JP2002130143A - Drive control device for vehicle hydraulic pump - Google Patents

Abstract

(57) [Problem] To provide a drive control device for a vehicle hydraulic pump that can maintain the oil pressure while the engine is stopped without using an electric hydraulic pump. SOLUTION: In a vehicle equipped with an automatic transmission 16 having, as a hydraulic source, a hydraulic pump 52 rotated together with an input shaft 22 selectively driven by an engine 10 and an MG 1 (electric motor), the operation of the hydraulic pump 52 is controlled. When the hydraulic pressure of the automatic transmission 16 decreases after the engine 10 is stopped, the electronic control unit 92 (the drive control unit of the vehicle hydraulic pump) for controlling the hydraulic pump 52 controls the hydraulic pump 52 to drive the hydraulic pump 52 by the MG1. Means 112
Since (SA6) is included, the oil pressure is reliably maintained during the stop of the vehicle in which the engine 10 is stopped without using the electric hydraulic pump, so that the occurrence of a shock at the time of restart is suppressed and By providing the electric hydraulic pump outside the automatic transmission 16, the inconvenience such as a decrease in mountability is solved.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive control device for a hydraulic pump for a vehicle, and more particularly to a technique for securing a sufficient hydraulic pressure while an engine (vehicle) is stopped.

[0002]

2. Description of the Related Art An automatic transmission having, as a hydraulic source, a first hydraulic pump rotated together with an input shaft selectively driven by an engine and an electric motor, and an electric (auxiliary) functioning as a hydraulic source when the vehicle stops. Vehicles equipped with a hydraulic pump are known. For example, JP-A-10-32
This is a drive control device for a vehicle hydraulic pump described in Japanese Patent No. 4177. According to this, in a vehicle in which the engine is automatically stopped while the vehicle is stopped and the engine is started together with the start operation, the operation of the first hydraulic pump is stopped with the stop of the engine. However, since the hydraulic pressure of the automatic transmission is maintained by operating the electric hydraulic pump, a shock occurs due to a delay in the supply of hydraulic pressure to the hydraulic actuator of the automatic transmission when the vehicle restarts, resulting in impaired drivability. Is suitably prevented.

[0003]

However, in the above-described drive control device for a conventional hydraulic pump for a vehicle, the electric hydraulic pump becomes relatively large when the required capacity is set, and must be provided outside the automatic transmission. Because of this, there is a possibility that the mountability is reduced.

The present invention has been made in view of the above circumstances, and an object of the present invention is to drive a hydraulic pump for a vehicle which can maintain the hydraulic pressure while the engine is stopped without using an electric hydraulic pump. It is to provide a control device.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, the gist of the present invention is to provide a vehicle equipped with a transmission having a hydraulic pump selectively driven by an engine and an electric motor as a hydraulic source. A drive control device for a vehicle hydraulic pump for controlling the operation of the hydraulic pump, wherein when the hydraulic pressure of a hydraulic actuator of the transmission decreases after the engine is stopped, the hydraulic pump is driven by the electric motor. It is to include hydraulic pump drive control means.

[0006]

In this way, when the hydraulic pressure of the hydraulic actuator of the transmission decreases after the engine is stopped, the hydraulic pump is driven by the electric motor by the hydraulic pump drive control means. Even when the hydraulic pump is not provided, the oil pressure is reliably maintained while the engine is stopped, that is, while the vehicle is stopped. As a result, the occurrence of a shock when the vehicle restarts is suppressed, and inconveniences such as a decrease in mountability due to the provision of the electric hydraulic pump outside the transmission are eliminated.

[0007]

Preferably, the hydraulic pump drive control means operates at a rotational speed lower than the rotational speed driven by the engine in an idle state, for example, at a rotational speed of about half of the idle rotational speed. And the hydraulic pump is driven to rotate by the electric motor. With this configuration, noise generated due to rotationally driving the hydraulic pump when the vehicle is stopped is reduced, and drivability is improved. Also,
The hydraulic pump drive control means rotationally drives the hydraulic pump for a predetermined period sufficient to generate sufficient hydraulic pressure. In this way, the electric energy consumed for rotating the hydraulic pump by the electric motor can be minimized.

Preferably, the decrease in the hydraulic pressure of the hydraulic actuator is determined based on a lapse of time from the stop of the rotation of the hydraulic pump exceeding a predetermined value. This eliminates the need for a hydraulic pressure sensor for detecting the hydraulic pressure of the hydraulic actuator.

Preferably, the predetermined time is set based on an actual operating oil temperature or an operating oil temperature and an operation position of a shift lever from a relationship stored in advance. By doing so, the accuracy of determining the decrease in the hydraulic pressure of the hydraulic actuator can be increased. Preferably, when an accumulator for accumulating the hydraulic pressure output from the hydraulic pump is not provided, the above-described relationship uses a relationship between a predetermined time, a hydraulic oil temperature, and an operation position of a shift lever. When an accumulator is provided, the above relationship uses a relationship between a predetermined time and a hydraulic oil temperature.

Preferably, the engine and the electric motor are interconnected via a clutch, and when the hydraulic pump is driven to rotate by the electric motor,
The clutch is disengaged and power transmission from the electric motor to the engine is interrupted. By doing so, the drive loss when the hydraulic pump is rotationally driven by the electric motor is reduced.

Preferably, an accumulator for accumulating the hydraulic pressure output from the hydraulic pump, and an accumulator provided between the accumulator and the hydraulic pump for accumulating the hydraulic pump by an electric motor during the accumulator period. An open accumulator control valve,
When the engine is restarted, that is, when the vehicle restarts, the hydraulic pressure accumulated in the accumulator is supplied to the hydraulic actuator. With this configuration, since the accumulated hydraulic pressure of the accumulator has no element that can leak only to the accumulator control valve, the hydraulic pressure retention performance is much higher than that of the configuration that retains the hydraulic pressure of the entire oil passage to the hydraulic actuator. . The hydraulic pressure stored in the accumulator is quickly supplied to the hydraulic actuator by opening the accumulator control valve when the engine is restarted, that is, when the vehicle starts.

Preferably, an engine start command determining means for determining whether an engine start command has been issued,
If it is determined by the engine start command determining means that an engine start command has been issued, it is determined that the input clutch control means for engaging the input clutch and the engine start command determining means have issued an engine start command. If so, a drive ending means for ending the driving of the hydraulic pump by the electric motor is provided. With this configuration, the drive source of the hydraulic pump is shifted from the electric motor to the engine when the engine is started, so that the electric motor is continuously driven unnecessarily even though the hydraulic pump can be driven by the engine. Waste of electric energy due to the above.

Preferably, when the engine is restarted, that is, when the vehicle restarts, the clutch control means synchronizes the rotations of the input-side rotating member and the output-side rotating member of the clutch and then engages the two. It is to let. In this way, a shock at the time of clutch engagement when the engine is restarted, that is, when the vehicle restarts, is suitably prevented.

Preferably, for example, the vehicle speed is 5 km /
h; a vehicle stop state determining means for determining a stop state of a vehicle having a vehicle speed of about h or less; a shift lever operating position determining means for determining whether or not the shift lever is operated to a driving position, that is, a traveling position; And an engine stop determining means for determining whether or not the vehicle is stopped. The vehicle stop state determining means determines that the vehicle is in a stopped state, and the shift lever operating position determining means determines whether the shift lever is running. When it is determined that the engine has been operated to the position, and when the engine stop determining unit determines that the engine is stopped, the hydraulic pump drive control unit controls the hydraulic pressure of the hydraulic actuator of the automatic transmission. When the pressure decreases, the hydraulic pump is driven by the electric motor.

[0015]

Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 is a diagram for explaining the configuration of a vehicle power transmission device to which a control device according to one embodiment of the present invention is applied.
FIG. 2 is a skeleton diagram of the automatic transmission of FIG. In FIG. 1, an output of an engine 10 as a power source is transmitted to an automatic transmission 16 via an input clutch 12 and a torque converter 14.
And transmitted to drive wheels via a differential gear unit and an axle (not shown). A first motor generator MG1 functioning as an electric motor and a generator is arranged between the input clutch 12 and the torque converter 14. In addition, a second motor generator MG2 is operatively connected to engine 10 via a coupling device 17 with a clutch, for example. The second motor generator MG2 functions as a start motor for the engine 10, a drive motor for an auxiliary device such as an air conditioner when the engine is stopped, a generator rotated by the engine 10, and the like.

The torque converter 14 is used for the engine 1
0 and a turbine wheel 2 connected to an input shaft 22 of the automatic transmission 16.
4, a lock-up clutch 26 for directly connecting between the pump wheel 20 and the turbine wheel 24, and a stator wheel 30 that is prevented from rotating in one direction by a one-way clutch 28.

The automatic transmission 16 includes a first transmission 32 for switching between high and low gears, and a second transmission 34 for switching between a reverse gear and four forward gears. The first transmission 32 includes an HL planetary gear device 36 including a sun gear S0, a ring gear R0, and a planetary gear P0 rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0.
The clutch C0 and the one-way clutch F0 are provided between the sun gear S0 and the carrier K0, and the brake B0 is provided between the sun gear S0 and the housing 38.

The second transmission 34 is a first planetary gear unit 40 comprising a sun gear S1, a ring gear R1, and a planet gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, A sun gear S2, a ring gear R2, and a carrier K
2, a second planetary gear unit 42 comprising a planetary gear P2 rotatably supported by the sun gear S2 and the ring gear R2, and a sun gear rotatably supported by the sun gear S3, the ring gear R3, and the carrier K3. And S3 and a third planetary gear unit 44 including a planetary gear P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2 and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 46. Further, a ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 48, and the sun gear S1 and the sun gear S3 are provided.
A clutch C2 is provided between the clutch shaft 2 and the intermediate shaft 48. A band-type brake B1 for stopping rotation of the sun gear S1 and the sun gear S2 is provided on the housing 38.
It is provided in. A one-way clutch F1 is provided between the housing 38 and the sun gear S1 and the sun gear S2.
And a brake B2 are provided in series. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 22.

A brake B3 is provided between the carrier K1 and the housing 38, and a brake B4 and a one-way clutch F2 are provided between the ring gear R3 and the housing 38 in parallel. This one-way clutch F
2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.

In the automatic transmission 16 configured as described above, for example, according to the engagement operation table shown in FIG. 3, the automatic transmission 16 is switched to one of the first reverse speed and the fifth forward speed in which the gear ratios are sequentially different. In FIG. 3, “○” indicates the engaged state,
An empty column indicates a released state, “◎” indicates an engaged state at the time of engine braking, and “係 合” indicates an engaged state that is not involved in power transmission. As is apparent from FIG. 3, the shift lever 68 is in the drive position, that is, the running position (R, R).
D, 4, 3, 2, L), the clutch C2 or C1 is engaged, the power of the engine 10 is transmitted to the drive wheels (not shown), and the vehicle travels backward or forward. Each of the clutch and the brake is a hydraulic friction engagement device that is engaged by a hydraulic actuator. The shift lever 68 includes, for example, a P position, an R position,
Position, D and 4 positions, 3 positions, 2
And the support mechanism is configured to be selectively operated to the L position and the L position.

As shown in FIG. 4, the automatic transmission 16
A hydraulic pump 52 that is rotated together with the input shaft 22 is provided in the housing 38. This hydraulic pump 52 is, for example, a vane type pump, and is rotationally driven by the engine 10 when the input clutch 12 is engaged, for example, and is rotationally driven by the MG 1 when the input clutch 12 is not engaged. . The hydraulic pump 52 pumps the recirculated hydraulic oil into an oil pan 58 that forms the bottom of the housing 38.

FIG. 5 is a diagram illustrating a part of a hydraulic control circuit 66 for controlling the speed change of the automatic transmission 16. In FIG. 5, the working oil recirculated to an oil tank 78 in an oil pan 58 is pressure-fed by a hydraulic pump 52, and after being regulated by a primary regulator 72 which regulates pressure in accordance with a command from a line pressure control solenoid valve 70. When the shift lever 68 is in the forward running position such as the D position, the solenoid valve 74 is controlled through a manual valve 77 which is mechanically connected to the shift lever 68 and linked to the operation of the shift lever 68. The clutch C1 to which the accumulator 79 for smooth engagement is connected through the switching valve 76
When the shift lever 68 is in the reverse running position such as the R position, the shift lever 68 is supplied to the clutch C2. A large orifice 80 is provided between the manual valve 77 and the switching valve 76 for flow control, and a bypass oil passage 82 that bypasses the switching valve 76 is provided.
Are provided in parallel with a check valve 84 and a small orifice 86 for quickly discharging the hydraulic oil in the clutch C1.

The hydraulic control circuit 66 has a pressure accumulating function, and maintains an oil pressure when the vehicle stops with the engine 10 stopped, or functions as an oil pressure source when the engine 10 is restarted. 88
And an electromagnetic accumulator control valve 90 provided between the accumulator 88 and the hydraulic pump 52 and the primary regulator 72. The accumulator control valve 90 is always closed except when the hydraulic oil is supplied from the hydraulic pump 52 when the vehicle is stopped with the engine 10 stopped. Opened to supply.

FIG. 6 exemplifies signals input to the electronic control unit 92 and signals output from the electronic control unit 92. For example, the electronic control unit 92, an accelerator opening signal representing an accelerator opening theta _A is an operation amount of the accelerator pedal, a throttle opening signal representing the throttle opening theta _TH of the throttle valve, the output shaft of the automatic transmission 16 The vehicle speed signal corresponding to the rotation speed N _{OUT of} 46, the engine rotation speed N
_E , a signal indicating the input shaft rotation speed N _IN detected by the input shaft rotation speed sensor 94, a signal indicating the negative pressure P _IN in the intake pipe of the engine 10, a signal indicating the air-fuel ratio A / F, and a shift. A signal indicating the lever operation position P _SH is supplied. Further, an electronic control unit 92 provides an injection signal for controlling the amount of fuel injected from the fuel injection valve into the cylinder of the engine 10, and a signal in the hydraulic control circuit 66 for switching the gear position of the automatic transmission 16. A signal for controlling a shift solenoid that drives a shift valve, a signal for controlling a lock-up control solenoid in a hydraulic control circuit 66 for opening and closing the lock-up clutch 26, a throttle control signal for controlling a throttle opening θTH, and fuel injection A fuel injection amount control signal for controlling the valve, a signal for driving the hydraulic pump 52 by the MG1, and the like are output.

The electronic control unit 92 includes a CPU, an RO,
M, a RAM, a so-called microcomputer including an input / output interface, and the like.
By performing signal processing in accordance with a program pre-stored in the ROM while utilizing the temporary storage function of the above, control to execute engagement, disengagement or slip of the lock-up clutch 26, shift control of the automatic transmission 16, Prime mover switching control, stopped engine stop control for automatically stopping the engine 10 when the vehicle stops and automatically restarting when the vehicle restarts, a hydraulic pump for maintaining the hydraulic pressure of the hydraulic actuator of the clutch C1 or C2 while the vehicle is stopped The control unit 52 executes a stopped hydraulic pump drive control and the like for controlling the vehicle 52.

FIG. 7 shows a control function of the electronic control unit 92.
Of stop, engine stop control during stop and oil during stop
FIG. 3 is a functional block diagram illustrating pressure pump drive control and the like.
You. In FIG. 9, the engine automatic stop control means 100
Is called eco-run stop or hybrid stop.
As such, when the vehicle is stopped, the engine 10 is automatically turned on.
Stop. For example, if the vehicle speed V is zero and the throttle
Degree θ_AIs zero and the cooling water temperature T_WIs a predetermined value, for example, 7
0 ° C. or higher, and the operating oil temperature T of the automatic transmission 16 _OILBut
It is a predetermined value, for example, 65 ° C or higher, and the foot brake is off.
And the operating position of the shift lever 68 is, for example,
When the automatic stop condition of D to L is satisfied,
The engine 10 is automatically stopped and a start operation is performed.
If the automatic stop condition is no longer satisfied
The engine 10 is automatically restarted.

The vehicle stop state determining means 104 determines whether the vehicle is in a stop state, for example, based on whether the vehicle speed V is 5 km / h or less. The engine stop-time judging means 106 judges whether or not the engine is stopped by the engine automatic stop control means 100 when the engine is stopped with the vehicle stopped. The shift lever operation position determining means 108 determines whether or not the shift lever 68 has been operated to a driving position, that is, a forward or backward traveling position such as R, D, 4, 3, 2, L, or the like.

The hydraulic pressure drop determining means, that is, the elapsed time determining means 110, determines whether the hydraulic pressure of the automatic transmission 16 has dropped while the engine 10 is stopped due to the stop of the vehicle, and determines the elapsed time from the stop of the engine 10 or the stop of the rotation of the hydraulic pump 52. t _EL
There is judged based on whether or not exceeds the criterion time T ₁ which is predetermined. The determination reference time T ₁ is, for example, based on the relationship stored in advance shown in FIG.
Determined based on _OIL . This relationship, using the phenomenon that oil pressure is decreased due to the leakage of hydraulic fluid, for example the accelerator opening theta _A and the vehicle speed V by a predetermined value than the line pressure to be pressure regulated by the primary regulator 72 when it is substantially zero The time required to reach a low value was determined experimentally. When the shift lever 68 is operated to the forward traveling position such as the D position, the number of hydraulic actuators is larger than when the shift lever 68 is operated to the reverse traveling position such as the R position. since the leakage amount large, as shown in FIG. 8, the same relationship is set to be larger value determination reference value T ₁ than in the case of the oil temperature T _oIL in the R position, is used.

The hydraulic pump drive control means 112 determines that the hydraulic pressure of the hydraulic actuator of the automatic transmission 10 has decreased after the engine 10 is stopped, that is, the elapsed time t _EL from the stop of the engine 10 is equal to the determination reference time T ₁ . If it exceeds, the hydraulic pump 52 is driven by the MG1 functioning as an electric motor to maintain the oil pressure during the stop period of the engine 10 due to the stop of the vehicle. That is, the hydraulic pump drive control unit 112 determines that the vehicle is in the stopped state by the vehicle stop state determination unit 104, determines that the engine 10 is stopped by the engine stop determination unit 106, and sets the shift lever operating position. Judgment means 108
It is determined that the shift lever 68 has been operated to the drive position, and the elapsed time t _EL from the stop of the engine 10 exceeds the determination reference time T ₁ automatically by the hydraulic pressure decrease determining means, that is, the elapsed time determining means 110. When it is determined that the hydraulic pressure of the transmission 16 has decreased, the hydraulic pump 52 is driven by the MG 1 at a rotational speed approximately half the idle rotational speed, for example, a rotational speed of approximately 400 revolutions / minute, in order to maintain the hydraulic pressure. .

When the shift lever 68 is operated to the forward running position, the hydraulic pump drive control means 112 controls the oil pressure of the frictional engagement device engaged during forward running, that is, the clutch C1 detected by the hydraulic pressure sensor 96. Until the oil pressure exceeds a preset judgment reference value, and when the shift lever 68 is operated to the reverse running position, the oil pressure is detected by the oil pressure sensor 98 of the friction engagement device that is engaged during the reverse running. The hydraulic pump 52 is rotationally driven only for a predetermined period set so that the oil pressure of the clutch C2 exceeds a predetermined reference value, that is, to generate a sufficient oil pressure. At the same time, while the hydraulic pump 52 is being driven, the hydraulic pump drive control means 112 opens the accumulator control valve 90 to accumulate the pressure in the accumulator 88, while the input clutch control means 120 releases the input clutch 12.

The engine start command determining means 118 determines whether or not an engine restart command has been input during the operation of the hydraulic pump 52 by the MG 1 in response to the stop of the engine 10, for example, based on the fact that the automatic stop condition is not satisfied. judge. The engine restart unit 116 restarts the engine 10 when the engine start command determining unit 118 determines that an engine restart command has been input.
At the same time, when the engine start command determining means 118 determines that the engine restart command has been input, the input clutch control means 120 controls the input clutch 12 to transmit the driving force of the engine 10 to the automatic transmission 16 side. Is engaged. The engagement of the input clutch 12 is controlled by controlling the rotation speed of the MG 1 or the engine 10.
2 is executed in a state where the rotations of the input-side rotator and the output-side rotator are synchronized. In addition, pump driving end means
MG1 for maintaining the oil pressure of the automatic transmission 16 when the engine is stopped when the engine start command determining means 118 determines that the engine restart command has been input.
Drive of the hydraulic pump 52 is terminated.

FIG. 9 is a flowchart for explaining a main part of the control operation of the electronic control unit 92, that is, a hydraulic pump drive control operation when the vehicle is stopped and the engine is stopped, and is repeatedly executed at a predetermined cycle time. . FIG.
In step SA1 (hereinafter, step is omitted) corresponding to the vehicle stop state determination means 104, it is determined whether the vehicle speed V is in a stop state of, for example, 5 km / h or less. If the determination at SA1 is negative, this routine is terminated, but if affirmative, SA2 corresponding to the shift lever operation position determination means 108
In, it is determined whether or not the shift lever 68 has been operated to the driving position, that is, the traveling position. If the determination at SA2 is negative, this routine is terminated, but if it is affirmative, the engine stop determination means 1
At SA3 corresponding to 06, it is determined whether or not the engine 10 is stopped. If the determination at SA3 is negative, this routine is terminated, but if affirmative, SA4 corresponding to the hydraulic
In the above, for example, whether or not the oil pressure of the automatic transmission 16 such as the clutch C1 or C2 during the vehicle stop and the engine stop during the eco-run stop has decreased is determined by the elapsed time t
Is determined based on _{the EL} exceeds the criterion time T _1. If the determination at SA4 is negative, the routine ends. If the determination is affirmative, the input clutch 12 is released at SA5 corresponding to the input clutch control means 120, and the hydraulic pump drive control means is released. In SA6 corresponding to 112, the drive of the hydraulic pump 52 by the MG1 is executed for a predetermined time. The predetermined time is a value set in advance so that the hydraulic pressure of the clutch C1 or C2 reaches, for example, the original line hydraulic pressure. The drive of the hydraulic pump 52 by the MG1 is performed at a rotation speed lower than the idle rotation by about half, for example, 400 rpm.
The rotation is performed at a rotation speed of rotation / minute.

Next, the engine start command determining means 1
In SA7 corresponding to 18, it is determined whether or not the stopped engine stop condition is not satisfied and a start command of the engine 10 is issued. If the determination at SA7 is denied, the routine is terminated. If the determination is affirmative, the engine 10 is restarted at SA8 corresponding to the engine restart means 116 and the input clutch control means 120 SA9 and S corresponding to
A10 is executed. At SA9, the rotation speed of the engine 10 or the MG1 is controlled so that the rotation speeds of the input-side rotating body and the output-side rotating body of the input clutch 12 are synchronized, and it is determined whether or not the rotation speeds are synchronized. Is done. While the synchronous control is performed while the determination in SA9 is negative, the input clutch 12 is engaged in SA10 when affirmative. Then, in SA11 corresponding to the on-drive end means 122, M
The rotational drive of the hydraulic pump 52 by G1 is stopped.

As described above, according to the present embodiment, the hydraulic pump 52 rotated together with the input shaft 22 selectively driven by the engine 10 and the MG1 (motor).
In a vehicle provided with the automatic transmission 16 having a hydraulic pressure source as an oil pressure source, an electronic control device 92 (drive control device for the vehicle hydraulic pump) for controlling the operation of the hydraulic pump 52 is provided.
If the hydraulic pressure of the automatic transmission 16 decreases after the engine 10 stops, the hydraulic pump drive control means 112 (SA6) for driving the hydraulic pump 52 by the MG1 is included, so that the electric hydraulic pump is not used. Also, since the oil pressure is reliably maintained while the engine 10 is stopped, the occurrence of a shock at the time of restart is suppressed. In addition, providing the electric hydraulic pump outside the automatic transmission 16 eliminates the inconvenience of reduced mountability.

Further, according to the present embodiment, the hydraulic pump drive control means 112 (SA6) controls the rotational speed lower than the rotational speed driven by the engine 10 in the idle state, for example, the rotational speed about half of the idle speed. Therefore, since the hydraulic pump 52 is driven to rotate by the MG1, noise generated when the hydraulic pump 52 is driven to rotate when the vehicle is stopped is reduced, and drivability is improved. Further, since the hydraulic pump drive control means 112 drives the hydraulic pump 52 to rotate only for a predetermined period sufficient to generate sufficient hydraulic pressure, there is an advantage that the hydraulic pump 52 can be operated intermittently for a necessary and sufficient period.

Further, according to this embodiment, the low oil pressure of the hydraulic actuator, such as a clutch C1 or C2 is the elapsed time t _EL predetermined criterion value T ₁ of the the rotation stop of the stop or the hydraulic pump 52 of the engine 10 Therefore, a hydraulic pressure sensor for detecting the hydraulic pressure of the hydraulic actuator becomes unnecessary.

Further, according to the present embodiment, the predetermined criterion value T ₁ is determined based on the actual operating oil temperature T _OIL and the operating position of the shift lever 68 from the relationship stored in advance as shown in FIG. Since this is set, the accuracy of determining the decrease in the hydraulic pressure of the hydraulic actuator is improved.

Further, according to the present embodiment, the engine 10 and the MG 1 are connected in series via the input clutch 12, and when the MG 1 drives the hydraulic pump 52 to rotate, the input clutch 12 is Since the power transmission from MG1 to engine 10 is interrupted by being opened, the loss of MG1 when driving hydraulic pump 52 is reduced.

According to this embodiment, the hydraulic pump 52
An accumulator 88 for accumulating the hydraulic pressure output from the
An accumulator control valve 90 is provided between the accumulator 88 and the hydraulic pump 52, and is opened during the pressure accumulation period of the accumulator 88 in which the hydraulic pump 52 is rotationally driven by the MG1. When the engine restarts, the hydraulic pressure accumulated in the accumulator 88 is supplied to the hydraulic actuator such as the clutch C1 or C2. Therefore, when the engine 10 is restarted, that is, when the vehicle restarts, the accumulator control valve 90 is opened and the hydraulic actuator is operated. Oil pressure is supplied promptly.

Further, according to this embodiment, the engine start command judging means 118 for judging whether or not the start command of the engine 10 has been issued, and the engine start command judging means 11
If it is determined that a start command for the engine 10 has been issued by the control unit 8, the input clutch control unit 120 for engaging the input clutch 12 and the engine start command determination unit 11
If it is determined that the engine start command has been issued by the control unit 8, the drive termination unit 122 that terminates the drive of the hydraulic pump 52 by the MG 1 is provided.
With the start of the operation, the drive source of the hydraulic pump 52 is shifted from the MG1 to the engine 10, and although the hydraulic pump 52 can be driven by the engine 10, the MG1 is wasted.
Can be prevented from being wasted by continuing to drive the power.

Further, according to the present embodiment, the input clutch control means 120 synchronizes the rotations of the input side rotation member and the output side rotation member of the input clutch 12 when the engine is restarted, that is, when the vehicle restarts. Therefore, when the engine 10 is restarted, that is, when the vehicle is restarted, a shock when the input clutch 12 is engaged is suitably prevented.

Further, according to this embodiment, the vehicle stop state determining means 104 for determining the stop state of the vehicle whose vehicle speed is equal to or lower than the predetermined vehicle speed of, for example, about 5 km / h, and the shift lever 68 is moved to the drive position, that is, the traveling position. Shift lever operation position determination means 10 for determining whether or not operation has been performed
8 and an engine stop determining means 106 for determining whether or not the engine 10 is stopped. The vehicle stop state determining means 104 determines that the vehicle is in a stopped state, and determines the shift lever operating position. When the determining means 108 determines that the shift lever 68 has been operated to the traveling position and the engine stopping determining means 106 determines that the engine 10 is stopped, the hydraulic pump drive control means 112 The hydraulic pump 52 is driven by the MG1 when the hydraulic pressure of the hydraulic actuator of the automatic transmission 16 decreases.

While the embodiment of the present invention has been described with reference to the drawings, the present invention can be applied to other embodiments.

For example, in the above-described embodiment, the stepped automatic transmission 16 composed of a plurality of sets of planetary gears has been described. However, the transmission belt wound around a pair of variable pulleys having a variable effective diameter is used. A belt-type continuously variable transmission or the like in which power is transmitted through the power transmission and the gear ratio is automatically changed may be used. In this case, the hydraulic pressure in the hydraulic actuator that clamps the transmission belt of the continuously variable transmission is detected using a hydraulic pressure sensor, and the MG1 is driven by the hydraulic pump 52 during the engine stop due to the vehicle stop so that the hydraulic pressure is maintained. Drive.

In the above-described embodiment, when the engine is stopped due to the stop of the vehicle, the hydraulic pump 52
, But may be driven to rotate by MG2. In the above-described embodiment, MG1
And MG2, but MG1 and M2
The vehicle may include one of the motor generators G2. Further, an electric motor may be provided instead of MG1 and MG2.

In the above-described embodiment, the accumulator 88 and the accumulator control valve 90 are provided, but they need not always be provided. The accumulator 88 is not limited to the illustrated configuration, and may have another configuration as long as it has a pressure accumulating function.

In the above-described embodiment, whether the engine is stopped due to the vehicle stop is determined by the vehicle stop state determination means 104 and the engine stop determination means 106. The determination may be made based on this.

In the above-described embodiment, the predetermined reference value T ₁ is determined based on the actual operating oil temperature T _OIL and the operating position of the shift lever 68 from, for example, the relationship stored in advance as shown in FIG. However, when the oil pressure in the accumulator 88 is to be maintained, the determination may be made based on the hydraulic oil temperature T _OI .

Although the embodiment of the present invention has been described in detail with reference to the drawings, this is merely an embodiment,
The present invention can be implemented in various modified and improved aspects based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a diagram schematically illustrating a vehicle power transmission device to which a drive control device for a vehicle hydraulic pump according to an embodiment of the present invention is applied.

FIG. 2 is a skeleton view for explaining a main part of a configuration of an automatic transmission of the vehicle power transmission device of FIG. 1;

FIG. 3 is an engagement table showing a relationship between a combination of operations of a friction engagement device and a gear obtained by the automatic transmission shown in FIG. 1;

FIG. 4 is a diagram schematically illustrating the configuration of the automatic transmission of FIG. 1 in which a hydraulic pump is incorporated.

FIG. 5 is a hydraulic circuit diagram illustrating a main path of a hydraulic control circuit provided in the automatic transmission of FIG. 1;

6 is a diagram illustrating input signals and output signals of an electronic control device for controlling the automatic transmission of FIG.

FIG. 7 is a functional block diagram illustrating a main part of a control function by the electronic control device of FIG. 6;

8 is a diagram showing a relationship used to determine the criterion time T ₁ at the elapsed time determining unit in FIG.

FIG. 9 is a flowchart illustrating a main part of a control operation by the electronic control device of FIG. 6;

[Explanation of symbols]

10: Engine 16: Automatic transmission 22: Input shaft 52: Hydraulic pump 92: Electronic control device (drive control device for vehicle hydraulic pump) 112: Hydraulic pump drive control means MG1: First motor generator (electric motor)

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Claims (1)

[Claims] A drive control device for a vehicle hydraulic pump for controlling operation of a hydraulic pump in a vehicle including a transmission having a hydraulic pump selectively driven by an engine and an electric motor as a hydraulic source. And a hydraulic pump drive control means for driving a hydraulic pump by the electric motor when the hydraulic pressure of a hydraulic actuator of the transmission decreases after the engine is stopped.