Vehicle control device

Abstract

To improve responsiveness at a start of an engine.SOLUTION: There is provided a control device of a vehicle comprising an engine, an automatic transmission connected to the engine, and an electric oil pump supplying oil to the automatic transmission, the control device has one or a plurality of processors, and one or a plurality of memories connected to the processors. The processor performs processing including: predicting whether or not a start operation for starting the vehicle is performed by starting the engine by a driver at a stop of the vehicle; performing electric oil pump start control for starting the electric oil pump irrespective of the start operation when it is predicted that the start operation is performed; and estimating a charge degree of the oil in the automatic transmission, and performing the electric oil pump start control on the basis of an estimation result of the charge degree of the oil in the automatic transmission.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device. [Background technology]

[0002] Patent Document 1 discloses that an electric oil pump is operated before the engine starts to supply oil to a hydraulic tensioner that maintains tension in a timing chain. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2007-2767 Summary of the Invention [Problem to be solved by the invention]

[0004] However, for example, if an electric oil pump is operated to fill oil into an automatic transmission before the engine is started, the automatic transmission cannot transmit engine torque before oil filling is complete, which could result in poor responsiveness when the engine is started.

[0005] SUMMARY OF THE INVENTION It is therefore an object of the present invention to improve the response at the time of starting the engine. [Means for solving the problem]

[0006] In order to solve the above problem, a vehicle control device according to one embodiment of the present invention comprises: A control device for a vehicle including an engine, an automatic transmission connected to the engine, and an electric oil pump that supplies oil to the automatic transmission, one or more processors; one or more memories coupled to said processor; and The processor: predicting whether or not a driver will perform a start operation to start the engine and start the vehicle when the vehicle is stopped; When it is predicted that the start operation will be performed, an electric oil pump start control is executed to start the electric oil pump without the start operation; estimating a fill level of the oil in the automatic transmission, and executing the electric oil pump start control based on the estimated fill level of the oil; Controlling the rotation speed of the electric oil pump in the electric oil pump start control based on the estimated result of the oil filling degree; Execute the process including. [Effects of the Invention]

[0007] According to the present invention, it is possible to improve the response at the time of starting the engine. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a diagram showing the configuration of a vehicle according to this embodiment. [Figure 2] FIG. 2 is a graph showing the relationship between the amount of oil that falls out of the hydraulic chamber of an automatic transmission and the temperature of the oil. [Figure 3] FIG. 3 is a graph showing the relationship between the amount of oil falling and the elapsed time. [Figure 4] FIG. 4 is a table showing the relationship between the oil temperature, the elapsed time, and the amount of oil falling. [Figure 5] FIG. 5 is a table showing the relationship between the oil temperature, the amount of oil dropping, and the rotation speed of the electric oil pump. [Figure 6] FIG. 6 is a first part of a control flow diagram of the control device of this embodiment. [Figure 7] FIG. 7 is a second part of the control flow diagram of the control device of this embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Specific dimensions, materials, numerical values, etc. shown in the embodiments are merely examples for facilitating understanding of the invention and do not limit the present invention unless otherwise specified. In this specification and drawings, elements having substantially the same functions and configurations are designated by the same reference numerals to avoid redundant explanation, and elements not directly related to the present invention are not shown.

[0010] Fig. 1 is a diagram showing the configuration of a vehicle 1 according to this embodiment. As shown in Fig. 1, the vehicle 1 includes an engine 3, an ISG (integrated starter generator) 5, a power transmission device 7, wheels 9, a drive motor 11, and a control device 100.

[0011] The engine 3 is, for example, a reciprocating engine, and the combustion pressure in the combustion chamber causes a piston to reciprocate, thereby rotating a crankshaft 3a. The crankshaft 3a is connected to a power transmission device .

[0012] The ISG 5 has a rotating shaft 5a connected to the crankshaft 3a of the engine 3 via a pulley belt. The ISG 5 has a function as a starter and a function as a generator, and starts (restarts) the engine 3 and generates electric power using the driving force of the engine 3.

[0013] The power transmission device 7 includes a torque converter 13, a mechanical oil pump 15, an electric oil pump 17, a forward / reverse switching device 19, a continuously variable transmission (automatic transmission) 21, an output clutch 23, and a gear mechanism 25. The power transmission device 7 transmits the driving force of the engine 3 and the drive motor 11 to the wheels 9.

[0014] The torque converter 13 includes a front cover 27, a pump impeller 29, a turbine liner 31, a turbine shaft 33, a pump shaft 35, a stator 37, and a clutch plate 39. Oil is sealed inside the torque converter 13.

[0015] The front cover 27 is connected to the crankshaft 3a and rotates integrally with the crankshaft 3a. The pump impeller 29 is fixed to the inside of the front cover 27. The turbine liner 31 is disposed within the front cover 27 so as to face the pump impeller 29.

[0016] A large number of blades are provided on the pump impeller 29 and the turbine liner 31. The turbine liner 31 is connected to a turbine shaft 33 and rotates integrally therewith.

[0017] The pump shaft 35 is formed in a hollow cylindrical shape and is connected to the pump impeller 29. The pump shaft 35 rotates integrally with the pump impeller 29. The turbine shaft 33 is inserted into the pump shaft 35 at a distance. The stator 37 is disposed on the inner circumferential surface side between the pump impeller 29 and the turbine liner 31.

[0018] When the crankshaft 3a rotates, the front cover 27 and the pump impeller 29 rotate integrally with the crankshaft 3a. When the pump impeller 29 rotates, oil is sent to the outer periphery of the pump impeller 29 and moves along the inner periphery of the front cover 27 toward the turbine liner 31.

[0019] The oil that has flowed into the turbine liner 31 rotates the turbine liner 31. When the turbine liner 31 rotates, the turbine shaft 33 rotates integrally with the turbine liner 31. As a result, driving force is transmitted from the crankshaft 3 a to the turbine shaft 33.

[0020] The stator 37 sends oil from the turbine liner 31 toward the pump impeller 29. The stator 37 returns the oil to the pump impeller 29, promoting the rotation of the pump impeller 29. This enables the torque converter 13 to amplify the torque transmitted from the input side (the crankshaft 3a side) to the output side (the turbine shaft 33 side).

[0021] The clutch plate 39 is fixed to the turbine shaft 33. The clutch plate 39 is disposed facing the inner surface of the front cover 27. When the clutch plate 39 is hydraulically pressed against the inner surface of the front cover 27, it directly connects the crankshaft 3a and the turbine shaft 33. This improves the transmission efficiency of the driving force transmitted from the crankshaft 3a to the turbine shaft 33.

[0022] The hydraulic pressure of the clutch plates 39 is controlled to control the pressing force against the inner surface of the front cover 27. As the pressing force decreases, the clutch plates 39 slide and come into contact with the inner surface of the front cover 27. This allows the clutch plates 39 to adjust the driving force transmitted from the crankshaft 3a to the turbine shaft 33.

[0023] The mechanical oil pump 15 is connected to the pump shaft 35 and supplies oil to the continuously variable transmission 21. The mechanical oil pump 15 is rotationally driven by the driving force of the engine 3 input via the pump shaft 35, and generates hydraulic pressure. The generated hydraulic pressure is supplied to the hydraulic chamber of the continuously variable transmission 21.

[0024] The electric oil pump 17 is connected to a motor (not shown) and supplies oil to the continuously variable transmission 21. The electric oil pump 17 is rotationally driven by the driving force of the motor (not shown) and generates oil pressure. The generated oil pressure is supplied to a hydraulic chamber of the continuously variable transmission 21. The electric oil pump 17 generates oil pressure mainly when the engine 3 is stopped, by supplying power to the motor (not shown) from a battery (not shown).

[0025] The forward / reverse switching device 19 is disposed between the turbine shaft 33 of the torque converter 13 and the primary shaft 41 of the continuously variable transmission 21. The forward / reverse switching device 19 includes a double-pinion planetary gear train 19a, an input clutch (forward clutch) 19b, and a reverse brake 19c. When the input clutch 19b and the reverse brake 19c are disengaged, the forward / reverse switching device 19 is in a neutral state, disconnecting the turbine shaft 33 from the primary shaft 41. When the input clutch 19b is engaged and the reverse brake 19c is disengaged, the forward / reverse switching device 19 rotates the turbine shaft 33 and the primary shaft 41 as a unit, transmitting driving force from the turbine shaft 33 to the primary shaft 41. In addition, when the input clutch 19b is in a released state and the reverse brake 19c is in an engaged state, the forward / reverse switching device 19 rotates the primary shaft 41 in the opposite direction relative to the turbine shaft 33, and transmits the driving force from the turbine shaft 33 to the primary shaft 41 in a reversed state.

[0026] The continuously variable transmission 21 includes a primary shaft 41, a secondary shaft 43, a primary pulley 45, a secondary pulley 47, and a belt 49. The primary shaft 41 is connected to the forward / reverse switching device 19, and the secondary shaft 43 is connected to the output clutch 23. The secondary shaft 43 is disposed approximately parallel to the primary shaft 41.

[0027] The primary pulley 45 is connected to the primary shaft 41 and rotates integrally with the primary shaft 41. The secondary pulley 47 is connected to the secondary shaft 43 and rotates integrally with the secondary shaft 43.

[0028] Belt 49 is a chain belt in which link plates are connected by pins. However, belt 49 may also be a metal belt in which multiple links (elements) are sandwiched between two rings. Belt 49 is stretched between primary pulley 45 and secondary pulley 47, and transmits driving force between primary pulley 45 and secondary pulley 47.

[0029] The primary pulley 45 includes a fixed sheave 45a and a movable sheave 45b. The fixed sheave 45a is disposed opposite the movable sheave 45b in the axial direction of the primary shaft 41. The fixed sheave 45a and the movable sheave 45b include opposing surfaces 45c that face each other. The opposing surface 45c has a generally conical shape. The opposing surface 45c forms a groove through which the belt 49 is passed. The movable sheave 45b is configured so that its position in the axial direction of the primary shaft 41 can be changed by the hydraulic pressure of oil supplied from the mechanical oil pump 15 or the electric oil pump 17.

[0030] The secondary pulley 47 includes a fixed sheave 47a and a movable sheave 47b. The fixed sheave 47a is disposed opposite the movable sheave 47b in the axial direction of the secondary shaft 43. The fixed sheave 47a and the movable sheave 47b include opposing surfaces 47c that face each other. The opposing surface 47c has a generally conical shape. The opposing surface 47c forms a groove through which the belt 49 is passed. The movable sheave 47b is configured so that its position in the axial direction of the secondary shaft 43 can be changed by the hydraulic pressure of oil supplied from the mechanical oil pump 15 or the electric oil pump 17.

[0031] Thus, the primary pulley 45 is configured so that the distance between the fixed sheave 45a and the movable sheave 45b is variable, and the secondary pulley 47 is configured so that the distance between the fixed sheave 47a and the movable sheave 47b is variable. The distance between the opposing surfaces 45c and 47c becomes narrower toward the inside in the radial direction and wider toward the outside in the radial direction. Therefore, when the movable sheave 45b and the movable sheave 47b move in the axial direction, the position around which the belt 49 is looped changes in the radial direction.

[0032] As the distance between the opposing surfaces 45c of the primary pulley 45 increases, the position where the belt 49 is looped moves radially inward, thereby reducing the winding diameter of the belt 49. As the distance between the opposing surfaces 45c of the primary pulley 45 decreases, the position where the belt 49 is looped moves radially outward, thereby reducing the winding diameter of the belt 49.

[0033] Similarly, as the distance between the opposing surfaces 47c of the secondary pulley 47 increases, the position where the belt 49 is looped moves radially inward, thereby reducing the winding diameter of the belt 49. As the distance between the opposing surfaces 47c of the secondary pulley 47 decreases, the position where the belt 49 is looped moves radially outward, thereby reducing the winding diameter of the belt 49.

[0034] In this way, continuously variable transmission 21 continuously (steplessly) changes the gear ratio between primary shaft 41 and secondary shaft 43. Continuously variable transmission 21 is connected to engine 3, and transmits the driving force transmitted from engine 3 to wheels 9 via forward / reverse switching device 19 and torque converter 13.

[0035] The output clutch 23 is disposed between the secondary shaft 43 of the continuously variable transmission 21 and the gear shaft 51 of the gear mechanism 25. When the output clutch 23 is in a disengaged state, it disconnects the secondary shaft 43 from the gear shaft 51. In other words, when the output clutch 23 is in a disengaged state, it prevents the driving force on the wheel 9 side from being transmitted to the continuously variable transmission 21 (engine 3) side. When the output clutch 23 is in an engaged state, it rotates the secondary shaft 43 and the gear shaft 51 as a unit, transmitting the driving force from the secondary shaft 43 to the gear shaft 51. In other words, when the output clutch 23 is in an engaged state, it transmits the driving force on the continuously variable transmission 21 (engine 3) side to the wheel 9 side.

[0036] The gear mechanism 25 includes a gear shaft 51, a drive pinion shaft 53, a first reduction gear train 25a, and a second reduction gear train 25b.

[0037] The gear shaft 51 is connected to the output clutch 23, and the drive pinion shaft 53 is connected to a differential 55. The first reduction gear train 25a connects the gear shaft 51 and the drive pinion shaft 53. The first reduction gear train 25a reduces the rotational speed of the gear shaft 51 and transmits it to the drive pinion shaft 53. The drive pinion shaft 53 is connected to the wheels 9 via the differential 55 and an axle shaft 57. The driving force transmitted from the gear shaft 51 is transmitted to the wheels 9 via the first reduction gear train 25a, the drive pinion shaft 53, the differential 55, and the axle shaft 57.

[0038] The drive motor 11 includes a motor shaft 11a and outputs drive force to the motor shaft 11a using power supplied from a battery (not shown). In this embodiment, the drive motor 11 is configured as a motor generator having a drive function and a power generation function (regeneration function). The motor shaft 11a is connected to a second reduction gear train 25b. The second reduction gear train 25b connects the motor shaft 11a to a drive pinion shaft 53. The second reduction gear train 25b reduces the rotational speed of the motor shaft 11a and transmits the reduced rotational speed to the drive pinion shaft 53. The drive force transmitted from the motor shaft 11a is transmitted to the wheels 9 via the second reduction gear train 25b, the drive pinion shaft 53, the differential 55, and the axle shaft 57.

[0039] The control device 100 is a microcomputer including a central processing unit (CPU), a ROM in which programs and the like are stored, a RAM as a work area, and the like, and controls the entire vehicle 1 in an integrated manner.

[0040] The control device 100 includes one or more processors 101 and one or more memories 103. The memories 103 are electrically connected to the processors 101.

[0041] The processor 101 includes a prediction unit 101a and a control unit 101b. The processor 101 executes processes including the processes performed by the prediction unit 101a and the control unit 101b, which will be described below.

[0042] The prediction unit 101a predicts whether or not the driver will perform a start operation to start the engine 3 and start the vehicle 1 when the vehicle 1 is stopped.

[0043] When the prediction unit 101a predicts that a start operation will be performed, the control unit 101b executes electric oil pump start control to start the electric oil pump 17 without a start operation.

[0044] The control device 100 is connected to a keyless radio wave detection sensor 105, a door lock release sensor 107, a door open / close sensor 109, a seat belt sensor 111, a seating sensor 113, an oil temperature sensor 115, and an ignition switch 117.

[0045] The keyless radio wave detection sensor 105 detects radio waves (hereinafter referred to as keyless radio waves) transmitted from an electronic key (smart key) owned by the driver. The keyless radio wave detection sensor 105 can detect radio waves from an electronic key within a radius of, for example, 50 cm to 100 cm. By detecting the keyless radio waves, the keyless radio wave detection sensor 105 can detect the presence of a driver in the vicinity of the vehicle 1. The keyless radio wave detection sensor 105 detects the keyless radio waves and outputs a detection signal to the control device 100.

[0046] The door unlock sensor 107 detects the unlocking of the doors of the vehicle 1. For example, the door unlock sensor 107 detects the unlocking of the doors of the vehicle 1 when the driver's hand touches the door handle of the vehicle 1 while the door unlock sensor 107 detects the unlocking of the doors of the vehicle 1, and outputs a detection signal to the control device 100.

[0047] The door opening / closing sensor 109 detects whether a door of the vehicle 1 is open or closed. The door opening / closing sensor 109 detects, for example, whether a door of the vehicle 1 is open or closed, and outputs a detection signal to the control device 100.

[0048] The seat belt sensor 111 detects fastening and unfastening of a seat belt provided on a seat of the vehicle 1. The seat belt sensor 111 detects, for example, whether the seat belt is fastened or not fastened, and outputs a detection signal to the control device 100.

[0049] The seating sensor 113 detects the seating of the vehicle 1. Specifically, the seating sensor 113 detects the weight of the driver sitting on the seat. The seating sensor 113 detects the seating of the driver on the seat and outputs a detection signal to the control device 100.

[0050] The oil temperature sensor 115 detects the temperature of oil supplied to the power transmission device 7. The oil temperature sensor 115 is provided, for example, in an oil pan (not shown) of the power transmission device 7, detects the temperature of oil stored in the oil pan, and outputs a detection signal to the control device 100.

[0051] The ignition switch 117 accepts an operation by the driver to start the drive system of the vehicle 1 (ignition-on operation) and an operation to stop the drive system (ignition-off operation). Hereinafter, the ignition-on operation may be referred to as "IG-ON", and the ignition-off operation may be referred to as "IG-OFF". When the ignition switch 117 is turned on, an IG-ON signal is output from the ignition switch 117 to the control device 100. When the IG-OFF is turned off, an IG-OFF signal is output from the ignition switch 117 to the control device 100.

[0052] After the ignition is turned off, when the drive of the mechanical oil pump 15 and the electric oil pump 17 is stopped, oil will drain out of the hydraulic chamber of the continuously variable transmission 21 over time. If the ignition is turned on when oil has drained out of the hydraulic chamber, it will take time for the hydraulic chamber to be refilled with oil, which may result in poor response when the engine is started.

[0053] Therefore, in this embodiment, when the prediction unit 101a predicts that a start operation will be performed, the control unit 101b executes electric oil pump start control to start the electric oil pump 17 without a start operation. The control unit 101b also estimates the oil fill level in the continuously variable transmission 21, and executes electric oil pump start control based on the estimated oil fill level. The electric oil pump start control of this embodiment will be described in detail below.

[0054] FIG. 2 is a graph showing the relationship between the amount of oil that leaks out of the hydraulic chamber of the continuously variable transmission 21 and the oil temperature. In FIG. 2, the vertical axis represents the amount of oil that leaks out per unit time, and the horizontal axis represents the oil temperature (oil temperature). As shown in FIG. 2, the higher the oil temperature, the greater the amount of oil that leaks out. This is because the higher the oil temperature, the lower the viscosity of the oil. Conversely, the lower the oil temperature, the greater the viscosity of the oil. Therefore, the lower the oil temperature, the smaller the amount of oil that leaks out.

[0055] FIG. 3 is a graph showing the relationship between the amount of oil dropping and elapsed time. In FIG. 3, the vertical axis represents the amount of oil dropping, and the horizontal axis represents the time elapsed after IG-OFF. In FIG. 3, the solid line represents the amount of oil dropping when the oil temperature is a first temperature T1, the dashed line represents the amount of oil dropping when the oil temperature is a second temperature T2, and the dashed-dotted line represents the amount of oil dropping when the oil temperature is a third temperature T3. Here, the relationship between the first temperature T1, the second temperature T2, and the third temperature T3 is T1>T2>T3.

[0056] As shown in Figure 3, the longer the elapsed time after IG-OFF, the greater the amount of oil loss. When the oil temperature is the first temperature T1, the amount of oil loss at the end of the period P1 from elapsed time 0 to t1 is greater than the first threshold value th1 and smaller than the second threshold value th2. Here, the relationship between the first threshold value th1, the second threshold value th2, and the third threshold value th3 is th3>th2>th1. On the other hand, when the oil temperature is the second temperature T2 and the third temperature T3, the amount of oil loss at the end of the period P1 is smaller than the first threshold value th1.

[0057] Furthermore, when the oil temperature is the first temperature T1, the amount of oil dropping at the time point at which the period P2 from elapsed time t1 to t2 has elapsed is greater than the second threshold value th2 and slightly smaller than the third threshold value th3. When the oil temperature is the second temperature T2, the amount of oil dropping at the time point at which the period P2 has elapsed is greater than the second threshold value th2 and smaller than the third threshold value th3. When the oil temperature is the third temperature T3, the amount of oil dropping at the time point at which the period P2 has elapsed is greater than the first threshold value th1 and smaller than the second threshold value th2.

[0058] Furthermore, the amount of oil dropping during a period P3 after the elapsed time t2 is greater than the second threshold th2 at any oil temperature and converges to near the third threshold th3. In this way, the amount of oil dropping changes depending on the oil temperature and the elapsed time.

[0059] The control unit 101b of this embodiment estimates the amount of oil dropping based on the oil temperature and elapsed time, using the relationship between the amount of oil dropping, the oil temperature, and the elapsed time described in Figures 2 and 3. Here, it can be said that the greater the amount of oil dropping from the hydraulic chamber of the continuously variable transmission 21, the lower the degree of oil filling in the hydraulic chamber of the continuously variable transmission 21. Also, it can be said that the smaller the amount of oil dropping from the hydraulic chamber of the continuously variable transmission 21, the higher the degree of oil filling in the hydraulic chamber of the continuously variable transmission 21. Therefore, the control unit 101b of this embodiment can estimate the oil filling degree based on the oil temperature and the elapsed time.

[0060] FIG. 4 is a table showing the relationship between oil temperature, elapsed time, and oil drop amount. In this embodiment, the control unit 101b estimates the oil drop amount using the table shown in FIG. 4. For example, when the oil temperature is 0 to T3°C and the elapsed time is the period P1, the control unit 101b estimates the oil drop amount as "small." The "small" oil drop amount is in the range of oil drop amount 0 to th1 shown in FIG. 3. When the oil drop amount is "medium," the oil filling degree is lower than when the oil drop amount is "small." When the oil drop amount is "large," the oil filling degree is even lower than when the oil drop amount is "medium." When the oil temperature is T3 to T2°C and the elapsed time is the period P1, the control unit 101b estimates the oil drop amount as "small." When the oil temperature is T2 to T1°C and the elapsed time is the period P1, the control unit 101b estimates the oil drop amount as "medium." The "medium" oil drop amount is in the range of oil drop amounts th1 to th2 shown in FIG.

[0061] Furthermore, the control unit 101b estimates the amount of oil loss to be "medium" when the oil temperature is 0 to T3°C and the elapsed time is in the period P2. The control unit 101b estimates the amount of oil loss to be "medium" when the oil temperature is T3 to T2°C and the elapsed time is in the period P2. The control unit 101b estimates the amount of oil loss to be "large" when the oil temperature is T2 to T1°C and the elapsed time is in the period P2. The "large" amount of oil loss is in the range of oil loss amounts th2 to th3 shown in FIG. 3.

[0062] Furthermore, the control unit 101b estimates the amount of oil loss to be "large" when the oil temperature is 0 to T3°C and the elapsed time is in the period P3. The control unit 101b estimates the amount of oil loss to be "large" when the oil temperature is T3 to T2°C and the elapsed time is in the period P3. The control unit 101b estimates the amount of oil loss to be "large" when the oil temperature is T2 to T1°C and the elapsed time is in the period P3.

[0063] FIG. 5 is a table showing an example of the relationship between oil temperature, oil drop amount, and rotation speed of electric oil pump 17. The discharge amount of electric oil pump 17 depends on the rotation speed and oil temperature. The lower the rotation speed, the more likely oil leaks from electric oil pump 17, and the smaller the discharge amount. Furthermore, the higher the oil temperature, the lower the oil viscosity, and the smaller the discharge amount. Therefore, as shown in FIG. 5, the larger the amount of oil drop, the higher the rotation speed of electric oil pump 17 should be, and the larger the discharge amount. Furthermore, the higher the oil temperature, the higher the rotation speed of electric oil pump 17 should be, and the larger the discharge amount should be.

[0064] FIG. 6 is a first part of a control flow diagram of the control device 100 of this embodiment. FIG. 7 is a second part of a control flow diagram of the control device 100 of this embodiment. As shown in FIG. 6, first, the prediction unit 101a determines whether or not a keyless entry radio wave has been detected based on the detection result of the keyless entry radio wave detection sensor 105 (S101). If a keyless entry radio wave has been detected (YES in S101), the control unit 101b estimates the amount of oil loss based on the oil temperature and the elapsed time (S102). Here, as will be described in detail later (S119, S120), the memory 103 stores oil temperature information at the time of ignition-off and time information at the time of ignition-off. The control unit 101b derives the oil temperature at the time of ignition-off and the elapsed time since ignition-off by referring to the temperature information and time information stored in the memory 103. The control unit 101b also determines whether the amount of oil loss corresponds to "large," "medium," or "small."

[0065] Next, the control unit 101b determines whether the amount of oil loss is "large" (S103). If the amount of oil loss is "large" (YES in S103), the control unit 101b operates (starts) the electric oil pump 17 (S104).

[0066] After S104, the control unit 101b determines whether or not the door of the vehicle 1 has been opened within a certain time period since the electric oil pump 17 was started, based on the detection result of the door open / close sensor 109 (S105). If the door has been opened within the certain time period (YES in S105), the control unit 101b determines whether or not the ignition switch 117 has been turned on, based on the detection result of the ignition switch 117 (S106).

[0067] On the other hand, if the door is not opened within a certain time (NO in S105), the control unit 101b stops driving the electric oil pump 17 (S107). If the door is not opened, the driver will not get into the vehicle 1 and start the vehicle, and therefore, by stopping the driving of the electric oil pump 17, energy consumption can be reduced.

[0068] Furthermore, if the amount of oil dropping is not "large" (NO in S103), the control unit 101b determines whether the door has been unlocked or not based on the detection result of the door unlock sensor 107 (S108). If the door has been unlocked within a certain time (YES in S108), the control unit 101b determines whether the amount of oil dropping is "medium" or not (S109). If the door has not been unlocked within a certain time (NO in S108), the control unit 101b ends the vehicle control process.

[0069] If the amount of oil dropping is "medium" (YES in S109), the control unit 101b proceeds to the process of S104. On the other hand, if the amount of oil dropping is not "medium" (NO in S109), the control unit 101b determines whether or not the driver is seated in the seat and fastening the seat belt based on the detection results of the seating sensor 113 and the seat belt sensor 111 (S110). Note that in S108, the control unit 101b may also determine whether or not the door has changed from a closed state to an open state based on the detection result of the door opening / closing sensor 109. In that case, when the door has changed from a closed state to an open state, the control unit 101b executes the process of S109, and if the amount of oil dropping is "medium" (YES in S109), executes the process of S111, which will be described later. On the other hand, if the amount of oil dropping is not "medium" (NO in S109), the control unit 101b proceeds to the process of S110.

[0070] If the driver is seated within the certain time and fastens the seat belt (YES in S110), the control unit 101b operates the electric oil pump 17 (S111). At this time, the control unit 101b determines that the amount of oil dropping is "small." If the driver is seated within the certain time but does not fasten the seat belt (NO in S110), the control unit 101b ends the vehicle control process.

[0071] 7, if the IG-ON is not performed in the process of S106 (NO in S106), the control unit 101b stops the driving of the electric oil pump 17 after a certain time has elapsed (S112). If the IG-ON is not performed, the vehicle 1 is not started, and therefore, by stopping the driving of the electric oil pump 17, energy consumption can be reduced.

[0072] On the other hand, if the IG-ON is turned on (YES in S106), the control unit 101b starts the engine 3 (S113). When the control unit 101b starts the engine 3, it stops driving the electric oil pump 17. After the engine is started, the control unit 101b determines whether or not a stop brake has been applied (S114). A stop brake refers to an operation by the driver to stop the vehicle 1 or an operation to decelerate the vehicle 1 when it is traveling at a low speed (for example, when it is traveling at less than 20 km / h).

[0073] When the vehicle is stopped while braking (YES in S114), the control unit 101b temporarily stops the engine 3 (idling stop) and operates the electric oil pump 17 (S115). When the vehicle is stopped while braking, the control unit 101b restarts the engine 3 (S116) and stops driving the electric oil pump 17 (S117).

[0074] If NO in S114 or after S117, the control unit 101b determines that the ignition switch 117 is turned off based on the detection result of the ignition switch 117 (S118), and stores information about the oil temperature at the time of IG-OFF (temperature information) in the memory 103 (S119). In addition, the control unit 101b stores information about the time at which the IG-OFF was turned off (time information) in the memory 103 (S120).

[0075] As described above, the control unit 101b of this embodiment controls the start timing of the electric oil pump start control based on the estimated oil fill level. The start timing is, for example, when a keyless entry radio wave is detected (S101), when the door is unlocked or opened (S108), or when a person is seated and the seat belt is detected (S110). This allows the electric oil pump 17 to be driven at the optimal timing according to the oil fill level before the engine is started, and oil to be filled into the hydraulic chamber of the continuously variable transmission 21. As a result, energy consumption can be reduced while improving responsiveness at engine start.

[0076] In another embodiment, the control unit 101b controls the rotation speed of the electric oil pump 17 in the electric oil pump start control while maintaining the same start timing for the electric oil pump start control based on the estimated result of the oil filling level. For example, the greater the amount of oil loss, the higher the rotation speed of the electric oil pump 17 is controlled, and the smaller the amount of oil loss, the lower the rotation speed of the electric oil pump 17 is controlled. This also achieves the same effects as the above embodiment. The control unit 101b may keep the rotation speed of the electric oil pump 17 constant and change only the start timing of the electric oil pump start control in accordance with the estimated result of the oil filling level.

[0077] 5, the control unit 101b controls the rotation speed of the electric oil pump 17 in the electric oil pump start control based on the oil temperature in addition to the estimated result of the oil filling level. This makes it possible to drive the electric oil pump 17 at the optimum rotation speed according to the oil temperature and the oil filling level, thereby shortening the time it takes to fill the continuously variable transmission 21 with oil.

[0078] The prediction unit 101a also predicts that a starting operation will be performed when any of a plurality of conditions is satisfied. The plurality of conditions include, for example, keyless entry radio wave detection (S101), door unlocking or door opening (S108), and seating and seatbelt detection (S110). The control unit 101b then initiates electric oil pump start control when a specific condition among the plurality of conditions is satisfied, and changes the specific condition depending on the oil fill level. The specific condition, in other words, is a condition for permitting the initiation of electric oil pump start control. For example, when the amount of oil leakage is "large," the specific condition is detection of keyless entry radio wave. When the amount of oil leakage is "medium," the specific condition is unlocking the door or changing the door from a closed state to an open state. When the amount of oil leakage is "small," the specific condition is seating and seatbelt fastening. The conditions used as the specific condition are not limited to the above examples. For example, the fill level evaluation does not have to be on a three-level scale (e.g., four-level scale). This allows the electric oil pump 17 to be operated at a timing appropriate to the degree of oil filling, allowing oil to be filled into the continuously variable transmission 21, thereby improving responsiveness when the engine is started.

[0079] While the present invention has been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such embodiments. It is clear that those skilled in the art can conceive of various modifications and alterations within the scope of the claims, and it is understood that such modifications and alterations also fall within the technical scope of the present invention.

[0080] In the above embodiment, an example has been described in which the rotation speed of electric oil pump 17 is changed in accordance with the degree of oil filling and the oil temperature. However, this is not limiting, and control unit 101b does not have to change the rotation speed of electric oil pump 17 in accordance with the degree of oil filling and the oil temperature. [Explanation of symbols]

[0081] 1 vehicle 3 Engine 17 Electric oil pump 21 Continuously variable transmission (automatic transmission) 100 control device 101 processors 101a Prediction Section 101b control unit 103 memory 105 Keyless radio wave detection sensor 107 Door unlock sensor 109 Door open / close sensor 111 Seat belt sensor 113 Seat sensor 115 Oil temperature sensor 117 Ignition switch

Claims

1. A control device for a vehicle including an engine, an automatic transmission connected to the engine, and an electric oil pump that supplies oil to the automatic transmission, one or more processors; one or more memories coupled to the processor; and The processor: predicting whether or not a driver will perform a start operation to start the engine and start the vehicle when the vehicle is stopped; When it is predicted that the start operation will be performed, an electric oil pump start control is executed to start the electric oil pump without the start operation; estimating a fill level of the oil in the automatic transmission, and executing the electric oil pump start control based on the estimated fill level of the oil; Controlling the rotation speed of the electric oil pump in the electric oil pump start control based on the estimated result of the oil filling degree; Performing a process including Control device.

2. A control device for a vehicle including an engine, an automatic transmission connected to the engine, and an electric oil pump that supplies oil to the automatic transmission, one or more processors; one or more memories coupled to the processor; and The processor: predicting whether or not a driver will perform a start operation to start the engine and start the vehicle when the vehicle is stopped; When it is predicted that the start operation will be performed, an electric oil pump start control is executed to start the electric oil pump without the start operation; estimating a fill level of the oil in the automatic transmission, and executing the electric oil pump start control based on the estimated fill level of the oil; predicting that the starting operation will be performed when any of a plurality of conditions is satisfied; When a specific condition among the plurality of conditions is satisfied, the electric oil pump start control is initiated. Varying the specific condition depending on the degree of filling of the oil; Performing a process including Control device.

3. the processor executes a process including controlling a start timing of the electric oil pump start control based on the estimation result of the oil filling degree. The control device according to claim 1 or 2.

4. the processor executes a process including controlling the rotation speed of the electric oil pump in the electric oil pump start control based on the oil temperature in addition to the estimation result of the oil filling degree. The control device according to claim 1 .

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