JP2003083427A - Oil temperature controller for transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an oil temperature controller for a transmission capable of realizing both improvement of fuel consumption of an engine and the securing of heating performance of a heating device. SOLUTION: When operation oil of a torque converter 9 and the transmission 10 is in a cold state, a power loss of the engine 1 caused by the driving of them is increased to deteriorate the fuel consumption. When the operation oil in the cold state is warmed by heat exchange between the operation oil and engine cooling water in a heat exchanger 16 to improve the fuel consumption, heat of the cooling water is transferred to the operation oil to militate against the securing of the heating performance of the air conditioner heating a cabin by the heat of the cooling water. However, by controlling a flow rate of the cooling water passing through the heat exchanger 16 according to the heating performance necessary for the air conditioner, the necessary heating performance is secured while improving the fuel consumption of the engine 1.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an oil temperature control device for a transmission mounted on a vehicle.

[0002]

2. Description of the Related Art In vehicles such as automobiles, when the hydraulic fluid of the transmission is in a cold state such as during warm-up of the engine,
The power loss of the engine accompanying the drive of the transmission increases. In order to reduce such power loss and improve the fuel efficiency of the engine, as shown in Japanese Utility Model Laid-Open No. 5-83323, a heat exchanger that causes a vehicle to exchange heat between the engine cooling water and the working oil is provided. It is also proposed that the temperature of the working oil be raised by providing the heat exchange.

[0003]

However, in a vehicle provided with a heating device for heating the interior of the vehicle by the heat of the engine cooling water, if the temperature of the hydraulic oil is raised by heat exchange in the heat exchanger, Since the heat of the cooling water is taken by the hydraulic oil, there is a risk that the heating capacity of the heating device will decrease and the heating capacity will be insufficient during engine warm-up in winter.

The present invention has been made in view of the above circumstances, and an object thereof is to provide an oil temperature control device for a transmission that can achieve both improvement of fuel efficiency of an engine and securing of heating capacity of a heating device. To provide.

[0005]

[Means for Solving the Problems] Means for achieving the above-mentioned objects and their effects will be described below. In order to achieve the above object, in the invention according to claim 1, a heating device that heats the vehicle interior by the heat of the circulating engine cooling water and a heating device that allows the engine cooling water to pass through and the hydraulic fluid of the transmission to flow into It is applied to a vehicle having a heat exchanger for exchanging heat between them, and when the working oil is in a cold state, oil temperature control of a transmission for raising the temperature of the working oil by heat exchange in the heat exchanger. The apparatus includes control means for controlling the flow rate of engine cooling water passing through the heat exchanger according to the heating capacity required for the heating apparatus.

In order to reduce the power loss of the engine due to the drive of the transmission and improve the fuel consumption, the temperature of the working oil in the cold state is increased by heat exchange with the engine cooling water in the heat exchanger. The heat of the cooling water is taken by the hydraulic oil, which is disadvantageous in ensuring the heating capacity of the heating device. However, according to the above configuration, the engine cooling water passing through the exchanger is passed according to the heating capacity required for the heating device so as to secure the required heating capacity of the heating device while improving the fuel efficiency of the engine. The flow rate can be controlled.
As a result, it is possible to improve the fuel efficiency of the engine and secure the heating capacity of the heating device at the same time.

According to a second aspect of the invention, in the first aspect of the invention, the control means determines whether or not the required heating capacity is equal to or higher than a predetermined level, and based on the result of the determination, the heat The flow rate of engine cooling water passing through the exchanger was controlled.

According to the above construction, when it is determined that the required heating capacity is equal to or higher than the predetermined level, the flow rate of the engine cooling water passing through the heat exchanger can be reduced, whereby the fuel consumption of the engine can be reduced. It is possible to achieve both improvement and ensuring the heating capacity of the heating device.

According to a third aspect of the present invention, in the first aspect of the present invention, the control means linearly changes the flow rate of the engine cooling water passing through the heat exchanger with respect to the required change in the heating capacity. It was changed to.

According to the above construction, as the required heating capacity increases, the flow rate of the engine cooling water passing through the heat exchanger can be gradually reduced, whereby the fuel consumption of the engine is improved and the heating capacity of the heating device is improved. It is possible to achieve both securing and securing accurately.

According to a fourth aspect of the invention, in the invention according to any one of the first to third aspects, the control means estimates the required heating capacity based on a parameter relating to the temperature inside the vehicle compartment. I decided.

According to the above configuration, the heating capacity required for the heating device is estimated based on the parameter relating to the temperature inside the vehicle compartment, and the engine cooling water passing through the heat exchanger is estimated according to the estimated heating capacity. The flow rate is controlled. Therefore, the flow rate control can be appropriately performed in order to achieve both the improvement of the fuel consumption of the engine and the securing of the heating capacity of the heating device.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION (First Embodiment) A first embodiment in which the present invention is applied to an automobile will be described below with reference to FIGS.

The engine 1 shown in FIG. 1 is an electronic control unit (engine EC
U) The operation is controlled through 2. This engine ECU2
A detection signal from a water temperature sensor 3 that detects the cooling water temperature of the engine 1 is input to the. While the engine 1 is running,
The rotation of the output shaft 1a is transmitted to the water pump 4 and the air conditioning compressor 5, so that both of them operate. When the water pump 4 is operated, the cooling water of the engine 1 circulates through the cooling water passage 6, and when the compressor 5 is operated, the air-conditioning refrigerant is cooled while circulating in the refrigerant passage 7.

Further, the output shaft 1a of the engine 1 is connected to a transmission 10 via a torque converter 9 which transmits power through a fluid (hydraulic oil). Then, the rotation of the output shaft 1a of the engine 1 is transmitted to the wheels of the automobile via the torque converter 9 and the transmission 10 and the like, so that the automobile runs. In addition, the transmission 10
For example, a continuously variable transmission that can continuously adjust the speed ratio, an automatic transmission that adjusts the speed ratio stepwise, or the like can be adopted.

The torque converter 9 includes the engine 1
A lock-up clutch 11 that connects and disconnects the transmission 10 and the transmission 10 is provided. The lockup clutch 11 is in a "directly connected state" in which the output shaft 1a of the engine 1 and the input shaft of the transmission 10 are directly engaged, or in a "disengaged state" in which such a directly connected state is released. Further, the lock-up clutch 11 allows the relative rotation between the output shaft 1a and the input shaft of the transmission 10 to some extent and partially engages, which is an intermediate state between the “directly connected state” and the “released state”. It is also possible to take a "slip state".

Both the torque converter 9 and the transmission 10 are hydraulically operated, and their operation control is performed through a transmission ECU 12 mounted on the vehicle. The transmission ECU 12 detects a turbine rotation speed sensor 13 that detects an input rotation speed from the engine 1 (output shaft 1a) to the transmission 10, and a temperature of hydraulic oil that operates the torque converter 9 and the transmission 10. Detection signals from various sensors such as the oil temperature sensor 14 are input. Also, the transmission E
The CU 12 and the engine ECU 2 are connected to each other,
Communication between the two is possible.

The hydraulic oil for operating the torque converter 9 and the transmission 10 is cooled or heated by heat exchange with engine cooling water. That is, the heat exchanger 1 in which the oil passage 15 for circulating the working oil and the branch passage 6a branched from the cooling water passage 6 are provided in the vehicle.
6 through which heat is exchanged between the cooling water and the hydraulic oil in the heat exchanger 16. The engine cooling water after the heat exchange is returned to the cooling water passage 6 after passing through the branch passage 6a.

Therefore, when the working oil is in a cold state, the working oil is warmed by the cooling water warmed by the heat of the engine 1 and heat is taken from the cooling water. By warming the hydraulic oil in the heat exchanger 16 in this way, the torque converter 9
Also, it is suppressed that the proper operation of the transmission 10 becomes difficult. Further, when the hydraulic oil is cold, the torque converter 9
Also, an increase in power loss of the engine 1 due to driving the transmission 10 and the like is suppressed.

The branch passage 6a is provided with a flow rate control valve 6b which is opened and closed to adjust the flow rate of the engine cooling water passing through the heat exchanger 16. This flow control valve 6
The drive of b is controlled by the engine ECU 2. Then, as the opening degree of the flow rate control valve 6b becomes smaller through the drive control by the engine ECU 2, the flow rate of the engine cooling water passing through the heat exchanger 16 becomes smaller, and the engine cooling is performed when the temperature of the hydraulic oil is low. The amount of heat taken from the water to the hydraulic oil is reduced.

Next, an air conditioner for adjusting the temperature inside the vehicle compartment by heating or cooling will be described. In this air conditioner, the air duct 2 is operated by the operation of the blower 21.
Air is introduced into the vehicle 2, the air is cooled and heated by the evaporator 23 and the heater core 24, and then supplied into the vehicle interior 25.

The evaporator 23 has the refrigerant passage 7 passing therethrough and cools the air in the air duct 22 with the refrigerant in the refrigerant passage 7. The cooling water passage 6 passes through the inside of the heater core 24, and is for heating the air in the air duct 22 with the warmed cooling water in the cooling water passage 6.

In the air duct 22, between the evaporator 23 and the heater core 24, an air mix damper 26 used for adjusting the temperature of the air passing through the air duct 22 is provided. This air mix damper 26
Is opened and closed to adjust the ratio of the air passing through the heater core 24 to the air passing through the evaporator 23.

That is, for example, when the air mix damper 26 is displaced to a position where air does not pass through the heater core 24 (minimum opening), the air that has passed through the evaporator 23 and is cooled is supplied to the vehicle interior 25 as it is. become. Further, as the air mix damper 26 is displaced to the side where the amount of air passing through the heater core 24 is large (the opening is large), the temperature of the air supplied from the air duct 22 into the vehicle interior 25 becomes higher. Therefore, the air mix damper 2
As the opening degree of 6 increases and the amount of air passing through the heater core 24 increases, the amount of heat taken from the cooling water to the air increases.

The blower 21 and the air mix damper 26 in the air conditioner are driven and controlled by an air conditioner ECU 27 mounted on the automobile. This air conditioner EC
The U27 and the engine ECU 2 are connected to each other, and communication between them is possible. In addition, air conditioner E
The CU 27 receives signals from an automatic control changeover switch 28, a temperature setting switch 29, and an air volume setting switch 30, which are operated by an occupant of the vehicle, and
Detection signals from various sensors shown below are input.

A potentiometer 31 which outputs a signal corresponding to the open / close position of the air mix damper 26. An inside air temperature sensor 32 which detects the temperature (inside air temperature) of the air inside the vehicle compartment 25. A solar radiation amount inside the vehicle interior 25 is detected. Solar radiation sensor 33-Outside air temperature sensor 34 for detecting the temperature (outside air temperature) of the air outside the automobile. The air conditioner ECU 27 detects the temperature setting switch 29 if the operation position of the automatic control changeover switch 28 is "auto".
The automatic control for automatically controlling the blower 21 and the air mix damper 26 is executed according to the set temperature set by, the inside temperature, the amount of solar radiation, the outside temperature, and the like.

In such automatic control, first, the required outlet temperature TAO is calculated according to the set temperature, the inside temperature, the amount of solar radiation, the outside temperature and the like. Here, the required outlet temperature TA
O is the temperature of the air blown into the vehicle interior 25 from the air duct 22 required to maintain the temperature in the vehicle interior 25 at the set temperature. The air conditioner ECU 27 adjusts the opening degree of the air mix damper 26 so that the temperature of the air blown from the air duct 22 into the vehicle interior 25 becomes the required outlet temperature TAO, and automatically adjusts the blower air volume optimally. The blower 21 is drive-controlled according to the required outlet temperature TAO.

On the other hand, if the operation position of the automatic control changeover switch 28 is "manual", the air conditioner ECU 27
Controls the blower 21 and the air mix damper 26 in accordance with the operating positions of various switches operated by the vehicle occupant. That is, the blower 21 is driven and controlled so that the blower air volume set by the air volume setting switch 30 is obtained, and the air mix damper 26 is driven and controlled according to the set temperature set by the temperature setting switch 29.

Next, the torque converter 9 and the transmission 10
A procedure for controlling the temperature of the hydraulic oil will be described with reference to the flowchart of FIG. 2 showing an oil temperature control routine. This oil temperature control routine is executed through the engine ECU 2 by, for example, a time interruption at every predetermined time.

In the oil temperature control routine, first, the passenger compartment 2
It is determined whether or not the outside air temperature, which is a parameter related to the temperature inside 5, is equal to or higher than a predetermined value a (for example, 5 ° C.) (S1).
01). Here, the heating capacity required for the air conditioner is estimated based on the outside air temperature, and it is determined whether or not the required heating capacity is equal to or higher than a predetermined level. Such a determination can be made because a low outside air temperature means a higher heating capacity required for the air conditioner.

When a positive determination is made in step S101, it is determined that the heating capacity required for the air conditioner is less than the predetermined level. In this case, since the flow control valve 6b is fully opened (S102) and the flow rate of the engine cooling water flowing to the heat exchanger 16 is maximized, heat exchange between the engine cooling water and the hydraulic oil is performed with maximum efficiency. Be seen. Therefore, when the hydraulic oil is in a cold state, the hydraulic oil is quickly heated by the engine cooling water, which makes it difficult to properly operate the torque converter 9 and the transmission 10 due to the cold hydraulic oil. Becoming, and engine 1
The increase in the power loss of is suppressed.

By the way, when the heat exchange is performed with the maximum efficiency as described above, the increase in the power loss of the engine 1 can be suppressed and the fuel consumption can be improved, but the amount of heat taken from the engine cooling water to the working oil is also increased. Since it becomes the maximum, the temperature of the engine cooling water becomes difficult to rise. As a result, the heating capacity of the air conditioner is reduced, and there is a possibility that the heating capacity of the air conditioner will be insufficient when a high heating capacity is required, such as when the engine warms up in winter.

In consideration of such circumstances, in the present embodiment, when a negative determination is made in step S101 and it is determined that the heating capacity required for the air conditioner is equal to or higher than a predetermined level,
The flow rate control valve 6b is opened halfway so that the flow rate of the engine cooling water passing through the heat exchanger 16 decreases (S103).
As a result, the amount of heat taken from the engine cooling water to the hydraulic oil by the heat exchanger 16 is reduced, so that the required heating capacity of the air conditioner can be secured.

The temperature of the engine cooling water is also affected by the number of engagement opportunities of the lockup clutch 11.
This is because the power transmission efficiency associated with the power transmission from the engine 1 to the transmission 10 changes depending on whether or not the lockup clutch 11 is engaged, and heat generation of the engine when trying to obtain power of a predetermined automobile. This is because the amount changes and the amount of fuel transmitted from the engine 1 to the engine cooling water also changes.

That is, when the lockup clutch 11 is engaged, deterioration of power transmission efficiency due to power transmission from the engine 1 to the transmission 10 through the fluid is suppressed, so that the engine heat generation amount is reduced. The temperature of the engine cooling water tends to decrease and the temperature of the engine cooling water tends to decrease. On the contrary, when the lock-up clutch 11 is not engaged, the power transmission efficiency deteriorates with the power transmission from the engine 1 to the transmission 10 through the fluid, so that the engine heat generation amount increases and the engine cooling water increases. The temperature tends to be high.

Further, when the engine 1 is decelerated while the lockup clutch 11 is engaged, a predetermined engine rotation speed can be secured even if fuel cut is performed, so that fuel consumption is improved. The fuel of the engine 1 is cut through the engine ECU 2 in order to improve. When such a fuel cut is performed, fuel combustion in the engine 1 is not performed, so that the heat generation amount of the engine decreases and the temperature rise of the engine cooling water is prevented.

For the above reasons, the more the lock-up clutch 11 is engaged, the more difficult it is for the temperature of the engine cooling water to rise. Here, an engagement mode of the lockup clutch 11 will be described.

The lockup clutch 11 is engaged when the operating condition of the vehicle is within the lockup region.
This lockup region is set based on the speed of the vehicle (vehicle speed) and the temperature of the hydraulic oil (oil temperature) of the torque converter 9 or the like. The vehicle speed used here is obtained based on the detection signal from the turbine speed sensor 13 and the current gear ratio in the transmission 10.

In order to improve the fuel economy of the engine 1, it is advantageous to increase the opportunity of engaging the lockup clutch 11. Therefore, when the heating capacity supplied to the air conditioner is lower than the predetermined level (S101: YES), the cooling water temperature is equal to or higher than the predetermined value b (for example, 40 ° C.) (S).
104: YES), the lockup area is set to be as wide as possible (S105). The lockup areas thus set are shown as areas A and B in FIG.

As a condition for setting the lockup region as wide as possible, the condition that the cooling water temperature is equal to or higher than the predetermined value b is mentioned.
If the condition is not satisfied, the lockup clutch 1
This is because an increase in the number of engagement opportunities of No. 1 is disadvantageous in terms of drivability.

That is, normally, when the cooling water temperature is low, the fuel injection amount is increased and corrected to stabilize the engine operation. Therefore, when the lockup clutch 11 is engaged in the state where the cooling water temperature is low, the fuel injection is performed. The fuel amount is increased and corrected, and the fuel cut is executed and canceled in response to the start and end of the engine deceleration. In this case, since the difference in the output torque of the engine 1 due to the execution and cancellation of the fuel cut increases due to the increase correction of the fuel injection amount, a large shock is generated in the vehicle and drivability is reduced. That is not preferable.

Therefore, when a negative determination is made in step S104 and it is determined that the cooling water temperature has not risen to the extent that the fuel injection amount increase correction is not performed, the lockup region is set to the region A in FIG. Is done (S10
6). By thus reducing the lockup region from the regions A and B to only the region A on the high vehicle speed side, the engagement of the lockup clutch 11 is restricted. In this case, the situation of engine deceleration with the lock-up clutch 11 engaged is less likely to occur, so the chances of executing and canceling fuel cut with the fuel injection amount increased and corrected are reduced, and the above-described inconveniences occur. Is suppressed.

The process of step S106 is also executed when the heating capacity required for the air conditioner is equal to or higher than a predetermined level (S101: NO). In this case, the chances of engagement of the lockup clutch 11 are reduced, so that the reduction of the engine heat generation amount due to the engagement is suppressed. That is, here, the temperature of the engine cooling water is easily increased by the process of step S103, and then the temperature of the engine cooling water is easily increased by the process of step S106. Therefore, the required heating capacity of the air conditioner can be ensured more accurately.

According to this embodiment described in detail above, the following effects can be obtained. (1) When the hydraulic oils of the torque converter 9 and the transmission 10 are in a cold state, the power loss of the engine 1 associated with driving them increases and the fuel consumption deteriorates. When the temperature of the working oil in a cold state is raised by heat exchange between the engine cooling water and the working oil in the heat exchanger 16 in order to improve the fuel consumption, the heat of the engine cooling water is removed to the working oil. Therefore, it is disadvantageous in securing the required heating capacity of the air conditioner. However, by controlling the flow rate of the engine cooling water that passes through the heat exchanger 16 according to the heating capacity required for the air conditioner, the required heating capacity is secured while improving the fuel efficiency of the engine 1. You can That is, when it is determined that the heating capacity required for the air conditioner is equal to or higher than the predetermined level, the flow rate of the engine cooling water passing through the heat exchanger 16 can be reduced, which improves the fuel efficiency of the engine 1. It is possible to achieve compatibility with ensuring the heating capacity of the air conditioner.

(2) It is judged that the heating capacity required for the air conditioner is equal to or higher than the predetermined level because the outside air temperature, which is a parameter related to the temperature in the passenger compartment 25, is less than the predetermined value a. . That is, the required heating capacity is estimated based on the outside air temperature, and it is determined whether the required heating capacity is equal to or higher than a predetermined level. Since the flow rate of the engine cooling water passing through the heat exchanger 16 is controlled based on such a determination, the flow rate control can be appropriately performed in order to achieve both improvement of fuel consumption and ensuring of heating capacity.

(3) When the lockup clutch 11 is engaged, deterioration of power transmission efficiency due to transmission of power from the engine 1 to the transmission 10 through a fluid is suppressed, The fuel efficiency of the engine will be improved. However, at this time, the heat generation amount of the engine is reduced and the temperature rise of the engine cooling water is suppressed, which is disadvantageous in securing the required heating capacity of the heating device. Considering this, when the heating capacity required for the air conditioner is above a predetermined level,
The lockup region is reduced from the regions A and B to the region A so that the engagement of the lockup clutch 11 is regulated. As a result, the decrease in the heat generation amount of the engine as described above is suppressed, so that the heating capacity of the air conditioner can be secured more accurately.

Next, a second embodiment of the present invention will be described with reference to FIGS. This embodiment determines whether or not the heating capacity required for the air conditioner is equal to or higher than a predetermined level.
When the air conditioner is automatically controlled, it is performed based on the required outlet temperature TAO which is a parameter related to the temperature inside the vehicle compartment 25, and when the manual control is performed, the opening degree of the air mix damper 26 which is a parameter also related to the temperature inside the vehicle compartment 25. And the air flow rate of the blower.

4 and 5 are flow charts showing the oil temperature control routine of this embodiment. In this oil temperature control routine, processing corresponding to step S101 in the oil temperature control routine of the first embodiment (S201 to S2).
06) is different from the first embodiment.

In the oil temperature control routine of this embodiment, it is first determined whether or not the automatic control is being performed as the processing of step S201 (FIG. 4). Then, if the determination is affirmative, it is determined whether the required outlet temperature TAO, which is a parameter related to the temperature inside the vehicle compartment 25, is equal to or lower than a predetermined value c (for example, 50 ° C.) (S202). Here, the heating capacity required for the air conditioner is estimated based on the required outlet temperature TAO, and it is determined whether or not the required heating capacity is equal to or higher than a predetermined level. The reason why such a determination can be made is that the increase in the required outlet temperature TAO means that the heating capacity required for the air conditioner is high.

When a positive determination is made in step S202, it is determined that the heating capacity required for the air conditioner is less than the predetermined level, and the flow control valve 6b is fully opened (S).
207). Further, when a negative determination is made in step S202, it is determined that the heating capacity required for the air conditioner is equal to or higher than a predetermined level, the flow control valve 6b is half-opened, and the lockup region is in the region A (FIG. ) Is set (S208, S211).

On the other hand, when a negative determination is made in step S201 and it is determined that the manual control is being executed, it is determined whether the opening degree of the air mix damper 26 is equal to or less than a predetermined value d (for example, 70%) ( (S203: FIG. 5), and it is determined whether or not the blower air volume is less than or equal to the predetermined value e (S).
204). Here, the heating capacity required for the air conditioner is estimated based on the opening degree of the air mix damper 26 and the blower air volume, and it is determined whether the required heating capacity is equal to or higher than a predetermined level.

The opening degree of the air mix damper 26 is obtained based on the detection signal from the potentiometer 31. As the opening approaches 100% (opening maximum), the amount of air passing through the heater core 24 in the air duct 22 increases. Therefore, the larger the opening degree of the air mix damper 26, the larger the heating capacity required for the air conditioner. Further, the blower air volume is obtained based on the signal from the air volume setting switch 30. When the interior of the vehicle compartment 25 is heated by the air conditioner, the larger the blower air volume, the greater the heating capacity required for the air conditioner.

If a positive determination is made in both steps S203 and S204 and it is determined that the heating capacity required for the air conditioner is less than the predetermined level, the processing in step S207 (FIG. 4) described above is executed. It In addition, even if an affirmative determination is made in step S203, step S203
If a negative determination is made in 204, it is determined that the heating capacity required for the air conditioner is equal to or higher than a predetermined level, and the above-described steps S208 and S211 (FIG. 4) are performed.

On the other hand, if a negative determination is made in step S203, the opening degree of the air mix damper 26 is set to the predetermined value e.
Whether or not it is less than or equal to a predetermined value f (for example, 80%) that is larger than the predetermined value (S205), and the blower air volume is a predetermined value g (g <e)
It is determined whether or not the following (S206). Here again, the heating capacity required for the air conditioner is estimated based on the opening degree of the air mix damper 26 and the blower air volume, and it is determined whether the required heating capacity is equal to or higher than a predetermined level.

That is, step S205 and step S
If a negative determination is made in any of steps 206, it is determined that the heating capacity required for the air conditioner is equal to or higher than a predetermined level, and the processes of steps S208 and S211 (FIG. 4) are performed. Further, when a positive determination is made in both steps S205 and S206, it is determined that the heating capacity required for the air conditioner is less than the predetermined level, and the process of step S207 (FIG. 4) is executed.

After the process of step S207 is performed, it is determined whether the cooling water temperature is equal to or higher than the predetermined value b (S209). Then, if the affirmative determination is made, the lockup areas are set to the areas A and B (S210: FIG. 4), and if the negative determination is made, the lockup areas are set to the area A.
(S211: FIG. 4) Also in this embodiment, the same effect as that of the first embodiment can be obtained.

The above-mentioned respective embodiments can be modified as follows, for example. When the flow rate control valve 6b is opened halfway, it is not always necessary to reduce the lockup region to regulate the engagement of the lockup clutch 11.

The flow control valve 6b is half-opened in order to reduce the flow rate of the engine cooling water passing through the heat exchanger 16. However, the flow control valve 6b is not necessarily limited to half-open, and any open side closer than full-open may be used. It is possible to appropriately change the frequency.

The outside air temperature, the required outlet temperature TAO, the opening degree of the air mix damper 26, and the blower are used as parameters relating to the temperature in the vehicle compartment 25 used for estimating the heating capacity required for the air conditioner. I adopted the air volume,
Other than these, parameters such as the inside temperature and the amount of solar radiation may be adopted.

When the heating capacity required for the air conditioner is less than the predetermined level, the flow rate of the engine cooling water passing through the heat exchanger 16 is not reduced, and when the heating capacity is above the predetermined level, the engine cooling water is Although the flow rate is reduced, the present invention is not limited to this. That is, the heating capacity required for the air conditioner is estimated based on the outside air temperature, the required outlet temperature TAO, the opening degree of the air mix damper 26, the blower air volume, and the like, and the engine changes in response to the estimated change in the heating capacity. The cooling water flow rate may be changed linearly. Specifically, for example, as shown in FIG. 6, the opening degree of the flow control valve 6b is made smaller as the outside air temperature becomes lower, and as shown in FIG.
The higher the AO, the smaller the opening of the flow control valve 6b. Further, as shown in FIG. 8, the opening degree of the flow control valve 6b may be made smaller as the opening degree of the air mix damper 26 becomes larger and the blower air volume becomes larger. By controlling the opening degree of the flow rate control valve 6b as described above, the heat exchanger 1 increases as the heating capacity required for the air conditioner increases.
It is possible to gradually reduce the flow rate of the engine cooling water passing through 6, and thereby it is possible to appropriately achieve both the improvement of the fuel consumption of the engine 1 and the securing of the heating capacity of the air conditioner.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing an overall configuration of an automobile to which an oil temperature control device for a transmission according to a first embodiment is applied.

FIG. 2 is a flowchart showing a procedure for controlling the temperature of hydraulic oil in the first embodiment.

FIG. 3 is an explanatory diagram for explaining a lockup area.

FIG. 4 is a flowchart showing a procedure for controlling the temperature of hydraulic oil in the second embodiment.

FIG. 5 is a flowchart showing a procedure for controlling the temperature of hydraulic oil in the second embodiment.

FIG. 6 is a graph showing how the opening degree of the flow rate control valve changes linearly when the opening degree of the flow rate control valve is controlled.

FIG. 7 is a graph showing how the opening of the flow control valve changes linearly when the opening of the flow control valve is linearly controlled according to the required outlet temperature.

FIG. 8 is a graph showing how the opening degree of the flow rate control valve changes when the opening degree of the flow rate control valve is linearly controlled according to the air flow rates of the air mix damper and the blower.

[Explanation of symbols]

1 ... Engine, 2 ... Engine ECU, 6 ... Cooling water passage,
6a ... Branch passage, 6b ... Flow control valve, 9 ... Torque converter, 10 ... Transmission, 11 ... Lockup clutch, 1
2 ... Transmission ECU, 14 ... Oil temperature sensor, 1
5 ... Oil passage, 16 ... Heat exchanger, 21 ... Blower, 22 ... Air duct, 24 ... Heater core, 25 ... Cabin, 26 ... Air mix damper, 27 ... Air conditioner ECU, 28 ... Auto control changeover switch, 29 ... Temperature setting Switch, 30 ... Air volume setting switch, 31 ... Potentiometer, 32 ... Inside air temperature sensor, 33 ... Solar radiation amount sensor, 34 ... Outside air temperature sensor.

Claims (4)

[Claims] 1. A heating device for heating the interior of a vehicle by the heat of circulating engine cooling water, and a heat exchanger for allowing the engine cooling water to pass through and operating oil of a transmission to flow therethrough for heat exchange between the two. In a vehicle oil temperature control device for a transmission, which is applied to a vehicle including, and increases the temperature of the hydraulic oil by heat exchange in the heat exchanger when the hydraulic oil is in a cold state, the heating device is required. An oil temperature control device for a transmission, comprising control means for controlling a flow rate of engine cooling water passing through the heat exchanger according to heating capacity. 2. The control means determines whether or not the required heating capacity is equal to or higher than a predetermined level, and controls the flow rate of engine cooling water passing through the heat exchanger based on the result of the determination. Item 1. An oil temperature control device for a transmission according to item 1. 3. The oil temperature control of the transmission according to claim 1, wherein the control means linearly changes the flow rate of the engine cooling water passing through the heat exchanger in response to the change in the required heating capacity. apparatus. 4. The oil temperature control device for a transmission according to claim 1, wherein the control means estimates the required heating capacity based on a parameter related to the temperature in the vehicle compartment.