JP4258522B2 - Electric oil pump control device - Google Patents

Description

  The present invention relates to an electric oil pump control device in a vehicle that stops and starts a drive source such as an engine or a motor during traveling.

  Conventionally, when a vehicle stops at an intersection, for example, when traveling, the engine is automatically stopped under a predetermined stop condition, and then the engine is automatically started when the accelerator pedal is depressed under a predetermined start condition. A control device that performs start-up control has been proposed. Such control is called eco-run control, and is expected to save fuel and reduce exhaust emissions.

  By the way, there are various hydraulic mechanisms that operate by hydraulic pressure, such as a hydraulic automatic transmission. In order to supply the hydraulic pressure to these hydraulic mechanisms, a mechanical type that is directly connected to the crankshaft of the engine is used. An oil pump is used. In addition, in the case of a vehicle that performs start / stop control as described above, an electric oil pump as a second pump is provided separately, and the mechanical oil pump stops when the engine stops. However, the hydraulic pressure is continuously supplied by the second pump, and the hydraulic mechanism such as the transmission can be operated without delay. On the other hand, in a hybrid vehicle that switches between an engine and a rotating electrical machine (motor generator) as a driving source, the rotating electrical machine is running while the vehicle is stopped, even when the traveling is performed by the rotating electrical machine or in the case of an electric vehicle that travels only by the rotating electrical machine. Since it is common to stop, it is useful to provide the 2nd pump similar to the above.

JP 2000-46165 A

  However, operating only the second pump for a long time has a problem that the deterioration of the second pump is accelerated, and that the second pump must be enlarged in order to have durability. Similar problems also exist when an electric oil pump is used instead of the mechanical oil pump and this and the second pump are switched appropriately.

  This invention is made | formed in view of the said subject, The objective is to suppress deterioration of a 2nd pump and to extend a lifetime, and to avoid the enlargement.

The electric oil pump control device according to the present invention includes a vehicle drive source, drive source control means for starting and stopping the drive source under predetermined conditions, a hydraulic mechanism provided in the vehicle and driven by hydraulic pressure, and the drive source. A first pump that is driven by the output from the hydraulic pump and supplies the hydraulic pressure to the hydraulic mechanism, a second pump that is driven by electrical energy and supplies the hydraulic pressure to the hydraulic mechanism, and a second pump that is stopped while the first pump is stopped. And an electric oil pump control device including a pump control means for operating two pumps, further comprising a prediction means for outputting a running prediction according to a vehicle state, wherein the pump control means is a continuous operation of the second pump. time actuates the second pump on condition that it does not exceed the allowable operating time determined from the durability of the second pump, it said allowable operating time is set in accordance with the predicted travel Turkey The shall be the feature.

In the present invention, the pump control means operates the second pump while the first pump is stopped, whereby the hydraulic mechanism is driven by the supply hydraulic pressure of the second pump while the first pump is stopped. Here, in the present invention, the pump control means operates the second pump on the condition that the continuous operation time of the second pump does not exceed the allowable operation time determined from the durability of the second pump. The continuous operation time of the second pump is limited, thereby suppressing the deterioration of the second pump and extending the life, and avoiding an increase in size. Further, the prediction means outputs a travel prediction according to the state of the vehicle, and an allowable operation time is set according to the travel prediction. Thereby, starting of a drive source can be delayed according to driving | running | working prediction, and a further fuel-consumption improvement is realizable.
The electric oil pump control device according to the present invention includes a vehicle drive source, drive source control means for starting and stopping the drive source under predetermined conditions, a hydraulic mechanism provided in the vehicle and driven by hydraulic pressure, A first pump that is driven by an output from a drive source and supplies the hydraulic pressure to the hydraulic mechanism, a second pump that is driven by electric energy and supplies the hydraulic pressure to the hydraulic mechanism, and the first pump is stopped An electric oil pump control device comprising: a pump control means for operating the second pump; and at least one of a continuous operation time of the second pump and an allowable operation time determined from durability of the second pump . Correction processing means for changing based on the operation history of the two pumps is further provided, wherein the operation history is an elapsed time since the previous operation of the second pump.
According to the above configuration, since the continuous operation time of the second pump changes according to the operation history of the second pump by the correction processing means, it is possible to execute an appropriate operation considering the operation history of the second pump. . In addition, since the operation history is the elapsed time from the previous operation of the second pump, the continuous operation time of the second pump changes according to the elapsed time from the previous operation of the second pump. Thus, it is possible to execute an appropriate operation in consideration of the temperature increase of the second pump at the previous operation and the temperature decrease after the end of the previous operation.

  The present invention is also an electric oil pump control device having the above-described configuration, wherein the first pump is driven by a mechanical output of the drive source.

  According to this, when the drive source is started and stopped under a predetermined condition by the drive source control means, the first pump is started and stopped accordingly. The pump control means operates the second pump while the drive source is stopped. Therefore, the hydraulic mechanism is driven by the supply hydraulic pressure of the first pump during operation of the drive source and by the supply hydraulic pressure of the second pump during stoppage, so that the first pump is mechanically connected to the drive source. It is also suitable when driven by output.

  Further, the present invention is the electric oil pump control device configured as described above, wherein the drive source control means starts the drive source on condition that the continuous operation time of the second pump exceeds the allowable operation time. This is an electric oil pump control device.

  According to this, since the drive source control means starts the drive source on the condition that the continuous operation time of the second pump exceeds the allowable operation time, the first pump is turned on after the second pump is stopped. It is preferable that the engine can be started and the supply of hydraulic pressure can be continued.

  The present invention is also an electric oil pump control device having the above-described configuration, wherein the allowable operation time is set according to a physical quantity indicating a state of the vehicle.

  According to this, since the allowable operation time of the second pump is set according to the physical quantity indicating the state of the vehicle, the second pump is continuously operated in a traveling state where switching of the pump is not desired. Driving, or suppressing the continuous operation time of the second pump in a temperature condition in which the temperature rise of the second pump is a concern.

  According to the present invention, the pump control means operates the second pump while the first pump is stopped, so that the hydraulic mechanism is driven by the supply hydraulic pressure of the second pump while the first pump is stopped. In this pump control means, the second pump is operated on the condition that the continuous operation time of the second pump does not exceed the allowable operation time determined from the durability of the second pump. The continuous operation time is limited, whereby the deterioration of the second pump can be suppressed and the life can be extended, and the enlargement thereof can be avoided.

  Hereinafter, embodiments of the present invention (hereinafter referred to as embodiments) will be described with reference to the drawings. FIG. 1 shows a schematic configuration of a vehicle 10 according to the first embodiment. The vehicle 10 has an engine 12 and a rotating electrical machine 14 as drive sources, and switching control of both drive sources is performed. The power shafts of the engine 12 and the rotating electrical machine 14 can be connected and disconnected by an input clutch 16. The rotating electrical machine 14 functions as an electric motor to drive the vehicle 10 when the output required by the driver is low, that is, when the amount of operation of the accelerator is small or when the engine 12 is traveling at low speed where the efficiency of the engine 12 is low. The rotating electrical machine 14 is driven by the inertia of the vehicle 10 or the engine 12 when the vehicle is braked or when the amount of power stored in the secondary battery 32 decreases, and functions as a generator to charge the secondary battery 32. For example, the input clutch 16 is disconnected when the vehicle is driven only by the rotating electrical machine 14, and suppresses the occurrence of pump loss, friction loss, and the like of the engine 12.

  The power of the engine 12 or the rotating electrical machine 14 is sent to the automatic transmission 18. The automatic transmission 18 includes a fluid transmission mechanism, a transmission mechanism, and a control mechanism. In the present embodiment, the fluid transmission mechanism is the torque converter 20 and has a direct coupling function by a lockup clutch (not shown). The transmission mechanism is a gear transmission unit 22 including a plurality of planetary gear mechanisms, and the gear transmission unit 22 also includes a clutch and a brake that restrain the movement of each element of each planetary gear mechanism. These clutches and brakes are controlled by selective supply of working fluid from a fluid pressure control unit 24 as a control mechanism. The output of the gear transmission unit 22 is transmitted to the drive wheels by the propulsion shaft 26. The gear transmission unit 22 incorporates a mechanical oil pump 36, and this mechanical oil pump 36 is a power shaft of the engine 12 or the rotating electrical machine 14 while the input clutch 16 and the torque converter 20 are in a connected state. Directly mechanically connected.

  An auxiliary rotating electrical machine 30 is further coupled to the power shaft of the engine 12 via a transmission mechanism 28. The transmission mechanism 28 may be an endless flexible member such as a belt or a chain or a gear train. The auxiliary rotating electrical machine 30 is a synchronous motor generator, which functions as a generator during operation of the engine 12 and charges a secondary battery 32 that supplies power to an internal combustion engine auxiliary machine, a vehicle electrical component, etc. Electric power is directly supplied to the electrical components. In addition, the auxiliary rotating electrical machine 30 functions as an electric motor by receiving electric power from the secondary battery 32 or the fuel cell 34 when the engine 12 is started.

  In the automatic transmission 18, the lubricating fluid for the entire automatic transmission 18, the working fluid that mediates the power transmission of the torque converter 20, and the working fluid that operates the clutches and brakes in the gear transmission unit 22 are common fluids. ATF (Automatic Transmission Fluid) is used. The ATF is supplied to each part of the automatic transmission 18 and the torque converter 20 via the fluid pressure control unit 24 by the mechanical oil pump 36.

  The mechanical oil pump 36 is on the driven side with respect to the torque converter 20 driven by the engine 12 or the rotating electrical machine 14. Therefore, when the vehicle 10 is stopped, or when the vehicle is traveling only by the rotating electrical machine 14 and the vehicle is extremely low speed or stopped, there is a case where the discharge amount of the mechanical oil pump 36 cannot be secured sufficiently. For such a case, the vehicle 10 is provided with an electric oil pump 40 that is operated by the power of a motor (not shown). The operation of the electric oil pump 40 is controlled by a control unit 52 described later according to the running state of the vehicle.

  The discharge sides of the mechanical oil pump 36 and the electric oil pump 40 are connected to a switching check ball mechanism 41 as shown in FIG. When ATF is supplied from one pump, the check ball operates so as to block the other supply hole by the pressure, thereby switching the supply source. The discharge side of the switching check ball mechanism 41 is connected to a manual valve 64 and an input clutch control valve 66 through a primary regulator valve 62. The discharge side of the manual valve 64 is connected to the forward clutch C1 and the reverse clutch C2 in the automatic transmission 18. The manual valve 64 is operated by a shift lever provided in the vehicle interior. The discharge side of the input clutch control valve 66 is connected to the input clutch 16. The input clutch control valve 66 is operated by an input clutch control solenoid 68.

  In the present embodiment, two power sources, the secondary battery 32 and the fuel cell 34 are used. The secondary battery 32 and the fuel cell 34 are connected to the rotating electrical machine 14 and the auxiliary rotating electrical machine 30 via power supply changeover switches 49 and 50 and inverters 46 and 48, respectively. The power supply changeover switches 49 and 50 operate separately from each other according to the output of the control unit 52 described later, whereby the secondary battery 32 and the fuel cell 34 are selectively transferred to the rotating electrical machine 14 or the auxiliary rotating electrical machine 30, respectively. It is configured to be able to supply power. The secondary battery 32 is provided with an SOC sensor 42 for detecting SOC (State of Charge), which is a value indicating the state of charge. Further, the fuel cell 34 is provided with a remaining amount sensor 44 for detecting the remaining amount of the fuel.

  The control position of the automatic transmission 18 is, for example, a D position where an appropriate gear is automatically selected from each forward gear, a two position where an appropriate gear is selected from a limited gear, an L position, etc. is there. In addition, the N position for setting the gear transmission unit 22 in a neutral state where power is not transmitted, the R position for selecting reverse, and the P position for mechanically locking the output side of the gear transmission unit 22 to prevent the vehicle from moving. There is. Further, the present apparatus is provided with a manual shift mode in which the driver can select a gear position. In this mode, for example, when the driver operates a shift-up switch and a shift-down switch provided on the steering wheel, a shift operation is performed by changing the gear position one step to a higher side and a lower side, respectively.

  The navigation unit includes a current position detection unit, a map information storage unit, and a route guidance unit (not shown). The current position detector includes a GPS (Grobal Positioning System) receiver that measures the position of the vehicle using an artificial satellite, a beacon receiver that receives position information from a beacon installed on the road, an orientation sensor, and a distance Sensor. Position measurement is performed at locations where reception by a GPS receiver or beacon reception device is possible, and at locations where reception is not possible, the current position is detected by dead reckoning using both a direction sensor and a distance sensor. The map information storage unit stores map data, road data, and destination data, and a route search is performed from the road data and the destination data. As the road data, various information such as the thickness and length of each road, the coordinate position (latitude / longitude) at each point between the start point and the end point of the road, the name of the intersection and its coordinate position, and the like are stored. The navigation unit signal is input to the control unit 52.

  In order to control each part of the vehicle 10, the control part 52 is provided. The control unit 52 is configured as a one-chip microprocessor centered on a CPU, and although not shown, a ROM that stores a processing program, a RAM that temporarily stores data, a communication port, and an input / output port With.

  As shown in FIG. 3, various signals indicating the state of the vehicle 10 are input to the input side of the control unit 52. Specifically, a detection signal from a millimeter wave radar that is provided at the front of the vehicle body and detects an approaching state with a preceding vehicle, an output signal from an ABS computer that controls an antilock brake system (ABS), a fuel cell 34 From a detection signal from a remaining amount sensor 44 that detects the remaining amount of fuel, a detection signal from an engine speed sensor that detects the engine speed, a detection signal from an engine water temperature gauge, and an ignition switch that controls the start / stop of the vehicle 10 Detection signal, a detection signal from the SOC sensor 42 provided in the secondary battery 32, a detection signal for detecting each operating state of the headlight, defogger, and air conditioner, a detection signal from the vehicle speed sensor 56, and a fluid pressure control unit 24 The detection signal from the provided oil temperature sensor, the detection signal from the shift position sensor, and the operating state of the electric oil pump 40 Detection signal, detection signal from the angle sensor provided on the foot brake pedal, detection signal from the catalyst temperature sensor provided on the exhaust pipe, detection signal from the angle sensor provided on the accelerator pedal, cam shaft of the engine 12 A detection signal from a cam angle sensor provided in the vehicle, a detection signal from a sport mode switch provided in the vicinity of the shift lever, a detection signal from a vehicle acceleration sensor, a detection from a driving force source brake force switch provided in the engine 12 A signal, a detection signal from the turbine speed sensor, a detection signal from the resolver, an output signal from the navigation unit described above, and the like are input to the control unit 52. Based on the input of these signals, the control unit 52 performs various calculations.

  Control signals for various actuators and other computers mounted on the vehicle 10 are output from the output side of the control unit 52. Specifically, an ignition signal for the ignition timing control device, an injection signal for the fuel injection device, a control signal for the control solenoid of the input clutch 16, a control signal for each controller that controls the rotating electrical machine 14 and the auxiliary rotating electrical machine 30, a reduction device Control signal for the automatic transmission 18, control signal for the line pressure control solenoid of the automatic transmission 18, control signal for the actuator of the above-mentioned anti-lock brake system (ABS), control for the sport mode indicator that displays the operating state in conjunction with the sport mode switch A control signal for each solenoid of the automatic transmission 18, a control signal for a lock-up control solenoid for controlling the lock-up of the automatic transmission 18, a control signal for the electric oil pump 40, and a power switching switch. A control signal for the switch 49 and 50, is output from the control unit 52.

  An example of control executed in the vehicle 10 according to the first embodiment configured as described above will be described below.

  In the vehicle 10, the drive source switching control is performed as described above. That is, as shown in FIG. 4, when both the accelerator opening and the vehicle speed are small, such as when starting and running at low speed, the rotating electrical machine 14 functions as a motor and travels using the power of the rotating electrical machine 14. In addition, when a high load is applied such as when climbing or accelerating, specifically when either the accelerator opening or the vehicle speed is large, the engine 12 is automatically started and travels with the power of the engine 12. FIG. 4 shows settings at the D position, and different settings are used at other positions.

  In addition to this, in the vehicle 10, when the vehicle is decelerated or braked, the rotating electrical machine 14 functions as a generator to regenerate power in the secondary battery 32. When the SOC of the secondary battery 32 further decreases, the secondary battery 32 is charged by the power of the fuel cell 34 or the output of the engine 12 is increased, and the engine output is converted into electric power by the rotating electrical machine 14. Then, the secondary battery 32 is charged.

  In addition, the start / stop control of the electric oil pump 40 is performed in conjunction with the drive source switching control. That is, when traveling only with the power of the rotating electrical machine 14, control is performed to start the electric oil pump 40 at an extremely low speed or when the vehicle is stopped, thereby continuing the supply of hydraulic pressure to the hydraulic mechanism such as the automatic transmission 18. The Further, when the vehicle is driven by the power of the engine 12, the mechanical oil pump 36 is activated as the engine 12 is started, and thus control for stopping the operation of the electric oil pump 40 is performed.

  In such a vehicle 10, control relating to setting of the allowable operation time of the electric oil pump 40 is performed as follows. In FIG. 5, it is first determined whether or not the vehicle 10 is running with the power of the rotating electrical machine 14 (S102). This is because, while the engine 12 is operating, a constant idling speed is maintained even when the engine 12 is stopped, so that the mechanical oil pump 36 is operated, whereas the engine 12 is driven by the power of the rotating electrical machine 14. In this case, since the rotating electrical machine 14 stops while the vehicle is stopped, the operation of the mechanical oil pump 36 is not performed. In such a case, the electric oil pump 40 is used, and therefore, this control is an object. . This determination may be made, for example, based on detection signals from the engine speed sensor and the vehicle speed sensor 56, or may be made based on a control signal to the rotating electrical machine 14. If negative, this routine is terminated.

  If the result is affirmative, it is next determined whether or not the travel prediction related to the restart due to another factor of the engine 12 based on the travel state is possible (S104). This determination is made based on whether or not a travel prediction described later is effectively established. In the negative case, the second reference value (for example, 7 minutes), which is a relatively short time, is set for the allowable operation time of the electric oil pump 40.

  If the determination in step S104 is affirmative, a travel prediction based on the travel state is performed (S108). This travel prediction relates to the timing of automatic stop of the electric oil pump 40 performed based on other control, and there are two types.

  The first is a prediction for the case where the electric oil pump 40 is automatically stopped when the engine 12 is automatically started when a high load is applied, such as when climbing or accelerating. Specifically, for example, in view of the positional relationship between the destination and the current position and the current vehicle speed, the vehicle 10 is expected to enter an expressway or an automobile-only road after a few minutes and enter a high-speed and high-load driving state. If so, calculate how many minutes this is.

  The second is a prediction for the case where the electric oil pump 40 is not used due to the stop of the operation of the vehicle 10 accompanying the end of use of the vehicle 10. Specifically, for example, when the vehicle 10 arrives at the destination several minutes later and the vehicle 10 is expected to be stopped in view of the positional relationship between the destination and the current position and the current vehicle speed, Calculate if there is.

  Once the travel prediction is performed in this way, a first reference value (for example, 9 minutes), which is a relatively long time, is set for the allowable operation time of the electric oil pump 40 (S110).

  In addition, as shown in FIG. 6, the operation permissible time set in steps S106 and S110 is provided with a certain permissible extension time together with the basic base value. Even when the time corresponding to the base value has elapsed, the allowable extension time is determined so that the remaining time until the automatic stop of the electric oil pump 40 is within the allowable extension time. 40 operations will be continued. As a result, the opportunity for starting the engine 12 is reduced and fuel consumption can be further reduced. At the same time, the electric oil pump 40 is operated only when the remaining time until the automatic stop is within the allowable extension time. Deterioration of 40 can also be suppressed.

  Next, it is determined whether the SOC of the secondary battery 32 is equal to or less than a predetermined reference value (S112) and whether the remaining amount of fuel in the fuel cell 34 is equal to or less than a predetermined reference value (S114). If the result is positive, that is, if the SOC of the secondary battery 32 is low or the remaining amount of fuel in the fuel cell 34 is low, the engine 12 is temporarily started (S124). This is because when the SOC of the secondary battery 32 is low and the remaining amount of the fuel cell 34 is low, it is not possible to charge the secondary battery 32 by the fuel cell 34 by executing separate control. This is because the secondary battery 32 is charged by temporarily starting.

  If the result in Step S114 is negative, that is, if the remaining amount of fuel in the fuel cell 34 exceeds the reference value, it is next determined whether or not the catalyst temperature obtained based on the signal from the catalyst temperature sensor is below the reference value ( In S116, if it is less than the reference value, the engine 12 is temporarily started (S124). This is to prevent a reduction in exhaust gas purification capacity due to a decrease in catalyst temperature.

  Regarding the temporary start of the engine 12 based on the catalyst temperature, the timing of automatic start of the engine 12 based on the catalyst temperature is changed by changing the reference value of the catalyst temperature according to the travel prediction based on the travel state. Is done. The travel prediction here relates to the timing of fluctuations in the operating state of the engine 12 based on other factors, and there are two types.

  The first is a prediction about the automatic start of the engine 12 when a high load is applied such as when climbing or accelerating. Specifically, for example, in view of the positional relationship between the destination and the current position and the current vehicle speed, the vehicle 10 is expected to enter an expressway or an automobile-only road after a few minutes and enter a high-speed and high-load driving state. If so, calculate how many minutes this is.

  The second is a prediction for the case where the engine 12 is stopped due to the stop of the operation of the vehicle 10 accompanying the end of use of the vehicle 10. Specifically, for example, when the vehicle 10 arrives at the destination several minutes later and the vehicle 10 is expected to be stopped in view of the positional relationship between the destination and the current position and the current vehicle speed, Calculate if there is.

  When the travel prediction is performed in this manner, the calculated time until the automatic start of the engine 12 or the end of the operation of the vehicle 10 is compared with a predetermined reference time. As shown in FIG. 7, instead of the normal reference value T1, a reference value T2 for starting delay, which is a lower value, is set as a reference value for temporarily starting the engine 12 based on the catalyst temperature. As a result, when the catalyst temperature changes as indicated by a solid line A in the figure, when the normal reference value T1 is used, the engine 12 is temporarily started based on the catalyst temperature at the time t1, whereas the start delay is When the reference value T2 is used, the temporary start of the engine 12 based on the catalyst temperature is performed at time t3, and the timing of the temporary start is delayed. In place of the configuration in which the timing of automatic start of the engine 12 is delayed by lowering the reference value in this way, a predetermined delay time is added at the time t1 in FIG. 7 without changing the reference value. The engine 12 may be temporarily started on the condition that the delay time has elapsed.

  Next, the continuous operation time of the electric oil pump 40 is compared with the allowable operation time (first reference value or second reference value) of the electric oil pump 40 previously set in steps S106 and S108 (S118). If the continuous operation time is within the allowable operation time, an affirmative determination is made and the operation by the rotating electrical machine 14 is continued. As a result, the supply of hydraulic pressure by the electric oil pump 40 is continued.

  If the engine 12 is to be temporarily started as a result of the determination in step S112, S114, S116, or S118, it is premised on whether the automatic transmission 18 is in a shifting operation and the torque converter 20 in step S120. It is determined whether or not the lockup mechanism is in the switching operation. If any of the lockup mechanisms is in operation, the engine 12 is not temporarily started and the running by the rotating electrical machine 14 is continued (S122). This is to avoid fluctuations in the supply hydraulic pressure during operation of these hydraulic mechanisms. For the same reason, the determination in step S120 uses, as a condition, that the operation is not being performed for another type of hydraulic mechanism in which it is desired that there is no fluctuation in the supply hydraulic pressure during operation. Can do.

  Note that the temporary start of the engine 12 in step S124 is executed with a different length depending on the reason. This is because the time required to temporarily start the engine 12 is to charge the secondary battery 32, to maintain the catalyst temperature, or to reduce the operation time of the electric oil pump 40. Because it depends on what.

  As described above, in this embodiment, since the electric oil pump 40 is operated for a predetermined allowable operation time, the continuous operation time of the electric oil pump 40 is limited, thereby suppressing deterioration of the electric oil pump 40. Thus, the service life can be extended and the enlargement can be avoided.

  In this embodiment, since the engine 12 is started on the condition that the continuous operation time of the electric oil pump 40 exceeds a predetermined allowable operation time, the mechanical oil pump 36 is turned on after the electric oil pump 40 is stopped. It is preferable that the engine can be started and the supply of hydraulic pressure can be continued.

  In this embodiment, since the allowable operation time of the electric oil pump 40 is set according to the traveling state, the electric oil pump 40 is continuously operated in a traveling state where switching of the pump is not desired. You can drive, which can improve drivability.

  Further, in this embodiment, since the allowable operation time is set according to the travel prediction, the start of the engine 12 can be delayed according to the travel prediction, thereby further improving the fuel consumption.

  In the present embodiment, the allowable operation time is set according to the travel prediction related to the automatic stop timing of the electric oil pump 40 performed based on other control (S106, S110). The time may be set based on another type of travel prediction.

  For example, the operation allowable time of the electric oil pump 40 may be set according to the travel prediction related to the continuous operation time of the engine 12 after restart. That is, when the continuous operation time after restarting the engine 12 is predicted to be long, the allowable operation time of the electric oil pump 40 may be set to a relatively long time.

  Moreover, it is good also as a structure which sets the operation | movement permissible time of the electric oil pump 40 according to the driving | running | working prediction which concerns on the continuous stop time of the electric oil pump 40. FIG. That is, when it is predicted that the continuous stop time of the electric oil pump 40 is long, the allowable operation time of the electric oil pump 40 may be set to a relatively long time.

  In any case, when the continuous stop time of the electric oil pump 40 is expected to be long, even if the continuous use time of the electric oil pump 40 before that is slightly longer, the effect on the life is small. Because.

  Further, in the present embodiment, regarding the temporary start of the engine 12 based on the catalyst temperature, the temporary start timing is changed based on the travel prediction (S116), but instead of such a configuration, or this In addition to such a configuration, the temporary start timing of the engine 12 based on the catalyst temperature may be changed according to the rate or rate of change of the catalyst temperature. That is, when the absolute value of the gradient of the catalyst temperature change in the past past is less than or equal to a predetermined value, it is determined that the rate of decrease is slow, that is, the ambient temperature is high, and the restart timing of the engine 12 is determined. This is a delayed configuration. This is based on the fact that the catalyst temperature can be quickly recovered when the ambient temperature is high. The determination may be made based on a detection signal of an outside air temperature sensor provided at an appropriate location of the vehicle 10.

  For example, in FIG. 7, a solid line A indicates a case where the rate of decrease in the catalyst temperature is large. In this case, T1 that is a normal reference value is used as a reference value for the temporary start of the engine 12 based on the catalyst temperature. On the other hand, when the rate of decrease in the catalyst temperature is small as indicated by the broken line B, it is considered that the ambient temperature is high and therefore the catalyst temperature can be recovered quickly. Therefore, the engine 12 is temporarily started based on the catalyst temperature. As a reference value, T2 which is a reference value for starting delay is used. As a result, the timing at which the engine 12 is temporarily started based on the catalyst temperature is delayed to t4 as compared to the timing t2 when the normal reference value T1 is used. In this way, the timing for temporarily starting the engine 12 can be delayed according to the ambient temperature, and fuel consumption can be reduced. Although an example in which two types of reference values for temporarily starting the engine 12 are used has been described here, three or more types of reference values may be used, and different reference values may be used as linear functions depending on the rate of decrease in catalyst temperature. It is good also as a structure calculated and used by.

  Next, a second embodiment will be described with reference to FIGS. In the second embodiment, in the vehicle 110 in which automatic stop / restart control (hereinafter referred to as “eco-run control”) in which the engine 112 is automatically stopped or automatically restarted according to the state of the vehicle is performed, the electric oil pump 140 The continuous operation time of the electric oil pump 140 is changed according to the cumulative operation time.

  In FIG. 8, an engine 112 is connected to a starter 111 capable of starting the engine 112, and an auxiliary rotating electrical machine 130 that can start the engine 112 and also operates as a generator is connected via a transmission mechanism 128. Connected. The transmission mechanism 128 may be an endless flexible member such as a belt or a chain or a gear train.

  The auxiliary rotating electrical machine 130 is a synchronous motor generator and is used in place of the starter 111 when restarting the engine 112 during execution of eco-run control described later, and regenerates power when braking the engine 112. To do. The auxiliary rotating electrical machine 130 operates as a motor while the engine 112 is stopped, and the power transmission mechanism 128 cuts off the power transmission to the engine 112, such as an air conditioner compressor (not shown), a water pump, a power steering pump, etc. Drive auxiliary machinery. The auxiliary rotating electrical machine 130 is connected to the secondary battery via a relay (not shown), and is operated by a control output from the control unit 152 described later to the relay.

  The engine 112 is an internal combustion engine that uses gasoline as fuel. The engine 112 includes a fuel injection device that directly injects fuel into the combustion chamber (not shown), and a throttle that opens and closes a throttle valve installed in the intake pipe of the engine 112. An actuator is provided, and the operation state is controlled by controlling the valve opening time of these fuel injection devices and the opening of the throttle valve. A mechanical oil pump 136 is directly connected to the power shaft of the engine 112 via a torque converter 120.

  The automatic transmission 118 includes a torque converter 120, a gear transmission unit 122, and a fluid pressure control unit 124 that operates the gear transmission unit 122. The automatic transmission 118 automatically selects a gear ratio according to the traveling state, and also selects a gear ratio according to an operating state of a shift lever (not shown) provided in the vehicle interior.

  In this embodiment, in addition to the mechanical oil pump 136 described above, an electric oil pump 140 is provided. The electric oil pump 140 is installed in the vicinity of the gear transmission 122. A drive motor (not shown) of the electric oil pump 140 is connected to the secondary battery via a relay (not shown), and is operated by a control output from the control unit 152 (described later) to the relay. Note that the capacity of the electric oil pump 140 is smaller than that of the mechanical oil pump 136 and is designed to be low pressure and low flow rate, thereby reducing power consumption and space saving.

  The electric oil pump 140 and the mechanical oil pump 136 are connected to a hydraulic control circuit that is provided inside the gear transmission unit 122 and controls the operation thereof. In this hydraulic control circuit, the hydraulic path 131 to the forward clutch C1 engaged during forward travel is as shown in FIG.

  In FIG. 9, in the hydraulic path 131, the electric oil pump 140 and the mechanical oil pump 136 are branched and connected to the primary regulator valve 135 via the switching check ball mechanism 141. , The check ball operates to close the other supply hole due to the pressure, thereby switching the supply source. The hydraulic pressure of the primary regulator valve 135 is regulated by an AT line pressure control solenoid 137. The output side of the primary regulator valve 135 is connected to the forward clutch C1 via a manual valve 164 that guides this line pressure to each operating part according to the operating position of the shift lever in the driver's seat, and an orifice 133. A pressure adjusting accumulator 143 is branched and connected through an orifice 142 in the hydraulic path. The accumulator 143 shown in FIG. 9 includes a piston 145 and a spring 147, and functions so that a predetermined hydraulic pressure determined by the spring 147 is maintained for a while when oil is supplied to the forward clutch C1. As a result, the engaged state of the forward clutch C1 is maintained.

  In FIG. 10, the control unit 152 is configured as a one-chip microprocessor centered on a CPU. Although not shown, the control unit 152 communicates with a ROM that stores a processing program, a RAM that temporarily stores data, a controller, and the like. A communication port (not shown) for performing the above and an input / output port.

  Various sensors are connected to the control unit 152. That is, on the input side of the control unit 152, an engine speed sensor and an engine water temperature sensor attached to the engine 112, an ignition switch in the vehicle interior, a remaining amount sensor for detecting the remaining amount of fuel in the fuel cell, and a secondary battery are provided. SOC sensors, headlights, defoggers, air conditioners, etc., vehicle speed sensors attached to drive wheels, AT oil temperature sensors provided in automatic transmissions, shift position sensors provided at the bases of shift levers, side Side brake position sensor provided on brake lever, brake pedal sensor provided on foot brake pedal, catalyst temperature sensor provided in exhaust pipe, throttle opening sensor provided on throttle valve actuator, provided on crankshaft Crank angle sensor installed in the turbine Rotational speed sensor which is connected and an outside air temperature sensor and vehicle temperature sensor, the detection values from these sensors are configured as input.

  Further, on the output side of the control unit 152, an ignition device, a fuel injection device, a controller for controlling the operation of the starter 111 and the auxiliary rotating electrical machine 130, an AT solenoid for controlling the hydraulic control circuit of the gear transmission unit 122, an AT line A pressure control solenoid 137, an ABS actuator, an automatic stop control execution indicator and an automatic stop control non-execution indicator provided in the passenger compartment, a relay of a motor for driving the electric oil pump 40, an electronic throttle valve, and the like are connected. The operation signal is output.

  In the vehicle of the second embodiment configured as described above, the eco-run control is performed by the control unit 152 according to the state of the vehicle. The conditions for the automatic stop of the engine 112 are “vehicle speed zero” (the vehicle is stopped) and “accelerator off” (the accelerator pedal is not depressed) when the shift lever is in the N position or the P position. When the vehicle is in the D position, it is “vehicle speed zero”, “accelerator off”, and “brake on” (the brake pedal is depressed). In addition to these, it is also preferable to add “idle switch off”, “SOC predetermined value or higher”, “outside air temperature predetermined value or higher”, “engine water temperature is higher than predetermined value” or the like as conditions for automatic stop.

  Whether or not the vehicle speed is zero is determined based on the detection value of the vehicle speed sensor, and the depression state of the accelerator pedal or the brake pedal is determined based on each position signal detected by the accelerator pedal position sensor or the brake pedal sensor. On the other hand, the automatic restart condition of the engine 112 is a state in which any of the automatic stop conditions is no longer satisfied.

  The automatic stop processing of the engine 112 is performed by stopping the fuel injection and stopping the power supply to the spark plug, and the engine 112 is restarted by restarting them and driving the auxiliary rotating electrical machine 130. Such eco-run control is activated, for example, when waiting for a signal at an intersection when traveling in an urban area, thereby improving fuel consumption and reducing emissions.

  An example of control at the time of stopping and starting performed in the vehicle 110 configured as described above will be described. FIG. 11 is a flowchart illustrating an example of a control routine executed by the control unit 152. This routine is repeatedly executed every predetermined time from when an ignition key (not shown) is turned on.

  First, based on various input signals, it is determined whether a stop request to the engine 112 by the above-described eco-run control is made by the control unit 152 (S202). If there is no stop request, the determination is repeated.

  When there is a stop request, a count value Y of a continuous operation time counter, which will be described later, is read, and it is determined whether this count value exceeds a predetermined reference value Tc (S204). Further, a count value of a cumulative operation time counter, which will be described later, is read, and it is determined whether the count value X exceeds a predetermined reference value Tz (S206). Here, both are negatively determined, and the process proceeds to step S208.

  Next, in response to the above stop request for the engine 112, a stop output to the engine 112 and an operation instruction output to the electric oil pump 140 are performed (S208). The stop output to the engine 112 is performed by cutting the fuel supply and stopping the ignition, and the operation instruction output to the electric oil pump 140 is performed by the operation of the relay of the driving motor of the electric oil pump 140. If the timing of outputting the signal to the latter is made early so that the electric oil pump 140 is started before the engine 112 is stopped, the hydraulic oil is continuously supplied by the electric oil pump 140 and the hydraulic pressure is secured. Therefore, it is preferable.

  Further, the continuous operation time counter is counted up (S210). The continuous operation time counter is a software counter set in the control unit 152 and is provided to detect the operation time for each operation of the electric oil pump 140.

  Further, the cumulative operation time counter is counted up (S212). This cumulative operating time counter is a software counter similarly set in the control unit 152, but in addition to the operating time of each time the electric oil pump 140, the cumulative operating time in which the past operating state and the resting state are sequentially reflected. Counting.

  This cumulative operating time is obtained by subtracting the elapsed time after the electric oil pump 140 is stopped from the operating time of the electric oil pump 140 at a constant speed, and then when the electric oil pump 140 starts operating. It is calculated by adding the elapsed time (operation time) thereafter to the remaining value at a constant speed. That is, the calculation of the cumulative operation time corresponds to adding a correction based on the past operation history to each continuous operation time. As a result, the cumulative operation time changes in accordance with the temperature of the drive motor that drives the electric oil pump 140 as shown in FIG.

  The processes in steps S204 to S212 are repeatedly executed until a start request is issued from the control unit 152 to the engine 112 (S214). Therefore, until the start request is made, the count values of the continuous operation time counter and the cumulative operation time counter gradually increase at a constant speed.

  As a result, when the count value Y of the continuous operation time counter exceeds the reference value Tc (S204) or the count value of the cumulative operation time counter exceeds the reference value Tz (S206), the process proceeds to step 216, and the engine A start output to 112 and a stop request output to the electric oil pump 140 are performed (S216). The starting output to the engine 112 is performed by resuming fuel injection, resuming power supply to the spark plug, and controlling the relay for driving the auxiliary rotating electrical machine 130. Further, the continuous operation time counter is cleared to 0 (S218).

  These reference values Tz and Tc are determined based on allowable temperatures in consideration of durability such as a brush of a driving motor of the electric oil pump 140 and a soldering portion of a driving circuit that supplies power to the driving motor. To do.

  Then, the cumulative operation time counter starts to be counted down (S220). This countdown is performed by sequentially subtracting the count value of the cumulative operation time counter at a constant speed, and is continued until the count value becomes 0 or the next count up (S212) is started.

  It should be noted that the start request (S214) to the engine 112 in a state where the count value Y of the continuous operation time counter does not exceed the reference value Tc (S204) and the count value of the cumulative operation time counter does not exceed the reference value Tz (S206). ) Is performed, the process proceeds to step S216 at that time.

  When the above processing is performed, the temperature of the drive motor of the electric oil pump 140, for example, the temperature of the brush changes as shown in FIG. First, when the engine 112 is stopped and the electric oil pump 140 is started at time t11, the temperature of the driving motor rises according to a predetermined saturation curve. When the electric oil pump 140 is stopped at time t12 with a stop request output to the electric oil pump 140 when a start instruction is output to the engine 112 when the accelerator pedal is turned on by the driver, for example, The temperature of starts to decrease.

  Further, at time t13, for example, when an operation instruction output to the electric oil pump 140 is performed in accordance with a stop request output to the engine 112 and the electric oil pump 140 is started again, the temperature of the driving motor is accordingly increased. Rises again. When the count value X (FIG. 12B) of the cumulative operation time counter reaches the reference value Tz (time t14), the engine 112 is started and the electric oil pump 140 is stopped accordingly (S216). Therefore, the temperature of the driving motor falls again without reaching the allowable temperature (that is, the allowable temperature in consideration of durability such as the brush of the driving motor and the soldered portion of the driving circuit that supplies power to the driving motor). It will be.

  As described above, in the second embodiment, the correction based on the past operation history is added to the continuous operation time of the electric oil pump 140 by calculating and using the accumulated operation time. Appropriate operation in consideration of 140 operation histories can be executed.

  Moreover, in 2nd Embodiment, the operation | movement log | history which makes the basis which determines the correction amount with respect to the continuous operation time of the electric oil pump 140 is progress from the last operation end time (time t12 in FIG.12 (c)) of an electric oil pump. Since the cumulative operation time counter is subtracted at a constant speed according to the elapsed time, the continuous operation time of the electric oil pump 140 is set according to the elapsed time from the previous operation end time. The operation can be corrected and an appropriate operation can be executed in consideration of the temperature drop after the end of the previous operation.

  In the second embodiment, information on the previous operating state of the electric oil pump 140 (particularly, the temperature of the driving motor at the end of the previous operation) is acquired based on the operating time, and the correction amount for the continuous operating time is set to the previous time. Since the correction is made according to the operation time, and the temperature change of the driving motor is approximately detected, an appropriate operation can be executed in consideration of the temperature rise of the electric oil pump 140 during the previous operation. .

  In addition to the configuration in which the count values of the continuous operation time counter and the cumulative operation time counter are used as they are in the second embodiment, the temperature of the driving motor is adjusted by performing a correction operation using a predetermined function on the count values. A configuration that approximates more accurately can be employed. In addition, an oil temperature sensor provided in the fluid pressure control unit 124, an engine water temperature gauge, an engine oil temperature sensor provided in the engine, an outside air temperature sensor installed at an appropriate location of the vehicle body, and an engine room temperature sensor provided in the engine room In order to reflect the detected value in the estimation of the temperature of the driving motor, a correction calculation may be performed on the count value of each counter using a predetermined function based on the detected value. It is good also as a structure which performs correction | amendment calculation on a count value with the map thru | or table which were created beforehand.

  In addition to the configuration in which the recent operation history such as the current time and the previous time is considered as in the second embodiment, the operation time up to the present in the life of the drive motor of the electric oil pump 140 may be considered. That is, for example, at an initial predetermined period in which the driving motor needs to be run-in, or at the end of the useful life of the driving motor that may be lowered due to its aging, the electric oil pump in one operation A configuration that lowers the reference value that is the upper limit of the 140 continuous operation time can be adopted, and such a configuration also belongs to the category of the present invention.

  In the second embodiment, the continuous operation time is corrected based on the accumulated operation time. However, the same effect can be obtained even if the operation allowable time is changed using the accumulated operation time. For example, the higher the count value of the cumulative operation time counter, the lower the reference value Tc of the continuous operation time counter may be set.

  In each of the above embodiments, the mechanical oil pumps 36 and 136 that are driven by the mechanical output of the engines 12 and 112 or the rotating electrical machine 14 that are driving sources are used. However, the mechanical oil pumps 36 and 136 are used. Instead of this, for example, an electric oil pump driven by the power of the fuel cell may be used as the first pump, and this and the electric oil pump 140 may be switched appropriately.

  In each of the above embodiments, the electric oil pumps 40 and 140 that are operated by the power of the driving motor are employed. However, the second pump in the present invention is not limited to the power of the motor, and may be operated by electric power. Other configurations may be used. An oil pump driven by the output shaft of the auxiliary rotating electrical machine 130 may be used.

  Further, in each of the above-described embodiments, the supply of hydraulic pressure to the automatic transmissions 18 and 118 and the torque converters 20 and 120, which are hydraulic mechanisms of the power transmission system, is performed on the vehicles 10 and 110 configured to execute switching between two pumps. Although an example in which the invention is applied has been described, the present invention relates to a hydraulic mechanism other than the power transmission system, such as an anti-lock brake system (ABS), a vehicle stability control system (VSC), a power steering system, etc. It is also possible to apply to the vehicle of the structure which performs supply of the hydraulic pressure with respect to these using switching of two pumps.

  In each of the above embodiments, only the hybrid vehicle (first embodiment) that switches the power of the engine 12 and the rotating electrical machine 14 and the engine 112 are mounted, and the engine 112 is automatically stopped and automatically started. Although the present invention is applied to a vehicle (second embodiment), the present invention can be applied not only to such a vehicle but also to a vehicle that runs only by a rotating electrical machine. Such a configuration also belongs to the category of the present invention.

1 is a block diagram illustrating a schematic configuration of a vehicle according to a first embodiment. It is a block diagram which shows the hydraulic circuit of the discharge side of a mechanical oil pump and an electric oil pump. It is a block diagram which shows the kind of input / output signal of a control part. It is a graph which shows the use area | region of an engine and a rotary electric machine. It is a flowchart which shows the control in 1st Embodiment. It is a graph which shows the example of a setting of operation | movement allowance time. It is a time chart which shows the example of a setting of the reference value which concerns on the engine temporary start control based on a catalyst temperature. It is a block diagram which shows schematic structure of the vehicle which concerns on 2nd Embodiment. It is a block diagram which shows a part of hydraulic control circuit. It is a block diagram which shows the kind of input / output signal of a control part. It is a flowchart which shows the control in 2nd Embodiment. (A) is the graph which shows the temperature of the motor for the drive of the electric oil pump at the time of operation | movement of 2nd Embodiment, (b) is the count value of a cumulative operation time counter, (c) is a graph which shows the count value of a continuous operation time counter. .

Explanation of symbols

  10,110 Vehicle, 12,112 Engine, 14 Rotating electric machine, 18,118 Automatic transmission, 36,136 Mechanical oil pump, 40,140 Electric oil pump, 52,152 Control unit.

Claims (7)

A vehicle drive source, drive source control means for starting and stopping the drive source under predetermined conditions, a hydraulic mechanism provided in the vehicle and driven by hydraulic pressure, driven by an output from the drive source, A first pump for supplying operating hydraulic pressure; a second pump driven by electric energy to supply operating hydraulic pressure to the hydraulic mechanism; and pump control means for operating the second pump while the first pump is stopped. In the provided electric oil pump control device,
It further comprises prediction means for outputting a travel prediction according to the state of the vehicle,
The pump control means operates the second pump on the condition that the continuous operation time of the second pump does not exceed the allowable operation time determined from the durability of the second pump,
The electric oil pump control device characterized in that the operation allowable time is set according to the travel prediction. A vehicle drive source, a drive source control means for starting and stopping the drive source under predetermined conditions, a hydraulic mechanism provided in the vehicle and driven by hydraulic pressure, driven by an output from the drive source, A first pump for supplying operating hydraulic pressure; a second pump driven by electric energy to supply operating hydraulic pressure to the hydraulic mechanism; and pump control means for operating the second pump while the first pump is stopped. In the provided electric oil pump control device,
Correction processing means for changing at least one of the continuous operation time of the second pump or the allowable operation time determined from the durability of the second pump based on the operation history of the second pump;
The electric oil pump control device, wherein the operation history is an elapsed time from the previous operation of the second pump. The electric oil pump control device according to claim 1 or 2,
The electric oil pump control device, wherein the first pump is driven by a mechanical output of the drive source. The electric oil pump control device according to claim 1 or 2,
The drive source control means starts the drive source on condition that the continuous operation time of the second pump exceeds the allowable operation time. The electric oil pump control device according to claim 1 or 2,
The electric oil pump control device, wherein the allowable operation time is set according to a physical quantity indicating a state of the vehicle. The electric oil pump control device according to claim 1 or 2,
The electric oil pump control device, wherein the drive source is an internal combustion engine. The electric oil pump control device according to claim 1 or 2,
The electric oil pump control device, wherein the drive source is an internal combustion engine or a rotating electric machine.

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