JP2011000978A - Auxiliary pump driving controller - Google Patents

Abstract

To provide an auxiliary pump drive control device which can reduce the size of an auxiliary pump and is advantageous in terms of in-vehicle performance and weight.
A mechanical oil pump OP1 that is driven by an engine and sends hydraulic pressure to a control valve unit 13 and is driven by a pump drive source different from the engine E, and sucks oil through an auxiliary intake oil passage 31 to control the control valve. The electric oil pump OP2 for sending hydraulic pressure to the unit 13 via the auxiliary discharge oil passage 32, the auxiliary suction oil passage 40 connecting the auxiliary discharge oil passage 32 and the oil reservoir 12a, and the drive of the electric oil pump OP2 are controlled. The auxiliary pump drive control device includes an auxiliary pump drive control unit that executes a drive preparation process for driving the electric oil pump OP2 in the reverse direction at the start of driving the electric oil pump OP2.
[Selection] Figure 2

Description

  The present invention relates to a drive control technique for an auxiliary pump in an apparatus including a main pump and an auxiliary pump as a hydraulic source that supplies hydraulic pressure to a hydraulic supply target that operates by hydraulic pressure.

  Conventionally, a so-called hybrid vehicle having two different drive sources, that is, an engine and a motor, is known as a drive source for the vehicle. In such a hybrid vehicle, the hydraulic pressure is supplied by an engine as a hydraulic pressure supply source for supplying hydraulic pressure to a hydraulic operation mechanism such as a friction engagement element provided in the middle of the transmission path of the driving force from the driving source. For example, Patent Document 1 discloses a main pump that is generated and an auxiliary pump that is driven by an electric motor to generate hydraulic pressure when the engine is stopped.

JP 2000-356148 A

However, in the conventional technology as described above, when the temperature is low in a cold region or the like, the oil temperature remaining in the auxiliary pump and the piping becomes low and the oil viscosity becomes high, and the load at the start of driving the auxiliary pump increases.
For this reason, the motor that drives the auxiliary pump requires an output that can be driven even under a high load at a low temperature, leading to an increase in the size of the auxiliary pump, leading to deterioration in in-vehicle performance and an increase in weight.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide an auxiliary pump drive control device that can reduce the size of the auxiliary pump and is advantageous in terms of in-vehicle performance and weight.

  In order to achieve the above object, the auxiliary pump drive control device of the present invention is driven by a pump drive source different from the drive source, and at the time of driving, the oil is sucked from the oil source through the auxiliary intake oil passage and is supplied with hydraulic pressure. An auxiliary pump that sends hydraulic pressure to the auxiliary discharge oil passage, a sub-intake oil passage that connects the auxiliary discharge oil passage and an oil source, and the drive of the auxiliary pump is controlled. Auxiliary pump drive control means, comprising: an auxiliary pump drive control means for executing a drive preparation process for driving the auxiliary pump in a rotation direction opposite to the rotation direction for sending hydraulic pressure to the hydraulic pressure supply target The device.

In the auxiliary pump drive control device of the present invention, the auxiliary pump drive control means executes a drive preparation process at the start of driving of the auxiliary pump to drive the auxiliary pump in the reverse direction. By this reverse drive, the oil from the oil source is sucked into the auxiliary pump through the auxiliary suction oil passage and discharged to the auxiliary suction oil passage.
At this time, even if the oil in the auxiliary pump and the auxiliary intake oil passage becomes low temperature and high viscosity due to the influence of the outside air temperature, the auxiliary pump is relatively hot and low relative to the oil affected by the outside air. Since the oil stored in the viscous oil source is sucked, it can be driven with a lower load than when driven in the rotational direction in which the hydraulic pressure is supplied to the hydraulic supply target.
Furthermore, by driving in the rotational direction opposite to the rotational direction in which the hydraulic pressure is supplied to the auxiliary pump hydraulic pressure supply target, relatively high temperature and low viscosity oil from the oil source is supplied to the auxiliary suction oil passage. After that, when the auxiliary pump starts to rotate forward, the high-temperature and low-viscosity oil supplied by this drive preparation process is sucked, and the high-viscosity oil affected by the low-temperature is sucked. In comparison, it can be driven with a low load.
Thus, since the auxiliary pump can be driven with a low load even at low temperatures, the auxiliary pump can be reduced in size, which can be advantageous in terms of in-vehicle performance and weight.

1 is an overall system diagram illustrating an example of a hybrid vehicle to which an auxiliary pump drive control device of Embodiment 1 is applied. It is the schematic which shows the hydraulic circuit of the auxiliary pump drive control apparatus of Example 1. FIG. 6 is a flowchart illustrating a flow of a drive preparation process of the auxiliary pump drive control device according to the first embodiment. 6 is a time chart showing an operation example of a comparative example with Example 1. 3 is a time chart illustrating an operation example of the auxiliary pump drive control device according to the first embodiment. It is the schematic which shows the hydraulic circuit of the auxiliary pump drive control apparatus of Example 2. FIG. 6 is a time chart showing an operation example of an auxiliary pump drive control device of Embodiment 2. It is the schematic which shows the hydraulic circuit of the auxiliary pump drive control apparatus of Example 3. 10 is a time chart illustrating an operation example of an auxiliary pump drive control device according to Embodiment 3. It is the schematic which shows the hydraulic circuit of the auxiliary pump drive control apparatus of Example 4. It is a time chart which shows the operation example of the auxiliary pump drive control apparatus of Example 4.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
The auxiliary pump drive control device according to the embodiment of the present invention is driven by a drive source (E) for driving the drive wheels (FL, FR) of the vehicle and the drive source (E), and when driven, an oil source (12a) A main pump (OP1) that sucks oil from the main suction oil passage (21) and sends the hydraulic pressure via a main discharge oil passage (22) to a hydraulic pressure supply target (13) driven by hydraulic pressure, and the drive Driven by a pump drive source that is different from the source (E), during operation, oil is sucked from the oil source (12a) via the auxiliary suction oil passage (31), and auxiliary discharge oil is supplied to the hydraulic pressure supply target (13). An auxiliary pump (OP2) for sending hydraulic pressure through the passage (32), a sub-intake oil passage (40) connecting the auxiliary discharge oil passage (32) and the oil source (12a), and the auxiliary pump (OP2). ) Control of the auxiliary pump (OP) ) At the start of driving, the auxiliary pump drive control means (7) executes a drive preparation process for driving the auxiliary pump (OP2) in a rotational direction opposite to the rotational direction for sending the hydraulic pressure to the hydraulic pressure supply target (13). And an auxiliary pump drive control device.

  An auxiliary pump drive control apparatus according to Embodiment 1 of the best mode for carrying out the invention will be described with reference to FIGS.

  First, an outline of a hybrid vehicle to which the auxiliary pump drive control device of the first embodiment is applied will be described.

(Drive system)
A configuration of a drive system of a hybrid vehicle to which the auxiliary pump drive control device of the first embodiment is applied will be described.

  FIG. 1 is an overall system diagram showing a hybrid vehicle by front wheel drive to which an auxiliary pump drive control device of Embodiment 1 is applied.

  As shown in FIG. 1, the hybrid drive system to which the first embodiment is applied includes an engine (drive source) E, a clutch CL, a first motor generator MG1, a second motor generator MG2, and a mechanical oil pump (main pump). ) OP1, an electric oil pump (auxiliary pump) OP2, a transmission CVT, a differential DF, a left drive wheel FL, and a right drive wheel FR.

  The engine E is a gasoline engine or a diesel engine, and the valve opening degree of the throttle valve and the like are controlled based on a control command from the engine controller 1.

  The clutch CL is an electromagnetic clutch or the like interposed between the engine E and the first motor generator MG1, and the engagement / disengagement is controlled based on a control command from the clutch controller 2.

  In the state where the clutch CL is released, an EV mode in which the vehicle travels with the driving force of only the first motor generator MG1 is formed. On the other hand, in the engaged state of clutch CL, an HEV mode that travels with the driving force of engine E and first motor generator MG1 is formed.

  First motor generator MG1 is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and three-phase generated by inverter 5 based on a control command from motor generator controller 4 It is controlled by applying an alternating current. The first motor generator MG1 can operate as an electric motor that is driven to rotate by receiving electric power supplied from the drive battery 6. When the rotor is rotated by an external force, an electromotive force is generated at both ends of the stator coil. The drive battery 6 can also be charged by functioning as a generator that causes The rotor of first motor generator MG1 is connected to the input shaft of transmission CVT.

  Second motor generator MG2 is connected to the crankshaft of engine E, generates power by inputting the driving force of engine E, and outputs the driving force to the crankshaft as a starter motor when engine E is started.

  The transmission CVT is, for example, a continuously variable transmission and automatically switches the gear ratio according to the vehicle speed, the accelerator opening, etc., and is shifted by a control hydraulic pressure formed by a control valve unit (hydraulic supply target) 13. The ratio is controlled.

A mechanical oil pump OP1 and an electric oil pump OP2 are provided as means for supplying hydraulic pressure to the control valve unit 13 that controls the operation of the transmission CVT.
The mechanical oil pump OP1 is driven by the engine E as a power source, and is provided on the output shaft of the engine E.
The electric oil pump OP2 supplies hydraulic pressure to the transmission CVT when the drive of the engine E is stopped. For example, the electric oil pump OP2 is attached to the outside of a transmission case (not shown) that houses the transmission CVT, and is not shown as a pump drive source. An electric motor is provided.
In FIG. 1, the mechanical oil pump OP1 and the electric oil pump OP2 are illustrated separately from each other, but the transmission CVT and the engine E are configured as an integral unit, and both the pumps OP1 and OP2 are also configured. Is assembled in this unit.

(Control system)
Next, a control system for a hybrid vehicle to which the auxiliary pump drive control device of the first embodiment is applied will be described.

  As shown in FIG. 1, the control system of the hybrid vehicle in the first embodiment includes an engine controller 1, a clutch controller 2, a shift controller 3, a motor generator controller 4, an inverter 5, and a drive battery 6. And an integrated controller 7. The engine controller 1, the clutch controller 2, the shift controller 3, the motor generator controller 4, and the integrated controller 7 are connected via a CAN communication line that can exchange information with each other. .

  The engine controller 1 outputs a command for controlling the engine operating point (Ne, Te), for example, to a throttle valve actuator (not shown) in accordance with a target engine torque command from the integrated controller 7 or the like.

  The clutch controller 2 controls the engagement and disengagement of the clutch CL based on the travel mode set by the integrated controller 7, that is, the EV mode and the HEV mode.

  The shift control controller 3 inputs information including the accelerator opening, the vehicle speed, and the lubricating oil temperature of the transmission CVT, and outputs a control command for obtaining a preset optimum gear ratio to the control valve unit 13.

  The motor generator controller 4 uses a 12V battery (not shown) as a power source, inputs information from a resolver that detects the rotor rotational position of the first motor generator MG1, and according to a target motor generator torque command from the integrated controller 7, etc. A command for controlling the motor operating points (Nm, Tm) of both motor generators MG1, MG2 is output to inverter 5.

  The integrated controller 7 manages the energy consumption of the entire vehicle and has a function for running the vehicle at the highest efficiency. The integrated controller 7 inputs various information from sensors such as a vehicle speed sensor and an accelerator opening sensor (not shown). The operation control of the engine E by the control command to the engine controller 1, the engagement / disengagement control of the clutch CL to the clutch control controller 2, the gear ratio command (hydraulic command) control to the transmission control controller 3, the motor generator Operation control of both motor generators MG1 and MG2 is performed by a control command to the controller 4.

  In addition, the integrated controller 7 performs at least the outside air temperature sensor 101, the transmission oil temperature sensor 102, and the electric oil pump rotation speed sensor 103 from the outside air temperature sensor 101, the transmission oil temperature sensor Tat, Enter the oil pump speed Nop.

(Hydraulic circuit structure)
Next, a hydraulic circuit structure for connecting the transmission CVT to the mechanical oil pump OP1 and the electric oil pump OP2 will be briefly described with reference to FIG.

  Under the transmission case 10 (see FIG. 1) covering the transmission CVT, an oil pan 12 forming an oil reservoir 12a as an oil source for storing oil is provided, and the oil stored in the oil reservoir 12a Is sucked by either the mechanical oil pump OP1 or the electric oil pump OP2 and discharged to the control valve unit 13 provided in the transmission CVT, thereby controlling the transmission ratio of the transmission CVT.

  The mechanical oil pump OP1 is installed in a unit case (not shown) adjacent to the engine E (see FIG. 1), and the suction side is connected to the oil reservoir 12a of the oil pan 12 via the main suction oil passage 21. The discharge side is connected to the control valve unit 13 via the main discharge oil passage 22. The control valve unit 13 is provided with a return oil passage 50 that returns oil to the oil reservoir 12a.

  The electric oil pump OP2 is installed outside the transmission case 10 of the transmission CVT (see FIG. 1), the suction side is connected to the oil reservoir 12a of the oil pan 12 via the auxiliary suction oil passage 31, and the discharge side is The control valve unit 13 is connected via an auxiliary discharge oil passage 32. The auxiliary discharge oil passage 32 is connected to the main discharge oil passage 22 at the connection portion 33. In FIG. 2, a range indicated by a dotted line OUT indicates a portion installed outside the mission case 10.

  A main-side check valve 24 for preventing backflow is provided upstream of the connecting portion 33 of the main discharge oil passage 22, and an auxiliary-side check valve 34 for preventing backflow is also provided in the middle of the auxiliary discharge oil passage 32. Is provided.

Further, a portion upstream of the auxiliary check valve 34 in the auxiliary discharge oil passage 32 and the oil reservoir 12 a of the oil pan 12 are connected by a sub suction oil passage 40.
A sub check valve 41 that restricts the flow from the auxiliary discharge oil passage 32 toward the oil reservoir 12a is provided in the middle of the sub suction oil passage 40.

(Electric oil pump drive control)
The driving of the electric oil pump OP2 is controlled by the integrated controller 7, and is driven in the EV mode in which the engine E is stopped and the mechanical oil pump OP1 is not driven.

  Next, the control at the start of driving of the electric oil pump OP2 by the integrated controller 7 will be described based on the flowchart of FIG. This flow is executed prior to the determination of the EV mode and the transition from the HEV mode to the EV mode.

In step S1 and step S2, it is determined whether or not the drive preparation process after step S3 is executed.
First, in step S1, it is determined whether or not the outside air temperature Tout is higher than a preset outside air set temperature Toutth. If the outside air temperature Toutth is higher than the outside air set temperature Toutth, the routine proceeds to normal control in step S7, and the outside air set temperature Toutth is exceeded. When the temperature is not too high, the process proceeds to step S2. The outside air set temperature Toutth is a temperature at which the viscosity of the oil increases and the load on the output of the electric oil pump OP2 increases by a predetermined value or more, and is set in advance based on the oil temperature-discharge capacity of the electric oil pump OP2.
In the normal control, the electric oil pump OP2 starts driving without executing the drive preparation process.

In step S2, it is determined whether or not the transmission oil temperature Tat is higher than the drive preparation process execution temperature Tb. If the transmission oil temperature Tat is higher than the drive preparation process execution temperature Tb, the process proceeds to step S3 and is lower than the drive preparation process execution temperature Tb. If so, the process returns to step S1.
The drive preparation process execution temperature Tb is set to a temperature that is higher than the outside air set temperature Toutth and slightly lower than the EV permission temperature Talkev.
Here, the EV permission temperature Talkev is a temperature that permits the transition to the EV mode. That is, at a very low temperature, the drive battery 6 cannot obtain a desired power output, and the first motor generator MG1 cannot obtain a sufficient driving force. Therefore, an EV permission temperature Talkev that allows the first motor generator MG1 to obtain a desired driving force is set, and the EV mode is prohibited at a temperature lower than the EV permission temperature Talkev. The drive preparation process execution temperature Tb is set to a temperature slightly lower than the EV permission temperature Talkev, and the drive preparation process is performed immediately before the EV mode is permitted.

  In the first step S3 of the drive preparation process, the reverse rotation of the electric oil pump OP2 is started, and the process proceeds to step S4. The electric oil pump OP2 sucks oil from the auxiliary suction oil passage 31 and discharges it to the auxiliary discharge oil passage 32 during normal rotation, and supplies the hydraulic pressure to the control valve unit 13 as a hydraulic supply target. On the other hand, when the electric oil pump OP2 is reversely rotated, oil is sucked from the auxiliary discharge oil passage 32 and discharged to the auxiliary suction oil passage 31. The auxiliary discharge oil passage 32 is connected to the auxiliary suction oil passage 40. The oil in the oil reservoir 12 a is sucked through the auxiliary suction oil passage 40 and the auxiliary discharge oil passage 32.

  In step S4, a continuation end determination is performed to determine whether to continue the reverse rotation of the electric oil pump OP2 or to end the continuation. This continuation end determination is continued when the current value Iop of the electric oil pump OP2 is not more than the continuation determination set value Iset1 and the electric oil pump rotation speed Nop is not less than the continuation determination rotation speed Nset1 rpm / h. The process proceeds to step S5, and if these conditions are not satisfied, the process returns to step S3 to continue the reverse rotation.

  In the first embodiment, the continuation determination set value Iset1 and the continuation determination rotation speed Nset1 are determined based on the discharge of the high-viscosity oil from the electric oil pump OP2 and the auxiliary intake oil passage 31, or the auxiliary intake oil passage 40, the electric oil. It is set to a value at which it can be determined that the necessary amount of low-viscosity oil has been sucked into the pump OP2 and the auxiliary suction oil passage 31.

In step S5, the electric oil pump OP2 is rotated forward, and the process proceeds to step S6.
In step S6, the end of the drive preparation process is determined. The end determination of the drive preparation process is performed by preparing the current value Iop of the electric oil pump OP2 to be equal to or less than the preparation end determination current value Iset2 corresponding to the transmission oil temperature Tat and the electric oil pump rotation speed Nop corresponding to the transmission oil temperature Tat. When it is less than the end determination rotation speed Nset2 rpm / h, the load of the electric oil pump OP2 is reduced to an allowable amount, and it is determined that the drive preparation process is ended, and the process proceeds to step S7, and when these conditions are not satisfied Returning to step S3, the drive preparation process is continued.

(Operation of Example 1)
Next, the operation of the first embodiment will be described.
(Operation example of comparative example)
First, before describing the operation of the first embodiment, the operation of the comparative example in which the drive preparation process is not executed will be described based on the time chart of FIG.

  The time chart of FIG. 4 shows an example of traveling when the EV permission temperature Talkev is lower than the EV permission temperature Talkev. In this case, since the transmission oil temperature Tat is lower than the EV permission temperature Talkev at the time t1 to t2, the engine E Is running in HEV mode. Due to running in the HEV mode, in the transmission CVT, the transmission oil temperature Tat increases due to sliding friction of the equipment.

At time t2, the transmission oil temperature Tat reaches the EV permission temperature Talkev. In this example, the transmission oil temperature Tat is shifted to the EV mode, and the driving of the electric oil pump OP2 is started.
At this time, the inside of the electric oil pump OP2 and a part of the auxiliary intake oil passage 31 are in contact with the outside air, and the temperature of the oil remaining in this part is lower than the transmission oil temperature Tat as shown by the dotted line in the figure. It has become.

Therefore, at the start of driving the electric oil pump OP2, the oil that has become highly viscous at such a low temperature is sucked, so the load on the electric oil pump OP2 is large, and the electric oil pump OP2 outputs a driving torque that can withstand this load. What you can do is needed.
Thereafter, the load due to the low temperature and the high viscosity is reduced at the time t3 when the oil having a high temperature in the oil pan 12 is discharged to the electric oil pump OP2 at a low temperature.

(Operation example of Example 1)
Next, an operation example of the first embodiment when the same operation as that of the comparative example is performed will be described based on the time chart of FIG.

  The time chart of FIG. 5 shows a running example when the outside air temperature Tout is lower than the outside air set temperature Toutth and lower than the EV permission temperature Talkev, as in the comparative example of FIG. Also in this case, since the transmission oil temperature Tat is lower than the EV permission temperature Talkev at the time t11 to t12, the vehicle travels in the HEV mode in which the engine E is driven. In the transmission CVT, the transmission oil temperature Tat gradually rises due to friction or the like by running in the HEV mode.

  At time t12, the transmission oil temperature Tat reaches the drive preparation process execution temperature Tb immediately before the EV permission temperature Talkev, and the drive preparation process is started based on the processes of steps S1 → S2 → S3.

In this drive preparation process, first, the electric oil pump OP2 is reversed. This reverse rotation is continued until the current value Iop of the electric oil pump OP2 is not more than the continuation determination set value Iset1, and the electric oil pump rotation speed Nop of the electric oil pump OP2 is not less than the continuation determination rotation speed Nset1 rpm / h ( Step S4 → S3).
As a result of the reverse rotation of the electric oil pump OP2, the oil that remains in the electric oil pump OP2 and the auxiliary intake oil passage 31 and has become low temperature and high viscosity due to the low-temperature outside air temperature Tout is returned to the oil pan 12, and the auxiliary intake oil passage Since the warm oil in the oil reservoir 12a is supplied via 40, the oil temperature of the electric oil pump OP2 rises.

  Thereafter, at time t13 when the current value Iop of the electric oil pump OP2 becomes larger than the continuation determination set value Iset1 and the electric oil pump rotation speed Nop becomes larger than the continuation determination rotation speed Nset1 rpm / h, the reverse rotation is once performed. After being stopped, the electric oil pump OP2 is rotated forward at time t14 (step S4 → S5).

  Then, based on whether or not the current value Iop and the electric oil pump rotation speed Nop are equal to or less than the preparation end determination current value Iset2 and equal to or greater than the preparation end determination rotation speed Nset2, the electric oil pump OP2 and the auxiliary intake oil passage 31 are set. It is determined whether or not the oil that has become highly viscous at a low temperature is returned to the oil reservoir 12a (step S6). That is, when the relatively high-temperature and low-viscosity oil sucked from the oil reservoir 12a due to reverse rotation reaches the electric oil pump OP2 and the auxiliary intake oil passage 31, when the electric oil pump OP2 rotates forward, Becomes smaller. When the load is small, the current value Iop is lower than that at the time of high load, and the electric oil pump rotation speed Nop is increased. Therefore, it is determined whether high-viscosity oil remains in the auxiliary intake oil passage 31 based on the current value Iop and the electric oil pump rotation speed Nop.

  In the example of this time chart, at time t14, the current value Iop of the electric oil pump OP2 is less than the preparation end determination current value Iset2, and the electric oil pump rotation speed Nop exceeds the preparation end determination rotation speed Nset2 rpm / h. Therefore, the control shifts to normal control.

  In this case, compared with the comparative example of FIG. 4, the electric oil pump OP2 and the auxiliary intake oil passage 31 are filled with relatively high temperature and low viscosity oil, so the load is small and the electric oil pump OP2 is low. The output oil pressure can be generated even if it is output, which is advantageous in terms of in-vehicle performance and weight.

  When the current value Iop and the electric oil pump rotation speed Nop are larger than the preparation end determination current value Iset2 or less than the preparation end determination rotation speed Nset2 during normal rotation in the drive preparation process, the electric oil pump is again used. OP2 is reversed, and the low-temperature, highly viscous oil remaining in the auxiliary intake oil passage 31 is returned to the oil reservoir 12a.

(Effect of Example 1)
As described above, the electric oil pump structure according to the first embodiment has the following effects.

a) When the drive of the electric oil pump OP2 is started, if the oil is at a low temperature where the viscosity becomes higher than a predetermined value, a drive preparation process is executed, the electric oil pump OP2 is reversed, and the oil pan is passed through the auxiliary suction oil passage 40. Twelve warm oils were inhaled.
Therefore, even if the oil that has become highly viscous at low temperature remains in the electric oil pump OP2 and the auxiliary intake oil passage 31 due to the influence of the outside air temperature Tout, they are returned to the oil reservoir 12a, and the electric oil pump OP2 and The auxiliary suction oil passage 31 can be filled with low viscosity oil.
Therefore, when the normal control is performed after the drive preparation process is performed, the electric oil pump OP2 can suck the relatively low-viscosity oil stored in the oil storage unit 12a and can be driven with a low load. it can.
Thus, since the electric oil pump OP2 can be driven with a low load even at low temperatures, the electric oil pump OP2 can be reduced in size, which can be advantageous in terms of in-vehicle performance and weight.

  b) The drive preparation process is executed when the outside air temperature Tout is lower than the preset outside air set temperature Toutth, and is not executed when the outside air temperature Tout is higher than the outside air set temperature Toutth. Thus, when the outside air temperature Tout is not extremely low and the viscosity is not high, the load of the electric oil pump OP2 is small and the drive preparation process is unnecessary, and the frequency of the drive preparation process in such a case is reduced. The time required for the electric oil pump OP2 to shift to the normal control can be shortened and the control responsiveness can be improved.

  c) In the drive preparation process, reverse rotation and forward rotation are repeated until the current value Iop of the electric oil pump OP2 becomes equal to or less than the preparation end determination current value Iset2 and the electric oil pump rotation speed Nop exceeds the preparation end determination rotation speed Nset2. did. For this reason, until the low temperature oil of the electric oil pump OP2 is returned to the oil reservoir 12a and the load becomes equal to or less than a preset set value, the reverse rotation by the drive preparation process is performed, and the low temperature oil is transferred to the oil reservoir 12a. Surely returned. Moreover, based on the current value Iop and the electric oil pump rotation speed Nop, when the pump load becomes equal to or lower than the set value, the drive preparation process is terminated and unnecessary drive preparation process is not executed, so that control response is achieved. Can be increased.

  d) Since the drive preparation process is started immediately before the transmission oil temperature Tat reaches the EV permission temperature Talkev, the electric oil pump OP2 is driven at a low load when the transition to the EV mode is permitted. It is possible to start, and the transition to the EV mode is made smoothly.

e) In the hybrid vehicle, when the outside air temperature Tout is lower than the EV permission temperature Talkev, the vehicle can be driven by the engine E as the HEV mode, and the temperature in the transmission CVT can be increased by running in the HEV mode. it can.
Therefore, when the drive preparation process is executed, the oil temperature in the oil reservoir 12a is efficiently increased without using heating means or the like, compared to the oil temperature of the electric oil pump OP2 or the auxiliary intake oil passage 31 that contacts the outside air. Thus, the effect obtained by executing the drive preparation process as in a) and b) can be achieved at low cost.

(Other examples)
Other embodiments will be described below. Since these other embodiments are modifications of the first embodiment, only the differences will be described, and the configuration common to the first embodiment or the other embodiments will be described. The description is omitted by giving a common reference numeral.

The second embodiment is a modification of the first embodiment. As shown in FIG. 6, the auxiliary suction oil passage 40 is abolished, and the main suction oil passage 21, the mechanical oil pump OP1, the main discharge are used as the auxiliary suction oil passage. This is an example in which a route 200 passing through the oil passage 22 and the connecting portion 33 is used.
Further, in the second embodiment, the actuator 201 that opens at the temperature at which the drive preparation process is executed is added to the auxiliary check valve 34 so that the oil can flow back through the auxiliary discharge oil passage 32 when the actuator 201 is driven. .

  Further, in the second embodiment, when the electric oil pump OP2 is reversely rotated in step S3 of the flowchart of FIG. 3, the actuator 201 is simultaneously driven to open the auxiliary check valve 34. Therefore, in Example 2, the auxiliary check valve 34 is opened when the outside air temperature Tout is lower than the outside air set temperature Toutth.

Next, the operation example of Example 2 is demonstrated based on the time chart of FIG.
The example shown in the time chart of FIG. 7 also shows a running example when the outside air temperature Tout is lower than the outside air set temperature Toutth and lower than the EV permission temperature Talkev, similarly to the first embodiment, and t21 to t22. Since the transmission oil temperature Tat is lower than the EV permission temperature Talkev at the time point, the vehicle is traveling in the HEV mode in which the engine E is driven. In the transmission CVT, the transmission oil temperature Tat gradually rises due to friction or the like by running in the HEV mode.

At time t22, the transmission oil temperature Tat reaches the drive preparation process execution temperature Tb, and the drive preparation process is started based on the processes of steps S1 → S2 → S3.
In the second embodiment, in the drive preparation process, when the electric oil pump OP2 is reversely rotated, the actuator 201 is driven and the auxiliary check valve 34 is opened. Therefore, the oil warmed in the oil reservoir 12a passes through the main suction oil passage 21, the mechanical oil pump OP1, the connection portion 33 and the auxiliary discharge oil passage 32 through the route 200, as indicated by the dotted line OIL in FIG. The oil is sucked into the electric oil pump OP2 and discharged through the auxiliary suction oil passage 31 to the oil reservoir 12a.

(Effect of Example 2)
In Example 2, as in Example 1, in addition to the effects described in a) to e) above, the following operational effects can be obtained.

  That is, in the second embodiment, since the auxiliary suction oil passage 40 and the auxiliary check valve 41 are eliminated, the hydraulic circuit configuration can be simplified.

  In addition, since the auxiliary check valve 34 is opened when the drive preparation process is executed, the oil can be sucked with a lower load, and the electric oil pump OP2 can be reduced in size and energy consumption can be reduced. Is possible.

  In addition, when opening the auxiliary check valve 34, the actuator 201 is driven in conjunction with the execution of the drive preparation process. Therefore, the auxiliary side check valve 34 is operated in accordance with the outside air temperature Tout that requires the drive preparation process. A dedicated temperature detection means for opening the check valve 34 is not required, and the configuration can be simplified as compared with a structure in which a dedicated temperature detection means is provided.

  The third embodiment is a modification of the second embodiment, and the point that the path 200 passing through the main suction oil path 21, the mechanical oil pump OP1, the main discharge oil path 22, and the connecting portion 33 is used as the auxiliary suction oil path. Similar to Example 2.

  In the third embodiment, the auxiliary check valve 334 shown in FIG. 8 has a structure that allows a predetermined amount of oil leak from the main discharge oil passage 22 side to the electric oil pump OP2 side in the closed state. It has become.

  Therefore, in the third embodiment, when the electric oil pump OP2 is reversely rotated, the auxiliary discharge oil passage 32 is moved from the main discharge oil passage 22 to the auxiliary discharge oil passage 22 as shown by the dotted line OIL in the drawing without opening the auxiliary check valve 334. As a result, an oil flow to the auxiliary intake oil passage 31 occurs.

  Further, in the third embodiment, the electric oil pump OP2 is intermittently driven so that an oil flow rate corresponding to the leakage amount of the auxiliary check valve 334 can be obtained during the reverse rotation of the electric oil pump OP2 in step S3. ing.

  FIG. 9 is a time chart showing an operation example of the third embodiment. As in the first and second embodiments, traveling in the HEV mode is started at time t31, and the transmission oil temperature Tat is changed to the drive preparation processing execution temperature Tb. The drive preparation process is started at the time point t32 when the value is reached.

  As shown in this time chart, the electric oil pump OP2 is intermittently reversed until the time t32 or the time t33. In this time chart, short-time reversal is repeated three times.

  Thereafter, a YES determination is made in step S6, the routine shifts to normal control, and at time t34, the transmission oil temperature Tat reaches the EV permission temperature Talkev, transitions to the EV mode, and driving of the electric oil pump OP2 is started. The

(Effect of Example 3)
In the above-described third embodiment, the following effects can be obtained in addition to the effects a) to e) as in the first embodiment.

  In the third embodiment, when the electric oil pump OP2 is reversely rotated in the drive preparation process, the oil moves based on the leakage without opening the auxiliary check valve 334. Therefore, the existing main intake oil passage 21 and the main discharge oil passage 22 can be used without adding an additional oil passage to suck the oil from the oil reservoir 12a when the electric oil pump OP2 is reversely rotated, and The actuator 201 shown in the second embodiment is also unnecessary, and the configuration can be simplified, which is advantageous in terms of cost.

Further, in the third embodiment, the electric oil pump OP2 intermittently reverses during the drive preparation process, so that the oil in the oil reservoir 12a gradually increases based on the leakage amount of the auxiliary check valve 334. The auxiliary suction oil passage 31 is discharged and supplied to the auxiliary suction oil passage 31, and the auxiliary suction oil passage is filled with relatively high-temperature oil.
Therefore, in the drive preparation process, even if the oil is sucked with a small leak amount in the auxiliary check valve 334, the electric oil pump OP2 can be driven with a low load, and the electric oil pump OP2 is further downsized. be able to.

The fourth embodiment is a modification of the third embodiment. As shown in FIG. 10, a leak oil passage 400 that connects the auxiliary discharge oil passage 32 and the main discharge oil passage 22 in parallel with the auxiliary check valve 34 is provided. This is an example in which a path 402 passing through the main suction oil path 21, the mechanical oil pump OP1, the main discharge oil path 22, and the leak oil path 400 is used as the auxiliary suction oil path.
In addition, the auxiliary check valve 34 is provided in the leak oil passage 400 so that when the electric oil pump OP2 is rotated forward, the oil opens the auxiliary check valve 34 and flows through the auxiliary discharge oil passage 32. Orifice 401 having higher oil flow resistance is provided.

Therefore, in the fourth embodiment, when the electric oil pump OP2 is reversely rotated, as shown by a dotted line OIL in the drawing, the auxiliary suction is performed through the main suction oil passage 21, the mechanical oil pump OP1, the main discharge oil passage 22, and the leak oil passage 400. Oil flows through the path 402 leading to the oil path 31.
Even in the fourth embodiment, when the electric oil pump OP2 is reversely rotated, the electric oil pump OP2 is intermittently driven in accordance with the leak amount of the leak oil passage 400.

  FIG. 11 is a time chart showing an operation example of the fourth embodiment. As in the first to third embodiments, traveling in the HEV mode is started at time t41, and the transmission oil temperature Tat is changed to the drive preparation processing execution temperature Tb. The drive preparation process is started at the time point t42 when the value reaches.

In this operation example, the drive preparation process is executed at time t42 to t43, the electric oil pump OP2 is intermittently reversed (three times), YES is determined in step S6 at time t43, and the normal control is started. .
After that, at time t34, the transmission oil temperature Tat reaches the EV permission temperature Talkev, is shifted to the EV mode, and driving of the electric oil pump OP2 is started.

(Effect of Example 4)
As described above, in the fourth embodiment, as in the first embodiment, in addition to achieving the effects a) to e), oil is supplied from the oil reservoir 12a during the reverse rotation of the electric oil pump OP2 in the drive preparation process. As a suction path, a path that bypasses the auxiliary check valve 34 is added, and an orifice 401 only needs to be added. For this reason, it is possible to simplify the configuration, which is advantageous in terms of cost.

  Further, since the electric oil pump OP2 is intermittently reversed when the electric oil pump OP2 is reversed, the load on the electric oil pump OP2 can be reduced and the size can be reduced even if the orifice 401 is provided in the oil suction path.

  As mentioned above, although the auxiliary pump drive control device of the present invention has been described based on the embodiment and Examples 1 to 4, the specific configuration is not limited to this embodiment and Example 1, and the patent Design changes and additions are permitted without departing from the spirit of the invention according to each of the claims.

  For example, in the first embodiment, an example applied to a hybrid vehicle has been described. However, any vehicle other than a hybrid vehicle can be used as long as the hydraulic oil is generated by driving an electric oil pump when driving of a drive source is stopped. That is, the present invention can also be applied to a vehicle equipped with only an engine as a drive source, an electric vehicle equipped with only a motor as a drive source, and the like.

  Moreover, although the front-wheel drive hybrid vehicle is shown as the hybrid vehicle, the present invention can also be applied to a rear-wheel drive hybrid vehicle and a four-wheel drive hybrid vehicle. Further, in the first embodiment, the engine E and the first motor generator MG1 can be separated by the clutch CL. However, the engine and the motor generator without the clutch such as those in which both E and MG1 are always coupled are shown. The present invention can also be applied to a hybrid vehicle having only a transmission (automatic transmission, continuously variable transmission, power combined transmission, power split transmission, etc.).

  Further, although the transmission CVT is shown as the transmission, it can be applied to other types of transmissions such as an automatic transmission having a planetary gear and a plurality of gears, and a manual transmission.

  In the first to fourth embodiments, the electric motor is shown as the pump driving source. However, any pump driving source that is driven when the driving source is stopped may be used.

  In the first to fourth embodiments, the mechanical oil pump OP1 driven only by the engine E is shown as the main pump. However, the mechanical oil pump OP1 is provided in the transmission CVT, and the engine E and the first motor generator MG1 are provided. The mechanical oil pump OP1 may generate hydraulic pressure when any of the above is driven. In this case, the electric oil pump OP2 is driven when the vehicle stops while traveling in the EV mode.

  In the third embodiment, the auxiliary check valve 34 is opened by the electric actuator 201. However, an actuator that operates according to the oil temperature such as bimetal is provided, and the valve is opened at a predetermined temperature. You may make it do.

7 Integrated controller (auxiliary pump drive control means)
12a Oil reservoir (oil source)
13 Control valve unit (Hydraulic supply target)
21 Main suction oil path 22 Main discharge oil path 24 Main side check valve 31 Auxiliary suction oil path 32 Auxiliary discharge oil path 33 Connection 34 Auxiliary side check valve 40 Sub suction oil path 41 Sub check valve 200 Path (sub suction) Oilway)
201 Actuator 334 Auxiliary check valve 400 Leak oil path 402 Path (sub-intake oil path)
E Engine (drive source)
MG1 First motor generator MG2 Second motor generator OP1 Mechanical oil pump (main pump)
OP2 Electric oil pump (auxiliary pump)

Claims (4)

A drive source for driving the drive wheels of the vehicle;
A main pump that is driven by a drive source, sucks oil from the oil source through the main suction oil passage, and sends hydraulic pressure to the hydraulic supply target through the main discharge oil passage;
An auxiliary pump that is driven by a pump drive source different from the drive source, sucks oil from the oil source through an auxiliary intake oil passage during driving, and sends oil pressure to the hydraulic supply target through an auxiliary discharge oil passage; ,
A sub suction oil passage connecting the auxiliary discharge oil passage and the oil source;
Auxiliary pump drive that controls the driving of the auxiliary pump and executes a drive preparation process for driving the auxiliary pump in a rotational direction opposite to the rotational direction in which the hydraulic pressure is supplied to the hydraulic supply target when the auxiliary pump starts to be driven. Control means;
An auxiliary pump drive control device comprising: Temperature detecting means for detecting a temperature related to the oil temperature of the auxiliary pump;
The auxiliary pump drive control unit performs the drive preparation process when the temperature detected by the temperature detection unit is lower than a preset temperature set in advance. A sub check valve is provided in the sub suction oil passage;
The auxiliary pump drive control device according to claim 1 or 2, wherein the auxiliary check valve is provided with low-temperature valve opening means for opening the valve at the low temperature. The auxiliary discharge oil passage is connected to the main discharge oil passage at a connection portion;
As the auxiliary suction path, a path leading to the auxiliary pump through the main suction oil path, the main pump, the connection portion, the auxiliary discharge oil path is used,
The auxiliary discharge oil passage is provided with an auxiliary check valve,
The auxiliary side check valve has an oil leakage amount in a closed state,
The auxiliary pump drive control device according to any one of claims 1 to 3, wherein the auxiliary pump drive control means intermittently performs the reverse drive in the drive preparation process.

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