JP6597555B2 - Hydraulic control device for vehicle - Google Patents

Hydraulic control device for vehicle Download PDF

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JP6597555B2
JP6597555B2 JP2016210785A JP2016210785A JP6597555B2 JP 6597555 B2 JP6597555 B2 JP 6597555B2 JP 2016210785 A JP2016210785 A JP 2016210785A JP 2016210785 A JP2016210785 A JP 2016210785A JP 6597555 B2 JP6597555 B2 JP 6597555B2
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oil pump
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operating point
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hydraulic control
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JP2018069890A (en
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有 永里
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Toyota Motor Corp
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Description

本発明は、機械式可変容量オイルポンプ及び電動式オイルポンプを用いて変速機に油圧を供給する車両用油圧制御装置に関する。   The present invention relates to a vehicle hydraulic control device that supplies hydraulic pressure to a transmission using a mechanical variable displacement oil pump and an electric oil pump.

特許文献１には、いずれも１ポート型の機械式オイルポンプ及び電動式オイルポンプを用いて、ライン圧、セカンダリ圧、及び潤滑圧の３つの油圧を変速機の各油圧供給先に供給する車両用油圧制御装置が記載されている。   Patent Document 1 discloses a vehicle that supplies three hydraulic pressures, that is, a line pressure, a secondary pressure, and a lubricating pressure, to each hydraulic pressure supply destination of a transmission, all using a one-port mechanical oil pump and an electric oil pump. A hydraulic control device is described.

特開２０１４−１１４９１０号公報JP 2014-114910 A

一般に、電動式オイルポンプの効率が最も良くなる動作点は吐出量が多い（回転数が高い）領域内にある。しかしながら、特許文献１記載の装置は、エンジンへの燃料供給停止時には電動式オイルポンプを用いて制御圧を供給している。このため、特許文献１記載の装置によれば、エンジンへの燃料供給停止時には、吐出量が少なく、効率の悪い領域で電動式オイルポンプが駆動されることによって、変速機の効率（伝達効率）が低下する。また、回生が可能な電動機を備える車両や発電機を備える車両においては、車両の走行状態によっては余剰な電力が発生する場合がある。しかしながら、特許文献１記載の装置では、このような余剰な電力を電動式オイルポンプの駆動に用いることは検討されてなく、改善の余地がある。   In general, the operating point at which the efficiency of the electric oil pump is the best is in the region where the discharge amount is large (the rotational speed is high). However, the device described in Patent Document 1 supplies a control pressure using an electric oil pump when stopping fuel supply to the engine. For this reason, according to the device described in Patent Document 1, when the fuel supply to the engine is stopped, the electric oil pump is driven in a region where the discharge amount is small and the efficiency is low, whereby the transmission efficiency (transmission efficiency) is increased. Decreases. Further, in a vehicle including an electric motor capable of regeneration and a vehicle including a generator, excessive electric power may be generated depending on the traveling state of the vehicle. However, in the apparatus described in Patent Document 1, the use of such surplus power for driving the electric oil pump has not been studied, and there is room for improvement.

本発明は、上記課題に鑑みてなされたものであって、その目的は、電動式オイルポンプの駆動電力量の増加に伴う燃費の悪化を招くことなく変速機の効率を向上可能な車両用油圧制御装置を提供することにある。   The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicular hydraulic pressure capable of improving the efficiency of a transmission without causing deterioration of fuel consumption associated with an increase in driving electric energy of an electric oil pump. It is to provide a control device.

本発明に係る車両用油圧制御装置は、回生が可能な電動機又は発電機と、前記電動機又は前記発電機によって発電された電力を蓄電するバッテリと、を備える車両に搭載され、機械式可変容量オイルポンプ及び電動式オイルポンプを用いて変速機に油圧を供給する車両用油圧制御装置であって、前記電動式オイルポンプを現在の動作点の効率よりも効率が良い動作点で駆動させた場合の駆動電力量の増加分が、前記バッテリに蓄電されている余剰な電力量より小さい場合、前記バッテリに蓄電されている電力を利用して現在の動作点の効率よりも効率が良い動作点で前記電動式オイルポンプを駆動すると共に、前記機械式可変容量オイルポンプの吐出容量を低下させる制御手段を備えることを特徴とする。   A vehicle hydraulic control device according to the present invention is mounted on a vehicle including a regenerative electric motor or generator, and a battery that stores electric power generated by the electric motor or the generator, and is a mechanical variable capacity oil. A vehicle hydraulic control device that supplies hydraulic pressure to a transmission using a pump and an electric oil pump, wherein the electric oil pump is driven at an operating point that is more efficient than the current operating point. When the increase in the amount of drive power is smaller than the surplus power stored in the battery, the power stored in the battery is used for the operating point that is more efficient than the current operating point. The electric oil pump is driven, and control means for reducing the discharge capacity of the mechanical variable capacity oil pump is provided.

本発明に係る車両用油圧制御装置によれば、電動式オイルポンプを現在の動作点の効率よりも効率が良い動作点で駆動させた場合の駆動電力量の増加分が、バッテリに蓄電されている余剰な電力量より小さい場合、バッテリに蓄電されている電力を利用して現在の動作点の効率よりも効率が良い動作点で電動式オイルポンプを駆動すると共に、機械式可変容量オイルポンプの吐出容量を低下させるので、電動式オイルポンプの駆動電力量の増加に伴う燃費の悪化を招くことなく変速機の効率を向上させることができる。   According to the vehicle hydraulic control device of the present invention, the increase in the drive power amount when the electric oil pump is driven at an operating point that is more efficient than the current operating point is stored in the battery. If it is smaller than the surplus electric power, the electric oil pump is driven at an operating point that is more efficient than the current operating point using the electric power stored in the battery, and the mechanical variable capacity oil pump Since the discharge capacity is reduced, it is possible to improve the efficiency of the transmission without deteriorating fuel consumption associated with an increase in the drive power amount of the electric oil pump.

図１は、本発明の一実施形態である車両用油圧制御装置の構成を示す模式図である。FIG. 1 is a schematic diagram showing a configuration of a vehicle hydraulic control apparatus according to an embodiment of the present invention. 図２は、本発明の一実施形態である油圧制御処理の流れを示すフローチャートである。FIG. 2 is a flowchart showing a flow of hydraulic control processing according to an embodiment of the present invention. 図３は、電動式オイルポンプの吐出量と全効率及び駆動電力量との関係を示す図である。FIG. 3 is a diagram showing the relationship between the discharge amount of the electric oil pump, the total efficiency, and the drive power amount. 図４は、エンジン回転数の時間変化に対するライン圧系必要流量及び潤滑圧系必要流量の時間変化の一例を示す図である。FIG. 4 is a diagram showing an example of the time change of the line pressure system required flow rate and the lubrication pressure system required flow rate with respect to time change of the engine speed. 図５は、従来及び本発明の油圧制御処理における機械式可変容量オイルポンプ及び電動式オイルポンプの吐出量を示す図である。FIG. 5 is a diagram showing discharge amounts of the mechanical variable displacement oil pump and the electric oil pump in the conventional and hydraulic control processing of the present invention.

以下、図面を参照して、本発明の一実施形態である車両用油圧制御装置の構成及びその動作について説明する。   Hereinafter, the configuration and operation of a vehicle hydraulic control apparatus according to an embodiment of the present invention will be described with reference to the drawings.

〔構成〕
まず、図１を参照して、本発明の一実施形態である車両用油圧制御装置の構成について説明する。 〔Constitution〕
First, with reference to FIG. 1, the structure of the vehicle hydraulic control apparatus which is one Embodiment of this invention is demonstrated.

図１に示すように、本発明の一実施形態である車両用油圧制御装置１は、回生が可能な電動機２と、電動機２によって発電された電力を蓄電するバッテリ３と、を備える車両に搭載され、機械式可変容量オイルポンプ（ＭＯＰ）４及び電動式オイルポンプ（ＥＯＰ）５を用いて変速機６に油圧を供給する装置である。なお、車両は、電動機２の代わりに又は電動機２に加えて発電機を備え、発電機によって発電された電力をバッテリ３に蓄電する車両であってもよい。   As shown in FIG. 1, a vehicle hydraulic control apparatus 1 according to an embodiment of the present invention is mounted on a vehicle including an electric motor 2 that can be regenerated and a battery 3 that stores electric power generated by the electric motor 2. The apparatus supplies hydraulic pressure to the transmission 6 using a mechanical variable displacement oil pump (MOP) 4 and an electric oil pump (EOP) 5. The vehicle may be a vehicle that includes a generator instead of or in addition to the electric motor 2 and stores the electric power generated by the electric generator in the battery 3.

ＭＯＰ４は、２ポート型の機械式可変容量オイルポンプによって構成され、車両に搭載されたエンジン７によって駆動される。ＭＯＰ４は、メインポート４ａを介して変速機６のライン圧系（シーブ系及びクラッチ系）６ａに高圧の油圧を供給し、サブポート４ｂを介して変速機６の潤滑圧系（クーラ・潤滑系）６ｂに低圧の油圧を供給する。ＭＯＰ４は、メインポート４ａの吐出量とサブポート４ｂの吐出量との比（ポート比）を変化できるように構成されている。   The MOP 4 is constituted by a two-port type mechanical variable displacement oil pump, and is driven by an engine 7 mounted on the vehicle. The MOP 4 supplies high pressure hydraulic pressure to the line pressure system (sheave system and clutch system) 6a of the transmission 6 through the main port 4a, and the lubrication pressure system (cooler / lubrication system) of the transmission 6 through the subport 4b. Low pressure hydraulic pressure is supplied to 6b. The MOP 4 is configured to change the ratio (port ratio) between the discharge amount of the main port 4a and the discharge amount of the sub port 4b.

なお、メインポート４ａとライン圧系６ａとを結ぶ油路４ｃとサブポート４ｂと潤滑圧系６ｂとを結ぶ油路４ｄとの間には逆止弁４ｅが設けられている。逆止弁４ｅは、油路４ｃ側の油圧が油路４ｄ側の油圧よりも高い場合は閉じている。一方、油路４ｃ側の油圧が油路４ｄ側の油圧よりも低い場合は、逆止弁４ｅは開き、サブポート４ｂから吐出された油圧がライン圧系６ａに供給される。   A check valve 4e is provided between an oil passage 4c connecting the main port 4a and the line pressure system 6a and an oil passage 4d connecting the subport 4b and the lubricating pressure system 6b. The check valve 4e is closed when the oil pressure on the oil passage 4c side is higher than the oil pressure on the oil passage 4d side. On the other hand, when the oil pressure on the oil passage 4c side is lower than the oil pressure on the oil passage 4d side, the check valve 4e is opened, and the oil pressure discharged from the subport 4b is supplied to the line pressure system 6a.

ＥＯＰ５は、１ポート型の電動式オイルポンプによって構成され、電動機８によって駆動される。ＥＯＰ５は、ポート５ａを介して変速機６の潤滑圧系６ｂに低圧の油圧を供給することにより、ＭＯＰ４の吐出量では足りない潤滑系必要流量をアシストする。   The EOP 5 is constituted by a one-port type electric oil pump and is driven by the electric motor 8. The EOP 5 assists the required flow amount of the lubrication system that is not sufficient by the discharge amount of the MOP 4 by supplying low pressure hydraulic pressure to the lubrication pressure system 6b of the transmission 6 through the port 5a.

このような構成を有する車両用油圧制御装置１では、車両に搭載されたＥＣＵ（Electronic Control Unit）１０が、以下に示す油圧制御処理を実行することにより、ＥＯＰ５の駆動電力量の増加に伴う燃費の悪化を招くことなく変速機６の効率を向上させる。以下、図２〜図５を参照して、本発明の一実施形態である油圧制御処理を実行する際のＥＣＵ１０の動作について説明する。ＥＣＵ１０は、本発明に係る制御手段として機能する。   In the vehicle hydraulic control apparatus 1 having such a configuration, an ECU (Electronic Control Unit) 10 mounted on the vehicle executes a hydraulic control process shown below, whereby the fuel consumption associated with an increase in the drive power amount of the EOP 5 is achieved. The efficiency of the transmission 6 is improved without incurring deterioration. Hereinafter, with reference to FIGS. 2 to 5, the operation of the ECU 10 when executing the hydraulic control process according to the embodiment of the present invention will be described. The ECU 10 functions as control means according to the present invention.

〔油圧制御処理〕
図２は、本発明の一実施形態である油圧制御処理の流れを示すフローチャートである。図２に示すフローチャートは、車両のイグニッションスイッチがオフ状態からオン状態に切り換えられたタイミングで開始となり、油圧制御処理はステップＳ１の処理に進む。油圧制御処理は、車両のイグニッションスイッチがオン状態である間、所定の制御周期毎に繰り返し実行される。 [Hydraulic control processing]
FIG. 2 is a flowchart showing a flow of hydraulic control processing according to an embodiment of the present invention. The flowchart shown in FIG. 2 starts at the timing when the ignition switch of the vehicle is switched from the off state to the on state, and the hydraulic pressure control process proceeds to step S1. The hydraulic control process is repeatedly executed at predetermined control cycles while the ignition switch of the vehicle is in an on state.

ステップＳ１の処理では、ＥＣＵ１０が、ＥＯＰ５の現在の動作点における吐出量Ｑeop_0とＥＯＰ５の全効率（効率）が最も良い動作点における吐出量Ｑeop_peakの大小関係を比較する。比較の結果、吐出量Ｑeop_0が吐出量Ｑeop_peakより小さい場合（ステップＳ１：Ｙｅｓ）、ＥＣＵ１０は、油圧制御処理をステップＳ２の処理に進める。具体的には、図３（ａ）に示すように、ＥＣＵ１０は、ＥＯＰ５の現在の動作点Ｐ１における吐出量Ｑeop_0がＥＯＰ５の全効率が最も良い動作点Ｐ２における吐出量Ｑeop_peakより小さい場合、油圧制御処理をステップＳ２の処理に進める。なお、図３（ａ）中、曲線Ｌ１は、ＥＯＰ５の全効率と吐出量との関係を示す曲線である。一方、吐出量Ｑeop_0が吐出量Ｑeop_peak以上の大きさである場合には（ステップＳ１：Ｎｏ）、ＥＣＵ１０は、油圧制御処理をステップＳ４の処理に進める。 In the process of step S1, the ECU 10 compares the magnitude relationship between the discharge amount Qeop_0 at the current operating point of EOP5 and the discharge amount Qeop_peak at the operating point where the total efficiency (efficiency) of EOP5 is the best. As a result of the comparison, when the discharge amount Qeop_0 is smaller than the discharge amount Qeop_peak (step S1: Yes), the ECU 10 advances the hydraulic pressure control process to the process of step S2. Specifically, as shown in FIG. 3A, the ECU 10 controls the hydraulic pressure when the discharge amount Qeop_0 at the current operating point P1 of the EOP5 is smaller than the discharge amount Qeop_peak at the operating point P2 where the total efficiency of the EOP5 is the best. The process proceeds to step S2. In FIG. 3A, a curve L1 is a curve showing the relationship between the total efficiency of EOP5 and the discharge amount. On the other hand, when the discharge amount Qeop_0 is greater than or equal to the discharge amount Qeop_peak (step S1: No), the ECU 10 advances the hydraulic pressure control process to the process of step S4.

ステップＳ２の処理では、ＥＣＵ１０が、バッテリ３に蓄電されている電力量のうち、ＥＯＰ５の駆動に使用可能な余剰な電力量（ＳＯＣ使用可能残量）ΔＰbatを算出する。具体的には、ＥＣＵ１０は、回生可能な電動機を備える車両においては、車両の駆動に用いられる電力量に対する回生電力量の余剰分をＳＯＣ使用可能残量として算出し、発電機を備える車両においては、電気部品の使用電力量に対する発電電力量の余剰分をＳＯＣ使用可能残量として算出する。また、図３（ｂ）に示すように、ＥＣＵ１０は、ＥＯＰ５の動作点を現在の動作点Ｐ３から全効率が最も良い動作点Ｐ４に移動させることに伴うＥＯＰ５の駆動電力量の増加分（使用電力増加分）ΔＰeopを算出する。そして、ＥＣＵ１０は、ＳＯＣ使用可能残量ΔＰbatが使用電力増加分ΔＰeopより大きいか否かを判別する。判別の結果、ＳＯＣ使用可能残量ΔＰbatが使用電力増加分ΔＰeopより大きい場合（ステップＳ２：Ｙｅｓ）、ＥＣＵ１０は、油圧制御処理をステップＳ３の処理に進める。一方、ＳＯＣ使用可能残量ΔＰbatが使用電力増加分ΔＰeop以下の大きさである場合には（ステップＳ２：Ｎｏ）、ＥＣＵ１０は、油圧制御処理をステップＳ４の処理に進める。   In the process of step S2, the ECU 10 calculates a surplus power amount (SOC remaining amount) ΔPbat that can be used for driving the EOP5 out of the power amount stored in the battery 3. Specifically, the ECU 10 calculates a surplus of the regenerative electric energy with respect to the electric energy used for driving the vehicle as a SOC usable remaining amount in a vehicle including a regenerative electric motor, and in a vehicle including a generator. Then, the surplus of the generated power amount with respect to the used power amount of the electrical component is calculated as the SOC usable remaining amount. Further, as shown in FIG. 3 (b), the ECU 10 increases the amount of EOP5 driving power (use of the EOP5 by moving the operating point of the EOP5 from the current operating point P3 to the operating point P4 having the best overall efficiency). (Power increase) ΔPeop is calculated. Then, the ECU 10 determines whether or not the SOC usable remaining amount ΔPbat is larger than the used power increase ΔPeop. As a result of the determination, when the remaining SOC usable amount ΔPbat is larger than the used power increase ΔPeop (step S2: Yes), the ECU 10 advances the hydraulic pressure control process to the process of step S3. On the other hand, if the SOC usable remaining amount ΔPbat is equal to or smaller than the used power increase ΔPeop (step S2: No), the ECU 10 advances the hydraulic pressure control process to the process of step S4.

ステップＳ３の処理では、ＥＣＵ１０が、ＥＯＰ５の吐出量を全効率が最も良い動作点における吐出量に設定する。また、ＥＣＵ１０は、変速機６が必要とするオイル流量（Ｔ／Ｍ必要流量）からＥＯＰ５の吐出量を減算した値をＭＯＰ４の吐出量に設定する。これにより、ステップＳ３の処理は完了し、一連の油圧制御処理は終了する。   In step S3, the ECU 10 sets the discharge amount of EOP5 to the discharge amount at the operating point with the best overall efficiency. Further, the ECU 10 sets a value obtained by subtracting the discharge amount of EOP5 from the oil flow rate (T / M required flow rate) required by the transmission 6 as the discharge amount of MOP4. Thereby, the process of step S3 is completed and a series of hydraulic control processes are completed.

ステップＳ４の処理では、ＥＣＵ１０が、変速機６のライン圧系６ａが必要とするオイル流量をＭＯＰ４のメインポート比で除算した値をＭＯＰ４の吐出量に設定する。また、ＥＣＵ１０は、変速機６が必要とするオイル流量（Ｔ／Ｍ必要流量）からＭＯＰ４の吐出量を減算した値をＥＯＰ５の吐出量に設定する。これにより、ステップＳ４の処理は完了し、一連の油圧制御処理は終了する。   In the process of step S4, the ECU 10 sets a value obtained by dividing the oil flow rate required by the line pressure system 6a of the transmission 6 by the main port ratio of the MOP4 as the discharge amount of the MOP4. Further, the ECU 10 sets a value obtained by subtracting the discharge amount of the MOP 4 from the oil flow rate (T / M required flow rate) required by the transmission 6 as the discharge amount of the EOP 5. Thereby, the process of step S4 is completed and a series of hydraulic control processes are completed.

最後に、図４，図５を参照して、本発明の一実施形態である油圧制御処理による効果について説明する。図４は、エンジン回転数の時間変化に対するライン圧系必要流量及び潤滑圧系必要流量の時間変化の一例を示す図である。図５は、従来及び本発明の油圧制御処理における機械式可変容量オイルポンプ及び電動式オイルポンプの吐出量を示す図である。   Finally, with reference to FIG. 4 and FIG. 5, the effect by the hydraulic control process which is one Embodiment of this invention is demonstrated. FIG. 4 is a diagram showing an example of the time change of the line pressure system required flow rate and the lubrication pressure system required flow rate with respect to time change of the engine speed. FIG. 5 is a diagram showing discharge amounts of the mechanical variable displacement oil pump and the electric oil pump in the conventional and hydraulic control processing of the present invention.

いま図４（ａ），（ｂ）に示すように、エンジン回転数の変化に応じてライン圧系及び潤滑圧系の必要流量が変化する場合を考える。なお、図４（ａ），（ｂ）において、線Ｌ３はエンジン回転数、線Ｌ４はライン圧系の必要流量、線Ｌ５は潤滑圧系の必要流量を示している。この場合、従来の油圧制御装置では、図４（ａ），（ｂ）に示す時間ｔにおいては、図５に示すように、ＭＯＰ４（メインポート及びサブポート）を用いてライン圧系及び潤滑圧系の必要流量の一部を供給し、ＥＯＰ５を用いてＭＯＰ４では足りない潤滑圧系の必要流量を供給していた。すなわち、ＥＯＰ５はＭＯＰ４では足りないオイルを吐出していた。このため、ＭＯＰ４は、吐出量が少なく、効率が悪い領域で動作していた。   Consider the case where the required flow rates of the line pressure system and the lubrication pressure system change according to changes in the engine speed, as shown in FIGS. 4A and 4B, line L3 indicates the engine speed, line L4 indicates the required flow rate of the line pressure system, and line L5 indicates the required flow rate of the lubrication pressure system. In this case, in the conventional hydraulic control apparatus, at time t shown in FIGS. 4 (a) and 4 (b), as shown in FIG. 5, the line pressure system and the lubrication pressure system are used by using MOP4 (main port and sub port). The required flow rate of the lubricating pressure system, which is insufficient with MOP4, was supplied using EOP5. That is, EOP5 was discharging oil that MOP4 is insufficient. For this reason, the MOP 4 operates in a region where the discharge amount is small and the efficiency is low.

これに対して、本発明の一実施形態である油圧制御装置では、ＥＯＰ５を現在の動作点の効率よりも効率が良い動作点で駆動させた場合の駆動電力量の増加分が、バッテリ３に蓄電されている余剰な電力量より小さい場合、ＥＣＵ１０が、図５に示すように、バッテリ３に蓄電されている電力を利用してＥＯＰ５の吐出量を増加させることによってＥＯＰ５のみで潤滑圧系６ｂに油圧を供給する。すなわち、ＥＣＵ１０は、現在の動作点の効率よりも効率が良い動作点でＥＯＰ５を駆動する。また、ＥＣＵ１０は、ＭＯＰ４の吐出容量を低下させる。これにより、ＥＯＰ５の吐出量が増加した分、ＭＯＰ４の吐出量を下げることができるので、変速機６の効率が向上する。また、ＥＯＰ５の駆動にはバッテリ３の余剰電力が用いられるため、ＥＯＰ５の駆動電力量の増加に伴い燃費が悪化することを抑制できる。   On the other hand, in the hydraulic control apparatus according to the embodiment of the present invention, the increase in the drive power amount when the EOP 5 is driven at an operating point that is more efficient than the current operating point is applied to the battery 3. When it is smaller than the surplus power amount stored, the ECU 10 increases the discharge amount of the EOP 5 using the power stored in the battery 3 as shown in FIG. Supply hydraulic pressure to That is, the ECU 10 drives the EOP 5 at an operating point that is more efficient than the current operating point. Further, the ECU 10 reduces the discharge capacity of the MOP4. As a result, since the discharge amount of MOP4 can be reduced by the increase in the discharge amount of EOP5, the efficiency of the transmission 6 is improved. Moreover, since the surplus electric power of the battery 3 is used for driving the EOP5, it is possible to suppress the deterioration of the fuel consumption accompanying the increase of the driving electric energy of the EOP5.

以上、本発明者らによってなされた発明を適用した実施の形態について説明したが、本実施形態による本発明の開示の一部をなす記述及び図面により本発明は限定されることはない。すなわち、本実施形態に基づいて当業者等によりなされる他の実施の形態、実施例及び運用技術等は全て本発明の範疇に含まれる。   The embodiment to which the invention made by the present inventors is applied has been described above, but the present invention is not limited by the description and the drawings that constitute a part of the disclosure of the present invention. That is, other embodiments, examples, operational techniques, and the like made by those skilled in the art based on the present embodiment are all included in the scope of the present invention.

１ 車両用油圧制御装置
２，８ 電動機
３ バッテリ
４ 機械式可変容量オイルポンプ
５ 電動式オイルポンプ
６ 変速機
７ エンジン
１０ ＥＣＵ DESCRIPTION OF SYMBOLS 1 Vehicle hydraulic control apparatus 2,8 Electric motor 3 Battery 4 Mechanical variable capacity oil pump 5 Electric oil pump 6 Transmission 7 Engine 10 ECU

Claims (1)

回生が可能な電動機又は発電機と、前記電動機又は前記発電機によって発電された電力を蓄電するバッテリと、を備える車両に搭載され、機械式可変容量オイルポンプ及び電動式オイルポンプを用いて変速機に油圧を供給する車両用油圧制御装置であって、
前記電動式オイルポンプは、通常時は効率が最も良い動作点の吐出量よりも吐出量が小さい側で駆動され、前記電動式オイルポンプを現在の動作点の効率よりも効率が良い動作点で駆動させた場合の駆動電力量の増加分が、前記バッテリに蓄電されている電動式オイルポンプの駆動に使用可能な電力量より小さい場合、前記バッテリに蓄電されている電力を利用して現在の動作点の効率よりも効率が良い動作点で前記電動式オイルポンプを駆動すると共に、前記機械式可変容量オイルポンプの吐出容量を低下させる制御手段を備えることを特徴とする車両用油圧制御装置。 A transmission equipped with a mechanical variable capacity oil pump and an electric oil pump, mounted on a vehicle comprising a regenerative electric motor or generator and a battery that stores electric power generated by the electric motor or the electric generator. A vehicle hydraulic control device for supplying hydraulic pressure to the vehicle,
The electric oil pump is normally driven on the side where the discharge amount is smaller than the discharge amount of the operating point with the best efficiency, and the electric oil pump is operated at an operating point with higher efficiency than the efficiency of the current operating point. When the amount of increase in driving power when driven is smaller than the amount of power that can be used to drive the electric oil pump stored in the battery, the current stored in the battery is used to A vehicular hydraulic control apparatus comprising: a control unit that drives the electric oil pump at an operating point that is more efficient than an operating point, and that reduces a discharge capacity of the mechanical variable displacement oil pump.
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