JP2002089667A - Vehicle drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent frequent changing-over of the shift control mode caused by apparent finish of engine warming-up at the time of early warming-up in an automatic transmission equipped with a function to perform early warming-up by releasing the accumulated heat. SOLUTION: When the temperature of the transmission remains low (S104), the specific shift control predetermined is prohibited (S108). If executed at a low temperature, this specific shift control may bring about a problem such as a shift shock, example thereof being the manual shift mode, direct coupling control of a torque converter, etc. When early warming-up is started (S110), a specified time has passed after the start (S112) and the temperature of the transmission exceeds the specified level (S114), the prohibition is disengaged (S116) and normal control is conducted. There is no risk that a judgement about the end of warmup of the transmission is passed with an apparent rise of temperature due to heat radiation, and frequent changing-over between the control at a low temperature and the normal control is precluded.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for quickly warming up a transmission of a vehicle drive device, and more particularly to a control for performing a warming-up operation or a heat storage operation according to the state of a vehicle.

[0002]

2. Description of the Related Art Many vehicle driving devices include a transmission that converts the rotation speed of a prime mover into an appropriate rotation speed and makes the rotation speed suitable for driving a vehicle. The transmission includes a power transmission mechanism such as a gear, and a fluid for performing lubrication enters the transmission. This lubricating fluid is
At low temperatures, its high viscosity causes resistance of the moving parts in the transmission, which increases the friction loss of the vehicle drive. Therefore, the efficiency of the drive device can be improved by warming up the transmission early.

As one of the transmissions, there is known an automatic transmission in which a torque converter and a gear transmission are combined. In this automatic transmission, a working fluid for transmitting power in a torque converter, a working fluid for controlling operation of a clutch or a brake for selecting a gear in a gear transmission, and a fluid for lubrication are shared. Have been. Responsiveness of the operation of the clutch, the brake, etc.,
The characteristics of the friction material and the like used in these materials have a problem that predetermined characteristics cannot be obtained when the fluid is at a low temperature.

[0004] As described above, it is desirable in terms of efficiency to warm up the transmission early. In particular, in automatic transmissions,
Working fluid for torque converter, working fluid for clutch, etc.
A lubricating fluid is commonly used, and it has been desired to quickly warm this large amount of fluid to a normal temperature. For this,
For example, Japanese Patent Application Laid-Open No. 8-246873 discloses a device in which the warmed-up cooling water is stored when the internal combustion engine is operated last time, and the working fluid of the automatic transmission is warmed by the cooled water at the time of starting. ing.

[0005]

As described above, for example, in an automatic transmission, a control in which a predetermined operation cannot be expected at a low temperature is prohibited, and a shift shock,
The durability of the member is not adversely affected. In the case of such an automatic transmission, when the working fluid is warmed and the early warm-up is performed as described in the above publication, there is a possibility that a state in which only a part of the working fluid or the automatic transmission is warmed may occur.

In particular, when the temperature of the automatic transmission is monitored based on the temperature of the working fluid, if only the working fluid is heated first, it is determined that the warm-up is completed even if other members are still at a low temperature. You.

In such a state, if the end of the warm-up is determined and the prohibition of the operation prohibited at the time of low temperature is released, the normal operation is not performed, and the problem of low temperature as described above may occur. Was. In addition, if the early warm-up is completed before the temperature of the transmission is sufficiently increased, there is a possibility that a problem occurs in that the operation prohibition at low temperature and the prohibition of the prohibition frequently occur.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problem. In a vehicle drive device, during an early warm-up or after an early warm-up, an early warm-up operation is performed.
It is an object of the invention not to adversely affect the proper operation of the drive.

[0009]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a vehicle drive device according to the present invention is provided with a control executed depending on the drive device temperature during early warm-up and early warm-up. The execution of the control is restricted during a period considered to be affected by the control. Therefore, in this period, even if it is determined that the warm-up is completed, such as when the temperature of the driving device has risen, the operation that is regulated depending on the temperature is executed with priority over this. As a result, it is possible to prevent the restriction from being released even when the temperature reaches the temperature at which the restriction is apparently released.

[0010] With regard to the automatic transmission provided in the vehicle drive device, the shift operation to be restricted may include manual shift control for performing a shift operation in accordance with a driver's instruction. In some cases, the manual shift control is set so that the shift is performed more quickly than at the time of the automatic shift in order to operate without delay in response to a driver's instruction.
If such rapid control is performed at a low temperature, there may be a problem in shifting shock and durability of members. Even in the case where the warm-up seems to be completed by the early warm-up, the above-described problem is prevented from occurring by performing the control in the same manner as in the case of the low temperature.

In the case where the vehicle drive device includes a fluid transmission device having a direct connection function, the control regulated at the time of early warm-up may include a regulation of the control for directly coupling the fluid transmission device. In this case, the direct-coupling mechanism is in a direct-coupling state by frictional engagement, and characteristics such as durability and a coefficient of friction of a member generating the friction depend on temperature. Therefore, operation outside the assumed temperature range may have a bad effect on shock, durability, and the like, and the above-described problem is prevented by performing control in the same manner as at low temperatures.

Further, in the automatic transmission provided in the vehicle drive device, the control regulated depending on the temperature may include a regulation of a shift control to a gear having a predetermined gear ratio or more. . At low temperatures, control is performed to increase the rotation speed of the vehicle drive unit to promote warm-up, but if this control is not performed due to apparent completion of early warm-up, warm-up will eventually be delayed. Can be considered. In order to prevent this, at the time of early warm-up control, it is preferable to restrict the shift to a high gear position in order to increase the rotation speed of the drive device.

Further, in the automatic transmission provided in the vehicle drive device, the control prohibited during early warm-up is as follows.
This shift control between at least some gear stages among the gear stages in which the shift is performed by the clutch-to-clutch shift control may be set as the control to be prohibited. The clutch-to-clutch is a shift control that does not use a one-way clutch. If this control is performed outside the assumed temperature range, it is possible that the shift switching cannot be controlled properly. Therefore, especially between gear stages where this problem is remarkable,
At low temperatures, the clutch-to-clutch shift control may be prohibited. It is preferable to similarly prohibit this control during early warm-up.

Furthermore, when the automatic transmission provided in the vehicle drive device has a plurality of transmission mechanisms arranged in series on the power transmission path, the control regulated in accordance with the temperature includes at least two transmissions. Simultaneous shift control may be performed to simultaneously shift the mechanisms. In this control, a shift shock may occur if a plurality of transmission mechanisms are not properly switched. If this control is performed outside the assumed temperature range, the expected operation may not be achieved. For this reason, simultaneous shifts may be restricted at low temperatures, especially between gears where this problem is prominent. It is preferable to regulate this control even during early warm-up.

In an early warm-up operation in which the stored heat is released, the temperature distribution in the drive unit becomes uneven, and apparently,
It is possible that it is determined that the warm-up has ended. For this reason, during early warm-up, and while it is considered that the influence continues even after the end of early warm-up, control of the drive device is maintained at a low temperature, that is, at a low temperature. The control is also restricted during the above-mentioned period.

The period affected by the early warm-up is estimated as follows. First, it can be determined based on the time from the start of the prime mover of the vehicle drive device. Alternatively, the determination may be made based on the time from the start of the early warm-up operation. Furthermore, it may be determined based on the time from the end of the early warm-up operation. Still further, the determination can be made based on the temperature of the drive device before the prime mover of the vehicle drive device is started. Furthermore, it can be determined based on the temperature of the driving device immediately after the start of the prime mover. Furthermore, it can be determined based on the temperature of the heat storage. Furthermore, it can be determined based on the flow rate of the fluid that transfers heat from the heat storage means to the driving device. Furthermore, the determination can be made on the basis of the state of the temperature change in the drive device.

With respect to the above-described method of determining the period affected by the early warm-up, the above-described period may be determined by combining some of the individual methods described above.

Further, the automatic transmission provided in the vehicle drive device has a function of learning the past transmission control of the transmission and the actual operation corresponding thereto, and reflecting the learning result in subsequent control. In this case, this learning function can be regulated during early warm-up or during the period when this effect remains.

[0019]

Embodiments of the present invention (hereinafter referred to as embodiments) will be described below with reference to the drawings. FIG. 1 shows a schematic configuration of a vehicle drive device 10 according to the present embodiment. The vehicle drive device has a liquid-cooled internal combustion engine 12 and a rotating electric machine 14 as prime movers. The power shaft of the internal combustion engine 12 and the rotating electric machine 14 can be connected and disconnected by a clutch 16. The rotating electric machine 14 is supplied with electric power from a battery (not shown) such as when the output required by the driver is low, that is, when the operation amount of the accelerator is small, or when the internal combustion engine is running at low speed with low efficiency, and functions as an electric motor. And drive the vehicle. In addition, the rotating electric machine 14
When the vehicle is braked or when the charged amount of the battery decreases, the vehicle is driven by the inertia of the vehicle or the internal combustion engine 12, functions as a generator, and charges the battery. The clutch 16
For example, when the vehicle is driven only by the rotating electric machine 14, the cutting state is set, and the occurrence of pump loss, friction loss and the like of the internal combustion engine 12 is suppressed.

The output of the internal combustion engine 12 or the rotating electric machine 14 is sent to an automatic transmission 18. The automatic transmission 18 includes a fluid transmission mechanism, a transmission mechanism, and a control mechanism. In the present embodiment, the fluid transmission mechanism is the torque converter 20,
Preferably, it has a direct connection function. The transmission mechanism is a gear transmission unit 22 including a plurality of planetary gear mechanisms, and the gear transmission unit 22 also includes a clutch and a brake that restrict movement of each element of each planetary gear mechanism. These clutches and brakes are controlled by selectively supplying working fluid from a fluid pressure control unit 24 as a control mechanism. The output of the gear transmission 22 is transmitted by the propulsion shaft 26 toward the drive wheels. The aforementioned torque converter 20
Can be achieved by providing a direct coupling clutch that mechanically couples the input and output of the torque converter without the intervention of fluid.

An auxiliary rotating electric machine 30 is further connected to a power shaft of the internal combustion engine 12 via a transmission mechanism 28. The transmission mechanism 28 may be a mechanism using an endless flexible member such as a belt or a chain, or a gear train. The auxiliary rotating electric machine 30 functions as a generator when the internal combustion engine 12 is operating, and charges an auxiliary battery (not shown) that supplies power to the internal combustion engine auxiliary equipment and electric components of a vehicle. Supply power directly to products. In addition, the auxiliary rotating electric machine 30
When the internal combustion engine 12 is started, it receives electric power from the auxiliary battery and functions as an electric motor.

The coolant of the internal combustion engine 12 is formed by the internal combustion engine 12, the radiator 32, and the coolant pipe 34 connecting these, and flows through the cooling circuit. The heat generated in the internal combustion engine 12 is carried to the radiator 32 by the cooling liquid, and is radiated therefrom to the atmosphere.

In the automatic transmission 18, the transmission 1
A common fluid is used for the entire lubricating fluid, the working fluid that mediates the power transmission of the torque converter 20, and the working fluid that operates the clutch and brake in the gear transmission unit 22. Hereinafter, this fluid is referred to as ATF (Automatic Tr
ansmission Fluid). ATF is the gear transmission 2
The oil is supplied to each part of the automatic transmission 18 via the fluid pressure control part 24 by an oil pump 36 incorporated in the automatic transmission 18. Further, a part of the ATF is sent to the radiator 32 by the ATF pipe 38, where heat exchange is performed with the coolant, and returns to the inside of the oil pan of the automatic transmission 18 again.
This circuit is hereinafter referred to as a main circuit. The cooling liquid is controlled at approximately 90 ° C., and when the ATF is heated, the ATF is cooled in the radiator 32. When the internal combustion engine 12 is warmed up first, the ATF is heated in the radiator 32 by the coolant.

The oil pump 36 is connected to the torque converter 2
0, that is, the internal combustion engine 12 or the rotating electric machine 1
4. Therefore, when the vehicle drive device 10 is stopped, or when the vehicle is running only with the rotary electric machine 14 and the vehicle is at an extremely low speed or stopped, the discharge amount of the oil pump 36 may not be sufficiently secured. . For such a case, the vehicle drive device 1
At 0, an electric auxiliary pump 40 is provided.
The operation of the auxiliary pump 40 is controlled by a control unit described later according to the running state of the vehicle. Switching between the supply sources of the oil pump 36 and the auxiliary pump 40 is achieved by a switching check ball mechanism 41. As shown in FIG. 2, the discharge sides of the oil pump 36 and the auxiliary pump 40 are connected to a switching check ball mechanism 41. When the ATF is supplied from one of the pumps, the pressure causes the check ball to operate so as to close the other supply hole, thereby switching the supply source. Check ball mechanism for switching 4
The ATF that has passed through 1 is sent to the above-described fluid pressure control unit 24.

In the middle of the ATF pipe 38, the radiator 32
A bypass pipe 42 is provided so as to bypass the air conditioner, and an ATF tank 44 is provided in the bypass pipe 42. The ATF tank 44 is provided with a heater 46 so that the ATF can be heated by electric power from a battery when necessary. This bypass pipe 42
The ATF circuit composed of the ATF tank 44 and the ATF tank 44 is hereinafter referred to as a bypass circuit. Switching between the main circuit of the ATF and the bypass circuit is performed by switching valves 48 and 50. AT
The ATF that has become hot when the vehicle drive device 10 is operating is stored in the F tank 44. Then, at the next start-up of the vehicle drive device 10, A
The TF is released to speed up the warm-up of the automatic transmission 18. Therefore, the ATF tank 44 functions as a heat storage unit that stores heat by storing high-temperature ATF. When the amount of heat stored is insufficient, the heat can be heated by the heater 46.

The running state of the vehicle, including the operating state of the vehicle drive unit 10, is detected by the output signals of various sensors provided in each part of the vehicle and the calculation of the control unit 52. The traveling speed and traveling distance of the vehicle are calculated by the control unit 52 based on output signals of a vehicle speed sensor 54 and a distance sensor 55 provided on the propulsion shaft 26, wheels, and the like. The temperature of the ATF representing the temperature inside the automatic transmission 18 is calculated by the control unit 52 based on the output signal of the transmission temperature sensor 56 provided in the fluid pressure control unit 24. The temperature of the ATF in the ATF tank 44 is calculated by the control unit 52 based on the output signal of the tank temperature sensor 58 provided here. The control unit 52 controls the transmission 18 via the fluid pressure control unit 24 so that the automatic transmission 18 performs an operation according to the traveling state of the vehicle and a driver's request.

The control unit 5 also outputs an output signal from a shift position sensor 60 for detecting the control position and control mode of the automatic transmission 18 selected by the shift lever or the like.
Enter 2 The control positions of the automatic transmission 18 include, for example, a D position where an appropriate gear is automatically selected from each forward gear, a 2 position where an appropriate gear is selected from a limited gear, and an L position. is there. Further, an N position where the gear transmission unit 22 is in a neutral state where power is not transmitted, an R position where reverse is selected, and a P position where the output side of the gear transmission unit 22 is mechanically locked to prevent the vehicle from moving. There is. Further, the present device is provided with a manual shift mode in which a driver can select a gear position. In this mode, the driver operates a shift-up switch or a shift-down switch provided on the steering wheel, for example, to change the gear position by one to a higher side or a lower side to perform a shift operation. In the manual shift mode, a shift is commanded by the driver himself, and if the response to this command is slow, the driver may feel uncomfortable. Therefore, in the manual shift mode, the shift operation is set to be performed more quickly than in the normal automatic shift executed based on the vehicle speed, the output request, and the like. The fast shifting operation is realized by, for example, increasing the fluid pressure supplied to a clutch or the like in the transmission.

An outside air temperature sensor 62 for measuring the temperature of the environment where the vehicle is placed, that is, the so-called outside air temperature, is provided at a predetermined portion of the vehicle. The controller 52 calculates the outside air temperature based on the output signal of the outside air temperature sensor 62.

Further, the temperature in the automatic transmission 18 at the time when a predetermined time has elapsed after the driving of the vehicle drive device 10 is stopped is stored in the storage section 64. This stored temperature is used for estimating the temperature at the next start. Further, a signal from an ignition switch 66 for controlling start and stop of the vehicle drive device 10 is input to the control unit 52.

FIG. 3 schematically shows the speed change mechanism of the automatic transmission 18. The automatic transmission 18 includes an auxiliary transmission O
A gear transmission unit 22 having a five-speed configuration combining D and a main transmission M with four forward speeds and one reverse speed consisting of a simple connection of three planetary gear trains. FIG. 3 also shows a torque converter 20, which includes a direct coupling LC as shown. The auxiliary transmission OD includes a first one-way clutch F-0, a multi-plate clutch C-0 parallel to the first one-way clutch F-0, and a multi-plate brake B-0 in series with the sun gear S0, the carrier C0, and the ring gear R0. It has. On the other hand, the main transmission M
Comprises three sets of gear units P1, P2, and P3 in a simple connection in which respective shift elements including sun gears S1 to S3, carriers C1 to C3, and ring gears R1 to R3 are directly connected as appropriate. And multi-plate clutch C-
1, C-2, band brake B-1, multiple disc brake B-
2 to B-4, a one-way clutch F-1 and a second one-way clutch F-2 are provided. Although not shown, each clutch and brake is provided with servo means having a piston for engaging and disengaging the friction material under control of servo hydraulic pressure. As will be described later, in the first to fourth speeds, the sun gear S0 rotates integrally with the turbine of the torque converter 20, so that the input rotation speed of the automatic transmission 18 can be detected.

FIG. 4 is a diagram showing an operating state of each engagement element when a certain gear is selected in the transmission shown in FIG. In the drawing, “○” indicates that the engaging element is engaged and the one-way clutch is locked. “△” indicates that the engagement element is engaged but is not related to power transmission. The range of the selected gear position is limited according to the position of the shift lever.

When the P position or the N position is selected by the shift lever, the clutch C-0 is engaged, and the one-way clutch F-0 is locked. As shown in the figure, neither of the clutches C-1 and C-2 is in the engaged state. Therefore, no power is transmitted to the main transmission M, and there is no output from the automatic transmission 18.

When a forward position such as the D position is selected by a shift lever or the like, a shift speed is selected within a range corresponding to the position. For example,
When the D position is selected, one of the first to fifth speeds is selected according to the traveling state and the driver's request. For example, when three positions are selected, the first position is selected.
The shift speed is selected in a range from the first speed to the third speed. Further, in the case of the present embodiment, a manual mode in which the gear is fixed to one shift speed and does not shift to another shift speed is provided. This manual mode is provided so that a driving feeling similar to that of a manual transmission can be obtained, and accordingly, each engagement element is controlled so that engine braking is also effective.

When the first speed is selected, the clutch C
-0 is engaged. When the clutch C-0 is engaged, the sun gear S0 of the auxiliary transmission 0D and the carrier C0 rotate integrally, and accordingly, the ring gear R0 also rotates integrally. Therefore, when the clutch C-0 is engaged, the auxiliary transmission 0D is in a directly connected state, and the input and output rotational speeds match. In main transmission M, clutch C-1 is engaged. Thereby, the sun gear S3 of the gear unit P3 rotates. The sun gear S3 tries to rotate the ring gear R3 via a planetary gear on the carrier C3, and the rotation direction of the ring gear R3 is a direction blocked by the one-way clutch F-2. As a result, the ring gear R3 is fixed, and power is transmitted from the carrier C3 to the propeller shaft. If it is necessary to apply the engine brake, the brake B-4 is further engaged. When the engine brake is applied, that is, in the reverse drive state, the direction in which the carrier C3 tries to rotate the ring gear R3 is the direction in which the one-way clutch F-2 becomes free. If this state is not maintained, the sun gear S3 is not driven and the engine brake does not work. Then, the brake B-4 is engaged to fix the ring gear R3. As a result, the driving force is transmitted to the sun gear S3, and the clutch C
Since -1 and C-0 are engaged, the turbine of the torque converter 20 is driven, and the engine brake operates.

When the second speed is selected, the auxiliary transmission O
D is in a directly connected state as in the case of the first speed. In the main transmission M, the clutch C-1 and the brake B-3 are engaged. The power input via the clutch C-1 drives the ring gear R2 of the gear unit P2. On the other hand, in the gear unit P1, since the carrier C1 is fixed by the brake B-3, the movements of the ring gear R1 and the sun gear S1 are in the opposite directions of rotation, and the absolute of the peripheral velocity at the contact point with each planetary gear. It is limited to movements where the values are equal. As illustrated, the sun gear S2 of the gear unit P2 rotates at the same speed because it is integral with the sun gear S1. Further, the ring gear R1 and the carrier C
2 also rotates at the same speed. From the above, the gear unit P2
The rotation speed of the carrier C2 and the rotation speed of the sun gear S2 have a predetermined relationship based on the gear ratio. Further, there is a relationship that the peripheral speed at the planetary gear support point of the carrier C2 is an average value of the peripheral speeds of the contact points of the ring gear R2 and the sun gear S2 with each planetary gear. Here, since the rotation speed of the ring gear R2 is determined as an input from the clutch C-1, the variable is the rotation speed of the carrier C2 and the sun gear S2. The relationship between the rotation speed and the peripheral speed is a fixed value determined by the pitch circle radius of each gear. Since there are two functional relationships between the carrier C2 and the sun gear S2, which are variables, the two variables are uniquely determined. This rotation is output to the propeller shaft. At the time of reverse driving driven from the propeller shaft side, the driving force is transmitted in the above-described path in the reverse direction, the turbine is driven, and the engine brake operates.

When the third speed is selected, the auxiliary transmission O
D is in a directly connected state as in the case of the first speed. In the main transmission M, the clutch C-1 and the brake B-2
Are brought into the engaged state. The input from the clutch C-1 drives the ring gear R2. Ring gear R2 is sun gear S
2 is to be rotated in the one-way clutch F-1.
Are locked directions, and the sun gear S2 is fixed. Therefore, the carrier C2 rotates and rotates the propeller shaft. At the time of reverse drive driven from the propeller shaft side, the one-way clutch F-1 becomes free, so that the brake B-1 is engaged to fix the sun gear S2. As a result, the driving force is transmitted in the direction opposite to the above-described path, the turbine is driven, and the engine brake operates.

When the fourth speed is selected, the auxiliary transmission O
D is in a directly connected state as in the case of the first speed. In main transmission M, clutches C-1 and C-2 are engaged. Thereby, the sun gear S2 of the gear unit P2
And the ring gear R2 have the same rotation speed, and the carrier C
2 also rotates at the same speed. This rotation is transmitted to the propeller shaft. When driven from the propeller shaft, the driving force is transmitted in the opposite direction as described above, the turbine is driven, and the engine brake operates.

When the fifth speed is selected, the auxiliary transmission O
In D, the clutch C-0 is released, and the brake B-0 is engaged instead. As a result, the sun gear S0 is fixed, and the rotation of the carrier C0 is increased and transmitted to the ring gear R0. The main transmission M is the same as in the case of the fourth speed. When driven from the propeller shaft, the driving force is transmitted in the opposite direction to drive the turbine, and the engine brake operates.

The engine brake is operated by the torque converter 2
The engagement can be made stronger by engaging the direct coupling clutch LC of zero.

When the reverse gear is selected, separate control is performed when the reverse gear is selected and when the vehicle is not actually traveling and when the vehicle is actually traveling. When the reverse is selected by the shift lever but is stopped, the sub-transmission O
D clutch C-0 is engaged. In the main transmission M, the clutch C-2 and the brake B-4 are engaged. During reverse travel, the clutch C-0 of the auxiliary transmission is released and the brake B-0 is engaged instead, as in the case of selecting the fifth speed. In the main transmission M, the engagement of the clutch C-2 and the brake B-4 is maintained. The rotation transmitted via the clutch C-2 is transmitted to the gear unit P
2 is input to the sun gear S2. Gear unit P2, P
The relationship between the three elements is the same rotation speed because the ring gear R2 and the sun gear S3 are integrated, and the carrier C2
Since C3 is integrated, the rotation speed is the same. further,
The peripheral speed at the planetary gear support point of the carrier C3 is an average value of the peripheral speeds at the contact points of the sun gear S3 and the ring gear R3 with each planetary gear. Also,
The peripheral speed at the planetary gear support point of the carrier C2 is an average value of the peripheral speeds at the contact points of the sun gear S3 and the ring gear R3 with each planetary gear. The rotation speed of the sun gear S2 is determined by the input, and the ring gear R3 is fixed by the brake B-4. The relationship between the peripheral speed and the rotation speed of each element is a fixed value that is geometrically determined from the pitch circle radius and the like.

As described above, the two gear units P2 and P3
Are the carriers C2 and C3, the ring gear R
2. There are four rotation speeds of the sun gear S3. Among them, the relationship between the rotation speeds of the carriers C2 and C3 and the relationship between the ring gear R2 and the sun gear S4 are determined geometrically. Variable. Therefore, there are two variables and the gear units P2, P3
Since the peripheral velocity of each element in is expressed by two equations, the variables are uniquely determined. As mentioned above, these relationships are 4
Each value is uniquely determined. Further, since the ring gear R2 and the sun gear S3 have the same rotation speed,
Carriers C2 and C3 reverse, thereby allowing retreat.

As can be understood from the above description, in the fourth speed and the fifth speed, the main transmission M is a combination of common gears, and the two transmissions are changed by changing the speed ratio of the subtransmission OD. Achieve the steps. That is, the auxiliary transmission 0D is in the high gear H at the fifth speed, and is the low gear L at the fourth speed.

By changing the gear ratio of the auxiliary transmission OD as in the case of the fourth and fifth speeds, it can be seen that two gears can be achieved by combining one gear of the main transmission M. . FIG. 4 shows the gear positions when the subtransmission OD is set to the high gear H as the 1.5th speed, the 2.5th speed, and the 3.5th speed. At the 1.5th speed, the main transmission M is the same combination as the first speed, the 2.5th speed is the same combination as the second speed, and the 3.5th speed is the same combination as the third speed.

In the transmission section 18 having the above-described structure, it is assumed that the main transmission M and the auxiliary transmission OD are simultaneously shifted (simultaneous shift). Specifically, the 1.5th
2. between speed and 2nd speed, between 2.5th speed and 3rd speed, and 3rd speed.
When shifting between the fifth speed and the fourth speed, simultaneous shifting is performed.
In the simultaneous shifting, if the shifting operation of the main transmission M and the shifting operation of the auxiliary transmission OD are not synchronized with high accuracy, a shock or the like occurs during shifting. For this purpose, the change and the absolute value of the fluid pressure supplied to the clutch and the brake are set in detail, but this setting is performed when the temperature of each part of the transmission and the ATF is in a normal range. When these temperatures are out of the normal range, the viscosity of the ATF and the friction coefficient of the friction material of the clutch and the brake change, and the intended shifting operation may not be performed. For this reason, when the temperature of each part of the transmission is not in a normal range, particularly when the temperature is low, simultaneous shifting may be prohibited. Such simultaneous shift control is described, for example, in Japanese Patent Application Laid-Open No. HEI 5-18461.

As in the case of the above-mentioned simultaneous shift, there is a control called a clutch-to-clutch as a shift control that requires a high-precision shift operation. In many shift operations, a one-way clutch is involved in a power transmission path in a gear before and after a shift. The shift of the gear stage is realized by the one-way clutch shifting from the slipping state to the locked state or vice versa. Therefore, high precision is not required for the engagement and disengagement operations of the engagement elements such as the clutch and the brake before and after the shift. However, in some shifts, the one-way clutch may not be involved. For example,
In the shift between the 2.5th speed and the 3.5th speed, the one-way clutch F-1 may remain locked depending on the output of the prime mover. In such a case, if the engagement and release of the brakes B-3 and B-2 are not properly performed, a shift shock occurs. For this reason, the change and absolute value of the fluid pressure supplied to the brake are set with high accuracy,
As described above, this setting is determined in the normal temperature range. For this reason, when the temperature is out of the normal range, particularly at a low temperature, the shift control for such a clutch-to-clutch may be prohibited.

Even between the second speed and the third speed, the clutch-to-clutch control is performed, but by engaging the clutch C-0, the one-way clutch F-0 is used to directly engage the one-way clutch. It is possible to execute a speed change operation close to that performed. In this way, even in the case of clutch-to-clutch shift control, in the case of a gear stage where the influence of shift shock or the like can be eliminated or reduced by other means, the prohibition at low temperatures should not be performed. You can also.

As described above, in the gear transmission unit 22, the gear speed is selected by controlling the engagement and release of the engagement element such as the clutch brake by the pressure of the working fluid. The engagement of this engagement element, the change in the fluid pressure controlling the release, in order to appropriately control the absolute value, to evaluate the fluid pressure when the shift operation is performed and the appropriateness of the shift operation, A device that learns this and corrects the fluid pressure based on the learning result at the time of the next shift operation is disclosed in, for example, Japanese Patent Application Laid-Open No. Hei 5-3324.
No. 37. However, the desired shifting operation may not be achieved outside the normal temperature range, and thus, in such a case, it is not appropriate to perform the learning. Therefore, the learning control may be prohibited when the temperature is outside the normal temperature range, particularly when the temperature is low.

Furthermore, since the friction coefficient of the friction material forming the contact surface of the direct coupling clutch LC of the torque converter 20 changes depending on the temperature, the desired operation may not be performed outside the normal temperature range. Therefore, when the temperature is outside the normal temperature range, especially when the temperature is low, the direct connection control of the torque converter 20 may be prohibited.

Further, in order to increase the temperature at a low temperature, a control for maintaining a high rotation speed of a prime mover, a transmission, and the like is executed. Specifically, upshifting to a predetermined gear or higher is prohibited.

FIG. 5 shows a control flow relating to shift control at the time of early warm-up of the automatic transmission. When the vehicle drive device 10 is in the start permission state, specifically, when the ignition switch 66 is turned on, the control unit 52 processes an input signal from a sensor or the like (S100).
It is determined whether the internal combustion engine 12 or the rotary electric machine 14 is operating (S102), and if not, the control waits for the internal combustion engine or the like to start. If it is determined that the vehicle is running, it is determined whether the automatic transmission 18 is in a low temperature state below a predetermined temperature (S104). If it is determined that the temperature is equal to or higher than the predetermined temperature, that is, it is determined that the transmission has already warmed up and it is not necessary to warm up, normal shift control is performed (S106).

When it is determined that the automatic transmission 18 is at a low temperature and needs to be warmed up, a control of the transmission that is preferably not executed at a low temperature is prohibited (S108). The prohibited controls include, for example, manual shifting, direct connection of a torque converter, upshifting to a high gear (for example, fifth speed), clutch-to-clutch control, simultaneous shift control, and learning control. Since the contents of these individual controls have already been described, they are omitted here.

Next, early warm-up control is performed (S11).
0). Specifically, the high-temperature ATF stored in the ATF tank 44 is released, and the automatic transmission 18 is heated by this heat. Further, it is determined whether a predetermined period has elapsed after the start of the internal combustion engine or the like (S112). This period is set to a period in which it is considered that the influence of the uneven temperature distribution in the transmission caused by the high-temperature ATF sent to the transmission 18 by the early warm-up is eliminated. For details on how to determine this period,
It will be described later. If it is determined in step S112 that the predetermined period has not elapsed, the process returns to step S110. on the other hand,
If the predetermined period has elapsed, it is determined whether the temperature of the transmission is equal to or higher than a predetermined value (S114). The predetermined temperature is a value for determining whether the warm-up has been completed. If not, the process returns to step S110. On the other hand, if the temperature is equal to or higher than the predetermined temperature, the prohibition of the specific control prohibited in step S108 is released (S116).

FIG. 6 shows the change in the transmission temperature when the early warm-up is performed. In the case of the present embodiment, the transmission temperature is monitored by the temperature of the ATF in the fluid pressure control unit 24. Therefore, when a high-temperature ATF is supplied from the ATF tank 44 into the transmission 18, the transmission temperature once increases. However, when the hot ATF is no longer supplied, A
The TF is cooled by each member of the transmission that has not yet been warmed, and its temperature decreases. Thereafter, the ATF is gradually warmed by the cooling water of the internal combustion engine, friction in the transmission, and the like. As described above, since the temperature of the transmission apparently fluctuates, if only the temperature of the transmission is monitored, the prohibition of the specific control at low temperatures and the release of the prohibition may be repeated. In order to avoid this, a period during which the transmission temperature is apparently fluctuated by early warm-up is determined, and during this period, the control is performed assuming that the transmission is still at a low temperature.

The period affected by the early warm-up is, as described above, starting from the start of the internal combustion engine or the like, as shown in FIG.
Is the period T1. The starting point of this period may be a time point at which the release of other high-temperature ATFs starts, that is, a time point at which early warm-up is started. In addition, high temperature A
The time point at which the release of TF ends, that is, the time point at which the early warm-up ends, can also be used.

The period affected by the early warm-up can be a constant value, but the length may be changed according to various conditions.

FIGS. 7 and 8 show examples of a method of setting a period in which the influence of the early warm-up is considered. FIG. 7 shows an example in which a period during which specific control is prohibited by early warm-up is set in accordance with the temperature in the transmission immediately before or immediately after the start of the internal combustion engine, that is, the temperature of the ATF remaining in the transmission. It is shown. It is considered that the higher the temperature of the remaining ATF, the less time is required for early warm-up, and the sooner it mixes with the high-temperature ATF to be supplied.
Therefore, as the transmission temperature at the time of starting is higher, the specific control prohibition period due to early warm-up is shortened. FIG. 8 shows an example in which the specific control prohibition period by early warm-up is set based on the total amount of ATF released from the heat storage tank and the temperature of the ATF. The greater the total amount of ATF released, the longer it takes to mix with the ATF remaining in the transmission,
Therefore, the prohibition period is set to be long. Also, the higher the temperature of the released ATF, the longer it takes to mix, and thus the longer the prohibition period.

Further, it is possible to determine the inhibition period based on the transmission temperature. For example, in the temperature change of FIG. 6, the first peak is an apparent temperature rise due to the release of the high-temperature ATF, and it is determined that the influence of the early warm-up has disappeared once the temperature has fallen and started to rise. Can be.

FIG. 9 shows a temperature management means 7 which can be provided in a bypass circuit in place of the ATF tank 44 of FIG.
0 is shown. The configuration of parts other than the bypass circuit is the same as the configuration of the embodiment shown in FIG.
The description is omitted. The temperature management means 70 includes a heat storage tank 72 that absorbs heat when the ATF becomes high temperature and releases heat when the ATF is low temperature. In addition, it includes a parallel pipe 74 arranged in parallel with the heat storage tank 72. The upstream bypass pipe 42 is provided with a switching valve 78 for selecting whether to guide the ATF to the parallel pipe 74 or to the heat storage tank 72 via the inlet pipe 76. A switching valve 82 is provided at the junction of the parallel pipe 74 and the outlet pipe 80 for guiding the ATF discharged from the heat storage tank 72. The switching valve 82 is provided downstream of the switching valve 82 and is connected to the transmission. .

The heat storage tank 72 has a case 84 formed by using a heat insulating material, and the case 84 contains a heat storage material 86. A flow path 88 through which the ATF flows is formed in the heat storage material 86 so as to connect the inlet and the outlet of the heat storage tank 72. Further, shutters 90 and 92 are provided at the entrance and the exit, respectively, and when heat storage is required,
This is closed and the heat storage tank 72 is closed. This suppresses the heat in the heat storage tank 72 from flowing out. The heat storage material 86 is made of a material having a high specific heat. In particular, it is more preferable that the specific heat is higher than that of the ATF.
The outer shape of the tank can be made smaller than when F is directly stored. A variable flow valve 94 is disposed in the inlet pipe 76, and can control the flow rate of the ATF passing through the heat storage tank 72 per unit time (hereinafter, simply referred to as flow rate).

When the automatic transmission 18 is at a low temperature, A
Switching valves 48 and 5 so that TF flows through the bypass circuit
0 (see FIG. 1) is controlled. Further, the heat storage tank 72
When the temperature is high, the switching valves 78 and 82 and the shutters 90 and 92 allow the ATF to flow to the heat storage tank 72.
Is controlled, the passing ATF is warmed by the heat stored in the heat storage tank 72, and the warming-up of the automatic transmission 18 is promoted. When the temperature of the heat storage tank 72 is low, A
Switching valves 78 and 8 so that TF flows through parallel pipe 74
2 is controlled. When the ATF becomes overheated and the temperature of the heat storage tank 72 is low, the four switching valves 48, 50, 78, 82 and the shutters 90, 92
Is controlled so that the ATF passes through the heat storage tank 72. Thereby, the heat of the ATF is absorbed by the heat storage material 86, and the temperature of the ATF decreases.

Even when the early warm-up is performed by the configuration using the temperature management means 70, the control flow for the specific control prohibited at low temperature is the same as that in FIG.

In the present embodiment, a description has been given of a transmission of a hybrid drive device having a plurality of types of prime movers. However, the present invention can also be applied to a transmission of a drive device in which only an internal combustion engine is a prime mover. Further, the present invention is applied to a transmission other than an automatic transmission in which a torque converter and a gear transmission having a planetary gear mechanism are combined, for example, a transmission in which a pulley and an endless flexible member are combined to continuously change the gear ratio. It is also possible.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a vehicle drive device according to an embodiment.

FIG. 2 is an explanatory diagram of switching of a pump for supplying ATF.

FIG. 3 is a schematic configuration diagram of a mechanism related to shifting of the automatic transmission.

FIG. 4 is a diagram showing control of a friction engagement element of the automatic transmission.

FIG. 5 is a flowchart relating to prohibition of specific shift control during early warm-up.

FIG. 6 is an explanatory diagram of a prohibition period of specific speed change control.

FIG. 7 is a diagram illustrating setting of a prohibition period of specific speed change control.

FIG. 8 is an explanatory diagram of setting of a prohibition period of specific speed change control.

FIG. 9 is a schematic configuration diagram of another example of the heat storage means.

[Explanation of symbols]

10 vehicle drive device, 12 internal combustion engine, 18 automatic transmission, 20 torque converter, 22 gear transmission section,
24 fluid pressure control unit, 44 ATF tank (heat storage means), 52 control unit, 56 transmission temperature sensor, 58
Tank temperature sensor, 72 heat storage tank (heat storage means).

Claims (19)

[Claims] 1. A vehicular drive device having a function of releasing heat stored in a heat storage means to perform early warm-up, and controlling the drive device according to an operation state of the vehicular drive device. The control unit performs predetermined control depending on the temperature of the lubricating oil or working fluid of the drive device, and further includes a period in which the effect of the early warm-up appears. A vehicle drive device for restricting execution of the predetermined control. 2. The automatic transmission provided in the vehicle drive device according to claim 1, wherein the regulated predetermined control is a manual shift control that performs a shift operation in accordance with a driver's instruction. transmission. 3. The vehicle drive device according to claim 1, wherein the drive device has a fluid transmission device having a direct connection function, and the regulated predetermined control directly connects the fluid transmission device. A vehicle drive device which is a direct connection control for setting a state. 4. The automatic transmission provided in the vehicle drive device according to claim 1, wherein the regulated predetermined control is a shift control to a higher gear position having a predetermined gear ratio or higher. Automatic transmission. 5. The automatic transmission provided in the vehicle drive device according to claim 1, wherein the regulated predetermined control is clutch-to-clutch shift control. 6. The automatic transmission provided in the vehicle drive device according to claim 1, wherein the automatic transmission has a plurality of transmission mechanisms arranged in series on a power transmission path, The automatic transmission, wherein the regulated predetermined control is a simultaneous shift control for simultaneously shifting at least two of the plurality of shift mechanisms. 7. The vehicle drive device according to claim 1, wherein the control unit determines a period during which the effect of the early warm-up appears, based on a time from a start of a prime mover of the vehicle drive device. , Drive system for vehicles. 8. The vehicle drive device according to claim 1, wherein the control unit determines a period during which the effect of the early warm-up appears, based on a time from the start of the early warm-up operation.
Vehicle drive unit. 9. The vehicle drive device according to claim 1, wherein the control unit determines a period during which the effect of the early warm-up appears, based on a time from the end of the early warm-up operation.
Vehicle drive unit. 10. The vehicle drive device according to claim 1, further comprising: a first temperature detection unit configured to detect a temperature of a fluid in the drive device, wherein the control unit is configured to reduce an influence of the early warm-up. A vehicle drive device that determines an appearance period based on a temperature detected by the first temperature detection unit before starting of a motor of the vehicle drive device. 11. The vehicle drive device according to claim 1, further comprising: a first temperature detection unit configured to detect a temperature of a fluid in the drive device, wherein the control unit is configured to reduce an influence of the early warm-up. A vehicle drive device that determines an appearing period based on a temperature detected by the first temperature detection unit immediately after starting of a motor of the vehicle drive device. 12. The vehicle drive device according to claim 1, further comprising: a heat storage temperature detecting unit configured to detect a temperature of heat stored in the heat storing unit, wherein the control unit controls the early warm-up. A vehicle drive device that determines a period in which the effect of the above appears, based on the temperature detected by the heat storage temperature detecting means. 13. The driving device for a vehicle according to claim 1, wherein the heat stored in the heat storage means is moved to the driving device by a working fluid of the driving device, and the driving device is related to the movement of the heat. The vehicle drive device, further comprising a flow rate calculating unit that calculates a flow rate of the working fluid, wherein the control unit determines a period in which the effect of the early warm-up appears, based on the flow rate detected by the flow rate detecting unit. 14. The vehicle drive device according to claim 1, further comprising a drive device temperature detection unit that detects a temperature in the drive device, wherein the control unit is affected by the early warm-up. A driving device for a vehicle, wherein a period is determined based on a change in temperature detected by the driving device temperature detecting means. 15. An automatic transmission provided in a vehicle drive device, having a function of discharging heat stored in a heat storage means to perform early warm-up, wherein the shift control of the transmission and the corresponding control are performed. The automatic transmission has a control unit that learns the actual shift operation that has been performed, and reflects the learning result in subsequent control.The control unit prohibits the learning when the automatic transmission is at a low temperature. An automatic transmission, wherein the learning is prohibited even during a period in which an influence appears. 16. The vehicle drive device according to claim 1, wherein the heat storage means is a tank for storing a high-temperature working fluid of the drive device. Drive device. 17. The automatic transmission according to claim 2, wherein said heat storage means is a tank for storing a high-temperature working fluid of a driving device. Machine. 18. The vehicle drive device according to claim 1, wherein said heat storage means receives heat from a high-temperature working fluid and cools a low-temperature working fluid. A vehicle drive device that is a heat storage material that transfers heat to a vehicle. 19. The automatic transmission according to claim 2, wherein the heat storage means receives heat from a high-temperature working fluid and converts the low-temperature working fluid into a low-temperature working fluid. An automatic transmission that is a heat storage material that passes heat.