JP2014228100A - Control device for vehicle - Google Patents

Abstract

The operation sound of an electric oil pump is made difficult to be recognized as noise by a driver or a passenger while suppressing power consumption by the electric oil pump. Driven by a power transmission path connecting an engine and a motor for driving to a drive wheel, a mechanical pump driven by drive systems connected to the power transmission path, and an electric motor. And a control unit 73 that changes the rotational speed of the electric pump 72 in accordance with changes in the vehicle speed. The control unit 73 increases the change speed of the rotation speed of the electric pump 72 when the change speed of the vehicle speed increases, and decreases the change speed of the rotation speed of the electric pump 72 when the change speed of the vehicle speed decreases. Let [Selection] Figure 2

Description

  The present invention relates to a vehicle control device including an oil pump.

  In recent years, hybrid vehicles equipped with an engine and a traveling motor and idling stop vehicles in which the engine is automatically stopped according to driving conditions have been developed.

  The travel mode of the hybrid vehicle includes a motor travel mode in which the engine is stopped and only the travel motor is driven. Even in this motor travel mode, the hydraulic oil such as the speed change mechanism and the friction engagement mechanism is operated with hydraulic oil. Need to supply. Therefore, an oil pump driven by a traveling motor is mounted on the hybrid vehicle. However, since the discharge pressure of the oil pump driven by the traveling motor is linked to the rotational speed of the traveling motor, that is, the vehicle speed, the discharge pressure of the oil pump decreases at low vehicle speeds. For this reason, an electric oil pump driven by an electric motor in addition to an oil pump driven by a traveling motor in order to continue supplying hydraulic oil to the hydraulic system even at low vehicle speeds when the discharge pressure of the oil pump decreases. Hybrid vehicles equipped with are proposed. In such a hybrid vehicle, the electric oil pump is driven at a low vehicle speed, and the line pressure that is the basic hydraulic pressure of the hydraulic control system is secured.

  On the other hand, in an idling stop vehicle in which the engine is automatically stopped under a predetermined condition, it is necessary to supply hydraulic oil to a hydraulic system such as a transmission mechanism and a friction engagement mechanism even when the engine is stopped. Therefore, an idling stop vehicle is equipped with an electric oil pump driven by an electric motor. In such an idling stop vehicle, the electric oil pump is driven when the engine is stopped, and the line pressure that is the basic hydraulic pressure of the hydraulic control system is secured.

  Further, in the hybrid vehicle and the idling stop vehicle as described above, the rotational speed of the electric oil pump may be changed according to the driving situation or the like in order to reduce power consumption by the electric oil pump (see Patent Document 1). .

JP 2006-258279 A

  However, when the engine is stopped, the quietness in the vehicle is higher than when the engine is operating, so that the operation sound of the electric oil pump stands out. In particular, if the rotational speed of the electric oil pump is changed according to the driving conditions, the volume and quality of the operating sound change with the change in the rotational speed, and it is recognized as an irritating noise for the driver and passengers. There is a risk.

  An object of the present invention is to make it difficult for the driver and passengers to recognize the operation sound of the electric oil pump as noise while suppressing power consumption by the electric oil pump.

  The vehicle control device of the present invention includes a power transmission path that connects a power source and driving wheels, an oil pump that is driven by an electric motor, and a pump control that changes the rotational speed of the oil pump in accordance with a change in vehicle speed. Part. The pump control unit increases the change speed of the rotation speed of the oil pump when the change speed of the vehicle speed increases, and changes the change speed of the rotation speed of the oil pump when the change speed of the vehicle speed decreases. Execute change speed interlocking control to decrease.

  In the present invention, when the change speed of the vehicle speed is increased, the change speed of the rotation speed of the oil pump driven by the electric motor is increased, whereas when the change speed of the vehicle speed is decreased, the rotation speed of the oil pump is increased. The rate of change is reduced. That is, the change speed of the rotation speed of the oil pump changes in conjunction with the change speed of the vehicle speed. Therefore, the change tendency of the road noise and other sounds due to the change in the vehicle speed coincides with the change tendency of the operation sound of the oil pump, and the operation sound of the oil pump is hardly recognized as noise.

It is the schematic which shows an example of the power unit mounted in a vehicle. It is the schematic which shows the structure of the control apparatus for vehicles which is one embodiment of this invention. It is explanatory drawing which shows the change state of the rotational speed of a vehicle speed, the operating state of an electric pump, the control mode of an electric pump, and an electric pump.

  Hereinafter, an example of an embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram showing an example of a power unit 10 mounted on a vehicle. As shown in FIG. 1, the power unit 10 includes an engine 11 and a traveling motor 12 as power sources. The power unit 10 is provided with a continuously variable transmission (transmission mechanism) 13, and the continuously variable transmission 13 is provided with a primary pulley 14 and a secondary pulley 15. The engine 11 is connected to one side of the primary pulley 14 via a torque converter 16. On the other hand, a traveling motor 12 is connected to the other side of the primary pulley 14. A drive wheel output shaft 18 is coupled to the secondary pulley 15 via a fuse clutch 17. Drive wheels 21 are connected to the drive wheel output shaft 18 via a differential mechanism 19 and an axle shaft 20. A motor generator 24 is connected to the crankshaft 22 of the engine 11 via a drive belt 23. The motor generator 24 is a so-called ISG (Integrated Starter Generator) that functions as a generator and an electric motor. The motor generator 24 can be used to start and rotate the crankshaft 22.

  Between the torque converter 16 and the primary pulley 14, an input clutch 30 that is switched between a released state and an engaged state is provided. By switching the input clutch 30 to the released state, the primary pulley 14 and the engine 11 can be disconnected. As a result, the travel mode can be set to the motor travel mode, and the engine 11 can be stopped and only the power of the travel motor 12 can be transmitted to the drive wheels 21. On the other hand, the primary pulley 14 and the engine 11 can be connected by switching the input clutch 30 to the engaged state. As a result, the traveling mode can be set to the parallel traveling mode, and the power of the traveling motor 12 and the engine 11 can be transmitted to the drive wheels 21.

  The continuously variable transmission 13 provided between the traveling motor 12 and the drive wheel 21 has a primary shaft 32 connected to the rotor shaft 31 of the traveling motor 12 and a secondary shaft 33 parallel to the primary shaft 32. ing. A primary pulley 14 is provided on the primary shaft 32, and a primary chamber 34 is defined on the back side of the primary pulley 14. The secondary shaft 33 is provided with a secondary pulley 15, and a secondary chamber 35 is defined on the back side of the secondary pulley 15. Further, a drive chain 36 is wound around the primary pulley 14 and the secondary pulley 15. By adjusting the primary pressure supplied to the primary chamber 34 and the secondary pressure supplied to the secondary chamber 35, the pulley groove width can be changed to change the winding diameter of the drive chain 36. Thereby, continuously variable transmission from the primary shaft 32 to the secondary shaft 33 is possible. As described above, the fuse clutch 17 is provided between the continuously variable transmission 13 and the drive wheel 21. The fuse clutch 17 is a friction clutch that enters a slip state when a set torque is exceeded, and functions as a torque limiter for protecting the continuously variable transmission 13.

  In order to supply hydraulic oil to the hydraulic system such as the continuously variable transmission 13 and the torque converter 16 described above, the power unit 10 includes a first oil pump 41 such as a trochoid pump (hereinafter referred to as “mechanical pump 41”). Is provided. Further, the power unit 10 is provided with a valve unit 42 constituted by a plurality of electromagnetic valves and oil passages in order to control the supply destination and pressure of the hydraulic oil. The hydraulic oil discharged from the mechanical pump 41 is supplied to the continuously variable transmission 13, the torque converter 16, and the like through the valve unit 42.

  The mechanical pump 41 includes an outer rotor 43 and an inner rotor 44 incorporated therein. A rotor shaft 45 and a driven sprocket 46 are attached to one end of the inner rotor 44. A drive sprocket 48 is attached to the primary shaft 32 parallel to the rotor shaft 45 via a one-way clutch 47. A chain 49 is wound around the drive sprocket 48 and the driven sprocket 46, and the primary shaft 32 and the inner rotor 44 are connected via a chain mechanism 50. As described above, the mechanical pump 41 is connected to the primary shaft 32 constituting the first power transmission path via the first drive system 51 including the chain mechanism 50. The first power transmission path is a power transmission path that connects the traveling motor 12 and the drive wheels 21, and includes a rotor shaft 31, a primary shaft 32, a secondary shaft 33, a fuse clutch 17, a drive wheel output shaft 18, A differential mechanism 19 and an axle shaft 20 are included.

  A rotor shaft 61 and a driven sprocket 62 are attached to the other end of the inner rotor 44 of the mechanical pump 41. A drive sprocket 66 is attached to a hollow shaft 64 fixed to the pump shell 63 of the torque converter 16 and parallel to the rotor shaft 61 via a one-way clutch 65. A chain 67 is wound around the drive sprocket 66 and the driven sprocket 62, and the hollow shaft 64 and the inner rotor 44 are connected via a chain mechanism 68. As described above, the mechanical pump 41 is connected to the hollow shaft 64 constituting the second power transmission path through the second drive system 69 including the chain mechanism 68. The second power transmission path is a power transmission path that connects the engine 11 and the drive wheel 21, and includes a hollow shaft 64, an input clutch 30, a primary shaft 32, a secondary shaft 33, a fuse clutch 17, a drive wheel output shaft 18, A differential mechanism 19 and an axle shaft 20 are included.

  The one-way clutch 47 included in the first drive system 51 transmits power from the primary shaft 32 rotating in the forward rotation direction to the inner rotor 44, while blocking power transmission in the opposite direction. Similarly, the one-way clutch 65 included in the second drive system 69 transmits power to the inner rotor 44 from the hollow shaft 64 rotating in the forward rotation direction, while blocking power transmission in the opposite direction. That is, when the primary shaft 32 rotates faster than the hollow shaft 64, the mechanical pump 41 is driven by the primary shaft 32 on the traveling motor 12 side, while the hollow shaft 64 rotates faster than the primary shaft 32. The mechanical pump 41 is driven by the hollow shaft 64 on the engine 11 side. The forward rotation direction of the primary shaft 32 is the rotation direction of the primary shaft 32 during forward travel. The forward rotation direction of the hollow shaft 64 is the rotation direction of the crankshaft 22 when the engine is operating.

  As described above, the primary shaft 32 and the hollow shaft 64 are connected to the inner rotor 44 of the mechanical pump 41. Thereby, in the parallel traveling mode in which the engine 11 is driven, the mechanical pump 41 can be driven by the engine 11, and the continuously variable transmission 13 and the like can be hydraulically controlled by the hydraulic oil from the mechanical pump 41. Even in the motor travel mode in which the engine 11 is stopped, the mechanical pump 41 can be driven by the primary shaft 32 when the vehicle travels with the primary shaft 32 rotating. Thus, the mechanical pump 41 driven by the primary shaft 32 is an oil pump that is rotationally driven by the first power transmission path. By the way, when the vehicle is stopped in the motor travel mode, the mechanical pump 41 is stopped together with the primary shaft 32. Even when the vehicle is stopped, it is necessary to continue supplying hydraulic oil to the hydraulic system such as the continuously variable transmission 13. is there.

  The vehicle control device 70 is a second oil pump 72 (hereinafter referred to as “electric pump 72”) that is rotationally driven by the electric motor 71 in order to ensure a line pressure that is a basic hydraulic pressure of the hydraulic system when the vehicle is stopped in the motor travel mode. Is described). For example, when the motor travel mode in which the engine 11 is stopped is set, if the rotational speed of the primary shaft 32 falls below a predetermined value as the vehicle speed decreases, the discharge pressure of the mechanical pump 41 decreases. Therefore, the electric pump 72 is driven so as to supplement the mechanical pump 41. Thereafter, when the rotational speed of the primary shaft 32 exceeds a predetermined value as the vehicle speed increases, the discharge pressure of the mechanical pump 41 is recovered and the electric pump 72 is stopped.

  As described above, when the vehicle travel mode is set, the electric pump 72 is driven when the vehicle speed falls below a predetermined value. However, when the electric pump 72 is always fully rotated, the power consumption increases. Therefore, the vehicle control device 70 changes the rotational speed of the electric pump 72 in accordance with the change in the vehicle speed. However, when the motor travel mode is set so that the engine 11 is stopped, the quietness in the vehicle is higher than when the parallel travel mode is set in which the engine 11 is operated, and the operation sound of the electric pump 72 is conspicuous. In addition, when the rotational speed of the electric pump 72 changes, the volume and quality of the operating sound also change. In general, if the electric pump 72 is driven and its rotational speed is changed when the motor travel mode is set, the operation sound of the electric pump 72 may be recognized as an unpleasant noise.

  Therefore, the vehicle control device 70 executes change speed interlocking control when changing the rotation speed of the electric pump 72 according to the vehicle speed. Specifically, the vehicle control device 70 increases the change speed of the rotational speed of the electric pump 72 when the change speed of the vehicle speed increases, while it increases the change speed of the electric pump 72 when the change speed of the vehicle speed decreases. Reduce the change speed of the rotation speed.

  Here, the rotational speed of the electric pump 72 is the rotational speed (rpm) of the electric pump 72 per unit time. Therefore, in the following description, the rotational speed of the electric pump 72 is described as “rotational speed”, and the change speed of the rotational speed is described as “rotational speed change speed”. Further, the change speed of the vehicle speed is described as “vehicle speed change speed”.

  Hereinafter, the change speed interlocking control executed by the vehicle control device 70 will be described. FIG. 2 is a schematic diagram showing a configuration of a vehicle control device 70 according to an embodiment of the present invention. In FIG. 2, the same members as those shown in FIG. 1 are denoted by the same reference numerals and description thereof is omitted. As shown in FIG. 2, the vehicle control device 70 is provided with a control unit 73 that functions as at least a pump control unit and a travel motor control unit. Connected to the control unit 73 are a wheel speed sensor 74 that detects the rotational speed of the drive wheel 21, a motor rotation sensor 76 that detects the rotational speed of the rotor 75 included in the traveling motor 12, and the like. An inverter 79 is connected to the stator 78 of the traveling motor 12, and the control unit 73 controls the traveling motor 12 through the inverter 79. The control unit 73 includes a CPU that calculates control signals and the like, a ROM that stores control programs, arithmetic expressions and map data, and a RAM that temporarily stores data.

  Next, an example of control related to the electric pump 72 including change speed interlocking control executed by the control unit 73 will be described with reference to FIG. FIG. 3 shows the operating state of the electric pump 72 when the vehicle traveling mode is set and the vehicle speed (V) gradually decreases to 0 (zero) by the driver's braking operation and then increases again. It is explanatory drawing which shows the change condition of the control mode (EOP control mode) of the electric pump 72, and the rotation speed (EOP rotation speed (P)) of the electric pump 72. FIG.

  As shown in FIG. 3, when the vehicle speed (V) falls below a predetermined first threshold value (V1) in a state where the motor travel mode is set, the electric pump 72 is activated in the HI mode. Specifically, the electric motor 71 is started by the control unit 73 shown in FIG. 2, and the electric pump 72 starts to rotate. At this time, as shown in FIG. 3, the rotational speed (P) of the electric pump 72 is maintained at the first target rotational speed (P1) which is the target rotational speed in the HI mode.

  Thereafter, when the vehicle speed (V) further decreases and falls below a predetermined second threshold value (V2), the control mode of the electric pump 72 is switched to the MID mode. Then, the control unit 73 turns the rotation speed (P) of the electric pump 72 that has been maintained at the first target rotation speed (P1) until the second target rotation speed (P2) that is the target rotation speed in the MID mode. Decrease. That is, the control unit 73 that functions as a pump control unit changes the rotational speed (P) of the electric pump 72 in accordance with a change in the vehicle speed (V). More specifically, the control unit 73 shifts the rotational speed (P) of the electric pump 72 to the second target rotational speed (P2) that is the target rotational speed of the MID mode that is the newly selected control mode. At this time, the control unit 73 executes change speed interlocking control. That is, the control unit 73 increases the rotation speed change speed when the vehicle speed change speed increases, and decreases the rotation speed change speed when the vehicle speed change speed decreases. This will be specifically described below.

  The control unit 73 shown in FIG. 2 continuously calculates the vehicle speed (V) based on the detection signal of the wheel speed sensor 74, and calculates the vehicle speed (V) calculated this time and the vehicle speed (V) calculated immediately before. And the change speed of the vehicle speed (V) is obtained. At this time, when the vehicle speed (V) after falling below the second threshold value (V2) shown in FIG. 3 changes (decreases) as shown by the solid line in FIG. 3, the rotational speed (P) of the electric pump 72 is reduced. As shown by the solid line in the figure, it is changed to the second target rotational speed (P2). On the other hand, when the vehicle speed (V) after falling below the second threshold value (V2) changes (decreases) as shown by the broken line in FIG. 3, the rotational speed (P) of the electric pump 72 is shown by the broken line in the same figure. To change to the second target rotational speed (P2). That is, the rotational speed change speed when the rotational speed (P) of the electric pump 72 is shifted from the first target rotational speed (P1) to the second target rotational speed (P2) is adjusted according to the vehicle speed changing speed. In other words, the tendency of the vehicle speed change speed and the rotation speed change speed are matched.

  The rotational speed (P) of the electric pump 72 that has been shifted to the second target rotational speed (P2) as described above is maintained for a predetermined time. Specifically, the control unit 73 continues the state where the vehicle speed (V) is 0 (zero) for a predetermined time after the rotational speed (P) of the electric pump 72 is shifted to the second target rotational speed (P2). Then, the control mode of the electric pump 72 is switched to the LOW mode. More specifically, the control unit 73 reduces the rotational speed (P) of the electric pump 72 that has been maintained at the second target rotational speed (P2) until then, and the third target that is the target rotational speed in the LOW mode. The rotational speed (P3) is shifted to. However, when the rotational speed (P) of the electric pump 72 is shifted from the second target rotational speed (P2) to the third target rotational speed (P3), that is, when the control mode is switched from the MID mode to the LOW mode. Since the vehicle speed (V) is already 0 (zero), the change speed interlocking control is not executed.

  The rotational speed (P) of the electric pump 72 that has been shifted to the third target rotational speed (P3) as described above is maintained until the next start is predicted. For example, it is maintained until a brake pedal (not shown) is released and the brake switch is turned off. Alternatively, it is maintained until the position of the select lever (not shown) is moved from the P range or the N range to the D range.

  When the next start is predicted based on the predetermined condition, the control mode of the electric pump 72 is switched to the MID mode. Then, the control unit 73 increases the rotation speed (P) of the electric pump 72 that has been maintained at the third target rotation speed (P3) until the second target rotation speed (P2). However, when the control mode of the electric pump 72 is switched from the LOW mode to the MID mode, and the rotational speed (P) of the electric pump 72 is increased from the third target rotational speed (P3) to the second target rotational speed (P2). The vehicle speed (V) is still 0 (zero). Therefore, at this time, the changing speed interlocking control is not executed. Rather, in preparation for the next start, the rotational speed (P) of the electric pump 72 is increased to the second target rotational speed (P2) in as short a time as possible.

  Thereafter, when the vehicle starts, the control mode of the electric pump 72 is switched to the HI mode simultaneously with the increase in the vehicle speed (V). Then, the control unit 73 increases the rotational speed (P) of the electric pump 72 that has been maintained at the second target rotational speed (P2) until the first target rotational speed (P1). That is, the control unit 73 that functions as a pump control unit sets the rotational speed (P) of the electric pump 72 according to the change in the vehicle speed (V) not only when the vehicle speed (V) decreases but also when the vehicle speed (V) increases. Change. Further, when the control mode of the electric pump 72 is switched from the MID mode to the HI mode, and the rotational speed (P) of the electric pump 72 is increased from the second target rotational speed (P2) to the first target rotational speed (P1). The vehicle speed (V) changes. Therefore, the control unit 73 executes the change speed interlocking control again. That is, the control unit 73 increases the rotation speed change speed when the vehicle speed change speed increases, and decreases the rotation speed change speed when the vehicle speed change speed decreases. This will be specifically described below.

  When the vehicle speed after exceeding the second threshold value (V2) shown in FIG. 3 changes (increases) as shown by the solid line in the figure, the rotational speed (P) of the electric pump 72 is shown by the solid line in the figure. To change to the first target rotational speed (P1). On the other hand, when the vehicle speed (V) after exceeding the second threshold value (V2) changes (increases) as indicated by the broken line in FIG. 3, the rotational speed (P) of the electric pump 72 is indicated by the broken line in the same figure. To change to the first target rotational speed (P1). That is, the rotational speed change speed when the rotational speed (P) of the electric pump 72 is shifted from the second target rotational speed (P2) to the first target rotational speed (P1) is adjusted according to the vehicle speed changing speed. In other words, the tendency of the vehicle speed change speed and the rotation speed change speed are matched.

  Thereafter, when the vehicle speed (V) exceeds the third threshold value, sufficient hydraulic pressure is ensured only by the mechanical pump 41, so the electric pump 72 is stopped.

  As described above, regarding the driving of the electric pump 72, three control modes in which different target rotational speeds are set are prepared, and any one control mode is selected based on the vehicle speed (V). Specifically, the HI mode in which the first target speed (P1) is set, the MID mode in which the second target speed (P2) is set, and the LOW mode in which the third target speed (P3) is set. Mode. The first target speed (P1) is higher (faster) than both the second target speed (P2) and the third target speed (P3). On the other hand, the third target rotational speed (P3) is lower (slower) than both the first target rotational speed (P1) and the second target rotational speed (P2). The second target speed (P2) is lower (slower) than the first target speed (P1) and higher (faster) than the third target speed (P3). That is, the first target rotational speed (P1)> the second target rotational speed (P2)> the third target rotational speed (P3).

  Then, the change speed interlocking control is executed when the control mode is switched from the HI mode to the MID mode or from the MID mode to the HI mode. When the vehicle speed (V) falls below the second threshold value (V2), the control mode is switched from the HI mode to the MID mode. On the other hand, when the vehicle speed (V) exceeds the second threshold value (V2), the control mode changes to the MID mode. To HI mode. That is, the speed change interlocking control is executed only when the vehicle speed (V) is lower than the second threshold value (V2).

  As described above, in the vehicle control device 70 according to the present embodiment, three control modes with different target rotational speeds are prepared for the electric pump 72, and any one of these three control modes is the vehicle speed ( V). That is, the rotation speed (P) of the electric pump 72 is changed according to the vehicle speed (V). Therefore, the electric pump 72 is not always fully rotated, and power consumption by the electric pump 72 is suppressed. Furthermore, when the control mode of the electric pump 72 is changed in a state where the motor travel mode is set, that is, when the rotational speed (P) of the electric pump 72 is changed while the engine 11 is stopped. The vehicle speed change speed and the rotational speed change speed tend to match. For this reason, the change tendency of road noise and other sounds caused by changes in the vehicle speed coincides with the change tendency of operation sounds of the electric pump 72 caused by changes in the rotational speed, and the operation sound of the electric pump 72 is noisy to the driver and passengers. It becomes difficult to be recognized as.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, in the embodiment, three modes are prepared as the control mode of the electric pump, but the number of control modes may be two, or four or more. In addition, when a plurality of control modes of the electric pump are prepared, it is not always necessary to match the timing for executing the change speed interlocking control with the switching timing of the control mode. In other words, the change speed interlocking control may be executed at an arbitrary timing as long as the vehicle speed changes in a state where the engine is stopped and the electric pump is operating.

  In the above embodiment, the chain drive type continuously variable transmission is used as the speed change mechanism. However, the present invention is not limited to this, and a belt drive type or traction drive type continuously variable transmission may be used. A planetary gear type or parallel shaft type automatic transmission may be used. Further, the mechanical pump and the electric pump may be an inscribed gear pump or an outer gear pump.

  Moreover, in the said embodiment, although two pumps, a mechanical pump and an electric pump, were provided, there also exists an embodiment in which only an electric pump is provided.

11 Engine 12 Traveling motor 13 Continuously variable transmission (transmission mechanism)
21 Drive wheel 41 Mechanical pump (first oil pump)
51 First Drive System 69 Second Drive System 70 Vehicle Control Device 71 Electric Motor 72 Electric Pump (Second Oil Pump)
73 Control unit (pump control unit, travel motor control unit)

Claims (4)

A power transmission path connecting the power source and the drive wheels;
An oil pump driven by an electric motor;
A pump controller that changes the rotational speed of the oil pump in accordance with a change in vehicle speed;
Have
The pump control unit increases the change speed of the rotation speed of the oil pump when the change speed of the vehicle speed increases, and changes the change speed of the rotation speed of the oil pump when the change speed of the vehicle speed decreases. A control device for a vehicle that executes change speed interlocking control to reduce the speed. The vehicle control device according to claim 1,
A plurality of control modes in which different rotational speeds are set as the target rotational speed of the oil pump are prepared,
The said pump control part is a vehicle control apparatus which performs the said change speed interlocking control, when changing the rotational speed of the said oil pump to the target rotational speed in the selected control mode. The vehicle control device according to claim 2,
A vehicle control device in which any one of the plurality of control modes is selected according to a vehicle speed. The vehicle control device according to any one of claims 1 to 3,
The said pump control part is a control apparatus for vehicles which performs the said change speed interlocking control only when a vehicle speed is less than a predetermined threshold value.

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