JP2009115186A - Vehicle control device and hybrid vehicle equipped with the control device - Google Patents

Abstract

A control device for a vehicle and a control device for the vehicle capable of reducing the time required for the vehicle to be able to travel with respect to a vehicle provided with a mechanical oil pump and an electric oil pump. Provide onboard hybrid vehicles.
When the hybrid system is started when the vehicle is stopped, if the oil temperature is equal to or higher than a predetermined temperature, the hydraulic pressure of the power transmission mechanism is secured by continuous driving of the electric oil pump EOP to allow READYON. When the oil temperature is lower than the predetermined temperature, the hydraulic pressure of the power transmission mechanism is secured by continuously driving the electric oil pump EOP only for the predetermined number of activation requests, and READYON permission is granted. In this case, the hydraulic pressure of the power transmission mechanism is secured by driving the mechanical oil pump MOP when the engine is started, and READYON is permitted.
[Selection] Figure 4

Description

  The present invention relates to a vehicle control apparatus including a mechanical oil pump and an electric oil pump for supplying oil (such as hydraulic oil) to a power transmission mechanism of a vehicle. The present invention also relates to a hybrid vehicle equipped with this control device. In particular, the present invention relates to a measure for shortening the time required until it is determined that the vehicle is ready to travel.

  For example, as disclosed in Patent Document 1 and Patent Document 2 described below, a hybrid drive device for a vehicle uses an internal combustion engine such as a gasoline engine or a diesel engine and an electric device such as a motor or a motor / generator as a power source. Is generally. Further, there are various combinations of the internal combustion engine and the electric device, and the number of electric devices used is not limited to one, and there are some that use a plurality of electric devices.

  A schematic configuration of the hybrid drive device disclosed in Patent Literature 1 and Patent Literature 2 will be described below.

  The engine and the first motor / generator are connected to each other via a power distribution mechanism including a single pinion type planetary gear mechanism. The power distribution mechanism is configured to transmit torque to an output member (hereinafter also referred to as an output shaft), and a second motor / generator is connected to the output member via a speed change mechanism (reduction mechanism). It has been configured. Thus, the output torque of the second motor / generator is added to the output member as so-called assist torque. Further, the speed change mechanism is constituted by a planetary gear mechanism that can select a direct connection state or a deceleration state by switching engagement / release of a friction engagement element (brake).

  A vehicle equipped with this type of hybrid drive system uses only an engine drive mode that drives only the engine and a motor / generator by controlling the drive / stop of the engine and motor / generator based on various conditions. The driving can be switched between a motor driving mode in which the motor / generator is driven as an electric motor and an engine / motor driving mode in which both the engine and the motor / generator are driven. Thereby, improvement of fuel consumption, reduction of noise, reduction of exhaust gas, and the like can be achieved. Further, by controlling the second motor / generator to the power running state or the regenerative state, a positive torque can be applied to the output member or a negative torque can be applied to the output member. Further, since the deceleration state can be set by the transmission mechanism, the second motor / generator can be reduced in torque or reduced in size.

  Further, in this type of hybrid drive device, when a condition for starting (cranking) the engine is satisfied when the engine is stopped, power is supplied to the first motor / generator to drive it as an electric motor. The torque of the motor / generator is transmitted to the engine via the power distribution mechanism. As a result, the engine speed is increased and the air-fuel mixture is combusted in the cylinder as the fuel is supplied. When the engine speed reaches an autonomously rotatable speed, the first motor / generator Cranking is finished.

  In this type of hybrid vehicle, the engine is stopped in order to improve fuel consumption and reduce exhaust gas while traveling in the motor drive mode or while stopping at a signal or the like. When the engine is stopped, the mechanical oil pump that has been operated by the driving force of the engine is also stopped, and the hydraulic pressure supply from the mechanical oil pump is stopped. For this reason, an electric oil pump that can be driven by an electric motor is provided, and even when the engine is stopped, oil (ATF) is supplied to the power transmission mechanism including the transmission mechanism and the like by driving the electric oil pump. The hydraulic pressure for engaging the friction engagement element is ensured, and each part of the power transmission mechanism can be sufficiently lubricated and cooled.

  By the way, at the time of starting the engine while stopped in the conventional hybrid vehicle, when the engine is cranked by driving the first motor / generator as an electric motor as described above, the rotational force from the first motor / generator is caused by the power distribution mechanism. Therefore, a part of the rotational force (reaction force when cranking the engine) is transmitted to the output shaft, and acts as a torque in a direction to reverse the output shaft. For this reason, in order to prevent the reverse rotation of the output shaft and maintain the stationary state of the vehicle, the second motor / generator is driven, and the torque applied from the first motor / generator to the output shaft (torque in the reverse rotation direction). It is necessary to add torque in the opposite direction to the output shaft to cancel the torque. In order to transmit the torque of the second motor / generator to the output shaft, it is necessary to engage the friction engagement element (brake) of the speed change mechanism. Since the hydraulic pressure cannot be secured, the hydraulic pressure for engaging the friction engagement elements of the transmission mechanism must be secured by driving the electric oil pump.

  When the temperature of the oil (ATF) is sufficiently high at the time of starting the engine while the vehicle is stopped, the viscosity of the oil is low and the drive current value for driving the electric oil pump is low. The power required to drive the oil pump is small, and the electric oil pump generates less heat. For this reason, it is possible to drive the electric oil pump for a relatively long period of time (it is possible to permit driving for a relatively long period of time). The hydraulic pressure for engaging the frictional engagement element can be ensured.

  However, when the temperature of the oil is low, such as when the engine is cold started, the viscosity of the oil is high and the drive current value for driving the electric oil pump is high. Electric power increases and the amount of heat generated by the electric oil pump increases, which may adversely affect the life of the electric oil pump. For this reason, it is necessary to avoid driving the electric oil pump for a long time when starting the engine in such a situation. Considering this point, the following control operation is performed when the engine is started.

When a system start request (so-called STON) is made by a start button ON operation or the like by a driver, the electric oil pump is first driven to increase the hydraulic pressure of the speed change mechanism to such an extent that the friction engagement element can be engaged. When the hydraulic pressure is secured, the first motor / generator is driven as an electric motor to crank the engine. In this case, since the hydraulic pressure capable of engaging the friction engagement element is secured, the vehicle stop state is maintained by engaging the friction engagement element and driving the second motor / generator. When the engine speed reaches a speed at which the engine can rotate autonomously, a sufficient oil pressure can be secured as the mechanical oil pump is driven. At this time, the electric oil pump is stopped. In other words, after starting the electric oil pump, after the necessary minimum hydraulic pressure (hydraulic pressure capable of engaging the friction engagement element) is ensured, the electric oil pump is stopped early to reduce power consumption. At the same time, the electric oil pump generates less heat. After such a process, it is assumed that the vehicle is ready to run (so-called READYON), and the vehicle can be started in accordance with the depression of the accelerator pedal by the driver.
Japanese Patent Laid-Open No. 2005-206021 JP-A-2005-207304

  As described above, in the conventional hybrid vehicle, when starting the engine in a stopped state, “system activation request” → “securing hydraulic pressure by driving the electric oil pump” → “driving the first motor / generator” Only after a series of operations such as "engine cranking" → "serving hydraulic pressure with mechanical oil pump and stopping electric oil pump", the vehicle will not be in a READYON state (a state where the vehicle can be started). It was.

  For this reason, it takes a long time to reach the READYON state, and after the system activation request operation from the driver is performed, the time until the vehicle is ready to travel becomes longer. It was difficult to meet the driver's request to start driving immediately.

  The present invention has been made in view of the above points, and an object of the present invention is to reach a vehicle in which a mechanical oil pump and an electric oil pump are provided so that the vehicle can run. It is an object of the present invention to provide a vehicle control device capable of reducing time and a hybrid vehicle equipped with the control device.

-Solving principle-
The solution principle of the present invention taken to achieve the above object is that when it is necessary to avoid driving the electric oil pump for a long period of time, such as when the temperature of the oil is low, There is a limit on the number of times or the cumulative drive time of the electric oil pump, the electric oil pump is driven within this limit, and the starting operation is performed so that the vehicle can run. Driven to the READYON state. In addition, when a vehicle activation request is made exceeding the above limit, the hydraulic pressure for activation is secured by driving the mechanical oil pump without driving the electric oil pump, and only the mechanical oil pump is A READYON state is set by driving.

-Solution-
Specifically, the present invention includes a mechanical oil pump driven by an internal combustion engine and an electric oil pump driven by an electric motor, and the above machine for a power transmission mechanism for transmitting a driving force to driving wheels. This is based on the assumption that the vehicle control apparatus is capable of supplying oil from a hydraulic oil pump and an electric oil pump. The vehicle control device is provided with continuous drive determining means and vehicle travelable state determining means. The electric drive pump is configured to increase the hydraulic pressure supplied to the power transmission mechanism to a predetermined vehicle activation hydraulic pressure when the vehicle is activated in accordance with a vehicle activation request for making the vehicle ready to travel. It is determined whether or not the continuous driving is acceptable. Further, the vehicle travelable state determination means performs the continuous drive of the electric oil pump according to the vehicle start request when the continuous drive of the electric oil pump is allowable, and the hydraulic pressure supplied to the power transmission mechanism When the vehicle reaches the vehicle start hydraulic pressure, it is determined that the vehicle is ready to travel. On the other hand, while the situation where the continuous drive of the electric oil pump is unacceptable continues, the electric oil pump is continuously driven until the vehicle start request reaches the predetermined start request limit number of times to transmit power. When the hydraulic pressure supplied to the mechanism reaches the vehicle starting hydraulic pressure, it is determined that the vehicle is ready to travel, and the vehicle is in a state where continuous driving of the electric oil pump is not allowed. When the start request reaches the start request limit number, the internal oil engine is started without driving the electric oil pump to drive the mechanical oil pump, and the hydraulic pressure supplied to the power transmission mechanism is It is determined that the vehicle is ready to travel when the hydraulic pressure is reached.

  Due to this specific matter, when a vehicle start request is made by a driver's start button ON operation, etc., the continuous drive determining means is an electric oil pump for boosting the hydraulic pressure supplied to the power transmission mechanism to a predetermined vehicle start hydraulic pressure. It is determined whether or not the continuous driving is acceptable. For example, when the oil temperature is equal to or higher than a predetermined value, the situation is acceptable, and when the oil temperature is lower than the predetermined value, the situation is unacceptable.

  When the continuous drive of the electric oil pump is allowable, the vehicle travelable state determination means performs the continuous drive of the electric oil pump according to the vehicle activation request, and the hydraulic pressure supplied to the power transmission mechanism is When the vehicle starting hydraulic pressure is reached, it is determined that the vehicle is ready to run (READYON state). This is because, for example, when it is determined that the continuous drive of the electric oil pump is acceptable because the temperature of the oil is sufficiently high, the oil viscosity is low, and the drive current value for driving the electric oil pump Therefore, the electric power required for driving the electric oil pump is small, and the amount of heat generated by the electric oil pump is reduced. For this reason, the situation where the amount of power stored in the power storage device (battery) is insufficient is unlikely to occur, and the life of the electric oil pump is hardly adversely affected. Therefore, in such a situation, continuous driving of the electric oil pump is permitted, and it is determined that the vehicle is ready to travel when the hydraulic pressure reaches the vehicle starting hydraulic pressure by the continuous driving of the electric oil pump. Thereby, the timing at which this determination is made can be advanced, and the time from when the vehicle activation request is made until it is determined that the vehicle can run can be shortened.

  On the other hand, if the continuous drive of the electric oil pump is unacceptable, a limit is set on the number of times the electric oil pump is driven, and the vehicle can run by driving the electric oil pump within this limit range. A starting operation for setting the state is performed, and when the hydraulic pressure reaches the vehicle starting hydraulic pressure, it is determined that the vehicle is ready to travel. In addition, when a vehicle activation request is made exceeding the above limit (for example, when the start button ON / OFF operation by the driver is repeated a plurality of times without increasing the oil temperature), the electric oil pump The hydraulic pressure is secured by driving the mechanical oil pump accompanying the startup of the internal combustion engine without driving the engine, and it is determined that the vehicle is ready to travel when the hydraulic pressure reaches the vehicle startup hydraulic pressure. For example, when it is determined that the electric oil pump cannot be continuously driven due to low oil temperature, the viscosity of the oil is high and the drive current value for driving the electric oil pump is Therefore, the electric power required to drive the electric oil pump increases, and the amount of heat generated by the electric oil pump also increases. For this reason, there may be a situation where the amount of power stored in the power storage device (battery) is insufficient, and there is a possibility that the life of the electric oil pump may be adversely affected. Therefore, in such a situation, there is a limit on the number of times the electric oil pump is driven, and the vehicle can run when the hydraulic pressure reaches the vehicle starting oil pressure by continuous driving of the electric oil pump within the range of the limit. It is determined that If this limit is exceeded, the mechanical oil pump is driven, and it is determined that the vehicle is ready to travel when the hydraulic pressure reaches the vehicle starting hydraulic pressure. By such an operation, it is possible to accelerate the timing at which it is determined that the vehicle is ready to travel without causing a shortage of the amount of power stored in the power storage device or adversely affecting the life of the electric oil pump. The time from when the vehicle activation request is made until it is determined that the vehicle is ready to travel can be shortened.

  Further, when the continuous drive of the electric oil pump is unacceptable and the drive of the electric oil pump is limited, as described above, instead of setting the limit on the number of times of driving the electric oil pump, the electric oil pump A limit may be set for the cumulative drive time. The configuration in that case will be described below.

  A mechanical oil pump driven by an internal combustion engine and an electric oil pump driven by an electric motor, and a power transmission mechanism for transmitting a driving force to the drive wheels from the mechanical oil pump and the electric oil pump. It is premised on a vehicle control device that can supply oil. The vehicle control device is provided with continuous drive determining means and vehicle travelable state determining means. The electric drive pump is configured to increase the hydraulic pressure supplied to the power transmission mechanism to a predetermined vehicle activation hydraulic pressure when the vehicle is activated in accordance with a vehicle activation request for making the vehicle ready to travel. It is determined whether or not the continuous driving is acceptable. Further, the vehicle travelable state determination means performs the continuous drive of the electric oil pump according to the vehicle start request when the continuous drive of the electric oil pump is allowable, and the hydraulic pressure supplied to the power transmission mechanism While the vehicle has reached the vehicle start hydraulic pressure, it is determined that the vehicle is ready to travel, while the electric oil pump continues to operate while the electric oil pump cannot be continuously driven. Until the cumulative drive time reaches a predetermined drive limit time, the electric oil pump is continuously driven, and the vehicle is ready to travel when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle start hydraulic pressure. The cumulative drive time of the electric oil pump reaches the drive limit time while the situation where the continuous drive of the electric oil pump cannot be allowed is continued. In this case, the internal combustion engine is started without driving the electric oil pump to drive the mechanical oil pump, and the vehicle can travel when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle starting hydraulic pressure. It is determined that the state has been reached.

  Also in this specific matter, as in the case of the above-described solution, when the continuous drive of the electric oil pump is allowable, the time when the hydraulic pressure reaches the vehicle start hydraulic pressure by the continuous drive of the electric oil pump. Thus, it is determined that the vehicle is ready to travel. Thereby, the timing at which this determination is made can be advanced, and the time from when the vehicle activation request is made until it is determined that the vehicle can run can be shortened. In addition, if the continuous drive of the electric oil pump is unacceptable, the cumulative drive time of the electric oil pump is limited, and the vehicle can run by driving the electric oil pump within this limit When the hydraulic pressure reaches the vehicle startup hydraulic pressure, it is determined that the vehicle is ready to travel. In addition, when the vehicle start request is made exceeding the above limit (for example, the cumulative drive time of the electric oil pump is driven by the repeated ON / OFF operation of the start button by the driver without increasing the oil temperature) When the time limit is reached), the hydraulic oil pressure is secured by driving the mechanical oil pump accompanying the start of the internal combustion engine without driving the electric oil pump. It is determined that the vehicle is ready to run. Therefore, it is possible to advance the timing at which it is determined that the vehicle is ready to travel without causing a shortage of the amount of power stored in the power storage device or adversely affecting the life of the electric oil pump. It is possible to shorten the time from when the request is made until it is determined that the vehicle is ready to travel.

  Moreover, the following are also mentioned as another solution means for achieving said objective. First, oil can be supplied from a mechanical oil pump driven by an internal combustion engine and an electric oil pump driven by an electric motor to a power transmission mechanism for transmitting a driving force to driving wheels, and a vehicle. A vehicle control device configured to start an internal combustion engine while engaging a friction engagement element provided in the power transmission mechanism with the hydraulic pressure of the supplied oil when the internal combustion engine is started in a stopped state. Assumption. The vehicle control device is provided with continuous drive determining means and vehicle travelable state determining means. The continuous drive determining means is a vehicle start hydraulic pressure required for engaging the friction engagement element with the hydraulic pressure supplied to the power transmission mechanism when the vehicle is started in accordance with a vehicle start request for making the vehicle ready to run. It is determined whether or not the continuous drive of the electric oil pump for increasing the pressure to the allowable level is acceptable. The vehicle travelable state determination means continuously drives the electric oil pump according to the vehicle activation request when the continuous drive of the electric oil pump is allowable, and the hydraulic pressure supplied to the power transmission mechanism is While it is determined that the vehicle is ready to run when the vehicle start hydraulic pressure is reached, the vehicle start request is issued for a predetermined start while the continuous drive of the electric oil pump is not allowed. Until the required limit number is reached, the electric oil pump is continuously driven, and when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle start hydraulic pressure, it is determined that the vehicle is ready to travel. If the vehicle start request reaches the start request limit number while the situation where the continuous drive of the pump is unacceptable continues, the electric oil pump is not driven. The combustion engine by activating perform driving of the mechanical oil pump, the hydraulic pressure supplied to the power transmission mechanism is one which determines that the vehicle becomes ready travel at which point the vehicle start oil pressure.

  The power transmission mechanism for transmitting the driving force to the drive wheels can be supplied with oil from a mechanical oil pump driven by an internal combustion engine and an electric oil pump driven by an electric motor. A vehicle control device configured to start an internal combustion engine while engaging a friction engagement element provided in the power transmission mechanism with the hydraulic pressure of the supplied oil when the internal combustion engine is started in a stopped state. Assumption. The vehicle control device is provided with continuous drive determining means and vehicle travelable state determining means. The continuous drive determining means is a vehicle start hydraulic pressure required for engaging the friction engagement element with the hydraulic pressure supplied to the power transmission mechanism when the vehicle is started in accordance with a vehicle start request for making the vehicle ready to run. It is determined whether or not the continuous drive of the electric oil pump for increasing the pressure to the allowable level is acceptable. The vehicle travelable state determination means continuously drives the electric oil pump according to the vehicle activation request when the continuous drive of the electric oil pump is allowable, and the hydraulic pressure supplied to the power transmission mechanism is While it is determined that the vehicle is ready to run when the vehicle start hydraulic pressure is reached, while the situation where the continuous drive of the electric oil pump cannot be allowed continues, the accumulation of the electric oil pump during that period continues. Until the drive time reaches a predetermined drive limit time, the electric oil pump is continuously driven, and it is determined that the vehicle is ready to travel when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle start hydraulic pressure. If the cumulative drive time of the electric oil pump reaches the drive limit time while the continuous drive of the electric oil pump is not allowed Starts the internal combustion engine without driving the electric oil pump to drive the mechanical oil pump, and when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle starting hydraulic pressure, the vehicle is ready to travel. It is determined that it has become.

  Even with these specific matters, as in the case of the above-described solution, the vehicle can run without causing a shortage of the amount of power stored in the power storage device or adversely affecting the life of the electric oil pump. The timing at which it is determined that the vehicle has started can be advanced, and the time from when the vehicle activation request is made until it is determined that the vehicle is ready to travel can be shortened.

  Note that the effect of shortening the time from when the vehicle activation request is made until it is determined that the vehicle is ready to travel is the situation where the above-described continuous drive of the electric oil pump is acceptable. And it can be made to exhibit separately in each of the cases where the continuous drive of the electric oil pump is unacceptable.

  That is, the following can be cited as a configuration for exerting the above-described effect when the continuous drive of the electric oil pump is acceptable. First, a mechanical oil pump driven by an internal combustion engine and an electric oil pump driven by an electric motor, and the mechanical oil pump and the electric oil with respect to a power transmission mechanism for transmitting a driving force to driving wheels. It is premised on a vehicle control apparatus that can supply oil from a pump. The vehicle control device is provided with continuous drive determining means and vehicle travelable state determining means. The electric drive pump is configured to increase the hydraulic pressure supplied to the power transmission mechanism to a predetermined vehicle activation hydraulic pressure when the vehicle is activated in accordance with a vehicle activation request for making the vehicle ready to travel. It is determined whether or not the continuous driving is acceptable. The vehicle travelable state determination means continuously drives the electric oil pump according to the vehicle activation request when the continuous drive of the electric oil pump is allowable, and the hydraulic pressure supplied to the power transmission mechanism is When the vehicle starting hydraulic pressure is reached, it is determined that the vehicle is ready to travel.

  Moreover, the following two types are mentioned as a structure for exhibiting said effect when it is in the situation where continuous drive of an electric oil pump is unacceptable. First, as a first type, a mechanical oil pump that is driven by an internal combustion engine and an electric oil pump that is driven by an electric motor, and the above machine for a power transmission mechanism that transmits driving force to driving wheels. This is based on the assumption that the vehicle control apparatus is capable of supplying oil from a hydraulic oil pump and an electric oil pump. The vehicle control device is provided with continuous drive determining means and vehicle travelable state determining means. The electric drive pump is configured to increase the hydraulic pressure supplied to the power transmission mechanism to a predetermined vehicle activation hydraulic pressure when the vehicle is activated in accordance with a vehicle activation request for making the vehicle ready to travel. It is determined whether or not the continuous driving is acceptable. The vehicle travelable state determining means is configured to continuously drive the electric oil pump until the vehicle start request reaches a predetermined start request limit number while the continuous drive of the electric oil pump is not allowed. When the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle start hydraulic pressure, it is determined that the vehicle is ready to travel, and the situation where continuous driving of the electric oil pump is not allowed continues. When the vehicle start request reaches the start request limit number during the operation, the internal combustion engine is started without driving the electric oil pump, the mechanical oil pump is driven, and the power transmission mechanism is supplied. It is determined that the vehicle is ready to travel when the hydraulic pressure reaches the vehicle start hydraulic pressure.

  The second type includes a mechanical oil pump driven by an internal combustion engine and an electric oil pump driven by an electric motor, and the above machine against a power transmission mechanism for transmitting driving force to driving wheels. This is based on the assumption that the vehicle control apparatus is capable of supplying oil from a hydraulic oil pump and an electric oil pump. The vehicle control device is provided with continuous drive determining means and vehicle travelable state determining means. The electric drive pump is configured to increase the hydraulic pressure supplied to the power transmission mechanism to a predetermined vehicle activation hydraulic pressure when the vehicle is activated in accordance with a vehicle activation request for making the vehicle ready to travel. It is determined whether or not the continuous driving is acceptable. The vehicle travelable state determination means is in a state where the continuous drive of the electric oil pump is not allowed, until the cumulative drive time of the electric oil pump during that period reaches a predetermined drive limit time. The electric oil pump is continuously driven, and when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle start hydraulic pressure, it is determined that the vehicle is ready to travel, and the electric oil pump cannot be continuously driven. If the cumulative drive time of the electric oil pump reaches the drive limit time while the current situation continues, the internal combustion engine is started without driving the electric oil pump to drive the mechanical oil pump. It is determined that the vehicle is ready to travel when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle starting hydraulic pressure.

  These solutions also have the same effect, that is, the timing at which the vehicle is determined to be able to travel without causing a shortage of the amount of power stored in the power storage device or adversely affecting the life of the electric oil pump. As a result, the time from when the vehicle activation request is made until it is determined that the vehicle is ready to travel can be shortened.

  Specifically, the continuous drive determination means determines whether or not the continuous drive of the electric oil pump is allowable based on the oil temperature, and the oil temperature is equal to or higher than a predetermined continuous drive allowable temperature. In some cases, it is determined that continuous driving of the electric oil pump is acceptable.

  Accordingly, it is possible to determine whether or not the continuous drive of the electric oil pump is acceptable by a relatively simple detection method such as detection of the oil temperature, and the practicality of the present invention can be enhanced. In addition, when the oil temperature is sufficiently high, as described above, the oil viscosity is low, so that the situation where the amount of power stored in the power storage device is insufficient is unlikely to occur, and the life of the electric oil pump is hardly adversely affected. The continuous drive of the electric oil pump is acceptable. Conversely, when the oil temperature is low, as described above, because the oil viscosity is high, there may be a situation where the amount of power stored in the power storage device is insufficient, which may adversely affect the life of the electric oil pump. Therefore, the continuous drive of the electric oil pump is considered unacceptable. In other words, whether or not the continuous drive of the electric oil pump is permissible is greatly influenced by the oil temperature, and by detecting this oil temperature, a highly reliable determination operation is performed by the continuous drive determination means. Can do.

  A hybrid vehicle equipped with any one of the above-described solving means is also within the scope of the technical idea of the present invention. This will be specifically described below. In this hybrid vehicle, when the internal combustion engine is started, the first electric motor that generates the rotational force applied to the internal combustion engine and the output of the driving force toward the output shaft connected to the drive wheels are possible. And a transmission that is provided in a power transmission path from the second motor to the drive wheel and that performs a speed change operation by changing the engagement state of the friction engagement element. Then, when starting the internal combustion engine that applies the vehicle starting pressure and the rotational force of the first electric motor to the internal combustion engine, the rotational force from the first electric motor acting on the output shaft is used to drive the second electric motor. The engagement force of the friction engagement element for enabling cancellation by force is set to be equal to or higher than the pressure at which the engagement force is obtained.

  In this hybrid vehicle, when the internal combustion engine is started, the rotational force of the first electric motor is applied to the internal combustion engine and the second electric motor is driven with the friction engagement element provided in the transmission engaged. The rotational force from the first electric motor acting on the shaft is canceled out by the driving force of the second electric motor, and the internal combustion engine is started while maintaining the stop state of the vehicle. In this case, the vehicle starting pressure is set so that the engagement force of the friction engagement element that can reliably transmit the driving force of the second electric motor for maintaining the stopped state of the vehicle to the output shaft is obtained. For this reason, it is possible to avoid the occurrence of slippage due to insufficient engagement force of the friction engagement element, and a highly reliable starting operation of the internal combustion engine can be realized.

  In the present invention, it is determined whether or not the continuous drive of the electric oil pump is permissible, and it is determined according to the determination result that the vehicle is ready to run by driving only the electric oil pump And a case where it is determined that the vehicle is ready to travel by driving only the mechanical oil pump. For this reason, it is possible to advance the timing at which it is determined that the vehicle is ready to travel without causing a shortage of the amount of power stored in the power storage device or adversely affecting the life of the electric oil pump. It is possible to shorten the time from when the request is made until it is determined that the vehicle is ready to travel.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the present invention is applied to a hybrid vehicle including two motors / generators and configured as an FR (front engine / rear drive) vehicle will be described.

-Overall configuration of hybrid system-
FIG. 1 is a diagram showing a schematic configuration of a hybrid system mounted on a hybrid vehicle according to the present embodiment. FIG. 2 is a diagram schematically showing a gear train (power transmission mechanism 10 described later) of the hybrid system. The vehicle HV shown in FIG. 1 is an F / R hybrid vehicle (hereinafter simply referred to as “vehicle”). In FIG. 1, the vehicle HV includes an engine (internal combustion engine) 1 as a main driving force source. The engine 1 is a well-known power unit that burns a mixture of fuel and air in a cylinder, converts the thermal energy into rotational kinetic energy, and outputs it.

  Specifically, a gasoline engine, a diesel engine, an LPG engine, or the like is applicable as the engine 1, and the operation state can be controlled by the throttle opening (intake amount), the fuel injection amount, the ignition timing, and the like. Yes. The control is performed by an electronic control unit (E-ECU) 100 mainly composed of a microcomputer.

  The crankshaft 11 that is the output shaft of the engine 1 is rotatable about the front-rear direction of the vehicle HV as a rotation axis. A flywheel 12 is disposed at the rear end of the crankshaft 11. The input shaft 2 is connected to the flywheel 12 via a damper mechanism 21.

  Further, in the casing 3 housing the hybrid system, in order from the front side of the vehicle HV, a first motor / generator (MG1: first electric motor) 4 that mainly functions as a generator, a power distribution mechanism 5, A second motor / generator (MG2: second motor) 6 that mainly functions as an electric motor 6 and a two-stage reduction type reduction mechanism (transmission) 7 are arranged.

  As each of the motor generators 4 and 6, a synchronous motor having both a power running function for converting electrical energy into kinetic energy and a regeneration function for converting kinetic energy into electrical energy is used. More specifically, the first motor / generator 4 receives the driving force of the engine 1 via the power distribution mechanism 5 to generate electric power for supplying power to the second motor / generator 6, or at the time of engine start or vehicle It functions as a driving force source when starting. On the other hand, the second motor / generator 6 functions to assist the driving force of the vehicle and to generate power by regenerative operation during braking or deceleration. These motor generators 4 and 6 have stators 41 and 61 and rotors 42 and 62, respectively, and the stators 41 and 61 are fixed to the inner wall of the casing 3. Each motor / generator 4, 6 is connected via an inverter 81 to a power storage device 8 capable of transferring power. As the power storage device 8, a secondary battery, specifically, a battery (such as a nickel metal hydride battery or a lithium ion battery), a capacitor, or the like can be used. The motor generators 4 and 6 are configured to control power running, regeneration, and torque in each case by controlling an inverter 81 by an electronic control unit (MG-ECU) 101 mainly composed of a microcomputer. Has been.

  The power distribution mechanism 5 is constituted by a single pinion type planetary gear mechanism. That is, the power distribution mechanism 5 holds a sun gear 52 formed on the hollow shaft 51, a ring gear 53 disposed concentrically with the sun gear 52, and a plurality of pinion gears 54 that mesh with the sun gear 52 and the ring gear 53. And a carrier 55. The input shaft 2 and the carrier 55 are coupled together in a rotating manner. The input shaft 2 is disposed in the hollow shaft 51, and the input shaft 2 and the hollow shaft 51 can be rotated relative to each other.

  The crankshaft 11, flywheel 12, input shaft 2, and power distribution mechanism 5 are arranged on the same axis. The first motor / generator 4 is disposed between the flywheel 12 and the damper mechanism 21 and the power distribution mechanism 5 in the front-rear direction of the vehicle HV (the axial direction of the crankshaft 11). The input shaft 2 is arranged so as to pass through the internal space of the rotor 42 of the generator 4. As described above, since the carrier 55 is connected to the rear end of the input shaft 2, the carrier 55 is an input element in the power distribution mechanism 5. Further, since the rotor 42 of the first motor / generator 4 is connected to the sun gear 52 through the hollow shaft 51 so as to rotate together, the sun gear 52 is a so-called reaction force element. Further, the ring gear 53 is integrally connected to an output shaft (drive shaft) 9 described later.

  The reduction mechanism 7 is constituted by a Ravigneaux planetary gear mechanism. That is, the reduction mechanism 7 holds the front sun gear 71, the rear sun gear 72 having a larger diameter than the front sun gear 71, the long pinion gear 73, the short pinion gear 74, the ring gear 75, and the long pinion gear 73 and the short pinion gear 74 in a rotatable manner. The carrier 76 is provided.

  The front sun gear 71 is connected to a first brake (friction engagement element) B1 that permits or restricts its rotation. As this first brake B1, a hydraulically controlled friction engagement device is used.

  The rear sun gear 72 is rotatably connected to the rotor 62 of the second motor / generator 6 by a hollow shaft 77.

  Long pinion gear 73 meshes with front sun gear 71 via short pinion gear 74. That is, the short pinion gear 74 meshes with the long pinion gear 73 and the front sun gear 71, respectively. The long pinion gear 73 meshes with the rear sun gear 72 and the ring gear 75, respectively.

  The ring gear 75 is connected to a second brake (friction engagement element) B2 that permits or restricts the rotation of the ring gear 75 while the inner peripheral side meshes with the long pinion gear 73. A hydraulically controlled friction engagement device is also used as the second brake B2.

  An output shaft 9 is connected to the carrier 76 in an integrated manner. The output shaft 9 is arranged coaxially with the input shaft 2. The front end of the output shaft 9 is connected to the ring gear 53 of the power distribution mechanism 5 so as to rotate together. The hollow shaft 77 is disposed outside the output shaft 9, and the output shaft 9 and the hollow shaft 77 can rotate relative to each other. The hollow shaft 77 and the rotor 62 of the second motor / generator 6 are coupled together in a rotating manner.

  Therefore, in the reduction mechanism 7, the rear sun gear 72 is a so-called input element, and the carrier 76 is an output element. Further, by engaging the first brake B1, a high speed stage having a speed ratio larger than “1” is set, and by engaging the second brake B2 instead of the first brake B1, the speed ratio is changed from the high speed stage. A large low speed stage is set. The speed change between the respective speeds is executed based on a traveling state such as a vehicle speed and a required driving force (or accelerator opening). More specifically, the shift speed region is determined in advance as a map (shift diagram), and control is performed so as to set one of the shift speeds according to the detected driving state. An electronic control unit (T-ECU) 102 mainly including a microcomputer for performing the control is provided.

  A parking gear 93 is integrally attached to the output shaft 9 and a parking lock pole 94 is disposed opposite the parking gear 93. The parking lock pole 94 is configured to fix the output shaft 9 to be non-rotatable by engaging with the parking gear 93 when a shift lever (not shown) disposed near the driver's seat is operated to the parking position. It is. That is, the movement of the vehicle is forcibly blocked.

  On the other hand, the output shaft 9 and the differential 91 are connected by a propeller shaft (not shown). The differential 91 is connected to drive shafts 92 and 92 via a differential mechanism (not shown) housed therein, and wheels (drive wheels) T and T are attached to the drive shafts 92 and 92.

  Hereinafter, operations of the mechanisms 5 and 7 will be described.

  When the reaction force torque from the first motor / generator 4 is input to the sun gear 52 with respect to the output torque of the engine 1 input to the carrier 55 as the operation of the power distribution mechanism 5, the ring gear 53 serving as an output element A torque larger than the torque input from the engine 1 is obtained as an output. In this case, the first motor / generator 4 functions as a generator. Further, when the rotation speed (output rotation speed) of the ring gear 53 is constant, the rotation speed of the engine 1 is continuously (steplessly) changed by increasing / decreasing the rotation speed of the first motor / generator 4. be able to. That is, the control for setting the rotation speed of the engine 1 to, for example, the rotation speed with the best fuel consumption can be performed by controlling the first motor / generator 4.

  Further, as the operation of the reduction mechanism 7, when the first brake B1 is released and the second brake B2 is engaged, the ring gear 75 is fixed by the second brake B2. Thus, the low speed stage L is set, and the torque output from the second motor / generator 6 is amplified according to the gear ratio and added to the output shaft 9. On the other hand, when the first brake B1 is engaged and the second brake B2 is released, the front sun gear 71 is fixed by the first brake B1. Thereby, the high speed stage H having a smaller gear ratio than the low speed stage L is set. Since the gear ratio at the high speed stage H is larger than “1”, the torque output from the second motor / generator 6 is amplified according to the gear ratio and added to the output shaft 9.

  In the state where the gears L and H are constantly set, the torque applied to the output shaft 9 is a torque obtained by increasing the output torque of the second motor / generator 6 in accordance with the gear ratio. However, in the shift transition state, the torque is influenced by the torque capacity at each brake B1, B2 and the inertia torque accompanying the change in the rotational speed. The torque applied to the output shaft 9 is a positive torque when the second motor / generator 6 is driven and a negative torque when the second motor / generator 6 is driven.

  The hybrid system described above has the main purpose of operating the engine 1 as efficiently as possible to reduce the amount of exhaust gas and at the same time improve the fuel efficiency, and also to improve the fuel efficiency in this respect by regenerating energy. It is said. Accordingly, when a large driving force is required, the second motor / generator 6 is driven and the torque is applied to the output shaft 9 while the torque of the engine 1 is transmitted to the output shaft 9. In that case, in the low vehicle speed state, the reduction mechanism 7 is set to the low speed stage L to increase the torque to be applied. Thereafter, when the vehicle speed increases, the reduction mechanism 7 is set to the high speed stage H, 2 Reduce the rotational speed of the motor generator 6. This is to prevent the deterioration of fuel consumption by maintaining the driving efficiency of the second motor / generator 6 in a good state.

  Therefore, in this hybrid system, there is a case where the speed change operation by the reduction mechanism 7 is executed during traveling while the second motor / generator 6 is operated. The speed change operation is executed by switching the engagement / release states of the brakes B1 and B2 described above. For example, when switching from the low speed stage L to the high speed stage H, the second brake B2 is released from the engaged state, and the first brake B1 is simultaneously engaged. When switching from the high speed stage H to the low speed stage L, the first brake B1 is released from the engaged state, and the second brake B2 is simultaneously engaged.

  FIG. 3A shows an alignment chart for the power distribution mechanism 5. As shown in FIG. 3A, the reaction torque generated by the first motor / generator (MG1) 4 is applied to the sun gear (MG) with respect to the torque from the engine (E / G) 1 input to the carrier (C) 55. When input to S) 52, torque having a magnitude obtained by adding and subtracting these torques appears in the ring gear (R) 53 serving as an output element. In this case, the rotor 42 of the first motor / generator 4 is rotated by the torque, and the first motor / generator 4 functions as a generator. Further, when the rotation speed (output rotation speed) of the ring gear 53 is constant, the rotation speed of the engine 1 can be changed continuously (steplessly) by changing the rotation speed of the first motor / generator 4. (See each arrow in FIG. 3A). That is, the control for setting the rotation speed of the engine 1 to, for example, the rotation speed with the best fuel efficiency can be performed by controlling the first motor / generator 4.

  Further, as shown by a one-dot chain line in FIG. 3A, if the engine 1 is stopped during traveling, the first motor / generator 4 is rotating in the reverse direction. When the torque is outputted in the forward rotation direction by functioning as an electric motor, the torque in the direction of rotating the engine 1 connected to the carrier 55 acts on the engine 1, and therefore the first motor generator 4 starts the engine 1 ( Motoring or cranking) (see broken line in FIG. 3 (a)). In that case, torque in a direction to stop the rotation acts on the output shaft 9. Therefore, the driving torque for traveling can be maintained by controlling the torque output from the second motor / generator 6, and at the same time, the engine 1 can be started smoothly. This type of hybrid type is called a mechanical distribution type or a split type.

  FIG. 3B shows an alignment chart for the reduction mechanism 7. As shown in FIG. 3B, when the ring gear (R) 75 is fixed by the second brake B2, the low speed stage L is set, and the torque output from the second motor / generator (MG2) 6 becomes the gear ratio. Accordingly, the signal is amplified and added to the output shaft (output shaft) 9. On the other hand, if the front sun gear (S1) 71 is fixed by the first brake B1, the high speed stage H having a smaller gear ratio than the low speed stage L is set. Since the gear ratio at the high speed stage H is also larger than “1”, the torque output from the second motor / generator 6 is increased according to the gear ratio and applied to the output shaft 9.

  In the state where the gears L and H are constantly set, the torque applied to the output shaft 9 is a torque obtained by increasing the output torque of the second motor / generator 6 in accordance with the gear ratio. However, in the shift transition state, the torque is influenced by the torque capacity at each brake B1, B2 and the inertia torque accompanying the change in the rotational speed. The torque applied to the output shaft 9 is a positive torque when the second motor / generator 6 is driven and a negative torque when the second motor / generator 6 is driven.

-Mode switching-
Specific modes of the hybrid system according to the present embodiment include an engine travel mode, an electric vehicle (EV) mode, and a hybrid mode, and these modes can be switched.

  When the engine running mode is selected, fuel is supplied to the engine 1, and the engine 1 autonomously rotates, while power supply to the second motor / generator 6 is stopped. When the engine 1 is rotating autonomously, the engine torque is transmitted to the output shaft 9 via the input shaft 2, the carrier 55, and the ring gear 53. The torque of the output shaft 9 is transmitted to the wheels T and T via the propeller shaft, the differential 91 and the drive shafts 92 and 92, and a driving force is generated.

  On the other hand, when the electric vehicle mode is selected, the second motor / generator 6 is activated as an electric motor, and the torque of the second motor / generator 6 passes through the reduction mechanism 7 to be output to the output shaft 9, the differential 91, While being transmitted to the wheels T and T via the drive shafts 92 and 92, no fuel is supplied to the engine 1.

  When the hybrid mode is selected, the engine 1 rotates autonomously and power is supplied to the second motor / generator 6, and the torque of the engine 1 and the torque of the second motor / generator 6 are both set to the wheels T, Transmitted to T.

  Thus, the vehicle HV can mechanically distribute the engine torque to the wheels T and T and the first motor / generator 4 via the power distribution mechanism 5, and also the engine 1 or the second motor / generator 6. This is a mechanically distributed hybrid vehicle in which at least one of them can be used as a driving force source. Further, when the engine torque is transmitted to the power distribution mechanism 5, a part of the engine torque is transmitted to the first motor / generator 4 and a differential function among the sun gear 52, the carrier 55 and the ring gear 53 of the power distribution mechanism 5. Thus, the first motor / generator 4 functions as a reaction force element. Therefore, by controlling the rotational speed of the first motor / generator 4 as described above, the engine speed can be controlled steplessly (continuously). That is, the power distribution mechanism 5 also has a function as a continuously variable transmission.

  When the electric vehicle mode or the hybrid mode is selected, in order to control the reduction mechanism 7, two types of transmission modes can be selected as described above, and the transmission ratio of the reduction mechanism 7 can be selected based on the transmission mode. Is controlled. The speed change mode is determined based on the vehicle speed, the required driving force, and the like, and either the low speed mode or the high speed mode can be selected. The required driving force is determined based on a signal from an accelerator opening sensor, for example. For example, when the vehicle speed is equal to or lower than a predetermined vehicle speed and the accelerator opening is equal to or higher than a predetermined value, the low speed mode is selected. On the other hand, when the vehicle speed exceeds the predetermined vehicle speed and the accelerator opening is less than the predetermined value, the high speed mode is selected.

  When the low speed mode is selected, the first brake B1 is released and the second brake B2 is engaged. When this low speed mode is selected and the torque of the second motor / generator 6 is transmitted to the rear sun gear 72, the ring gear 75 becomes a reaction force element, and the torque of the rear sun gear 72 causes the carrier 76, the output shaft 9, and the differential 91 to Via the wheel T, T is transmitted. Here, the rotational speed of the output shaft 9 is lower than the rotational speed of the second motor / generator 6. When the low mode is selected, the speed change ratio of the reduction mechanism 7 is “low (maximum speed change ratio)”.

  On the other hand, when the high speed mode is selected, the second brake B2 is released and the first brake B1 is engaged. The second motor / generator 6 is driven as an electric motor, the front sun gear 71 serves as a reaction force element, and the torque of the rear sun gear 72 is transmitted to the wheels T and T via the carrier 76, the output shaft 9 and the differential 91. . The rotational speed of the output shaft 9 is lower than the rotational speed of the second motor / generator 6. The speed ratio of the reduction mechanism 7 when the high speed mode is selected is “high (small speed ratio)”, which is smaller than the speed ratio of the reduction mechanism 7 set when the low speed mode is selected.

  Further, when the vehicle HV travels by repulsion, the kinetic energy of the vehicle HV is transmitted from the wheels T and T to the second motor / generator 6 and the electric power generated by the second motor / generator 6 is stored in the power storage device 8. Can be charged.

  By the way, when the supply of fuel to the engine 1 is stopped and the conditions for starting (cranking) the engine 1 are satisfied, the power is supplied to the first motor / generator 4 as described above. The first motor / generator 4 is driven as an electric motor, and the torque of the first motor / generator 4 is transmitted to the engine 1 via the power distribution mechanism 5 and the input shaft 2 to increase the engine speed, Fuel supply and combustion are performed, and cranking by the first motor / generator 4 is terminated when the engine speed reaches an autonomously rotatable speed.

  When the vehicle is reverse (reverse), the second motor / generator 6 rotates in reverse to obtain driving force.

  The torque control of the second motor / generator 6 and the engagement / release timing control of the brakes B1, B2 as described above are executed by feedback control based on the rotation speed of the second motor / generator 6. For example, the current rotational speed of the second motor / generator 6 is compared with the appropriate rotational speed (target rotational speed) of the second motor / generator 6 after the shift determined based on the rotational speed of the output shaft 9 or the like. The feedback control of the supply current to the second motor / generator 6 is performed so that the rotational speed after the shift matches the target rotational speed. Also, feedback control of these engagement / release timings is performed so that the engagement / release operation of each brake B1, B2 is performed at the timing when the rotation speed of the second motor / generator 6 is synchronized with the rotation speed of the output shaft 9. Done.

-Hydraulic control device-
The hybrid vehicle according to the present embodiment is provided with a hydraulic control device 200 for supplying and discharging hydraulic pressure to the brakes B1 and B2 and controlling engagement / release. As shown in FIG. 4, the hydraulic control apparatus 200 adjusts the hydraulic pressure generated by the pump unit PU including the mechanical oil pump MOP and the electric oil pump EOP and the oil pumps MOP and EOP to the line pressure. In addition, a hydraulic circuit 201 that supplies and discharges the hydraulic pressure adjusted using the line pressure as the original pressure to the brakes B1 and B2 and supplies oil for lubrication and cooling to appropriate locations is provided. .

  The mechanical oil pump MOP is a pump that is driven by the engine 1 to generate hydraulic pressure. For example, the mechanical oil pump MOP is coaxially arranged on the output side of the damper mechanism 21 and receives torque from the engine 1 to operate. ing.

  On the other hand, the electric oil pump EOP is a pump driven by a motor (electric motor) (not shown), and is attached to an appropriate location such as the outside of a casing (not shown), such as a battery 204 (auxiliary battery). It operates by receiving electric power from the power storage device and generates hydraulic pressure. The electric oil pump EOP is not limited to being driven by a dedicated motor, but may be driven by any one of the motor generators 4 and 6 described above.

  The hydraulic circuit 201 includes a plurality of solenoid valves, switching valves, or pressure regulating valves, and is configured to be able to electrically control pressure regulation and hydraulic pressure supply / discharge. Since the circuit configuration of the hydraulic circuit 201 is conventionally known, a description thereof is omitted here.

  On the discharge side of each oil pump MOP, EOP, check valves 202, 203 are provided that are opened when the discharge pressure of each oil pump MOP, EOP exceeds a predetermined pressure. The oil pumps MOP and EOP are connected in parallel to the hydraulic circuit 201. In addition, a valve (not shown) that regulates the line pressure increases the discharge amount to increase the line pressure, and conversely controls the line pressure to reduce the discharge amount to lower the line pressure. Is configured to do.

-Electric oil pump EOP control system-
Next, a schematic configuration of a control system for controlling driving of the electric oil pump EOP will be described. As shown in FIG. 4, the hydraulic control apparatus 200 is connected to a pump control unit 300 for controlling the driving of the electric oil pump EOP. The pump control unit 300 receives various detection signals, transmits a rotation command signal to the electric oil pump EOP, and controls the rotation speed (oil discharge amount) of the electric oil pump EOP. This will be specifically described below.

  The pump control unit 300 includes a vehicle speed sensor 301 that detects the traveling speed of the vehicle, an accelerator opening sensor 302 that detects the opening of an accelerator pedal, and an oil temperature sensor 303 that detects the temperature of oil stored in the pump unit PU. A hydraulic pressure sensor 304 for detecting the pressure of oil discharged from the pump unit PU, an engine speed sensor 305 for detecting the engine speed, and the like are connected. Detection signals are input from these sensors 301 to 305. It is like that.

  The pump control unit 300 transmits a line pressure command signal for enabling the line pressure to be switched between HI (high pressure side) and LO (low pressure side) to the hydraulic pressure control device 200.

-Engine start operation while the vehicle is stopped-
As the engine start operation while the vehicle configured as described above is stopped, the engine 1 is cranked by driving the first motor / generator 4 as an electric motor as described above. At this time, since the rotational force of the first motor / generator 4 passes through the power distribution mechanism 5, a part of the rotational force is transmitted to the output shaft 9 and acts as a torque in the direction of reversing the output shaft 9. Will do. In other words, when the engine 1 is started by causing the first motor / generator 4 to function as an electric motor and transmitting the torque to the engine 1 via the power distribution mechanism 5 for cranking (motoring), When torque is applied to the sun gear 52 by the motor / generator 4 in the direction in which the sun gear 52 is rotated forward, torque (reaction force) is applied to the ring gear 53 in the direction in which it is rotated in the reverse direction. Since this ring gear 53 is connected to the output shaft 9, the torque accompanying the start of the engine 1 acts as a torque in the direction of reversing the vehicle.

  For this reason, in order to prevent the reverse rotation of the output shaft 9 and maintain the stop state of the vehicle, the second motor / generator 6 is driven, and the torque applied from the first motor / generator 4 to the output shaft 9 ( Torque in the opposite direction to the torque in the reverse rotation direction) is applied to the output shaft 9 to cancel these torques. At this time, in order to transmit the torque of the second motor / generator 6 to the output shaft 9, at least one of the first brake B1 and the second brake B2 of the reduction mechanism 7 needs to be engaged. In the present embodiment, the second brake B2 is engaged. For this reason, since the hydraulic pressure (operating pressure) for bringing the second brake B2 into the engaged state is necessary, the hydraulic pressure is ensured by driving the pump unit PU.

−Startup operation of hybrid system−
In the present embodiment, considering that the engine starting operation is performed while the vehicle is stopped, the drive mode of the pump unit PU is changed according to the oil temperature when starting the hybrid system while the vehicle is stopped. I am doing so. That is, the drive mode of the pump unit PU is different between when the oil temperature is relatively high and when the oil temperature is low.

  More specifically, when the temperature of the oil is low and it is necessary to avoid driving the electric oil pump EOP for a long period of time in consideration of power consumption and the like, the electric oil pump The EOP drive frequency is limited, and the electric oil pump EOP is driven within the limit to secure the hydraulic pressure (vehicle starting hydraulic pressure in the present invention) for engaging the second brake B2, thereby READYON. It is assumed that the vehicle is in a state where the vehicle can travel. When a vehicle activation request that exceeds the above limit is made, the second brake B2 is driven by driving the mechanical oil pump MOP when the engine 1 is started without driving the electric oil pump EOP. A hydraulic pressure (vehicle starting hydraulic pressure) for engagement is ensured to be in a READYON state.

  Hereinafter, a specific control operation procedure when the hybrid system is activated while the vehicle is stopped will be described with reference to the flowchart of FIG. The system activation control routine shown in FIG. 5 is repeatedly executed every predetermined time (for example, several milliseconds) while the vehicle is stopped and the engine 1 is stopped.

  First, in step ST1, it is determined whether or not a system activation request (STON: vehicle activation request) has been made by a start button ON operation or the like from the driver. If the system activation request has not been made and the determination in step ST1 is No, this routine is terminated as it is.

  On the other hand, when a system activation request is made from the driver and a Yes determination is made in step ST1, the process proceeds to step ST2, where it is possible to continuously drive the electric oil pump EOP (a situation where continuous driving of the electric oil pump EOP is permitted (A determination operation by the continuous drive determining means as to whether or not the continuous pump drive is permissible).

  Specifically, when the oil temperature detected by the oil temperature sensor 303 is equal to or higher than a predetermined temperature (for example, 30 ° C.), it is determined that continuous driving of the electric oil pump EOP is acceptable.

  Specifically, when the oil temperature is sufficiently high, the viscosity of the oil is low and the drive current value for driving the electric oil pump EOP is low. Therefore, the electric power required for driving the electric oil pump EOP is small, Also, the amount of heat generated by the electric oil pump EOP is small. For this reason, the situation where the amount of power stored in the power storage device 8 is insufficient is unlikely to occur, and the life of the electric oil pump EOP is hardly adversely affected. Therefore, when the oil temperature is sufficiently high in this way, it is determined that continuous driving of the electric oil pump EOP can be permitted.

  On the other hand, when the oil temperature is low, the viscosity of the oil is high and the drive current value for driving the electric oil pump EOP is high, so that the electric power required to drive the electric oil pump EOP increases, The amount of heat generated by the oil pump EOP also increases. For this reason, there may be a situation where the amount of power stored in the power storage device 8 is insufficient, and there is a possibility that the life of the electric oil pump EOP may be adversely affected. Therefore, when the oil temperature is low as described above, it is determined that the continuous drive of the electric oil pump EOP cannot be permitted (the continuous drive of the electric oil pump EOP should be limited).

  If it is determined that the oil temperature is equal to or higher than the predetermined temperature and the electric oil pump EOP can be continuously driven, and if the determination in step ST2 is Yes, the process proceeds to step ST3. In step ST3, the count value of the STON counter provided in advance in the pump control unit 300 is cleared. This STON counter is a counter for accumulating the number of times the system activation request is made by turning on the start button of the driver, and the system activation request from the driver until it is cleared in step ST3. Is incremented (counted up) by “1” (counting up in step ST4 described later).

  In step ST5, it is determined whether or not the count value of the STON counter is equal to or greater than a predetermined value (eg, “4”). This predetermined value is not limited to this. As described above, when it is determined that the oil temperature is equal to or higher than the predetermined temperature and the continuous drive of the electric oil pump EOP is allowable, the count value of the STON counter is cleared (step ST3) No is determined in step ST5, and the process proceeds to step ST7.

  In this step ST7, the electric oil pump EOP is continuously driven to supply oil to the power transmission mechanism 10 until the hydraulic pressure is sufficient to engage the second brake B2 (for example, 550 kPa). Assuming that the vehicle is ready to travel at the time of the rise, it is determined that READYON is permitted (determination operation of the vehicle travelable state determination means). That is, without driving the mechanical oil pump MOP (without starting the engine 1), a sufficient hydraulic pressure is obtained to engage the second brake B2 only by continuous driving of the electric oil pump EOP. Judged as permitted. As described above, when the oil temperature is equal to or higher than the predetermined temperature, the operation for READYON permission in step ST7 is performed every time a system activation request is made from the driver.

  On the other hand, if it is determined that the oil temperature is lower than the predetermined temperature and the continuous drive of the electric oil pump EOP cannot be permitted, and if No is determined in step ST2, the process proceeds to step ST4. In step ST4, the count value of the STON counter is counted up.

  Thereafter, the process proceeds to step ST5, and when the count value of the STON counter is less than the predetermined value, the READYON permission determination operation is performed by the operation of step ST7 described above. That is, assuming that the system activation request is within the limit of the number of times of driving given to the electric oil pump EOP, a hydraulic pressure for engaging the second brake B2 is secured by driving only the electric oil pump EOP. Therefore, a READYON permission determination operation is performed by the operation of step ST7 described above (determination operation of the vehicle travelable state determination means). In this way, when the oil temperature is lower than the predetermined temperature and READYON is performed only by driving the electric oil pump EOP, the engine is not allowed to operate continuously for a long time. 1 is activated. In addition, if the oil pressure is lowered after READYON, the response of the oil pressure change is slow with the supply capacity of the electric oil pump EOP, and the torque of the second motor / generator 6 rises when the driver steps on the accelerator pedal. Since there is a possibility that the response cannot be followed, the hydraulic pressure is kept high until the start of the engine 1 is completed, or the torque of the second motor / generator 6 is limited.

  On the other hand, while the oil temperature is lower than the predetermined value, a system activation request (ON operation of the start button) from the driver is made a plurality of times, and the count value of the STON counter is incremented in step ST4 each time. As a result, it is determined in step ST5 that the count value of the STON counter has become equal to or greater than a predetermined value (Yes is determined), and the process proceeds to step ST6.

  In step ST6, the above-described cranking of the engine 1 is performed without driving the electric oil pump EOP, the engine 1 is started, and the mechanical oil pump MOP is driven to supply oil to the power transmission mechanism 10. I do. Then, when the oil pressure supplied to the power transmission mechanism 10 rises to a pressure sufficient to engage the second brake B2, it is determined that READYON is permitted, assuming that the vehicle is ready to travel. (Determination operation of vehicle travelable state determination means). That is, it is determined that READYON permission is obtained by obtaining a hydraulic pressure sufficient to engage the second brake B2 only by driving the mechanical oil pump MOP without driving the electric oil pump EOP.

  Thus, in a situation where the system activation request from the driver is made a plurality of times while the oil temperature is lower than the predetermined temperature, the number of times is limited and the READYON permission determination operation in step ST7 is performed. When a system activation request is made exceeding the above limit (for example, when the start button ON / OFF operation is repeated by the driver without the oil temperature rising), the electric oil pump EOP is turned off. Without being driven, the mechanical oil pump MOP is driven as the engine 1 is started to perform the READYON permission determination operation in step ST6.

  As described above, when cranking the engine 1 without driving the electric oil pump EOP, it is possible to secure a hydraulic pressure sufficient to engage the second brake B2 at the initial stage (at the start of cranking). Therefore, even if the second motor / generator 6 is driven, a torque in the direction opposite to the torque (torque in the reverse direction) applied from the first motor / generator 4 to the output shaft 9 can be applied. Can not. Accordingly, in this case, since the parking lock pole 94 is engaged with the parking gear 93, the output shaft 9 is fixed so as not to rotate, so that the vehicle is forcibly prevented from moving. It will be. In this case, power supply to the second motor / generator 6 is stopped, and torque is not applied from the second motor / generator 6 to the output shaft 9. As described above, when cranking the engine 1 without driving the electric oil pump EOP, the reaction force at the time of cranking is applied to the parking lock pole 94 by the parking gear 93, or other foot brakes. The vehicle is stopped by means such as a vehicle stopping means so that the vehicle does not move.

  FIG. 6 shows a timing chart when READYON permission is performed only by driving the electric oil pump EOP. That is, an example of the operation in step ST7 is shown in the flowchart of FIG.

  In FIG. 6, in order from the top, the READYON permission flag, the rotational speed of the electric oil pump EOP, the engine start request signal, the second motor / generator (MG2) torque limit request flag, the engine speed, the line pressure command signal, Changes in the transmission hydraulic pressure values (the hydraulic pressure of oil supplied to the power transmission mechanism 10) are shown.

  Here, the READYON permission flag is set to the READYON state (a state in which the vehicle can travel) when this flag is switched from OFF to ON. The engine start request signal is switched from OFF to ON when the start condition of the engine 1 is satisfied. As the engine start request signal is turned on, cranking for causing the first motor / generator 4 to function as an electric motor and transmitting the torque to the engine 1 via the power distribution mechanism 5 is started. The second motor / generator torque limit request flag is for prohibiting the supply of power to the second motor / generator 6 while this flag is ON. That is, if the second motor / generator 6 is driven in a state where the hydraulic pressure sufficient to engage the second brake B2 is not secured, slippage occurs in the second brake B2, and the output from the second motor / generator 6 is output. Since the torque cannot be sufficiently transmitted to the shaft 9, the second motor / generator 6 is prohibited from being driven by turning on the second motor / generator torque limit request flag. The line pressure command signal is a signal for enabling the line pressure to be switched between HI (high pressure side) and LO (low pressure side), and is transmitted to the hydraulic control device 200. This line pressure command signal is set to HI to rapidly increase the transmission hydraulic pressure when the electric oil pump EOP is driven. Also, when the mechanical oil pump MOP is driven compared to when the electric oil pump EOP is driven, the responsiveness to the increase in the required pressure value is high. Therefore, when the hybrid system is started, the hydraulic pressure is sufficient when the mechanical oil pump MOP is driven. After rising to the line pressure, the line pressure command signal is set to LO. Hereinafter, the change state of each signal and value will be described.

  In FIG. 6, first, when a system activation request (STON) is made by turning on the start button by the driver at timing T1, the electric oil pump EOP is energized and the line pressure command signal is set to HI. The As a result, the electric oil pump EOP is rotationally driven at a relatively high speed, and the transmission hydraulic pressure is increased. Further, the second motor / generator torque limit request flag is switched from OFF to ON in accordance with the system activation request, thereby prohibiting the supply of power to the second motor / generator 6. That is, the second motor / generator 6 is not driven.

  Thereafter, when the transmission oil pressure rises to a predetermined value (hydraulic value for engaging the second brake B2) with the driving of the electric oil pump EOP (timing T2 in the figure), the READYON permission flag is turned from OFF to ON. Switch to. At the same time, the engine start request signal is switched from OFF to ON, and the second motor / generator torque limit request flag is switched from ON to OFF, so that power supply to the second motor / generator 6 is permitted. As a result, the second motor / generator 6 is driven in a state where the second brake B2 is engaged, so that a torque for maintaining the stopped state of the vehicle is applied from the second motor / generator 6 to the output shaft 9. On the other hand, cranking of the engine 1 for causing the first motor / generator 4 to function as an electric motor is started.

  As the engine 1 is started, the mechanical oil pump MOP is driven, and the transmission hydraulic pressure further increases.

  Then, when the engine rotational speed reaches an autonomous rotational speed, the cranking by the first motor / generator 4 is terminated (timing T3 in the figure). At this time, the electric oil pump EOP is stopped and the line pressure command signal is switched from HI to LO.

  As described above, when READYON permission is performed only by driving the electric oil pump EOP, the READYON permission flag is switched from OFF to ON at timing T2 in FIG. 6, and the READYON state (a state in which the vehicle can travel) is set. This READYON state can be obtained very early.

  FIG. 7 shows a timing chart when READYON permission is performed only by driving the mechanical oil pump MOP. That is, the operation at step ST6 is shown in the flowchart of FIG.

  Also in FIG. 7, in order from the top, the READYON permission flag, the rotation speed of the electric oil pump EOP, the engine start request signal, the second motor / generator (MG2) torque limit request flag, the engine speed, the line pressure command signal, Changes in the transmission hydraulic pressure values (the hydraulic pressure of oil supplied to the power transmission mechanism 10) are shown.

  In FIG. 7, first, when a system activation request (STON) is made by turning on the start button by the driver at timing T1, the electric oil pump EOP is not energized and the engine activation request signal changes from OFF to ON. At the same time, the second motor / generator torque limit request flag is switched from OFF to ON. The line pressure command signal is set to HI. As a result, cranking of the engine 1 that causes the first motor / generator 4 to function as an electric motor is started, and as the engine 1 starts, the mechanical oil pump MOP is driven, and the transmission hydraulic pressure increases. To go. In this case, as described above, at the initial start of the engine 1 (at the start of cranking), the hydraulic pressure sufficient to engage the second brake B2 cannot be secured, and therefore the second motor / generator 6 is driven. However, torque in the direction opposite to the torque (torque in the reverse direction) applied from the first motor / generator 4 to the output shaft 9 cannot be applied. Therefore, the second motor / generator torque limit request flag is set to ON, and the supply of power to the second motor / generator 6 is prohibited. That is, the second motor / generator 6 is not driven. In this case, by engaging the parking lock pole 94 with the parking gear 93, the output shaft 9 is fixed to be non-rotatable and the vehicle is forcibly prevented from moving.

  Thereafter, when the engine speed reaches a speed at which autonomous rotation is possible, the cranking by the first motor / generator 4 is terminated (timing T4 in the figure).

  When the transmission hydraulic pressure due to the oil discharged from the mechanical oil pump MOP increases to a predetermined value (hydraulic value that only engages the second brake B2) with the increase in the engine speed (timing T5 in the figure). , READYON permission flag is switched from OFF to ON. At the same time, the second motor / generator torque limit request flag is switched from ON to OFF, and power supply to the second motor / generator 6 is permitted. As a result, the second motor / generator 6 is driven in a state where the second brake B2 is engaged, so that a torque for maintaining the stopped state of the vehicle is applied from the second motor / generator 6 to the output shaft 9. can do. In other words, the vehicle stop maintaining state due to the engagement between the parking lock pole 94 and the parking gear 93 is shifted to the vehicle stop maintaining state due to the torque applied to the output shaft 9 from the second motor / generator 6. At this time, the line pressure command signal is switched from HI to LO.

  As described above, when the READYON permission is performed only by driving the mechanical oil pump MOP, the READYON permission flag is switched from OFF to ON at the timing T5 in FIG. 7, and the READYON state (a state where the vehicle can travel) is set. This READYON state can be obtained at an early stage by not providing a period during which only the electric oil pump EOP is driven.

  As described above, in the present embodiment, when the system is started while the vehicle is stopped, when the oil temperature is low and it is necessary to avoid driving the electric oil pump EOP for a long period of time, There is a limit on the number of times that the electric oil pump EOP is driven, and the electric oil pump EOP is driven within the range of the limit so as to secure a hydraulic pressure for engaging the second brake B2. When a vehicle activation request that exceeds the above limit is made, the second brake B2 is driven by driving the mechanical oil pump MOP when the engine 1 is started without driving the electric oil pump EOP. The hydraulic pressure for engagement is secured and the READYON state is set. Therefore, the timing when the READYON state is reached can be advanced without causing a shortage of the amount of power stored in the power storage device 8 or adversely affecting the life of the electric oil pump EOP. Can be shortened until it is determined that the vehicle is ready to travel.

(Modification)
Next, a modified example of the present invention will be described. In the above-described embodiment, when the temperature of the oil is low and it is necessary to avoid driving the electric oil pump EOP for a long period of time, a limit is set on the number of times the electric oil pump EOP is driven, The electric oil pump EOP was driven within this limit range.

  In this example, instead, when the temperature of the oil is low and it is necessary to avoid driving the electric oil pump EOP for a long period of time, the low temperature of the oil continues. The cumulative drive time of the electric oil pump EOP during the period is limited, and the electric oil pump EOP is driven within this limit range.

  In other words, the pump control unit 300 is provided with a cumulative timer for accumulating the driving time of the electric oil pump EOP when a system activation request is made by turning on the start button from the driver. Until the time (for example, 30 sec: drive limit time) is reached, the operation of step ST7 in FIG. 5 described above, that is, the READYON permission determination operation is performed by driving only the electric oil pump EOP. That is, assuming that the system activation request is within the limit of the cumulative drive time given to the electric oil pump EOP, the hydraulic pressure for engaging the second brake B2 by driving only the electric oil pump EOP is set. In order to ensure, the READYON permission determination operation is performed by the operation of step ST7 described above.

  On the other hand, when the cumulative drive time reaches a predetermined time (for example, 30 seconds), the operation of step ST6 in FIG. 5 described above, that is, the cranking of the engine 1 described above is performed without driving the electric oil pump EOP. Then, the engine 1 is started, the mechanical oil pump MOP is driven, and the oil supply operation to the power transmission mechanism 10 is performed. Then, when the oil pressure supplied to the power transmission mechanism 10 rises to a pressure sufficient to engage the second brake B2, it is determined that READYON is permitted, assuming that the vehicle is ready to travel. .

  Also in this example, as in the case of the above-described embodiment, the timing for entering the READYON state is advanced without causing a shortage of the amount of power stored in the power storage device 8 or adversely affecting the life of the electric oil pump EOP. The time from when the vehicle activation request is made until it is determined that the vehicle is ready to travel can be shortened.

  In the case of this example, the operation when the accumulated drive time reaches the drive limit time while the electric oil pump EOP is being driven (the hydraulic pressure for engaging the second brake B2 has not been secured yet). There are the following two.

  First, in the first operation, when the cumulative drive time reaches the drive limit time, the electric oil pump EOP is stopped, and at the same time, the engine 1 is cranked to start the engine 1. In other words, from the time when the cumulative drive time reaches the drive limit time, the hydraulic oil for engaging the second brake B2 is secured by driving the mechanical oil pump MOP.

  In the second operation, in the system start-up operation when the cumulative drive time reaches the drive limit time, the hydraulic pressure for engaging the second brake B2 is secured by driving only the electric oil pump EOP. When the oil temperature is still low in the system starting operation, the engine 1 is cranked to start the engine 1 and the second brake B2 is engaged only by driving the mechanical oil pump MOP. The operation is to ensure the hydraulic pressure.

-Other embodiments-
In the embodiment and the modification described above, the case where the present invention is applied to a hybrid vehicle including two motor generators 4 and 6 has been described. The present invention is not limited to this, and can also be applied to a hybrid vehicle that includes three or more motor generators, at least one of which assists the driving force of the vehicle.

  In addition, the present invention can be applied not only to a hybrid vehicle but also to a vehicle that uses only an engine as a drive source and performs idling stop control. In other words, the present invention can be applied to any vehicle provided with an oil pump unit that uses both a mechanical oil pump MOP and an electric oil pump EOP.

  Further, it is applicable not only to FR (front engine / rear drive) hybrid vehicles but also to FF (front engine / front drive) hybrid vehicles and 4WD (4-wheel drive) hybrid vehicles. Further, the gear train configuration of the hybrid system is not limited to that of the above embodiment.

  In the above embodiment, the drive limit number given to the electric oil pump EOP does not always need to be a constant value, and may be changed as appropriate according to the situation. For example, the lower the oil temperature, the smaller the number of times the drive is limited, so that the shortage of the amount of power stored in the power storage device 8 and the adverse effect on the life of the electric oil pump EOP can be reliably avoided. Is. Similarly, in the above modification, the limited cumulative drive time given to the electric oil pump EOP does not always need to be a constant value, and may be changed as appropriate according to the situation. For example, the lower the oil temperature, the shorter the limited cumulative drive time.

1 is a diagram illustrating a schematic configuration of a hybrid system mounted on a hybrid vehicle according to an embodiment. It is a figure which shows typically the gear train of a hybrid system. FIG. 3A is a collinear diagram for the power distribution mechanism, and FIG. 3B is a collinear diagram for the reduction mechanism. It is a block diagram which shows the control system of a hydraulic control apparatus. It is a flowchart figure which shows the procedure of the control action at the time of system starting in a stop. It is a timing chart figure in the case of performing READYON permission only by drive of an electric oil pump. It is a timing chart figure in the case of performing READYON permission only by the drive of a mechanical oil pump.

Explanation of symbols

1 engine (internal combustion engine)
4 1st motor generator (1st electric motor)
6 Second motor / generator (second motor)
7 Reduction mechanism (transmission)
10 Power transmission mechanism HV Hybrid vehicle (vehicle)
MOP Mechanical oil pump EOP Electric oil pump T Wheel (drive wheel)
B1, B2 Brake (Friction engagement element)

Claims (9)

A mechanical oil pump driven by an internal combustion engine and an electric oil pump driven by an electric motor, and a power transmission mechanism for transmitting a driving force to the drive wheels from the mechanical oil pump and the electric oil pump. In a vehicle control device that is capable of supplying oil,
When the vehicle is started in accordance with a vehicle start request for making the vehicle ready to run, continuous driving of the electric oil pump for increasing the hydraulic pressure supplied to the power transmission mechanism to a predetermined vehicle start hydraulic pressure is allowed. Continuous drive determination means for determining whether or not the current situation,
When the continuous drive of the electric oil pump is acceptable, the electric oil pump is continuously driven in accordance with the vehicle start request, and when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle start hydraulic pressure. While it is determined that the vehicle is ready to run, while the situation where the continuous drive of the electric oil pump cannot be allowed continues, until the vehicle activation request reaches a predetermined activation request limit number of times, The electric oil pump is continuously driven, and when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle start hydraulic pressure, it is determined that the vehicle is ready to travel, and the electric oil pump cannot be continuously driven. If the vehicle start request reaches the start request limit number while the current situation continues, the internal combustion engine is started without driving the electric oil pump, And a vehicle travelable state determining means for determining that the vehicle is ready to travel when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle start hydraulic pressure. A vehicle control device. A mechanical oil pump driven by an internal combustion engine and an electric oil pump driven by an electric motor, and a power transmission mechanism for transmitting a driving force to the drive wheels from the mechanical oil pump and the electric oil pump. In a vehicle control device that is capable of supplying oil,
When the vehicle is started in accordance with a vehicle start request for making the vehicle ready to run, continuous driving of the electric oil pump for increasing the hydraulic pressure supplied to the power transmission mechanism to a predetermined vehicle start hydraulic pressure is allowed. Continuous drive determination means for determining whether or not the current situation,
When the continuous drive of the electric oil pump is acceptable, the electric oil pump is continuously driven in accordance with the vehicle start request, and when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle start hydraulic pressure. While it is determined that the vehicle is ready to travel, while the situation where the continuous drive of the electric oil pump cannot be permitted continues, the cumulative drive time of the electric oil pump during that period is a predetermined drive limit time. Until the electric oil pump is continuously driven, it is determined that the vehicle is ready to run when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle starting hydraulic pressure. If the cumulative drive time of the electric oil pump reaches the drive time limit while driving is not allowed, the electric oil pump is driven. It is possible to run the vehicle without starting the internal combustion engine and drive the mechanical oil pump, and determine that the vehicle is ready to run when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle startup hydraulic pressure. A vehicle control apparatus comprising: a state determination unit. Oil can be supplied from a mechanical oil pump driven by an internal combustion engine and an electric oil pump driven by an electric motor to a power transmission mechanism for transmitting a driving force to the drive wheels, and the vehicle is stopped. In the vehicle control apparatus, the internal combustion engine is started while the friction engagement element provided in the power transmission mechanism is engaged by the oil pressure of the supplied oil when the internal combustion engine is started at
When the vehicle is started in accordance with a vehicle start request for making the vehicle ready to travel, the hydraulic pressure supplied to the power transmission mechanism is increased to the vehicle start hydraulic pressure required for engagement of the friction engagement element. Continuous drive determination means for determining whether or not the continuous drive of the electric oil pump is acceptable;
When the continuous drive of the electric oil pump is acceptable, the electric oil pump is continuously driven in accordance with the vehicle start request, and when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle start hydraulic pressure. While it is determined that the vehicle is ready to run, while the situation where the continuous drive of the electric oil pump cannot be allowed continues, until the vehicle activation request reaches a predetermined activation request limit number of times, The electric oil pump is continuously driven, and when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle start hydraulic pressure, it is determined that the vehicle is ready to travel, and the electric oil pump cannot be continuously driven. If the vehicle start request reaches the start request limit number while the current situation continues, the internal combustion engine is started without driving the electric oil pump, And a vehicle travelable state determining means for determining that the vehicle is ready to travel when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle start hydraulic pressure. A vehicle control device. Oil can be supplied from a mechanical oil pump driven by an internal combustion engine and an electric oil pump driven by an electric motor to a power transmission mechanism for transmitting a driving force to the drive wheels, and the vehicle is stopped. In the vehicle control apparatus, the internal combustion engine is started while the friction engagement element provided in the power transmission mechanism is engaged by the oil pressure of the supplied oil when the internal combustion engine is started at
When the vehicle is started in accordance with a vehicle start request for making the vehicle ready to travel, the hydraulic pressure supplied to the power transmission mechanism is increased to the vehicle start hydraulic pressure required for engagement of the friction engagement element. Continuous drive determination means for determining whether or not the continuous drive of the electric oil pump is acceptable;
When the continuous drive of the electric oil pump is acceptable, the electric oil pump is continuously driven in accordance with the vehicle start request, and when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle start hydraulic pressure. While it is determined that the vehicle is ready to travel, while the situation where the continuous drive of the electric oil pump cannot be permitted continues, the cumulative drive time of the electric oil pump during that period is a predetermined drive limit time. Until the electric oil pump is continuously driven, it is determined that the vehicle is ready to run when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle starting hydraulic pressure. If the cumulative drive time of the electric oil pump reaches the drive time limit while driving is not allowed, the electric oil pump is driven. It is possible to run the vehicle without starting the internal combustion engine and drive the mechanical oil pump, and determine that the vehicle is ready to run when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle startup hydraulic pressure. A vehicle control apparatus comprising: a state determination unit. A mechanical oil pump driven by an internal combustion engine and an electric oil pump driven by an electric motor, and a power transmission mechanism for transmitting a driving force to the drive wheels from the mechanical oil pump and the electric oil pump. In a vehicle control device that is capable of supplying oil,
When the vehicle is started in accordance with a vehicle start request for making the vehicle ready to run, continuous driving of the electric oil pump for increasing the hydraulic pressure supplied to the power transmission mechanism to a predetermined vehicle start hydraulic pressure is allowed. Continuous drive determination means for determining whether or not the current situation,
When the continuous drive of the electric oil pump is acceptable, the electric oil pump is continuously driven in accordance with the vehicle start request, and when the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle start hydraulic pressure. A vehicle control apparatus comprising: a vehicle travelable state determination unit that determines that the vehicle is in a travelable state. A mechanical oil pump driven by an internal combustion engine and an electric oil pump driven by an electric motor, and a power transmission mechanism for transmitting a driving force to the drive wheels from the mechanical oil pump and the electric oil pump. In a vehicle control device that is capable of supplying oil,
When the vehicle is started in accordance with a vehicle start request for making the vehicle ready to run, continuous driving of the electric oil pump for increasing the hydraulic pressure supplied to the power transmission mechanism to a predetermined vehicle start hydraulic pressure is allowed. Continuous drive determination means for determining whether or not the current situation,
While the situation where the continuous drive of the electric oil pump cannot be allowed continues, the electric oil pump is continuously driven until the vehicle start request reaches a predetermined start request limit number, and the power transmission mechanism is When the supplied hydraulic pressure reaches the vehicle start hydraulic pressure, it is determined that the vehicle is ready to travel, and the vehicle start request is issued while the continuous drive of the electric oil pump is not allowed. When the above-mentioned start request limit number is reached, the internal oil engine is started without driving the electric oil pump to drive the mechanical oil pump, and the hydraulic pressure supplied to the power transmission mechanism becomes the vehicle start hydraulic pressure. A vehicle control apparatus comprising: a vehicle travelable state determination unit that determines that the vehicle is ready to travel when the vehicle reaches the vehicle. A mechanical oil pump driven by an internal combustion engine and an electric oil pump driven by an electric motor, and a power transmission mechanism for transmitting a driving force to the drive wheels from the mechanical oil pump and the electric oil pump. In a vehicle control device that is capable of supplying oil,
When the vehicle is started in accordance with a vehicle start request for making the vehicle ready to run, continuous driving of the electric oil pump for increasing the hydraulic pressure supplied to the power transmission mechanism to a predetermined vehicle start hydraulic pressure is allowed. Continuous drive determination means for determining whether or not the current situation,
While the situation where the continuous drive of the electric oil pump cannot be allowed continues, the electric oil pump is continuously driven until the cumulative drive time of the electric oil pump reaches a predetermined drive limit time during that period. When the hydraulic pressure supplied to the power transmission mechanism reaches the vehicle starting hydraulic pressure, it is determined that the vehicle is ready to travel, and the state where the continuous drive of the electric oil pump is not allowed continues. When the cumulative drive time of the electric oil pump reaches the drive limit time, the internal combustion engine is started without driving the electric oil pump to drive the mechanical oil pump and supplied to the power transmission mechanism. Vehicle running state determining means for determining that the vehicle is ready to travel when the hydraulic pressure reaches the vehicle starting hydraulic pressure. Control device. In the vehicle control device according to any one of claims 1 to 7,
The continuous drive determination means determines whether or not the continuous drive of the electric oil pump is allowable based on the oil temperature, and when the oil temperature is equal to or higher than a predetermined continuous drive allowable temperature. A control apparatus for a vehicle, characterized in that it is determined that continuous driving of the electric oil pump is acceptable. A hybrid vehicle equipped with the vehicle control device according to any one of claims 1 to 8,
A first electric motor that generates rotational force applied to the internal combustion engine when starting the internal combustion engine; a second electric motor capable of outputting a driving force toward an output shaft connected to the drive wheels; A transmission that is provided in a power transmission path from the second electric motor to the drive wheel and that performs a shifting operation by changing an engagement state of the friction engagement element;
The vehicle starting pressure is obtained by using the driving force of the second electric motor to drive the rotational force from the first electric motor acting on the output shaft when starting the internal combustion engine that adds the rotational force of the first electric motor to the internal combustion engine. A hybrid vehicle characterized in that an engagement force of a friction engagement element for enabling canceling is set to be equal to or higher than a pressure at which the engagement force is obtained.

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