake release operation is slow, and the driving force responsiveness to the start request that is expected to occur immediately after the brake is completely released. Can be improved.
  • “being in the power transmission state of the friction engagement element” means that when the D range is selected, the engagement capacity of the forward clutch 31 is generated. Is a state in which the torque input to can be transmitted to the drive wheels 6 and 6. Further, when the R range is selected, the engagement capacity of the reverse brake 32 is generated, and the reverse brake 32 can transmit the torque input from the engine 1 to the reverse brake 32 to the drive wheels 6 and 6.
  • a frictional engagement element (forward clutch) that is disposed between the drive source for driving (engine 1) and the drive wheels 6 and 6 and that is supplied with the hydraulic oil and generates a fastening capacity in accordance with the supply amount of the hydraulic oil.
  • the pump controller (CVT control unit 8) instructs to output the control of the electric oil pump 70B from the flow rate control to the electric motor E when the drive source for driving (engine 1) is stopped.
  • a current value command value A
  • the electric oil pump drive control Thereby, the electric power consumption at the time of an electric oil pump drive can be suppressed, and the deterioration of an electricity consumption can be suppressed.
  • the pump controller (CVT control unit 8) is configured to perform the electric oil pump drive control when the traveling drive source (engine 1) is stopped and stopped.
  • the pump controller (CVT control unit 8) includes that there is a brake operation as a condition for stopping the vehicle drive source (engine 1), and that the current control is being performed after the brake release operation is performed.
  • the indicated current value is increased.
  • the command current value is increased before the start request is generated, the shortage of hydraulic oil at the start is reduced, and the clutch engagement lag at the start is reduced. Can do.
  • the pump controller (CVT control unit 8) is configured to start increasing the indicated current value during the execution of the current control when the brake fluid pressure starts to decrease with the brake release operation.
  • the pump controller (CVT control unit 8) detects the friction engagement element (forward clutch) at the timing when the travel drive source (engine 1) restarts. 31), the command current value during the execution of the current control is increased at an increasing speed at which the current value at which the power transmission state is achieved.
  • the engine 1 when the engine 1 restarts, it is possible to transmit power in the forward clutch 31 and the driving force response at the time of starting is improved. Improvements can be made.
  • the pump controller increases the engagement capacity of the friction engagement element (forward clutch 31) at an upper limit speed when it is determined that the change speed of the brake release operation is fast.
  • the instruction current value during execution of the current control is increased.
  • the frictional engagement element (forward clutch 31) is in the power transmission state means that torque input from the travel drive source (engine 1) to the frictional engagement element (forward clutch 31) is applied to the drive wheels 6, 6 is in a state in which transmission is possible.
  • the driving force can be transmitted to the driving wheels 6 and 6, and it is possible to prevent a decrease in driving force responsiveness when a driver's start request is generated.
  • a frictional engagement element that is disposed between the drive source for driving (engine 1) and the drive wheels 6 and 6 and that is supplied with the hydraulic oil and generates a fastening capacity in accordance with the supply amount of the hydraulic oil. 31), and When rotation of the driving source for driving (engine) is stopped, the electric oil pump 70B is controlled from a flow rate control for controlling the discharge flow rate from the electric oil pump 70B to be a target flow rate.
  • the electric oil pump control is executed during the idle stop control in which the rotation of the engine 1 is stopped and the vehicle is stopped.
  • the present invention is not limited to this. Even during the coast stop control in which the engine 1 is stopped when decelerating toward the stop, the electric oil pump control shown in the first embodiment may be executed when the rotation of the engine 1 is stopped.
  • Example 1 an example is shown in which an increase in the indicated current value during the execution of “current control” is started when the brake depression amount becomes equal to or greater than the brake fluid pressure decrease start threshold. That is, in Example 1, the increase control of the command current value is started based on the brake depression amount.
  • the present invention is not limited to this.
  • increase control of the command current value may be started in accordance with a change in the detected value of the brake fluid pressure that is directly monitored.
  • the speed of the brake release operation may be determined according to the change speed of the brake fluid pressure, the change speed of the brake pedal force, the operation pressure applied to the brake pedal during the brake release operation, and the like.
  • the oil pump control device and the control method of the present invention are applied to an engine vehicle using the engine 1 as a travel drive source, but the present invention is not limited thereto.
  • the present invention can also be applied to a hybrid vehicle including an engine and an electric motor as a travel drive source, and an electric vehicle using only an electric motor as a travel drive source.
  • the friction engagement element the forward clutch 31 or the reverse brake 32 provided in the forward / reverse switching mechanism 3 that switches the input rotation direction to the variator 4 has been shown, but the invention is not limited thereto.
  • Any friction engagement element may be used as long as the hydraulic oil discharged from the electric oil pump is supplied to generate an engagement capacity.
  • a clutch provided in a power transmission path or a friction engagement element included in a transmission may be used.

Abstract

La présente invention est conçue de telle sorte que, lorsque la rotation d'un moteur (1) est arrêtée, la commande d'une pompe à huile électrique (70B) entraînée par un moteur électrique (E) passe d'une commande de débit, dans laquelle un débit d'évacuation est commandé pour être un débit cible, à une commande de courant, dans laquelle une valeur de courant d'instruction délivrée au moteur électrique (E) est commandée pour être une valeur cible, et la valeur de courant d'instruction avec laquelle la commande de courant est exécutée est réglée à une valeur de courant (valeur d'instruction A) inférieure à la valeur avec laquelle un embrayage vers l'avant (31), auquel une capacité de mise en prise est générée en fonction de la quantité d'huile de travail apportée, adopte un état de transmission de puissance.
PCT/JP2017/037917 2016-12-28 2017-10-20 Dispositif de commande et procédé de commande pour pompe à huile de véhicule WO2018123225A1 (fr)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220355782A1 (en) * 2020-12-14 2022-11-10 Allison Transmission, Inc. System and method for controlling engine stop-start events

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Publication number Priority date Publication date Assignee Title
JPH1182260A (ja) * 1997-08-29 1999-03-26 Aisin Aw Co Ltd 車両用ハイブリッド駆動装置
JP2001099282A (ja) * 1999-07-29 2001-04-10 Honda Motor Co Ltd エンジン自動停止車両の自動変速機用油圧回路及び油圧制御装置
JP2008075718A (ja) * 2006-09-20 2008-04-03 Mitsubishi Fuso Truck & Bus Corp 車両用変速制御装置
JP2011106296A (ja) * 2009-11-12 2011-06-02 Honda Motor Co Ltd 車両の駆動源停止制御装置
JP2016196243A (ja) * 2015-04-03 2016-11-24 株式会社エフ・シー・シー ハイブリッド車両の動力伝達装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1182260A (ja) * 1997-08-29 1999-03-26 Aisin Aw Co Ltd 車両用ハイブリッド駆動装置
JP2001099282A (ja) * 1999-07-29 2001-04-10 Honda Motor Co Ltd エンジン自動停止車両の自動変速機用油圧回路及び油圧制御装置
JP2008075718A (ja) * 2006-09-20 2008-04-03 Mitsubishi Fuso Truck & Bus Corp 車両用変速制御装置
JP2011106296A (ja) * 2009-11-12 2011-06-02 Honda Motor Co Ltd 車両の駆動源停止制御装置
JP2016196243A (ja) * 2015-04-03 2016-11-24 株式会社エフ・シー・シー ハイブリッド車両の動力伝達装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220355782A1 (en) * 2020-12-14 2022-11-10 Allison Transmission, Inc. System and method for controlling engine stop-start events
US11858495B2 (en) * 2020-12-14 2024-01-02 Allison Transmission, Inc. System and method for controlling engine stop-start events

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