JP5891775B2 - Electric pump discharge flow rate control device - Google Patents

Description

  The present invention relates to a discharge flow rate control device for an electric pump used for appropriately supplying cooling oil including lubrication to a starting clutch of a transmission.

  The transmission has a starting clutch that is fastened to control power transmission at each gear position. This starting clutch requires acceleration by accelerator operation or repeats low-speed running while switching the gear speed on a curved uphill road. In addition, the load increases as the clutch transmission torque increases or repeatedly changes, and the amount of heat generation increases.

  When the amount of heat generated by the starting clutch increases, or when the starting clutch rises in temperature, the clutch needs to be cooled so as not to cause problems such as burning of the clutch.

  When the oil discharged from the electric oil pump is used for this cooling, for example, as described in Patent Document 1, when the starting clutch rises in temperature due to an increase in the load of the transmission due to acceleration caused by the accelerator operation, In general, the rotational speed of the electric oil pump is usually set high in order to increase the oil pump discharge flow rate.

  In other words, it is usual to control the rotational speed of the electric oil pump so that the discharge flow rate conforms to the required discharge flow rate according to the above-mentioned clutch heat generation amount and clutch temperature, and to solve the problem related to overheating of the clutch. there were.

JP 2007-198438 A

  However, when the starting clutch that replaces the torque converter of the vehicle transmission system is engaged while being slipped at the time of starting, the starting operation is usually performed when the starting clutch is to be cooled by the oil discharged from the electric pump. Then, the rotational speed control of the electric pump is performed so that the pump discharge flow rate is as required according to the clutch heat generation amount and the clutch temperature.

  For this reason, the actual pump discharge flow rate is not as required during the pump flow rate response delay time from the rotational speed control of the electric pump in response to the start operation until the pump discharge flow rate actually becomes as required. As a result, the starting clutch cannot be sufficiently used, and the starting clutch may be burned out or its durability may be reduced.

  If a large-capacity pump with a large capacity is used as the electric pump, the above problem is improved to some extent, but the problem cannot be solved sufficiently, and the cost cannot be overlooked and the pump drive loss increases. Will occur.

  In view of the above problems, the present invention quickly detects the intention to start before the start operation without relying on measures using a large-capacity large pump, and in response thereto, the pump flow rate response delay is prevented. It is an object of the present invention to provide a discharge flow rate control device for an electric pump that solves the above-mentioned problems by performing such precharge control on the electric pump.

To this end, the electric pump discharge flow rate control device according to the present invention is configured as follows.
First, an electric pump that is a premise of the present invention will be described. This is an electric pump that is used in a vehicle transmission system that includes a transmission friction element and that enables the vehicle to travel by fastening the transmission friction element. The required discharge flow rate used for cooling the transmission friction element is realized by the control.

  The discharge flow rate control device of the present invention is characterized by a configuration in which such an electric pump is provided with the following start intention detection means and precharge control means.

The former start intent detecting means is performed prior to the initial movement operation order to initiate the driving of the vehicle transmission system via the transmission friction element engaged state, to detect the start intention based on the brake pedal release operation indicating start intent Is,
The latter precharge control means, when starting intention detecting means detects the start intention is to contribute to the rotational speed control to the required discharge flow rate Na precharge flow pump flow response delay prevented.

In the discharge flow rate control apparatus for an electric pump according to the present invention, when the start intention based on the brake pedal release operation indicating start intended to be performed prior to starting operation is detected, required discharge flow rate of the pump flow response delay for preventing In order to control the rotational speed of the electric pump so that this precharge flow rate is realized,
The actual pump discharge flow rate is not affected by the pump flow response delay during the start operation following the brake pedal release operation indicating the start intention, and the pump flow rate is insufficient. it not, the cooling of the transmission friction elements in the vehicle transmission system (e.g., a starting clutch) securely obtained play or burn out the starting clutch can be its durability to avoid lowered.

  And since the said effect can be show | played without using a large capacity | capacitance large-sized pump, the problem of the cost increase at the time of using a large-sized pump and a pump drive loss increase does not arise.

It is a block diagram classified by function which shows the starting clutch cooling control system of the transmission provided with the pump discharge flow rate control apparatus which becomes one Example of this invention. 2 is a time chart showing one mode of precharge flow rate control executed by the pump discharge flow rate control device in FIG. 6 is a time chart showing another mode of precharge flow rate control executed by the pump discharge flow rate control device in FIG. 2 is a flowchart showing a main routine of a control program executed by the pump discharge flow rate control device in FIG. 5 is a subroutine showing precharge flow rate control and start flow rate control in the main routine of FIG. 2 is a time chart showing an operation example of the pump discharge flow rate control device in FIG. 6 is a time chart showing another operation example of the pump discharge flow rate control device in FIG.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
<Configuration of Example>
FIG. 1 is a functional block diagram showing a pump discharge flow rate control device according to an embodiment of the present invention. This pump discharge flow rate control device is a cooling system including lubrication for a start clutch (not shown) in a transmission 1. It is assumed that the electric oil pump 2 (corresponding to the electric pump in the present invention) for appropriately supplying the required oil as needed is controlled in discharge flow rate.
The electric oil pump 2 is controlled by the rotational speed control so that the discharge flow rate becomes the required discharge flow rate.

  A start clutch (not shown) in the transmission 1 is a clutch that is fastened to control power transmission at each shift stage, and is provided in place of the torque converter. This start clutch has an acceleration (including start) request by an accelerator operation. Or when repeating low-speed traveling while changing the gear position on a curved uphill or the like, the load increases with an increase or repeated change in clutch transmission torque, and the amount of heat generated by slip increases.

When the heat generation amount of the starting clutch increases or the temperature of the starting clutch rises as a result, the clutch is cooled so as not to cause problems such as burning of the clutch. There is a need.
In this case, the electric oil pump 2 is operated to supply the discharged oil to the starting clutch, and at the same time, the electric oil pump 2 is rotated at a rotational speed so that the discharge flow rate corresponds to the amount of oil required for cooling of the starting clutch. Control.

  Therefore, the discharge flow rate control device of the electric oil pump 2 shown in FIG. 1 includes an oil pump operation necessity determination unit 10, a normal target pump rotation speed calculation unit 20, a precharge & start target pump rotation speed calculation unit 30, The standby flow rate target pump rotation speed calculation unit 40, the start intention determination unit 50, the precharge & start control end determination unit 60, and the target pump rotation speed selection unit 70 will be described in detail below. .

  The oil pump operation necessity determination unit 10 is based on the oil temperature TEMPoil of the transmission 1, the input torque Tcin of the start clutch, the clutch slip amount ΔNcl that is the forward / backward differential rotation of the start clutch, the road surface gradient θ, and the start clutch temperature TEMPcl. Then, it is checked whether or not the starting clutch should be cooled, and it is determined whether or not the electric oil pump 2 should be operated.

If the clutch temperature TEMPcl or the oil temperature TEMPoil is high enough to cool the start clutch, the start clutch should be cooled anyway, so the oil pump operation necessity determination is made to command the operation of the electric oil pump 2. The section 10 sets the oil pump operation necessity signal Sop to Sop = ON.
If the clutch temperature TEMPcl or the oil temperature TEMPoil is low enough not to require cooling of the starting clutch, it is not necessary to cool the starting clutch. The section 10 sets the oil pump operation necessity signal Sop to Sop = OFF.

The oil pump operation necessity determination unit 10 further predicts from the clutch input torque Tcin, the clutch slip amount ΔNcl, and the road surface gradient θ whether or not the starting clutch will soon reach a high temperature that requires cooling,
The start clutch should be cooled under conditions where the start clutch is expected to reach a high temperature that needs to be cooled soon, so the oil pump operation necessity signal Sop is set to Sop to command the operation of the electric oil pump 2. = ON and none,
Under conditions where it is predicted that the starting clutch will not reach the high temperature that needs to be cooled in the near future, it is not necessary to cool the starting clutch. The reject signal Sop is set to Sop = OFF.

  Whether the oil pump operation necessity determination unit 10 should cool the start clutch based on any one of the oil temperature TEMPoil, the clutch input torque Tcin, the clutch slip amount ΔNcl, the road surface gradient θ, and the start clutch temperature TEMPcl. It may be determined whether or not the electric oil pump 2 should be operated, or the determination may be performed by combining any of these input information.

  Based on the oil temperature TEMPoil and the clutch input torque Tcin, the normal target pump rotation speed calculation unit 20 obtains the target pump rotation speed Nop_1 during normal transmission after the start control.

In other words, the normal target pump rotation speed calculation unit 20 performs the required discharge of the electric oil pump 2 required for cooling the start clutch during normal transmission after start control based on the planned map from the oil temperature TEMPoil and the clutch input torque Tcin. A target pump rotation speed Nop_1 of the electric oil pump 2 corresponding to the flow rate is obtained.
The pump required discharge flow rate at this time is illustrated by Qnor in FIGS.

Precharge & start target pump speed calculation unit 30 is a pump flow rate response delay until the electric oil pump 2 actually discharges oil from its drive command and starts supplying the start required discharge flow rate oil to the start clutch 2, the target pump rotation speed Nop_2 for precharging of the electric oil pump 2 corresponding to the stepwise temporarily large precharge flow rate Qpri illustrated in FIG. 2 and the start clutch while slipping are required. The starting target pump rotational speed at the time of starting (denoted by the same symbol Nop_2 for convenience) is obtained.
Therefore, the precharge & start target pump rotation speed calculation unit 30 corresponds to the precharge control means in the present invention.

  The step-shaped temporarily large precharge flow rate Qpri illustrated in FIG. 2 is maintained until the instant t2 when the precharge time Δt1 elapses after rising at the start intention t1, and the above-described normal time request at the instant t2. The waveform is reduced to the pump discharge flow rate Qnor, and the waveform in FIG. 2 represents the time-series change of the pump required discharge flow rate Qreq.

A temporarily large precharge flow rate Qpri may be given as illustrated in FIG.
The precharge flow rate Qpri shown in FIG. 3 increases at a predetermined time change gradient ΔWpri from the time t1 when the intention to start starts and reaches a set value at an instant t2, and then remains at this set value until the instant t3 when the predetermined time Δt2 elapses. It is held and drops to the normal required pump discharge flow rate Qnor at the instant t3.
The waveform in FIG. 3 also represents time-series changes in the pump required discharge flow rate Qreq.

  Here, the precharge & start target pump speed calculating unit 30 acquires the input torque Tcin of the start clutch, and precharge flow rate Qpri, its increasing change rate ΔQpri, precharge flow rate holding time Δt1, Δt2 in FIGS. All or any of the above are changed so as to increase as the clutch input torque Tcin increases.

In addition, ΔQreq in FIGS. 2 and 3 indicates a decrease amount from the precharge flow rate Qpri of the pump required discharge flow rate Qreq to the normal pump request discharge flow rate Qnor at the end of the precharge,
Since the normal pump request discharge flow rate Qnor increases as the clutch input torque Tcin increases, the precharge flow rate Qpri is set so that the decrease amount ΔQreq of the pump request discharge flow rate Qreq decreases as the clutch input torque Tcin increases.

Precharge & start target pump speed calculation based on precharge flow rate Qpri (Qpri between t1 and t2 in Fig. 2, Qpri between t1 and t3 in Fig. 3) set to change with time as shown in Fig. 2 or Fig. 3 The unit 30 obtains a precharge target pump rotational speed Nop_2 of the electric oil pump 2 corresponding to the precharge flow rate Qpri.
This precharge & start target pump rotational speed Nop_2 is used when a start intention (for example, release of the brake pedal) occurs (t1 in FIGS. 2 and 3), as will be described in detail later.

If the electric oil pump 2 is turned off while waiting until the start intention occurs (t1 in Figs. 2 and 3), the start response delay until the electric oil pump 2 reaches the precharge target pump speed Nop_2 Becomes larger.
The target flow rate calculation unit 40 for standby flow rate turns on the electric oil pump 2 during standby until a start intention occurs (t1 in FIGS. 2 and 3) in order to avoid a delay in starting the response of the electric oil pump 2. The standby flow rate target pump rotational speed Nop_3 for maintaining the state is obtained.

Specifically, the target flow rate calculation unit 40 for the standby flow rate sets the required discharge flow rate of the electric oil pump 2 to a standby flow rate near 0 as before the instant t1 in FIGS. 2 and 3, and corresponds to this standby flow rate. The standby flow rate target pump rotational speed Nop_3 of the electric oil pump 2 thus obtained is obtained.
This standby flow rate target pump rotational speed Nop_3 serves to keep the electric oil pump 2 in a low-load starting state.
Therefore, the standby flow rate target pump rotation speed calculation unit 40 corresponds to the activation control means in the present invention.

  The start intention determination unit 50 in FIG. 1 is turned on when the brake pedal is depressed, and based on the brake switch signal SWb that is turned off when the brake pedal is released, the start intention is determined when the brake pedal is released when the brake switch signal SWb is switched from ON to OFF. When the brake switch signal SWb is ON (the brake pedal is depressed), it is determined that there is no intention to start.

  The precharge & start control end determination unit 60 sets the precharge & start target pump rotation speed Nop_2, which is the calculation result of the precharge & start target pump rotation speed calculation section 30, to the normal target pump rotation speed Nop_1. It is determined that precharge at the target pump rotation speed Nop_2 for precharging and starting is completed at the reduced instant t2 in FIG. 2 or instantaneous t3 in FIG. 3, and the starting control is determined based on the clutch input torque Tcin. .

The target pump rotation speed selection unit 70 receives an oil pump operation necessity signal Sop = ON (a signal indicating an operation request of the electric oil pump 2) from the oil pump operation necessity judgment unit 10 or an oil pump operation necessity signal Sop = OFF. In response to the signal indicating that the electric oil pump 2 does not need to be operated, whether the start intention determination unit 50 determines the start intention, and the determination result of the precharge & start control end determination unit 60, the following logic Based on
Normal target pump rotation speed Nop_1 from the calculation unit 20, target pump rotation speed Nop_2 for precharging and starting from the calculation unit 30, standby flow rate target pump rotation speed Nop_3 from the calculation unit 40, and pump stop rotation speed command Set one of tNop = 0 to the target pump speed tNop.

  That is, the target pump rotation speed selection unit 70 sets the standby flow rate target pump rotation speed Nop_3 from the calculation unit 40 to the target pump rotation speed tNop when Sop = ON and the vehicle is not intended to start. Then, the electric oil pump 2 is controlled so that the rotation speed becomes tNop = Nop_3, and the electric oil pump 2 is rotated at the standby flow rate target pump rotation speed Nop_3.

  Further, the target pump rotation speed selection unit 70 sets the precharge & start target pump rotation speed Nop_2 from the calculation unit 30 to the target pump rotation speed tNop if Sop = ON and the intention to start is generated. Then, the electric oil pump 2 is controlled so that the rotation speed becomes tNop = Nop_2, and the electric oil pump 2 is rotated at the target pump rotation speed Nop_2 for precharging and starting.

  Further, the target pump rotation speed selection unit 70 sets the target pump rotation speed Nop_1 at the normal time from the calculation unit 20 to the target pump rotation speed tNop when Sop = ON and the precharge & start is completed. Thus, the electric oil pump 2 is controlled so that the rotation speed becomes tNop = Nop_1, and the electric oil pump 2 is rotated at the normal target pump rotation speed Nop_1.

  Then, if Sop = OFF, the target pump rotation speed selection unit 70 sets tNop = 0 to the target pump rotation speed tNop, and controls the electric oil pump 2 so that the rotation speed becomes 0. Stop 2

<Oil pump discharge flow control>
The discharge flow rate control through the rotational speed control of the electric oil pump 2 according to the above embodiment will be described below based on the flowcharts of FIGS.
FIG. 4 is a main routine relating to the discharge flow rate control of the electric oil pump 2, and FIG. 5 is a subroutine showing precharge flow rate control and starting flow rate control in the main routine.

FIG. 4 is started when the ignition switch is turned ON. First, in step S11, the electric oil pump 2 is subjected to standby flow control.
As described above with reference to the standby flow rate target pump rotation speed calculation unit 40 in FIG. 1, this standby flow rate control is performed when the electric oil pump 2 is started at the time t1 when the intention to start shown in FIGS. Since the start clutch cooling is insufficient due to the delay, the target pump rotation that realizes the standby flow rate near 0 (see Figs. 2 and 3) to keep the electric oil pump 2 in the ON state during the standby period until the start intention instant t1 In this control, the electric oil pump 2 is started at a low speed in advance at a speed tNop = Nop_3.

In the next step S12, the starting intention is detected as described above with respect to the starting intention determination unit 50 in FIG. 1. Until this detection, the pump standby flow control in step S11 is continued, and the starting intention is generated in FIGS. The pump discharge flow rate is set to the standby flow rate as before time t1.
When a start intention is detected in step S12, in step S13, the precharge flow control and start control of the electric oil pump 2 are checked as described above with reference to the precharge & start control end determination unit 60 in FIG. To do.

Before the precharge flow control and the start control of the electric oil pump 2 are completed, the precharge flow control and the start flow control are performed on the electric oil pump 2 in step S14.
The precharge flow rate control and the start flow rate control are as shown in FIG. 5. In step S21, the starting clutch temperature TEMPcl is read. In step S22, whether the clutch temperature TEMPcl is lower than the set temperature TEMPcls or higher than TEMPcls. judge.

If the starting clutch is at a low temperature of TEMPcl <TEMPcls, since the amount of oil required for cooling is small, the response delay of the pump flow rate at the time of starting is small. Precharge flow rate is controlled at tNop = Nop_2 (medium speed).
Therefore, if the starting clutch is at a high temperature of TEMPcl ≧ TEMPcls, since the amount of oil required for cooling is large, the response delay of the pump flow rate at the time of starting is large. The precharge flow rate is controlled at the rotational speed tNop = Nop_2 (high speed).

Following the precharge control of the electric oil pump 2 in step S23 or step S24, the starting flow rate control of the electric oil pump 2 is performed as follows.
First, in step S25, the input torque Tclin of the starting clutch is read.
Whether or not the vehicle is actually started is determined by the clutch input torque Tclin, but here it is referred to as the flow rate control at the start including the case where the vehicle is not started.

If the clutch input torque Tclin is less than the set torque Tclins, the electric oil pump 2 is set to a low pump rotational speed tNop = Nop_2 (low) in step S27 in view of the small slip of the start clutch 2 at the time of start and a small amount of heat generated by the clutch. The flow rate at the start is controlled by speed.
If the clutch input torque Tclin is equal to or greater than the set torque Tclins, considering that the start clutch 2 slips greatly at the time of start and the clutch heat generation amount is large, the electric oil pump 2 is set to the medium pump rotation speed tNop = Nop_2 (medium in step S28). The flow rate at the start is controlled by speed.

  After the precharge flow rate control and the start flow rate control of the electric oil pump 2 as described above in step S14 (subroutine in FIG. 5) in FIG. 4, in step S15, the normal target pump rotation speed calculation unit 20 in FIG. As described above, the normal target pump rotation speed Nop_1 is obtained, and the electric oil pump 2 is driven at this pump rotation speed tNop = Nop_1 as usual.

  If it is determined in step S13 that the precharge flow rate control and start control of the electric oil pump 2 have been completed, step S14 is skipped and control proceeds to step S15, and the electric oil pump 2 is driven at the pump rotational speed tNop = Nop_1. Needless to say, it is usually controlled.

<Effect of Example>
The effects obtained by the discharge flow rate control of the electric pump 2 according to the above-described embodiment will be described below with reference to FIGS.
Fig. 6 shows the starting clutch input torque Tcin as the driver releases the brake pedal at the instant t1 (brake switch signal SWb = OFF) and increases the accelerator opening APO at a constant rate from the instant t3. It is a time chart at the time of start which is kept constant like this.
Fig. 7 shows that the driver releases the brake pedal at the instant t1 (brake switch signal SWb = OFF) with the intention of starting, and increases the accelerator opening APO stepwise at the instant t3 to maintain a constant value. As shown in the figure, the time chart at the time of start is such that the torque Tcin initially increases temporarily but then decreases.

Conventionally, in any case, as shown by the broken line of the target pump rotation speed tNop, the electric oil pump has tNop> 0 at the rising instant t4 of the starting clutch input torque Tcin corresponding to the starting operation with the accelerator opening APO> 0. As a result, the pump discharge flow rate Qop is generated at an instant t5 and oil is supplied to the starting clutch as indicated by the broken line.
On the other hand, the starting clutch starts slip engagement from instant t4 and starts to rise as indicated by the broken line with the temperature TEMPcl.

Therefore, t5 when oil supply to the starting clutch starts is slower than t4 when the starting temperature of the starting clutch starts, and the temperature of the starting clutch rises between t4 and t5. Oil will not be supplied.
Due to this oil supply delay, the starting clutch cannot be cooled as required, and there is a risk that it will burn out or its durability will be reduced.

  If a large-capacity pump with a large capacity is used for the electric oil pump, the oil supply delay is improved to some extent, but it does not lead to a sufficient problem solution, and the cost increases and the pump drive loss increases. A problem occurs.

On the other hand, according to the pump discharge flow rate of the present embodiment described above, when detecting the start intention such as release of the brake pedal prior to the start operation such as depression of the accelerator (start intention determination unit 50 and step S12), the required discharge flow rate Qreq Is used as the precharge flow rate Qpri for preventing the pump flow rate response delay, and the electric oil pump 2 is driven at the rotational speed tNo = Nop_2 so that this precharge flow rate is realized.
The actual pump discharge flow rate is not affected by the pump flow rate response delay at the time of the start operation following the operation indicating the start intention, and the pump flow rate is not deficient.

  Therefore, the amount of oil pump discharged from the electric oil pump 2 can sufficiently cool the start clutch in the transmission 1 without delay from the start operation, and the start clutch is burned out or its durability is reduced. Can be avoided.

As shown in detail in FIGS. 6 and 7, in this embodiment, the target pump rotation speed tNop is indicated by a solid line, and tNop = Nop_2 at the generation instant t1 of the intention to start by releasing the brake pedal (brake switch signal SWb = OFF). The electric oil pump 2 is precharge controlled.
As a result, the pump discharge flow rate Qop rises from the early instant t2 as shown by the solid line, and quickly becomes the precharge flow rate Qpri, so that the sufficient amount of oil can be supplied to the starting clutch.

  Therefore, the oil supply start time t2 to the start clutch is earlier than the start clutch temperature rise start time t3, and at the start clutch temperature increase start t3, the predetermined amount of oil has already been supplied to the start clutch. The starting clutch can be cooled as required, and it can be prevented that it is burned out or its durability is lowered.

  Furthermore, since the above-mentioned effects can be obtained with the capacity of the electric oil pump 2 as it is, it is not necessary to use a large-capacity large-sized pump, which causes a problem of high cost and increased pump driving loss when a large-sized pump is used. Nor.

In this embodiment, the electric oil pump 2 is driven at tNop = Nop_3 (the target pump rotational speed for standby flow) during the standby until the intention to start (t1 in FIGS. 2 and 3) is turned on. To keep it in a low-load startup state,
The startup response delay until the electric oil pump 2 reaches the precharge target pump speed Nop_2 at the instant of starting intention generation (t1 in Figs. 2, 3, 6, 7) can be reduced. Can be made.

In this embodiment, the precharge flow rate Qpri, the increasing change rate ΔQpri, the precharge flow rate holding time Δt1, Δt2 in FIGS. 2 and 3 or all of them are changed so as to increase as the clutch input torque Tcin increases. Because
The larger the clutch input torque Tcin, the better the amount of heat generated by the start clutch, and the oil supply amount to the start clutch can be made appropriate no matter what the clutch input torque Tcin is, The above-described effect can be reliably achieved regardless of the magnitude of the clutch input torque Tcin.

Further, in the present embodiment, ΔQreq (a decrease amount of the pump required discharge flow rate Qreq from the precharge flow rate Qpri at the end of the precharge) in FIGS. 2 and 3 is set smaller as the clutch input torque Tcin is larger.
The flow rate of oil supplied to the starting clutch at the end of the precharge control can be made to correspond to the load of the starting clutch, and the drive load of the electric oil pump 2 can be prevented from becoming unnecessarily large and the power consumption can be suppressed. .

<Other examples>
In the above-described embodiment, the electric oil pump 2 is described as being for cooling the starting clutch in the transmission 1, but the electric oil pump 2 is for cooling other clutches in the transmission 1. It may be a thing, and it may be for not only a transmission but an arbitrary target object.

  Moreover, the electric pump which is the target of the discharge flow rate control is not limited to the electric oil pump, and may discharge liquid other than oil.

  Furthermore, in the above-described embodiment, the electric oil pump 2 has been described as a dedicated pump that cools the starting clutch in the transmission 1.However, even when the electric oil pump 2 is a dual-purpose pump that lubricates or cools a plurality of objects, Needless to say, the discharge flow rate control device of the present invention is also applicable.

1 Transmission
2 Electric oil pump (electric pump)
10 Oil pump operation necessity judgment part
20 Normal target pump speed calculator
30 Precharge & start target pump rotation speed calculator
40 Target pump rotation speed calculator for standby flow rate
50 Start intention determination unit
60 Precharge & start control end judgment part
70 Target pump speed selection part

Claims (4)

An electric pump having a transmission friction element and used for a vehicle transmission system that enables the vehicle to travel by fastening the transmission friction element, so as to realize a required discharge flow rate used for cooling the transmission friction element by rotational speed control. In the electric pump
Through the transmission friction element engaged performed prior to the initial movement operation order to initiate the driving of the vehicle transmission system, and start intent detecting means for detecting the start intention based on the brake pedal release operation indicating start intention,
When said means detects a starting intention, characterized by comprising comprises a precharge control means for said requesting discharge flow rate to name a precharge rate for pump flow response delay preventing contribute to the rotation speed control Electric pump discharge flow control device. In the discharge flow control device of the electric pump according to claim 1,
An electric pump discharge flow rate control device comprising start control means for setting the required pump flow rate to a standby flow rate near 0 while the vehicle transmission system is stopped and causing the electric pump to be in a low load start state. The transmission friction element is a clutch in the vehicle transmission system, according to claim 1 or 2, in the discharge flow control device for an electric pump,
The precharge control means supplies at least one of the precharge flow rate, a time change rate of the required discharge flow rate to the precharge flow rate, and a time for maintaining the required discharge flow rate at the precharge flow rate to the clutch. A discharge flow rate control device for an electric pump, which increases as the input torque increases. In the discharge flow rate control device of the electric pump according to claim 3,
The electric pump characterized in that the precharge control means decreases a flow rate reduction amount that lowers and returns the required discharge flow rate from the precharge flow rate when precharge control ends, as the input torque to the clutch increases. Discharge flow rate control device.

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