JP2002106691A - Temperature control device for driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To diagnose a failure of a mechanism for early warm-up in a device for performing the early warm-up of a driving device while using the previously stored fluid. SOLUTION: A diagnosis of a failure of selector valves and a temperature sensor is performed by comparing the operation of the selector valves 148, 150, 166 and 168 for forming a fluid flow passage for early warm-up and an indicated value of a tank temperature sensor 158 for detecting the temperature of the ATF (automatic transmission fluid) inside of a heat storage tank. For example, in the case where the indicated value of the tank temperature sensor 158 is not changed though the selector valves are controlled so that the high- temperature ATF flows into the heat storage tank, the tank temperature sensor is diagnosed as a failure.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for controlling the temperature of a driving device provided in a vehicle, and more particularly to a device and a failure diagnosis of each device provided in the device.

[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] It is preferable that the internal combustion engine be warmed up early as well as the transmission. Lubricating oil for an internal combustion engine has a high viscosity at a low temperature, and the friction loss tends to increase. For this reason, early warm-up is desired as described above.

[0006]

In the apparatus disclosed in the above-mentioned publication, there is no description about failure diagnosis of a device for storing or discharging warmed cooling water.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a temperature control device capable of diagnosing a failure in a device for performing temperature control such as early warm-up.

[0008]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a temperature control device for a driving device according to the present invention comprises a heat storage means for storing fluid used in the driving device or heat of the fluid; A control valve for controlling a flow path so as to exchange the fluid between the heat storage means and the driving device based on an operation state of the heat storage means, a temperature detection means for detecting a temperature of the heat storage means, and the control valve Diagnostic means for diagnosing a failure of the temperature management device based on the relationship between the operation of the temperature detecting means and the temperature detected by the temperature detecting means.

If the temperature of the heat storage means does not change when the heat is stored in the heat storage means, it is determined that the heat has not been sent to the heat storage means or the temperature has not been properly detected.

Further, another temperature control device for a driving device according to the present invention is a heat storage device for storing a fluid or heat of the fluid used in the driving device, a heating device for heating the heat storage device, and a heat storage device for the heat storage device. It has a temperature detecting means for detecting a temperature, and a diagnosing means for diagnosing a failure of the temperature management device based on a relationship between an operation of the heating means and a detected temperature of the temperature detecting means.

When the temperature of the heat storage means does not rise despite the heating control of the heating means, it is determined that the heating or the temperature detection is not performed normally.

Further, another temperature control device for a drive device according to the present invention is a heat storage means for transferring and receiving fluid and heat used in the drive device and storing heat, and the drive device based on an operation state of the drive device. And a control valve for controlling the flow path of the fluid so that the fluid circulates between the heat storage means,
First temperature detection means for detecting the temperature of the heat storage means, second temperature detection means for detecting the temperature of the drive device to be temperature-controlled, operation of the control valve, and first and second temperature detection Diagnostic means for diagnosing a failure of the temperature management device based on the relationship between the detected temperatures of the means.

[0013]

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 12
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 can be an endless flexible member such as a belt or a chain, or a gear train. Auxiliary machine 30
Functions as a generator when the internal combustion engine 12 is operating, charges an auxiliary battery (not shown) that supplies electric power to the internal components of the internal combustion engine and electric components of the vehicle, and directly supplies electric power to the electric components and the like. Supply. In addition, the auxiliary rotating electric machine 30 includes the internal combustion engine 1.
At the time of the start of 2, the electric power is received 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 overheated, 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 performed by the switching check ball mechanism 4.
Achieved in 1. As shown in FIG.
And the discharge side of 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. AT that has passed through the switching check ball mechanism 41
F is sent to the fluid pressure control unit 24 described above.

In the middle of the ATF pipe 38, the radiator 32
A bypass pipe 42 is provided so as to bypass the heat exchanger, and a heat storage unit 70 is arranged in the bypass pipe 42. Details of the heat storage unit 70 will be described later. The circuit of the ATF constituted by the bypass pipe 42 and the heat storage unit 70 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.

The running state of the vehicle, including the operating state of the vehicle drive device 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 of the vehicle is calculated by the control unit 52 based on an output signal of a vehicle speed sensor 54 provided on the propulsion shaft 26, wheels, and the like. The temperature of the ATF representing the temperature inside the automatic transmission 18 is:
It 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. Also,
A heat storage temperature sensor 58 is provided in the heat storage unit 70, and a temperature representing the heat storage unit is controlled by the control unit 52 based on the output signal.
Is calculated by

An output signal from a shift position sensor 60 for detecting a control range and a control mode of the automatic transmission 18 selected by a shift lever or the like is also input to the control unit 52. The control range of the automatic transmission 18 includes, 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 limited gears, 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 gear transmission unit 22
There is a P position to mechanically lock the output side of the vehicle and keep the vehicle from moving. Further, the present device is provided with a manual shift mode in which a driver can select a shift speed. In this mode, for example, when the driver operates a shift-up switch and a shift-down switch provided on the steering wheel, the shift speed is shifted to a higher side and a lower side, respectively.
The shift operation is performed by changing the steps.

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.

The temperature in the automatic transmission 18 at the time when a predetermined time has elapsed after the vehicle drive device 10 has stopped operating is stored in the storage unit 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 shows the details of the heat storage section 70. The heat storage unit 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. In the upstream bypass pipe 42,
A switching valve 78 is provided for selecting whether to guide the ATF to the parallel pipe 74 or to the heat storage tank 72 via the inlet pipe 76. At the junction of the parallel pipe 74 and the outlet pipe 80 for guiding the ATF discharged from the heat storage tank 72,
A switching valve 82 is provided, and the
2, which is connected to the transmission.

The heat storage tank 72 has a case 84 formed by using a heat insulating material. 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 to control the amount of ATF passing through the heat storage tank 72 per unit time (hereinafter, referred to as flow rate). The above-described heat storage temperature sensor 58 is provided so as to be embedded therein so that the temperature of the heat storage material 86 can be detected.

When the automatic transmission 18 is at a low temperature, A
Switching valves 48 and 50 so that TF flows through the bypass circuit.
(See FIG. 1) is controlled. Further, when the heat storage tank 72 is at a high temperature, the switching valves 78 and 82 and the shutters 90 and 92 are controlled so that the ATF flows into the heat storage tank 72, and the A that passes by the heat stored in the heat storage tank 72.
The TF is warmed, and the warm-up of the automatic transmission 18 is promoted.
When the temperature of the heat storage tank 72 is low, the switching valves 78 and 82 are controlled so that the ATF flows through the parallel pipe 74. Also, the ATF becomes overheated, and the heat storage tank 72
Is low, the four switching valves 48, 5
0, 78, 82 and shutters 90, 92
Control is performed 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.

FIG. 4 is a flowchart showing the operation of the heat storage unit 70. It is determined whether the current season is estimated from the history of the outside air temperature from the point in time when the predetermined period has elapsed to the present (S120). If the season has been estimated, it is determined whether it is winter (S12).
2) If it is not winter, the heat storage unit 70 is used as a device that cools or alleviates overheating when the transmission 18 is overheated (S124). In this case, normally, the switching valve 7
The flow path is controlled so that the ATF is not circulated to the heat storage tank 72 by the steps 8 and 82 (S126). When it is determined that the transmission 18 is overheated, each switching valve is operated so as to circulate the ATF through the heat storage tank 72, and the heat of the ATF is absorbed by the heat storage material 86. Thereby, the transmission 18 can be cooled.

If it is determined in step S120 that the learning of the outside air temperature has not been performed, the current outside air temperature is detected (S128). If it is determined that the outside air temperature is higher than the predetermined temperature, it is determined that the current season is not winter and step S1 is performed.
The process proceeds to S24 (S130). If it is determined in step S130 that the temperature is lower than the predetermined temperature, the temperature is compared with another predetermined value lower than the predetermined temperature. If the temperature is not lower than this temperature, the heat storage unit 70 is not used (S134).
If it is determined in step S132 that the temperature is lower than the predetermined value, it is determined that the current season is winter, and the heat storage unit 70 is used as a warm-up device (S136).

If it is determined in step S122 that the current season is winter by learning the outside air temperature for a predetermined period, the heat storage unit 70 is used as a warm-up device (S136). When used as a warm-up device, a high-temperature AT
The heat is stored in the heat storage material 86 by flowing F. The conditions for circulating the ATF in the heat storage tank 72 are as follows. First, it is determined whether or not the ignition switch 66 is turned on (S138). If it is not on, the vehicle is not running and the ATF
Since it is considered that the temperature of the ATF does not rise, it is meaningless to further circulate the ATF. Therefore, unless the ignition switch 66 is turned on, it is prohibited to circulate the ATF to the heat storage tank 72 (S140).
When the ignition switch 66 is ON, the ATF temperature in the transmission 18 is compared with the temperature of the heat storage tank 72 (S142). The temperature in the heat storage tank 72 can be detected by a temperature sensor similar to the heat storage temperature sensor 58 in FIG. Then, only when the temperature inside the transmission is higher, the ATF is circulated to the heat storage tank 72 and heat is stored in the heat storage material 86 (S144). When the temperature inside the transmission is low, even if the ATF is circulated in the heat storage tank 72, no heat transfer to the heat storage material 86 occurs, or conversely, heat escapes from the heat storage material 86 to the ATF. Therefore, even in such a case, the ATF is not circulated to the heat storage tank 72 (S140).
The temperature in the transmission is not limited to the ATF temperature in the hydraulic control unit 24, but may be any temperature representative of the ATF temperature outside the heat storage tank 72, such as the temperature in the oil pan of the automatic transmission.
The temperature of other parts may be used.

FIG. 5 is a flowchart relating to the failure diagnosis of the heat storage unit 70. Temperature of circulating ATF θATF
From the heat transfer coefficient K to the heat storage material 86, the temperature change Δθh of the heat storage

## EQU1 ## Calculated from Δθh = α × K × θATF × T (S150). Here, α is a temperature rise conversion coefficient. It is determined whether the temperature corresponding to the calculated temperature change Δθh does not match the temperature of the heat storage material (S152).

If they do not match, it is considered that some kind of failure has occurred in the system related to temperature management, and this operation is stopped (S154). First, failure diagnosis of the switching valve is performed. Specifically, even if the switching valves 78 and 82 are opened, the heat storage temperature sensor 58 does not react at all, the transmission temperature sensor 56 does not respond at all, or the transmission temperature sensor 56 Does not respond at all, or the temperature is too low, and whether the temperature sensors 56 and 58 or the switching valves 78 and 82 has a failure is specified by performing independent diagnosis of each temperature sensor (S156).

For example, when the heat storage temperature sensor 58 and the transmission temperature sensor 56 do not react even though the switching valves 78 and 82 are controlled so that the ATF flows into the heat storage tank 44, the following event is considered. Thus, the failure location is diagnosed (S158). That is, in the case of the temperature sensor, since the diagnosis can be performed independently, this diagnosis is performed. If there is no abnormality in the temperature sensors 56 and 58, the switching valve 7
It is determined that the fault is 8,82. In addition, the failure diagnosis of the transmission temperature sensor 56 is performed based on the relationship between the time from the start of the driving device and the instruction value of the transmission temperature sensor 56. If there is no abnormality in the transmission temperature sensor 56, it can be determined that the switching valves 78, 82 or the heat storage temperature sensor 58 has failed. If it is determined that the switching valve is abnormal, the failure of the switching valves 78 and 82 is determined, and this is stored or reported (S160). If it is determined that the switching valve is normal, a failure of the transmission temperature sensor 56 and the heat storage temperature sensor 58 is determined, and this is stored or reported (S162). Step S1
At 52, if the temperature of the heat storage material 86 is the expected temperature, a normality determination is made (S164).

FIG. 6 is a schematic diagram of a vehicle drive device 100 having another configuration. This device has the same configuration except for the vehicle drive device 10 and the piping system of the ATF and the heat storage unit 70 described above, and the same reference numerals are given and the description thereof is omitted. The configuration of the sensor and the control signal is the same as that of the above-described device except for the control of the switching valve and the heat storage temperature sensor 58, and the illustration and the description are omitted.

The ATF pipe 138 forms a circulation circuit (main circuit) that circulates between the automatic transmission 18 and the radiator 32. While the vehicle drive device 100 is operating in a normal state,
The ATF flows through this circuit. In the circuit, the first
~ Third switching valves 148, 166, 150 are arranged. A bypass pipe 142 is provided between the first switching valve 148 and the third switching valve 150.
Is provided with a fourth switching valve 168. The bypass pipe 142 forms a bypass circuit in which the ATF sent from the automatic transmission 18 returns to the automatic transmission 18 without passing through the radiator 32, the heat storage tank 44, and the like. Thermal storage tank 4
No. 4 has a function of storing a predetermined amount while keeping the ATF warm. Further, a tank temperature sensor 158 is disposed in the heat storage tank 44, and the sensor 158 detects the temperature of the ATF stored in the tank. An inlet pipe 170 is provided between the second switching valve 166 and the heat storage tank 44. A first outlet pipe 1 is provided between an ATF pipe 138 connecting the first switching valve 166 and the radiator 32 and the heat storage tank 44.
72 are provided. Further, the heat storage tank 44 and the fourth
A second outlet pipe 174 is provided between the switching valves 168. The heat storage tank 44 is provided with a heater 46 so that the ATF can be heated by electric power from a battery when necessary.

If the vehicle drive device 100 has just been started and the internal combustion engine 12 is not sufficiently warmed up, or if the warmed ATF is not stored in the heat storage tank 44,
The first, third, fourth switching valves 148, 150, 168 are ATF
Is controlled as indicated by an arrow A in the drawing, that is, to flow through the bypass circuit. Whether the internal combustion engine 12 is sufficiently warmed up or not can be determined based on, for example, the temperature of the coolant. Whether or not the heat is stored in the heat storage tank 44 is determined by the tank temperature sensor 1 as in the vehicle drive device 10.
The determination can be made on the basis of the temperature detected by 58.

When warm ATF is stored in the heat storage tank 44, each switching valve is controlled at the time of early warm-up,
The ATF flows as shown by the arrow B in the drawing, that is, flows from the second switching valve 166 through the inlet circuit 170 to the heat storage tank 44, flows through the second outlet circuit 174, and further bypasses the fourth switching valve 168. It returns to the automatic transmission 18 through the pipe 142.

When heat is stored, the second switching valve 16 is used.
6, the ATF is guided to the inlet circuit 170, and the fourth switching valve 1
Stopping the outflow from the second outlet circuit 174 at 68 causes the ATF to flow to the first outlet circuit 172. At this time, the ATF flows as indicated by arrow C in the figure. in this case,
The ATF that has passed through the heat storage tank 44 is sent to the radiator 32, where it is cooled.
Can be stored even when the automatic transmission 18 is operating and the automatic transmission 18 is overheated. When the sufficiently high temperature ATF is stored in the heat storage tank, the first switching valve 166 sets the ATF
Is controlled to flow through the circulation circuit, that is, the ATF pipe 138. When heat storage is performed after the vehicle stops, each switching valve is controlled so that the ATF flows as indicated by the arrow B, and the oil pump 36 is driven by the auxiliary pump 40 or the rotary electric machine 14 to store the high-temperature ATF. Send to tank 44.

FIG. 7 shows a flowchart relating to the heat storage operation of this embodiment. Whether to store heat or not
The determination is made based on the transmission temperature Ta and the tank temperature Tb detected by the transmission temperature sensor 56 and the tank temperature sensor 158, respectively. These temperatures Ta and Tb are taken in (S170). It is determined whether the transmission temperature Ta is equal to or higher than a predetermined value T1 (S172). The predetermined value T1 is the transmission 1
8 and a value for determining whether it is necessary to cool the ATF. If the transmission temperature Ta is equal to or higher than a predetermined value T1, cooling is necessary. If the transmission temperature Ta is equal to or higher than the predetermined value T1, it is further determined whether the transmission temperature Ta is higher than the tank temperature Tb (S174). The determination in step S174 is that the transmission temperature Ta is equal to the heat storage tank temperature T.
It may be determined whether the value is higher than b by a predetermined value or more. In other words, the transmission temperature Ta is equal to the tank temperature Tb.
It is determined that the predetermined value is 0 without limit.
That is when it is close to

If the determination in step S174 is No, that is, if the temperature of the ATF flowing through the circulation circuit is lower than that of the ATF stored in the heat storage tank 44, the circulation circuit is used (S176). Thermal storage tank 4
If the temperature of the ATF in 4 is higher, this ATF
Is advantageous because the ATF at a higher temperature can be supplied at the next opportunity of warm-up.

If Yes in step S174, that is, if it is determined that the temperature of the ATF flowing through the circulation circuit is higher,
Further, it is determined whether the tank temperature Tb is equal to or higher than a predetermined value T2 (S178). The predetermined value T2 is a value for determining whether the ATF released from the heat storage tank 44 needs to be cooled by the ATF cooler 33. Step S178
When the determination of Yes is made, that is, when it is determined that the released ATF needs to be cooled, the third switching valve 16 is set so that the ATF flows from the ATF pipe 138 to the inlet pipe 170.
6 and other switching valves are controlled. Thereby, a circuit A through which the ATF flows is formed as shown by an arrow A in FIG. 1, and the pipes 170 and 172 and the heat storage tank 44 are connected to the ATF.
Flows (S180). At this time, since the ATF is cooled by the ATF cooler 33 while the high-temperature ATF is stored in the heat storage tank 44, overheating of the ATF can be suppressed.

If No in step S188, that is, if the temperature of the stored ATF is sufficiently low, the third switching valve 148,
166 converts ATF sent from oil pump 36 to A
The flow is controlled to flow from the TF pipe 138 to the inlet pipe 170, and the second and fourth switching valves 150 and 168 are connected to the heat storage tank 4
4 is controlled so as to directly send the ATF released from the transmission 4 to the transmission 18. As a result, a circuit B through which the ATF flows is formed as shown by an arrow B in the figure, and the inlet pipe 170, the heat storage tank 44, and the second outlet pipe 174 of the heat storage tank 44 are formed.
And a bypass pipe 142 downstream of the fourth switching valve 168
Flows through the ATF (S182).

If it is determined in step S102 that the transmission temperature Ta has not reached the predetermined value T1, the first switching valve 148 changes the ATF sent from the oil pump 36 to A
The flow is controlled to flow from the TF pipe 38 to the bypass pipe 142, and the second and fourth switching valves 150 and 168 are controlled so that the ATF from the bypass pipe 142 is returned directly to the transmission 18. As a result, as shown by arrow C in the figure, A
The circuit C through which the TF flows is formed, and the ATF flows through the bypass pipe 142 (S184).

The above control, especially steps S104 and S1
From 08 to S182, the high-temperature ATF can be stored in the heat storage tank 44. In addition, the ATF can be cooled even during heat storage.

The above control is executed by operating the control unit 52 according to a program stored in advance. Therefore, the control unit 52 and the switching valves 48, 50, 66, 68 controlled by the control unit 52 function as control valves for controlling the flow path.

When the transmission needs to be warmed up at the time of starting or the like, the control is performed as follows. Warm A in heat storage tank 44
If there is a TF, each switching valve is controlled so that the ATF flows through the circuit B. Thus, the transmission 18 is warmed up by the heat amount of the ATF. Also, warm A
If there is no TF, the circuit C is controlled so that the ATF flows. In the case of warm-up, the ATF does not flow to the ATF cooler 33 but is directly charged into the transmission 18, so that the stored heat is sent to the transmission 18 without waste.

FIG. 8 is a flowchart relating to the failure diagnosis of the apparatus. The current temperature of the ATF is monitored (S1
90). The temperature of the ATF is detected by a transmission temperature sensor 56 provided in the fluid pressure control unit 24. The control unit 52 determines whether the output of the transmission temperature sensor 56 is normal (S192). The failure of the transmission temperature sensor 56
It can be determined from the fact that the output has reached the upper limit value or the lower limit value (for example, 0).

Next, the heat storage mode, that is, the heat storage tank 44
The control unit 5 determines whether the high-temperature ATF is being stored in the
It is determined in 2 (S194). This heat storage mode corresponds to the case where the circuit B is used or the case where the circuit A is used in the above description. As mentioned above, AT
The change of the flow path of F is achieved by controlling the switching valves 48, 50, 66, 68, and thus these switching valves function as control valves for controlling the flow path of the ATF. With this control, when the ATF flows through the circuit B or the circuit A, at least a part of the ATF is exchanged between the heat storage tank 44 and the automatic transmission 18. If the mode is the heat storage mode, the control unit 52 determines whether the mode is the heating mode (S196). The heating mode is a mode in which the heater 46 heats the ATF when the temperature of the ATF in the heat storage tank 44 is not sufficiently high.

If it is determined in step S196 that the mode is not the heating mode, the controller 52 diagnoses whether the operation of the switching valves 48, 50, 66, 68 is normal (S19).
8). That is, in the heat storage mode, when the high-temperature ATF should have been sent to the heat storage tank 44, but the temperature detected by the heat storage temperature sensor 58 does not show an assumed rise, the control unit 52 Switching valves 48, 50,
It is diagnosed that an abnormality has occurred in at least one of 66 and 68, and this is stored.

If it is determined in step S198 that the heating mode is set, the switching valve is first diagnosed (S20).
0). The diagnosis method is the same as that in step S198. Further, the controller 52 diagnoses whether the operation of the heater 46 is normal (S202). That is, when the heating mode is set, and the ATF should be heated by the heater 46, but the temperature of the ATF in the heat storage tank 44 does not show the expected rise, the control unit 52 Diagnose that an abnormality has occurred and store it.

If it is determined in step S192 that the transmission temperature sensor 56 is not normal, and if it is determined in step S194 that it is not in the heat storage mode, the failure diagnosis of the switching valve and the heater is not performed (S204). .
Further, the operation of the heat storage system is prohibited (S206).
This is because the transmission temperature sensor 56 is not functioning properly, and it cannot be determined whether or not to store heat.

[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 detailed configuration diagram of a heat storage unit 70.

4 is a flowchart relating to control of a heat storage unit 70. FIG.

FIG. 5 is a flowchart relating to failure diagnosis of the drive device of FIG. 1;

FIG. 6 is a schematic configuration diagram of a vehicle drive device according to another embodiment.

FIG. 7 is a flowchart relating to heat storage control of the drive device of FIG. 6;

FIG. 8 is a flowchart relating to failure diagnosis of the drive device of FIG. 6;

[Explanation of symbols]

10,100 Vehicle drive device, 12 Internal combustion engine, 14
Rotating electric machine, 18 automatic transmission, 36 oil pump,
38,138 ATF pipe, 42,142 bypass pipe, 44 heat storage tank, 48,50,78,82,14
8, 150, 166, 168 switching valve, 52 control unit,
56 transmission temperature sensor, 58 heat storage temperature sensor, 70
Heat storage unit, 158 Tank temperature sensor.

Claims (4)

[Claims] 1. A device for performing temperature exchange by exchanging heat between a fluid used in a drive device of a vehicle and a drive device, comprising: heat storage means for storing the fluid or heat from the fluid; A control valve for controlling a flow path so as to exchange the fluid between the heat storage means and the driving device based on an operation state; a temperature detection means for detecting a temperature of the heat storage means; Diagnosing means for performing a failure diagnosis of the temperature management device from the relationship between the operation and the detected temperature of the temperature detecting means,
Temperature control device for a driving device having the same. 2. A device for performing temperature control by exchanging heat between a fluid used in a drive device of a vehicle and a drive device, wherein the heat storage means for storing the fluid or heat from the fluid; Heating means for heating, temperature detection means for detecting the temperature of the heat storage means, and diagnosis means for performing a failure diagnosis of the temperature management device from the relationship between the operation of the heating means and the detected temperature of the temperature detection means. Temperature control device of a driving device having the same. 3. A device for performing temperature control by exchanging heat between a fluid used in a drive device of a vehicle and the drive device, wherein the heat storage means transfers heat to and receives heat from the fluid, and the drive device. A control valve for controlling a flow path of the fluid so that the fluid circulates between the driving device and the heat storage means, based on an operation state of the first temperature detection means for detecting a temperature of the heat storage means, A second method for detecting the temperature of the driving device to be subjected to temperature management;
A temperature management device for a driving device, comprising: a temperature detection unit; and a diagnosis unit that performs a failure diagnosis of the temperature management device based on a relationship between an operation of the control valve and a detected temperature of the first and second temperature detection units. 4. The drive device according to claim 1, wherein the device whose temperature is to be controlled by the drive device is a transmission, and the fluid is a fluid for a transmission. Temperature control device.