WO2021059636A1

WO2021059636A1 - Vehicle control device and vehicle control method

Info

Publication number: WO2021059636A1
Application number: PCT/JP2020/025236
Authority: WO
Inventors: 広宣宮石
Original assignee: ジヤトコ株式会社; 日産自動車株式会社
Priority date: 2019-09-24
Filing date: 2020-06-26
Publication date: 2021-04-01
Also published as: JPWO2021059636A1; JP7169457B2

Abstract

A control device for a vehicle having a belt-type continuously variable transmission to which oil pressure is supplied from an electric oil pump, said control device having a control unit that increases the discharge amount of the electric oil pump when the N-range is selected during travel of the vehicle.

Description

Vehicle control device and vehicle control method

The present invention relates to a vehicle control device and a vehicle control method.

JP2016-61348A discloses that the electric oil pump is driven when the select lever is switched from the R range to the D range while the vehicle is traveling backward. According to this, it is possible to secure the necessary oil pressure to prevent the belt (drive chain) of the continuously variable transmission from slipping with respect to the pulley.

In JP2016-61348A, only the correspondence when switching from the R range to the D range is disclosed, and the correspondence to other scenes is not considered.

The present invention has been made in view of such technical problems, and an object of the present invention is to make it possible to deal with a plurality of scenes in securing the hydraulic pressure required to prevent the belt from slipping.

According to an aspect of the present invention, the electric oil is a control device for a vehicle having a belt continuously variable transmission to which flood control is supplied from an electric oil pump, and when the N range is selected while the vehicle is running, the electric oil. A vehicle control device is provided that has a control unit that increases the discharge rate of the pump.

Further, according to another aspect of the present invention, it is a control device of a vehicle having a belt continuously variable transmission to which flood control is supplied from an electric oil pump, and the traveling of the vehicle is started while the N range is selected. A vehicle control device having a control unit for increasing the discharge amount of the electric oil pump is provided.

In addition, a vehicle control method corresponding to these is provided.

According to these aspects, the discharge amount of the electric oil pump can be increased before the traveling range in the direction opposite to the traveling direction is selected, and the oil supply supplied to the belt continuously variable transmission can be secured. As a result, when securing the oil pressure required to prevent the belt from slipping, a scene in which the traveling direction is the forward direction and the R range is selected, and a scene in which the traveling direction is the backward direction and the D range is selected. It becomes possible to correspond to the scene.

FIG. 1 is a schematic configuration diagram of a vehicle to which the control device according to the embodiment of the present invention is applied. FIG. 2 is a flowchart showing the contents of drive control of the electric oil pump. FIG. 3 is a diagram showing the relationship between the state of the vehicle and the state of the electric oil pump. FIG. 4 is a time chart for explaining how the drive control of the electric oil pump is performed. FIG. 5 is a time chart for explaining the required hydraulic pressure of the pulley.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

FIG. 1 is a schematic configuration diagram of the vehicle 100. The vehicle 100 includes an engine 1, an automatic transmission 2 as a belt continuously variable transmission connected to the engine 1, a mechanical oil pump (hereinafter, referred to as “MOP”) 3, and an electric oil pump (hereinafter, “MOP”). It includes an EOP () 4, a drive wheel 5, and a controller 6 as a control device.

Engine 1 is an internal combustion engine that uses gasoline, light oil, etc. as fuel, and functions as a driving source for traveling. The engine 1 is controlled in rotation speed, torque, and the like based on a command from the controller 6.

The automatic transmission 2 includes a torque converter 21, a forward / backward switching mechanism 22, a variator 23, a hydraulic control valve unit (hereinafter referred to as “valve unit”) 24, and an oil pan 25 for storing hydraulic oil. Be prepared.

The torque converter 21 is provided on the power transmission path between the engine 1 and the drive wheels 5. The torque converter 21 transmits power via a fluid. Further, the torque converter 21 has a lockup clutch 21a. When the lockup clutch 21a is engaged, the input shaft 21b and the output shaft 21c of the torque converter 21 are directly connected, and the input shaft 21b and the output shaft 21c rotate at the same speed.

The forward / backward switching mechanism 22 is arranged on the power transmission path between the torque converter 21 and the variator 23. The forward / backward switching mechanism 22 has a double pinion planetary gear set as a main component, the sun gear thereof is coupled to the engine 1 via a torque converter 21, and the carrier is coupled to the primary pulley 23a. The forward / backward switching mechanism 22 further includes a forward clutch 22a that directly connects the sun gear and the carrier of the double pinion planetary gear set, and a reverse brake 22b that fixes the ring gear. When the forward clutch 22a is engaged, the engine 1 passes through the torque converter 21. The input rotation is transmitted to the primary pulley 23a as it is, and when the reverse brake 22b is engaged, the input rotation from the engine 1 via the torque converter 21 is reversely decelerated and transmitted to the primary pulley 23a. The forward clutch 22a and the reverse brake 22b are controlled by hydraulic oil adjusted by the valve unit 24 with the discharge pressures of MOP3 and EOP4 as the main pressures based on the command from the controller 6.

The variator 23 is arranged on the power transmission path between the forward / backward switching mechanism 22 and the drive wheels 5, and changes the gear ratio steplessly according to the vehicle speed, the accelerator pedal opening, and the like. The variator 23 includes a primary pulley 23a, a secondary pulley 23b, and a belt 23c as a power transmission element wound around both

pulleys

23a and 23b. The movable pulley of the primary pulley 23a and the movable pulley of the secondary pulley 23b are moved in the axial direction by the pulley pressure, and the pulley contact radius of the belt 23c is changed to change the gear ratio steplessly. The pulley pressure acting on the primary pulley 23a and the pulley pressure acting on the secondary pulley 23b are adjusted by the valve unit 24 with the discharge pressures of MOP3 and EOP4 as the original pressures.

A differential 7 is connected to the output shaft of the secondary pulley 23b of the variator 23 via a final reduction gear mechanism (not shown). The drive wheels 5 are connected to the differential 7 via the drive shaft 8.

The MOP3 is driven by inputting the rotation of the engine 1 and using a part of the power of the engine 1. The MOP 3 sucks up the hydraulic oil stored in the oil pan 25 and supplies the hydraulic oil to the valve unit 24. The hydraulic oil supplied to the valve unit 24 is used for driving the primary pulley 23a and the secondary pulley 23b, driving the forward clutch 22a and the reverse brake 22b, lubricating each element of the automatic transmission 2, and the like. When the engine 1 is stopped, the MOP3 is not driven and the hydraulic oil is not discharged from the MOP3.

EOP4 is driven by being supplied with electric power from a battery (not shown). The EOP3 sucks up the hydraulic oil stored in the oil pan 25 and supplies the hydraulic oil to the valve unit 24. The hydraulic oil supplied to the valve unit 24 is used for driving the primary pulley 23a and the secondary pulley 23b, driving the forward clutch 22a and the reverse brake 22b, lubricating each element of the automatic transmission 2, and the like. By driving the EOP4, hydraulic oil can be supplied to the valve unit 24 even when the engine 1 in which the MOP3 is not driven is stopped.

The controller 6 is composed of a microcomputer equipped with a central arithmetic unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). The controller 6 can also be configured by a plurality of microcomputers. Specifically, the controller 6 can also be configured by an ATCU that controls the automatic transmission 2, an SCU that controls the select range, an ECU that controls the engine 1, and the like. The controller 6 controls each part of the vehicle 100 by the CPU reading and executing the program stored in the ROM.

The controller 6 includes a first rotation speed sensor 51 that detects the rotation speed Ne of the engine 1 (= rotation speed of the input shaft 21b of the torque converter 21 (pump rotation speed)), and the rotation speed Nt of the output shaft 21c of the torque converter 21. The second rotation speed sensor 52 that detects (turbine rotation speed), the third rotation speed sensor 53 that detects the rotation speed Np and the rotation direction of the primary pulley 23a, and the fourth rotation speed sensor that detects the rotation speed Ns of the secondary pulley 23b. 54, Vehicle speed sensor 55 that detects vehicle speed, Inhibita that detects select range (state of select lever or select switch that switches forward (D) range, reverse (R) range, neutral (N) range and parking (P) range) Signals are input from the switch 56, the accelerator opening sensor 57 that detects the accelerator pedal opening, the pedaling force sensor 58 that detects the pedaling force of the brake, and the like. The controller 6 controls various operations of the engine 1 and the automatic transmission 2 based on these input signals.

By the way, in the vehicle 100, a traveling range in the direction opposite to the traveling direction may be selected during traveling. For example, it is a scene in which the select range is switched from the D range to the R range while traveling forward. In this case, the input torque to the variator 23 increases due to the fastening of the reverse brake 22b, and the engine rotation speed Ne decreases due to the load of the torque converter 20, so that the discharge amount of the MOP3 decreases. , There is a possibility that the pulley pressure required to prevent slipping with respect to 23b cannot be secured. The same applies to the scene where the select range is switched from the R range to the D range while traveling backward.

Therefore, in the present embodiment, the control unit of the controller 6 can secure the pulley pressure necessary for preventing the belt 23c from slipping with respect to the

pulleys

23a and 23b corresponding to each of the above scenes. The drive control of EOP4 is executed. The control unit of the controller 6 is a virtual unit having a function of executing drive control of the EOP4 of the controller 6.

Hereinafter, the content of the control executed by the controller 6 (control unit) will be described in detail with reference to FIG. FIG. 2 is a flowchart showing the contents of the drive control of EOP4. The controller 6 repeatedly executes the process shown in FIG. 2, for example, in the state where the ignition is ON. The calculation cycle is, for example, 10 ms.

The above-mentioned situation may occur in a low vehicle speed region in which the lockup clutch 21a of the torque converter 21 is not engaged. Therefore, the drive control of the EOP4 described below is premised on the fact that the lockup clutch 21a is not engaged.

In step S11, the controller 6 determines whether the vehicle 100 is running based on the signal input from the vehicle speed sensor 55 that detects the vehicle speed. Specifically, if the vehicle speed is not zero, it is determined that the vehicle 100 is running, and if the vehicle speed is zero, it is determined that the vehicle 100 is stopped. It should be noted that the vehicle 100 may be determined to be stopped when the state where the vehicle speed is zero continues for a predetermined time.

When the controller 6 determines that the vehicle 100 is running, the process proceeds to step S12. Further, when the controller 6 determines that the vehicle 100 is stopped, the process proceeds to step S21.

In step S21, the controller 6 stops EOP4. If EOP4 has already stopped, the stopped state is maintained.

While the vehicle 100 is stopped, the belt 23c does not slip with respect to the

pulleys

23a and 23b. Therefore, EOP4 is stopped to suppress electricity consumption or fuel consumption.

Note that this does not apply if the drive conditions in other drive controls are satisfied for EOP4. That is, the process shown in FIG. 2 is superimposed on the other drive control of EOP4. Therefore, even if the process of step S21 is executed, if the drive condition of EOP4 in the other drive control is satisfied, the EOP4 is driven by the output determined by the other drive control.

In step S12, the controller 6 determines whether the select range is the N range based on the signal input from the inhibitor switch 56.

When the controller 6 detects that the select range is the N range, the controller 6 shifts the process to step S13. Further, when the controller 6 detects that the select range is other than the N range, the controller 6 shifts the process to step S14.

In step S13, the controller 6 increases the discharge amount of EOP4. In the present embodiment, the EOP4 is driven by the first output to increase the discharge amount. As a result, the EOP 4 is driven on condition that the N range is selected and the vehicle 100 is running, regardless of the select range before (immediately before selection) the N range is selected.

As described above, in the present embodiment, after the condition that the N range is selected and the vehicle 100 is running is satisfied, the discharge amount of EOP4 is increased as compared with before the condition is satisfied.

Note that increasing the discharge amount of EOP4 includes transitioning EOP4 from a stopped state to a driven state.

Further, increasing the discharge amount of EOP4 includes further increasing the discharge amount when the EOP4 is already in the driving state. In this case, EOP4 is driven by the total output of the output before N range selection (immediately before selection) plus the first output.

When the select range in the direction opposite to the traveling direction is selected, the N range is passed through. Therefore, by setting that the N range is selected while the vehicle 100 is running as a condition for increasing the discharge amount of the EOP 4, the automatic transmission 2 is supplied before the running range in the direction opposite to the running direction is selected. The hydraulic pressure can be increased, and the belt 23c can be prevented from slipping with respect to the

pulleys

23a and 23b.

According to the process shown in FIG. 2, when the N range is selected while the vehicle 100 is running, the running of the vehicle 100 is started while the N range is selected, in addition to the control of increasing the discharge amount of the EOP4. And control to increase the discharge amount of EOP4 is also executed. However, these controls may be used in combination, or only one of them may be adopted.

The control to increase the discharge amount of EOP4 when the vehicle 100 starts traveling while the N range is selected is the traveling direction in the scene where the brake is released (brake OFF) while the N range is selected on a slope. This is a countermeasure when the traveling range in the opposite direction is selected. Therefore, by setting the start of traveling of the vehicle 100 as a condition for increasing the discharge amount of EOP4, the oil pressure supplied to the automatic transmission 2 is increased before the traveling range in the direction opposite to the traveling direction is selected. It is possible to prevent the belt 23c from slipping with respect to the

pulleys

23a and 23b.

Therefore, if the vehicle 100 starts to move when the brake is turned off while the N range is selected, the control condition for increasing the discharge amount of the EOP4 is satisfied when the vehicle 100 starts running while the N range is selected, so that the EOP4 is driven. Will be done.

In step S14, the controller 6 determines whether the traveling direction of the vehicle 100 is the forward direction based on the signal input from the third rotation speed sensor 53. As described above, the third rotation speed sensor 53 can detect the rotation direction of the primary pulley 23a. A sensor other than the third rotation speed sensor 53 may be used to determine the traveling direction of the vehicle 100. For example, a sensor capable of detecting the rotation direction as the fourth rotation speed sensor 54 or the vehicle speed sensor 55 may be used. It is conceivable to adopt it.

When the controller 6 determines that the traveling direction of the vehicle 100 is the forward direction, the controller 6 shifts the process to step S15. Further, when the controller 6 determines that the traveling direction of the vehicle 100 is not the forward direction, that is, the backward direction, the controller 6 shifts the process to step S18.

In step S15, the controller 6 determines whether the select range is the D range based on the signal input from the inhibitor switch 56.

When the controller 6 detects that the select range is the D range, the controller 6 shifts the process to step S16. Further, when the controller 6 detects that the select range is other than the D range, that is, the R range, the controller 6 shifts the process to step S17.

In step S16, the controller 6 stops the EOP4 to make the discharge amount zero. The discharge amount may be simply reduced without stopping the EOP4.

When the traveling direction of the vehicle 100 is the forward direction and the D range is selected, the possibility that the belt 23c slips is low. Therefore, in this case, the electricity cost or the fuel consumption is suppressed by reducing the discharge amount of EOP4. In addition, reducing the discharge amount of EOP4 also includes stopping EOP4.

In step S17, the controller 6 increases the discharge amount of EOP4. In the present embodiment, the EOP 4 is driven by the second output, which is an output higher than the first output, to increase the discharge amount.

If the traveling direction of the vehicle 100 is the forward direction and the R range is selected, there is a possibility that the pulley pressure required to prevent the belt 23c from slipping cannot be secured. Therefore, by operating the EOP 4 at the second output, which has a larger discharge amount than the first output, the belt 23c is prevented from slipping with respect to the

pulleys

23a and 23b in earnest.

While the N range is selected, the EOP4 is operated at the first output, which has a smaller discharge amount than the second output (step S13). Since it is unclear whether or not the traveling range in the direction opposite to the traveling direction of the vehicle 100 is selected after selecting the N range, it is possible to set the output of EOP4 low while selecting the N range to reduce fuel consumption or electricity consumption. It suppresses fuel consumption.

In step S18, the controller 6 determines whether the select range is the D range based on the signal input from the inhibitor switch 56.

When the controller 6 detects that the select range is the D range, the controller 6 shifts the process to step S19. Further, when the controller 6 detects that the select range is other than the D range, that is, the R range, the controller 6 shifts the process to step S20.

In step S19, the controller 6 increases the discharge amount of EOP4. In the present embodiment, the EOP 4 is driven by the second output, which is an output higher than the first output, to increase the discharge amount.

If the traveling direction of the vehicle 100 is the backward direction and the D range is selected, there is a possibility that the pulley pressure required to prevent the belt 23c from slipping cannot be secured. Therefore, by operating the EOP 4 at the second output, which has a larger discharge amount than the first output, the belt 23c is prevented from slipping with respect to the

pulleys

23a and 23b in earnest.

In step S20, the controller 6 stops the EOP4 to make the discharge amount zero. The discharge amount may be simply reduced without stopping the EOP4.

When the traveling direction of the vehicle 100 is the backward direction and the R range is selected, the possibility that the belt 23c slips is low. Therefore, in this case, the electricity cost or the fuel consumption is suppressed by reducing the discharge amount of EOP4. In addition, reducing the discharge amount of EOP4 also includes stopping EOP4.

Subsequently, the relationship between the state of the vehicle 100 and the state of EOP4 will be described with reference to FIG.

As shown in FIG. 3, while the vehicle 100 is stopped, the EOP 4 is in the stopped state (OFF) regardless of which of the D range, the N range, and the R range is selected.

While the vehicle 100 is traveling forward, if the D range is selected, EOP4 will be in a stopped state. When the N range is selected, the EOP4 is driven at the first output. When the R range is selected, the EOP4 is driven by the second output.

While the vehicle 100 is traveling backward, if the R range is selected, EOP4 is in a stopped state. When the N range is selected, the EOP4 is driven at the first output. When the D range is selected, the EOP4 is driven by the second output.

That is, when the select range changes from the R range to the N range to the D range while the vehicle 100 is running, or when the select range changes from the D range to the N range to the R range, the controller 6 detects that the N range has been selected. Then, the EOP4 is driven, and then the driving of the EOP4 is continued even after the traveling range is selected.

On the other hand, when the select range is R range-> N range-> D range or D range-> N range-> R range while the vehicle 100 is stopped, the controller 6 indicates that the N range has been selected. Even if it is detected, EOP4 is not driven. However, as described above, this does not apply when the drive conditions in other drive controls are satisfied for EOP4.

Next, the state in which the drive control of EOP4 is performed will be described with reference to the time charts shown in FIGS. 4 and 5.

Before time t1, the brake is ON and the vehicle 100 is stopped. Also, the N range is selected.

When the D range is selected at time t1, the forward clutch 22a is started to be engaged. When the differential rotation between the turbine rotation speed Nt and the primary pulley rotation speed Np becomes a predetermined value or less due to the slip control of the forward clutch 22a, the forward clutch 22a is completely engaged.

When the brake is released (brake OFF) at time t2, the vehicle 100 starts traveling forward, and the turbine rotation speed Nt and the primary pulley rotation speed Np increase.

When the N range is selected at time t3, EOP4 is driven by the first output. Further, the forward clutch 22a is released and the turbine rotation speed Nt increases.

When the R range is selected at time t4, EOP4 is driven by the second output. Further, the reverse brake 22b is started to be fastened.

As described above, when the reverse brake 22b is engaged, the input rotation from the engine 1 via the torque converter 21 is reversely decelerated and transmitted to the primary pulley 23a. Therefore, when the difference rotation between the absolute value of the turbine rotation speed Nt and the primary pulley rotation speed Np becomes equal to or less than a predetermined value by the slip control of the reverse brake 22b, the reverse brake 22b is completely engaged.

Here, as the reverse brake 22b is engaged, the engine rotation speed Ne decreases due to the load of the torque converter 20. As a result, the discharge amount of MOP3 also decreases, and as shown in FIG. 5, the oil pressure supplied from MOP3 to the automatic transmission 2 decreases. On the other hand, when the reverse brake 22b is fastened, the input torque to the variator 23 increases, so that the pulley pressure (pulley required oil pressure) required to prevent the belt 23c from slipping increases.

In FIG. 5, between the time t4 and the time t5, the required oil pressure of the pulley exceeds the supply oil pressure of MOP3. That is, it can be seen that the required oil pressure for the pulley cannot be secured by the oil pressure supplied from the MOP 3 to the automatic transmission 2.

On the other hand, in the present embodiment, when the R range is selected at time t4, the EOP4 is driven by the second output, and the amount of oil that is insufficient for the required oil for the pulley is reduced from the EOP4 to the automatic transmission 2 Is supplied to. As a result, the required oil pressure for the pulley is secured.

After the reverse brake 22b is completely engaged, the forward speed of the vehicle 100 decreases. Then, at time t5, the traveling direction of the vehicle 100 changes from the forward direction to the backward direction.

As a result, the traveling direction of the vehicle 100 is the backward direction and the R range is selected, and the driving of the EOP 4 is stopped.

As described above, according to the present embodiment, the controller 6 of the vehicle 100 having the automatic transmission 2 to which the flood control is supplied from the EOP 4 discharges the EOP 4 when the N range is selected while the vehicle 100 is traveling. Increase the amount.

Further, the controller 6 increases the discharge amount of the EOP 6 when the running of the vehicle 100 is started while the N range is selected.

According to these, the discharge amount of EOP4 can be increased before the traveling range in the direction opposite to the traveling direction is selected, and the oil supply supplied to the automatic transmission 2 can be secured. As a result, when securing the oil pressure required to prevent the belt 23c from slipping, a scene in which the traveling direction is the forward direction and the R range is selected, and a scene in which the traveling direction is the backward direction and the D range is selected. It becomes possible to correspond to the scene.

Further, the increase in the discharge amount of EOP4 is to shift the EOP4 from the stopped state to the driven state.

According to this, the EOP4 is not always in the driving state, but is driven as needed. Therefore, electricity cost or fuel consumption can be suppressed.

Further, the increase in the discharge amount of the EOP4 is to further increase the discharge amount when the EOP4 is in the driving state.

The fact that the EOP4 is in the driving state before the condition for increasing the discharge amount of the EOP4 is satisfied means that the automatic transmission 2 is in a state in which a large amount of oil is required. Therefore, in this case, it is important to further increase the discharge amount of EOP4 for suppressing the slip of the belt 23c.

Further, the controller 6 further increases the discharge amount of the EOP4 when the traveling range in the direction opposite to the traveling direction of the vehicle 100 is selected after increasing the discharge amount of the EOP4.

According to this, it is possible to prevent the belt 23c from slipping with respect to the

pulleys

23a and 23b in earnest.

Further, the controller 6 reduces the discharge amount of the EOP4 when the traveling range in the same direction as the traveling direction of the vehicle 100 is selected after increasing the discharge amount of the EOP4.

When a traveling range in the same direction as the traveling direction of the vehicle 100 is selected, the possibility that the belt 23c slips with respect to the

pulleys

23a and 23b is low. Therefore, in this case, the electricity cost or the fuel consumption is suppressed by reducing the discharge amount of EOP4.

Although the embodiment of the present invention has been described above, the above-described embodiment is only one of the application examples of the present invention, and the purpose of limiting the technical scope of the present invention to the specific configuration of the above-described embodiment. is not it.

This application claims priority based on Japanese Patent Application No. 2019-173278 filed with the Japan Patent Office on September 24, 2019, and the entire contents of this application are incorporated herein by reference.

Claims

A control device for a vehicle having a belt continuously variable transmission to which flood control is supplied from an electric oil pump.
It has a control unit that increases the discharge amount of the electric oil pump when the N range is selected while the vehicle is running.
Vehicle control device.
A control device for a vehicle having a belt continuously variable transmission to which flood control is supplied from an electric oil pump.
It has a control unit that increases the discharge amount of the electric oil pump when the running of the vehicle is started during the selection of the N range.
Vehicle control device.
The vehicle control device according to claim 1 or 2.
The increase in the discharge amount of the electric oil pump is to shift the electric oil pump from the stopped state to the driven state.
Vehicle control device.
The vehicle control device according to claim 1 or 2.
The increase in the discharge amount of the electric oil pump is to further increase the discharge amount when the electric oil pump is in the driving state.
Vehicle control device.
The vehicle control device according to any one of claims 1 to 4.
When the traveling range in the direction opposite to the traveling direction of the vehicle is selected after increasing the discharge amount of the electric oil pump, the control unit further increases the discharge amount of the electric oil pump.
Vehicle control device.
The vehicle control device according to any one of claims 1 to 4.
The control unit reduces the discharge amount of the electric oil pump when a traveling range in the same direction as the traveling direction of the vehicle is selected after increasing the discharge amount of the electric oil pump.
Vehicle control device.
It is a control method for a vehicle having a belt continuously variable transmission in which flood control is supplied from an electric oil pump.
When the N range is selected while the vehicle is running, the discharge amount of the electric oil pump is increased.
How to control the vehicle.
It is a control method for a vehicle having a belt continuously variable transmission in which flood control is supplied from an electric oil pump.
When the running of the vehicle is started while the N range is selected, the discharge amount of the electric oil pump is increased.
How to control the vehicle.