JP2010053772A - Warming-up control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a warming-up control device of a vehicle capable of improving fuel economy. <P>SOLUTION: This warming-up control device has a heat exchanger for exchanging heat between cooling water of an engine and a hydraulic fluid of an automatic transmission, and a flow control valve for adjusting a flow rate of the cooling water circulated in the heat exchanger, and has water temperature control means S2, S4 and S5 for raising the cooling water temperature of the engine up to the predetermined cooling water temperature corresponding to a travel state by reducing a cooling water flow rate circulated in the heat exchanger, and oil temperature control means S2, S4 and S5 for raising the hydraulic fluid temperature of the automatic transmission up to the predetermined hydraulic fluid temperature corresponding to the travel state by increasing the cooling water flow rate circulated in the heat exchanger. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle warm-up control device.

As a conventional vehicle warm-up control device, there is one that controls warm-up of an engine and an automatic transmission according to a lock-up region (see, for example, Patent Document 1).
JP-A-2005-3134

  However, since the fuel efficiency improvement effect due to warm-up varies depending on the vehicle running state, there is a problem in that the fuel efficiency improvement effect is not sufficient even if the warm-up control is performed according to the lockup region.

  The present invention has been made paying attention to such conventional problems, and an object thereof is to optimize warm-up control for improving fuel efficiency.

  The present invention solves the above problems by the following means. In addition, in order to make an understanding easy, although the code | symbol corresponding to embodiment of this invention is attached | subjected, it is not limited to this.

  The present invention provides a heat exchanger (46) for exchanging heat between the cooling water of the engine (1) and the hydraulic oil of the automatic transmission (3), and the cooling water to be circulated through the heat exchanger (46). A warm-up control device comprising a flow rate adjusting valve (44) for adjusting the flow rate, wherein the flow rate of the cooling water to be circulated to the heat exchanger (46) is reduced to reduce the cooling water temperature of the engine (1). The water temperature control means (S2, S4, S5) for raising the temperature to a predetermined cooling water temperature according to the running state, and the cooling water flow rate to be circulated through the heat exchanger (46) is increased to increase the automatic transmission (3). Oil temperature control means (S2, S4, S5) for raising the hydraulic oil temperature to a predetermined hydraulic oil temperature according to the running state.

  According to the present invention, since the warm-up control of the engine and the automatic transmission is performed according to the vehicle running state, the fuel consumption can be improved.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 is a system schematic diagram of a vehicle warm-up control device according to a first embodiment of the present invention.

  The vehicle warm-up control device includes an engine 1, a torque converter 2, an automatic transmission 3, a coolant circulation path 4, a hydraulic oil circulation path 5, and a controller 6.

  The engine 1 generates a driving force for the vehicle.

  The torque converter 2 transmits the driving force of the engine 1 to the automatic transmission 3 via a fluid. A lock-up clutch (not shown) that directly connects the input side and the output side of the torque converter 2 is provided inside the torque converter 2.

  The automatic transmission 3 increases or decreases the driving force of the engine 1 transmitted via the torque converter 2 in accordance with the shift speed selected according to the driving state, and outputs it. The automatic transmission 3 includes a plurality of sets of planetary gear mechanisms and clutches and brakes that allow or restrict the operation of their constituent elements (sun gear, pinion gear, and ring gear). The automatic transmission achieves a desired gear position by appropriately switching the engagement state of these clutches and brakes with hydraulic oil (ATF: Automatic Transmission Fluid) supplied from a hydraulic power source. The forward clutch is a clutch that is engaged when the shift range is in a travel range such as the D range.

  The cooling water circulation channel 4 is a channel through which cooling water for cooling the engine 1 circulates. The cooling water circulation channel 4 includes a first circulation channel 40a and a second circulation channel 40b. The first circulation flow path 40 a causes the cooling water that has flowed through the water jacket formed inside the engine 1 to flow to the radiator 41 and return to the engine 1 again. The second circulation channel 40 b flows the cooling water branched from the first circulation channel 40 a to the heater 45 and the automatic transmission fluid warmer (hereinafter referred to as “ATF warmer”) 46 and returns it to the engine 1. In the present embodiment, for convenience of explanation, the side from which the cooling water flows out from the engine 1 is defined as upstream, and the side from which cooling water flows into the engine 1 is defined as downstream.

  A radiator 41, a thermostat 42, and a water pump 43 are arranged in order from the upstream in the first circulation channel 40a. The first circulation channel 40 a is provided with a bypass channel 40 c that bypasses the radiator 41.

  The radiator 41 cools the cooling water that has flowed in by the traveling wind, and lowers the cooling water temperature to flow downstream.

  The thermostat 42 is installed in the first circulation passage 40 a on the downstream side between the engine 1 and the radiator 41. The thermostat 42 detects the coolant temperature and opens and closes the first circulation channel 40a. When the coolant temperature is lower than a predetermined temperature, such as when the engine is started, the thermostat 42 is closed. When the thermostat 42 is in a closed state, the cooling water flows through the bypass passage 40c without passing through the radiator 41. Further, when the engine 1 is warmed up and the cooling water reaches a predetermined temperature or higher, the thermostat 42 opens. When the thermostat 42 is in the valve open state, the cooling water flows through the radiator 41 and dissipates heat.

  The water pump 43 is installed in the first circulation passage 40 a on the downstream side between the radiator 41 and the engine 1. The water pump 43 is driven by the engine 1 to circulate the cooling water in the circulation flow path.

  A flow rate adjustment valve 44, a heater 45, and an ATF warmer 46 are installed in the second circulation channel 40b in order from the upstream.

  The flow rate adjustment valve 44 adjusts the amount of cooling water flowing into the second circulation flow path 40b. The flow control valve 44 is an electromagnetic valve.

  The heater 45 constitutes a part of an air conditioner (not shown). The heater 45 absorbs the heat of the cooling water that has cooled the engine 1, and uses this heat to heat the air. This heated air is used for heating the passenger compartment.

  The ATF warmer 46 is also connected to the hydraulic fluid circulation passage 5 through which the hydraulic fluid of the automatic transmission 3 circulates. The hydraulic fluid flowing through the hydraulic fluid circulation passage 5 and the cooling water flowing through the second circulation passage 40b Heat exchange.

  The hydraulic oil circulation passage 5 is a passage through which hydraulic oil for controlling the automatic transmission 3 circulates.

  The controller 6 is composed of a microcomputer having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). The controller 6 receives signals from various sensors such as a water temperature sensor 61 that detects the temperature of the cooling water and an oil temperature sensor 62 that detects the temperature of the hydraulic oil.

  The controller 6 warms up the engine and the automatic transmission according to the running state of the vehicle, and controls the flow rate of the cooling water flowing through the second circulation passage 40b so that the effect of improving the fuel consumption due to the warm-up is maximized. Hereinafter, warm-up control of the engine and the automatic transmission according to the running state will be described.

  FIG. 2 is a flowchart illustrating the warm-up control of the engine and the automatic transmission according to the present embodiment. The controller 6 executes this routine at a predetermined calculation cycle (for example, 10 ms) during operation of the engine.

  In step S1, the controller 6 determines whether or not the vehicle is in an idle state. Specifically, it is determined whether or not the vehicle speed is zero. The controller 6 proceeds to step S2 if the vehicle is in an idle state, and proceeds to step S3 if not.

  In step S2, the controller 6 performs idling warm-up processing. Specific contents will be described later with reference to FIG.

  In step S3, the controller 6 determines whether the vehicle is in a decelerating state or in a steady / accelerated running state. Specifically, it is determined whether or not the accelerator pedal depression amount is zero and the vehicle acceleration is smaller than zero. If the vehicle is in a decelerating state, the controller 6 proceeds to step S4, and if the vehicle is in a steady / accelerated running state, the controller 6 proceeds to step S4.

  In step S4, the controller 6 performs a deceleration warm-up process. Specific contents will be described later with reference to FIG.

  In step S5, the controller 6 performs a warm-up process during steady / accelerated running. Specific contents will be described later with reference to FIG.

  FIG. 3 is a flowchart showing the idling warm-up process.

  In step S21, the controller 6 determines whether or not the cooling water temperature detected by the water temperature sensor 61 is lower than a predetermined warm-up completion water temperature. The warm-up completion water temperature is a water temperature at which it can be determined that the warm-up of the engine 1 has been completed, and is a water temperature at which the idle rotation speed maintained at the first idle rotation speed can be returned to the normal idle rotation speed. The controller 6 proceeds to step S22 if the cooling water temperature is lower than the warm-up completion water temperature, and proceeds to step S23 if it is higher.

  In step S22, the controller 6 closes the flow control valve 44 and gives priority to warming up the engine.

  In step S23, the controller 6 determines whether or not the hydraulic oil temperature detected by the oil temperature sensor 62 is lower than a predetermined idle / neutral control permission oil temperature. The idle neutral control permission oil temperature is a hydraulic oil temperature at which the slip amount of the forward clutch of the automatic transmission 3 can be appropriately controlled. The controller 6 proceeds to step 24 if the hydraulic oil temperature is lower than the idle / neutral control permission oil temperature, and proceeds to step S25 if it is higher.

  In step S <b> 24, the controller 6 opens the flow rate adjustment valve 44 to promote warming up of the automatic transmission 3.

  In step S25, the controller 6 performs idle neutral control. Idle / Neutral control is the same as when the shift range is in the N range while the vehicle is stopped while the shift range is maintained in the driving range such as the D range. It is a control that improves the fuel efficiency of the hour. During the idle / neutral control, the solenoid valve for adjusting the supply state of the engagement hydraulic pressure to the forward clutch is duty-controlled, and the engagement force of the forward clutch is controlled. And by controlling the engagement force of a forward clutch and controlling the slip amount of a forward clutch, even if it is D range, it is set as the state similar to being in N range.

  FIG. 4 is a flowchart showing the deceleration warm-up process.

  In step S41, the controller 6 determines whether or not the cooling water temperature detected by the water temperature sensor 61 is lower than a predetermined fuel cut control permission water temperature. The fuel cut control permission water temperature is a cooling water temperature at which the engine 1 is not likely to misfire when the fuel is cut. If the coolant temperature is lower than the fuel cut control permission water temperature, the controller 6 proceeds to step S42, and if greater, the process proceeds to step S43.

  In step S42, the controller 6 closes the flow control valve 44 and warms up the engine 1 with priority.

  In step S43, the controller 6 determines whether or not the hydraulic oil detected by the oil temperature sensor 62 is lower than a predetermined fuel cut control permission oil temperature. The fuel cut control permission oil temperature is a hydraulic oil temperature at which the hydraulic control of the lockup clutch can be appropriately performed. The controller 6 proceeds to step S44 if the hydraulic oil temperature is lower than the fuel cut control permission oil temperature, and proceeds to step S45 if it is greater.

  In step S <b> 44, the controller 6 opens the flow rate adjustment valve 44 to promote warming up of the automatic transmission 3.

  In step S45, the controller 6 performs fuel cut control. The fuel cut control is control that stops fuel injection when a predetermined condition is satisfied during vehicle deceleration and improves fuel efficiency during deceleration.

  FIG. 5 is a flowchart showing warm-up processing during steady / accelerated running.

  In step S51, the controller 6 determines whether or not the cooling water temperature detected by the water temperature sensor 61 is lower than a predetermined lock-up permission water temperature. The lock-up permission water temperature is a cooling water temperature at which the combustion of the engine is stable and the vibration due to torque fluctuation when the lock-up clutch is engaged is not transmitted to the vehicle. The controller 6 proceeds to step S52 if the coolant temperature is lower than the lock-up permission coolant temperature, and proceeds to step S53 if greater.

  In step S52, the controller 6 closes the flow control valve 44 and gives priority to warming up of the engine 1.

  In step S <b> 53, the controller 6 opens the flow rate adjustment valve 44 to promote warming up of the automatic transmission 3.

  In step S54, the controller 6 determines whether or not the hydraulic oil detected by the oil temperature sensor 62 is lower than a predetermined lockup permission oil temperature. The lock-up permission oil temperature is a hydraulic oil temperature at which hydraulic control of the lock-up clutch can be appropriately performed. The controller 6 terminates the current process if the hydraulic oil temperature is lower than the lock-up permission oil temperature, and proceeds to step S55 if it is higher.

  In step S55, the controller 6 performs lockup control. The lockup control is control for transmitting all the power of the engine 1 to the automatic transmission 3 by fastening a lockup clutch in the torque converter in a predetermined operation state.

  According to the present embodiment described above, since the fuel efficiency improvement effect by reducing the idle rotation speed is great during idling, first, the engine warm-up is prioritized and the idle rotation speed is preferentially reduced. As a result, the fuel injection amount necessary to maintain the idling rotation can be reduced, and the fuel efficiency can be improved.

  Then, after the warm-up of the engine is completed, the warm-up of the automatic transmission 3 is promoted so that idle / neutral control can be performed. Thereby, the fuel consumption at the time of idle can be improved further.

  At the time of deceleration, since the fuel efficiency improvement effect by the fuel cut is large, the engine 1 and the automatic transmission 3 are warmed up so that the fuel cut control can be performed. As a result, the time during which fuel cut control can be performed during deceleration increases, so that fuel efficiency during deceleration can be improved.

  During steady / accelerated running, the effect of improving the fuel efficiency by engaging the lock-up clutch is great, so the engine 1 and the automatic transmission 3 are warmed up so that lock-up control can be performed. As a result, the time during which lockup control can be performed during steady / accelerated travel increases, so that fuel efficiency during steady / accelerated travel can be improved. Even after the hydraulic oil temperature reaches the lock-up permission oil temperature, the flow rate adjustment valve 44 is opened to promote the increase of the hydraulic oil temperature, which is to reduce the friction of the automatic transmission 3. .

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIG. The present embodiment is different from the first embodiment in that warm-up of the engine 1 and the automatic transmission 3 is controlled according to the running pattern. Hereinafter, the difference will be mainly described. In each of the following embodiments, the same reference numerals are used for portions that perform the same functions as those of the first embodiment described above, and repeated descriptions are omitted as appropriate.

  FIG. 6 is a flowchart illustrating the warm-up control of the engine 1 and the automatic transmission 3 according to this embodiment. The controller 6 executes this routine at a predetermined calculation cycle (for example, 10 ms) while the engine 1 is operating.

  Since the processes in steps S2, S4, and S5 are the same as those in the first embodiment, description thereof is omitted here.

  In step S101, the controller 6 determines the traveling pattern of the traveling vehicle. Specifically, a route to be traveled is searched by the navigation system, and determination is made based on road information (shape, type, width, etc.) of roads along the searched route, intersection information, traffic jam information, and the like.

  In step S102, the controller 6 determines whether or not the determined travel pattern is the first travel pattern. The first traveling pattern is a traveling pattern in which the time ratio of the idle state during traveling is the largest among the idle state, the deceleration state, and the steady / accelerated traveling state. If the travel pattern is the first travel pattern, the controller 6 proceeds to step S2, and otherwise proceeds to step S103.

  In step S103, the controller 6 determines whether or not the determined travel pattern is the second travel pattern. The second traveling pattern is a traveling pattern in which the time ratio of the deceleration state during traveling is the largest among the idle state, the deceleration state, and the steady / accelerated traveling state. If the travel pattern is the second travel pattern, the controller 6 proceeds to step S4, and if not, proceeds to step S5.

  Thus, when the running pattern can be predicted in advance, it is effective to perform the warm-up control based on the running state in which the time ratio during running increases among the idle state, the deceleration state, and the steady / accelerated running state. Can improve fuel efficiency.

  Note that the present invention is not limited to the above-described embodiment, and it is obvious that various modifications can be made within the scope of the technical idea.

  For example, in each of the above embodiments, the opening degree of the flow rate adjustment valve 44 may be finely adjusted.

  Further, in the second embodiment, the most fuel-efficient effect is obtained from the time ratio of each travel state during travel of the determined travel pattern and the fuel-consumption effect by idle speed reduction, idle / neutral control, fuel cut control and lock-up control. You may implement warm-up control so that it may become high.

It is a system schematic diagram of a warm-up control device for a vehicle. It is a flowchart explaining the warm-up control of the engine and automatic transmission by 1st Embodiment. It is a flowchart which shows an idle time warm-up process. It is a flowchart which shows a warming-up process at the time of deceleration. It is a flowchart which shows a warming-up process at the time of steady / acceleration running. It is a flowchart explaining the warm-up control of the engine and automatic transmission by 2nd Embodiment.

Explanation of symbols

1 Engine 2 Torque Converter 3 Automatic Transmission 44 Flow Control Valve 46 ATF Warmer (Heat Exchanger)
S2 Water temperature control means, oil temperature control means, idling warm-up means S4 Water temperature control means, oil temperature control means, deceleration warm-up means S5 Water temperature control means, oil temperature control means, steady / acceleration running warm-up means S25 Idle・ Neutral control S45 Fuel cut control S55 Lock-up control

Claims (5)

A heat exchanger for exchanging heat between the engine coolant and the hydraulic fluid of the automatic transmission;
A flow rate adjusting valve for adjusting a flow rate of cooling water to be circulated in the heat exchanger;
A warm-up control device comprising:
A water temperature control means for reducing the flow rate of the cooling water to be circulated through the heat exchanger and increasing the cooling water temperature of the engine to a predetermined cooling water temperature according to a running state;
Oil temperature control means for increasing the flow rate of cooling water to be circulated through the heat exchanger and increasing the operating oil temperature of the automatic transmission to a predetermined operating oil temperature according to a running state;
A warm-up control device comprising: Idle / neutral control means for maintaining the forward clutch of the automatic transmission in a slipping state when the vehicle is stopped when the automatic transmission is in a travel range;
In idling, the water temperature control means is preferentially implemented to raise the cooling water temperature of the engine to a warm-up end water temperature, and after the engine warms up, the oil temperature control means is implemented to implement the automatic transmission. Idle temperature warm-up control means for raising the hydraulic oil temperature of the idle oil temperature to the permitted oil temperature of the idle neutral control means,
The warm-up control device according to claim 1, comprising: Fuel cut control means for stopping fuel injection according to the coolant temperature of the engine and the hydraulic oil temperature of the automatic transmission at the time of vehicle deceleration;
At the time of vehicle deceleration, when the coolant temperature of the engine reaches the permitted water temperature of the fuel cut control means, the hydraulic oil temperature of the automatic transmission reaches the permitted oil temperature of the fuel cut control means. Otherwise, the oil temperature control means is implemented to raise the hydraulic oil temperature of the automatic transmission to the permitted oil temperature of the fuel cut control means,
When the hydraulic oil temperature of the automatic transmission reaches the permitted oil temperature of the fuel cut control means, and the cooling water temperature of the engine does not reach the permitted water temperature of the fuel cut control means, the water temperature control A decelerating warm-up control means for increasing the cooling water temperature of the engine up to the water temperature permitted for the fuel cut control means,
The warm-up control device according to claim 1, further comprising: Lockup control means for controlling the engagement of a lockup clutch provided in the torque converter for transmitting the driving force of the engine to the automatic transmission via a fluid and directly connecting the input side and the output side of the torque converter When,
In a steady / accelerated running state, when the coolant temperature of the engine reaches the permission water temperature of the lockup control means, the hydraulic oil temperature of the automatic transmission reaches the permission oil temperature of the lockup control means. If not, the oil temperature control means is implemented to raise the hydraulic oil temperature of the automatic transmission to the permitted oil temperature of the lockup control means,
When the hydraulic oil temperature of the automatic transmission has reached the permitted oil temperature of the lockup control means, and the coolant temperature of the engine has not reached the permitted water temperature of the lockup control means, the water temperature control A steady / accelerated running warm-up control means for increasing the cooling water temperature of the engine up to the water temperature permitted for the lock-up control means,
The warm-up control device according to any one of claims 1 to 3, further comprising: Traveling pattern determination means for determining a traveling pattern of the vehicle according to the planned traveling route;
A warming-up control unit that determines a traveling state in which the time ratio increases during traveling from the determined traveling pattern and implements the water temperature control unit or the oil temperature control unit in accordance with the traveling state in which the time ratio increases.
The warm-up control device according to claim 1, comprising:

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