Vehicle control device, vehicle control method, and program

Abstract

To provide a control device of a vehicle and a control method of the vehicle capable of reducing influence on a transmission by air suction of an electric oil pump.SOLUTION: A control device for a vehicle including a belt continuously variable transmission having a mechanical oil pump driven by an engine for driving drive wheels and an electric oil pump driven by an electric motor controls driving of the electric motor so as to supply hydraulic pressure from the electric oil pump to the belt continuously variable transmission when a rotation speed of the engine becomes equal to or lower than a predetermined rotation speed due to deceleration of the vehicle, and does not drive a second drive source for driving the second oil pump when a deceleration of the vehicle exceeds a predetermined deceleration.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a program. [Background technology]

[0002] Patent Document 1 discloses that the pump drive control means controls the drive of the electric oil pump so that as the deceleration request detected by the deceleration request detection means becomes larger, the drive of the electric oil pump is started at a higher vehicle speed detected by the vehicle speed detection means. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2012-154392 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the invention described in Patent Document 1, when the vehicle deceleration is large, the electric oil pump sucks in air, which means that when the driver requests to start after stopping or when the driver requests to accelerate while decelerating, the timing of the vehicle acceleration is delayed, which may cause the driver to feel uncomfortable.

[0005] The present invention has been made in consideration of such problems, and aims to provide a vehicle control device, a vehicle control method, and a program that can reduce the impact on the transmission caused by air suction by the electric oil pump. [Means for solving the problem]

[0006] According to one aspect of the present invention, there is provided a control device for a vehicle equipped with a transmission having a first oil pump driven by a first drive source that drives drive wheels and a second oil pump driven by a second drive source, wherein when the rotational speed of the first drive source falls below a predetermined rotational speed due to deceleration of the vehicle, the control device controls 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 the predetermined deceleration, the control device does not drive the second drive source that drives the second oil pump.

[0007] According to another aspect of the present invention, there is provided a method for controlling a vehicle equipped with a transmission having a first oil pump driven by a first drive source that drives drive wheels and a second oil pump driven by a second drive source, the method including the steps of: controlling the drive of the second drive source so that oil pressure is supplied from the second oil pump to the transmission when the rotational speed of the first drive source becomes equal to or lower than a predetermined rotational speed due to deceleration of the vehicle; and not driving the second drive source that drives the second oil pump when the deceleration of the vehicle exceeds the predetermined deceleration.

[0008] According to another aspect of the present invention, there is provided a program executable by a computer that controls a vehicle equipped with a transmission having a first oil pump driven by a first drive source that drives drive wheels and a second oil pump driven by a second drive source, the program causing the computer to execute the following steps: controlling the drive of the second drive source to supply oil pressure from the second oil pump to the transmission when the rotational speed of the first drive source becomes equal to or lower than a predetermined rotational speed due to deceleration of the vehicle; and not driving the second drive source that drives the second oil pump when the deceleration of the vehicle exceeds the predetermined deceleration. [Effects of the Invention]

[0009] According to these aspects, the influence of air suction by the electric oil pump on the transmission can be reduced. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a schematic diagram of a vehicle. [Figure 2] FIG. 2 is a block diagram showing the controller and the main components connected to the controller. [Figure 3] FIG. 3 is a diagram showing the electric oil pump operating region and the electric oil pump non-operating region in a table consisting of the oil temperature and the deceleration. [Figure 4] FIG. 4 is a flowchart showing a process for determining whether or not the electric oil pump needs to be operated. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, an embodiment of the present invention (hereinafter referred to as the present embodiment) will be described with reference to the accompanying drawings.

[0012] (Transmission configuration) First, the transmission TM according to this embodiment will be described with reference to FIG.

[0013] FIG. 1 is a schematic diagram of a vehicle.

[0014] 1, the vehicle includes an engine ENG as a first drive source, a torque converter TC, a forward / reverse switching mechanism SWM, and a variator VA. In the vehicle, the transmission TM is a continuously variable belt transmission including the torque converter TC, the forward / reverse switching mechanism SWM, and the variator VA.

[0015] The engine ENG constitutes the drive source of the vehicle. The power of the engine ENG is transmitted to the drive wheels DW via the torque converter TC, the forward / reverse switching mechanism SWM, and the variator VA. In other words, the torque converter TC, the forward / reverse switching mechanism SWM, and the variator VA are provided in a power transmission path connecting the engine ENG and the drive wheels DW.

[0016] The torque converter TC transmits power via a fluid. In the torque converter TC, the lock-up clutch LU is engaged to increase power transmission efficiency.

[0017] The forward / reverse switching mechanism SWM is provided in the power transmission path connecting the engine ENG and the variator VA. The forward / reverse switching mechanism SWM switches the direction of rotation of the input rotation to switch the vehicle's forward and reverse directions. The forward / reverse switching mechanism SWM is equipped with a forward clutch FWD / C that is engaged when the forward range is selected, and a reverse brake REV / B that is engaged when the reverse range is selected. When the forward clutch FWD / C and the reverse brake REV / B are released, the transmission TM enters a neutral state, i.e., a power cut-off state.

[0018] The variator VA constitutes a belt 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. A primary pulley pressure Ppri, which is the oil pressure of the primary pulley PRI, and a secondary pulley pressure Psec, which is the oil pressure of the secondary pulley SEC, are supplied to the primary pulley PRI and the secondary pulley SEC, respectively, from a hydraulic control circuit 1, which will be described later.

[0019] The transmission TM further includes 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.

[0020] The mechanical oil pump MP pressure-feeds (supplies) oil to the hydraulic control circuit 1. A check valve 25 is provided in a flow path connecting the mechanical oil pump MP and the hydraulic control circuit 1. The mechanical oil pump MP is driven by the power of the engine ENG.

[0021] The electric oil pump EP pressure-feeds (supplies) oil to the hydraulic control circuit 1, either together with the mechanical oil pump MP or independently. 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 provided as an auxiliary to the mechanical oil pump MP. In other words, if the supply of oil from the mechanical oil pump MP to the transmission TM is stopped or becomes insufficient, the electric oil pump EP temporarily supplies oil to the transmission TM based on a drive request to make up for the shortage of oil. The electric motor M drives the electric oil pump EP. The electric oil pump EP may be understood to be configured with the electric motor M.

[0022] The transmission TM further comprises a hydraulic control circuit 1 and a controller 2 as a vehicle control device. The hydraulic control circuit 1 is made up of multiple flow paths and multiple hydraulic control valves, and adjusts the pressure of oil supplied from the mechanical oil pump MP and the electric oil pump EP and supplies it to each part of the transmission TM.

[0023] The vehicle further includes various sensors 27. The various sensors 27 include an acceleration sensor 271 as an acceleration detection means for detecting the acceleration or deceleration of the vehicle, an engine rotation speed sensor 272 as an engine rotation speed detection means for detecting the engine rotation speed, and an oil temperature sensor 273 as an oil temperature detection means for detecting the oil temperature.

[0024] The controller 2 is a controller for controlling the transmission TM, and controls the hydraulic control circuit 1 and the electric motor M that drives the electric oil pump EP based on signals output from various sensors 27, etc. In this embodiment, the controller 2 is configured by a CPU as a computer, but is not limited to this and may be configured by, for example, multiple microcomputers. The details of the controller 2 will be described later.

[0025] Based on commands from a controller 2, a hydraulic control circuit 1 performs hydraulic control of the lockup clutch LU, forward clutch FWD / C, reverse brake REV / B, primary pulley PRI, secondary pulley SEC, and the like.

[0026] (Controller configuration) Next, the controller 2 will be described with reference to FIG.

[0027] FIG. 2 is a block diagram showing the controller 2 and the main components connected to the controller 2. As shown in FIG.

[0028] As shown in FIG. 2, the controller 2 includes an input interface 29, an output interface 30, a memory unit 31, a hydraulic control circuit control unit 32 (hereinafter simply referred to as the circuit control unit 32), and an electric motor control unit 33 (hereinafter simply referred to as the motor control unit 33), which are electrically connected to each other.

[0029] The input interface 29 receives output signals from various sensors 27 that detect various parameters.

[0030] The circuit control command generated by the processing of the circuit control unit 32 and the motor control command generated by the processing of the motor control unit 33 are output to the hydraulic control circuit 1 and the electric motor M, respectively, via the output interface 30.

[0031] The storage unit 31 is a memory for temporarily storing various parameters included in output signals from the various sensors 27. The storage unit 31 also stores processing programs and algorithm programs executed in the circuit control unit 32 and the motor control unit 33. In this embodiment, the storage unit 31 is built into the controller 2, but is not limited to this and may be provided separately from the controller 2, for example.

[0032] The memory unit 31 also stores a predetermined function equation f(T) for calculating a predetermined rotation speed, a first deceleration D1, a first oil temperature T1, a second oil temperature T2 as the predetermined oil temperature, and a second deceleration D2 as the predetermined deceleration, which are used in the process of determining whether or not the electric oil pump EP needs to be operated. The predetermined function 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.

[0033] The circuit control unit 32 generates a circuit control command based on the output signals output from the various sensors 27, and outputs the generated circuit control command to the hydraulic control circuit 1 via the output interface 30.

[0034] The motor control unit 33 generates a motor control command based on the output signals output from the various sensors 27, and outputs the generated motor control command to the electric motor M via the output interface 30.

[0035] The motor control unit 33 also has a second deceleration determination module 331 as second deceleration determination means, a determination module 332 as determination means, and a command generation module 333 as command generation means. Details of the second deceleration determination module 331, the determination module 332, and the command generation module 333 will be described later in the section on the process for determining whether or not the electric oil pump EP needs to be operated.

[0036] (Explanation of the operating and non-operating ranges of the electric oil pump) Next, the operating range and non-operating range of the electric oil pump EP will be described with reference to FIG.

[0037] Fig. 3 shows the operating range and non-operating range of the electric oil pump EP in a table consisting of oil temperature T and deceleration D. In Fig. 3, the horizontal axis and vertical axis represent the vehicle oil temperature T and the vehicle deceleration D, respectively. An x in Fig. 3 indicates that air suction occurred during the experiment.

[0038] As shown in Fig. 3, when the vehicle deceleration (specifically, the maximum deceleration) D is lower than the first deceleration D1, the electric oil pump EP does not draw in air, but the necessary amount of oil can be secured with the oil supplied from the mechanical oil pump MP. For this reason, the region where the vehicle deceleration D is lower than the first deceleration D1 is defined as the non-operating region of the electric oil pump EP. The first deceleration D1 is a constant value that does not change depending on the vehicle oil temperature T. In this embodiment, the first deceleration D1 is a constant value, but it may be changed.

[0039] When the vehicle oil temperature T is lower than the first oil temperature T1, the necessary amount of oil can still be secured with the oil supplied from the mechanical oil pump MP. For this reason, the region where the vehicle oil temperature T is lower than the first oil temperature T1 is defined as the non-operating region of the electric oil pump EP. The first oil temperature T1 is a constant value that does not change with the deceleration rate D. In this embodiment, the first oil temperature T1 is a constant value, but it may be changed.

[0040] When the vehicle deceleration is equal to or greater than a first deceleration D1 and the vehicle oil temperature T is equal to or greater than a second oil temperature T2 that is greater than the first oil temperature T1, the electric oil pump EP will not draw in air even if the vehicle deceleration D is large. For this reason, the region where the vehicle deceleration is equal to or greater than the first deceleration D1 and the vehicle oil temperature T is equal to or greater than the second oil temperature T2 is set as the operating region of the electric oil pump EP. 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 may be changed.

[0041] When the vehicle oil temperature T is between the first oil temperature T1 and the second oil temperature T2 and the vehicle deceleration D exceeds a second deceleration D2, which is a predetermined deceleration greater than the first deceleration D1, the electric oil pump EP draws in air. For this reason, the region where the vehicle oil temperature T is between the first oil temperature T1 and the second oil temperature T2 and the vehicle deceleration exceeds the second deceleration D2 is defined as the non-operating region of the electric oil pump EP.

[0042] The second deceleration D2 is a variable value that changes depending on the vehicle oil temperature T. This allows the operating range of the electric oil pump EP to be wider than when the second deceleration D2 is a constant value that does not change depending on the vehicle oil temperature T.

[0043] Specifically, as shown in FIG. 3, the higher the vehicle oil temperature T, the more difficult it is for the electric oil pump EP to suck in air even if the vehicle deceleration D is large. Therefore, the second deceleration D2 is determined to be larger as the vehicle oil temperature T increases. As a result, when the vehicle oil temperature T is high, the electric oil pump EP is more easily driven, and a decrease in the amount of oil can be suppressed even when the vehicle speed decreases, allowing the vehicle to shift gears smoothly. As a result, the reduction ratio required for starting the vehicle when it is stopped can be obtained, and acceleration can be achieved when the vehicle starts. More specifically, the second deceleration D2 is calculated (determined) based on the vehicle oil temperature T and a predetermined function equation f(T). In this embodiment, the second deceleration D2 varies so as to increase as the vehicle oil temperature T increases.

[0044] On the other hand, when the vehicle oil temperature T is between the first oil temperature T1 and the second oil temperature T2 and the vehicle deceleration D is between the first deceleration D1 and the second deceleration D2, the electric oil pump EP does not draw air. For this reason, the region where the vehicle oil temperature T is between the first oil temperature T1 and the second oil temperature T2 and the vehicle 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.

[0045] (Processing to determine whether electric oil pump needs to be operated) Next, the process for determining whether or not the electric oil pump EP needs to be operated will be described with reference to FIG.

[0046] FIG. 4 is a flowchart showing a process for determining whether or not the electric oil pump EP needs to be operated.

[0047] 4, first, in step S101, the determination module 332 of the motor control unit 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), the process repeats step S101.

[0048] Next, in step S102, the determination module 332 determines whether the vehicle deceleration D detected by the acceleration sensor 271 is equal to or greater than the first deceleration D1. If the vehicle deceleration D is equal to or greater than the first deceleration D1 (Yes), the process proceeds to step S103. On the other hand, if the vehicle deceleration D is less than the first deceleration D1 (No), the process proceeds to step S111.

[0049] Next, in step S103, the engine rotation speed sensor 272 detects the rotation speed of the engine ENG, and outputs the detected rotation speed of the engine ENG to the motor control unit 33 via the input interface 29, and the process proceeds to step S104.

[0050] Next, in step S104, the determination module 332 determines whether the rotation speed of the engine ENG detected by the engine rotation speed sensor 272 is equal to or less than a predetermined rotation speed. If the rotation speed of the engine ENG is equal to or less than the predetermined rotation speed (Yes), the process proceeds to step S105. On the other hand, if the rotation speed of the engine ENG is greater than the predetermined rotation speed (No), the process returns to step S103.

[0051] Next, in step S105, oil temperature sensor 273 detects the oil temperature T of the vehicle, and outputs the detected oil temperature T of the vehicle to motor control unit 33 via input interface 29, and the process proceeds to step S106.

[0052] Next, in step S106, the determination module 332 determines whether the vehicle oil temperature T detected by the oil temperature sensor 273 is equal to or higher than the first oil temperature T1. If the vehicle oil temperature T is equal to or higher than the first oil temperature T1 (Yes), the process proceeds to step S107. On the other hand, if the vehicle oil temperature T is lower than the first oil temperature T1 (No), the process proceeds to step S111.

[0053] Next, in step S107, the determination module 332 determines whether the vehicle oil temperature T detected by the oil temperature sensor 273 is between the first oil temperature T1 and the second oil temperature T2. If the vehicle oil temperature T 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 vehicle oil temperature T is higher than the second oil temperature T2 (No), the process proceeds to step S110.

[0054] Next, in step S108, the second deceleration determination module 331 calculates the second deceleration D2 based on the vehicle 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 oil temperature T and a predetermined function equation f(T) stored in advance in the storage unit 31. Then, the second deceleration determination module 331 outputs the calculated second deceleration D2 to the determination module 332.

[0055] Next, in step S109, the determination module 332 of the motor control unit 33 determines whether the vehicle deceleration D is equal to or less than the second deceleration D2. If the vehicle deceleration D is equal to or less than the second deceleration D2 (Yes), the process proceeds to step S110. On the other hand, if the vehicle deceleration D is greater than the second deceleration D2 (No), the process proceeds to step S111.

[0056] Next, in step S110, the motor control unit 33 drives the electric motor M so as to supply hydraulic 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 No determination in step S107 or the Yes determination in step S109. The command generation module 333 then outputs the generated oil supply command to the electric motor M via the output interface 30. The electric motor M is then driven based on the oil supply command output from the command generation module 333, and operates the electric oil pump EP to supply hydraulic pressure from the electric oil pump EP to the transmission TM. Then, this process ends.

[0057] If the answer to step S107 is No, that is, if the vehicle deceleration D is equal to or greater than the first deceleration D1 and the vehicle oil temperature T is greater than the second oil temperature T2, the 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 suck in air. Therefore, the transmission TM is not affected by air sucking by the electric oil pump EP. Therefore, even if the vehicle deceleration D is large, the drive of the electric oil pump EP is not limited, so that even if the vehicle speed decreases when the vehicle deceleration D is large, the amount of oil can be prevented from decreasing, and the vehicle can be shifted smoothly. As a result, the reduction ratio required for starting the vehicle when it is stopped can be obtained, and the vehicle can be accelerated when it starts moving.

[0058] If the answer to step S109 is Yes, that is, if the vehicle oil temperature T is between the first oil temperature T1 and the second oil temperature T2 and the vehicle deceleration D is between the first deceleration D1 and the second deceleration D2, the electric oil pump EP will not suck in air even if the motor control unit 33 drives the electric motor M to supply oil pressure from the electric oil pump EP to the transmission TM. Therefore, the transmission TM will not be affected by the air sucked by the electric oil pump EP.

[0059] Meanwhile, in step S111, the motor control unit 33 limits the drive of the electric motor M so that hydraulic pressure is not supplied from the electric oil pump EP to the transmission TM. Specifically, in step S111, the command generation module 333 generates an oil no-supply command based on the No determination in step S104, the No determination in step S106, or the No determination in step S109. The command generation module 333 then outputs the generated oil no-supply command to the electric motor M via the output interface 30. The drive of the electric motor M is then limited based on the oil no-supply command output from the command generation module 333, and by not operating the electric oil pump EP, hydraulic pressure is not supplied from the electric oil pump EP to the transmission TM. In this case, the engine ENG is controlled to increase its rotation speed. Then, this process ends.

[0060] If the answer to step S104 is No, i.e., if the vehicle deceleration D is lower than the first deceleration D1, the drive of the electric motor M is restricted so that hydraulic pressure is not supplied from the electric oil pump EP to the transmission TM, thereby preventing the electric oil pump EP from being used too frequently and thereby reducing the durability of the electric oil pump EP.

[0061] If the answer to step S106 is No, that is, if the vehicle oil temperature T is lower than the first oil temperature T1, the drive of the electric motor M is limited so that oil pressure is not supplied from the electric oil pump EP to the transmission TM. This makes it possible to prevent the electric oil pump EP from being used too frequently and reducing the durability of the electric oil pump EP.

[0062] If the answer to step S109 is No, that is, if 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, driving the electric motor M to operate the electric oil pump EP will result in the electric oil pump EP sucking in air. For this reason, the drive of the electric motor M is limited so that hydraulic pressure is not supplied from the electric oil pump EP to the transmission TM. This reduces the impact on the transmission TM of air sucking by the electric oil pump EP. Furthermore, in response to a subsequent acceleration request, a higher driving force can be transmitted than if the electric oil pump EP were operated, thereby reducing the sense of discomfort felt by the driver.

[0063] (Action and effect) Next, the main effects of this embodiment will be described.

[0064] (1) The controller 2 (control device) of the vehicle in this embodiment is a controller 2 (control device) of a vehicle equipped with a 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 (second oil pump) driven by an electric motor M (second drive source), and when the rotational speed of the engine ENG (first drive source) becomes equal to or lower than a predetermined rotational speed due to deceleration of the vehicle, the controller 2 controls the drive of the electric motor M (second drive source) to supply hydraulic 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 controller 2 (control device) limits the drive of the electric motor M (second drive source) so that hydraulic pressure is not supplied from the electric oil pump EP (second oil pump) to the transmission TM.

[0065] (5) The vehicle control method of this embodiment is a control method for a vehicle equipped with a 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 (second oil pump) driven by an electric motor M (second drive source), and includes the steps of: controlling the drive of the electric motor M (second drive source) so that hydraulic pressure is supplied from the electric oil pump EP (second oil pump) to the transmission TM when the rotational speed of the engine ENG (first drive source) becomes equal to or lower than a predetermined rotational speed due to deceleration of the vehicle; and limiting the drive of the electric motor M (second drive source) so that hydraulic pressure is not supplied from the electric oil pump EP (second oil pump) to the transmission TM when the deceleration D of the vehicle exceeds a second deceleration D2 (predetermined deceleration).

[0066] (6) The program according to this embodiment is a program executable by a computer that controls a vehicle equipped with a 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 (second oil pump) driven by an electric motor M (second drive source). The program causes the computer to execute the following steps: control the drive of the electric motor M (second drive source) so that hydraulic pressure is supplied from the electric oil pump EP (second oil pump) to the transmission TM when the rotational speed of the engine ENG (first drive source) becomes equal to or lower than a predetermined rotational speed due to deceleration of the vehicle; and limit the drive of the electric motor M (second drive source) so that hydraulic pressure is not supplied from the electric oil pump EP (second oil pump) to the transmission TM when the deceleration D of the vehicle exceeds a second deceleration D2 (predetermined deceleration).

[0067] According to these configurations, when the vehicle deceleration D exceeds the second deceleration D2, driving the electric motor M to operate the electric oil pump EP causes the electric oil pump EP to suck in air. Therefore, the drive of the electric motor M is limited so that hydraulic pressure is not supplied from the electric oil pump EP to the transmission TM. This reduces the impact on the transmission TM of air sucking by the electric oil pump EP. Furthermore, in response to a subsequent acceleration request, a higher driving force can be transmitted than if the electric oil pump EP were operated, thereby reducing the sense of discomfort felt by the driver.

[0068] (2) The second deceleration D2 (predetermined deceleration) changes depending on the oil temperature T.

[0069] According to this configuration, the operating range of the electric oil pump EP can be made larger than when the second deceleration D2 is a constant value that does not change depending on the oil temperature T of the vehicle.

[0070] (3) The higher the oil temperature T, the larger the second deceleration D2 (predetermined deceleration).

[0071] With this configuration, the higher the vehicle oil temperature T, the less likely the electric oil pump EP is to suck in air even if the vehicle deceleration D is large, so the second deceleration D2 is determined to be larger the higher the oil temperature T. As a result, when the vehicle oil temperature T is high, the electric oil pump EP is easier to drive, and a decrease in the amount of oil can be suppressed even when the vehicle speed decreases, allowing the vehicle to change gears smoothly. As a result, the reduction ratio required for starting the vehicle when it is stopped can be obtained, allowing the vehicle to accelerate when it starts.

[0072] (4) When the oil temperature T is equal to or higher than the second oil temperature T2 (predetermined oil temperature), the controller 2 (control device) controls the driving of the electric motor M (second drive source) so that oil pressure is supplied from the electric oil pump EP (second oil pump) to the transmission TM.

[0073] According to this configuration, when the vehicle's oil temperature T exceeds the second oil temperature T2, the 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 suck in air, so the transmission TM is not affected by air sucking by the electric oil pump EP. Therefore, even if the vehicle deceleration D is large, the drive of the electric oil pump EP is not limited, so that even if the vehicle speed decreases when the vehicle deceleration D is large, the amount of oil can be prevented from decreasing, allowing smooth vehicle gear changes. As a result, the reduction ratio required for starting the vehicle when it is stopped can be obtained, and the vehicle can be accelerated when it starts moving.

[0074] (Variation) In the above-described embodiment, 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 this is not limited to this and may be composed of, for example, two electric oil pumps EP.

[0075] Although the embodiments of the present invention have been described above, the above embodiments merely illustrate some of the application examples of the present invention, and it is not intended that the technical scope of the present invention be limited to the specific configurations of the above embodiments. [Explanation of symbols]

[0076] 2 Controller (control device) D Deceleration D2 2nd deceleration (predetermined deceleration) M Electric motor (second drive source) T oil temperature T2 2nd oil temperature (predetermined oil temperature) EP mechanical oil pump (first oil pump) MP electric oil pump (second oil pump) TM transmission (belt continuously variable transmission) ENG Engine (primary drive source)

Claims

1. A control device for a vehicle equipped with a transmission having a first oil pump driven by a first drive source that drives drive wheels, and a second oil pump driven by a second drive source, When the rotation speed of the first drive source becomes equal to or lower than a predetermined rotation speed due to deceleration of the vehicle, the drive of the second drive source is controlled so that hydraulic pressure is supplied from the second oil pump to the transmission; When the deceleration of the vehicle exceeds a predetermined deceleration, the second drive source that drives the second oil pump is not driven. Vehicle control device.

2. The vehicle control device according to claim 1, The predetermined deceleration rate varies depending on the oil temperature. Vehicle control device.

3. The vehicle control device according to claim 2, The higher the oil temperature, the greater the predetermined deceleration. Vehicle control device.

4. The vehicle control device according to claim 3, When the oil temperature is equal to or higher than a predetermined oil temperature, driving of the second drive source is controlled so that hydraulic pressure is supplied from the second oil pump to the transmission. Vehicle control device.

5. A control method for a vehicle equipped with a transmission having a first oil pump driven by a first drive source that drives drive wheels, and a second oil pump driven by a second drive source, the method comprising: controlling the drive of the second drive source so that hydraulic pressure is supplied from the second oil pump to the transmission when the rotation speed of the first drive source becomes equal to or lower than a predetermined rotation speed due to deceleration of the vehicle; and when the deceleration of the vehicle exceeds a predetermined deceleration, not driving the second drive source that drives the second oil pump. How to control the vehicle.

6. A program executable by a computer for controlling a vehicle equipped with a transmission having a first oil pump driven by a first drive source that drives drive wheels, and a second oil pump driven by a second drive source, a step of controlling the drive of the second drive source so that hydraulic pressure is supplied from the second oil pump to the transmission when the rotation speed of the first drive source becomes equal to or lower than a predetermined rotation speed due to deceleration of the vehicle; and when the deceleration of the vehicle exceeds a predetermined deceleration, not driving the second drive source that drives the second oil pump. program.

Images