Control device of vehicle, control method of vehicle, and program

Abstract

The present application provides a kind of control device and control method of vehicle capable of reducing the influence of air suction of electric oil pump on transmission. The control device of vehicle with belt-type continuously variable transmission having mechanical oil pump driven by engine driving driving wheel and electric oil pump driven by electric motor, in the case where the speed of engine becomes below a specified speed due to deceleration of vehicle, the drive of electric motor is controlled to supply oil pressure from electric oil pump to belt-type continuously variable transmission, in the case where the deceleration of vehicle exceeds a specified deceleration, the drive of electric motor is limited to not supply oil pressure from electric oil pump to belt-type continuously variable transmission.

Description

Technical Field

[0001] This invention relates to a vehicle control device, a vehicle control method, and a program. Background Technology

[0002] Patent document 1 discloses the following: A pump drive control unit controls the drive of an electric oil pump so that as the deceleration request detected by the deceleration request detection unit increases, the drive of the electric oil pump starts at a higher vehicle speed detected by the vehicle speed detection unit.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2012-154392

[0006] The problem that the invention aims to solve

[0007] However, in the invention described in Patent Document 1, when the vehicle decelerates rapidly, the electric oil pump will draw in air. Therefore, when the driver requests to start after the vehicle has stopped, or when the driver requests to accelerate during deceleration, the acceleration time of the vehicle is delayed, causing discomfort to the driver. Summary of the Invention

[0008] The present invention was made in view of the following problem, and its object is to provide a vehicle control device, vehicle control method and program that can reduce the impact of air intake from the electric oil pump on the transmission.

[0009] According to one aspect of the present invention, a control device for a vehicle is provided, the vehicle having a transmission having: a first oil pump driven by a first drive source driving drive wheels, and a second oil pump driven by a second drive source, wherein when the rotational speed of the first drive source becomes below a predetermined speed due to the deceleration of the vehicle, the drive of the second drive source is controlled to supply oil pressure from the second oil pump to the transmission, and when the deceleration of the vehicle exceeds a predetermined deceleration, the drive of the second drive source is restricted to prevent the supply of oil pressure from the second oil pump to the transmission.

[0010] According to another aspect of the present invention, a vehicle control method is provided. The vehicle includes a transmission having: a first oil pump driven by a first drive source driving drive wheels and a second oil pump driven by a second drive source. The vehicle control method includes the following steps: when the rotational speed of the first drive source becomes below a predetermined speed due to deceleration of the vehicle, controlling the drive of the second drive source to supply oil pressure from the second oil pump to the transmission; and when the deceleration of the vehicle exceeds a predetermined deceleration, limiting the drive of the second drive source to prevent the supply of oil pressure from the second oil pump to the transmission.

[0011] According to another aspect of the invention, a program is provided that controls a computer-executable program for a vehicle equipped with a transmission, the transmission having: a first oil pump driven by a first drive source driving drive wheels, and a second oil pump driven by a second drive source, wherein the program causes the computer to perform the following steps: when the rotational speed of the first drive source becomes below a predetermined speed due to deceleration of the vehicle, controlling the drive of the second drive source to supply oil pressure from the second oil pump to the transmission; and when the deceleration of the vehicle exceeds a predetermined deceleration, limiting the drive of the second drive source to prevent the supply of oil pressure from the second oil pump to the transmission.

[0012] Invention Effects

[0013] These methods can reduce the impact of air intake from the electric oil pump on the transmission. Attached Figure Description

[0014] Figure 1 It is a schematic diagram of the vehicle's structure.

[0015] Figure 2 It is a block diagram representing the controller and the main structures connected to the controller.

[0016] Figure 3 This is a diagram showing the operating and non-operating regions of the electric oil pump, represented by a table consisting of oil temperature and deceleration.

[0017] Figure 4 This is a flowchart indicating whether the electric oil pump needs to be activated. Detailed Implementation

[0018] Hereinafter, embodiments of the present invention (hereinafter referred to as "this embodiment") will be described with reference to the accompanying drawings.

[0019] (Transmission structure)

[0020] First, refer to Figure 1 The transmission TM of this embodiment will be described.

[0021] Figure 1 It is a schematic diagram of the vehicle's structure.

[0022] like Figure 1 As shown, the vehicle includes: an engine ENG as the primary drive source, a torque converter TC, a forward / reverse switching mechanism SWM, and a transmission mechanism VA. In the vehicle, the transmission TM is a belt-driven continuously variable transmission (CVT) with the torque converter TC, the forward / reverse switching mechanism SWM, and the transmission mechanism VA.

[0023] The engine (ENG) constitutes the drive source of the vehicle. The power from the engine (ENG) is transmitted to the drive wheels (DW) via the torque converter (TC), the forward / reverse switching mechanism (SWM), and the transmission mechanism (VA). In other words, the torque converter (TC), the forward / reverse switching mechanism (SWM), and the transmission mechanism (VA) are arranged in the power transmission path connecting the engine (ENG) and the drive wheels (DW).

[0024] The torque converter TC transmits power via fluid. For the torque converter TC, the power transmission efficiency is improved by engaging the lock-up clutch LU.

[0025] The forward / reverse switching mechanism (SWM) is located on the power transmission path connecting the engine (ENG) and the transmission mechanism (VA). The SWM switches between forward and reverse modes by changing the direction of rotation of the input gear. The SWM includes a forward clutch (FWD / C) that engages when forward gear is selected, and a reverse brake (REV / B) that engages when reverse gear is selected. When the forward clutch (FWD / C) and the reverse brake (REV / B) are released, the transmission (TM) is in neutral, i.e., power is cut off.

[0026] The transmission mechanism VA constitutes a belt-type continuously variable transmission mechanism having a primary pulley PRI, a secondary pulley SEC, and a belt BLT wound around the primary pulley PRI and the secondary pulley SEC. The primary pulley pressure Ppri, which serves as the oil pressure for the primary pulley PRI, is supplied to the primary pulley PRI from the hydraulic control circuit 1 described later, and the secondary pulley pressure Psec, which serves as the oil pressure for the secondary pulley SEC, is supplied to the secondary pulley SEC.

[0027] The transmission TM is also configured to have: a mechanical oil pump MP as a first oil pump, an electric oil pump EP as a second oil pump, and an electric motor M as a second drive source.

[0028] The mechanical oil pump MP supplies oil to the oil pressure control circuit 1. A check valve 25 is installed in the flow path connecting the mechanical oil pump MP and the oil pressure control circuit 1. The mechanical oil pump MP is driven by the engine ENG.

[0029] The electric oil pump EP, together with or independently of the mechanical oil pump MP, pumps (supplyes) oil to the hydraulic control circuit 1. A check valve 26 is provided in the flow path connecting the electric oil pump EP and the hydraulic control circuit 1. The electric oil pump EP is configured to assist the mechanical oil pump MP. That is, the electric oil pump EP temporarily supplies oil to the transmission TM based on a drive request to replenish insufficient oil in case the oil supply from the mechanical oil pump MP to the transmission TM stops or is insufficient. The electric motor M drives the electric oil pump EP. The electric oil pump EP can also be understood as being configured with an electric motor M.

[0030] The transmission TM is also configured to have a hydraulic control circuit 1 and a controller 2 as a vehicle control device. The hydraulic control circuit 1 consists of multiple flow paths and multiple hydraulic control valves, which regulate the pressure of the oil supplied from the mechanical oil pump MP and the electric oil pump EP, and supply it to various parts of the transmission TM.

[0031] In addition, the vehicle also includes various sensors 27. The various sensors 27 include: an acceleration sensor 271, which is an acceleration detection unit for detecting the acceleration or deceleration of the vehicle; an engine speed sensor 272, which is an engine speed detection unit for detecting engine speed; and an oil temperature sensor 273, which is an oil temperature detection unit for detecting oil temperature.

[0032] Controller 2 is a controller for controlling the transmission TM, controlling the motor M that drives the hydraulic control circuit 1 and the electric oil pump EP based on signals output from various sensors 27, etc. In this embodiment, controller 2 is composed of a CPU that functions as a computer, but it is not limited to this; for example, it may be composed of multiple microcomputers. Further details regarding controller 2 will be described later.

[0033] Hydraulic control circuit 1 performs hydraulic control of the lock-up clutch LU, forward clutch FWD / C, reverse brake REV / B, primary pulley PRI, secondary pulley SEC, etc., based on instructions from controller 2.

[0034] (Controller Structure)

[0035] Next, refer to Figure 2 The controller 2 will be described.

[0036] Figure 2 This is a block diagram showing the main structures connected to controller 2.

[0037] like Figure 2 As shown, the controller 2 includes: an input interface 29, an output interface 30, a storage unit 31, a hydraulic control circuit control unit 32 (hereinafter referred to as the circuit control unit 32), and a motor control unit 33 (hereinafter referred to as the motor control unit 33), which are electrically connected to each other.

[0038] The input interface 29 receives output signals from various sensors 27 that detect various parameters.

[0039] The loop control command generated by the loop control unit 32 and the motor control command generated by the motor control unit 33 are output to the hydraulic control loop 1 and the motor M respectively via the output interface 30.

[0040] The storage unit 31 is a memory used to temporarily store various parameters contained in the output signals from various sensors 27. Additionally, the storage unit 31 stores processing programs and algorithm programs executed in the loop control unit 32 and the motor control unit 33. In this embodiment, the storage unit 31 is built into the controller 2, but it is not limited thereto; for example, it can be installed separately from the controller 2.

[0041] In addition, the storage unit 31 stores a specified rotational speed for determining whether the electric oil pump EP needs to operate, and a specified functional equation f(T) for calculating the first deceleration D1, the first oil temperature T1, the second oil temperature T2 (as a specified oil temperature), and the second deceleration D2 (as a specified deceleration). The specified functional equation f(T) for calculating the first deceleration D1, the first oil temperature T1, the second oil temperature T2, and the second deceleration D2 will be described later.

[0042] The loop control unit 32 generates loop control commands based on the output signals from various sensors 27, and outputs the generated loop control commands to the hydraulic control loop 1 via the output interface 30.

[0043] The motor control unit 33 generates motor control commands based on the output signals from various sensors 27, and outputs the generated motor control commands to the motor M via the output interface 30.

[0044] Furthermore, the motor control unit 33 includes: a second deceleration determination module 331 as a second deceleration determination unit, a determination module 332 as a determination unit, and an instruction generation module 333 as an instruction generation unit. The second deceleration determination module 331, the determination module 332, and the instruction generation module 333 will be described in detail in the section on whether the electric oil pump EP operation determination process is required.

[0045] (Explanation of the operating and non-operating areas of the electric oil pump)

[0046] Next, refer to Figure 3 The operating and non-operating regions of the electric oil pump EP are explained.

[0047] Figure 3 This is a diagram showing the operating and non-operating regions of the electric oil pump EP, represented by a table consisting of oil temperature T and deceleration D. Figure 3 In this model, the vehicle's oil temperature T and deceleration D are used as the horizontal and vertical axes, respectively. Figure 3 The × in the figure indicates that air was inhaled through the experiment.

[0048] like Figure 3 As shown, when the vehicle's deceleration (specifically, the maximum deceleration) D is lower than the first deceleration D1, the electric oil pump EP does not draw in air, but it can still ensure the required amount of oil supplied from the mechanical oil pump MP. Therefore, the region where the vehicle's deceleration D is lower than the first deceleration D1 is considered the non-operating region of the electric oil pump EP. Furthermore, the first deceleration D1 is a constant value that does not change with the vehicle's oil temperature T. In this embodiment, the first deceleration D1 is a constant value, but it can also be changed.

[0049] Even when the vehicle's oil temperature T is lower than the first oil temperature T1, the required amount of oil supplied by the mechanical oil pump MP can still be ensured. Therefore, the region where the vehicle's oil temperature T is lower than the first oil temperature T1 is designated as the non-operation region of the electric oil pump EP. Furthermore, the first oil temperature T1 is a constant value that does not change with the deceleration D. In this embodiment, the first oil temperature T1 is a constant value, but it can also be changed.

[0050] When the vehicle deceleration is greater than or equal to a first deceleration D1 and the vehicle oil temperature T is greater than or equal to a second oil temperature T2, which is higher than the first oil temperature T1, the electric oil pump EP will not draw in air, even if the vehicle deceleration D is relatively large. Therefore, the region where the vehicle deceleration is greater than or equal to the first deceleration D1 and the vehicle oil temperature T is greater than or equal to the second oil temperature T2 is defined as the operating region of the electric oil pump EP. Furthermore, the second oil temperature T2 is a constant value that does not change with the deceleration D. In this embodiment, the second oil temperature T2 is a constant value, but it can be changed.

[0051] When the vehicle's oil temperature T is between the first oil temperature T1 and the second oil temperature T2, and the vehicle's deceleration D exceeds the second deceleration D2, which is a predetermined deceleration greater than the first deceleration D1, the electric oil pump EP draws in air. Therefore, the region where the vehicle's oil temperature T is between the first oil temperature T1 and the second oil temperature T2, and the vehicle's deceleration exceeds the second deceleration D2, is defined as the non-operation region of the electric oil pump EP.

[0052] Furthermore, the second deceleration D2 is a variable value that varies with the vehicle's oil temperature T. Therefore, compared to the case where the second deceleration D2 is a constant value that does not change with the vehicle's oil temperature T, the operating range of the electric oil pump EP can be increased.

[0053] Specifically, such as Figure 3As shown, because the higher the vehicle's oil temperature T, the more difficult it is for the electric oil pump EP to draw in air, even if the vehicle's deceleration D is large, the higher the second deceleration D2 is determined. Therefore, when the vehicle's oil temperature T is high, it is easier to drive the electric oil pump EP, and even when the vehicle speed decreases, the decrease in oil volume can be suppressed, thus enabling smooth vehicle gear shifting. As a result, the reduction ratio required for starting can be obtained when the vehicle is stationary, thus achieving acceleration during vehicle start-up. More specifically, the second deceleration D2 is calculated (determined) based on the vehicle's oil temperature T and a pre-defined functional equation f(T). In this embodiment, the second deceleration D2 varies in a manner that increases as the vehicle's oil temperature T increases.

[0054] On the other hand, when the vehicle's oil temperature T is between the first oil temperature T1 and the second oil temperature T2, and the vehicle's deceleration D is between the first deceleration D1 and the second deceleration D2, the electric oil pump EP does not draw in air. Therefore, the region where the vehicle's oil temperature T is between the first oil temperature T1 and the second oil temperature T2, and the vehicle's deceleration D is between the first deceleration D1 and the second deceleration D2, is defined as the operating region of the electric oil pump EP.

[0055] (Whether the electric oil pump needs to be activated)

[0056] Next, refer to Figure 4 The procedure for determining whether the electric hydraulic pump (EP) needs to be activated is explained.

[0057] Figure 4 This is a flowchart indicating whether the electric oil pump (EP) needs to be activated.

[0058] like Figure 4 As shown, firstly, in step S101, the determination module 332 of the motor controller 33 determines whether the vehicle is decelerating based on the signal output from the acceleration sensor 271. If the vehicle is decelerating (yes), the process proceeds to step S102. On the other hand, if the vehicle is not decelerating (no), step S101 is repeated.

[0059] Next, in step S102, the determination module 332 determines whether the deceleration D of the vehicle detected by the acceleration sensor 271 is greater than or equal to the first deceleration D1. If the deceleration D of the vehicle is greater than or equal to the first deceleration D1 (yes), the process proceeds to step S103. On the other hand, if the deceleration D of the vehicle is less than or equal to the first deceleration D1 (no), the process proceeds to step S111.

[0060] Next, in step S103, the engine speed sensor 272 detects the engine speed of the ENG and outputs the detected engine speed of the ENG to the electric motor control unit 33 via the input interface 29, and proceeds to step S104.

[0061] Next, in step S104, the determination module 332 determines whether the engine speed detected by the engine speed sensor 272 is below a specified speed. If the engine speed is below the specified speed (yes), proceed to step S105. On the other hand, if the engine speed exceeds the specified speed (no), return to step S103.

[0062] Next, in step S105, the oil temperature sensor 273 detects the vehicle's oil temperature T and outputs the detected oil temperature T to the motor control unit 33 via the input interface 29, proceeding to step S106.

[0063] Next, in step S106, the determination module 332 determines whether the oil temperature T of the vehicle detected by the oil temperature sensor 273 is above the first oil temperature T1. If the oil temperature T of the vehicle is above the first oil temperature T1 (yes), the process proceeds to step S107. On the other hand, if the oil temperature T of the vehicle is below the first oil temperature T1 (no), the process proceeds to step S111.

[0064] Next, in step S107, the determination module 332 determines whether the oil temperature T of the vehicle detected by the oil temperature sensor 273 is between the first oil temperature T1 and the second oil temperature T2. If the oil temperature T of the vehicle is between the first oil temperature T1 and the second oil temperature T2 (yes), the process proceeds to step S108. On the other hand, if the oil temperature T of the vehicle exceeds the second oil temperature T2 (no), the process proceeds to step S110.

[0065] Next, in step S108, the second deceleration determination module 331 calculates the second deceleration D2 based on the vehicle's oil temperature T detected by the oil temperature sensor 273, and proceeds to step S109. Specifically, in step S108, the second deceleration determination module 331 calculates the second deceleration D2 based on the vehicle's oil temperature T and a predetermined function equation f(T) pre-stored in the storage unit 31. Then, the second deceleration determination module 331 outputs the calculated second deceleration D2 to the determination module 332.

[0066] Next, in step S109, the determination module 332 of the motor control unit 33 determines whether the vehicle deceleration D is less than or equal to the second deceleration D2. If the vehicle deceleration D is less than or equal to the second deceleration D2 (yes), the process proceeds to step S110. On the other hand, if the vehicle deceleration D exceeds the second deceleration D2 (no), the process proceeds to step S111.

[0067] Next, in step S110, the motor control unit 33 drives the motor M to supply oil pressure from the electric oil pump EP to the transmission TM. Specifically, in step S110, the command generation module 333 of the motor control unit 33 generates an oil supply command based on the negative determination in step S107 or the positive determination in step S109. Then, the command generation module 333 outputs the generated oil supply command to the motor M via the output interface 30. Then, the motor M is driven based on the oil supply command output from the command generation module 333, and by activating the electric oil pump EP, oil pressure is supplied from the electric oil pump EP to the transmission TM. Then, this process ends.

[0068] If step S107 is negative, that is, when the vehicle deceleration D is greater than or equal to the first deceleration D1 and the vehicle oil temperature T exceeds the second oil temperature T2, even if the electric motor control unit 33 drives the electric motor M to supply oil pressure from the electric oil pump EP to the transmission TM, the electric oil pump EP will not draw in air. Therefore, there is no effect on the transmission TM due to air intake from the electric oil pump EP. Therefore, even if the vehicle deceleration D is large, the drive of the electric oil pump EP is not restricted. Therefore, even when the vehicle speed decreases due to a large deceleration D, the decrease in oil volume can be suppressed, and the vehicle can smoothly shift gears. As a result, the reduction ratio required for starting can be obtained when the vehicle is stationary, and thus acceleration can be obtained when starting the vehicle.

[0069] If the condition is "yes" in step S109, that is, when the vehicle's oil temperature T is between the first oil temperature T1 and the second oil temperature T2, and the vehicle's deceleration D is between the first deceleration D1 and the second deceleration D2, even if the electric motor control unit 33 controls the electric motor M to supply oil pressure from the electric oil pump EP to the transmission TM, the electric oil pump EP will not draw in air. Therefore, there is no effect on the transmission TM due to air intake from the electric oil pump EP.

[0070] On the other hand, in step S111, the motor control unit 33 restricts the drive of the motor M to prevent the supply of oil pressure from the electric oil pump EP to the transmission TM. Specifically, in step S111, the command generation module 333 generates a no-supply command based on the negative determination of step S104, step S106, or step S109. Then, the command generation module 333 outputs the generated no-supply command to the motor M via the output interface 30. Then, the drive of the motor M is restricted based on the no-supply command output from the command generation module 333, preventing the electric oil pump EP from operating and thus preventing the supply of oil pressure from the electric oil pump EP to the transmission TM. In this case, the engine ENG is controlled to increase its speed. Then, this process ends.

[0071] If the condition in step S104 is negative, that is, when the deceleration D of the vehicle is lower than the first deceleration D1, the drive of the electric motor M is restricted so that oil pressure is not supplied from the electric oil pump EP to the transmission TM. Therefore, it is possible to suppress the situation where the frequency of use of the electric oil pump EP becomes too high and the durability of the electric oil pump EP decreases.

[0072] If step S106 is not true, that is, if the vehicle's oil temperature T is lower than the first oil temperature T1, the drive of the electric motor M is restricted so that oil pressure is not supplied from the electric oil pump EP to the transmission TM. Therefore, it is possible to prevent the electric oil pump EP from being used too frequently, which would reduce its durability.

[0073] If step S109 is negative, that is, when the vehicle's oil temperature T is between the first oil temperature T1 and the second oil temperature T2, and the vehicle's deceleration D exceeds the second deceleration D2, if the electric motor M is driven to activate the electric oil pump EP, the electric oil pump EP will draw in air. Therefore, the drive of the electric motor M is limited to prevent the supply of oil pressure from the electric oil pump EP to the transmission TM. This reduces the impact of air intake from the electric oil pump EP on the transmission TM. Furthermore, for subsequent acceleration requests, a higher driving force can be transmitted than when the electric oil pump EP is activated, thus reducing driver discomfort.

[0074] (Effects)

[0075] Next, the main effects of this embodiment will be explained.

[0076] (1) The vehicle controller 2 (control device) of this embodiment is a vehicle controller 2 (control device) equipped with a transmission TM, which has: a mechanical oil pump MP (first oil pump) driven by an engine ENG (first drive source) that drives the drive wheel DW; and an electric oil pump EP (second oil pump) driven by an electric motor M (second drive source). When the speed of the engine ENG (first drive source) becomes below a predetermined speed due to the deceleration of the vehicle, the drive of the electric motor M (second drive source) is controlled to supply oil pressure from the electric oil pump EP (second oil pump) to the transmission TM. When the deceleration D of the vehicle exceeds the second deceleration D2 (predetermined deceleration), the drive of the electric motor M (second drive source) is restricted so as not to supply oil pressure from the electric oil pump EP (second oil pump) to the transmission TM.

[0077] (5) The vehicle control method of this embodiment is a vehicle control method having a transmission TM, the transmission TM having: a mechanical oil pump MP (first oil pump) driven by an engine ENG (first drive source) that drives the drive wheels DW; and an electric oil pump EP driven by an electric motor M (second drive source), wherein the vehicle control method includes the following steps: when the speed of the engine ENG (first drive source) becomes below a predetermined speed due to the deceleration of the vehicle, controlling the drive of the electric motor M (second drive source) to supply oil pressure from the electric oil pump EP (second oil pump) to the transmission TM; and when the deceleration D of the vehicle exceeds a second deceleration D2 (predetermined deceleration), restricting the drive of the electric motor M (second drive source) to prevent the supply of oil pressure from the electric oil pump EP (second oil pump) to the transmission TM.

[0078] (6) The program of this embodiment is a computer-executable program that controls a vehicle equipped with a transmission TM, the transmission TM having: a mechanical oil pump MP (first oil pump) driven by an engine ENG (first drive source) that drives the drive wheels DW; and an electric oil pump EP (first drive source) driven by an electric motor M (second drive source), wherein the program causes the computer to perform the following steps: when the speed of the engine ENG (first drive source) becomes below a predetermined speed due to the deceleration of the vehicle, the program controls the drive of the electric motor M (second drive source) to supply oil pressure from the electric oil pump EP (second oil pump) to the transmission TM; and when the deceleration D of the vehicle exceeds a second deceleration D2 (predetermined deceleration), the program restricts the drive of the electric motor M (second drive source) to prevent the supply of oil pressure from the electric oil pump EP (second oil pump) to the transmission TM.

[0079] Based on these structures, when the vehicle's deceleration D exceeds the second deceleration D2, if the drive motor M activates the electric oil pump EP, the electric oil pump EP will draw in air. Therefore, the drive of the motor M is limited to prevent oil pressure from being supplied from the electric oil pump EP to the transmission TM. This reduces the impact of air intake from the electric oil pump EP on the transmission TM. Furthermore, for subsequent acceleration requests, a higher driving force can be transmitted than when the electric oil pump EP is activated, thus reducing driver discomfort.

[0080] (2) The second deceleration D2 (specified deceleration) varies according to the oil temperature T.

[0081] According to this structure, compared with the case where the second deceleration D2 is a constant value that does not change with the oil temperature T of the vehicle, the operating range of the electric oil pump EP can be increased.

[0082] (3) The higher the oil temperature T, the greater the second deceleration D2 (specified deceleration) becomes.

[0083] According to this structure, even if the vehicle's oil temperature T is higher and the vehicle's deceleration D is greater, the electric oil pump EP will have difficulty drawing in air. Therefore, the second deceleration D2 is determined to increase with higher oil temperature T. Thus, when the vehicle's oil temperature T is high, the electric oil pump EP is easier to drive, and even when the vehicle speed decreases, the decrease in oil volume can be suppressed, thereby enabling smooth gear shifting. As a result, the reduction ratio required for starting can be obtained when the vehicle is stationary, thus achieving acceleration during vehicle start-up.

[0084] (4) When the oil temperature T is above the second oil temperature T2 (specified oil temperature), the controller 2 (control device) controls the drive of the electric motor M (second drive source) to supply oil pressure from the electric oil pump EP (second oil pump) to the transmission TM.

[0085] According to this structure, even when the vehicle's oil temperature T exceeds the second oil temperature T2, the electric motor control unit 33 drives the electric motor M to supply oil pressure from the electric oil pump EP to the transmission TM, but the electric oil pump EP does not draw in air. Therefore, there is no impact on the transmission TM due to air intake from the electric oil pump EP. Thus, even when the vehicle's deceleration D is large, the drive of the electric oil pump EP is not restricted. Therefore, even when the vehicle speed decreases due to a large deceleration D, the decrease in oil volume can be suppressed, allowing for smooth gear shifting. As a result, the reduction ratio required for starting can be obtained when the vehicle is stationary, thus enabling acceleration during vehicle start-up.

[0086] (Modified Example)

[0087] In the above embodiments, the first oil pump and the second oil pump are respectively composed of a mechanical oil pump MP and an electric oil pump EP, but are not limited to this. For example, they can also be composed of two electric oil pumps EP.

[0088] The embodiments of the present invention have been described above. However, the above embodiments are merely some examples of the application of the present invention and do not limit the technical scope of the present invention to the specific structures of the above embodiments.

[0089] Symbol Explanation 2: Controller (Control Device)

[0090] D: Deceleration

[0091] D2: Second deceleration (specified deceleration) M: Electric motor (second drive source) T: Oil temperature

[0092] T2: Second oil temperature (specified oil temperature) MP: Mechanical oil pump (first oil pump) EP: Electric oil pump (second oil pump) TM: Transmission (belt-type continuously variable transmission) ENG: Engine (first drive source)

Claims

1. A control device for a vehicle, the vehicle comprising a transmission, the transmission including: a first oil pump driven by a first drive source driving drive wheels, and a second oil pump driven by a second drive source, wherein, The second drive source is capable of driving the second oil pump while the vehicle is in motion. When the rotational speed of the first drive source falls below a predetermined speed due to the deceleration of the vehicle, the drive of the second drive source is controlled to supply oil pressure from the second oil pump to the transmission. During vehicle deceleration, if the vehicle's deceleration is insufficient for a first deceleration, or if the vehicle's deceleration exceeds a second deceleration greater than the first deceleration, the driving of the second drive source that drives the second oil pump is restricted.

2. The vehicle control device as claimed in claim 1, wherein, The second deceleration varies depending on the oil temperature.

3. The vehicle control device as described in claim 2, wherein, The higher the oil temperature, the greater the second deceleration becomes.

4. The vehicle control device as described in claim 3, wherein, When the oil temperature is above a specified oil temperature, the drive of the second drive source is controlled to supply oil pressure from the second oil pump to the transmission.

5. A method for controlling a vehicle, the vehicle comprising a transmission, the transmission including: a first oil pump driven by a first drive source driving drive wheels, and a second oil pump driven by a second drive source, the second drive source being capable of driving the second oil pump while the vehicle is in motion, wherein... The vehicle control method includes the following steps: When the rotational speed of the first drive source falls below a predetermined speed due to the deceleration of the vehicle, the step of controlling the drive of the second drive source to supply oil pressure from the second oil pump to the transmission is as follows: In the process of vehicle deceleration, if the vehicle deceleration is insufficient for a first deceleration or if the vehicle deceleration exceeds a second deceleration greater than the first deceleration, the step of restricting the driving of the second drive source that drives the second oil pump is performed.

6. A storage medium storing a program that is a computer-executable program for controlling a vehicle equipped with a transmission, the transmission comprising: a first oil pump driven by a first drive source driving drive wheels, and a second oil pump driven by a second drive source, the second drive source being capable of driving the second oil pump while the vehicle is in motion, wherein... The program causes the computer to perform the following steps: When the rotational speed of the first drive source falls below a predetermined speed due to the deceleration of the vehicle, the step of controlling the drive of the second drive source to supply oil pressure from the second oil pump to the transmission is as follows: In the process of vehicle deceleration, if the vehicle deceleration is insufficient for a first deceleration or if the vehicle deceleration exceeds a second deceleration greater than the first deceleration, the step of restricting the driving of the second drive source that drives the second oil pump is performed.

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