JP2013190001A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain required lubricating and cooling performance by securing a sufficient discharge flow rate during main pump operation, even when an air content of lubricating oil is high.SOLUTION: A second clutch is provided between an engine and a motor/generator as driving sources of a vehicle and a driving wheel. When a high-load state of the second clutch is detected or estimated, a main pump operation 31 for actuating an electric oil pump M/O/P is performed to lubricate and cool the second clutch. An air content of lubricating oil is detected or estimated. When the air content exceeds a predetermined threshold α, a preliminary pump operation 32 for actuating the electric oil pump M/O/P is performed before the main pump operation 31 is implemented.

Description

  The present invention relates to a vehicle control device, and more particularly, to control of an electric pump that supplies lubricating fluid to a friction clutch.

  In a power transmission system between a drive source of a vehicle such as an engine or a motor and a drive wheel in the vehicle, various friction clutches for switching between disconnection and connection of power transmission are interposed. As such a friction clutch, for example, in a transmission starting clutch that is in a semi-engaged (slip-engaged) state during creep running, the load increases due to the occurrence of acceleration due to frequent accelerator operation or repeated low-speed running on a slope. Therefore, lubrication and cooling with a lubricating liquid such as lubricating oil (hereinafter simply referred to as cooling) are performed so as not to exceed the guaranteed temperature.

  In Patent Document 1, in addition to a mechanical oil pump that is mechanically driven by an output shaft of a vehicle driving source such as an engine or a motor, an electric oil pump is used in combination, and friction clutch lubrication and cooling are particularly required. Then, the rotational speed of the electric oil pump is temporarily set high, thereby increasing the discharge flow rate of the lubricating oil to promote lubrication and cooling.

JP 2007-198438 A

  In a state immediately after starting the vehicle from a long-time vehicle stop state or a state where driving at high speed is continued, the content rate of air contained in the lubricating oil increases. In such a state where the air content rate is high, the volumetric efficiency is lowered, so that the flow rate of the electric oil pump is lowered, and even if the rotational speed of the electric oil pump is increased as described above, a sufficient flow rate is discharged. There is a problem that the cooling efficiency is lowered.

  The present invention has been made in view of such circumstances, and provides a novel vehicle control device that can prevent a decrease in cooling efficiency even when the air content of a lubricating liquid such as lubricating oil is high. The purpose is to do.

  A vehicle to which a control device according to the present invention is applied is a friction clutch that is interposed in a power transmission system between a drive source and a drive wheel of the vehicle and switches between disconnection and connection of power transmission, and lubricates the friction clutch. And an electric pump for supplying the liquid. When a state in which the load of the friction clutch becomes high is detected or estimated, a main pump operation for operating the electric pump is performed so as to supply a lubricating liquid to the friction clutch. And if the air content rate of the lubricating liquid is detected or estimated, and the air content rate exceeds a predetermined threshold value, a preliminary pump that operates the electric pump in advance before performing the main pump operation Perform the operation.

  According to the present invention, when the air content rate exceeds a predetermined threshold value, the main pump is set in a state in which the air content rate is lowered by performing a preliminary pump operation that operates the electric pump in advance. Since the operation can be performed, a sufficient discharge flow rate can be ensured when the main pump is operated, and desired lubrication and cooling performance can be obtained. Moreover, since it is not necessary to set the target rotational speed of the electric pump in the main pump operation to be excessively high in order to reduce the air content rate, it is possible to avoid an increase in size and cost due to an increase in the rated output of the electric pump. In addition, an increase in power consumption of the electric pump can be suppressed, and fuel consumption can be improved.

The block diagram which shows the system configuration | structure of the control apparatus of the hybrid vehicle which concerns on one Example of this invention. The block diagram which shows the hydraulic circuit and cooling circuit to the 2nd clutch as a friction clutch. The timing chart which shows the operation | movement etc. of the electric oil pump as an electric pump. The flowchart which shows the flow of control of the said electric oil pump. Explanatory drawing which shows an example of the control map used for the implementation determination of the preliminary | backup pump action | operation of the said electric oil pump. Explanatory drawing which shows the other example of the control map used for execution determination of the said preliminary pump action | operation. Explanatory drawing which shows the other example of the control map used for execution determination of the said preliminary pump action | operation. Explanatory drawing which shows an example of the control map used for the setting of the rotation speed of the electric oil pump in the said preliminary pump action | operation. Explanatory drawing which shows the other example of the control map used for the setting of the reserve target rotation speed of the electric oil pump in the said reserve pump action | operation. Explanatory drawing which shows the other example of the control map used for the setting of the reserve target rotation speed of the electric oil pump in the said reserve pump action | operation.

Hereinafter, the present invention will be described with reference to illustrated embodiments. FIG. 1 is an overall system diagram showing a parallel hybrid vehicle according to an embodiment of the present invention. Hereinafter, based on FIG. 1, the structure of a drive system and a control system is demonstrated.

  As shown in FIG. 1, the drive system of the parallel hybrid vehicle includes an engine Eng, a first clutch (friction engagement element) CL1, a motor / generator (drive motor) MG, and a second clutch (forward / reverse switching mechanism). CL2, a continuously variable transmission CVT, a final gear FG, a left drive wheel LT, and a right drive wheel RT are provided. This drive system includes an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), and a quasi-electric vehicle travel mode (hereinafter referred to as “quasi-EV mode”). And a driving mode such as a drive torque control start mode (hereinafter referred to as “WSC mode”).

  The “EV mode” is a mode in which the first clutch CL1 is disengaged and the vehicle travels only with the power of the motor / generator MG. The “HEV mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels in any of the motor assist travel mode, travel power generation mode, and engine travel mode. The “quasi-EV mode” is a mode in which the first clutch CL1 is engaged but the engine Eng is turned off and the vehicle travels only with the power of the motor / generator MG. The “WSC mode” controls the rotation speed of the motor / generator MG at the time of P, N → D select start from the “HEV mode” or the D range start from the “EV mode” or “HEV mode”. While maintaining the slip engagement state of the second clutch CL2, the clutch torque capacity is controlled so that the clutch transmission torque passing through the second clutch CL2 becomes the required drive torque determined according to the vehicle state and driver operation. It is a mode to start. Note that “WSC” is an abbreviation for “Wet Start Clutch”.

  The engine Eng is capable of lean combustion, and the engine torque is controlled to coincide with the command value by controlling the intake air amount by the throttle actuator, the fuel injection amount by the injector, and the ignition timing by the spark plug.

  First clutch CL1 is interposed at a position between engine Eng and motor / generator MG. As the first clutch CL1, for example, a dry clutch that is normally engaged (normally closed) with an urging force of a diaphragm spring is used, and engagement / semi-engagement / release between the engine Eng and the motor / generator MG is performed. If the first clutch CL1 is in the fully engaged state, the sum of the motor torque and the engine torque is transmitted to the second clutch CL2. If the first clutch CL1 is in the released state, only the motor torque is transmitted to the second clutch CL2. The half-engagement / release control is performed by stroke control with respect to the hydraulic actuator.

  The motor / generator MG has an AC synchronous motor structure, and performs drive torque control and rotation speed control when starting and running, and recovers vehicle kinetic energy to the battery BAT by regenerative brake control during braking and deceleration. It is.

  The second clutch CL2 corresponds to a “friction clutch” according to one embodiment of the present invention, and functions as a starting clutch of a transmission TM such as a continuously variable transmission CVT. That is, the second clutch CL2 transmits the torque output from the engine Eng and the motor / generator MG (when the first clutch CL1 is engaged) via the continuously variable transmission CVT and the final gear FG. , RT, a sun gear SG, a plurality of pinion gears (not shown), a ring gear RG, a single pinion planetary gear PG having a planet carrier PC, and a forward clutch (first friction element) It has FC and reverse brake (2nd friction element) RB. The ring gear RG of the planetary gear PG is connected to the motor output shaft MGout of the motor / generator MG, and the sun gear SG of the planetary gear PG is connected to the transmission input shaft input of the continuously variable transmission CVT. Further, the forward clutch FC is interposed between the motor output shaft MGout and the sun gear SG, and the reverse brake RB is interposed between the planet carrier PC and a clutch case (not shown).

  In the second clutch CL2, by simultaneously releasing the forward clutch FC and the reverse brake RB, torque transmission from the engine Eng as a vehicle drive source and the motor / generator MG side to the left and right drive wheels LT, RT side is cut off. (Neutral).

  Further, when the forward clutch FC is engaged and the reverse brake RB is released, the sun gear SG and the motor output shaft MGout are directly connected. Here, since the ring gear RG is connected to the motor output shaft MGout, the sun gear SG and the ring gear RG rotate at the same rotational speed, generating transmission torque and transmitting the output rotation of the motor / generator MG in the positive direction. Is done. That is, the forward clutch FC is a friction element that transmits the output rotation of the motor / generator MG in the positive direction. Normally, when the vehicle starts, the motor / generator MG is rotated in the forward direction, and the forward clutch FC is engaged and the reverse brake RB is released to transmit the output rotation of the motor / generator MG in the forward direction without being reversed. To go forward.

  Further, when the reverse brake RB is engaged and the forward clutch FC is released, the planet carrier PC is fixed to the clutch case. That is, the planet carrier PC cannot revolve. Therefore, the rotation transmitted from the motor output shaft MGout to the ring gear RG is transmitted to the sun gear SG through the planet carrier PC that rotates but does not revolve, and reversely rotates the sun gear SG. As a result, a transmission torque is generated and the output rotation of the motor / generator MG is transmitted in the reverse direction. That is, the reverse brake RB is a friction element that transmits the output rotation of the motor / generator MG in the reverse direction. Normally, when the vehicle is moving backward, the motor / generator MG rotates in the forward direction, and the reverse brake RB is engaged and the forward clutch FC is released, so that the output rotation of the motor / generator MG in the forward direction is reversed and transmitted. Then move backward (backward).

  The forward clutch FC is a normally open wet multi-plate clutch, and the reverse brake RB is a normally open wet multi-plate brake. A transmission torque (clutch torque capacity) is generated according to the clutch pressing force (hydraulic pressure). Further, the forward clutch FC and the reverse brake RB each have a small heat capacity.

  The continuously variable transmission CVT is a belt-type continuously variable transmission having a pair of pulleys and a pulley belt stretched between the pair of pulleys. The gear ratio (pulley ratio) is freely controlled by changing the pulley width of each of the pair of pulleys and changing the diameter of the surface that holds the pulley belt.

  Furthermore, an input gear of a mechanical oil pump O / P is connected to the motor output shaft MGout via a chain CH. The mechanical oil pump O / P is a pump that is operated by the rotational driving force of the motor / generator MG. For example, a gear pump or a vane pump is used. Here, the mechanical oil pump O / P can discharge oil regardless of the rotation direction of the motor / generator MG. The mechanical oil pump O / P is a hydraulic pressure source that generates control pressure for the first and second clutches CL1 and CL2 and control pressure for the continuously variable transmission CVT. An electric oil pump M / O / P that is operated by the rotational driving force of the sub motor S / M is provided for lubrication and cooling of the second clutch CL2. The sub motor S / M and the motor / generator MG are driven by electric power supplied from a common battery BAT.

  As shown in FIG. 2, the mechanical oil pump O / P pressurizes oil stored in the oil pan 25 and supplies it to the hydraulic control circuit 26. The hydraulic pressure control circuit 26 is provided with a hydraulic pressure control valve 27 that switches between supply and cutoff of the control pressure to the second clutch CL2, and the operation of the hydraulic pressure control valve 27 is controlled by the clutch controller 12. The oil discharged from the hydraulic control valve 27 is appropriately supplied to the lubricating part 28 such as the second clutch CL2. On the other hand, the electric oil pump M / O / P directly feeds the oil stored in the oil pan 25 to the lubrication site 28 such as the second clutch CL2 through the cooling circuit 29. The operation of the electric oil pump M / O / P is controlled by an integrated controller 10 described later. The operation of the electric oil pump M / O / P may be controlled by the transmission controller 11 or the clutch controller 12.

  As shown in FIG. 1, the control system of the parallel hybrid vehicle of this embodiment includes an inverter INV, a battery BAT, an integrated controller 10, a transmission controller 11, a clutch controller 12, an engine controller 13, and a motor controller. 14, battery controller 15, accelerator opening sensor 16, transmission output speed sensor 17, motor output speed sensor 18, second clutch output speed sensor 19, hydraulic oil temperature sensor 20, engine A rotation speed sensor 21, a forward clutch temperature sensor 22, and a reverse brake temperature sensor 23 are provided.

  The inverter INV performs DC / AC conversion and generates a drive current for the motor / generator MG. Further, the output rotation of the motor / generator MG is reversed by reversing the phase of the generated drive current.

  The battery BAT stores regenerative energy from the motor / generator MG via the inverter INV.

  The integrated controller 10 detects the battery state (input from the battery controller 15), the accelerator opening (detected by the accelerator opening sensor 16), and the vehicle speed (a value synchronized with the transmission output speed, detected by the transmission output speed sensor 17). ) To calculate the target drive torque. Based on the result, command values for the actuators (motor / generator MG, engine Eng, first clutch CL1, second clutch CL2, continuously variable transmission CVT) are calculated and transmitted to the controllers 11-15.

  The transmission controller 11 performs shift control so as to achieve a shift command from the integrated controller 10. The shift control is performed by controlling the hydraulic pressure supplied to the continuously variable transmission CVT.

  The clutch controller 12 includes a second clutch input rotational speed (detected by the motor output rotational speed sensor 18), a second clutch output rotational speed (detected by the second clutch output rotational speed sensor 19), a clutch oil temperature (operating oil temperature sensor 20). And the solenoid valve current is controlled so as to realize the clutch hydraulic pressure (current) command value with respect to the first clutch hydraulic pressure command value and the second clutch hydraulic pressure command value from the integrated controller 10.

  The engine controller 13 inputs the engine speed (detected by the engine speed sensor 21) and performs engine torque control so as to achieve the engine torque command value from the integrated controller 10.

  The motor controller 14 controls the motor / generator MG so as to achieve the motor torque command value and the motor rotation speed command value from the integrated controller 10.

  The battery controller 15 manages the state of charge (SOC) of the battery BAT and transmits the information to the integrated controller 10.

  Next, the control of the electric oil pump M / O / P as an electric pump constituting the main part of the present embodiment will be described in detail with reference to FIGS. FIG. 3 is a timing chart showing the operation of the electric oil pump M / O / P in an operation scene in which vehicle deceleration (to t0), temporary stop (t0 to t3), and vehicle start (t3) are performed. . Since the torque converter is omitted in the hybrid vehicle of this embodiment, the second clutch CL2 serving as the starting clutch is half-engaged (slip-engaged) so that creep torque can be obtained at the time t3 after the vehicle is temporarily stopped. ) State. For this reason, the amount of heat generated by the load of the second clutch CL2, that is, the friction of the second clutch CL2, increases. When the load of the second clutch CL2 is detected or estimated in this way, the electric oil pump M / O / P is set to a predetermined value so that the sliding surface temperature of the second clutch CL2 does not exceed the guaranteed temperature. The main pump operation 31 that operates for a predetermined period toward the target rotational speed is performed (main pump operation control means).

  However, when the air content of the lubricating oil as the lubricating liquid is high, as shown by the solid line characteristics in FIG. 3, even if the main pump operation 31 is performed, a sufficient discharge flow rate cannot be obtained, and the second clutch CL2 Since the lubrication and cooling are not sufficiently performed, the sliding surface temperature of the second clutch CL2 may exceed the guaranteed temperature.

  In this embodiment, therefore, the air content rate in the lubricating oil is constantly monitored by detection or estimation. If this air content rate exceeds a predetermined threshold value α, the electric pump is operated before the main pump operation 31 is performed. A preliminary pump operation 32 for operating the oil pump M / O / P in advance is performed (preliminary pump operation control means). By performing the preliminary pump operation 32 in this manner and causing the lubricating oil to flow through the cooling circuit 29, as shown by the characteristics of the broken line in FIG. The air content can be reduced. Therefore, during the main pump operation 31 performed thereafter, a decrease in the discharge flow rate due to the air content is suppressed, and the desired lubrication / cooling performance can be obtained, so that the sliding surface temperature of the second clutch CL2 is set to the guaranteed temperature. The following can be suppressed.

  It should be noted that, when the air content rate exceeds a predetermined threshold value, the execution of the preliminary pump operation 32 is determined. However, when the operation state is not such that the main pump operation 31 is performed, the preliminary pump operation 32 is performed. Is not performed immediately, the determination result is held using a flag or the like, and the preliminary pump operation 32 is actually performed after the operation situation in which the main pump operation 31 may be performed is reached. For example, in the example shown in FIG. 3, the operation state in which the air content rate exceeds the threshold value α and the execution determination of the preliminary pump operation 32 is performed is the deceleration state (˜t0), and the main pump operation 31 needs to be performed. Thus, the preliminary pump operation 32 is not performed, and at the time t1 when a predetermined delay period has elapsed from the vehicle stop timing t0, the preliminary pump operation 32 is prepared in preparation for the execution of the main pump operation 31 accompanying the vehicle start (t3). To be implemented.

  Considering that the volumetric efficiency deteriorates due to an increase in the air content rate, it is conceivable to set the target rotational speed of the main pump operation 31 to be high instead of performing the preliminary pump operation 32 as in the present embodiment. . However, in this case, the drive load of the electric oil pump M / O / P increases as the target rotational speed increases, and the detected / estimated value of the air content is lower than the actual value. The discharge flow rate becomes excessive, and the fuel consumption decreases due to an increase in wasted power consumption. In addition, since it is necessary to make the parts of the electric oil pump M / O / P itself capable of high-speed operation, there is a demand for strength design due to an increase in sliding resistance and an increase in current accompanying the increase in speed. This may increase the cost and increase the size of the electric oil pump M / O / P. On the other hand, in this embodiment, since the main pump operation 31 can be performed with the air content reduced by performing the preliminary pump operation 32 prior to the main pump operation 31, It is not necessary to excessively increase the target rotational speed at 31, and it is possible to suppress a decrease in the discharge flow rate due to an increase in the air content without causing an increase in cost or an increase in size of the electric oil pump M / O / P. .

  FIG. 4 is a flowchart showing the control flow of the electric oil pump M / O / P of this embodiment. In step S11, as various signals representing the vehicle operating state, the input rotation speed (primary rotation speed) of the transmission (TM) including the automatic transmission CVT, the output rotation speed (secondary rotation speed or differential rotation speed) of the transmission, The clutch rotational speed difference corresponding to the difference between the input rotational speed and the output rotational speed of the second clutch CL2, the input torque of the second clutch CL2, the state of the second clutch CL2 (open / semi-engaged / engaged), In addition to temperature, vehicle speed, oil temperature, gradient, etc. are detected.

  In step S12, it is determined based on the various signals obtained in step S11 whether or not the main pump operation 31 is to be performed. For example, when the second clutch CL2 is in a semi-engaged state as in the case of creep travel immediately after starting the vehicle described above, the difference between the input rotational speed and the output rotational speed of the second clutch CL2 becomes large. Since the heat generation amount (load) of the second clutch CL2 increases, it is determined that the main pump operation 31 is performed so as to promote lubrication and cooling of the second clutch CL2.

  As other conditions for determining the execution of the main pump operation 31, the temperature of the second clutch CL2 is a predetermined value or higher, the transmission oil temperature is a predetermined value or higher, the slip time is a predetermined value or higher, and the second clutch CL2 is The transmission command torque is greater than or equal to a predetermined value, the transmission input target torque is greater than or equal to a predetermined value, the gear ratio is less than or equal to a predetermined value, the stall determination, the rollback determination, and the gradient are greater than or equal to a predetermined value. Thus, the execution determination of the main pump operation 31 is performed.

  When it is determined in step S12 that the main pump operation 31 is to be performed, the process proceeds to step S13, and the main target rotational speed in the main pump operation 31 of the electric oil pump M / O / P is set. On the other hand, when it is determined that the main pump operation 31 is not performed, the process proceeds from step S12 to step S14, and the electric oil pump M / O / P is stopped. That is, the main target rotational speed in the main pump operation 31 is set to zero.

  In step S15, based on the various signals obtained in step S11, it is determined whether or not the preliminary pump operation 32 is performed.

  5 and 6 show examples of control maps used for determining whether or not the preliminary pump operation 32 is performed. As shown in FIG. 5, as the rotational speed of the power transmission system, the higher the input rotational speed (primary rotational speed) and the output rotational speed (secondary rotational speed) of the transmission (TM), the more the lubricating oil is stirred and the air content rate Therefore, when these TM input rotation speed and TM output rotation speed exceed a predetermined determination level SL, the air content rate of the lubricating oil exceeds a predetermined threshold value α (see FIG. 3). It is determined that the preliminary pump operation 32 is performed. Moreover, in the example shown in FIG. 6, since air content rate becomes so high that the temperature (oil temperature) of lubricating oil becomes high, said determination line SL is made low, and according to this, according to the temperature state of lubricating oil Therefore, the execution determination of the preliminary pump operation 32 can be performed with higher accuracy.

  FIG. 7 shows an example of a control map used for setting the execution time ΔT (see FIG. 4) of the preliminary pump operation 32. As shown in the figure, the higher the TM input rotation speed and the TM output rotation speed as the rotation speed of the power transmission system, the more the oil is stirred and the air content becomes higher. ΔT is lengthened, whereby the preliminary pump operation 32 can be performed with higher accuracy based on the rotational speed of the power transmission system.

  In determining whether the preliminary pump operation 32 is to be performed, the air content rate is directly estimated based on the TM input rotation speed, the TM output rotation speed, the oil temperature, and the like, and the air content ratio is set to a predetermined threshold value α. If it exceeds (refer FIG. 4), you may comprise so that it may determine with the preliminary | backup pump action | operation 32 implementing.

  Referring to FIG. 4 again, if it is determined in step S15 that the preliminary pump operation 32 is to be performed, the process proceeds to step S16, where the preliminary target rotational speed in the preliminary pump operation 32 of the electric oil pump M / O / P is set. Is done. On the other hand, when it is determined that the preliminary pump operation 32 is not performed, the process proceeds from step S15 to step S17, and the electric oil pump M / O / P is stopped. That is, the main target rotational speed in the preliminary pump operation 32 is set to zero.

  8 to 10 show examples of control maps used for setting the preliminary target rotational speed of the preliminary pump operation 32, respectively. In the example shown in FIG. 8, when the TM input rotation speed and the TM output rotation speed exceed a predetermined determination level SL, it is determined that the preliminary pump operation 32 is performed, and the preliminary target rotation speed is set to a constant value.

  In the example shown in FIG. 9, the preliminary target rotational speed is adjusted according to the TM input rotational speed and the TM output rotational speed. Specifically, as the TM input rotational speed and the TM output rotational speed increase, the air content rate increases. Therefore, the preliminary target rotational speed is increased. In the example shown in FIG. 10, the preliminary target rotation speed is further adjusted according to the temperature (oil temperature) of the lubricating oil. Specifically, the air content increases as the oil temperature increases. Preliminary target speed is increased.

  Referring to FIG. 4 again, in step S18, the larger one of the above-described main target rotational speed and preliminary target rotational speed is set as the target rotational speed of electric oil pump M / O / P. The electric oil pump M / O / P is driven and controlled toward this target rotational speed.

  As described above, in this embodiment, the air content rate of the lubricating oil is detected or estimated, and when it is determined that the air content rate exceeds the predetermined threshold value α, before the main pump operation 31 is performed. In addition, a preliminary pump operation 32 for operating the electric oil pump M / O / P in advance is performed to reduce the air content in advance. Therefore, when the main pump operation 31 is performed, a decrease in volumetric efficiency due to the air content can be suppressed, so that a desired discharge flow rate is ensured and the lubrication performance and cooling performance of the clutch are improved. be able to. In addition, since the air content rate is reduced by the preliminary pump operation 32 as described above, it is not necessary to set the pump rotational speed excessively high in order to reduce the air content rate.

  Moreover, in the said Example, since determination of implementation of the preliminary | backup pump action | operation 32 is performed based on the TM input rotation speed and TM output rotation speed which are the rotation speed of the power transmission system with a big influence on an air content rate. Therefore, it is possible to make a relatively accurate determination with a simple configuration. Furthermore, as shown in FIG. 6, by adjusting the determination level SL according to the oil temperature, the determination process can be performed with high accuracy according to the oil temperature. In addition, as shown in FIG. 7, by adjusting the implementation time ΔT of the preliminary pump operation 32 based on the TM input rotation speed and the TM output rotation speed that are the rotation speed of the power transmission system, while suppressing the air content rate, The implementation time ΔT of the preliminary pump operation 32 can be shortened, and wasteful power consumption can be suppressed. However, as the execution time ΔT of the preliminary pump operation 32, a certain time during which the air content rate calculated in advance based on the characteristics of the electric oil pump M / O / P, the cooling circuit 29, or the like can be suppressed may be used. .

  Further, as shown in the examples of FIGS. 9 and 10, the target rotational speed of the electric oil pump M / O / P in the preliminary pump operation 32 is adjusted according to the TM input rotational speed, the TM output rotational speed, the oil temperature, and the like. Thereby, an air content rate can be reduced more accurately.

  As described above, the present invention has been described based on the specific embodiments. However, the present invention is not limited to the above-described embodiments, and includes various modifications and changes. For example, the present invention is not limited to the hybrid vehicle as in the above embodiment, but can be similarly applied to a vehicle using only an electric vehicle or an engine as a vehicle drive source.

  In the above embodiment, the present invention is applied to the second clutch CL2, which is a starting clutch. However, the present invention can be similarly applied to other friction clutches such as the first clutch CL1.

10 ... Integrated controller Eng ... Engine (drive source)
Mg ... motor / generator (drive source)
LT, RT ... Drive wheel CL2 ... Second clutch (friction clutch)
M / O / P: Electric oil pump (electric pump)

Claims (5)

A friction clutch that is interposed in a power transmission system between a drive source and a drive wheel of the vehicle and switches between disconnection and connection of power transmission;
In a vehicle control device having an electric pump that supplies lubricating fluid to the friction clutch,
When detecting or estimating a state in which the load of the friction clutch becomes high, main pump operation control means for performing a main pump operation for operating the electric pump so as to supply lubricating liquid to the friction clutch;
When the air content rate of the lubricating liquid is detected or estimated and the air content rate exceeds a predetermined threshold value, a preliminary pump operation for operating the electric pump in advance is performed before the main pump operation is performed. Preliminary pump actuation control means to be implemented;
A vehicle control apparatus comprising:   The preliminary pump operation control means estimates the air content based on the rotational speed of the power transmission system, and when the rotational speed of the power transmission system exceeds a predetermined determination level, The vehicle control device according to claim 1, wherein:   The vehicle control device according to claim 2, wherein the preliminary pump operation control means lowers the determination level as the temperature of the lubricating liquid is higher.   4. The vehicle control device according to claim 1, wherein the preliminary pump operation control means lengthens an execution time of the preliminary pump operation as the rotational speed of the power transmission system increases. 5.   The vehicle control device according to any one of claims 2 to 4, wherein the preliminary pump operation control means increases the target rotational speed of the preliminary pump operation as the rotational speed of the power transmission system increases. .

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